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There aren’t many vehicles with more versatility than the Volkswagen Crafter. You could brand it multiple different models, that’s that much variation available.
Take the model tested here: the Crafter 50 LWB TDI410 SCC 8 speed auto RWD 4.49t GVM (with tray), or model code SZCD8DT. This van-based light truck is one of 47 variants available in the VW Crafter 2021 cab-chassis line-up. And there are also 32 van options and soon there’ll be four variants of Mini Bus, as well. Yes, there are more than 80 versions of the Crafter to choose from!
We’ve tested the Crafter van before, but this was our first chance to assess the cab-chassis model, which competes both against the likes of the Renault Master and Mercedes Sprinter cab models, but also the Mitsubishi Fuso Canter light truck.
Does it make sense for business buyers? Let’s find out.
This is it: Australia’s first fully electric ute.
It is telling of the times that the eT60, a dual-cab, no less, doesn’t come from a traditional titan of Australia’s car market like Ford, Nissan or Toyota.
Instead, it comes from Chinese upstart, LDV. The brand has already made a name for itself importing affordable alternatives to these mainstream rivals.
The combustion version of the T60 is chipping away at the market share of established names, commanding nearly six per cent of the light commercial market, placed fifth behind Mitsubishi.
Can the brand be more than a cut-price option, though? Does it have what it takes to be a first-mover with its all-electric dual-cab? We drove a pre-production example at its Australian launch to find out.
If you need space and size, but don’t want a van, then the VW Crafter cab-chassis could be a terrific option for your business. With so many variants and derivatives to choose from, there’s one for just about every user case.
It is missing a few technology items for safety spec, but as a work vehicle there really is no other offering out there that offers the personalisation and customisation the VW Crafter cab-chassis range does.
The eT60 presents as an electric vehicle clearly converted from a combustion vehicle to take advantage of being first in our market.
It comes with some significant downsides, from the lack of key specifications and safety equipment to the downright average drive experience, but in other areas it’s specified right, with decent charging specs, and surprisingly good software on that centre multimedia screen.
In some ways, these impressions are a reflection of how far the ute market has come in Australia in the last few years, with many commercial offerings now feeling just as complete as passenger cars in terms of specification and driving prowess.
LDV has left open the door for future tweaks and improvements to the eT60’s spec, ride, and features, and we’re keen to get it in for a longer test in the near future. Either way, though, the brand says it has no shortage of buyers lining up to be a part of the zero emissions future of commercial vehicles.
Perhaps the most interesting thing about the design of the VW Crafter cab-chassis range is that there are so many options available.
You can have it as a single cab in three different lengths - Medium Wheelbase (MWB) spanning 5996mm total, Long Wheelbase (LWB) spanning 6846mm, and Long Wheelbase with Overhang (LWBO) stretching 7211mm.
Plus there are two double cab models available, the MWB and LWB, and both have seating for seven occupants - three up front, four in the rear.
And then there’s the fact you can have the Crafter in FWD, 4Motion all-wheel drive, or rear-wheel drive like our test vehicle. Both the FWD and AWD models have transverse mounted engines, while the RWD model has a north-south longitudinal engine.
The design of the vehicle varies based on that, with the FWD and AWD models offering better load-in height as they manage to package all the mechanical hardware down lower in the chassis. The RWD is more a heavy-duty option, and indeed is available in up to 5.5-tonne GVM configuration, meaning you need a truck licence to drive it. That’s not the case with our 4.49t GVM version, which is legal to be driven on a regular car licence.
It’s this availability of options that gives customers with very specific needs more choice to configure the vehicle they really want - and that is certainly an excellent design trait.
But one thing to consider is that all Crafter cab-chassis variants come with an Alloy Tray standard, and it’s fitted at the factory, rather than at the dealership.
The tray features a flat load-in space at the side, meaning you don’t need to contend with a rim or lip when forklifting items in, plus there are 10 recessed lashing eyes for tying down, and there’s an integrated rear step on the tailboard. The tray itself features a wooden floor (multi-layered birch plywood) which varies between vehicle types - you get the 15mm thickness for single rear tyre models, while dual-rear tyre versions get 21mm thickness.
The surface is designed to be non-slip via VW’s ‘screen-printed’ development, and on test we noted a little bit of slippage, so beware that items need to be well secured.
