Foton Tunland vs Isuzu NPR

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.

A truck like the NPR (or any other truck, really) is never going to replace a dual-cab ute in terms of its duality. While the latter can tend to weekday chores and be quickly reconfigured for weekend fun, the light truck has no such facility. Nope, it’s a workhorse. Period.

You need a fair bit of real estate just to park the Isuzu overnight and it certainly won’t fit in the typical supermarket car space. It’s hardly sporty to drive, either, although the latest upgrades have made it more user friendly in a total sense and safer than ever before.

But what it does do that a dual-cab ute can’t often do, is tackle bigger, heavier jobs with a fair bit of bandwidth still up its sleeve. And if the nine-to-five side of things is where you need to be, then a vehicle like this has to be worth a look. And if you consistently find that you’re sailing close to the wind in terms of exceeding a ute’s legal payload, towing capacity or GCM, then the extra bigness of a light truck could make a huge difference.

That’s especially so given the price tag. Okay, you’re not buying a lot of high tech for your money, but you are getting some seriously stout engineering and an expectation that you won’t be working the thing to death anytime soon.

Note: CarsGuide attended this event as a guest of the manufacturer, with meals provided.

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.

It can’t be easy to make a light truck look fashionable, but Isuzu has done a reasonable job of making the thing look, at least, current. The lighting has all been changed to LEDs now, and the bold, angular face the truck presents looks pretty modern.

But new tech has also forced some design changes. The bull-bar that is part of the Tradepack deal, for instance, has been redesigned with changes to the main hoop. That’s all to accommodate the radar units inside each headlight that inform the front cross-traffic warning system of anything in the way.

Also notable is the attention to detail of the optional (rather than the alloy tray seen here) Australian-made service body. With a choice of internal layouts, the flip-up sides reveal a proper workshop on wheels when configured that way.

It’s also nice to see that all the clips and catches on the drop-side tray can be easily replaced if damaged.

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 new cabin Isuzu has brewed up certainly brings the truck into the present, but it’s still very much a light truck in some respects. As in, it’s still a pretty good climb inside, although there are steps and handles to make that easier. The steering column still gets in the way as you swing your left leg inside, though.

The plastic surfaces would still make a car interior designer cringe, and the floor is vinyl and the seats cloth. But the three-abreast seating arrangement makes sense and, should you choose the dual-cab N Series option, there’s actually seven seats in all.

Cabin storage has obviously been a priority for Isuzu, and there are three large, netted overhead bins above the top of the windscreen, as well as bins and buckets across the width of the lower dashboard. Interestingly, each door has just a single, slim pocket and no bottle storage.

The centre console addresses that somewhat with a pair of cup-holders and a pen slot, while there’s also a large bin behind the seat on the bulkhead. There’s also an interior light that wouldn’t look out of place in an industrial kitchen.

The dashboard is home to a pair of USB charge-ports in the centre and the truck stuff continues with a wand for the exhaust brake and a knob near the steering column for a fast-idle setting. It’s also nice to see that even though Isuzu has adopted keyless entry and start for the N Series, the starter button resembles a conventional key and is located right where it should be in the side of the steering column.

What’s missing? Mainly a vanity mirror on either side of the cabin and a physical volume knob for the stereo. Oh, and paddle shifters would be nice too, especially when towing.

Externally, the Tradepack option gets you an aluminium drop-side tray, sturdy ladder racks, a tow bar, bull bar, toolboxes fitted below the tray between the axles and even a wash station for after-work clean ups.

The tray is fitted in Australia (many of the Ready to Work body options are also made here) and the load floor is a vast expanse of alloy with the ability to cope with small, heavy objects thanks to its high-impact materials. But the usual drop-side tray caveats apply including a high loading height, rattling from the sides and the legal requirement to lash everything down before hitting the road.

Meantime, part of the overall appeal of the Isuzu line-up is that there are something like 40 different permutations of cabin width, wheelbase, GVM, overall length and driveline.

But here’s perhaps the N Series’ greatest trick when it comes to being practical: While it’s easy to dismiss the vehicle for being too big and unwieldy, many operators would possibly find that the extra payload and real estate in the cargo area means that they might not need to tow a trailer every time they venture on to a job site. At which point, the dual-cab ute with a tandem trailer starts to look less convenient, especially if there’s any reversing or squeezing on to a tight site involved.

Oh, and if tight spaces really are an issue, the N Series’ sub-10m turning circle makes a typical dual-cab’s 12.5 metre turning circle look ridiculously ungainly. And that’s before we get to that trailer.

