GWM Cannon Alpha vs LDV T60

What's the difference?

GWM got the jump on its rivals by being first to offer full-hybrid 4x4 ute technology. However, double-digit fuel consumption in the real-world will disappoint those conditioned to expect low single-digit economy from hybrid powertrains. And its relatively small payload rating could also be an issue for some, particularly tradies. Even so, for such a sharp price, its refined performance, lavish luxury, five-star safety, 3500kg towing and reassuring warranty represents compelling value for money.

The Max Plus brings a lot of welcome upgrades to the T60 range, particularly in its previously non-existent active safety suite, but it’s not all good news. There are still a few areas where this ageing ute could use a lot of polish.

Still, there’s something to be said for how refreshingly straightforward much of it is, and for the most part its specs and features are up to the task of competing with many more expensive alternatives.

Our test vehicle has a traditional body-on-frame chassis design and its suspension also follows convention with twin A-arms/coil-springs up front, a leaf-spring/live axle under the tail, four-wheel disc brakes and electric power-assisted steering.

It rides on a 3350mm wheelbase and is 5445mm long, 1991mm wide and 1924mm high, so it’s larger than its premium Cannon XSR sibling in key dimensions including wheelbase (120mm longer), length (6.0mm longer), width (33mm wider) and height (6.0mm taller). So, if you want a ute that's larger than the Alpha, the only alternative is a full-size US pick-up.

It has a 13.0-metre turning circle and off-road credentials include 224mm of ground clearance, 800mm of wading depth and 28.5 degrees approach/19 degrees ramp breakover/23 degrees departure angles.

Looks are subjective of course but we reckon it’s a handsome machine, with styling that appears to draw inspiration from US trucks with its bold and imposing grille design, nicely balanced proportions and generous servings of chrome, satin chrome and polished alloy highlights.

The spacious and opulent leather-accented interior might be a bit fancy for tradies carrying crews to and from worksites but there’s no denying its visual appeal, from bold woodgrain dash and door-trim inserts to a classy blend of satin chrome, piano black and full chrome highlights with tasteful shades of grey.

The T60 Max Plus takes the visage of a factory-kitted version of the existing T60 Plus. The most notable difference this time around is the unique gloss black grille design which features a new spot to hide the front radar array for the safety suite, alongside new gloss wheel designs and that huge sports bar fitting atop the tray.

To my eye at least the T60 looks a fair bit more rugged and industrial than most of its rivals, which with every iteration are looking more like passenger vehicles than work-ready utes. Still, there’s an aggressiveness to its contrast black trims and tall ride height which may appeal to some. For others it will be more function-over-form, with less bumper overhang than something like the SsangYong Musso and there’s something to be said for that, too, I suppose.

Inside is where this Max Plus version sets itself apart from the rest of the range with its abundance of screen real-estate, upgraded materials, and an almost EV-like centre console treatment.

It’s certainly more digital-feeling and contemporary than the rest of the T60 range, but it might lose some of the simple but rugged appeal of its interior as a result.

The screens look pretty slick, especially when you’re using phone mirroring to hide the otherwise clumsy stock software suite. It’s one thing to have nice big screens, it’s quite another to have slick, attractive, and customisable software to match.

Sadly, that’s not the case for the Max Plus, which offers one lacklustre look and feel for the dash cluster, paired with an array of confusing menus on the multimedia screen.

With its hefty 2575kg kerb weight and 3310kg GVM, our test vehicle has a 735kg payload rating which is modest compared to numerous turbo-diesel class rivals.

It’s also rated to tow up to the class-benchmark 3500kg of braked trailer, but with its 6555kg GCM rating (or how much it can legally carry and tow at the same time) that would require a 255kg reduction in payload (from 735kg to 480kg) to avoid exceeding the GCM.

While it’s unlikely Alpha Hybrid owners would need to tow at the 3500kg maximum, it’s important to be aware of these numbers if the need arises, as that 480kg could be used up by a crew of five adults before you could load any luggage.

The load tub is 500mm deep and almost square given its 1500mm length and 1520mm width. With 1100mm between the rear wheel-housings, it won’t fit a standard 1165mm-square Aussie pallet but will take Euro pallets.

It’s protected by a spray-on tub-liner and there are four fixed load-anchorage points. However, the front two are located near the top of the side-walls and the rears are mounted at mid-height, both of which are not ideal for securing low-profile loads (anchorage points just above floor level are ideal).

The load tub is accessed through a two-way tailgate, which with the push of a button can open as either a conventional one-piece tailgate to a horizontal position, or can split 60/40 into a pair of doors that swing open from each side to allow closer access to the load floor. Only time will tell if this two-way design is robust enough for regular workhorse duties.

