New utes and vehicles are flying at us faster than we can keep up. As a consumer, I can imagine how difficult it must be keeping up with the new brands coming out of China, especially.
LDV aren’t new to us here thankfully, and they’ve been selling utes to Kiwis with mixed results over the last few years. Rust issues have been at the forefront, with LDV copping plenty of comments across social platforms from owners. It’s hard to ignore that feedback, and we can only hope that these vehicle brands here in New Zealand are taking it seriously and adjusting their quality control to suit our conditions.
The T60 utes have worn that feedback, but in this Factory Form drive review we’re testing the LDV Terron9 Premium. It’s a much larger ute physically than the T60 and aims to up the ante with premium features. We can’t talk about long-term chassis coatings or how it will hold up in coastal conditions, but what we can do is assess how this ute performs and drives in factory form, and where we see potential strengths and weak points. With a new platform like this, real-world ownership feedback is still to come.
The LDV Terron9 is based on the same platform as the MGU9 we’ve driven both here and in Australia. Wearing the LDV badge, it comes in at a lower price point and misses some of the higher-end features. One of the key differences is at the rear, where the Terron9 runs a solid rear axle with leaf springs, rather than the independent rear suspension found in the MGU9. From a 4WD perspective, that’s no bad thing. A solid axle is simpler, proven, and better suited to load carrying and off-road durability.
At the top end like this Premium model, there’s also no SmartHatch setup. Whether that’s a gimmick or genuinely useful is still up for debate, but it’s one of the clear spec differences between the two.
Under the bonnet is a 2.5-litre turbo diesel producing 163.5kW and 520Nm, paired to an eight-speed automatic. On paper, those are strong figures and put it right in line with the segment, even if capacity is smaller than some rivals. It’s backed up with a selectable four-wheel drive system with high and low range, and a claimed 3,500kg braked towing capacity, which is where it needs to be in this market.
In a time where capacity is still king in the ute segment, some may look at the engine size and question it. In reality, it doesn’t feel underpowered. Turbocharger output does a lot of the heavy lifting here, and when it’s on boost, it moves well enough. But there’s something else holding it back.
Much like the T60, the Terron9 suffers from poor throttle mapping. Taking off from a standstill requires more throttle than expected in Eco mode before it finally responds. Worse still is the behaviour at cruise. There feels to be a dead zone in the throttle between zero and 10 percent input, where nothing really happens.
On the road, this translates to a frustrating experience when trying to maintain speed. The vehicle seems to jump between no throttle and too much, which results in a clunky, almost lurching feel through the drivetrain. It genuinely feels like it’s loading and unloading against the engine mounts as it tries to settle.
Cruise control tuning doesn’t help either. In Normal mode, heading uphill at speed, it constantly hunts between the top two gears. On one stretch of road, it shifted more than 20 times on a single climb. Switching to Eco settles it down and it holds gear properly, which suggests it’s more a calibration issue than a mechanical one.
It might sound harsh, but when you badge something as a Premium model, refinement matters. This is an area that needs work.
On the road, though, the Terron9’s ride quality is impressive. You can feel the difference in rear suspension compared with the MGU9, with a slightly firmer, more traditional ute feel through the back, but overall it’s comfortable and well suited to longer trips.
Loaded up with the family, it feels spacious and relaxed. The cabin is a nice place to spend time, and for touring or general use, it does a good job.
The driver’s seat is a standout. Heated, cooled, and with a massage function, it’s one of those features that you end up using every time you get in. For me, that’s a genuine highlight and something I’d pay for again.
Android Auto and Apple CarPlay are wireless, as they should be, but the JBL sound system lacks punch. Even at full volume, it feels underpowered. At moderate levels it’s fine, but it doesn’t live up to the branding.
Overall though, the cabin experience is strong.
Off-road
The Terron9 Premium reads well on paper when it comes to off-road capability. Selectable 4WD, low range, front and rear locking differentials, centre diff lock, and multiple terrain modes all point to a capable setup.
Ground clearance sits around the 220mm mark, with approach and departure angles that are usable for most tracks, and a wading depth in the 600mm range. For New Zealand conditions, that’s more than enough for river crossings and typical off-road use.
After the recent cyclone, it was a good opportunity to get it into some proper conditions. Wet, muddy paddocks were on the cards, so recovery boards and a compressor came along with us, with plans to air down if needed.
At road pressures of around 38psi, we rolled onto the farm and quickly realised just how slick it was going to be. The paddock was properly saturated.
If I’m honest, getting everything set up wasn’t as intuitive as it should be. Some controls live in the infotainment screen, while others are on the centre console. Want off-road data? Screen. Want low range or diff locks? Buttons. It takes a moment to confirm what’s actually engaged.
With low range selected and ‘Deep Mud’ mode activated, it was time to push on. The Terron9 moved through the paddock with ease initially. The traction control system is genuinely impressive, working across the axles to keep things moving.
Where it came undone was tyres.
The factory highway terrain tyres quickly reached their limit as the ground got steeper and more churned up. The drivetrain itself felt capable, but without the right rubber, there’s only so much it can do. With a proper all-terrain or mud-terrain tyre fitted, it would have gone significantly further.
Downhill Assist Control worked well, controlling the vehicle on slippery descents without fuss. It’s a useful feature, especially for those newer to off-road driving.
The elephant in the room?
For off-road enthusiasts, there’s a limitation here that’s worth noting.
The front suspension design leaves very little clearance between the upper control arm/knuckle and the tyre. If you’re looking to increase tyre size, which is the easiest way to gain real ground clearance, you’ll run into that limitation quickly.
To clear a larger tyre, you’re likely looking at running a wheel with 30–40mm more aggressive offset, which introduces its own compromises. Otherwise, you’re limited in how much tyre you can fit without contact.
For a ute that presents itself as adventure ready, it’s a frustrating restriction and one that will limit how far owners can take it from a modification point of view.
What’s the verdict?
The Terron9 Premium is priced in New Zealand at around the $60,000 mark, which puts it in a competitive position against more established players.
For most buyers, it makes a lot of sense. It’s spacious, comfortable, well equipped, and capable enough for weekend trips, light off-road use, and general adventure.
It has the right tools on paper, and in practice, the drivetrain and traction systems are capable.
But there are limitations.
Throttle and transmission calibration need refinement, and for those looking to build a more serious off-road or touring rig, the front-end clearance issue is something to seriously consider.
For the majority, though, it’s a strong family ute with genuine capability. Throw a bike, surfboard, or gear in the back, head away for the weekend, and it will do the job comfortably.
For more serious off-roaders and overlanders, it has potential, but there are a few hurdles to work through first.
0 comments