Foton Tunland VS GWM UTE
- Cummins engine
- Improved build quality
- Roomy interior
- Lack of safety gear
- Front end (bullbar will fix that easily)
- Some flimsy, and awkwardly positioned switchgear
- Great standard equipment list
- So much better than any Great Wall that has come before it
- Engine hits harder than outputs suggest
- Still lacking a bit of low-speed refinement
- Steering reach adjust only on top spec
- No capped price servicing
Marcus Craft road tests and reviews the new Foton Tunland dual-cab 4X4 with specs, fuel consumption and verdict.
When I told mates I’d be testing a Foton Tunland a few snort-laughed their craft beer out of their noses in not-so-mock shock. “Why don’t you save yourself the hassle and just write about another HiLux or Ranger or Amarok?” they said. The idea of me supposedly risking my skin in a Chinese dual-cab ute, lambasted in the past for lacklustre build quality and dogged by doubts over vehicle safety, delighted these blokes.
“Is your life insurance up to date?” one fella quipped. Yep, funny. Well, the joke’s on them because this latest-gen Tunland is a well built and well priced dual-cab ute with a bloody good Cummins turbo-diesel engine and a stack of other top-quality components thrown in for good measure. But, it’s not all good news – there are some safety issues. Read on.
|Engine Type||2.8L turbo|
The Great Wall brand in Australia has a mixed reputation. But one thing has always stayed the same - it plays on value and affordability above all else.
This new 2021 GWM Ute - which may also be known as the 2021 Great Wall Cannon - might change that. Because not only is the new dual-cab 4x4 pick-up a value-focused offering, it’s also really quite good.
It takes the brand to a new level. In fact, it takes it to another world compared to the old models; the world of the big-name players.
That’s because you could easily consider this as a closely priced competitor to an LDV T60 and SsangYong Musso - but likewise you might see it as a real budget alternative to the Toyota HiLux, Ford Ranger, Nissan Navara, Isuzu D-Max and Mazda BT-50. It even has some attributes that are more likeable than most of those utes, too.
Read on, we’ll give you the lowdown on the new 2021 GWM Ute.
|Engine Type||2.0L turbo|
Foton Tunland 7/10
The Tunland is a damn good value-for-money proposition and it’s the best of the budget dual-cab ute mob, but a less than ideal suite of safety features impacts its appeal.
If those flaws are erased from the updated model, then it will likely stake an even stronger claim in a highly competitive ute market.
Does Foton's Tunland make the cut as a family-friendly work truck? Tell us what you think in the comments below.
The all-new GWM Ute, or Great Wall Cannon, is a very big improvement over any Great Wall ute that has come before it.
It’s good enough to worry the LDV T60 and SsangYong Musso, and with a long warranty backing it up, could also cause some customers considering mainstream, big-name utes to take a look at the reborn and renamed Great Wall Cannon. Talk about bang for your buck! Geddit? Cannon? Bang?
Anyway. Depending on your intended use, you probably don’t ‘need’ anything more than the entry-level Cannon model, though if I was after that more loveable ute experience - not just a work truck - I’d be tempted by the Cannon X, the interior of which is a marked step up in terms of desirability.
Foton Tunland 7/10
The Tunland looks good, not spectacular; like a noughties-era dual-cab rather than a contemporary one. And you know what? That’s fine with this journalist because it’s an easy fix. The Tunland is not unlike the BT-50 of recent years, in that once you’ve thrown a bull bar over the ordinary-looking front end (with its Wi-Fi-symbol-rotated-90-degrees-looking Foton logo) then all is forgiven.
Elsewhere, the Foton is a softer edged beast than some of its modern counterparts, with rounded headlights flowing back to a 'truck-lite' rear end, but it retains a robust, old-school ute presence.
Inside, the Tunland is neat, tidy and roomy. It looks ready for day-to-day duties – whether as a job-site workhorse, a daily driver, or a family mover. There is grey plastic everywhere but the cabin has nice touches like the leather-trim seats and wood-look panels.
The all-new GWM Ute is a big unit. It has that truck-like stance thanks in part to its huge, high grille, and you have to love that all GWM Ute models come with LED headlights, LED daytime running lights and LED tail-lights, and the front lighting is automatic, too.
