LDV eT60 2022 Review

You might want to take a seat because the 2022 LDV eT60 will set you back $92,990 plus on-road costs.

That’s more than twice the price of the entry-level, diesel-powered LDV T60 Max and overtakes the all-encompassing Ford Ranger Raptor as the most expensive model in the mid-size ute class, which is a rung down from the full-size American pick-up truck segment.

The LDV eT60 will be sold at most of LDV’s 94 dealers around Australia, and is backed by a five-year/130,000km warranty. Oddly enough, the regular diesel-powered LDV T60 Max is serviced by a seven-year/200,000km term.

The eT60’s battery is backed by a separate eight-year/160,000km warranty.

Meanwhile, service intervals are spaced every two years/30,000km (costs not yet available), and a five-year roadside assistance package is offered standard.

The LDV eT60 purchase price doesn’t include complimentary charging at public infrastructure locations, or the installation of a wallbox at home, as found with some other brands.

The 2022 LDV eT60 equipment list reads a lot like the regular diesel-powered T60 Max Pro ute (from $41,042 drive-away).

As such, buyers can expect 17-inch alloy wheels, LED daytime running lights, rear parking sensors and camera, rain-sensing windscreen wipers, six-way electrically-adjustable front seats and climate-control air-conditioning.

It’s clear there’s work to be done on the safety front. The 2022 LDV eT60 gets the usual array of airbag coverage, driver safety aids and even a driver fatigue reminder, but it misses out on most of the important driver assist functions expected in today’s utes.

For example, there’s no autonomous emergency braking (AEB), blind spot monitoring, rear cross traffic alert, active cruise control (or for that matter, regular cruise control), lane keep assist or traffic sign recognition.

That sadly means that much of the eT60’s appeal to green-conscious fleets will be undermined by sub-par safety credentials – arguably an even more critical pre-requisite.

The pure-electric LDV eT60 is yet to be formally rated by ANCAP and the full-electric version doesn’t inherit the five-star result achieved by the combustion-engined T60 in testing conducted back in 2017.

Again, it’s grim reading where infotainment and technology is concerned. The 2022 LDV eT60 gets a 10.25-inch centre touch-screen display with Apple CarPlay (no Android Auto) and Bluetooth.

There’s no digital instrumentation for the driver either.

The 2022 LDV eT60 uses a single rear-mounted electric motor driving only the rear wheels. It produces 130kW of power and 310Nm of torque – outputs which are below those of the biturbo diesel-powered T60 (160kW/500Nm).

Underneath is an 88.5kWh battery pack, with official power usage rated at 21.3kWh/100km claimed. Our test car indicated an average of 29.9kWh during the launch.

In terms of other hardware, the LDV eT60 comprises double independent wishbone suspension up front and a leaf-sprung rear-end said to be calibrated for Australian roads. There’s also disc brakes all-round.

We took a quick look underneath the LDV eT60 on launch, and the integration of the electric motor and driveline is quite rudimentary. There’s a big empty, underutilised space in the engine bay, and the electric motor is simply bolted onto the rear axle, while the battery is low-set, eating into ground clearance.

Official braked towing capacity is pared back to a lowly 1000kg, well down on the 3.0-tonne braked rating for the diesel equivalent.

Payload, meanwhile, is also rated at one tonne, up slightly from the garden-variety T60 Max models.

The 2022 LDV eT60 can travel up to 330km, according to LDV, using the WLTP guidelines.

Charging can be done at up to 80kW using a DC fast-charger – well less than the industry benchmark of 150kW. LDV says charging at full capacity will boost the battery level from 20 to 80 per cent in as little as 45 minutes.

Slower AC charging can be done at up to 11kW, providing a full charge in about nine hours. The more common 7.4kW home wallbox would take more like 13 hours, and a regular power point about 40 hours.

If you’re expecting a technological step-change with the new 2022 LDV eT60 on-road, you’re not alone. We certainly were.

However, the reality is that the first EV dual-cab ute to market needs to return to the drawing board – because dynamically it’s a bit of a dog’s breakfast.

LDV’s decision to mount the electric motor on the rear axle has compounded some of the already-unfavourable handling traits of the diesel-powered LDV T60.

Like all dual-cab utes, there’s typical ‘tremoring’ over minor amplitude imperfections and harsher moments over bigger obstacles. But when you move weight from the traditional engine bay to the rear axle – creating a big empty space up front – it creates a weird rear-driven effect.

As such, the LDV eT60 has harsher compression and particularly rebound than most ute buyers could tolerate from the rear. And when you hit a bigger undulation in the road, it now has the propensity to take your breath away, such is the downward sharpness on the rear axle.

These elements, combined with sub-par steering feel and road noise, and the eT60’s considerable 2300kg kerb mass, means it feels unfinished and unrefined on-road.

That’s the short story.

The longer version is there is some merit to the electric propulsion, with better throttle response and smoothness from a standstill than the diesel-powered T60 Max.

The eT60 emits a loud whirring noise at walking speeds (potentially for pedestrian safety) and segues gently into around-town speeds, too.

Ultimately, the 310Nm of torque doesn’t quite match the lofty kerb weight, so if you ask any more than a gentle canter from the drivetrain it can feel lethargic and quite languid on acceleration.

This spells some problems for towing and payload duties, or even overtaking.

The EV drivetrain’s lack of adjustable regenerative brakes is another blight on the driving experience.

And we’re yet to tow or carry weight with the eT60, but based on our short drive, we could only assume that doing so would compound existing issues.

In a word, no. Since it’s rear-drive only, we wouldn’t venture further than dirt roads in the 2022 LDV eT60.

Another point worth making is the installation of the underlying batteries has taken away some ground clearance, which is even more reason to stay on the black-top.

The 2022 LDV eT60 presents a lot like the normal LDV T60 Max inside.

Problem is, it’s more than twice the price. As such, the lack of steering wheel adjustment, hard plastics, poor seating position and sub-par technology and safety simply don’t align with the eT60’s almost-$100K sticker price.

Add in the lack of cruise control, no parking brake and no rear air vents, and it really pulls down the LDV eT60’s appeal.

One positive feature is that the new EV underpinnings haven’t eaten into cabin space whatsoever. But rather than liberate storage innovations and space, you can barely tell you’re in an EV either.

There are ample charging points across both rows, and ingress and egress is facilitated by side steps and grab rails, too.

Other than that, the cabin is unfortunately a far cry from where it should be at this price point.

It’s not often that we say this so bluntly, but no, you shouldn’t.

We had really high hopes for the 2022 LDV eT60, Australia’s first electric ute. However, it is beset with some fundamental problems on road, lacks key safety and technology and falls short where workhorse credentials are concerned.

For all its green wares, no sensible fleet would take on the eT60 with so many missing items.

When you take the $90K-plus price tag into consideration, it’s clear that being first to market isn’t always best.

But you do have to applaud LDV for at least starting the conversation.

2022 LDV eT60 at a glance:
Price: $92,990 (plus on-road costs)
Available: Now
Powertrain: Single permanent magnet synchronous motor
Output: 130kW/310Nm
Transmission: Single-speed reduction gear
Battery: 88.55kWh lithium-ion
Range: 330km (WLTP)
Energy consumption: 21.3kWh/100km claimed (WLTP)
Safety rating: Not tested