Foton Tunland vs Toyota HiLux

What's the difference?

You have to give Foton some credit because the 2026 Tunland V9-S 4x4 is a big US-sized ute without the big US-style price-tag.

On the surface this is an impressive vehicle. It’s well-equipped, comfortable, reasonably capable off-road and is generally nice to drive.

But under closer scrutiny, and when driving the Tunland, some substantial flaws soon become obvious, not the least of which is an underdone powertrain and some annoying driver-assist tech.

Still, it is a lot of ute for the money, so the Tunland represents a strong case as a budget buy.

Given the HiLux BEV was developed in close cooperation with mining companies, its relatively short driving range appears tailor-made for that role given the daily driving distances (typically around 150km or less) in underground and open-cut mining operations. However, determining if our SR5 test vehicle is equally well suited to urban tradie duties would require careful analysis of driving range and payload/towing requirements, to determine if its emissions-free high purchase price can be justified.

The Tunland is 5617mm long (with a 3355mm wheelbase), 2090mm wide and 1955mm high. It has a listed kerb weight of 2315kg.

It has a big bluff front end with chrome type front grille, chunky wheel arches, sports bar on the tub, pronounced rear and of course, its not-insubstantial all-around size. These factors give the Tunland presence on and off the road.

But that big front end is not as an in-your-face occasion as the MG U9’s is, not by a long shot.

The interior has everything you’d expect of a top-spec dual-cab interior – synthetic leather seat trim, soft-touch surfaces but also an abundance of durable plastic. And there’s colour ambient lighting front and rear.

Ultimately, the Tunland holds its own in design terms against rival such as the LDV T60 and MG U9.

Externally the only visual differences between a HiLux BEV and its diesel SR5 equivalent are the BEV's solid front grille, a Type 2/CCS charging port for the propulsion battery located behind a hinged body flap on the front passenger side and aerodynamically-tuned 17-inch alloy wheels designed to minimise drag and optimise driving range. It also has unique rear suspension (see Motor).

The BEV variant has benefitted from the latest HiLux generation's exterior and interior styling updates in keeping this iconic workhorse looking fresh, particularly up front with its high slimline headlights, imposing body-coloured grille and trapezoidal side air intakes.

This more hard-edged look is also evident in the BEV's interior which although embracing new dash and centre console designs fortunately adheres to the time-proven practicality and user-friendliness of traditional 'piano key' buttons for its climate control plus a large dial for off-road drive settings (see Motor).

It’s the usual set-up for a ute cabin, which means a workable blend of comfort, ease-of-use, functionality and practicality.

The multimedia system is easy enough to use, but it’s not the most intuitive set-up around with cycling through menus and sub-menus required during operation. But the screen is big and colours are crisp and clearly visible.

There are four USB-A ports, a 220V/300W power socket, a x 12V/120W power outlet as well as two cupholders up front and two in the fold-down armrest in the back row.

The cabin is spacious with the Tunland's extra size used to better accommodate the driver and passengers rather than being used to expand the load space.

Speaking of load space...

In terms of packability for touring, the Tunland’s tub is 1577mm long (1240mm between the wheel arches), 1650mm wide and the load space itself is 530mm deep. Load height is 880mm.

The Tunland’s tub has four tie-down points, but they're positioned too high in the tub for my liking.

All in all, this ute is on a par with its rivals for practicality.

Our test vehicle’s 2455kg kerb weight is 300kg more than its diesel sibling, which combined with its 3170kg GVM leaves a 715kg payload rating that’s 250kg lower.

The HiLux BEV is also rated to tow up to 2000kg of braked trailer (1500kg less than the diesel) and its 4670kg GCM rating (or how much it can legally carry and tow at the same time) would leave just 215kg of payload capacity if towing its maximum trailer weight. This could easily be used up by two big tradies before you could add their tools, so it’s important to be aware of these load ratings if planning to tow.

tub, is equipped with anchorage points front and rear plus hydraulic tailgate dampers to assist opening and closing. Load tub access is made easier and safer by concave side-steps behind the rear wheels.

