LDV T60 VS Nissan Navara
- Packed with features as standard
- Solid all-rounder
- Too-firm suspension (Pro)
- Resale value
- Brutish looks
- Improved load-lugging in the dual-cab
- Faster and more accurate steering
- Cheaper cars feel more work than play
- No Apple CarPlay/Android Auto
A lot is riding on the LDV T60. The dual-cab-only ute range is spearheading a new generation of better-built and better-equipped Chinese utes and (very soon) SUVs, aimed at carving out their own slice of the lucrative Aussie work-and-play market.
It’s the first Chinese commercial vehicle to receive a five-star ANCAP rating, it’s well priced and packed with standard features and safety tech across the range, but realistically is that enough to make it an appealing proposition in the eyes of the ute-buying public? And to overcome the public's wariness about vehicles from the People's Republic? Read on.
|Engine Type||2.8L turbo|
I don’t need to tell you this, I’m sure, but Australia knows a thing or two about utes. They’re our best-selling vehicles for a reason, and there’s is really nowhere else on the planet where load-luggers are as revered as they are Down Under.
Well, except perhaps America. But that's a weird and largely deep-fried land dripping with Trumps, semi-automatic weapons and aluminium foil hats, so let's ignore them for the moment.
And so, when the Nissan Navara dual-cab came under fire for underwhelming coil spring rear suspension and steering slower than a forming stalactite, Nissan knew it had to do something. And when the updated 'Series II' car, which arrived in March last year, failed to completely fix the issue, it knew it had to something else entirely.
Consider this, then, Nissan's big and brutish Goldilocks - the one they hope is finally just right.
|Engine Type||2.3L turbo|
The LDV T60 is a big step in the right direction for Chinese-built utes and should go a long way to convincing Aussie ute buyers that these are finally a worthwhile consideration. Well priced and feature-packed, this dual-cab range exhibits a marked improvement in build quality, fit and finish and all-round drivability. Right now, the Chinese are not major contenders by anyone's estimation but at least they're moving in the right direction.
For our money, and for work-and-play versatility, the Luxe auto is the pick of the bunch; you get all the standard kit with a few nifty add-ons, including on-demand rear diff lock, chrome door handles and door mirrors, sports bar and more.
Would you consider buying a Chinese-built ute? Tell us what you think in the comments below.
Kudos to Nissan for listening to its customers, and even more kudos for actually acting their complaints. The changes to the ride and handling (and the tweaking of the technology offering) have made the dual-cab Navara a much better vehicle to put to work.
Is the Navara on your work, play, or family ute shopping list? Tell us why or why not in the comments below.
From the outside, the LDV T60 is not unpleasant to look at – part-chunky ute, part-SUV styling – but there’s nothing startlingly special about it, either. It has the scalloped sides of an Amarok look-alike, the sporty stretch bonnet of a HiLux wannabe and everything in between.
I like it for its lack of pretension, as if its designers had a beer down the pub, scratched out their ideas on a coaster as a bit of a joke and then they decided they were actually pretty good, so those guidelines have stuck.
The interior is all clean lines and big surfaces, especially the plastic everything in the Pro, which is not a bad thing as this tradie-targetting model has a real everyday working ute feel to it.
The cabin is dominated by the huge expanse of dash-top and the ute’s 10.0-inch touchscreen entertainment unit.
Ah, do you like the look of the current Navara? Then we’ve got good news for you; nothing has changed this time around.
The exterior design still looks tough and muscular, and is probably at its best (which is also probably why it’s the most popular version) in dual-cab ST-X guise, what with its silver roof rails and side steps (the latter of which form a kind of 3D body kit). A chrome rear step bumper is standard across the dual-cab range, too.
Inside, it’s probably not the most modern-feeling interior, but the dimensions are good and it’s clean and functional, and the ambience is raised considerably with the optional leather seats. The cheaper models clearly focus on function over form, but the more expensive models - with their clear and easy-to-use touchscreen (5.0 or 7.0-inch size) in the centre of the dash - are a better bet if you don’t plan on visiting too many worksites.
