2024 LDV T60 Max Plus review

It won’t surprise you to learn that dual-cab utes are the hottest ticket in town right now.

Sales of Australia’s favourite workhorse show no signs of abating, the top two selling vehicles of any kind right now are dual-cab utes.

But, no longer just the domain of tradies everywhere, dual-cab utes are increasingly being seen as workaday vehicles by day, and family luggers at night and on weekends.

It’s into this climate that LDV has introduced a new range-topping variant of its budget-friendly T60 Max ute.

The LDV T60 has been around in Australia since late 2017, and in that time has established itself firmly at the more affordable end of the dual-cab segment. When it launched in November 2017, the LDV T60 in range-topping Luxe trim was priced at $34,990 drive-away for ABN holders or $36,831 for regular folk.

Time – and money – doesn't stand still and prices have, over the intervening years, crept up. But so too have the T60’s engineering, equipment levels, and refinement.

And it also faces ever-stiffer competition from an increasing car park of budget-conscious brands like GWM and SsangYong.

To face the challenge, LDV has again refreshed its T60 line-up with the introduction of the range-topping T60 Max Plus. It adds some new safety technologies, an all-new interior, revised rear suspension set-up and bold new styling that aims to appeal to ‘lifestyle’ ute buyers.

The T60 range is one of the more affordable in the dual-cab segment. All are powered by the same 2.0-litre twin-turbo diesel making 160kW and 500Nm. Transmission choices run to either a six-speed manual or a ZF-sourced eight-speed automatic. All models are on-demand four-wheel-drive, unless we include the all-electric eT60. It’s rear-wheel drive only, but it’s also almost triple the price of the entry-level diesel-powered T60 Max Pro.

LDV offers drive-away pricing for its T60 range, for both ABN holders and private buyers.

But earlier this year, LDV introduced a new range-topping variant, the Max Plus. And it’s one of those new variants we have on test here – the all-you-can-eat 2024 LDV T60 Max Plus with an automatic transmission.

It’s priced from $47,990 drive-away for ABN holders or $50,516 for private buyers. Those who prefer to change gears themselves can opt for the manual that is slightly cheaper at $45,990 for those with an ABN or $48,411 for private buyers.

They sit atop, almost, the wider T60 range. For those who need some extra space in the tray, the LDV60 Max Plus Mega Tub (only available with an automatic transmission) is priced at $49,490 (ABN) or $52,095 (private). It brings the same levels of equipment as its shorter sibling, but with an extra 315mm of length in the tray. It’s worth noting that extra length actually reduces the Mega Tub’s payload, rated at 800kg against the regular T60 Max Plus’s 830kg.

The Max Plus brings some new technologies – autonomous emergency braking and adaptive cruise control (although they’re only available on Max Plus auto and Max Plus Mega Tub variants), twin 12.3 screens (one for infotainment, the other a digital instrument cluster) housed inside a single widescreen frame, wireless (and wired) Apple CarPlay, and for the first time, Android Auto, both wired and wireless.

Underneath, a new suspension set-up ditches the leaf springs at the rear and replaces them with an all-new multi-link coil-sprung set-up.

Max Plus also features a revised styling package that sets it apart from the wider T60 range, with a new front grille, front bumper, new side mirrors with auto folding and heating, all finished in black. It sets the tone for the Max Plus, where black is the colour du jour, covering door handles, side trims, wheel arch claddings, and roof rails.

Its styling certainly taps into today’s ‘lifestyle’ ute trend. A trend that shows no signs of abating, with car makers eager to cash in on the duality of purpose the modern ute is increasingly being pressed into.

Buyers shopping the budget-friendly section of the ute supermarket aisle might also consider several rivals from Chinese brands, including the GWM Cannon Alpha, which in Lux trim starts at $51,990 drive-away.

Our reigning Drive Car of the Year Best Dual-Cab Ute under $50K champion, the SsangYong Musso, is also well worth a look. In top-spec Ultimate Luxury XLV trim, you’ll get change from $50K, priced as it is at $49,500 drive-away.

Add to the list a newcomer to Australian dealerships, the JAC T9, which in top-spec Haven trim is priced from $45,630 before on-road costs.

The reskin afforded this top-flight T60 Max Plus has brought with it not only some aesthetic refinements, but also some extra dimensions. Measuring in at 5395mm long, the Max Plus is 30mm longer than models lower down the range. It’s also taller, 1819mm against 1809mm. Only the width carries over, 2145mm with mirrors extended or 1900mm with mirrors folded.

Inside, the T60 Max Plus looks pretty upmarket, highlighted by swathes of accented leather and contrast red stitching. Soft-touch materials abound, while the design and layout of the dash look fresh and contemporary.

The power-adjustable front seats are comfortable, although they could use a little more support around the bolsters. Seat heating is standard in this range-topper, as is a heated steering wheel, although the latter did get a little on the hot side, and uncomfortably so.