There are assist handles on the A and B pillars and ample room for front seat occupants, along with generous rear seat headroom despite the presence of a large sunroof which can often compromise this space.

The cabin's rear floor is predominantly flat with the welcome absence of a large transmission tunnel, allowing centre passengers the luxury of being able to put their feet together behind the centre console. However, shoulder-room is tight for three large adults, so two would be preferable for long trips.

Given I’m 186cm tall, there’s also sufficient kneeroom when sitting behind the driver’s seat in my position. And unusual rear seat luxury in a ute is the powered backrest recline for the two outer seating positions, although kneeroom is reduced as the base cushions must slide forward to enable this function.

Storage for the driver and front passenger includes a large-bottle holder and bin in the base of each door. There’s also a large glove box and overhead glasses holder, plus a handy pull-out compartment in the lower dash to the right of the steering column for the driver.

The centre console has a wireless phone-charging pad up front and a large storage box at the rear with a padded lid that doubles as a comfy elbow rest. A flap inside the box can be opened to access climate control airflow to keep food/drinks cool or warm and there’s also a sliding tray on top which in its rearward position reveals two small-bottle/cupholders.

Another small storage nook resides in the lower right-side of the centre console, which contains two USB ports, a 12-volt socket and enough space for a phone. However, it can be awkward to access given its proximity to the driver’s left knee.

Rear passengers also get a large-bottle holder and small bin in each door, plus pockets on the rear of both front seat backrests and small pull-out drawers under each outer seat for small items.

The fold-down centre armrest is equipped with a wireless phone-charging pad, pop-out twin cupholders at the front and a hinged padded lid that opens to reveal a shallow hidden compartment for storage of phones or other slimline items.

Another interesting storage idea is the slender vertical compartments located in each of the cabin’s rear roof pillars (see images). They’re hidden by the doors when closed and accessed through slide-up covers. We reckon these could store collapsible umbrellas in a most convenient location.

There are some benefits of the new interior design, and there are some disappointments too. These begin with the seating position, which is still miles off the ground in its lowest setting. This might give you a commanding view of the road, which has benefits, but it also makes you feel like you’re sitting on the T60 rather than in it.

The steering wheel is also only pitch adjustable rather than also offering telescopic adjustment, and even then its range of movement is extremely limited. For me, at 182cm tall, this meant the wheel blocked the top of the digital instruments, and I also felt like I was far too close to the roof. It’s an awkward seating position to say the least.

However, the new cabin layout has quite a bit of storage to play with. There are functional bottle holders and pockets in the doors, a decent glove box, and the new centre console offers a huge tray underneath with a removable dual cup holder insert, which also has two little cutaways for storing your keys. This area also hides some USB ports and a 12-volt outlet, for a nice cable-free interior if need be. The armrest console box offers even more space, and the wireless phone charger perched atop the console area is a welcome touch.

Less impressive is the strip of touch-based controls for the climate which sits underneath the multimedia screen. At least it has some controls which don’t require a screen sub-menu to navigate, but it simply doesn’t compare to having actual buttons and dials.

The most puzzling part of this equation is the lack of physical controls of any kind for the headlights, and no way for the passenger to adjust volume without needing to go one or two sub-menus deep. Inconvenient at best, potentially dangerously distracting at worst.

Again, some rivals get an edge here. The Musso’s multimedia suite looks comparatively old, but has heaps of physical buttons, while the GWM Ute Cannon splits the difference, maintaining buttons but gaining confusing menus. Both are better to use than the T60.

The back seat came as a surprise, as it offers pretty decent legroom for a full-sized adult, something quite rare in this ute segment. It also offers pockets on the backs of both front seats, dual adjustable air vents and a USB port on the back of the centre console, two small bottle holders in the doors, and a further two in a centre drop-down armrest. Underneath the seats there’s access points to small storage areas below.

The tray area seems reasonably well appointed with a pre-applied spray-in tub liner and four tie-down points at the extremes of the bed. The tub dimensions come in at 1485mm long, 1131mm wide (between the arches), and 530mm tall for the standard version. The Mega Tub variant extends the length to 1800mm. Payload for the tray is 840kg for the manual, 830kg for the auto, and 800kg for the Mega Tub.

Interestingly, despite its new coil-sprung rear, the T60 Max Plus maintains its 3000kg braked towing capacity, which isn’t the 3500kg industry standard, but is pretty close.

These specs mean the standard tray version is slightly larger than the Ssangyong Musso with a slightly higher payload, although it can tow 500kg less. It has a lower payload and a smaller tray than the GWM Ute, although it can tow about the same amount.

