Latest news with #TunlandG7
The Citizen
27-05-2025
- Automotive
- The Citizen
Foton's most accessible Tunland 4x4 has merit despite flaws
Although pricier than its immediate rivals, the TLX grade counters with more spec and power, yet requires finessing for the next step up. On first glance, little differentiates the mid-grade TLX from the entry-level Tunland TL. Images: Charl Bosch Sampling two largely identical products from a manufacturer back-to-back seldom happens, but when it does, the differences are often noticeable. Case in point, returning Chinese commercial vehicle brand Foton who supplied The Citizen with two variants of its double cab Tunland G7 bakkie for the weeklong test. The step-up Whereas the first encounter had been with the entry-level, two-wheel-drive TL priced at R399 900, the swap for the second variant involved the mid-spec TLX equipped with the industry benchmark ZF-sourced eight-speed automatic gearbox. In addition to the self-shifter replacing the six-speed manual, the TLX opens the Tunland G7's four-wheel-drive portfolio by placing below the flagship Limited as the most accessible all-paw gripping derivative. Compared to the TL, the inclusion of the part-time all-wheel-drive system and two-pedal transmission has resulted in the Tunland G7 becoming one of the pricier Chinese entrants with a sticker of R559 900. ALSO READ: Most basic Foton Tunland not perfect but strong value package While still substantially undercutting comparative models from Toyota, Ford and Isuzu, the TLX finds itself being noticeably more premium than not only the top-spec JAC T8 Super Lux, but also the Elite version of the LDV T60 and the ever-popular Mahindra Pik Up S11 Karoo. Having come away disappointed but also impressed with the TL, the weeklong stay with the TLX came with slightly more promise from not only the highly regarded 'box, but also bolstered features list and more powerful engine attributed as the reasons for its loftier price. Look closely Aesthetically, and besides the change in colour from the TL's grey to what Foton calls Bright Moon White, the TLX hasn't undergone any external changes right down to the retention of the halogen headlights and daytime running LEDs. In fact, only a 4×4 decal on the tailgate differentiates it from the TL. However, given that the rear-wheel-drive TLX lacks this, it could be argued that slightly more visual enhancements could have been applied to set it apart from its lesser sibling. As such, the TLX retains the 17-inch alloy wheels, side-steps, FOTON block lettering on the grille and front fog lamps – all already standard on the TL. Despite being the step-up from the TL, the TLX's rear facia has not received any model specific changes. Essentially a single model, externally that is, the mixture of Toyota Hilux, Nissan Navara and Mercedes-Benz X-Class styling elements harks back to the 'copy-and-paste' design attitude the majority of Chinese brands have since let go of. While still oddly proportionally given the loadbin appearing shorter than the bonnet, the Tunland G7 TLX is anything but a dullard. However, given how rapidly products from the People's Republic have progressed, a more distinctive 'in-house Foton look' would have gone a step further to dispel the 'copycat' connotations. Interior impresses more Where the opposite continues to apply is the Tunland's interior. With the fitting of the automatic box, the centre console has been redesigned with the result of the cabin, appearing more expensive and arguably worth its price premium. As with the TL, the dual 12.3-inch displays for the instrument cluster and infotainment system remain, however, imitation leather upholstery replaces the cloth trim on the seats. The upgrade in specs has seen two additional speakers being added to the sound system for a total of six, heating elements incorporated into the front chairs and six airbags versus two. Opening the doors reveals an interior different in one-key visual area from the TL. Unlike in the TL, the TLX gets auto on/off headlights that prevents the embarrassment of leaving the lights on, as well as keyless entry to go with the already standard push-button start. While still noticeably premium, the console's piano key black finish seems a bit over-the-top as a less fingerprint-prone hue could have been used. That being said, the setup still doesn't look cluttered and now comes with a BMW iDrive-style rotary controller for the infotainment system, fingertip physical buttons, a toggle switch for the electronic handbrake and Auto Hold, plus proper buttons for the Hill Descent Control and traction control. Cloth seats in the TL have been replaced by imitation leather upholstery Along with a single cupholder, a storage cubby resides at the very