The new Foton Tunland is a mega ute for mini money.
During my week of testing this new dual-cab behemoth from China, I had a local ask me “what type of Ram is that?”
You can easily see the resemblance. But when I explained to him that this was like a “much cheaper diesel-hybrid one – about a third of the cost of an actual Ram 1500”, I got a bemused look.
That’s the reality of this new Foton Tunland, though. Similar size to a big American pickup, but with a price that is hard to fathom, given its sheer dimensions and the standard inclusions.
But is it good value? Or is it cheap? Let’s discuss that.
How much does the Foton Tunland cost?
Here’s a rundown of the just-launched Foton Tunland range, and it’s a peculiar lineup of products.
| Model | Price before on-road costs |
|---|---|
| 2026 Foton Tunland V7-C 4×2 | $39,990 |
| 2026 Foton Tunland V7-C 4×4 | $42,990 |
| 2026 Foton Tunland V9-L 4×4 | $45,990 |
| 2026 Foton Tunland V9-S 4×4 | $49,990 |
Why? Because the brand has basically got two different looking trucks with different rear suspension to suit different needs.
The base grades – or the V7 line – are leaf-sprung at the back with a live axle, and have more than a tonne of payload capacity.
The higher-spec variants – the V9 line tested here – scores a sophisticated multi-link rear with coil springs, which means they can’t carry as much, but that means they could be a fringe benefits tax (FBT) win for customers looking for a lease vehicle.
There is no doubt this is a lot of truck for little money, compared to some of the decade-old utes on the market that demand more, offer less, and are physically a lot smaller and less capacious for load-lugging.
It positions itself as a bold alternative to the (literal) big boys out there, and yes, you could buy three of these for the price of one US pickup. But you could also buy one of these and still have change leftover if you’re considering many of the other Chinese options, like the GWM Cannon Alpha, MG U9 or LDV Terron 9.
It’s even more value-focused than some ageing challengers like the KGM Musso, and in case you’re wondering… you’d be able to get a 4×2 Toyota HiLux with rubber floors, a plastic steering wheel, steel wheels and halogen lights for just a few grand more than this!
But I noticed some questionable elements as soon as I picked up the ute.
The paint? The worst I’ve seen on a new car for a while, with enough orange peel to make Con the Fruiterer wince. Press the panels, and it’s clear that the sheetmetal isn’t as thick and robust as some other utes, either. It’s thin, and I fear it’ll dent easily.
So maybe that’s one way the costs have been constrained.
The reality is, this is cheap, but extremely well loaded when it comes to standard spec, as you’ll find if you scroll down.
To see how the Foton Tunland lines up against the competition, check out our comparison tool
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What is the Foton Tunland like on the inside?
The first impressions are very good. As soon as you slide into this vehicle, you feel like you’re getting something that doesn’t cost 45 grand, that’s for sure.
There’s a standard 12.3-inch digital instrument cluster, which has a fair bit of information on the screen. It looks as though maybe it was inspired by Mercedes-Benz in terms of the display and usability.
Then there’s the 14.6-inch infotainment touchscreen, which includes wireless Apple CarPlay and Android Auto, as well as a number of built-in menus and controls.
I had a few glitches with the software, including some fuzzy responses for CarPlay and a few almost-freezes on the screen when jumping between menus. It feels like the processor maybe isn’t up to managing all the work the screen asks it to do.
There are multiple different settings that you can go through on the screen, from settings for the inside and outside of the vehicle, exterior lighting, driver assistance technology, and more.
There’s also a pair of drop-down menus – the top left side will get you to your safety system settings and car controls, and the top right side will pull you into the climate settings.
There are a number of different drive modes, steering modes, and on-screen four-wheel drive controls. You even use the screen to do the DPF regenerative burn cycle.
I had a few issues with the screen also blasting the radio at me when I got back into the car, before the system eventually reconnected to my phone. So, there are some bugs that could be ironed out, and while there is FM and AM, there is no digital radio.
What the screen does well is act as a display for the very clear surround-view camera, which offers a number of different views – including a 3D mode and clear-view, and the parking sensors will show you which part of the ute is closer to obstacles than it should be. There’s a full-screen camera view mode, too.
Below the screen there’s also a number of controls for your climate system, and while I’m grateful there are buttons for all the things you’d expect like fan speed, temperature and seat heating, the finish is very shiny, and reflects in your eyes – making it hard to see those icons at a glance when you’re driving.
There’s a wireless phone charger below, with a cover if you don’t want to be distracted by your phone, good-sized air vents, and a set of physical controls for off-road systems like hill-descent control, traction control, rear differential lock, and a 4×4 selector dial. Plus there’s a button to disable the engine stop/start system, plus a volume scroller.
The finishes are all a bit shiny and inexpensive looking, but I like the chunky shifter, and the storage is well thought-out.
There are decent sized cupholders with a slide-over tray, plus a massive centre console bin with ventilation to keep snacks cool.
In front of the passenger is a glovebox, and there are big pockets and trays in the doors, with soft material finishing and configurable ambient lighting in the doors to add some wow factor.