The tray’s sides are light and offer about 400mm of depth for storage, and there’s a side underride guard to stop other vehicles from pitching under the tray - and that also doubles as a handy step if the sides are up, but is not usable if the sides are dropped.
While the plastic latches are easy to operate I fear the forgetful apprentice may one day leave one unlocked, which could easily lead to it being smashed off in narrow confines. We also had some issues tying down to the front lashing eye with a ratchet strap because the ladder rack got in the way, and the recessed tie-downs collect leaf litter and worksite debris very easily.
And if you want the figures: the load area is 8.8 square metres, measuring 4300mm long, 2040mm wide and 400mm deep, with a load sill height of 1035mm.
The exterior cabin styling is Teutonic and fuss free, and it’s easy to determine this is a Crafter at a glance. One thing I wasn’t so taken by was the body-paint-coloured chassis rails, which had a number of rather messy looking welds that - if I was buying one for my business - I would prefer were black.
And if customising your vehicle to suit exactly your needs is important to you, here are some of the things you could add to your Crafter, if you want it: black steel wheels instead of silver; heated seats; a heated steering wheel with leather trim; a suspension seat for the driver and/or passenger (replacing the three-seat bench with a two-seat layout); a second battery setup; second alternator setup; sat nav media; tyre pressure monitoring; mechanical differential lock and hill descent control (4Motion models); active lane keeping assist; adaptive cruise control and more. More on the safety specs in the safety section below.
As you can probably tell from the interior images, there’s a bit to cover off for cabin practicality and design in the next section.
The eT60 is hard to tell apart from its combustion equivalents from the outside. If you were expecting a blanked-out grille, aerodynamic wheels, or some other special EV-specific design flair, you’ll be surprised to find there are none.
To that end, the eT60 shares the exterior appeal of the combustion range, with a big, tough-looking grille, modern LED DRLs, sturdy looking alloy wheel designs, and enough chunky personality from the wide stance and additional bits like the sidesteps and sports bar.
Peeking underneath reveals the housing for the batteries, notably no spare wheel, and the tray is utilitarian with the spray-in tubliner. At least the ute scores colour-matching bodywork all around.
The same goes for the inside, which certainly feels like a commercial offering. Again, all the items in there mirror its base combustion equivalent, with the only giveaway of its electric nature being the dial-shifter which replaces the lever on the centre console.
The cabin surroundings are largely hard-wearing plastics, including the steering wheel, making the swish touchscreen with surprisingly fast software look somewhat out-of-place.
The analogue dash cluster, for example, looks a bit old-school for an EV, and in terms of look and feel, the T60 generally feels a bit behind the pace compared to its traditionally more expensive rivals.
While it lacks in some areas, though, it is worth something that this dual-cab flies under-the-radar. Fleet operators won’t need to worry about a strange-looking ute with unnecessary frills, and common body panels with combustion versions will make repairs easy, too.
Very. If you use your vehicle as a mobile office, the Crafter’s cabin could be a very handy space for you.
There are storage caddies above the driver and passenger head areas, as well as a trio of folder holders on top of the dashboard, and multi-level door pockets with the lowest, largest ones offering bottle storage. There are also two cup holders each for the outboard passengers, the larger of which can fit a 600mL fizzy.
There are other storage sections, including spaces under the bench seat (individually openable by pulling the tab at the back of the seat base), as well as a glovebox and a shelf above it for smaller items.
One interesting thing to note is the placement of the USB port, which is up on top of the dash - clever if you plan to fit a phone older accessory as you could just leave the cable in at all times. There are also two 12-volt sockets for additional charging.
In terms of media there is an 8.0-inch touchscreen system with Apple CarPlay and Android Auto, but no sat nav. It has USB/auxiliary/SD card inputs, and is teamed to a sound system with four speakers and also has Bluetooth phone and audio streaming. It’s a really simple and quick system to use, making living with it super easy. There are audio controls on the steering wheel, too, so you need not lean over and reach for the buttons or knobs.
All the controls are simple, in fact. There are easily learnable positions for all the main functional components, including the manual air conditioning dials and - in our test vehicle - a switchable reversing alarm, which is great if you start work early and don’t want to annoy the neighbours.
Oddly, though, the vehicle we had didn’t include a reversing camera, though it is possible to have one fitted (ours missed out due to COVID-19 delays). It’s hard to see out directly behind you; I had to rely on a bystander when reverse-parking in a spot and it was a game of inches.