To my eye, it appears to have drawn some inspiration from the likes of the Toyota Tacoma and Tundra models and it’s even reminiscent of the current-look HiLux, with that front-end design offering a bold appeal. And if you are wondering what that big symbol on the grill stands for, it’s the Chinese model branding for this vehicle - in its home market the Ute goes by the model name “Poer”, while other markets name it “P Series”.
The profile view is dominated by the eye-catching 18-inch alloy wheels, which are clad in Cooper tyres - nice. And it’s a pretty attractive side-on view - not too curvy, not too busy, just a conventional pick-up truck look.
The rear has a neat and tidy look, though some might not be fans of the clear-look tail-light treatment.
My favourite features are at the back end, including the spray-in tub liner / tray lining, which is so much better than a rubber or plastic-shell lining - it offers better durability, protects the paint, and never looks shonkily fitted as some plastic liners do.
Plus the Cannon L and Cannon X models also get the excellent tailgate step, which pops out of the top of the strut-equipped tailgate and means you don’t have to do your yoga stretches before trying to get up in the tray.
Now, it is large, this new ute. It measures 5410mm long on a 3230mm wheelbase, and also spans 1934mm tall and 1886mm wide, meaning it’s about the same size as a Ford Ranger, if you’re wondering.
There is no off-road review as part of this early launch-loan test, but if you want to know the important angles, here they are: approach angle - 27 degrees; departure angle - 25 degrees; ramp / breakover angle - 21.1 degrees (unladen); ground clearance mm - 194mm (laden). Want to know how it goes off-road? Stay tuned, we’ll do an Adventure review soon.
The interior design has come leaps and bounds beyond what we’ve seen from the Great Wall models of the past. This is a contemporary cabin design, with a big 9.0-inch media screen dominating the design, and much better quality materials than before. The finishes aren’t as fetching in the low- and mid-grade models, but the top-spec Cannon X’s leather trim with quilting hits the nail on the head for those who want a bit of luxury for little money.
Read the next section to see how the interior stacks up from a practical standpoint, and check out our interior images below.
Foton Tunland 7/10
Tunland’s remote entry is two-stage: first press unlocks only the driver’s door; second press unlocks the other doors – that can be annoying when you have people champing at the bit to get into the vehicle during a heatwave, and there is an almost-comical series of mistimed attempts at opening doors and pressing buttons.
The cabin is spacious. Build quality and fit and finish have been improved well beyond expectations. One or two buttons feel a bit flimsy and the button to adjust the wing-mirrors is tucked away on the right-hand-side dash behind the steering wheel; quite awkward to see, reach and use.
The air con defaults to ‘off’ every time you re-start, which is a bit of a niggle, especially during the heatwave conditions during which some of this review took place.
Seats are supportive enough without going beyond the call of duty; the front seat bases are a touch too short for tall people and extra side bolstering would be welcome.
There is ample head and leg room, front and back, although rear-seat passengers are forced into an upright, knees-high position; still they should be used to that if they’ve been riding around in utes for any length of time. Cupholder count runs to two in the front centre console.
The dual-cab Tunland has a 1025kg payload, a maximum braked towing capacity of 2500kg (1000kg less than most other utes) and 750kg unbraked.
Its cargo area is 1500mm long, 1570mm wide (1380mm, internal width at floor level; 1050mm internal width between the wheel arches) and 430mm deep. The tray has four tie-down points at each interior corner and a poly tray-liner which protects the top ‘lip’ of the tray and that’s a big bonus.
Big outside, spacious inside. That’s a good way to describe the GWM Ute.
In fact, if we start from the back seat, it’s fair to say the new Cannon range is among the roomiest in the class, with plenty of space for someone my size - 182cm or 6’0” - to have ample space. With the driver’s seat set for me, I had good toe, knee and head room in the back row, and there’s good width to the cabin as well - plus there’s no huge transmission tunnel intrusion, so three adults won’t be an issue.
If you’re going to use the ute for child transport, there are dual ISOFIX child seat anchors and two top-tether points as well. They’re not the fabric loop type, either - they’re a fixed steel anchor in the rear wall of the cabin. The Cannon X’s smart 60:40 rear-seat layout is something that could win some buyers over, especially those with kids.