Back-seat space isn’t as big as you’d think, given the dimensions of this thing. I had the driver’s seat set to my 182cm/6’0” position and I had enough kneeroom and good footroom, plus a few inches of headroom – but it’s not cavernous.
The rear seat amenities are solid and include overhead lighting, grab handles, map pockets, bottle holders in the doors, soft padding on the doors, ambient lighting in the back, and dual adjustable rear air vents. There’s an armrest with cupholders, too.
There’s also a power point with an inverter to power electronic devices, and USB ports as well.
The outboard seats feature ISOFIX child seat anchors and there are top-tether points mounted down behind the seatback, rather than just that single top-tether you see in so many workhorse trucks.
The seat base features a handy split-fold system to allow you to divide the space and use some for dry storage as required, and the backrest is a single-piece.
The jack and tools are down there, but you’ll also find the 48V lithium-ion battery pack in behind the seat.
As for the tub? It has a standard spray-in liner that is sturdier than the plasticky slippery ones in some other utes, and the dimensions are extremely handy for tradies and tryhards alike.
It measures up at 1577mm long, 1650mm wide, 1240mm between the wheel-arches (making it Aussie pallet friendly!), and 530mm deep.
There are a few tie-down points, and I really like the fact the sports-bar/sail-plane section doesn’t impede you from accessing the tie-down at the headboard.
Under the body of the Tunland is a steel spare wheel – full size, but not a matching alloy.
| Dimensions | Foton Tunland V9 |
|---|---|
| Length | 5617mm |
| Width | 2090mm |
| Height | 1955mm |
| Wheelbase | 3355mm |
| Tublength | 1577mm |
| Tub width | 1650mm |
| Tub depth | 530mm |
To see how the Foton Tunland lines up against the competition, check out our comparison tool
What’s under the bonnet?
Like a higher-spec HiLux, it has a 48-volt mild-hybrid system that’s designed to assist with smooth restarting and running the air-con/heating when the engine isn’t idling. It does a good job of that, and is smooth in its operation.
| Specifications | Foton Tunland V9-L |
|---|---|
| Engine | 2.0L turbo-diesel 4cyl with 48V mild-hybrid system |
| Power | 120kW @ 3600rpm |
| Torque | 450Nm @ 1500-2400rpm |
| Transmission | 8-speed auto |
| Drive type | Four-wheel drive |
| Fuel economy (claimed) | 8.1L/100km |
| Fuel economy (as tested) | 9.3L/100km |
| CO2 emissions (claimed) | 211g/km |
| Fuel tank | 76L |
| Weight | 2315kg |
| Payload | 995kg |
| Braked towing capacity | 3500kg |
| Gross vehicle mass (GVM) | 3310kg |
| Gross combination mass (GCM) | 6810kg |
It is worth noting that the Foton co-developed engine program with Cummins – the truck engine builder! – continues for this unit, with the ‘Aucan’ diesel engine said to be tested for ‘B10’ durability. In other words, they reckon nine out of 10 of these engines will exceed 500,000km.
And when you look at the numbers, you might see why – it seems that, similarly to Isuzu Ute – the brand is making these engines low-stress, with relatively modest outputs for a vehicle of this size. That can be an issue, as I’ll discuss in the next section.
But what about that fuel use number? Is 8.0L/100km good enough for a rig like this? Well, in my testing I saw 9.3L/100km over a mix of regular day-to-day driving, without any off-roading or towing, nor any heavy load testing.
I’ll let you decide, but you ought to also recognise that this ute needs AdBlue – there’s a 12-litre tank, and it’s another consumable you’ll have to consider in your running costs and convenience calculations.
To see how the Foton Tunland lines up against the competition, check out our comparison tool
How does the Foton Tunland drive?
It’s a big dual-cab 4×4 pickup truck, but it doesn’t feel like it.
In fact, my partner helped with some logistics, and she said that “this doesn’t feel as huge as it is”, and “it was way easier to drive than I thought it would be!”.
That sums it up. This ute feels easier to drive than the numbers suggest it should, and it drives better than you might expect it will.
Full disclosure, I haven’t tested the leaf-sprung V7 model, but the V9 with its coil-sprung rear-end felt well mannered in most situations, especially at higher speeds on the highway, and on faster flowing country roads.
It still has a bit of a firm rear when unladen, and the front suspension is woefully soft after a big compression like a road gutter or speed hump, but for normal driving it’s an easygoing machine.
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The steering isn’t the last word in fun or feel, but it’s predictable enough, and while the turning circle – at 13.5 metres – is as big as you’d think it would be for a vehicle with a wheelbase this long, the lightness of the lower-speed action makes it feel nimbler than you’d think.
There are a few different steering weight settings you can choose from on the screen, if you want to fiddle with the feel.
But the powertrain is perhaps the biggest consideration for buyers.
Urban driving? No worries. Easy done.
There’s enough oomph from a standstill, it’s pretty quiet under throttle, and the gearbox is clever at managing progress, with smooth shifts and little fuss.
The mild-hybrid system doesn’t interrupt things much either, and the ute doesn’t shake violently to life when the engine restarts (though it does have an unnecessary chime each time it refires, which should be software flashed out of existence).
