LDV T60 VS Toyota Hiace
- Improved suspension
- Packed with features
- Sharp pricing
- Flat seats
- Can be noisy
- Hugely improved over predecessor
- Class-leading safety
- Better engines than before
- More expensive
- No barn doors available
- Could be too large for some customers now
The LDV T60 was rather a pleasant surprise at its Australian launch in 2017. It was a Chinese-built dual-cab ute that actually looked pretty good, seemed well-built, drove nicely, was adequately capable off-road and it was sharply priced and well-equipped.
Now, a few years down the track, the big news is that all new LDV T60s on-sale now should come equipped with Australian-tuned suspension, which was only available previously in the limited edition Trailrider version of the LDV T60. Better still, the suspension tune-up was devised by Walkinshaw Automotive Group, the company responsible for long-time HSV production.
Has this change – aimed at improving the ute’s ride and handling and thus bolster its appeal to a ute-loving public – actually been successful?
We drove an LDV T60 Luxe, the top-spec of the two-variant T60 range, to find out.
|Engine Type||2.8L turbo|
The Toyota HiAce has become a staple of Aussie culture. More than 335,000 of them have been sold here since 1979.
But no-one really wants to drive a HiAce, do they? It's a work van. A box on wheels, typically white, and often unwashed. And for the past 15 years the HiAce has barely changed - though that hasn't stopped it from being the go to option for tradies and couriers. It's been number one on the sales charts for pretty much that whole time.
So how does this all-new HiAce stack up? And why does it now have a bonnet? Read on to find out.
|Fuel Type||Regular Unleaded Petrol|
For what it is – a Chinese-built ute – the LDV T60 has been a sharply priced, well-equipped and rather decent work-and-play vehicle since its 2017 launch.
Now, a few years later, it’s still quietly impressive and with Walkinshaw-tuned suspension, I’m happy to say, it’s even a little bit better than it was.
It still lags behind the class-leading light commercial utes in some areas, but it's a sign of the times that a Chinese product is so well built and feature-packed. The new suspension has only served to boost the package.
The LDV T60 makes a very strong case as a feature-packed budget buy.
There is no doubt that the new Toyota HiAce has been worth the wait. Owners and drivers of the previous-generation model won't know themselves when they sit inside the new version, the improvements are that big and that plentiful.
It has been the number one seller in the segment for a long for a reason - and now there are even more reasons for it to retain its top spot... provided a compact body isn't one of your priorities, because it's considerably bigger than before.
We can't wait to see how it compares to its rivals - we'll aim to get all of the main names together for a comparison test later this year.
Not really, but not every vehicle has to be a stylistic champion – sometimes it’s nice for a ute just to be a ute with few pretensions.
The T60 manages to strike a reasonable balance between being a bit retro, a little bit stylish and being mostly like a work-truck.
Like all new models that have seen a pretty dramatic front design change, it might take a while for you to come to grips with the new look of the HiAce, which now has a 'semi-bonnet'.
The protuberance at the front not only improves cabin comfort and ease of maintenance, it also helps improve the safety standards in the new Toyota van. There's a better frontal impact zone which this time doesn't include the driver's knees.
Look, I think the previous HiAce looked a bit mean. It was unapologetic in its boxiness, and it aged really well. It isn't often a vehicle lasts a decade and a half without any major changes.
Make what you will of the front design, which has halogen headlights (no LED daytime running lights or LED headlights, which is a bummer) and the choice of either the hard-wearing black bumpers, or colour coded bumpers if you option them.
In a first for the segment, there's a digital camera monitor rearview mirror that is optionally available - it uses a camera on the back of the van with a live link to the switchable rear-vision mirror, which means that if you've got a full load of people or parcels obscuring your view, you can use the live feed from the camera instead. It's brilliant.
The good news for buyers is that there's still plenty of choice when it comes to size and spec. There's the existing 6.2-cubic-metre LWB (long wheelbase) version, or the SLWB (super long wheelbase) with 9.3 cubic metres of cargo space.
The dimensions are dramatically different, though. No longer is this the sort of van that'll slot into a tight city parking space.
In LWB guise it now measures 5265mm long, 1950mm wide and 1990mm tall (compared to 4695mm long, 1695mm wide and 1980mm tall). And the wheelbase has been stretched by a massive amount - up from 2570mm to 3210mm.