Those who want a comfier drive experience may wish to option the ErgoActive Suspension Seat, and I would probably do so if I was buying this vehicle for myself, as the ride can be tedious on country roads - more on that below. As standard, the driver’s seat is a Comfort Seat Plus, and it comprises height and slide adjust, four-way electric lumbar adjustment, and it has two adjustable armrests as well.
Your burning question here will be how much the eT60 can tow and haul. With the same suspension set-up as the Pro version, this ute is capable of carrying a 1000kg payload, or tow 1000kg braked.
This is limited, but when you consider its 2300kg kerb weight due to the addition of those batteries, reasonable.
Operators should keep in mind that the 330km driving range is unladen, so you can expect half of that or less when loaded to capacity.
Tray dimensions come in at 1510mm wide (1129 between the arches), 1485mm long, and 530 high. Axle load capacity at the rear is 2100kg, and the eT60 has a GVM of 3300kg.
The approach and departure angles, as well as the clearance are mostly the same as the combustion version, coming in at 27 degrees, 24 degrees, and 187mm respectively.
Technical stuff aside, the cabin is as hard-wearing and practical as you would hope for a working ute, with a total of six cupholders and four bottle holders, a glove compartment, and sunglass holder, two USB 2.0 ports, two 12V outlets, and the welcome addition of a full-size 220V household power outlet.
The synthetic seat trim is so-so for comfort, and the seat bases are quite high, leaving someone at my 182cm height quite close to the roof.
The lack of telescopic adjust for the steering wheel is a shame, but not unusual for products from LDV’s SAIC parent company (this problem is shared with the MG ZS, for example).
The rear seat continues to offer comparatively good space for this segment, even behind my own driving position, although it would be predictably quite tight with three abreast.
As this was a brief test, we can’t tell you what it looks or feels like when loaded up, but the spray-in tubliner is better than offering the eT60 with simply a painted tray, as it’s good-to-go from day one.
As mentioned above you can configure your Crafter in more than 80 different ways, so the price range is broad.
The Van range spans from $49,290 to $70,090 (before on-road costs), but if you’re shopping for a van there are really strong driveaway deals being done.
The list prices for the Cab-Chassis line-up start at $49,390 and range through to $65,890 (MSRP). These models are more ‘made to order’ than the in-stock vans that the brand brings in.
And if you need a bus? The Crafter Minibus range spans $68,690 to $76,190.
Okay, but let’s narrow the focus a little to the Crafter we have here - the 50 LWB TDI410 single cab-chassis - which has a list price of $64,180 plus on-road costs, and there are a couple of options fitted, too. As tested, our vehicle has an acoustic reversing warning ($450), painted ladder holder with bulkhead ($1305) and heavy duty suspension with heavy duty stabiliser bars ($690) - making for an all-told as tested price of $66,625 plus on-road costs.
That seems like pretty decent value given the capability and capacity this vehicle offers, and the fact there is such a huge number of body types, heights, lengths and drivetrains simply makes this Crafter model a compelling option for those in the market for a specific workplace solution.
And as standard it comes pretty well kitted out, with a three-seat (1+2) cabin layout, LED cabin lighting, overhead storage, rubber flooring, USB and 2x 12-volt outlets, 8.0-inch touchscreen media with Apple CarPlay and Android Auto, Bluetooth phone and audio streaming, air-conditioning, reach and rake steering adjustment and plenty of storage options.
The exterior has a standard-fit alloy drop-side tray, halogen headlights with halogen daytime running lights (DRLs), 16-inch silver steel wheels, full size spare wheel, side reflectors, an end cross member, and there’s a few safety items fitted standard as well - we’ll cover those off in the safety section below.
Further, we’ll cover off a number of available options and accessories in the next section, because you can essentially design your Crafter cab-chassis to be precisely what you need.
The eT60 is expensive. Shockingly expensive. The single variant which will initially arrive in Australia wears a before on-road costs price tag of $92,990.
To put that in perspective, its specification is equivalent to that of the base-model ‘Pro’ combustion version, which now wears a price-tag of $43,148.
Do the math. You could literally have two T60 Max Pros for the same cost as one of these electric versions, given the latter's price premium of $49,842.
To make matters worse, the eT60 is rear-drive only, and with its nearly 90kWh battery pack offers just 330km of driving range, and that’s without being loaded-up.