Typically for a vehicle like this, a full-sized spare tyre is included.

Like the rest of the N Series line-up, the NPR Tradepack model we’ve chosen to review here is available in a range of cabin widths and wheelbases and even a choice of Gross Vehicle Mass. But first, let’s break down the badge. In Isuzu-speak, N stands for the smallest family in the light-truck line-up. As such, it can be driven on a normal car license in Australia.

The P stands for the GVM, in this case that license-friendly 4.5 tonnes, although you can opt for the higher, 6.5-tonne GVM at which point an endorsed license is required.

And, finally, R is Isuzu’s in-house code for a truck that is two-wheel-drive and uses conventional steel-spring suspension rather than air suspension.

Isuzu says the Tradepack option with its large tray and fittings is a very popular one, so that’s what we’ve concentrated on here. That pack equates to all the drop-side tray, racks and fittings, so it’s a comprehensive add-on. Of course, you can take your NPR as a bare cab-chassis, too, and save by swapping over the tray and fittings from your old truck.

Beyond the nuts and bolts stuff, the NPR includes LED lights all-round, heated and powered exterior mirrors (and they’re huge), keyless entry and start, cruise control, steering-wheel mounted controls, climate-control air-con, a suspension driver’s seat and a tilt and reach adjustable steering column. There’s also a 10.1 inch multimedia screen in the centre of the dashboard, digital radio, sat-nav and wired Apple CarPlay and Android Auto connectivity.

The features that tell you this is still a truck and not a passenger car include the steel wheels, cloth seat trim and vinyl flooring.

As it sits, the NPR Tradepack costs $86,014 on the road, but that’s an all-up figure, and not one where you then have to arrange your own accessories and bits and pieces. It’s also within a few hundred dollars of the Ford Ranger Super Duty Super Cab which, perhaps not so coincidentally, has an identical GVM of 4000kg, GCM of 8000kg and slightly more towing capacity of 4500kg versus the NPR dual-clutch’s 4000kg.

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.

Believe it or not there’s actually a family connection between the 3.0-litre turbo diesel in the Isuzu NRL and the Isuzu D-Max dual-cab and MU-X SUV.

While the displacement of the D-Max remains, the unit in the light truck has been retuned to liberate more torque at lower engine speeds. In this case, that’s 129kW at 2860rpm and 430Nm of torque anywhere between 1450rpm and 2860rpm. That gives the engine great flexibility, but the transmission also plays a part.

That’s either a six-speed manual or a nine-speed dual-clutch unit. The latter has either manual or fully automatic shift modes, and it’s worth is backed up by the potential for lower fuel consumption thanks to the inherent efficiency in such a transmission as well as the three extra ratios.

Designed and made in-house at Isuzu, the brand says it’s confident the wet-clutch unit doesn’t carry the potential flaws of some other dual-clutch units we could name. That said, Isuzu has downgraded the towing capacity from 4.5 to four tonnes if the nine-speed is fitted.

And just like any good truck, there’s the provision for a power-take-off on the side of each transmission option, as well as an exhaust brake to help the mechanical brakes when fully laden.

Unlike many light trucks before it, the Isuzu doesn’t get stuck with a rigid front axle. Instead, you get a proper independent set-up with coil springs, while the rear end remains a live axle with leaf springs in the interests of carting lots of heavy stuff.

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.

This is a cursed subject in the truck segment, because there’s just no standard pattern of usage, nor a typical loading scenario. Some trucks will spend their whole lives heavily loaded going from red light to red light, others will be less burdened and driven between regional towns.

But what we can tell you is that unladen and driven sensibly, this truck should be able to return fuel consumption figures in the low teens per 100km. Throw the full payload and a trailer on the back and head for hilly country and you could easily double that and then some.

As such, the range from the 100-litre fuel tank is going to vary enormously, but should be somewhere between 500 and 800km.

The other thing to bear in mind is that the upgrade to this model has brought the Isuzus in line with Euro 6 emissions or their Japanese equivalent. So they now need AdBLue and there’s a 14-litre tank for that.

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.

Actually climbing aboard the Isuzu is job one, and you’ll need the handles and step to do it safely. Then again, it’s probably no more testing than getting into a really low sports car in a degree of difficulty sense.