Nice touches for rear-seaters include directional air vents, a USB charge port and 220-volt powerpoint to keep devices charged up, while there are map pockets and bottle holders in the doors, but no fold-down armrest in the lower two grades, and no rear cup holders in any grade.
Up front there is okay adjustment for the driver’s seat but, again, the lack of reach adjustment for the steering wheel on the Cannon and Cannon L models seems like crude cost-cutting, as it should be standard if you can get it.
I found myself not being able to get my ideal driving position because of the lack of reach adjust on the Cannon L, and there are a few other ergonomic quirks, too. Things like the buttons for the driver info display - the OK button on the wheel requires a three-second-press to show the menus - and the actual usability of it is a bit hit and miss, with it seemingly impossible to get the digital speed readout to stay on screen when you have lane keeping active.
You also have to go through the screen to adjust those settings, and the lane keep system will be on as default every time you start the car. Plus a digital display for the set air-con temperature - rather than through the screen - would be nice, and the seat heating is activated by a button on the console but you have to adjust the level through the screen. Not excellent.
That said, the screen is mostly excellent - quick to react, clear in its display, and pretty easy to get to grips with, but it is especially good if you plan to use it primarily as a mirror for your smartphone. I had no issues with the Apple CarPlay connectivity across multiple drives, and that’s more than I can say for some rival utes. The sound system is only okay, too.
There is reasonable storage, with a pair of cupholders between the seats, bottle holders and trenches in the doors, and a small storage section in front of the gear shifter and a covered centre console with an armrest cover. That armrest is annoying in the Cannon and Cannon L models, as it moves forward too easily, meaning the lightest lean can jolt it forward. In the Cannon X, there’s a better, more sturdy console design.
The glovebox is reasonable, there’s a sunglass holder for the driver, and overall it is fine for interior practicality but doesn’t set any new benchmarks.
The materials are where things feel a bit cut-price, especially in the Cannon and Cannon L. The fake leather seat trim isn’t very convincing, while the leather trim on the steering wheel (Cannon L up) isn’t terrific either. I do like the design of the wheel, though - it looks kind of like an old Jeep or even the PT Cruiser. Not sure if that was intentional or not.
Price and features
Foton Tunland 7/10
The manual-only Tunland is available as a single cab 4x2 ($22,490), single cab 4x2 styleside ($23,490), single cab 4x4 ($25,990), dual cab 4x2 ($27,990), or dual cab 4x4 ($30,990), which we tested. Single cabs have an alloy tray. Metallic paint on any model is $400 extra.
For a ute firmly located at the budget end of the pricing scale, the Tunland’s interior has a fair few cheeky little extras packed into what is, at first glance anyway, a standard-looking workhorse inside and out. It has a tilt-adjustable-only, leather-trim, steering wheel with controls for Bluetooth, audio and cruise control.
The Tunland audio set-up plays MP3 files and CDs. There is an auxiliary port for a mini USB right beside the CD slot. Music can be streamed from Bluetooth-compatible devices. Air conditioning, electric windows, electric wing mirrors (with defrost function) and remote two-stage unlocking are all standard on Tunlands.
All seats in the dual-cab are leather trimmed and the driver’s seat is (manually) eight-way adjustable.
There are plenty of storage receptacles: a good-sized glove box, cup holders, door and seatback pockets, as well as a few handy little spaces for knick-knacks.
Standard features elsewhere on the dual-cab include daytime running lights, 17-inch alloy wheels, rear step bumper with parking sensor and fog lights, and a tyre-pressure-monitoring system; handy for off-road tourers.
Our test vehicle was one of the last of the model year 2016 examples, fitted with disc brakes all-round and stability control, and had a Euro 4 emissions compliant engine, according to general manager of Foton Motors Australia, Alex Stuart. An updated model, expected mid year, will have a Euro 5 engine, “but with the same exterior and basically same interior”, Mr Stuart said.
Accessories include pretty much everything you could ever want on a ute, ranging from a clear bonnet protector ($123.70) and full recovery kit ($343.92), to bullbar ($2237.84) and winch ($1231.84). Foton has a Tunland kitted out with most, if not all, of its available accessories as an example of what a fully geared-up Tunland looks like – and it looks bloody good.
You used to be able to get a Great Wall ute for as little as twenty grand - drive-away! That’s not the case anymore, though… well, not with the GWM Ute, which has taken a big step up in price, but still remains one of the most affordable dual-cab 4WD utes on the market.
