In the comparison test, five pickups show their strengths on road and off-road. While Ford and Ineos are refining proven concepts, Chinese manufacturers are pressing into the European market with new pickups.

Chinese manufacturers are closing the gaps left by the Japanese, and this time they again brought their diesel engines to the starting line. | Photo: G. Soller

2025-11-17

The market for pickup trucks is in motion: Numerous all-electric models have been announced and are in the pipeline, but not on all markets yet. And here too, especially Chinese manufacturers are preparing to fill the gaps left by the Japanese alongside Mercedes‑Benz and Renault: alongside SAIC with the Maxus T60, Foton briefly also paid homage with the Tunland G7 and Tunland V9. Additionally, Ineos accepted the challenge and sent the Grenadier Quartermaster, the only six‑cylinder into the race. What unites them all: 3.5 tons towing capacity and, well, around one ton payload, even if most do not quite reach it…

Let us start with the “International Pick-up of the Year” award, which is organized and awarded every two years by a pan-European jury of trade journalists, for the affordable base: the Maxus T60, powered by a 2.0-liter bi-turbo four‑cylinder direct‑injection engine that delivers 158 kW (215 hp) and up to 500 Nm of torque to the rear wheels, and which starts at a net price of €39,990. Traction on slightly damp ground is already lost with Yokohama Geolandar All‑Terrain tires, although it has been ballasted with a second tire set just in front of the rear axle. On the road, the touch‑heavy controls are particularly annoying; otherwise the Maxus does its job: you can also drive it consumption‑wise with eight before the decimal.

Why the electrified SAIC group did not send the EV?

The eight‑speed automatic shifts somewhat slowly because the accelerator is electronically actuated and does not immediately transmit every gentle pressure of the foot into the engine compartment. This is why the T60 tends to operate at the lowest possible revs, which is fine on road but can have downsides off-road. Combined with the rather comfortable chassis, this results in a rather mushy ride. The Maxus does its job, but we wonder why, with such strong competition, one did not go for the bear‑strong electric eTerron9 or at least the T90EV, the electric brother of the T60.

We switch to the basically similarly specced Foton Tunland G7, driven by a 2.0‑liter Cummins license engine, which develops a rather modest 120 kW (163 hp) and up to 390 Nm and transmits it to the wheels via a ZF eight‑speed automatic. It presents itself on road as somewhat more composed, its suspension and steering are tighter, and with the Giti 4x4‑HAT 152 tires it also offers more traction. And: its controls are not so touch‑heavy, which mainly simplifies the operation of audio and air conditioning. Although on the barely anti‑glare screen, in bright sunlight you can hardly see or touch anything – very annoying when reversing, because the image from the rear‑view camera also disappears into a black mirror… also its accelerator is electronically controlled, which is intended to offset potential nervousness of the drivers.

Foton: A little Ram is a must

Which brings us back to Foton and to the V9, which at the front copies the Ram 1500 and at the rear the Ford F‑150. At 5.61 meters in length it also stretches to US dimensions and presents the interior, where with dark red leather, expertly quilted, and a touch of chrome it looks a class finer and larger than its smaller brother. Under the enormous hood, however, it still houses the same BeiQi‑Foton engine in

Cummins license. But this one is here mild‑hybridized with 48-volt, which increases the maximum torque to 450 Nm. In addition comes a coil‑sprung rear axle for noticeably more comfort. In fact the V9 drives much more confidently than its little brother, and pairing aggressive Ram looks with a well‑behaved and reasonably economical four‑cylinder can make sense!

Ford Ranger PHEV: Light years ahead - optionally economical

Then we move to the Ford Ranger with the 2.3‑liter EcoBoost four‑cylinder petrol engine plus a 75‑kW electric motor, which can offer up to 49 km of pure electric range. Its powerplant then produces 207 kW (281 hp) and a generous 697 Nm of torque, which it can also dose ultrafinely in combustion mode. It rides softer and yet more confidently than the Chinese, steers much more precisely and can really save fuel: from the Belchim in Bulgaria at 909 meters above sea level down to the still at 746 meters still‑elevated Sofia, it feels predominantly downhill. In Auto mode, on two short inclines the petrol engine discreetly engages, otherwise the Ranger charges its battery, which always maintains the same state of charge – which means energy consumption approaches zero.

From the 50.1 kilometers we roll 41 electrically, the gasoline consumption also trends toward zero. Then, back at the hotel, it rises from 2.7 l/100 km, which would require about 11 kWh/100 km of the then‑empty battery. This means we undershot the 3.1 to 3.2 l/100 km WLTP and were nearly at total energy parity. Yes, you can move a Ranger Plug‑in REALLY efficiently. And the controls, though touch‑heavy, still with some remaining buttons and controls, are acceptable. What becomes even clearer to us: the climate control and off‑road programs as well as the electrification levels in the Ranger should preferably sit on buttons you can operate blind, because in heavy terrain you need to focus on the route and not on any menus!

Counterpart model: Ineos Grenadier Quartermaster Diesel

Buttons, dials – THAT is the keyword for the Ineos Grenadier Quartermaster. With it, the entire center console AND the ceiling are peppered with buttons and dials like in a jet! You have to get used to it as with the whole car, because the Grenadier does not want to be “another me‑too pickup,” but a legitimate successor to the Land Rover Defender with its driving feel. Meaning: steeply plane-like windows, an extremely indirect steering, and an even more extreme turning circle. And yes, you sit very high and upright, rather close to the doors. The aim to copy the driving feel of the original Defender without its massive ergonomic flaws and its rather lax workmanship has been achieved. The Quartermaster feels solid as a rock, in whose bow the BMW M58 inline‑six diesel keeps its melody flowing.