There’s a a huge number of soft and hardtop tray covers in the options list, but no extra underbody protection listed.
The cabin is neat and roomy with adequate storage space for driver and front-seat passenger; a lidded centre-console bin, big door pockets, a dash-height cupholder for driver and front passenger (although our supplied water bottles only fit in with a little bit of twisting and forcing) and a knick-knacks tray, replete with two USB ports and a 12V socket.
Those in the rear get door pockets, a centre armrest with two cupholders and a 12V socket.
The front seats are comfortable enough but lack support, especially at the sides; the rear seats are flat and workmanlike.
Interior fit and finish is a big improvement on what’s come before in Chinese-built utes and these build-quality positives may go a long way to helping convince Australia’s ute buyers that the LDV T60 is a worthwhile purchase – or at least worth considering.
The 10-inch touchscreen is clear, neat and simple to operate, although prone to glare. I did see one colleague struggling to get his Android OS phone working through his Luxe. (I didn’t even bother trying to hook up my iPhone; I’m a dinosaur like that.)
The LDV T60 is 5365mm long, 2145mm wide, and 1852mm high (Pro) and 1887mm high (Luxe). Kerb weight is 1950kg (Pro manual), 1980kg (Pro auto), 1995kg (Luxe manual) and 2060kg (Luxe auto).
The tray is 1525mm long and 1510mm wide (1131mm between the wheel arches). It has a plastic tub liner and four tie-down points (one in each corner) and two ‘tub rim anchor points’, which seem like a bit of a flimsy afterthought. Loading height (from tray floor to ground) is 819mm.
The TDV T60 has a 3000kg braked tow capacity (750kg unbraked); many rivals hit the 3500kg benchmark. Its payload ranges from 815kg (Luxe auto) to 1025kg (for the Pro manual). Towball download is 300kg.
One final quirk we should mention is that the two Pros we tested had the indentation for a driver-side 'Jesus!' handle, but no actual handle. Strange.
The single- and king-cab Navara’s dimensions both stretch 5120mm, while the dual-cab version betters that slightly at 5255mm, which means 'boot size', or load lugging ability, varies slightly, too.
Obviously the cab chassis version with its steel tray prioritises heavy lifting, and your payload is a listed 1356kg in 2WD versions, and 1193kg in 4WD versions in single-cab guise. In the king-cab, those numbers fall slightly to 1256kg and 1178kg in 4WD versions. In the dual-cab cars, expect 1144kg (manual) or 1127kg (automatic). Buyers can opt for a soft or hard tonneau cover or a ute canopy, too.
The roof rails (standard from the dual-cab ST-X) unlock a world of roof rack options for extra storage space, too. But possibly the biggest practicality perk is the addition of two ISOFIX attachment points (one in each window seat in the second row) to the dual-cab versions of the Navara, finally meaning it can be used as a genuine family vehicle with proper child restraints.
All but the entry-level RX single-cab nab three power sources (the dual-cab pick-ups get a fourth in the tray), and dual-cabs also make use of four cupholders and bottle storage in the doors.
Price and features
In an age where each new vehicle seems to offer a mind-boggling variety of trim and spec levels, the LDV T60 range is a refreshingly small and simple one.
The diesel-only five-seater LDV T60 is available in one body style – dual-cab – and two trim levels: Pro, aimed at tradies, and Luxe, aimed at the dual-purpose or family recreation market. The range is limited to dual-cabs at the moment, but, at the launch LDV Automotive Australia did tease the arrival of single-cab and extra-cab models in 2018.
The four options are Pro manual, Pro automatic, Luxe manual and Luxe automatic. All are powered by a 2.8-litre common-rail turbo-diesel engine.
The base-spec T60 Pro, the manual, is $30,516 (drive away); the Pro automatic is $32,621 (drive away), the Luxe manual $34,726 (drive away), and the Luxe automatic $36,831 (drive away). ABN holders will pay $28,990 (for the Pro manual), $30,990 (Pro auto), Luxe manual ($32,990) and Luxe automatic ($34,990).