front of the console, while the volume knob becomes one of the fingertip switches. This also applies to the drive mode selector, the four-wheel-drive switches and the trio of colour themes for the infotainment system and instrument cluster, rather originally identified by a t-shirt symbol. Still an ergonomically-sorted design, fit-and-finish is felt slightly better than on the TL as no trim pieces had started to detached, as an example. Inclusion of the eight-speed automatic gearbox as seen in the Tunland received a redesigned centre console. However, the seats still felt hard, the instrument cluster partially obscured by a driver's chair that doesn't drop all the way to the bottom, and a steering wheel that only adjusts for rake and not reach. What's more, audio quality was found lacking, even with the two additional speakers. Although, as mentioned with the TL, rear passenger space remains a standout both on the headroom and legroom fronts. Similarly, the workings of the infotainment system are still relatively easy, more so now with the rotary controller, while rear air vents, a single USB port and central armrest add more convenience for those seated at the back. An engine that deserves more As with the TL, matters for the Tunland G7 TLX go array on the powertrain front, a lot more thanks to the usual Chinese vehicle qualm of an oddly calibrated accelerator and misinformed transmission. Powered by the Cummins co-developed 2.0-litre turbodiesel engine, the mill doesn't start with the same ruckus as the TL, though this could possibly be attributed to the TLX having been better run-in as it had over 1 500km on its odometer versus its sibling's less than 500km. On the move, its 120kW/390Nm feels undone by the accelerator/gearbox mix-up to the point where it lacks the responsiveness of the manual. Although renowned as one of the industry's best, the gearbox's programming means it shifts in a tardy fashion when going down, and with an almost double clutch-style low-speed drag when setting off. Even switched to Sport mode and the gear shift paddles in use, the Tunland G7 still felt lethargic despite the engine being eager to rev. While the four-wheel-drive system has, bizarrely, not added any kerb weight, the mismatched drivetrain saw it run a 15.7 second time from 0-100 km/h at Gerotek, 3.6 seconds slower than the manual. What's more, the key overtaking speed of 60 km/h to 140 km/h couldn't be obtained no matter Road Test Editor Mark Jones' best efforts. In fact, the Tunland was out of puff at 133 km/h and actually completed the 0-100 km/h dash slower in Sport mode than in Comfort. On the road Out on the road, the TLX felt similarly bouncy to the TL, although this will most likely improve with a load in the back. Off-road left the same impression, and although the selected road merely represented a very badly maintained and rutted gravel path, the Tunland didn't feel in its element. A 4×4 badge has been added to the tailgate on all all-paw gripping derivatives. That being said, lowering the tyre pressures will have the opposite effect with or without a load in the back. Likely to help further is the standard inclusion of a mechanically locking rear differential not offered on any of the rear-wheel-drive variants. As for fuel consumption, the eventual seven-day stay and 457 km registered an indicated best of 8.8 L/100 km, again impressive considering the powertrain's foibles and supposedly 'weightless addition' of the four-wheel-drive system. Conclusion As with the TL, Foton's four-wheel-drive entry point to the Tunland range with the TLX 4×4 isn't perfect and, arguably, unfairly hamstrung, given the engine's willingness to perform and upmarket finishes for a non-legacy brand bakkie far below R600 000. Therefore, and despite its price premium over its immediate less powerful and equipped rivals, it still deserves a second look. Road Test Data NOW READ: New Foton Tunland not a 'cheaply concocted' Chinese bakkie
The Citizen
21-05-2025
- Automotive
- The Citizen
Most basic Foton Tunland not perfect but strong value package