The SLWB version is huge, at 5915mm long, 1950mm wide and 2280mm tall (compared to the existing model's 5380mm length, 1880mm width and 2285mm height). Likewise, the wheelbase has jumped from 3110mm to 3860mm.
There is no hiding the size changes, and there has been an impact inside the cabin, too. See the interior photos below to get an idea.
The T60, one of the biggest dual-cab utes, is 5365mm long, 2145mm wide and 1887mm high. And it feels roomy inside to match those exterior dimensions. It also feels kind of classy inside, at least it does until you notice expanses of plastic and hard-wearing trim and it all strikes you as a bit cheap-looking.
The interior is all sweeping lines and big surfaces, made for real-world life. And you know what? You get what you paid for and the T60’s price-tag is pretty reasonable, remember?
The massive dash-top and the ute’s 10.0-inch touchscreen entertainment unit dominate the cabin.
The touchscreen is clear and bright but it’s fiddly to operate, proven to glare and the camera views represented on it are often dark and muddy-looking.
The cabin itself is tidy with storage space for driver and front-seat passenger; a flip-top centre-console bin, big door pockets, a dash-height cupholder for driver and front passenger and a bits-and-pieces tray, replete with two USB ports and a 12V socket.
Rear-seat passengers get ISOFIX and top-tether points, 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. There’s plenty of room though, which is a big plus.
Interior fit and finish is good for the price and these build-quality positives, as before, may build on the ute’s appeal.
Any mid-sized van has to put practicality at the forefront, with enough storage and cabin smarts to make living with it day to day not just amenable, but enjoyable if possible.
Not only that, it should be easy to get in and out of. The ingress and egress of the existing HiAce was hampered by the fact you sat on top of the engine and had to climb over the wheel arch. That's not the case this time around, and the seat height has been lowered by 50mm, with a much, much better driving position as a result.
The seat itself is comfortable for the driver, with six-way adjustment and a level of support and comfort that the previous model was nowhere close to - trust me, I drove it back-to-back, and the difference is night and day. Plus that lower hip entry point makes for a much easier entry and exit if you happen to do that a lot in your day to day use of the van.
The materials used are all of a decent quality, and Toyota has thought of storage options, too, with a number of cup and bottle holders across the dash and in the doors as well. There's no centre storage area or arm rest unless you buy the Crew van or the Commuter bus.
There are two seats up front in all models sold here, but you can get a Crew Van model with a second row seat setup consisting of three positions (with two ISOFIX child-seat anchor points and even curtain airbag protection).
As for infotainment, there's Toyota's 7.0-inch touch screen media system with FM/AM/DAB digital radio, a CD player, a single USB input, Bluetooth phone and audio streaming and voice control. This screen is able to be retrofitted with Apple CarPlay and Android Auto, which will be offered from the fourth quarter of 2019. Purchasing before then? It'll be free to add those smartphone mirroring apps.
That's the front of the cabin - in the rear there's a bit to talk about, too.
All HiAce van models come with dual sliding doors, including glazing on the passenger side. Lots of rivals ask you to pay extra for a sliding door on the driver's side.
The rear door situation isn't as impressive - at launch, and for the foreseeable future, there won't be barn doors available. That could rule this vehicle out for you, especially if you typically fork loads in - the side door apertures are 990mm wide on the LWB model, but there's a 1250mm door gap on the SLWB, meaning you can side-fork a pallet in.
Here are the cargo dimensions for each of the different versions of the HiAce van - remember, the SLWB model also gets a high roof as standard:
|Cargo length||Cargo width||Width between wheel arches||Cargo height||Cargo volume|
|HiAce LWB Crew||N/A||1760mm||1268mm||1340mm||N/A|
Payload capacity varies depending on the model. Here's a weight table - I promise it's easier than trying to read the figures.
|Kerb weight||Gross vehicle weight||Payload|
|LWB petrol manual||1720kg||3200kg||1080kg|
|LWB petrol auto||1735kg||3200kg||1065kg|
|LWB diesel manual||1835kg||3300kg||965kg|
|LWB diesel auto||1845kg||3300kg||955kg|
|LWB Crew diesel auto||1925kg||3300kg||875kg|
|SLWB petrol auto||1905kg||3200kg||1295kg|
|SLWB diesel auto||2025kg||3200kg||1175kg|
|Commuter diesel auto||2215kg||3250kg||1035kg|
All van models come with six tie-down points, while the Crew model has four tie-downs.
