2025 Foton Tunland V7 & V9 review – Australian launch (video)

Another new dual-cab ute has arrived in Australia and it’s from a brand you may remember from a few years ago. Yep, Foton is back with a new Tunland and this time it is offering two nameplates; the V7 and V9.

They share an all-new platform and new mild-hybrid diesel powertrain, and wear exterior designs that, in our opinion, seem to be heavily inspired by the Chevrolet Silverado (V7) and RAM 1500 (V9).

The graphics inside also look remarkably similar to those in some Mercedes-Benz vehicles. But, if you’re going to copy anyone, these are probably the best candidates in terms of having big presence and wow factor.

2025 Foton Tunland V9-S: Specifications

*Figures as tested by Driving Enthusiast on the day. Manufacturers’ claims may be different

2025 Foton Tunland V7 & V9: How much does it cost?

Four main variants are on sale, spanning from the V7-C in 4×2 and 4×4 forms, and the V9-L and V9-S (both 4×4). Interestingly, the V7s use leaf springs for the live axle rear while the V9s adopt coils for the live axle rear.

Prices start from just $39,990 for the base V7-C 4×2 and top out at $49,990 for the V9-S 4×4 flagship. In the middle, the V7-C 4×4 starts from $42,990 and the V9-L 4×4 starts from $45,990 (all excluding on-roads). That makes it one of the cheapest utes on sale, and certainly the best value in terms of size-to-dollar ratio.

2025 Foton Tunland V7 & V9: Interior & packaging

Although not quite as large as the Silverado and RAM 1500 they seem to be modelled on, these are much bigger than the common HiLux and Triton gang. Measuring 5617mm long while most rivals come in at around 5300mm, you can begin to understand the direction here.

The V7 is 2000mm wide and the V9 is 2090mm wide due to wheel arch extensions, and all but the V9-S are 1910mm tall – the V9-S is 1955mm due to standard roof rails. They also ride on a 3355mm wheelbase – for reference, the HiLux SR5 wheelbase measures 3085mm.

And it’s the wheelbase that makes all the difference inside. These present more interior space than any of the popular rivals, especially for legroom. Drivers can fiddle around with the tilt-and-reach steering column adjustment and it is easy to find a decent position, but some more reach adjustment wouldn’t go astray.

In the back the floor is almost completely flat so there’s no need to have your knees in your eye sockets if you’re in the middle seat. Rear passengers are also treated to twin climate vents, twin USB-A ports and the V9-S adds heated outer seats.

All feature a 60:40 folding rear bench, bottle holders in the doors, and a flip-down arm rest with cup holders. It’s pretty comfortable back here, although headroom is pinched slightly in the V9-S due to the panoramic sunroof (itself a unique feature for this class).

In the front is a 14.6-inch multimedia touch-screen and 12.3-inch digital gauge cluster, with a pretty basic four-speaker sound system in the V7 and a slightly better six-speaker unit in the V9 models. Wireless Apple CarPlay is standard but Android Auto is cable only.

Material usage around the place seems more than respectable for this class and its price tag, and most buttons and door levers and so on feel good. Some of the drive mode buttons on the console feel a bit tacky in our opinion, as with the fake wood trimmings. But, overall, it’s hard to complain when considering the price tag.

2025 Foton Tunland V7 & V9: Powertrain & handling

Unfortunately, despite its tough-man looks and big muscular body, power comes from a diminutive 2.0-litre turbo-diesel four-cylinder engine producing just 120kW and 450Nm. Now, for a cheap ute, that’s – maybe – fair enough. But this is boasting size as one of its defining features, and with size comes weight.

The power-to-weight ratio here is dismal, at 51.8kW:1000kg for the V9 (2315kg kerb). For reference, the HiLux SR5’s ratio is 71.9kW:1000kg. That’s a huge difference, and we’re talking low ratios to begin with. So as you could imagine, performance and acceleration is underwhelming.

During this launch event we found a quiet, flat backroad and timed 0-100km/h in 13.90 seconds with the Vbox. That’s one of the slowest times we’ve ever recorded in this class. Even a LandCruiser 70 Series, with the 2.8L four-cylinder, does it quicker than that, clocking 10.10 seconds with the same Vbox.

Now obviously acceleration isn’t everything, but there is a certain level that’s required to get the daily jobs done without feeling nervous or challenged in surrounding traffic. This falls under that threshold in our opinion. And we’re talking about with no load or passengers in the vehicle. Add some weight and that figure will blow out.

Foton has equipped the new model with 48V mild-hybrid tech to help with response and economy. It works similar to the system in the HiLux 48V; basically a two-way alternator spinning on the front of the engine via a drive belt, providing small boosts in power when needed.

On paper these new models are rated at 8.0L/100km for average fuel consumption, which is slightly above the HiLux SR5 auto (non-48V), rated at 7.9L, or 7.6L/100km for the 48V version. With a lot less power and torque and smaller engine capacity, we’d expect lower fuel consumption here, let alone with this 48V mild-hybrid tech supposedly adding a boost. We guess that’s partly what you’re paying for when you spend more.

Aside from the lacklustre engine, there is a ZF-based eight-speed auto which seems to do a decent job of dividing up the available torque. And you have eco, normal and sport modes to select from to provide extra versatility. There’s also an ‘auto’ mode for the four-wheel drive system (except obviously the 4×2), so you can drive on dry tarmac with four-wheel drive without worrying about breaking an axle.

Off-road specs look pretty good, with 240mm of ground clearance placing it in the meaty end of the class, although the approach angle of 28 degrees and departure angle of 26 degrees are about average. All come with a rear diff lock as standard (except the 4×2).

During this event we did some light off-roading and it seemed to do well. We’ll have to organise a more serious off-road test in the future to understand its full capability. Especially in the top V9-S as it comes standard with a front diff lock as well – not many rivals match that.

And lastly, in terms of on-road handling and refinement, this is actually a surprisingly pleasant package. Body control is well maintained around sharp bends and ride comfort is good for this type of vehicle, and you have some communication coming through the steering.

The engine is hush at cruising speeds, and even getting up to speed it doesn’t rattle and clatter as harshly as some. Going for the V7 means the ride at the back is more jiggly due to the leaf springs, and even with 450kg of sand in the back (as tested during this event), the V9 does feel more comfortable and more controlled. But if you are planning regular heavy towing or hauling, the V7’s heavier-duty setup will be more appealing.

All models offer a braked towing capacity of 3500kg, and the GVM is 3310kg for the V9 and 3335kg for the V7 4×4. The GCM is 6810kg for the V9 and 6835kg for the V7 4×4. That means at full towing weight, you have 645kg of leftover GVM (with 350kg download) in the V9 and 700kg left in the V7 4×4. All great figures for this class.

2025 Foton Tunland V7 & V9: First impressions

This is an excellent budget-friendly dual-cab ute if sheer size, features, and a wide spread of capabilities are high in your priorities. It’s not good if you enjoy a respectable level of power and performance, and there are some question marks over Foton’s head regarding how long it is going to remain in our market… this time.

2025 Foton Tunland V7 & V9: Video