The T60 Max Plus is the new top-spec version of one of Australia’s most affordable new utes. From the outside it looks very similar to the Max Luxe which sits below it, but hides re-worked suspension, an overhauled interior, and some extra safety kit behind its tweaked grille.

It also continues to be available as a manual at $48,411, an automatic at $50,516 and as an extended ‘Mega Tub’ version at $52,092. LDV deals in drive-away pricing, and you’ll note these prices are roughly equivalent to low-grade versions of the industry leading utes like the Ford Ranger and Toyota HiLux.

The T60 is more likely, however, to compete with other low-cost ute options, like the GWM Ute Cannon also from China (from $52,990 in equivalent XSR form) or the SsangYong Musso from Korea (from $49,500 in equivalent Ultimate form).

Standard equipment is reasonably impressive, with 18-inch gloss black alloys, LED headlights, a sports bar out the rear, spray-in tub liner, a locking tailgate (for the first time), and an abundance of gloss black highlight trims to separate it from lesser models in the range.

On the inside the highlight of the overhauled design is the dual 12.3-inch screens which make up a dash-spanning digital suite. It comes with new-ish software which looks the part at a distance, although I was a little dismayed to discover it had limited functionality, only one ugly theme for the dash cluster, and minimal customisation.

You also score (very) synthetic leather seat trim with power adjust for the driver and front passenger, and an expanded array of soft-touch surfaces throughout. It looks modern and plush from a distance, but feels less impressive once you’re actually inside.

If you want a ute which does a better job of feeling more like a luxurious passenger car, the SsangYong Musso leans into this aspect harder, and if you want something that's bit more accessorised for the rough stuff the GWM Cannon XSR looks more the part. Ultimately it feels as though this new top-spec T60 is left in something of an awkward middle ground between the two.

Of course, the new safety equipment and suspension do add something to the T60 formula, but we’ll talk more about these later in the review.

The hybrid drivetrain comprises a Euro 5-compliant 2.0-litre, four-cylinder, turbo-petrol engine that produces up to 180kW of power and 380Nm of torque.

Paired with this engine is an electric motor that produces up to 78kW and 380Nm. Combined they produce peak outputs of 255kW and 648Nm, which exceeds any turbo-diesel rival in its class.

The Borg Warner-designed 'on-demand' 4x4 transmission with front and rear diff locks includes a nine-speed automatic offering a choice of five drive modes comprising 'Standard' (default), 'Sport' and 'Eco', plus '4H' (4x4 High Range) and '4L' (4x4 Low Range). Drivers can also switch to sequential manual-shifting using steering wheel-mounted paddles.

The T60 Max range lays claim to one of the most powerful 2.0-litre four-cylinder diesel engines - a bi-turbo unit producing 160kW/500Nm with peak torque arriving from 1500rpm.

It is mated to either a six-speed manual, or an eight-speed ZF-sourced torque converter automatic transmission.

It has a 2H, 4H, and 4L selector (alongside an automatic setting for the Plus Max), and is equipped with a rear differential locker (which can only operate below 30km/h).

For those looking to venture well beyond the tarmac the T60 Max Plus has a 27-degree approach angle, a 24-degree departure angle, 220mm of ground clearance, and a 19-degree rampover angle. Wading depth is 550mm, and it has a 12.7-meter kerb-to-kerb turning circle.

GWM claims on official combined average consumption of 9.8L/100km and the dash readout was showing a higher 11.1 at the completion of our 484km test, which included a mix of city, suburban and highway driving of which about 100km was hauling its maximum payload.

Our own figure, calculated from actual fuel bowser and tripmeter readings, was higher again at 12.6L/100km. Although hybrids are renowned for substantial fuel savings compared to conventional combustion engine drivetrains, the priority here is clearly ‘big engine’ performance over economy.

Therefore, based on our figure, you could expect a reasonable real-world driving range of around 630km from its 80-litre tank.

The official combined fuel consumption of the diesel-only Max Plus is 9.3L/100km for the manual or 8.9L/100km for the automatic.

With over 500km of testing with plenty of freeway miles, our automatic example produced an as-tested number of 9.3L/100km.

The Alpha’s steering feel (with the annoying lane-keeping assist switched off) and unladen ride quality are vast improvements on GWM Cannon utes we’ve tested and worthy of praise.

It’s an unusual driving experience at first, given there’s not the traditional combination of a turbo-diesel and permanent tachometer to show when the engine is operating in its peak torque zone to help drivers optimise drivetrain performance, particularly when hauling heavy loads.