The revving after turning the key falls into a grumpy idle and it heaves up to 183 kW (249 hp) and 550 Nm onto the crankshaft. What surprises us a bit is that the ZF eight‑speed automatic always keeps the Ineos “in gear” on the road, i.e., uphill it always selects one gear lower than its torque would justify. You sit well in the Recaros and will soon internalize the individual buttons, whose position on the roof unfortunately makes little sense. Even more inappropriate are the

digital tach and speed displays in the central screen. Classical round instruments would have been nicer and easier to read. And the consumption – well, a wall of a truck with a straight‑six under the long hood – is rarely able to stay south of double digits.

Road operation: Comfort like hardly any Ford

On the road it becomes quickly clear: the Ford forges ahead clearly, the Foton V9 does not do a bad job at all, while its little brother G7 and the Maxus are more “me too.” The opposite of the Ineos, the British showman, which is incongruously mounted at the EX‑Smart factory in the French town of Hambach: steering and a 14.5‑meter turning circle require a thinking driver.

Then it’s off to the terrain: We start again with the Maxus, which here presents a somewhat better figure. Although it’s already annoying that you have to swipe and press on the descent‑control on the screen, which does not always work on the first try. Then the T60 holds the speed, but remains predominantly in second, occasionally even third gear and uses the service brake to push away too‑high speeds. That costs a lot of wear on mining operations or long descents. And so it stealthily noses its way down the 60‑percent slope before it climbs grimly uphill again. And again here it stays practically in second gear until it almost stalls on the 60‑percent slope (around 20 degrees incline) and then quickly shifts into the short first gear.

Howling, upshifting and on we go again, again at the lowest possible revs, until it almost chokes again. Annoying: The electronically controlled accelerator only raises the power demand just before kickdown – and the cameras could detect rough distortions, but they are not linked to engine and transmission management. So you should drive off‑road in part with manual control. The suspension generally does a pretty good job, never bottoms out and the steering impresses with its firmness.

At least 48‑volt support in the Foton V9

Similarly the Foton acts, but: it also regulates its revs stubbornly, so here too “manual” is advisable. The suspension is harder than in the Maxus and the dampers sometimes gave way, which is why the Maxus off‑road impressed us more. On descent, the Foton also slows all speed increases solely with the service brake. The same goes for the larger V9, whose brakes constantly squealed slightly and you could smell them after the long descent. But: It cushions much more comfortably than the entry products and the drivetrain is noticeably more confident thanks to the 48‑volt support. When it matters, it is faster and more assured to respond and does not constantly hover on the edge of the throttle. Although on downhill and on very gentle slopes it also tends to drop into the rev limit with less than 1000 rpm. But overall it feels more confident than its little brother.

Ten‑speed automatic in the Ranger

True sovereignty is demonstrated in the direct comparison of the Ford: Its ten‑speed box fully benefits it off‑road. Although its first gear is also fairly short, it then has in gears two to four very finely stepped options to climb through the terrain calmly and quietly. Downhill the drive works with precise regulation in cooperation with recuperation and

the service brakes, and the exact steering with the confident suspension contributes to lifting the Ford to a completely different level than the Asian contenders. Uphill we switch to pure electric mode and look forward to the practically instant 300 Newton-meters of torque and the cat‑like quiet climbing. Though the 2.5‑tonner drains the battery in no time. And: You can feel that the 2.3‑liter has a bit more power and torque than the electric motor, albeit not as quietly. Still: The regulation quality and many everyday details make the Ranger Plug‑in clearly stand out from the crowd of competitors.

With differentials locked goes on

What also applies to the Ineos Grenadier, but differently: Off‑road its indirect steering tightens and because of its very indirect setup you have the feeling you can place it with grass‑blade precision. The stiff suspension makes it seem confident with the rigid body, but it also tends to lash out. Should traction unexpectedly run out again, which happened to us on a particularly slick spot where we set the rear wheel into a slick rock hole, you can, as ever, engage the differentials and lock them in the middle, at the rear and, if necessary, even at the front. Downhill the drive assists with braking and otherwise stands by with competent power at any time, though off‑road it likes to treat itself to an extra sip and on our course consumed around 21 l/100 km. What its customers are likely to care little about, because whoever buys a Grenadier buys a statement, not a mere pickup – yes, the market is in motion!

And who won: This (relatively open) mystery will be revealed at Solutrans in Lyon, together with the “International Van of the Year 2026” and as part of the grand gala evening at the fair.

The extensive test was supported by Glavbolgarstroy, the municipality of Samokov, Belchin Garden in Pobeda, and Bulgarian Rose

Technical data:

Maxus T60:

LxBxH: 5.395 mm x 1.960 mm x 1.870 mm

LxBxH: Load bed: 1.485 mm x 1.510 mm x 530 mm

Ground clearance: 230 mm, wading depth: 550 mm

Towing capacity: 3,500 kg; max. permissible train weight: 6,350 kg; tongue load: n.a.

Payload: up to 975 kg

Foton Tunland G7:

LxBxH: 5.340× 1.940 ×1.870

LxBxH Load bed: 1.520 × 1.580 × 440 mm

Ground clearance: 210 mm, wading depth: n.a. mm