Like its diesel sibling, rear seating for tall people offers minimal knee/shoulder/head room, combined with a notably short distance between the top of the base cushion and floor creating a steep thigh angle that concentrates body weight on your lower back.

Driver and front passenger storage includes a bin and bottle holder in each door, cupholders on either side of the dash and upper and lower glove boxes. The centre console has wireless phone charging up front, two more cupholders in the centre and a lidded box at the back containing the V2L (Vehicle to Load) AC inverter with domestic three-pin plug and a 12V accessory socket.

Rear passengers get a bottle holder and bin in each door plus pockets on both front seat backrests, a fold-down centre armrest with two more cupholders plus two USB-C charging ports and adjustable air vents on the rear fascia of the centre console.

There’s no under-seat storage available and the vehicle’s portable AC charging cable, which is stored in a zip-up bag, has no dedicated storage area so must be carried on either the cabin floor or in the load tub.

The HiLux BEV range offers a choice of dual cab ute/dual cab-chassis in base SR model grade or the premium SR5 dual cab ute. Given its commercial fleet focus, exterior colours are limited to standard Glacier White or Frosted White/Ash Slate premium paint options.

Our SR5 test vehicle, like all HiLux BEVs, comes standard with a dual-motor 4x4 drivetrain and 59.2kWh lithium-ion propulsion battery for a list price of $82,990, before on-road costs. Its Ash Slate premium paint adds $675.

This list pricing is way above that of its SR5 48V diesel auto equivalent ($65,990) and its only full-electric ute rival in the form of KGM’s (formerly Ssangyong) Musso EV AWD ($64,000, drive-away).

For that sizeable spend the HiLux BEV’s standard equipment list contains unique features comprising a bespoke 12.3-inch driver’s digital cluster with EV instrumentation, an equally new electronic shift lever for the shift-by-wire BEV functionality plus exterior changes (see Design). Other standard equipment includes:

• 17-inch alloy wheels with 265/60R17 tyres and a full-size spare
• LED headlights/tail-lights
• Heated mirrors
• Rear privacy glass
• Body-coloured grille/bumpers
• Cabin side-steps
• Integrated rear/side load-tub steps
• Tailgate damper with lift assist
• Panoramic view monitor
• Smart entry/start
• Dual-zone climate control
• Heated front seats/steering wheel
• Leather-accented seating
• Eight-way power adjustable driver’s seat
• Wireless phone charger
• Vehicle-to-load 220V/1500W inverter with three-pin AC plug outlet
• Multimedia system with 12.3-inch touchscreen
• Eight-speaker audio (with digital radio)
• Multiple connectivity options (including Apple CarPlay/Android Auto

The Tunland has a 2.0-litre, four-cylinder, turbo-diesel engine – producing 120kW at 3600rpm and 450Nm at 1500-2400rpm – and that’s matched to an eight-speed automatic transmission.

It also has a 48V mild-hybrid system, which is similar to the HiLux’s set-up, cannot be charged manually and does not offer electric-only driving.

This ute also has drive modes – 'Eco', 'Standard', 'Sport', 'Sand' and 'Mud/Snow' – and part-time four-wheel drive.

The engine and auto transmission combination yields a sluggish driving experience on sealed surfaces, and it feels underpowered. The pairing works better in low-speed 4WDing more than anything else.

In terms of engine outputs, the Tunland (120kW/450Nm) lags behind rivals such as the MG U9 (160kW/520Nm) and even the LDV T60 (160kW/500Nm).

The HiLux BEV is equipped with two electric motors delivering full-time four-wheel drive. The front motor drives the front wheels and produces 82.2kW of power and 205.5Nm of torque. The more powerful rear motor driving the rear wheels produces 129.3kW and 268.6Nm.

Combined maximum power output is officially rated at 144kW but there’s no official combined torque figure given that the electric motors produce their peak torque at different times.

These motors drive the wheels through chassis-mounted transaxles equipped with single-speed transmissions. They are synchronised electronically using ‘fly-by-wire’ accelerator and gear/mode selection.

The centre console-mounted shifter controls conventional drive selections (Park, Drive, Reverse) plus offers a ‘B’ setting for optimum regenerative braking, to minimise brake pedal use and maximise battery charging.