Entry-level version of Foton's returning double cab offers a lot for a smidgen under R400 000, but is let down, unfairly, by a few niggles it should have done without. TL starts Foton's double can Tunland off, with looks 'borrowed' from a number of rivals. Images: Charl Bosch The surprise return of Foton to South Africa last year, via Combined Motor Holdings (CHM), has been a gradual re-acceptance of what was, arguably, the first 'upscale' Chinese bakkie sold in South Africa. Where it started Originally introduced in 2012, the Tunland differed significantly from its Great Wall Motors (GWM), JMC and other People's Republic rivals by being more luxury-focused and therefore, out to directly challenge established versions of the Ford Ranger, Toyota Hilux, Isuzu KB (D-Max), Mitsubishi Triton and the now discontinued Mazda BT-50. ALSO READ: New Foton Tunland not a 'cheaply concocted' Chinese bakkie A cut above not only its countryman, but also the Mahindra Pik Up, the Tunland offered the usual Chinese vehicle USPs of vastly more equipment than its legacy brand opposition, with the ultimate trump card of a Cummins-sourced 2.8-litre turbodiesel engine. Developing a potent, at the time, 120kW/360Nm, the unit, plus the Tunland's more affordable price tag, didn't attract the attention Foton had envisioned, and as such, sales were quietly withdrawn before a major update in 2018. The bigger picture Its comeback in South Africa has been marked by a similar situation, admits a frenzied and growing uptake of Chinese bakkies from JAC, GWM, LDV, newly arrived BYD and soon, Chery. Having faded in supposed obscurity after its launch, sales of the Tunland G7 so far total 649 units, though it has to be said, it only started reporting its figures to the National Association of Automobile Manufacturers of South Africa (Naamsa) from February this year. Known as the Tunland Yutu in China, where it first went on sale in 2019, the Tunland G7 will eventually form part of a three-model bakkie range in a similar capacity to Mahinda's incoming Global Pik Up that will sit above the current Pik Up and Bolero. In this regard, the G7 will become Foton's range opener below the Ford F-150-aping Tunland V7, and V9 that resembles the Ram 1500. First of two While both have been confirmed for South Africa by mid-year, the G7, for now, is Foton's sole offering with a choice of six models priced from R329 900 for the workhorse single-cab Hi-Rider. Unsurprisingly, Foton opted to offer The Citizen not one but two examples of the double cab, the first, and subject of this review, the entry-level TL. Looks familiar? Rear looks like a Nissan Navara/Mercedes-Benz X-Class design copy. Priced at R399 900, the TL feels anything but spartan for what is also one of the cheapest double cabs in South Africa, an accolade it shares with the Lux spec version of the JAC T8. Solely fitted with a six-speed manual gearbox and having its power and torque routed to the rear wheels only, the initial promise of the Tunland G7 TL soon turned a bit lobsided as the weeklong test proved more mixed, even with its price tag taken into consideration. You look familiar? Outwardly, there is little to disguise the fact, unlike its GWM, JAC, LDV rivals, the Tunland hasn't let go of the 'copy-of-paste' design method of early Chinese products. Despite being the base model, the TL rides standard on 17-inch alloy wheels. Besides the Ranger Raptor-inspired block letter Foton badge on its grille, the frontal styling is a mix of current Hilux and D-Max, while the rear is a combination of Nissan Navara and Mercedes-Benz X-Class, complete with awkwardly-sized loadbin that appears shorter than the bonnet when viewed in-side. Mounted on 17-inch alloy wheels from the start, the Tunland isn't the styling standout Foton will probably project it to be, however, the various 'borrowed' elements still translate into a relatively imposing double cab without the 'shock' factor of the JAC T9. The surprise inside The most impressive aspect, though, is the interior when taking into account the sub-R400 000 price tag. Neat and attractive at first glance, the cab feels resoundingly plush with soft-touch materials on key surfaces, plus a balanced mix of silver inlays and not-overly-too-much piano-key black inserts. Interior appears neat and stylish, and anything but a bakkie costing under R500 000. Highlighted by a pair of 12.3-inch displays for the infotainment system and instrument cluster, touch-sensitive buttons have been eschewed for physical switchgear, which adds to what is a largely ergonomically-sound layout not expected at this price point. What's more, the cabin feels spacious and being a Chinese vehicle where emphasis is placed on space for those seated at the rear, the Tunland G7 TL doesn't squander with impressive levels of head-and-legroom for a double cab. Not stopping there, Foton has not been greedy about the specification either, and as such, has stuffed its base-model double cab full of kit, even the T8 appears unlikely to match. Infotainment system is surprisingly easy to use in spite of looking anything but. Besides the pair of displays – the infotainment fitted with Android Auto and an aftermarket Apple CarPlay system using a dongle inserted into one of the two USB ports – the TL comes fitted as standard with push-button start, a multi-function steering wheel, climate control, auto lock/unlock doors, front and rear armrests, a steel sports