Foton Tunland vs GWM Cannon

What's the difference?

In pure workhorse terms the V7-C 4x2 is the most impressive Chinese ute we’ve tested, with its ability to legally haul more than one tonne of payload while towing up to 3.5 tonnes of braked trailer unmatched by Chinese rivals (and most others). When you add purposeful styling, ample cabin space, generous appointments and a long warranty, all for less than $40K, the new Tunland model represents compelling value for money.

The GWM Cannon XSR is a twin-locked 4WD ute that’s reasonable on-road (it’s getting better all the time) and very capable off-road.

It certainly has enough gear onboard – including front and rear diff locks, a snorkel and all-terrain tyres – to be taken seriously as a 4WD, but it could still be better and more refined in other aspects, even at this price-point.

There are some issues with the Cannon’s general driveability but ultimately it has plenty going for it, not least its appeal as an impressive value-for-money purchase.

If Oscar Wilde was correct in claiming that imitation is the sincerest form of flattery then Ford and Ram should be blushing, judging by some of the Tunland’s styling cues which appear to draw strong design inspiration from Ford’s F-150 (V7) and Ram’s 1500 (V9).

Even so, our base model V7-C 4x2 does not look or feel like the afterthought that workhorse models can represent in commercial fleets. Its alloy wheels and splashes of bright body chrome combined with body-coloured doorhandles/mirror shells and a decorative tailgate looks more upmarket than you’d expect, particularly at this low price.

Riding on a long 3355mm wheelbase with external dimensions of 5617mm length, 2000mm width and 1910 height, its traditional body-on-frame design features twin wishbone front suspension, a leaf-spring live rear axle, electric power-assisted steering and four-wheel disc brakes.

And although it’s a 4x2 it shares many of its 4x4 siblings’ off-road credentials including a useful 240mm of ground clearance, 28 degrees approach/21 degrees ramp break-over/26 degrees departure angles, 700mm wading depth and 13.5-metre turning circle.

Its external dimensions create a spacious interior that nudges the benchmark for workhorse luxury. With Daimler truck DNA evident in its digital screen displays, the plush synthetic leather trim features a combination of quilted white stitching and contrasting red stitching, plus splashes of satin chrome and dark woodgrain highlights on the dash, centre console and door trims.

The XSR is 5439mm long (with a 3230mm wheelbase), 1958mm wide and 1893mm high. Official kerb weight is listed as 2230kg.

This is a substantial ute that resembles an amalgamation of Ford Ranger, Isuzu D-Max and Toyota HiLux.

The wide wheel track gives the XSR a squat stance and its snorkel, sports bar, bash plates, chunky all-terrain tyres and red brake calipers add to this ute’s presence.

Inside, a steering-wheel design tweak (it’s now three spokes) and refreshed dashboard layout help to give the cabin a low-key classy look and feel.

It may lack the all-around polish of something like the Ford Ranger, but the XSR’s much lower price negates that perception.

The XSR holds its own in the looks department across the dual cab ute category.

With its 2190kg kerb weight and 3305kg GVM, the V7-C 4x2 has a sizeable 1115kg payload rating which is the largest of the Tunland fleet.

It’s also rated to tow up to 3500kg of braked trailer and with its big 6805kg GCM (or how much it can legally carry and tow at the same time) it can tow its maximum trailer weight when carrying its maximum one-tonne-plus of payload. Those are impressive numbers unmatched by its Chinese rivals.

The load tub is protected by a spray-in liner and measures 1577mm long, 1650mm wide and 530mm deep, with 1240mm between the wheel housings ample for carrying Aussie or Euro pallets.

There’s also tailgate assist and load-anchorage points front and rear, but the front ones are mounted near the tops of the sidewalls which is not ideal for securing low loads. Anchorage points near floor level (like those at the rear) are best for securing loads of all heights.

There’s ample room in all key dimensions for the driver and front passenger, where storage includes a bottle-holder and bin in each door plus an overhead glasses holder and large glovebox.

A cleverly designed centre console offers two levels of storage, with dual USB-A ports and a 12v socket in the lower level. There’s also two bottle-holders in the centre and a large box at the back, with an internal A/C vent to keep contents cool and a padded lid that doubles as an elbow rest.

