LDV continues its push into the mainstream ute segment in Australia and now offers two options, with the launch of the Terron 9. Not many competitors currently offer two different ute packages.
Slotting in slightly above and to the side of the T60, this is a larger, more refined workhorse that blends SUV lifestyle and comfort with commercial utility. But is it tough enough to disrupt the crowded class?
2025 LDV Terron 9 Origin: Specifications
Engine: 2.5-litre turbo-diesel four-cylinder
Output: 163kW@3800rpm / 520Nm@1500-2500rpm
Gearbox: Eight-speed auto
Drive type: Four-wheel drive
Wheels: F & R: 18×8.0, 265/65
Kerb weight: 2400-2495kg
Official consumption: 7.9L/100km
0-100km/h: 11.08 seconds*
Starting price: $53,674
*Figures as tested by Driving Enthusiast on the day. Manufacturers’ claims may be different
2025 LDV Terron 9: How much does it cost?
It’s being introduced in two well-equipped grades; Origin and Evolve. The Origin is available for delivery now while the Evolve is set to arrive in a few months. Both feature the same powertrain and platform fundamentals.
Prices start from… well, it depends if you have an ABN or not. For those with an ABN prices start from $50,990 and $55,990 drive-away, or from $53,674 and $58,937 drive-away in retail form.
There’s also a special deal going during the launch phase, with prices starting from $49,990 and $53,990 drive-away (ABN only) for the Origin and Evolve, respectively.
2025 LDV Terron 9: Interior & packaging
The cabin of the Terron 9 is arguably its biggest strength. It immediately feels more premium than expected in this price bracket and for this class in general, in some ways, with a relaxing ‘living room’ atmosphere that wouldn’t be out of place in a family-friendly SUV.
Materials are a step up from many rivals in the segment, with soft-touch rubber-like trim across the dash and faux leather sections for the arm rest pads and door trim sections. With tight fit and finish, and a light splashing of different tones, it is a really pleasant place to be. Cloth seats add warmth and homeliness in the base model, although, they might show stains if you’re not careful.
Tech-wise, dual 12.3-inch digital screens span the dash and give the cabin a modern flair. There isn’t much ‘design’ incorporated into the screens; it is simply a big rectangle resting on the dash. But at least it is mounted low and out of the way; it’s not super-distracting like some systems out there.
Smartphone connectivity is available in both wireless and wired formats, and the higher Evolve trim piles on extras like a JBL sound system, ambient lighting, and massaging front seats. However, even the base Origin includes electric front seat adjustment, climate control, and a surround-view camera – you won’t find many base-spec rivals offering this stuff, and for this price.
Rear seat comfort is generous thanks to the Terron 9’s broad body (nearly 2 metres wide) and 3300mm wheelbase. There is heaps of legroom in the middle as well thanks to a completely flat floor. You can fold down the rear seats, 60:40, for added convenience.
That’s because the Terron 9 adopts a unibody layout, where the tray bed is part of the body so it’s not suddenly cut short, reducing space behind the rear seats. This offers proper storage behind the rear seats.
There’s also a full-size spare under the tray, a spray-in bed-liner, and damper-assisted tailgate, and a full tow bar and harness package as standard on both trim levels. It’s certainly one of the most liveable and user-friendly packages in this class.
The braked towing capacity is 3500kg, with a 3500kg GVM and 6500kg GCM. That means you’ll have 655kg leftover when calculating max towing via the GVM, and 505kg leftover when using the GCM (based on 2495kg kerb weight and 350kg towball download). All of these figures are at or above the class standards. Good stuff, LDV.
2025 LDV Terron 9: Powertrain & handling
Power comes from a new 2.5-litre turbo-diesel four-cylinder, producing a healthy 163kW and 520Nm. On paper, that’s right up there with the strongest four-cylinder diesel utes on the market. In fact, it is the second-most-powerful behind the HiLux GR Sport (165kW/550Nm).
But despite the impressive numbers, the Terron 9’s hefty kerb weight – between 2400-2495kg– does blunt performance slightly. It feels adequate rather than brisk. In saying that, the HiLux GR Sport doesn’t exactly feel like a sports car anyway. We did some 0-100km/h tests during this launch event with the Vbox, and the best result was a respectable 11.08 seconds. (We’ve timed the HiLux GR Sport in 9.64 seconds.)
The ZF-based eight-speed auto transmission is smooth and intuitive, and it doesn’t try too hard to rush into higher gears for the sake of economy. It’s happy to downshift, especially when prompt. There is a Sport mode as well if you’re in a rush, or if you’re towing or driving on sand and so on.
Fuel consumption is rated at 7.9L/100km on the combined cycle. With its 80L tank, it means you have a theoretical average range of 1012km. That’s not bad for this type of vehicle. There is an Eco driving mode as well which may trim consumption.
In terms of handling, the front suspension seems to lean more towards comfort rather than precision. It feels relaxed and confident, though some body roll creeps in during sweeping bends. Obviously it’s not intending to be a sports car, but there are some rivals that handle with a bit more composure and posture. If you’re regularly driving on curvy roads, for example.
For most ute buyers, the ride will likely be praised, especially for those spending long hours on rural roads. And perhaps even more importantly, the rear end doesn’t feel as rigid as a skateboard. There is some give and flex back there. We had the opportunity to test drive the Terron 9 with 180kg in the tray, and, yeah, as expected, the ride is even better. If only slightly.
Off road, the Terron 9 impresses despite modest figures on paper and it’s on-demand-type four-wheel drive system. It doesn’t come with a two-speed transfer case with low range, like many rivals. But it does come with a rear diff lock as standard and the Evolve adds a front diff lock as well.
Ground clearance peaks at 220mm, and the departure angle of 25 degrees is slightly down compared with the class benchmarks. But in practice, it performs better than expected, with strong traction helped by the standard diff lock, and a ‘4L’ mode to ‘lock’ the front and rear together. All in all, it seems to offer a good level of off-road performance which should suffice for the majority of buyers.
2025 LDV Terron 9: First impressions
If you’re after a budget-friendly ute with SUV-like qualities in terms of comfort and passenger space, the new LDV Terron 9 is worth a look. It drives nicely, has decent power and torque, yet it can do most of the ‘ute’ stuff when needed; 3500kg towing capacity, and rear diff lock for off-roading. This is LDV’s best product yet.
2025 LDV Terron 9: Video