The three-tier GWM Ute range kicks off with the entry-level Cannon variant, which lists at $33,990 drive-away.
That price scores you 18-inch alloy wheels, body-coloured bumpers, LED headlights with LED DRLs and active fog lamps, side steps, powered mirrors, keyless entry, push-button start, and a shark-fin antenna.
Inside it comes with fake ‘Eco Leather' seats, manual air-conditioning, carpet flooring, and a polyurethane steering wheel with paddle shifters for the automatic gearbox. Even at this grade you get a 9.0-inch touchscreen media system with Apple CarPlay and Android Auto, and the stereo has four speakers as well as AM/FM radio. A second 3.5-inch screen lives in the driver's binnacle, and it includes a digital speedometer and trip computer.
The base model Cannon also has a USB power outlet for a dash camera, three USB ports and a 12-volt power outlet in the rear, and rear-seat directional air vents as well.
Step up to the Cannon L, which costs $37,990 drive-away, and you net a few desirable extras for your additional dough. The Cannon L is the vehicle you see in the video review.
The Cannon L can be picked from the outside thanks to its "premium" 18-inch alloy wheels (which it shares with the model above it), while at the back you get a spray-in tub liner, a sports bar, and easy-down-up tailgate, a deployable cargo ladder and roof rails.
Inside, the front seats are heated, the driver's seat has power adjustment, there's a leather steering wheel, as well as climate control air conditioning (single zone), an auto-dimming rearview mirror, tinted rear glass, and the sound system jumps to a six-speaker unit.
The top-of-the-range GWM Ute Cannon X model overshoots the psychological barrier of forty grand, with a drive-away price of $40,990.
The top-spec model gets a pretty upmarket treatment, though, with quilted real leather seat trim, quilted leather door trims, power adjustment for both front seats, a wireless phone charger, voice recognition, and a 7.0-inch digital driver screen. The front also sees a redesigned centre console layout, which is cleverer than the lower grades.
Plus the back seat adds a 60:40 split fold setup, as well as a fold-down armrest. The cabin further gains reach adjustment for the steering (which really should be standard on all grades - instead, the lower specs had tilt adjust only), and the driver has selectable steering modes, too.
So, what about standard safety technology? It used to be that Great Wall models largely went without the sort of safety gear you found in mainstream utes. That’s no longer the case - see the safety section for the breakdown.
Colours available for the GWM Ute range include Pure White at no cost, while the Crystal Black (as seen in our video), Blue Saphire, Scarlet Red and Pittsburgh Silver add $595 to the price.
Engine & trans
Foton Tunland 8/10
The Tunland has a Cummins 2.8-litre turbo-diesel engine, producing 120kw at 3600rpm, and 360Nm at 1800rpm-3000rpm, backed up by a Getrag five-speed manual transmission. These are two components with great reputations made by the best of the best in their respective fields: engines and transmissions.
BorgWarner, another industry leader (in powertrains, among other things), built the two-speed transfer case in the Tunland 4x4s. All Tunlands in Australia have Dana axles and differentials; the rear is a LSD.
Under the bonnet of the GWM Ute is a 2.0-litre four-cylinder turbo-diesel engine. We know, that sounds small, and the power outputs aren’t enormous either.
GWM says the diesel mill pumps out 120kW of power (at 3600rpm) and 400Nm of torque (from 1500-2500rpm). Those figures are below most rivals in the mainstream ute scene, but in practice the ute offers pretty strong response.
The GWM Ute is fitted only with an eight-speed automatic transmission, and all grades have paddle shifters. It has an on-demand four-wheel drive system (4WD or 4x4), with the drive mode selector essentially dictating proceedings. In Eco mode the ute will essentially run in 4x2 / RWD, while in Std/Normal mode and Sport mode it powers all four wheels. There is a low-range transfer case and a rear differential lock in all grades, too.
The gross vehicle mass (GVM) for the ute is 3150kg, and the gross combination mass (GCM) is 5555kg, according to the brand.
The official combined cycle fuel consumption figure for the Great Wall Cannon model range is 9.4 litres per 100 kilometres, which is decent considering this is a two-tonne-plus truck.