bar, LED daytime running lights and a four-speaker sound system. On the safety and driver assistance front, dual airbags are fitted, along with cruise control, Driver Attention Alert, a tyre pressure monitor, Hill Descent Control, ABS and EBD, Hill Hold Assist, Vehicle Dynamic Control, rear parking sensors, a reverse camera and a drive mode selector with three settings: Eco, Comfort and Sport. When the 'good' stops Omitted are LED headlights or even the commonplace auto-on/off function that resulted in the lights being left on a few times. While just about acceptable if nowhere as strong or visually appealing as even the most basic of LED setups, the Tunland G7's peculiarities remain, the biggest being the seats. Cloth seats are too hard and don't drop down far enough for taller drivers. Covered in real cloth, the chairs don't drop low enough and, in the case of the driver, results in a compromised driving position for those who prefer to sit 'on the floor'. In addition, the steering wheel only adjusts for height, which, given the proximity of the instrument cluster, translates to a partially obscured view of some of the readouts. The seats themselves are on the hard side and, despite the mentioned level of quality, some of the fit-and-finish elicited the opposite, namely the gear knob becoming undone and a piece of carpet underneath the dashboard to the left of the clutch pedal having come adrift – all this on a vehicle with less than 500 km on its odometer. Power unit deserves better Where matters take the biggest wrong turn is on the power front, and in a few instances, unfairly against what is largely a more than acceptable powerplant. Co-developed with Cummins once again, the 2.0-litre oil-burner produces 120 kW and a strong 390 Nm. Although good on paper, the engine isn't the most refined and, compared to others, loud on start-up and hampered by low-down lag. Six-speed manual is a let-down with a sloppy action and too short ratios. At above 2 000 rpm, it comes alive and pulls with such ease and verve that the Tunland G7 almost feel lighter than what its 1 960 kg kerb mass suggests. While rev-happy – not you would want to do so permanently because of the eventual strained soundtrack – the amount of puff soon runs out, which will require manhandling of the six-speed 'box. Developed in-house, the 'box's short ratios partly contribute to the Tunland's low-end lag, and while reasonably slick, it comes with a horrible, grating feel when shifting down as if a linkage had snapped. Adding to this, the clutch pedal feel is overly sensitive and the throttle calibration a bit off, meaning care will be needed to avoid stalling. Gerotek tested This posed the question as to how the Tunland would fare at Gerotek where a manual, rear-wheel-drive bakkie hasn't been tested for some time. As it turned out, it didn't prove the embarrassment expected with a 0-100 km/h time of just 12 seconds, faster than the admittedly four-wheel-drive but also more powerful and automatic Toyota Hilux 2.8 GD-6 Legend RS, and the two-wheel-drive Nissan Navara 2.5D Pro-2X. Down on both the single-turbo 2.0-litre XL and XLT versions of the Ford Ranger fitted with the six-speed automatic 'box, the Tunland's lack of low-end twist and sloppy gearbox was cited by Road Test Editor Mark Jones as being constants that prevented it from at least coming in striking distance of the former Blue Oval's 11.0 second run. Yes and no Able to tow 3 000 kg, the Tunland G7's ride is unsurprisingly bouncy with no load present, however, this will become better with a few kg's present. Space in the back is one of the Tunland G7's strongest aspects. More satisfactory are the brakes, though the steering is heavy, but also not surprising considering the Tunland wasn't designed to be a bakkie posing as an SUV. Despite being undone by its transmission, the engine's frugality was noteworthy as the weeklong stay and 578 km netted an indicated the best consumption of 8.7 L/100 km, not far from Foton's eight-litres per 100 km claim. Conclusion While questions marks remain about reliability and the niggling quality issues hopefully limited to the press unit, the Foton Tunland G7 TL makes a strong case from a specification and power side in spite of the gearbox that spoils what is largely a commendably packaged product. Now called G7, the Tunland will soon be part of a three-model Foton line-up in South Africa. Taken out of the equation as something willing to live with, though, the most basic Foton still strikes a capable balance between workhorse and leisure bakkie with more specification and, crucially, at more than half the price of its nearest legacy brand rivals. Road Test Data NOW READ: Foton fires latest Chinese bakkie price salvo with new Tunland G7