The issue could be higher speed moves where you need all the juice. It can feel slower to react than other dual-cabs, and breathless if you’re really asking everything of it for an overtaking move on the freeway.
Be considered with your expectations and it’ll get the job done, but it’s not a firecracker.
This ute has four-wheel disc brakes, and the stopping power is predictable and felt strong enough to me on my test, but the actual pedal feel is slightly impacted by the regenerative braking system integrated into the hybrid setup (it’ll use that to help boost up the 48V battery).
Another touchy subject? The safety systems. But they’re actually better integrated than other vehicles in the class, and easier to disable if you don’t want them on.
For instance, the speed sign recognition will go off and stay off if you disable it, while the lane-keeping system turns back on each time. I found it fouled my preferences a bit on the open road, and likewise, the forward distance warning system is pretty eager to tell you that you’re tailgating, even if you’re not – plus the adaptive cruise leaves a big, careful gap, even in the closest setting.
Again, overall, I have to say I expected a worse experience, considering the cost.
| Off-road dimensions | Foton Tunland V9-L |
|---|---|
| Track front and rear | 1700mm |
| Ground clearance | 240mm |
| Approach angle | 28 degrees |
| Departure angle | 26 degrees |
| Ramp breakover angle | 21 degrees |
| Wading depth | 700mm |
To see how the Foton Tunland lines up against the competition, check out our comparison tool
What do you get?
Here’s what you need to know about the standard equipment levels in the new Foton Tunland range, model by model.
2026 Foton Tunland V7-C 4×2 equipment highlights:
- Spray-in tub liner
- Highway Terrain tyres
- Eco, Standard, Sport drive modes
- Electronic parking brake
- Auto hold
- Automatic LED headlights
- Integrated dash-cam
- 12.3-inch digital instrument cluster
- 14.6-inch touchscreen infotainment system
- 2 x front USB-A outlets
- 4-speaker sound system
- Single-zone air-conditioning
- 6-way manually adjustable driver’s seat
- 4-way manually adjustable passenger seat
The V7-C 4×4 adds:
- Four-wheel drive system
- Sand, Mud, Snow modes
- Locking rear differential
- All-terrain tyres
The V9-L 4×4 adds:
- Multi-link rear suspension
- ‘Premium’ side steps
- ‘Premium’ 18-inch wheel design
- Sports bar
- Lockable tray
- Heated, power-folding exterior mirrors
- Heated front seats
- 6-way power driver’s seat with 4-way lumbar
- 4-way power passenger seat
- Dual-zone climate control
- 6-speaker sound system
- 2x rear USB-A outlets
- 220V/300W power outlet
- Auto-dimming rear-view mirror
The V9-S 4×4 adds:
- Locking front differential
- Roof rails
- Rear privacy glass
- Panoramic sunroof
- Ventilated front seats
- Driver seat memory
- Heated outboard rear seats
- LED rear reading light
- Auto up/down for all power windows
To see how the Foton Tunland lines up against the competition, check out our comparison tool
Is the Foton Tunland safe?
There is no ANCAP or Euro NCAP rating for the Foton Tunland just yet.
Standard safety equipment across the range includes:
- Adaptive cruise control
- Autonomous emergency braking
- Pedestrian and cyclist detection
- Blind-spot monitoring
- Lane-keep assist
- Lane centring
- Rear cross-traffic alert
- Surround-view camera
- Front and rear parking sensors
- Safe exit warning
- Traffic sign recognition
The V9-S 4×4 also has a driver monitoring system.
All versions come with eight airbags, consisting of dual front, front-side, front centre, driver’s knee, and full-length curtain airbag coverage.
Fleet operators and businesses will love the integrated dash-cam feature, and all versions come standard with surround-view camera technology with a clear-view mode.
To see how the Foton Tunland lines up against the competition, check out our comparison tool
How much does the Foton Tunland cost to run?
Foton is hitting the market with a strong offer, on paper – the brand is backing the Tunland ute with a seven-year/unlimited-kilometre warranty for private and business customers.
| Servicing and Warranty | Foton Tunland |
|---|---|
| Warranty | 7 years, unlimited kilometres |
| Roadside assistance | 7 years (conditional) |
| Service intervals | 12 months or 15,000km |
| Capped-price servicing | 7 years or 110,000km |
| Average annual service cost | $641.80 |
| Total capped-price service cost | $4492.59 |
There’s also a capped-price servicing program for seven years or 105,000km, with intervals pegged at 12 months/15,000km.
The current average servicing price over that period is on the higher side, at $642 per service – but that may change.
There’s also a seven-year roadside assistance program, providing you service with Foton’s network of workshops.
To see how the Foton Tunland lines up against the competition, check out our comparison tool
CarExpert’s Take on the Foton Tunland V9-L
For the money, this could be a top option for business and private buyers alike.
It’s far from perfect, but you don’t get Sara Lee quality if you’re buying Home Brand ice cream… so be realistic about what you’re getting, and what you’re paying for it, and you’ll be impressed.
Or you could go buy a five-year-old HiLux with 150,000km on it for similar money. You decide.
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