In our testing, which comprised urban, highway, back road and country driving, we saw an at-the-pump real-world fuel economy figure of 9.9L/100km.
The GWM Ute has a 78-litre fuel tank capacity. There is no long-range fuel tank option and the engine doesn’t have fuel-saving start-stop technology as some of its rivals do.
The GWM Ute runs at Euro 5 emissions standards, with a diesel particulate filter (DPF) fitted. Its emissions are stated at 246g/km CO2.
Foton Tunland 7/10
The dual-cab Tunland is 5310mm long, 1880mm wide (excluding wing mirrors), 1870mm high, and has a 3105mm wheelbase. Kerb weight is listed as 1950kg.
In other words, it’s a big ute, one of the biggest models in Australia, but it doesn’t feel like such a cumbersome beast when you drive it.
The Tunland has a wide stance and sits well on the road, only exhibiting that tell-tale ute sway when it was really thrown into corners. Its hydraulic steering is faster and lighter than you’d assume in a hefty ute at this price-point although there is some ‘play’ in it.
The Cummins engine is a real cracker; gutsy and responsive. We had fun with it in city traffic, on the highway and along back country roads, winding it up, giving it the boot, hearing it growl. Driven judiciously it maintains the rage throughout the rev range.
The five-speed manual is a tall-geared, big-shifting unit; slick and fun to use. We had a few moments early on, but swiftly became used to the notchy action.
The Tunland has double wishbones and coil springs up front and leaf springs down the back. The set-up seemed firm but nothing out of the ordinary for a ute. Overall, ride and handling was drawing ever nearer to that of car-like dual-cabs that cost at least $10,000 more than this.
Our test vehicle was shod with Savero HT Plus 265/65 R17 tyres, which were generally fine on bitumen, gravel and off-road, however, we’d opt for ATs for off-road touring.
Visibility is mostly good, except for the chunky A-pillar and window shield combination, which eats into the driver’s view, and the shallow slit of a rear window, again not an unfamiliar feature for ute drivers everywhere. (The window shields are dealer-fit accessories).
Off-road, the Tunland is more than capable. It has an unladen ground clearance of 200mm, the BorgWarner dual-range transmission and LSD at the rear.
We took it through a couple of shallow water crossings (the air intake is up high in the engine bay), over a section of knee-high jagged and staggered rocks, along a heavily rutted bush track, through sand and along washed out dirt roads. Some of it was very slow going, challenging stuff. The Tunland handled everything with ease.
Working through 4WD modes is simple enough: the driver uses buttons just in front of the gear stick to shift between 4x2 High and 4x4 High at speeds of up to 80km/h. You have to stop the vehicle to engage low range.
Underbody protection includes a steel plate sump guard, which is standard on the Tunland 4x4.
The engine is a huge highlight here. In the old Great Wall Steed, the engine and transmission were its biggest negative. Now, though, the GWM Ute’s powertrain is a really strong offering.
It isn’t the most refined engine in the world, but it is punchier than its outputs suggest it probably should be. There’s strong pulling power across a broad spectrum of the rev-range, and in rolling acceleration it has enough torque to push you back in your seat.
It’s just that when you take off from a standing start, there’s plenty of turbo lag to contend with. It’s hard to get away from a traffic light or stop sign without having to think ahead about the lag you’re going to encounter, so that’s something that could be better - most of the mainstream utes have less turbo lag from a standing start.
The engine teams well with the eight-speed automatic transmission, which is pretty smart in the way it behaves, and mostly does what you’d expect of it. There is some tendency to rely on the engine torque and labour gears, to the point that there’s excessive vibration noticeable (you can even see the rearview mirror shaking), but I’d prefer that than an overactive transmission that didn’t rely on the grunt available to keep things moving.
There are paddleshifters if you want to take matters into your own hands, though I wish the actual gear selector had a manual mode, which would make it easier to manipulate the ratios when cornering, as the turning action is pretty laborious and you can get caught mid-bend wanting to change up or down a gear.
Note - our drive loop for this launch test was primarily on paved roads, and we didn’t do a load test as part of this early preview drive. Stay tuned to see how the GWM Ute copes with a Tradie test where we push it to its GVM limits, and how it handles itself in the rough stuff when we do an Adventure review.