Price and features
The LDV T60 Luxe automatic costs $37,331 (driveaway). Our test vehicle had metallic paint (premium paint an option, $500) and a tow bar/harness kit (list price $769.45 excluding GST, fitting and labour varies per dealer.) The base-spec is the Pro, which also comes in manual or automatic.
All T60s now have the new suspension tune fitted as standard.
The top-spec Luxe gets a whole bunch of stuff for such a sharp price including 10.0-inch colour touchscreen with Android Auto and Apple CarPlay, leather seats and a leather-bound steering wheel, electrically six-way adjustable and heated front seats, automatic climate control, ’Smart Key' system with Start/Stop button, 4WD with high and low range, 17-inch alloys with a full-sized spare, side steps, and roof rails, 360° view camera, adaptive headlights, as well as an automatic locking rear differential as standard.
Prices are up on all models in the HiAce range, but as we've covered up above, you're getting more metal for your money.
Here's a price list to make it easier to figure out the model range, and an indication how much the model range has increased in cost this time around.
|Variant||Petrol manual||Petrol auto||Diesel manual||Diesel auto|
|LWB||$38,640 (up $4170)||$40,640 (up $3110)||$42,140 (up $4610)||$44,140 (up $4060)|
|LWB Crew||-||-||-||$47,140 (up $5020)|
|SLWB||-||$48,640 (up $2950)||-||$52,140 (up $2880)|
|Commuter||-||-||-||$67,140 (up $4110)|
|Commuter GL||-||-||-||$70,140 (new)|
All LWB and SLWB van models come with dual rear sliding doors (passenger side glazed), 16-inch steel wheels with a full-size spare, auto headlights (with auto high beam), as well as halogen headlights, tail-lights and daytime running lights.
The interior gear consists of a 4.2-inch multi-info display with digital speedometer and trip meter, a leather-accented steering wheel with reach and rake adjustment, fabric seat trim, sunglass holder, two 12-volt DC sockets, USB and auxiliary ports, a two-speaker stereo system and the aforementioned 7.0-inch media screen with sat nav.
The LWB Crew model adds halogen front fog lamps, body coloured front and rear bumpers with colour-coded door handles, chrome garnishes front and rear, and dual sliding rear doors with opening windows. Of course, this version also gets a second-row three-seat bench with 60:40 folding and two ISOFIX points, along with a rear step light and a centre console tray for extra front cabin storage that also includes rear seat air vents. The Crew model also gets the digital rear view mirror with auto-dimming function as standard.
The Commuter model is a 12-seat bus, a passenger-side sliding door, full-length windows, a roof escape hatch, interior lighting, a four-speaker stereo, air conditioning vents for all positions. It misses out on front side and full-length curtain airbags, though.
There's a GL version of the Commuter which gets LED daytime running lights, halogen fog lights, body coloured bumpers and door handles, chrome finishes, a power side door, increased insulation and acoustic glass, 16-inch alloy wheels, fake leather seat trim, six rear USB ports, eight reading lights, a rear air-con panel, a six-speaker stereo and the digital rear view mirror.
Customers who wish to have colour-coded bumpers can option them for $600, and the digital rear view mirror and front fog lamps can be had for $1000, or the lot can be bundled for a cost of $1600.
Of course there are dozens of accessories for the new HiAce, most of which have been designed and developed in Australia. Items like the internal ladder rack, exterior ladder rack, floor mats, aluminium interior panels, aluminium window protectors, and there's a conduit caddy for the roof rack system, too.
Colours for the new HiAce range are limited by class standards. There are three options for the work van models - French Vanilla (white), Quicksilver Mica (not for the Commuter model) and Goldrush Metallic (champagne - only for SLWB). The Commuter GL versions have Light Blue Armour and Goldrush (champagne) metallic options. For context, you can choose from more than 100 colours if you're buying a Ford Transit Custom.
So for this section the HiAce scores a 6/10, but it makes up for it when you consider the standard safety equipment - see the section below.
Engine & trans
Things have changed under the bonnet for the new-generation HiAce - there's a choice of two new engines.