The rear doors open wide to allow easy access to a spacious rear bench seat, given I’m 186cm and have ample knee clearance and headroom when sitting behind the driver’s seat set in my position. There’s also a flat floor that saves central passengers from having to straddle a transmission hump but shoulder room for three big Aussies can be squeezy, which is okay for short trips but a limit of two would be ideal for longer journeys.

Rear passengers have access to adjustable air vents on the rear of the centre console, along with storage that includes a bottle-holder and bin in each door plus pockets on each front seat backrest. The centre seat’s backrest also folds forward to provide an armrest containing two cup-holders.

The 60/40-split base cushions can swing up and be stored vertically if more internal carrying space is required. And although there’s no dedicated under-seat storage compartments, there’s generous space for stowing soft items like sports bags, jackets etc.

The XSR’s five-seat interior is neat and spacious but there are parts, such as some buttons, dials and switches, that feel a bit flimsy and cheap.

Up front there are two USB ports, a wireless charging pad, a 12V plug and a deep centre console.

The new 12.3-inch touchscreen multimedia system includes wireless Apple CarPlay and Android Auto and has been improved by increments.

The front seats are power adjustable (driver’s six-way, passenger four-way) and both are comfortable without being too plush.

Second-row passengers get a firm but comfortable seat and amenities include USB charge ports, a 220V plug, air vents, and a fold-down centre armrest (with cupholders). There’s plenty of head, knee and legroom, unless you’re stuck in the middle where knee and foot room is pinched.

The second-row seat base can be folded out of the way to make room for more gear if no one’s in the back seat.

The second-row seat has top-tether points and there are ISOFIX anchors on the outboard seats.

The XSR’s load space (1520mm long, 1520mm wide and 540mm deep) has a durable tub liner, four tie-down points, as well as a pop-out step hidden in the top of the tailgate, and a step-up indent at each corner of the rear bumper.

This Cannon offers just as much all-round practicality and load-space flexibility as the likes of Isuzu D-Max, Mitsubishi Triton and Toyota HiLux.

The XSR is the top-spec variant in the Cannon line-up and as such has a price-tag of $50,990, drive-away (offered nationwide).

Standard features include 18-inch alloy wheels, a chrome sports bar, automatic LED headlights, spray-in tubliner, keyless entry, leather-accented upholstery, 12.3-inch touchscreen multimedia system (with wireless Apple CarPlay and Android Auto), a six-way power-adjustable driver's seat and four-way power-adjustable front-passenger seat, ambient lighting, a black sports bar and matt black exterior trim.

Exterior paint choices for the XSR include the standard 'Pearl White', or 'Crystal Black', 'Lunar Red', 'Stealth Grey', 'Sapphire Blue' and 'Pittsburgh Silver'.

This Cannon compares favourably to rivals such as the Isuzu D-Max, Mitsubishi Triton and Toyota HiLux, in terms of standard features offered for the price.

Foton’s Aucan 2.0-litre four-cylinder turbo-diesel meets Euro 6 emission standards using AdBlue and produces 120kW of power at 3600rpm and a meaty 450Nm of torque between 1500-2400rpm.

Its hybrid assistance follows convention with the turbo-diesel engine equipped with a belt-driven starter-generator paired with a compact 48-volt lithium-ion battery nestled behind the rear seat.

This combination provides not only smooth engine stop-start technology but also modest boosts in power and torque (in addition to the diesel’s 120kW/450Nm) to enhance engine response and load-hauling ability.

The ZF-designed eight-speed torque converter automatic offers the choice of manual sequential shifting using the steering wheel-mounted paddles, along with several drive modes. The V7-C is estimated to accelerate from 0-100km/h in less than 11 seconds with a top speed of around 160km/h.

Only thing missing is a locking differential, which for a 4x2 can be handy when accessing rugged worksites or pulling a boat trailer up a slimy boat-ramp.

The new 2.4-litre four-cylinder turbo-diesel engine produces 135kW at 3600rpm and 480Nm at 1500-2500rpm. It's tractable and well suited to the demands of 4WDing.