I did, however, drive on some unsealed gravel roads, and was largely impressed by the handling, control and comfort on offer, aside from an overactive stability and traction control system that tends to chew away at your power when you’re accelerating out of a slippery corner, causing it to feel a tad bogged down at times.
But in other ways, the GWM Ute was great to drive on-road, with a comfortable and mostly composed ride, especially at higher speeds. It can still feel like a ladder-frame chassis ute with leaf-spring suspension and oversized wheels when you’re encountering lumps and bumps at low speeds, but it certainly felt better to drive and more comfy in that situation than a HiLux without weight on board.
The steering is hefty and fine to operate, with nice light weighting at lower speeds and, when the lane keeping assist system is disabled, there’s decent feel and heft at higher speeds. But that lane-keep system can otherwise be overly assertive, and I found myself wanting to disable the system every time I drove the vehicle (which you have to do by pressing a button, then finding the correct section on the menu on the media screen, then toggling the ‘switch’). I hope GWM can find a way to make this simpler and smarter.
Indeed, that was another criticism - the lane assist system seemingly overrules the ability to have a digital speed readout on the 3.5-inch cluster. I know I prefer to watch my speed as a matter of priority.
All in all the drive experience is a good one, considering the price of the ute. Sure, a five-year old Ranger or Amarok is still going to feel more refined, but you won’t be getting that ‘new car’ feeling, and you might be buying someone else’s problems… for almost the same money as you can buy a brand-new Great Wall Cannon model.
Foton Tunland 6/10
The Tunland has a three-star ANCAP rating, and was last tested in 2013.
As standard there are driver and front passenger airbags (no front side airbags); height-adjustable, front seat belts with pre-tensioners, as well as ABS and EBD. Our test vehicle also had the ESC package, which includes disc brakes all around.
There is only a lap belt for the middle passenger in the rear and there are no curtain airbags.
There are no top tether points in the rear seats for child-seat restraints, but those are coming in the 2017 model, Mr Stuart told CarsGuide. Only booster seats, which don’t require those top tether points, should be used in the 2016 models.
Those safety flaws are substantial, but it seems Foton plans to have them sorted out in the next-gen Tunland.
Safety has long been a key consideration for those in the market for budget-focused utes. It used to be that if you bought a cheap ute, you were deciding to forego advanced safety technology.
That’s not the case nowadays, though, with the new GWM Ute offering an extensive range of safety tech that is at the benchmark level for established ute brands.
The range comes as standard with autonomous emergency braking (AEB) that works between 10km/h and 130km/h for vehicle detection, while it can also detect and brake for pedestrians and cyclists from 5km/h to 80km/h.
The ute also features Lane Departure Warning and Lane Keep Assist, the latter of which operates between 60km/h and 140 km/h, and can help keep you in your lane by actively steering.
There’s also blind-spot monitoring and rear cross-traffic alert, as well as speed sign recognition, and the usual array of braking and stability assistance systems. Also of note is the standard-fit four-wheel disc brakes (as opposed to rear drums, like most utes still have) and an electronic park braking with auto-hold system. There is also hill descent control and hill-hold assist.
The GWM Ute Cannon model has a reversing camera and rear parking sensors, as well as front kerbside cameras to help you see ahead. The Cannon L and Cannon X models have a surround view camera system - which is one of the best this tester has used - plus those grades add front parking sensors as well.
The GWM Ute range has seven airbags, with dual front, front side, full-length curtain and front centre airbag protection, the latter of which is designed to prevent head clashes in side-impact crashes.
That said, it hasn’t yet been awarded an ANCAP crash test rating. We’ll have to see if it can max out like the D-Max and BT-50, which this ute almost mirrors for safety tech.
The Great Wall brand - now GWM - has pumped up its warranty cover to be seven years/unlimited kilometres, which makes it one of the best in the ute class for warranty. Better than a Ford, Nissan, Mazda or Isuzu, equal to the SsangYong, but not quite as good as the Triton (10 years).
The brand also offers five years of roadside assistance for free, which should put some potential customers’ minds at ease over potential reliability concerns.
There is, however, no capped price servicing plan. The first service visit is due at six months, before a regular maintenance schedule with intervals set every 12 months/10,000km, which could be a tad annoying for those who do a lot of mileage.
Got questions about Great Wall reliability, quality, issues, problems, faults or recalls? Head to your Great Wall problems page.