The ute’s standard features in Pro form include cloth seats, a 10.0-inch colour touchscreen with Android Auto and Apple CarPlay, automatic height adjusting headlights, 4WD with high and low range, 17-inch alloys with a full-sized spare, side steps, and roof rails.
Safety gear includes six airbags, two ISOFIX child-seat restraint attachment points in the rear seat, as well as a raft of passive and active safety tech including ABS, EBA, ESC, reversing camera and rear parking sensors, 'Hill Descent Control', 'Hill Start Assist', and a tyre-pressure monitoring system.
Above and beyond that, the top-spec Luxe gets leather seats and leather-bound steering wheel, electrically six-way adjustable and heated front seats, automatic climate control and a 'Smart Key' system with Start/Stop button, as well as an automatic locking rear differential as standard.
The Pro has a multi-bar headboard to protect the rear window; the Luxe has a polished chrome sport bar. Both models have roof rails as standard.
LDV Automotive has launched a range of accessories including rubber floor mats, polished alloy nudge bars, tow bar, ladder rack, colour-matched canopies, tonneau covers and more. Bullbars for the ute are in the pipeline.
It’s the usual complicated range for this updated Navara, which can be had in a staggering 26 different flavours across a full McDonald’s menu of models, be it single-cab, king-cab or dual-cab, and in a pick-up or cab chassis body style.
The cheapest option is the 4x2 RX single-cab, which starts at $25,990, vs the most expensive model, the ST-X Dual-Cab four wheel drive with its list price of $54,490. And there’s a Navara to fill every possible gap in between, with a price guide that’s just slightly longer than <i> The Lord of The Rings. We won’t publish every cost here (and that’s just the RRP, let alone the drive-away price…). Suffice it to say, how much you pay is up to you - it all depends on where in the model comparison you land.
The easiest way to break down this review is to sort them by trim levels, so hold onto your hats as we dive straight in.
The Navara single-cab chassis with four-wheel drive is the only configuration in which you’ll find a DX, and it features 15-inch steel wheels, cloth seats, auto headlights, manual air conditioning and cruise control.
Expect a simple stereo set-up with a single CD player (not a CD changer) and Bluetooth audio streaming, but no DVD player, DAB radio or a fancy sound system with all that subwoofer business.
The RX (which you can have in single-, king- or dual-cab) gives you 16-inch steel wheels, chrome around the front grille, door handles or mirrors, keyless entry and central locking, powered windows and a reversing camera that beams its image onto the rearview mirror as there’s no multimedia screen at this level. The dual-cab RX also gets updated suspension (which we’ll come back to), six speakers and two new ISOFIX attachment points.
A dual-cab-only SL model then splits the range, adding a LED headlights with daytime running lights/driving lights (but not HID, xenon or projector), improved tech with a five-inch infotainment screen, sidesteps and an electronic locking rear differential/diff lock on 4WD-equipped cars.
Next, the ST (available in king- or dual-cab) adds plenty of niceties like 16-inch alloy rims, leather-wrapped steering wheel and handbrake and an upgraded multimedia set-up courtesy of a bigger 7.0-inch touchscreen. The ST-X (available in king- or dual-cab) adds push-button start, dual-zone climate control, 18-inch alloys (yep, we’ve skipped 17 inch alloy wheels) and rear parking sensors. With no Apple CarPlay or Android Auto, you won’t be able rely on your iPhone’s GPS as a navigation system, but worry not - sat nav is standard from the ST on up.
Also new is a digital speedo that will be standard on all SL, ST and ST-X grades from June. No word yet on a N-Sport sports edition, but watch this space.
Now, if you thought the model list was an epic, just wait until you get a hold of the accessories list. Every conceivable bull bar, snorkel, ladder rack, sports/nudge bar and floor mats are on offer here, along with too many clever ways to carry your tool kit.
A dual battery system, though, will be an aftermarket job, as will specialist all terrain tyres or off-road tyres and flares or wheelarch extensions. Speaking of options, leather seats only arrive as part of a leather option pack, along with a sunroof in the sunroof option pack.