Its full-time 4x4 system automatically distributes torque on demand between the front and rear wheels according to traction sensors. The driver can choose between three drive modes (Normal, Sport and Eco) and has access to a multi-terrain system (MTS) which optimises traction in different terrain across six settings including Auto, Dirt, Sand, Mud, Mogul and Snow.

The strengthened chassis frame provides protection for the propulsion battery mounted between the main rails. Toyota claims the battery subframe has been designed for flexibility to tolerate high levels of torsional twist when off-roading. It features a full undercover to protect high voltage parts from water splash or other damage and shares the same 700mm wading depth as the diesel version.

HiLux BEV also features a unique De Dion-type (rigid hollow beam axle) leaf spring rear suspension, with the transaxle mounted on the chassis frame to reduce unsprung weight and the beam axle with traditional leaf springs allowing efficient load carrying and off-road performance.

Official fuel consumption is listed as 8.0L/100km on the combined (urban/extra-urban) cycle.

Fuel consumption on this test was 9.8L/100km, which is pretty good because I have done a lot of low-range 4WDing.

The Tunland has a 76-litre fuel tank so, going by that fuel figure, you could reasonably expect a driving range of about 775km from a full tank. It also has a 12-litre AdBlue tank.

In fuel consumption terms, the Tunland holds its own against the MG U9 (up to 7.9L/100km official) and LDV T60 (up to 8.1L/100km official).

The HiLux BEV has an official driving range of up to 315km based on the optimistic NEDC combined cycle test procedure.

When we collected our test vehicle the propulsion battery charge was at 100 per cent but the displayed estimated driving range was 272km.

We initially drove 84km unladen in metro traffic (using only Normal/Eco drive modes and max regen braking) with average combined energy consumption of 28.3kWh/100km, which was way above the sub-20kWh/100km figure needed to crack the claimed 300km-plus of driving range.

After recharging to 100 per cent for our GVM test, the estimated driving range dropped to 266km. On this second charge we drove another 173km, of which more than 100km was hauling a full payload which saw a spike in energy consumption to 31kWh/100km. We finished our test with 19 per cent charge and 50km of driving range remaining.

Our total test distance was 258km during which we achieved average energy consumption of 27.8kWh/100km. Therefore, based on our consumption figure, you could expect a driving range in real-world urban use of around 200-220km.

Toyota claims a 10-80 per cent charge time of approximately 30 minutes using a (150kW) DC fast charger or 10-100 per cent in about 6.5 hours using (10kW) AC charging.

The Foton Tunland is compliant and comfortable and in general terms, pretty agreeable on road. In fact, ride and handling are quite impressive on sealed surfaces. A large part of the credit for that should be attributed to, a) its size and b) this top-spec model's multi-link suspension. I consists of double wishbones up the front and multi-link at the rear with coil springs, whereas lower-spec Tunlands have leaf springs.

The engine, however, is a different story. “Wheezy, laggy, underpowered,” my notes read.

This ute is underdone in terms of power and torque and though the automatic transmission the engine is paired with is cluey, the combination doesn't have the oomph you'd like in a ute of this size.

The Tunland’s driver-assist tech on road is the wrong side of annoying. It’s either over the top in its preemptive reaction to whatever it thinks is going to happen, or too intrusive or abrasive in its effectiveness. The good news is you can switch that stuff off, but you do have to do that every time you start up.

Now to the off-road.

Crucially, the engine and auto combination works better at low speeds, especially in low-range 4WDing working in partnership with the off-road drive modes – Mud/Snow and Sand – the Tunland does reasonably well.

Low range gearing is good, off-road traction control is reasonably well calibrated, and again, as an overall package it performs satisfactorily. And if you get the urge, you can use diff locks front and rear.

It is, however, somewhat hamstrung by its size – its sheer physical dimensions – and feels low in terms of how much rolling ground clearance it offers, which is listed as listed 240mm but feels like less.

It also has big chunky side steps, so those may well become rock or tree stump magnets when you tackle more challenging technical 4WDing.