With that accomplished, you’re met with two things; the view out and the very un-car-like driving position. The first is fantastic for forward vision. And it’s not just the height advantage over other traffic. The cab-over-engine layout also means you’re almost at the very front of the truck, meaning you can see a lot more of what’s directly in front of you, even if it’s almost under your nose. Jumping back into a dual-cab ute for comparison emphasises the point enormously.

The driving position, meanwhile, might take more getting used to. The steering wheel is almost flat and you tend to sit pretty upright. Long-distance drivers will tell you this is actually great for long stints at the helm, and it honestly feels pretty natural after just a few minutes. But the steering column placement means there’s no chance of left-foot braking which some drivers (this one included) prefer.

Once you’re rolling, the dual-clutch transmission starts to feel pretty handy with short, sharp upshifts and a calibration that sees it keen to downshift on deceleration to help balance the vehicle, take the stress off the brakes and ensure that the engine is in its power band for when you next throttle on.

Speaking of which, the engine is not exactly overpowering, but it does produce the meat of its muscle in the right places, helped no end by having nine ratios to play with. And here’s an interesting point: The way the engine is installed in the NPR – and despite the fact that you’re sitting pretty much right on top of it – there’s less noise and vibration from the 3.0-litre than in an Isuzu D-Max ute. Obviously, low vibrations and less noise are factors in staving off driver fatigue, and clearly Isuzu knows how to achieve this.

Ride quality will vary hugely depending on what’s on board. We tried the NPR with a full load of gear on the tray, taking it almost to its payload limit. At that point, the ride was actually quite compliant, and the only odd sensation is that of having your backside right over the front axle.

The other mantra held dear by fleet managers is that the best way to reduce breakdowns is to take the driver out of the equation as much as possible. That explains the dual-clutch transmission, for one, but it also perhaps explains why the NPR is set up to be actually very easy and simple to drive. It’s definitely scarier to look at than to pilot. And that turning circle is something else!

You can absolutely thank OH&S legislation for the huge leaps in active and passive safety that vehicles like the Isuzu have made in recent years.

Although this class of vehicle is not required to be crash tested (and, therefore, there’s no safety star rating available) even a scant knowledge of physics suggests that sitting the passengers up high in a vehicle with a strong chassis is a very good start when it comes to crash safety.

Passive safety is also helped by an airbag for both driver and the two front-seat passengers in the case of the three-seat variant we’ve looked at here. But only the outboard passengers get a three-point seat-belt, and the centre position gets a simple lap-belt.

There are also side intrusion bars in the doors as per passenger-car best practice and the overhead storage space features a safety net. There are no side-curtain airbags, but again, that high seating position makes the N Series inherently safer for passengers in a typical side impact.

But it gets better with a long list of driver aids, most of them straight out of the current passenger-car playbook. Running changes to the vehicle over the years have seen the addition of autonomous emergency braking (AEB), anti-skid brakes, stability control, a driver attention monitor, a distance warning system for vehicles in front, brake-force distribution and lane departure warning.

New safety tech this time around includes front cross-traffic alert and braking, mis-acceleration (pedal-error) mitigation, traffic and speed-sign recognition, a distance warning system that also advises of the speed of the car in front and improvements to the rear camera system.

And yet, there’s probably more work to be done here. We’d like to see a standard 360-degree camera and tyre pressure monitoring as well. These are both available at extra cost right now, but really should be standard on a vehicle like this. Rear cross-traffic alert is also missing, but that’s more about standardising the sensors and their calibration on a huge range of rear-body designs, apparently.

There’s also an apparent tech gap to be bridged, too, and right now only the dual-clutch-equipped version gets the speed limiter and adaptive cruise control, while the conventional manual does not.

Isuzu is also making a big noise about the new electronic park brake which can be used in an emergency to bring the vehicle to a complete, controlled stop if necessary.

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.

Despite the hard life many trucks are destined to live, Isuzu offers a standard six-year/250,000km warranty on the cabin and chassis of this model. The rear RTW body (whatever form that takes) is covered for three years. There’s also a three-year warranty on genuine accessories provided they were installed by a certified fitter.

Service intervals are every 25,000km, 12 months or 5000 hours of operation, whichever comes first. There’s also six years of roadside assistance thrown in.

Isuzu offers a range of service agreements ranging from the basic package right up to a plan that covers everything including wiper blade replacement.

There are currently 84 Isuzu dealers or authorised service outlets around the country, including some pretty far flung spots, so service and parts should be less of a problem than for some other brands.

Mechanically, Isuzu has worked to reduce servicing times, including the use of sealed-for-life wheel bearings.