So, colours; 'Cosmic Black', 'Burning Red', 'Brilliant Silver', 'Deep Sapphire' (or blue, to us common folk), 'Hornet Gold' (the closest you’ll come to orange), 'Slate Grey', 'White Diamond' and 'Polar White' are on offer across most of the range, with premium paint an extra $550.
Engine & trans
There are two diesel engines on offer here; a twin-turbocharged diesel good for 140kW at 3750rpm and 450Nm at 1500pm, and a 2.3-litre diesel engine equipped with a single turbocharger that will generate 120kW at 3750rpm and 403Nm of torque at 1500rpm. Those engine specs don't seem that dissimilar, sure (and yes, the engine size is identical), but the extra horsepower makes a difference on the road.
Both can be paired with a six-speed manual transmission or seven-speed automatic transmission, feeding power to two or all four wheels, depending on whether you opt for a 4x2 or 4x4 model. There is no petrol on offer, and you can forget hybrid or LPG.
A diesel particulate filter (DPF) is fitted, of course, and should you see the warning light pop on, a cruise at more than 80km/h will be required to burn off the nasties.
The biggest news here is the overhaul of the rear suspension in most of the dual-cab cars (a significant cause of complaint in the outgoing model). New and stiffer dual-rate springs on SL, ST and ST-X dual-cab cars have massively improved this Navara’s driveability when carrying a load, and the steering has been made significantly faster, too.
Expect a towing capacity of 750kg (unbraked) and 3500kg (braked) across the Navara range - which are good pulling statistics - and a towbar pack will set you back around $1000. The gross vehicle weight is 2910kg across the range.
Nissan doesn’t quote performance figures (like 0-100 acceleration or top speed), but then, this isn’t a car you’ll be lapping Mount Panorama in. So instead, let's focus on ground clearance (max 230mm) and turning circle (11.8m).
In the question of timing belt or chain, the Navara uses a chain, but for other ownership issues, like engine issues (say you’re blowing black smoke), automatic gearbox problems, clutch, injector or gearbox issues or for oil type or capacity, keep an eye on out Navara owners page.
The claimed fuel consumption (diesel) for the single turbo engine is between 6.4L/100km and 7.1L/100km, depending on which model you plonk it in, while the claimed fuel economy (diesel) for the twin-turbo option is between 6.5L to 7.0L/100km on the combined cycle.
The Navara’s 80-litre fuel tank capacity promises a long range no matter the engine, with the mileage near enough identical.
We did more than 200km around Bathurst in some LDV T60s, most of it in a Pro auto, and much of the drive program was on bitumen. A few things became obvious quite early on and, later, a few quirks popped up as well.
The 2.8-litre four-cylinder VM Motori turbo-diesel never seemed to struggle – on the blacktop or in the bush – but it almost felt too relaxed, as it was slow to respond and wind up, especially when pushed on long, steep hills.
However, a bonus of that under-stressed engine is that it is very quiet – we had the radio off and engine-related NVH levels were impressive. There wasn’t even any wind-rush from the big wing mirrors.
The six-speed Aisin auto trans is a smooth unit – no hard-shifting up or down – but there’s no real discernible difference in drivability between modes; Normal or Sport.
Ride and handling are adequate if unspectacular, although it turned in nicely – steering was very precise for something like this – and the ute held stable through long sweeping bends. Our tester was on 245/65 R17 Dunlop Grandtrek AT20s.
While our stiff-set Pro exhibited no arse-end skipping-around straight away, typical of an unladen ute, we did hit a few surprise lumps and bumps early on in the drive-loop and that got the back end jumping about in a brief but brutal manner.
As for the quirks, our overzealous ABS kicked in on several occasions for seemingly innocuous reasons when we tickled the brakes (discs all round) at lower and high speeds on bumpy stuff, which was concerning.
Secondly, a couple of journalists in a Luxe reckoned the blind-spot monitor in their LDV T60 failed to alert them to the presence of a passing vehicle.