This price is puzzling for more than one reason, however. For a start, 90kWh of batteries certainly doesn’t cost nearly $50,000 (if you take the average price of a lithium cell per kWh in 2022, the battery should cost closer to $20,000).
In fact, even the electric Mercedes-Benz Vito van with a similarly-sized battery comes in at $85,353 before on-road costs.
To this you could argue many things, but perhaps the most salient point is the fact that big corporate commercial fleets with zero emissions targets are seemingly obliged to pay up given the eT60 has become the only zero-emissions option in the ute space.
Standard gear is mostly shared with the Pro grade of the combustion T60, but there are some real oddities.
Good things include 17-inch alloy wheels and a slick 10.25-inch multimedia touchscreen with Apple CarPlay connectivity, synthetic leather interior trim with six-way electric adjust for the front passengers, LED DRLs, and a sports bar over the tray, which itself has a spray-on tub liner pre-applied, and side-steps to make it easier to hop in and out.
A big bonus is the household-sized 220V power outlet on the back of the centre console, which can be used to power tools and charge devices.
Then things get a bit strange. For example, this is the only fully electric car I’ve ever driven which has a turn-key ignition (as opposed to a push-start system).
It also has an analogue dial cluster, a plastic steering wheel with no telescopic adjust, halogen headlights (in 2022, really?), a manual handbrake, and the example we drove didn’t even have a dedicated park gear. To exit the vehicle, you leave it in drive or neutral, rip the handbrake on, and turn it off. Very odd.
There’s some welcome items here, and it’s also nice that despite LDV’s clear focus on commercial buyers, the eT60 is a dual-cab, so you can actually use it for more than just hauling stuff, but there are just some things (the lack of a park gear in particular) which make it feel a bit pieced together on a tight budget. Rough for a vehicle which costs nearly $100K.
As is the case with pretty much all the elements of the Crafter, there’s plenty of choice when it comes to engine and transmission choices.
I pointed out in the design section that you can have front-, all- or rear-wheel drive, depending on your circumstances, and all three versions are also available with the choice of a six-speed manual gearbox or an eight-speed automatic transmission.
As for engines, there’s two tunes to choose from: the entry-level 2.0-litre TDI340 turbo, which has 103kW of power (at 3500rpm) and 340Nm of torque (at 2000rpm); or the motor tested in this vehicle, the TDI410 which runs a 2.0-litre bi-turbo producing 130kW (at 3600rpm) and 410Nm (at 2000rpm).
There is no petrol model, no petrol-electric hybrid, no plug-in hybrid, no electric and no LPG version. So maybe there isn’t that much choice, really - well, not in Australia. There is an e-Crafter in Europe, though. Maybe we’ll see it here one day, too.
Towing capacity for the Crafter cab-chassis models is pegged at 750kg for an unbraked trailer and 3500kg for a braked trailer, but only if you buy the “50/55” RWD model - and take note, the download for the towball is not great, at 150kg. Crafter “35” FWD and AWD versions can tow 750kg/2500kg, again with a 150kg downball limit.
The gross vehicle mass for cab-chassis Crafter models depends on the drivetrain, too. The 35 models have GVM ratings of 3550kg, while the 50 and 55 models are rated at 4490kg and 5500kg respectively.
Gross combination mass (GCM) isn’t quite as straightforward - it depends on the model and configuration. But for the model tested here, the GCM was 7077kg, with an unladen weight of 2539kg and a maximum payload of 1951kg (hence the 4490kg GVM).
The eT60 is rear-wheel drive only, with an electric motor producing 130kW/310Nm. That’s nowhere near as punchy as the 160kW/500Nm outputs of its punchy twin-turbo 2.0-litre combustion equivalent.
There are three driving modes - 'Power', 'Normal', and 'Eco', and driving performance seems tame. Again, as this was a quick spin in what was described as a pre-production vehicle, we didn’t have a chance to try it out with extra weight in the tray.
Suspension is the same as the combustion T60 Pro, consisting of ‘heavy duty’ coils at the front, and a leaf-sprung set-up in the rear. There are disc brakes all-round.
Because of the class of vehicle, it doesn’t have a claimed fuel consumption rating. And while I have been impressed with the fuel consumption in prior Crafter FWD high-roof van loans (10.9L/100km), the RWD cab-chassis was considerably more thirsty on test.