The most popular will be the 2.8-litre turbo-diesel four-cylinder engine, which is familiar from the HiLux, Fortuner and Prado. In this application it has a diesel particulate filter with a manual burn-off switch, and - for the first time for this diesel engine - there's start-stop technology that shuts the engine down in traffic to save fuel.
With the six-speed automatic transmission in the van range the diesel motor produces 130kW of power (3400rpm) and 450Nm of torque (1600-2400rpm). With the six-speed manual the power is still 130kW, but torque is lower, at 420Nm (1400-2600rpm).
The Commuter version of the HiAce has a detuned diesel-auto drivetrain, with 120kW (at 3600rpm) and 420Nm (1600-2200rpm).
The other powertrain is the horsepower hero - a 3.5-litre petrol direct-injection V6 with the choice of a six-speed manual or six-speed automatic. It offers up 207kW of power at 6000rpm and 351Nm of torque at 4600rpm.
For context, that puts the petrol engine at an advantage of 75 per cent for power and 44 per cent for torque compared to the existing 2.7-litre four-cylinder... but there is a price to pay in terms of fuel economy. See below for more on that.
Braked towing capacity is rated at 1900kg for the manual diesel van, 1500kg for the diesel-auto and petrol-auto models, and 1400kg for the petrol manual. The unbraked capacity is 750kg on all models.
LDV T60s have a 75-litre fuel tank. The LDV T60 Luxe auto has a claimed fuel consumption of 9.6L/100km for the auto; an average of 9.5L/100km was registering on the dash display.
We recorded an actual fuel consumption on test of 9.9L/100km after more than 400km of driving and that included about 30km of off-roading, with about 5km of that in low-range.
Diesel vs petrol - you may not even consider weighing up the options, because there's something to be said of diesel fuel economy compared to petrol fuel use.
The diesel manual LWB model uses a claimed 7.5 litres per 100 kilometres (previously 8.1L/100km), and the most popular version - the diesel auto LWB - has claimed combined cycle fuel consumption of 8.2L/100km (previous model: 8.7L).
Choose a LWB Crew or SLWB van - both of which are diesel-auto only - and claimed fuel use is 8.4L/100km (previously 9.2L).
As for petrol consumption, the figure is 12.4L/100km for the manual, and 12.0L/100km for the auto. The existing four-cylinder petrol had consumption of 9.8L (auto) and 10.1L/100km (manual).
Fuel tank capacity is 70 litres, no matter which model you choose. There's no long range fuel tank available.
The 2060kg T60 gets around pretty well, though there are a few things you have to get used to. We did more than 400km in it, most of that on bitumen with about 50km of off-roading, and about 10km of that in low-range.
It’s never been the most lively of dual-cab utes to drive and often feels underpowered, but it still ticks along evenly enough, relaxed and under-stressed.
The engine is slow to respond and it can be noisy when pushed particularly hard, but generally the T60 is on the right side of quiet – inside the cabin, anyway.
The six-speed auto is mostly a smooth-working unit and produces no abrupt shifts up or down.
The suspension set-up is still double wishbone at the front and leaf springs at the rear, but Walkinshaw has worked its magic to improve ride and comfort. The Pro suspension was previously very firm (to cope with heavy loads), and the Luxe’s tended to wallow, due to its Comfort setting.
I can’t speak of the Pro’s* changes as a result of the tune because I haven’t been in one yet but the Luxe certainly feels more controlled, more comfortable than it did before, although it still feels like it errs slightly on the firmer side of the suspension equation. Damping control has been tweaked to improve general unladen ride quality – the result is not quite coil-sprung-like but it’s getting close. (Pro variants have heavy-duty rear springs for work duties.)
Steering is generally on-point, although there is pronounced understeer on tighter corners, but otherwise the ute holds well through tight corners and longer, sweeping bends.
The T60’s all-terrain tyres – Dunlop Grandtrek AT20 (245/65R17) – are on the mild side of aggressive and do a solid job.
The T60 has disc brakes all-round, which yielded plenty of bite during our “Watch out for that roo!” emergency-braking tests, one on bitumen, one on dirt.
Nit-picking: it’s annoying to adjust the rear-view mirror, as there’s a ceiling bulge that gets in the way; as mentioned, the parking camera and 360-degree view offer up quite a muddy on-screen view of the world outside; and, most worrying, there was a massive thump in the transmission while I was driving about 30km/h down a slight decline at the time, as if there’d been a violent shift between 2WD and 4WD. That happened on different days on different roads.