Don’t get me wrong, the previous-gen Cannon’s 2.0-litre four-cylinder turbo-diesel engine (120kW/400Nm) was no slouch, either. It’s just that this bigger and more powerful engine is better.

The new engine can easily muster more than enough power and torque on- and off-road when needed. However, there are enough instances of substantial lag at crucial moments – punching off the mark from a complete stop to safely merge into traffic, for example – that when compounded threaten to mar the overall driving experience.

Another thing. The automatic transmission, now a nine- rather than eight-speed, while generally okay, proves patchy in daily driving, not upshifting as slickly as it should and sometimes hunting for the sweet spot, rather than hitting it.

In terms of all-round powertrain performance, the XSR is on par with four-cylinder, turbo-diesel rivals such as the Ford Ranger 2.0L (125kW/405Nm), Isuzu D-Max 2.2L (120kW/400Nm), Mitsubishi Triton 2.4L (150kW/470Nm) and Toyota HiLux 2.8L (150kW/500Nm).

Foton claims official combined consumption of 8.0L/100km and the Tunland’s trip computer was showing 9.5 at the completion of our 294km test, which comprised our usual mix of suburban, city and highway driving of which about one third was hauling more than one tonne of payload.

Our own figure, calculated from fuel bowser and tripmeter readings, was even better at 9.2L/100km. That’s excellent sub-10L/100km economy for a vehicle weighing more than two tonnes being driven mostly on metro roads and consumption that's well within the usual 2-3L/100km discrepancy between manufacturer and real-world figures.

So, based on our test figure, you could expect a realistic driving range of more than 800km from its 76-litre diesel tank.

Listed fuel consumption is 8.4L/100km on a combined (urban/extra-urban) cycle, which is better than the 9.4L/100km offered by the previous 2.0-litre four-cylinder turbo-diesel engine and eight-speed auto.

I recorded on-test fuel consumption of 10L/100km which is ahead of the 11.2L/100km I recorded in a Cannon XSR with the 2.0-litre four and eight-speed.

The XSR has an 78-litre tank, so, going by my on-test fuel figure, you could reasonably expect a driving range of about 780km from a full tank of diesel.

There’s big assist handles on the A and B-pillars which combined with the side-steps makes for easy boarding into a spacious and comfortable driving position. However, some adjustments for base cushion rake and lumbar support would be welcome.

With selectable steering feel and drivetrain settings, it’s an enjoyable vehicle to drive. The turbo diesel has excellent all-round response, with the seamless interaction of its 48V mild-hybrid assist providing extra urge from standing starts.

Although you can manually shift, the eight-speed auto gets the best out of this engine in urban use, keeping it mostly within the 1500-2400rpm band where torque is at its strongest. We also sampled the Sport and Eco drive modes but found the default Standard setting was an ideal compromise. It’s also a relaxed highway cruiser requiring only 1800rpm to maintain 110km/h.

To test its GVM rating we forklifted 830kg into the load tub, which combined with our crew of two equalled a total payload exceeding one tonne (1010kg). The rear leaf springs compressed 75mm under this weight, leaving about 40mm of static bump-stop clearance which did not display any harsh bottoming-out on our test route.

It hauled this payload with commendable ease, particularly on our 13 per cent gradient, 2.0km-long set climb at 60km/h where it quickly downshifted to fourth gear and 2400rpm (the upper end of its peak torque band) to haul this load to the summit.

Engine-braking on the way down, in a manually selected second gear, was also robust for a relatively small engine displacement restraining more than three tonnes of combined vehicle and payload on overrun. It proved to be a competent heavy load-hauler.

Our only criticisms are that the eight-speed automatic tends to hold sixth gear for too long at times, with the engine sounding and feeling like it’s really labouring before downshifting to fifth.

There were also a few settings in the touchscreen’s ‘Rear Cross Traffic Assist’ menu that could not be selected and the ‘Traffic Sign Recognition’ symbol was not displayed in the driver’s instrument display. Inchcape could not confirm if these findings were unique to our test vehicle or a broader product issue.

As noted above, there are some issues with the Cannon’s general driveability, but all in all it’s not atrocious. And if it’s a potential buy for you, you’ll always come back to the value-for-money rationale.

