Overview

FOTON has re-entered the Australian dual-cab utility market with its new-generation Tunland V7 and V9 models.

Competing against the likes of the GWM Cannon Alpha (from $51,990) and Kia Tasman (from $48,240) in terms of size, the ‘plus-sized’ models are powered by a turbocharged 2.0-litre four-cylinder diesel engine with 48-volt mild hybrid assistance paired with an eight-speed automatic transmission.

Foton quotes an output of 120kW at 3600rpm and 450Nm between 1500-2400rpm, sufficient, it says, for towing up to 3500kg (braked) and hauling payloads up to 1115kg (depending on variant). It is worth noting that the lower grade variants do not offer a locking tailgate.

Combined fuel consumption is listed at 8.0 litres per 100km across the range with accompanying CO2 emissions of 211 grams per kilometre. The Tunland offers a 76-litre fuel tank with an Ad Blue tank of 12 litres.

With a starting price of $39,990 plus on-road costs, the Tunland is available with leaf or coil springs at the rear, depending on grade, and with the availability of two- and four-wheel drive.

Feature highlights across the range include a 12.3-inch digital instrument cluster and 14.6-inch infotainment screen, hard buttons for regularly accessed functions, a sizeable 1577mm by 1650mm tray, and a comprehensive list of standard safety equipment including adaptive cruise control, autonomous emergency braking, blind sport monitoring, driver monitoring, lane keep assistance, and more (see full feature list and pricing details below).

The Tunland is suspended by a double wishbone arrangement at the front, features disc brakes all-round, and offers a turning circle of 13.5 metres. Wheel sizes are 18-inches across the board, though the design of the alloy wheel varies depending on grade.

As a larger rival to the traditional Ford Ranger and Toyota HiLux, the Foton Tunland measures 5617mm in length, 2000mm in width, 1910-1955mm in height, and 3355mm in wheelbase. Ground clearance is listed at 240mm, water wading 700mm, and approach, break-over, and departure angles are 21.0, 28.0, and 26.0 degrees respectively.

Front and rear differential locks are available on higher grades, as is a 360-degree camera system with transparent chassis view for detailed off-road work.

Colour choices include Flare White, Galaxy Silver, Titanium Grey, Fire Red, Phantom Black, Diamond Blue, Lightning Purple, and Aurora Green.

All Foton Tunland variants are backed by a seven-year/unlimited-kilometre warranty with included roadside assistance and capped-price servicing. Service intervals are set at 12 months or 15,000km (whichever comes first). Service costs tally $4492 over seven years.

Driving Impressions

If there’s one thing Australia doesn’t have enough of it’s dual-cab utes. At last count, there were 25 separate models available, ranging in size from useful, to utterly ridiculous.

Now, there’s a 26th option to consider – and a nameplate that might be familiar to those with a longer memory. It’s the Foton Tunland, and it’s offered in V7 (for work) and V9 (for play) designs with shared powertrain and cabin technology, and close to identical dimensions.

What separates the duo – besides its frontal styling – is the availability of leaf (V7) or coil (V9) sprung rear-ends. This differentiation will help Foton access both sides of the dual-cab market, appealing to commercial and passenger buyers alike.

It’s a good move, and one that those chasing a more comfortable ride are bound to appreciate. Foton says it has tuned the Tunland to local conditions, and our test drive through the Yarra Valley and Marysville regions of Victoria proves it might well be on the money.

The Tunland’s ride might at first feel a touch on the firm side but is less jarring than many we have sampled – even when running cart springs at the rear. The upshot here is that the handling of the vehicle is, and we mean this sincerely, excellent, the sizeable ute gripping well and steering accurately – even on its less than impressive Giti tyres.

While the steering itself mightn’t offer the feedback of, say, the Ford Ranger or Toyota HiLux, it is accurate enough for most scenarios, and adjustable to suit the needs of most buyers. For us, the lightest setting felt about right, and after a little time spent in all three was where we chose to leave it.

On the open road, the Tunland is rather quiet and generously comfortable. Cabin space is outstanding and the seating both supportive and well padded. While we would have appreciated a little more reach adjustment from the steering column, we found no real issue in getting ourselves settled, the relationship to the pedals and the view from the driver’s seat drawing no complaints on-road or off.

But there is something of an elephant in the room when it comes to the Tunland’s driveline – and its not just about those power and torque figures.

From step-off, the clunky idle-stop system and shorter gearing make progress from standstill somewhat jarring. Even with the idle-stop system disabled there’s a sense that the 48-volt system could be better calibrated to ‘fill the gap’ before the turbocharger gathers pace.

Beyond that point, the Tunland’s 2.0-litre ‘four’ is surprisingly adequate, the eight-speed transmission making the best use of the torque on hand to keep this lower revving engine operating in its sweet spot (between 2200-3200rpm).

Of course, being a smaller engine in a larger ‘truck’ there’s the expectation that fuel economy will suffer – and we’re obliged to report that expectation was met. On test, the Tunland variants sampled showed a highway figure of just over 8.1 litres per 100km and an off-road and hauling figure (with 450kg in the tub) of 13.3L/100km.

That’s a significant figure, and one that shows the Tunland would be better served by a larger displacement engine, especially if it’s to be used for load hauling or towing.

On the quality front, we were disappointed to note the doors rattled in their jambs and that some vehicles were more wind noisy than others. There seemed to be no clear reason for this other than, perhaps, the rubber seals weren’t up to the task, or that the doors weren’t closing tight enough in their shuts.

It was also disappointing to find the touchscreen system laggy to the touch, with repeated inputs required on several occasions to activate simple settings. Interestingly, this was also the case with some of the centre console buttons, suggesting the vehicle’s processor is not as responsive as others in the market.

But that low list price has to be scratched from somewhere, and if these are the only issues that work against the Tunland, then we still think buyers are onto a good deal.

With a generous level of standard equipment, a sizeable cabin and tray, and a decent drive on-road and off the Tunland is, as one colleague put it, “surprisingly OK” – a synopsis we’re happy to say is actually pretty accurate.