I covered more than 1200km in the vehicle, some of those kays with a pallet load on board and then with light-but-not-aerodynamic outdoor furniture set stacked up, while other driving was done as highway stints unladen. Over the entirety of that drive, I saw an at-the-pump return of 12.5L/100km.
One thing I noted was that the fuel tank capacity of 75 litres is quite small for a vehicle of this size and intent - and there’s no long range fuel tank option, either.
Plus buyers need to be aware that the Crafter runs Adblue after treatment tech, which is another consumable cost to keep in mind.
The eT60’s WLTP-rated energy consumption figure comes in at 21.3kWh/100km, which for a passenger car wouldn’t be great, but seems about right for a commercial vehicle of its size and aerodynamics. As already mentioned, this gives it an official driving range of 330km.
LDV says the fleet buyers it has lined up for the eT60 understand its range is “more than adequate for their daily requirements”.
There is some good news on the charging front, with the eT60 being sensibly specified from the factory. The DC charge rate maxes out at 80kW, for a claimed 20-80 per cent charge time of 45 minutes on a compatible charger, while the slower AC charging rate (important for back-to-base operators) is 11kW, meaning a nine-hour 5.0-100 per cent charge time.
On a single-phase charger (maxing out at 7.2kW, but cheaper to install) the 5.0-100 per cent charge time is a claimed 13 hours. Expect more like a 40-hour charge time on a standard wall socket.
This big unit isn’t the sort of vehicle I’d aim for as a ‘wish list driveway occupant’, and not only because I don't have a large enough driveway.
It is eminently practical, hugely helpful and surprisingly easy to drive, though.
I mean, something that’s 7004mm long and runs a 4490mm wheelbase is always going to suffer some compromise in terms of the turning circle, and at 16.2m you’re going to have to do more five- and seven-point turns than three-point rotations.
But the steering wheel is compact and easy to manipulate, and the steering action is direct and accurate, easy to judge for a vehicle of this magnitude.
The heavy duty suspension is tiresome on country roads without weight, but if the surface is smooth, so is the sailing. Over B- and C-roads in the NSW central west and southern tablelands, the front and rear suspension jostled and jittered considerably - in fact, it was the front suspension that felt most uneasy (possibly because the cabin is soooooo far from the rear axle!).
The engine is smooth and builds pace well - in fact, it's quite rapid from a standing start, with the bi-turbo motor ensuring strong response through the rev range. The traction control is overly sensitive at lower speeds when taking off, or when negotiating tight corners. That’s probably a good thing, to be honest.
Over my 1200km of driving about 600km was unladen, and the thrust of the engine was good enough when empty. It’s hardly speedy, and it’s not quiet about doing its thing, either - but the transmission harnesses the available torque well, and shifts cleverly to maintain pace.
However, if you encounter a long-distance hill ascent, you will notice the transmission and engine can be a little busy, shifting between the higher gears to ensure smooth (but, again, not tranquil) progress.
Yep, it’s a noisy old unit, with lots of wind rush around the top of the cab and some around the mirrors, too. But as mentioned in the safety specs section, the mirrors are big and offer good vision to the sides, while the bulkhead of the ladder rack did eat into the rearview mirror vision of our test vehicle. And I reiterate - the reversing camera would be a must for me and any other driver who cares about what’s behind them.
For what it’s worth, my partner and our two small dogs were able to fit in the cabin with me. The dogs had no complaints, but the upright and non-adjustable backrest of the bench seat did cause some issues for my partner after hours of driving.
Now, let’s consider what it’s like with a load on board.
I said some of the standard equipment on this car is odd. This continues through to the drive experience. Keep in mind that LDV reminded us that there were some pre-production quirks about the vehicle we briefly drove on this launch.
Setting off, the eT60 emits a rather unappealing artificial buzzing sound to alert nearby pedestrians of its presence. While the audible aid is welcome, particularly for a commercial vehicle which may be frequently operating in areas shared with pedestrians, does it have to be so grating?
Even the Mifa 9 electric people mover makes a more appealing science-fiction-inspired noise. Perhaps the eT60’s noise was designed to mirror the tone of a diesel engine?
The seating position leaves a lot to be desired for someone of my height and I would also love to have telescopic wheel adjust, although visibility out of the cab is good all-around, and the reversing camera is relatively high-quality.
Manoeuvring at low-speeds is only tarnished, then, by heavy steering, which annoyingly, also gets a bit vague at higher speeds.
