Although pricier than its immediate rivals, the TLX grade counters with more spec and power, yet requires finessing for the next step up.
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.
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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.
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.
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.
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.
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.
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
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