For the spec nerds among us, off-road-relevant figures include a 28-degree approach angle, a 26-degree departure angle and a 21-degree rampover angle. Not sure what I’m on about? Check out some of my previous yarns where I painstakingly explain it. By the way, wading depth is a listed 700mm but my tracks weren’t that wet.

Sounds like I’m kicking the Tunland while it’s down? Well, I’m not… much.

Overall, it does reasonably well for what it is. There’s enough power and torque to get you through moderate off-roading obstacles and challenges, but it's not going to win any awards for hardcore grunt.

But this ute – like many contemporary 4WD utes and wagons on the market now – is let down by its standard tyres (Giti 4x4 AT71, 265/70Rx18 116T). If you are planning to do anything more than light to moderate off-roading in this ute one of your first ports of call will be to replace the Tunland’s showroom rubber with a decent set of more aggressive all terrain tyres.

In terms of towing capacity, the Tunland is rated to tow a 750kg unbraked trailer and 3500kg braked.

Payload is 995kg with a Gross Vehicle Mass (GVM) of 3310kg and Gross Combined Mass (GCM) of 6810kg.

For all-around drivability and pure off-road capability, the Tunland manages to hold its own against the likes of the MG U9 and LDV T60. That is to say, satisfactorily.

It also rides and handles much like its diesel stablemate. The most noticeable differences are the smooth yet energetic power delivery and the near silence of its drivetrain, with most cabin noise coming from the tyres which is also far from intrusive.

Near instant torque from its dual electric motors provides lively response for a vehicle of this size and weight. While it doesn’t nail your eyeballs to the back of your head like some EVs, it does provide spirited acceleration from standing starts and takes less than 10 seconds to reach triple-digit speeds.

To test its GVM rating we forklifted 650kg into the load tub which with driver was lineball with its peak payload rating. The leaf-spring rear suspension only compressed about 40mm under this weight leaving ample bump-stop clearance that ensured no bottoming-out on our test route.

In true HiLux tradition, the ride quality noticeably improved and the chassis and drivetrain were more than capable of hauling this payload on a variety of roads. Overall, it’s a competent load hauler like its diesel stablemate, albeit always with an eye on the battery charge given its limited range.

Our test vehicle comes standard with a five-star ANCAP rating (tested 2025) and a suite of passive and active safety features including:

• Eight airbags including front-centre and driver knee-bag
• Autonomous emergency braking (AEB) with pedestrian/cyclist/oncoming vehicle detection
• Active cruise control with curve speed reduction
• Lane keeping
• Speed sign recognition
• Blind-spot monitor with safe exit assist
• Rear cross-traffic alert
• Front and rear parking sensors
• Tyre pressure monitoring
• Panoramic 360-degree view monitor
• Two outer rear seat ISOFIX child restraints
• Two rear seat top tethers

The HiLux BEV's advanced Active Driver Assistance Systems (ADAS) display good refinement in terms of not being overly intrusive or reactive during normal driving, in stark contrast to some rivals equipped with often annoying (and ironically distracting!) driver distraction monitors.

The Tunland is covered by a seven-year/unlimited km warranty and a seven-year roadside assistance plan.

The first service – at three months or 5000km – is free, but after that service intervals are scheduled for every 12 months or 15,000km and end up totalling an estimated $4492.39 (over seven years). Those service costs are getting up there.

Foton Australia has about 30 dealerships across the country.

In terms of the warranty period, the Tunland bests the LDV T60 (seven-year/200,000km new vehicle warranty) and the MG U9’s five-year/unlimited-kilometre manufacturer warranty, but the is closer in terms of overall costs with the MG U9 costing $2395 in total for the first five years (up to 70,000km), and the LDV T60 costing between $300 to more than $750 each service.

The HiLux BEV comes standard with a five-year/unlimited km warranty and separate five-year warranty covering the propulsion battery which can be extended for up to five years (so 10 years in total) with an annual battery health check. The propulsion battery is also covered by an eight-year/160,000km capacity warranty if its energy storage falls below 70 per cent of the original capacity.

Scheduled servicing is every six months/10,000km with capped pricing of $220 per scheduled service for the first five years (or 10 services in total).

The company has a vast network of more than 275 dealerships across Australia including all states and territories and many regional areas.