Higher speeds also reveal this ute’s main weakness which appears to be its ride. Keep in mind we’re driving a completely unladen pre-production example. But the ride was harsh, busy, and unsettled in our short drive, which covered a portion of freeway and some bumpy side roads.
The suspension from the combustion T60 Pro appears to struggle with the additional weight of the batteries in the eT60. Harsh bumps were easily transmitted to the cabin, whilst undulations had it jiggling and bouncing around side-to-side.
Power from the electric motor seemed sufficient, but not exciting, with tame acceleration off-the line. The obvious benefit being instantaneous response without the need for a transmission.
It is hard to tell whether the 310Nm on offer will feel too heavily burdened when the ute is loaded up. In some instances, electric motors don’t feel additional heft at all, so stay tuned for a follow-up load test.
Unlike this car’s Mifa 9 or eDeliver 9 relations (which use an electric motor with identical outputs), the eT60 does not have adjustable regenerative braking, with a single strong tune, which cannot even be turned off.
While it is welcome for extending the ute’s range and reducing the stress on the disc brakes, it is not a single-pedal driving mode.
The three driving modes don’t alter the experience much, with the Power mode making the electric motor more responsive, and Eco mode taking the wind out of its sails.
Its maximum speed is limited to 120km/h which is more than can be said for the eDeliver 9 which is limited to 90, a recipe for freeway frustration.
We’re keen to spend more time with the eT60 in the future to better evaluate its range claim and how it deals with more commercial duties. Hopefully it can shape up a little better than it did our quick and less-than-ideal testing environment.
The VW Crafter has not been crash tested for an ANCAP rating, nor has it been scored by Euro NCAP.
But there are some decent standard safety inclusions, such as “Front Assist with City Emergency Brake” which is VW speak for auto emergency braking (AEB) that works up to 30km/h, as well as driver fatigue detection, multi-collision brake (which stops a loaded vehicle careening into other road users post accident), hill hold assist, adaptive stability control, anti-lock braking and brake assist.
There are six airbags in all models, with dual front, front side and curtain airbags, but the dual cab models don’t get curtain airbag protection at the rear, so keep that in mind.
Optional safety tech includes adaptive cruise control with lane keeping assist, active lane keeping assist and a reversing camera. There is no blind spot monitoring or rear cross-traffic alert, which would be handy in a vehicle of this size. Thankfully, though, the mirrors are dual-pane units and offer a good view of the road behind.
The eT60 lags behind the competition here with a notable lack of active safety equipment, now considered industry-standard.
There’s no auto emergency braking, lane support equipment, active cruise, or blind spot support. Instead, this ute has the standard array of six airbags, electronic stability and traction controls, with the addition of hill start assist, roll movement intervention, and hill descent control.
While combustion versions of the T60 have a five-star ANCAP rating from 2017 (before active items like AEB were considered necessary), don’t expect the same from the eT60.
The VW Crafter comes with a pretty good promising ownership experience, and it’s not as expensive as you might be thinking for a Euro vehicle, too.
The company offers a five-year/unlimited kilometre warranty plan as standard - none of those promotional offers like some rivals.
Then there’s the choice of either pay-as-you-go servicing, with intervals pegged every 12 months/20,000km, whatever occurs first, or you can prepay you servicing and roll it into your finance payments with VW’s Care Plan choices.
There are two pre-paid Care Plan options: three years/60,000km, which costs $1450 and makes for a saving of between $250 and $649, depending on the model; or the five-year/100,000km offer which is $2300 (meaning your first service is free), and saves you between $898 and $1428 compared to PAYG servicing. VW Australia states “all items in scheduled service, such as labour, parts and fluids” are covered.
That makes a lot of sense, and if your vehicle is an essential tool of trade, the brand also offers roadside assistance for the life of your Care Plan prepay servicing option, while you can also book “60 Minute Service Express” maintenance.
Ownership is a better story. The eT60 is offered with an industry competitive five-year/160,000km warranty, with five years and 130,000km of roadside assist. There is also a separate eight-year and 160,000km warranty for the battery (supplied by CATL).
The service intervals might be the most appealing attribute, with the eT60 only needing to visit a workshop once every 24 months or 30,000km.
Even better is the cost, which will set owners back an approximate average of just $145.80 per year for the first 10 years of ownership.