Foton Tunland VS Mitsubishi Triton
- Cummins engine
- Improved build quality
- Roomy interior
- Lack of safety gear
- Front end (bullbar will fix that easily)
- Some flimsy, and awkwardly positioned switchgear
- Five-star safety
- Value for money
- Versatile drivetrain
- Load tub overhang
- Cramped rear seat
- Annoying chimes
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|
As the popularity of 4x4 dual cab utes continues to grow, so too does demand for premium models. And it’s not just family/recreational buyers driving this demand. Top-shelf utes are increasingly common on construction sites, where competition amongst tradies to win job tenders is often matched by a battle for bragging rights over who owns the best ute.
This goes back a long way. It really took off in the 1970s and early 1980s during production of Holden’s legendary HQ-WB One Tonner. They sold in huge numbers, but because they were produced in a very basic work-focused specification, it was only a matter of time before tradie owners wanted some individuality on the worksite.
Initially it was just a set of chrome 12-slotters and fat tyres with raised white lettering on the sidewalls. However, this showmanship quickly expanded into custom metallic paint jobs and leather interiors, Statesman or Caprice front-ends, jarrah trays with exquisite joinery showcased under 50 coats of clear and numerous other tweaks. Eventually some became too nice for work and joined the show car circuit instead - which defeated the whole point of the exercise! But that’s competition for you.
The Holden One Tonner era may be long gone, but rivalry between Aussie tradies for best ute honours remains strong. So we recently spent a working week in Mitsubishi’s stylish premium-grade Triton to see how it measures up in the premium ute market.
Read More: Mitsubishi Triton 2020 review
|Engine Type||2.4L 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.
Compared to its more expensive mainstream rivals, the lavishly-equipped GLS Premium offers unmatched value for money.
For less than $53K it has more than everything you need in terms of safety and features, plus proven Mitsubishi performance, reliability and build quality. Premium by name and premium by nature, it can more than hold its own in any battle for best ute bragging rights. And there’s no chrome 12-slotters or hand-made jarrah trays required.
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 conspicuously long rear overhang is a Triton design signature, which contributes to its expansive 5409mm overall length that’s almost line-ball with a Ford Ranger equivalent.
However, in stark contrast, the Triton’s relatively short 3000mm wheelbase results in sharp steering response. Combined with a compact 11.8-metre turning circle and 1815mm width, it all adds up to impressive agility in all conditions, from tight bush tracks and inner-city parking to rugged worksites with difficult access.
The 4x4 models with the latest 18-inch wheel stock have 220mm of ground clearance and improved approach (31 degrees), ramp break-over (25 degrees) and departure (23 degrees) angles.
Triton rear seating has always been tight, particularly for three adults. Tall ones sitting in the higher central position can have their heads pressing into the roof lining. By contrast, that same roof lining also has wide slot-type air circulation vents, which are superior to console-mounted vents in directing cooling air to the faces of rear seat passengers.
The most annoying noise award goes to the ‘Steering Wheel Unlocked’ warning, which chimes loudly every time the driver stops and departs the vehicle.
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.
With its relatively light 2045kg kerb weight and 2900kg GVM, the GLS Premium has an 855kg payload rating. It’s also rated to tow up to 3100kg of braked trailer and with a GCM (or how much you can legally carry and tow at the same time) of 5885kg, that means you only have to reduce your payload by 115kg to do it. Or you could just lower your towing limit by the same amount (to 2985kg) and keep your full payload.
Either way, this is a realistic set of numbers to play with, because most 4x4 dual cabs with 3500kg tow ratings have to reduce their payloads by half a tonne or more to legally do it. Which is totally impractical of course, meaning most 3500kg tow ratings are more like 3000kg or less in the real world. And most people don't need to tow more than 3000kg anyway.
The load tub is 1520mm long and 1470mm wide with a depth of 475mm. There’s 1185mm between the rear wheel housings, so you can’t squeeze a standard 1165mm-square Aussie pallet in between them, but a smaller Euro 1200 x 800mm pallet can fit. There’s six tie-down points (would be better if they were closer to floor height) and a full tub-liner.
Cabin storage consists of a bottle holder and storage bin in each front door plus an overhead glasses holder and single glovebox. The centre console has a small storage cubby at the front, two small (500ml) bottle or cup holders in the centre and a lidded box at the back which doubles as a driver’s elbow rest.