It's so, so different to the previous model. And so it ought to be.
You sit in a much more comfortable position, and the ease of getting in and out is going to make for fewer sore backs.
And when you turn the key, there's less rumble, vibration and clatter from the engine... partly because you're not sitting on top of it, but partly because of the inherent refinement that the new diesel (and petrol) engine offers.
I got to drive the petrol manual, the diesel auto and the previous-generation version over the same test track at Toyota's Centre of Excellence in Melbourne, and it gave a great indication of how the new model performs.
If you're the kind of driver who is always in a hurry, the petrol could be perfect for you. It gathers pace with ease, easily out-accelerating the diesel. The auto will be even better than the manual, which has a rev-matching system and offers truly compelling range-opening model.
The diesel auto - which is the one about 90 per cent of customers will buy - is markedly better than its predecessor. It revs more smoothly, the transmission is smarter (six gears vs four will help!), and it's so, so much quieter in the cabin, too.
From the driver's seat you feel the extra width of the new model - not just because of how planted it feels on the road, but just the general airiness of its roomier cabin makes you feel like you've got room to move.
There's less thinking required when it comes to driving it, too. There's still hydraulic power steering, but its a bit lighter and more direct than before, meaning less arm work - a welcome change, as the existing version was a tiring thing to drive.
The turning circle has been increased - it was 10.0m for LWB models and is now 11.0m, while the SLWB versions were 12.4m and are now 12.8m - that's just physics, though, because the wheelbase has been stretch by roughly half a metre!
But it is very easy to manoeuvre, and no longer is there that odd “sitting in front of the turning wheels” feeling that the existing cab-forward version had. The visibility from the driver's seat is great, and on test, the safety systems worked a treat.
In terms of ride comfort, we might have to reserve judgment to a degree. Almost every model on test had a ballast over the rear axle of between 200 and 300 kilograms. The real test might come when its running around town with nothing in the cargo zone - but all indications suggested that the level of comfort and compliance is a great improvement over the previous model, and even up there with the best riders in the segment.
The LDV T60 range has a five-star ANCAP rating, as a result of testing in 2017.
As standard, the Luxe has six airbags, two ISOFIX and top-tether points in the back seat, blind-spot monitor, EBA, 360°-view camera, rear parking sensors, hill-hold, a tyre-pressure monitoring system and more.
That's right - it gets 10 out of 10 for safety, because this model clearly sets the benchmark in the van segment.
The new-generation HiAce range has been awarded the maximum five-star ANCAP crash test rating - and it's the only van to have been tested under the safety watchdog's strictest criteria ever.
Standard on all models is forward collision alert with full-speed auto emergency braking (AEB) including day and night pedestrian detection and daytime cyclist detection. Plus there's lane keep assist, blind-spot monitoring, rear cross-traffic alert, road sign detection and alert, auto high beam headlights, and a reversing camera with front and rear parking sensors.
This thing is absolutely loaded - about the only thing it's missing is adaptive cruise control, which is arguably a convenience feature more than a safety nanny.
The airbag count is seven - dual front, front side, curtain and driver's knee protection included. The Commuter and Crew models also get curtain airbag protection.
Toyota is now offering a five-year/160,000km warranty plan on all HiAce models used for commercial purposes, while private buyers enjoy five years/unlimited kilometres. That's good, but not great for the segment.
What gives it a bit of an advantage is that the drivetrain is covered for up to seven years if you have evidence of logbook servicing.
On that topic, the HiAce retains its shorter-than-expected six-month/10,000km maintenance intervals, which could mean a few days out of action if you cover a lot of kays in a year.
But the service costs are competitive: the petrol versions cost $180 per service, and diesel models are $240 per visit. That is for the duration of the three-year/60,000km capped price service plan, and Toyota has a widget on its website that allows you to calculate what the costs will be once that period is over.
If you have resale concerns, you really ought to forget them - the previous version had the best resale in its segment, according to Glass's Guide, with 68 per cent of retained value after four years.
Got questions over general faults, problems, concerns, reliability, durability, engine problems, transmission problems, clutch issues? Check out our Toyota HiAce problems page.