Storage options abound up front, with a decent central storage bin with a nicely padded lid for tired elbows, and a pair of movable cupholders that reveal a secret little storage nook ideal for smaller valuable, should you decide to leave them in your car.

The door pockets are worth mentioning in that they will take small bottles, but only of the soft plastic kind. Trying to fit a glass- or hard-cased water bottle won’t fly, the aperture too narrow to accommodate anything but deformable plastic; a bit of a misstep in our mind.

The second row offers decent space for passengers with comfortable seating, even if the fixed seatbacks are a little upright. That’s endemic to the dual-cab segment, though, so not a criticism of the T60 alone.

The second row is comfortably spacious, with decent room in all key areas – toe, knee, leg and head – while the intrusion of a small transmission tunnel doesn't impact too much on the comfort of those sitting in the middle pew.

Amenities run to air vents, a single USB-A outlet, cupholders in a fold-down armrest, and door pockets that have the same problem as those up front – only ideal for flexible plastic bottles.

For those with little kids, the outboard seats feature ISOFIX child seat mounts, augmented by two top-tether anchors on the outboard seatbacks, which can be folded forward by pulling on a conveniently located strap.

The seat bases, too, can be folded upwards to free up some extra storage, which is handy for tradies looking to lug extra gear or equipment to work sites.

The measure of a ute can be found out back, however, and the size of its tub. It’s standard fare back there behind the gas-strutted tailgate, measuring in at 1485mm long, 1510mm wide (1131mm between the wheel arches) and with a tailgate opening of 1430mm. Tub height is listed at 530mm. Payload is rated at 830kg.

The inside of the tub is finished with spray-on liner, adding some protection. The are four tie-down points but not much else back there – no lights and no additional power outlet.

One thing to note about the fancy ‘sports bar’ that sprouts from the back window of the cab and slants it way down the side of the tub. Yes, it looks sharp, adding some lifestyle vibes. But it also – unless you’re unusually tall – hampers your ability to lift things in and out of the back of the tray, your arms simply not able to reach over the bar and grab hold of anything you might want to remove. The only way in is via the tailgate. I reckon that could get old pretty quickly.

Twin 12.3-inch screens housed inside a single wide frame take centre stage up front. The first screen houses the T60’s infotainment set-up, which isn’t as feature-filled as you might expect from something taking up so much real estate. There’s no satellite navigation, and no digital radio either, as examples.

Instead, it’s a conduit for some of the T60’s functions – such as climate control and safety assist settings – and of course, a host for Apple CarPlay and Android Auto.

Apple CarPlay both wireless and wired is standard, although I was unsuccessful in paring my iPhone wirelessly, no matter how many times I tried. I’m putting it down to a glitch in this particular T60 and not something endemic in the range.

Connecting via cable proved more fruitful, the system quick to pair and with a stable connection throughout. And the system was responsive to inputs via the touchscreen.

There are two USB outlets up front, one each USB-A and USB-C, for a total of three in the cabin, while a wireless charging pad in the centre console helps keep devices topped up.

The 12.3-inch digital instrument cluster looks sharp, with crisp graphics and animations. But it’s not particularly configurable (or at all really) with only a couple of small data screens able to be called upon.

The LDV T60 range currently wears a five-star ANCAP safety rating. However, there are two caveats to that maximum five-star score.

First, it was awarded in 2017 under ANCAP’s far less stringent testing criteria. And secondly, as per ANCAP guidelines, which states a safety rating is valid for six years from the year of issue, the T60’s rating should have expired at the end of 2023. However, ANCAP’s website states the T60’s safety rating is valid until December 2024.

Under 2017 testing criteria, the T60 achieved commendable results, amassing a total score of 35.46 out of a possible 37.

While on paper a five-star safety rating for the T60 is commendable, it’s not only doubtful, but an almost certainty that it would not achieve that score if it were tested today under 2024 criteria.

A large part of that comes down to the absence of some advanced safety technologies that are paramount to any vehicle achieving the maximum five-star score.

This most recent update saw autonomous emergency braking added to the range-topping LDV T60 Max Pro’s suite of safety assist systems for the first time. It headlines what is, by today’s standards, a pretty bare cupboard of modern technologies including lane-keeping assist, lane-departure warning, adaptive cruise control, driver attention alert, a surround-view camera, front and rear parking sensors, tyre pressure monitoring, and six airbags.

Missing in action are modern technologies like rear cross-traffic alert and blind-spot alert, systems increasingly standard in today’s new cars.

The systems that are fitted worked reasonably well, the lane-keeping assist not overly intrusive, nudging the big dual-cab between the lines with a gentle tug on the steering wheel.

LDV covers the T60 Max with its seven-year/200,000km warranty. While seven years’ coverage certainly exceeds most of its competitive cohort in terms of time, that 200,000km distance limit is on the skinny side, the bulk of its rivals offering five years and unlimited-kilometre surety.