Rear seat passengers get a bottle holder but no storage bin in each door, flexible storage pockets on each front seat backrest, a pull-down centre armrest with two cup holders plus an open cubby in the rear of the console for small items. The base cushion is fixed, with no storage space beneath or the ability to be stored vertically for more internal carry space, like some rivals.
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.
Our test vehicle is the MY20 GLS Premium which is the top rung on the Triton model ladder. With a list price of $52,490, it represents outstanding value for money given that premium versions of its mainstream 4x4 dual cab ute competitors are priced above $60,000.
Beyond its black nudge bar, sports bar, load tub-liner, side steps and rear-step bumper, there’s chunky six-spoke 18-inch alloys with 265/60R18 tyres and a full-size spare. Plus LED dusk-sensing headlights and daytime running lights, halogen fog lights, chrome door handles, chrome door mirrors with integral heating and turn indicators, speed/rain-sensing wipers, cruise control, reversing and 360-degree cameras plus a rear diff lock.
Keyless entry reveals a sumptuous interior with dual-zone climate control, rear privacy glass, leather-appointed seats with heating up-front, leather-bound steering wheel/gearshift/handbrake and height/reach adjustable steering column. There’s also 12-volt/USB connections and a six-speaker system with 7.0-inch touchscreen, Android Auto and Apple CarPlay, DAB radio and multiple connectivity including Bluetooth.
Like we said, it’s fully loaded, but if subjected to a working role it wouldn’t take long for muddy boots and dirty grit-filled shirts and shorts to make that fancy leather and carpet look pretty second-hand. Tough canvas-type seat covers and dirt-trap rubber floor mats might be a good idea if you want to preserve such niceties.
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.
The venerable 4N15 four-cylinder turbo-diesel is still one of the best in the business, with strong all-round performance that belies its relatively small 2.4 litre capacity. It produces 133kW at 3500rpm and a competitive 430Nm of torque, which is served full strength at 2500rpm but remains plentiful from as low as 1500rpm.
The six-speed torque converter automatic transmission matches the engine’s impressive refinement, with over-driven fifth and sixth ratios for economical highway cruising and a manual shift mode using steering wheel paddle-shifters.
Explore the Mitsubishi Triton in 3D
The excellent Super-Select 4WD-II system offers a choice of rear-wheel drive high range (2H) and full-time 4WD high range (4H) with centre diff unlocked, which is ideal for sealed and unsealed road use. The centre diff locked 4WD high range (4HLc) and centre diff locked 4WD low range (4LLc) settings are aimed at the rough stuff.
There’s also a choice of four off-road driving modes to maximise traction and stability on Gravel, Mud/Snow, Sand and Rock. And if that’s not enough to get you out of trouble, there’s also a rear diff locker.
Mitsubishi claims a combined figure of 8.6L/100km. The dash display was showing a slightly higher 9.7 figure when we stopped to fill the 75-litre tank after just under 500km of testing. That wasn’t far off our own figure of 10.7 based on fuel bowser and trip meter readings, which means you could expect a realistic driving range of around 700km.
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 GLS Premium’s ride quality when empty or lightly loaded is not as jiggly as the lower-grade GLX+ we've previously tested. We can only put this down to the increased sprung weight of the top-grade model, which being almost 100kg heavier results in a noticeable improvement in suspension behaviour. It just feels more composed when empty or lightly loaded and therefore nicer to drive on a daily basis in cities and suburbs.
The power-assisted steering response and turning weight is good, being light at parking speeds and increasingly firm as speeds rise. Braking from the front disc/rear drum combination is reassuringly strong and consistent under all loads.
Around town it’s quiet and comfortable with more than adequate performance thanks to its healthy torque to weight ratio. The short wheelbase and tight turning circle also make parking and other low-speed maneuvering a breeze.
It’s a comfortable and relaxed highway cruiser too, with low engine, tyre and wind noise allowing conversations without raised voices. The over-driven sixth gear allows the 2.4 litre turbo-diesel to maximise fuel economy, loping along with only 1650rpm at 100km/h and 1800rpm at 110km/h.
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.
Maximum five-star ANCAP rating (last tested 2015) and the latest active safety features including AEB, lane departure and blind-spot warnings, rear cross-traffic alert, trailer stability assist and lots more. There’s also seven airbags including full side-curtains, plus ISOFIX and top-tether child seat anchorage points for the two outer rear positions.