While the Pro suspension was too firm (to cope with heavy loads, no doubt), the Luxe’s tended to wallow.
For off-roading enthusiasts, here are the numbers worth noting: ground clearance is 215mm, wading depth is 300mm, and front and rear departure angles are 27 and 24.2 degrees respectively; ramp-over angle is 21.3 degrees.
The launch off-road loops were more scenic than challenging but when we intentionally veered off-course and onto some steep hilly sections, we had the opportunity to check out the LDV T60’s engine braking (okay) and hill descent control (good).
The Pro auto was an easier drive over any off-road bits than the manual Pro was, as the light feel of its clutch and the loose throw of its gear-stick didn’t inspire confidence.
Underbody protection includes a plastic bash-plate at the front.
This big news here is what’s happening under the skin. Nissan is being refreshingly upfront about the owner complaints surrounding the old car. Namely soft suspension that just couldn’t handle a heavy load, and steering that felt slow and cumbersome.
And so that’s exactly where they focussed their attention this time around. For one, the rear suspension has been completely re-worked, with stiffer dual-rate springs at the back, which made light work of the 650 kilograms we towed at launch - and that’s honestly not something you could say about the out-going car, in which a heavy load would make the Navara feel overly bouncy, and not exactly confidence-inspiring.
And the steering is now significantly faster, too, which makes you feel far more connected with the front tyres, removing the vagueness the old car served up.
They’re the big changes, and they’ve genuinely changed the character of the dual cab cars for the better. We’ve now towed more than a tonne, attacked some twisty stuff without a load on-board and we’re now carrying some weight in the back, and it’s really handled everything with ease.
The only real downside is that for every action there’s an equal and opposite opposite reaction, and so it will come as no surprise that stiffening the suspension has made the Navara feel a little harder without a load on board, and it can feel like it’s skipping over bumps in the road, which you can feel lightly tugging on the steering wheel. But across the board, the changes have been a real bonus for anyone who is going to be putting their Navara to work.
Our time behind the wheel was largely road (and some pretty straightforward gravel), so we’ll leave the off-road ability review to our own Marcus 'Crafty' Craft a little later. Hell, even Melbourne’s perennially dodgy weather held up, so we couldn’t even challenge the wading depth.
The LDV T60 packs a lot of safety gear in for the price. It has a five-star ANCAP rating, six airbags (driver and front passenger, side, full-length curtain) and includes a raft of passive and active safety tech across the range including ABS, EBA, ESC, reversing camera and rear parking sensors, 'Hill Descent Control', 'Hill Start Assist', and a tyre-pressure-monitoring system. It has two ISOFIX points and two top-tether points.
New stuff? Well, there’s the new ISOFIX attachment points in the back of the dual-cab cars, adding two legitimate child seat anchor points that can transform the Navara into a family car. The backseat is more than big enough to fit two baby car seats, too, but I wouldn't want to be squeezed between them.
There’s a new reversing camera, too, which features on everything from the Navara king-cab RX model and up. Beyond that, expect an airbag count of seven (two front, two front-side seat, two side-curtain and driver’s knee) as well as the usual suite of traction and braking aids including, ESP, ABS, and EBD.
Only the Dual-Cab ST-X get rear parking sensors, along with hill descent control and hill start assist in four-wheel drive cars.
The Nissan Navara (single-cab) was awarded the maximum five-star ANCAP safety rating when assessed in 2015.
So, where is the Nissan Navara built? Ours arrive from Thailand.
The Navara range is covered by a three-year/100,000km manufacturer warranty (though there are dealership extended warranty programs available), and will require a trip to the service centre every 12 months or 20,000km.
The 'myNIssan Service Certainty' capped price servicing Navara program limits the service costs for the first six services to between $547 and $744 per dealership visit.
There's a full-size spare tyre, too. Handy when you get a flat. And the owner's manual is filled with handy hints.
For all problems, including reliability ratings, common faults, issues, complained and defects, keep an eye on our Navara owner’s page.