In this case, you just push the accelerator and rely on the petrol engine, electric motor and hybrid battery to seamlessly manage this complex task. The nine-speed auto offers sequential manual-shifting, but performance in auto 'Normal' mode is a good compromise between the more energetic 'Sport' and more subdued 'Eco' modes.

Floor the accelerator and more than 2.5 tonnes of Chinese ute surges forward with weight-defying ease, like it’s been picked up by a powerful wave. Keep the pedal pressed and it will quickly reach triple-digit speeds, even though the petrol engine emits a rather dull and uninspiring soundtrack along the way.

Urban driving is energetic and the low NVH (noise/vibration/harshness) levels ensure luxurious highway travel using the adaptive cruise control, which must be operated by feel given the control stalk is hidden by the steering wheel arm in the straight-ahead position.

To test its GVM rating we forklifted 650kg into the load tub, which with driver was line-ball with the 735kg payload limit. The leaf-spring rear suspension only compressed 17mm, so there was no chance of it bottoming-out on our test route.  

It excelled with this relatively modest payload, which included making light work of our 13 per cent gradient, 2.0km set climb at 60km/h. Engine-braking on the way down, in a manually-selected second gear assisted by regenerative braking, was not as robust and required application of the disc brakes.

Although you can dial up a digital rev-counter for the petrol engine in the driver’s screen menu, it does not show a ‘redline’ as such but GWM advises it will just shift up a gear if required to avoid damage. This is an engine protection protocol found in numerous turbo-diesel drivetrains we’ve tested.

The T60 Max Plus has improved the formula in a few ways, but still feels a bit rudimentary in others.

The awkward seating position does provide quite a commanding view of the road, and makes it easy to gauge where the end of the bonnet is. This is useful parking in a city, but will also have benefits off the road. The 360-degree camera suite also helps with this manoeuvrability.

Interestingly the steering is quite good. This Max Plus is the only variant to score a fully electric power steering rack, as opposed to the lesser power assisted steering rack. It’s initially alarmingly light, but it also makes the T60 a breeze to steer unlike some utes in this class, and I was surprised to find it still had a sufficient amount of feel to give it confidence in the corners.

Yes, this is one of the most powerful 2.0-litre diesels, but it doesn’t feel particularly overwhelming to drive. The transmission, too, despite the brand bragging about its ZF sourcing, feels a bit transparent and rudimentary lumping through the gears with a degree of clumsiness. Still, it’s predictable and does what it says on the tin.

The same goes for the 4H and even ‘automatic’ 4x4 settings, which I found was surprisingly quick to activate if you started slipping on mud or wet tarmac.

Another less than impressive trait is the amount of sound produced. Supposedly this Pro Max version has additional sound deadening over the other variants, and yet the clatter of the diesel engine proved a constant in the cabin at freeway speeds or any time you needed to accelerate hard.

This particular version of the T60 should also feature an improved ride compared to its relations thanks to swapping the leaf sprung rear suspension out for coils, but I was surprised to find it was still quite stiff. No doubt this inherent hardness is down maintaining the same towing capacity. It makes it a bit jiggly when you drive it over the regular sort of road imperfections and corrugations. One wonders what the point of having coil spring suspension is at all if it’s going to feel more or less the same as leaf sprung alternatives.

One area that was particularly pleasing to me was the way the new active safety equipment wasn't overly invasive. There were a few moments where the lane keep tech intervened a bit too hard, but it’s pretty hands off as far as the rest of the systems go.

Overall then it does what it says on the tin, and is surprisingly easy to steer, although it doesn’t really excel at anything, which can be a hard sell in an environment where many utes are more passenger car like than ever.

Perhaps one of the biggest pieces of new equipment on the T60 Max Plus is the more competitive array of safety equipment than before. It includes auto emergency braking, lane keep assist with lane departure warning, and adaptive cruise control. It also gains a set of front parking sensors to add to its 360-degree parking camera suite.

Technically the LDV T60 range maintains a maximum five-star ANCAP rating, but it dates back to 2017 and is thus about to expire. It has a total of six airbags, consisting of dual front, side, and curtain.

GWM covers the vehicle with a seven year/unlimited km warranty, eight year/unlimited km hybrid battery warranty and seven years of roadside assist.

Scheduled servicing starts at 12 months/10,000km followed by 12 months/15,000km intervals. GWM offers seven years of capped-price servicing totalling $4975, which is an average of $710 annually.

LDV continues to have a confusing array of ownership terms across its range. In the case of the T60, it’s seven years and 200,000km, with five years of roadside assist.

It is also one of the only brands on the market not offering any kind of capped-price service program, so it’s a mystery how much it will cost to run. Servicing is required once every 12 months or 15,000km.