Servicing intervals for the T60 are spaced at 12 months or 15,000km, whichever comes first. However, LDV remains something of an outlier by not offering capped-price servicing, which can take the guesswork of annual maintenance costs for tradies and fleets when budgeting for their businesses.

Comprehensive insurance for a private individual runs to $2429 annually, based on a comparative quote for a 35-year-old male driver living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances.

LDV claims the T60 Max Plus will use 8.9 litres per 100 kilometres of diesel on the combined cycle. Our time with the T60, spent primarily on urban and highway duties along with the usual daily traffic snarls, returned an indicated 9.6L/100km.

The fuel tank measures in at 73L.

There’s some meatiness from the 2.0-litre bi-turbo four-cylinder diesel under the bonnet. It’s good for 160kW and 500Nm, which are decent outputs among its four-cylinder dual-cab cohort. An eight-speed automatic from German transmission guru ZF puts that power down to all four wheels by default.

Drive modes can be toggled through two-wheel-drive high range, four-wheel-drive high or four-wheel-drive low range, while an ‘Auto’ function uses what LDV says is “intelligent real-time torque on demand”, apportioning torque to the wheels where it’s most needed. For off-roaders, there’s also on on-demand rear diff-lock.

Power delivery from the meaty bi-turbo diesel is smooth and predictable, the T60 happy to get up to speed at a reasonable clip. The ZF-sourced auto plays its part too with smooth predictable shifts when moving at a steady pace. But it did display a tendency to hang onto gears just a little too long in slower, stop-start traffic, making for an irksome time behind the wheel.

The hero of the show, though, is that 500Nm available from a very a useable 1500–2400rpm, meaning the T60 feels punchy from take-off and punchier still when merging into motorway traffic.

The letdown comes in the turbo-four’s noise, which sounds agricultural and a little rough, doing little if anything to disguise its diesel powertrain. The ute game has moved on in terms of engine refinement, with LDV not yet at the same level.

This update also brought with it a revised rear suspension set-up, LDV ditching the decidedly old-world leaf springs in favour of coil springs. The transformation is marked, the T60 feeling more settled and compliant on the road, even when unladen.

Yes, there is still a hint of the jittery ride that dual-cabs are generally known for, but overall ride comfort and refinement have improved.

We didn’t have the chance to test the T60 with a load in the back, something that usually helps dual-cabs feel a little more planted on the road. However, it’s not a stretch to suggest that adding a few hundred kilos in the tray would help the T60 feel even more settled.

Several drive modes can be selected – Eco, Normal and Sport – although they make little discernible difference to the way the T60 comports itself on the road. The most noticeable parameter that can be changed is steering assist, which can be switched between Standard or Sport, the latter adding some meatiness to the feel. But really, leave everything set to Normal and you’ll be happy enough.

We didn’t have the chance to attach a trailer to the T60 Max Plus. But for those who are looking to do so, here are the stats.

LDV claims towing capacities for the T60 Max Plus of 750kg unbraked or 3000kg for a braked trailer. That’s down on the segment generally, where 3500kg is the norm for the most part. Tow ball down weight is rated at 300kg.

With a 2220kg listed kerb weight and 830kg payload limit, gross vehicle mass is rated at 3050kg while gross combined vehicle mass is pegged at 6050kg.

There’s no question this range-topping variant is the pick of the T60 Max bunch – a budget-friendly dual-cab in a segment where prices have crept up as inexorably as the popularity of the segment has exploded.

The refinements to the suspension have paid dividends on the road, while that lusty twin-turbo four packs some decent punch.

The cabin execution too is decent, and certainly gives off the right vibe for buyers looking for more than just a utilitarian workhorse, even if the cabin ambience is a little marred by the agricultural drone of the 2.0-litre diesel under the bonnet.

And it’s a little disappointing LDV hasn’t kept pace with advances in safety technology, with even this range-topping variant lacking some key systems that should really be standard.

Still, there’s a lot to like about this refreshed LDV T60 Max Plus, and those who are after a punchy and stylish dual-cab that won’t break the bank should definitely add it to their shortlist.

A representative from LDV in Australia told Drive that the brand is currently holding “good, well-balanced stock levels across all models for T60” with wait time generally “within a month at most dealers, perhaps a little longer depending on colour choice – and dealers are able to swap stock freely to meet specific colour requests”.

The next step on the purchase journey is to check the LDV website for stock of your preferred T60 Max variant. You can also find LDVs for sale at Drive Marketplace.

We strongly recommend taking a test drive at a dealership before committing because personal needs and tastes can differ. Find your nearest LDV dealer via this link.

We’d also recommend taking the SsangYong Musso or GWM Cannon Alpha for a test drive, two budget-friendly dual-cabs. If you want to see how the LDV T60 stacks up against the mainstream, maybe consider taking a lower-spec Nissan Navara for a test drive too.

And if you want to stay updated with everything that's happened to this car since our review, you'll find all the latest news here.