On- and off-road, the new engine has plenty of punch about it, but patchy delivery through the transmission sometimes works against it.

It’s a not a dynamic vehicle. No surprise, it’s a ute after all. But that point has to be made here because some people still drive these vehicles expecting sports car-like ride and handling.

The good news is the XSR’s touchy throttle and too-loose steering of days gone by have been mostly sorted out. But its thrashy transmission, stiff ride and unwieldy 13.7m turning circle remain.

Its bigger engine doesn’t carry over the previous-gen’s underdone feeling when pushed hard and it has a relaxed feel when you’re cruising along on the highway.

Some concerns have been raised over the years about driver-assist tech in Chinese-built vehicles. To the company’s credit, GWM seems to have addressed those issues… at least to some extent.

Suffice it to say, I’ve experienced a few tricky situations as a result of driver-assist tech in GWM vehicles. From annoyingly intrusive traffic sign recognition and jarring adaptive cruise control through to one particularly hair-raising AEB-related incident. (For more, read my yarn)

Overall, the XSR remains okay on sealed surfaces, but it’s not as refined or compliant as it could or should be.

As for off-roading…

On dirt tracks the XSR is jittery over corrugations and tends to thump through deeper potholes. Otherwise it is reasonably composed.

But with twin differential locks, decent underbody protection and Cooper Discoverer AT3 all-terrain tyres, this Cannon handles low-range 4WDing with ease.

The new bigger engine delivers on promised grunt in the dirt, giving the Cannon plenty of punch when the going gets tough.

Ground clearance of 228mm, wading depth of 700mm and off-road angles of 30 degrees (approach) and 26 degrees (departure; rampover is not listed) don’t hurt its 4WDing potential, either.

Off-road traction control and other driver-assist systems including hill descent control are adequate without being as smooth as the equivalent systems in more expensive vehicles.

It has 'Crawl Mode' (allowing for no-pedal, low-speed driving) and 'Turn Assist' (which brakes the XSR’s inside rear wheel to reduce the ute’s turning circle on traction-compromised surfaces).

While 4WDing, swapping between high- and low-range, changing off-road modes or switching diff locks on or off has been at times a clunky process, with the transition taking on a feeling not unlike shunting trains. No big deal, I reckon, but worth mentioning.

Wheel travel is adequate and this ute’s Cooper Discoverer AT3 all-terrain tyres perform well in the dirt and mud.

The Cannon XSR has towing capacities of 750kg (unbraked trailer) and 3000kg (braked).

All in all, off-roading is the one area in which the Cannon eclipses something like the BYD Shark 6 or Kia Tasman and matches, if not bests the Ford Ranger.

All GWM Cannons, except the 'untested' XSR, have had the maximum five-star ANCAP safety rating since 2021.

Standard safety gear on the XSR includes seven airbags (dual front, front centre, front side and full-length side curtain), AEB (with cyclist and pedestrian detection), adaptive cruise control, blind-spot monitoring, lane-departure warning, traffic sign recognition, rear parking sensors, a 360-degree camera and tyre-pressure monitoring.

The top-spec XSR misses out on emergency lane keeping, rear collision warning, blind spot monitor, lane change assist, and rear cross traffic alert (with braking).

It's confidently backed by a seven-years/unlimited kilometre warranty and seven years of roadside assistance.

Scheduled servicing is every 15,000km/12 months whichever occurs first.

There’s capped pricing for the first seven scheduled services up to seven years/110,000km totalling $4492, or an average of around $640 per service.

Foton Australia currently has a national network of around 20 dealers (with plans to expand) represented in most states and territories. All can provide scheduled vehicle servicing.

The XSR is covered by a seven-year/unlimited km warranty and five years of free roadside assistance.

The first service is scheduled at the 12 month/10,000km mark, then services are scheduled for every 12 months or 15,000km.

Capped price servicing is available and for a Cannon with a warranty start date on or after January 1, 2026, the costs are $365, $470, $515, $520, and $685 per service. That’s a total of $2555 (and an average of $511 per workshop visit), which is more expensive than some of the Cannon’s rivals on the market.