The European pickup market is dominated by Ford – in 2025, with almost 47 percent market share. But above all from China, a number of new competitors are pushing into the market, eager to go up against the electrified Ranger. We were able to extensively compare five models on- and off-road at the 2026 IPUA event.

Chinese manufacturers are closing the gaps left by the Japanese and this time brought their diesels to the starting line. | Photo: G. Soller

2025-11-04

The market for pickup trucks is in motion: numerous purely electric models have been announced and are in the pipeline, but not yet on all markets. And here too, Chinese manufacturers in particular are lining up to fill the gaps left by the Japanese along with Mercedes-Benz and Renault: in addition to SAIC with the Maxus T60, Foton briefly honored the field with the Tunland G7 and Tunland V9. Furthermore, Ineos took up the challenge and sent the Grenadier Quartermaster, the only six-cylinder in the race. What unites them all: 3.5 tons towing capacity and, well, around one ton payload, even if most of them don’t quite achieve that…

Let’s 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, focusing on the affordable base: the Maxus T60, powered by a 2.0-liter biturbo four-cylinder direct-injection, delivering 158 kW (215 PS) and up to 500 Nm of torque to the rear wheels, and which starts net at 39,990 euros. It uses Yokohama Geolandar All-Terrain tires that already lose traction on slightly damp ground, even though it was ballast with a second tire set just ahead of the rear axle. On the road, the touch-heavy controls are especially annoying; otherwise the Maxus does its job: in terms of consumption, you can also drive it with around 8 L/100 km.

Why the electric-polar SAIC group didn’t send the EV?

The eight-speed automatic shifts a bit slowly at times, because the accelerator is electronically controlled and does not immediately convey every delicate pressure of the foot into the engine compartment. This is why the T60 tends to operate at the lowest possible engine speeds, which is fine on-road but can have its pitfalls off-road. Combined with the comparatively comfortable suspension, this results in a subtly soft ride. The Maxus does its job, but we wonder why, with such strong competition, one didn’t go for the mighty electric eTerron9 or at least the T90EV, the electric brother of the T60.

We switch to the fundamentally similarly configured Foton Tunland G7, driven by a 2.0-liter Cummins license motor, which develops rather modest 120 kW (163 PS) and up to 390 Nm and channels it to the wheels via an eight-speed ZF automatic. It feels somewhat more assured on-road, with a firmer suspension and steering, and offers more traction with the Giti 4x4-HAT 152 tires. And: its controls are not as touch-heavy, which mainly simplifies the operation of audio and air conditioning. Although on the hardly anti-glare screen under bright sun you can’t see or touch anything anyway – very annoying when reversing, because the rear-view camera image also vanishes into a black mirror…. also its accelerator is electronically controlled, which is meant to balance any nerves of the driver.

Foton: A bit of Ram is a must

Staying with Foton and moving to the V9, which at the front copies the Ram 1500, at the rear the Ford F-150. At 5.61 meters long, it also stretches to US dimensions and offers inside as well, where it, with dark red leather that is nicely stitched and a touch of chrome, appears a whole class finer and larger than its smaller brother. Under the

huge hood, however, it carries the same BeiQi-Foton engine in Cummins license. Yet it is here mild-hybridized with 48-volt systems, increasing the maximum torque to 450 Nm. Added is a leaf-sprung rear axle for noticeably more comfort. In fact, the V9 feels much more confident than its little brother, and the combination of a fierce Ram look with a well-behaved and reasonably economical four-cylinder can make sense!

Ford Ranger PHEV: Way ahead - optionally economical

Then we switch to the Ford Ranger with the 2.3-liter EcoBoost four-cylinder petrol engine plus a 75-kW electric machine, capable of up to 49 km of pure electric range. Its drive then delivers 207 kW (281 PS) and a generous 697 Nm of torque, which can also be ultra-smoothly dosed in the combustion mode. It cushions softer and yet more confidently than the Chinese, steers much more precisely, and can really save fuel: from Belchim in Bulgaria at an elevation of 909 meters down to Sofia, still at 746 meters, it feels like it’s all downhill. In Auto mode, on two short inclines the combustion engine mildly kicks in, otherwise the Ranger recharges its battery, which always holds the same level — making energy consumption approach zero.

Of the 50.1 kilometers, we roll 41 electrically, the gasoline consumption also heads toward zero. Then, back at the hotel, it rises to 2.7 L/100 km, which corresponds to about 11 kWh/100 km of the now-empty battery. Thus we undercut the WLTP 3.1 to 3.2 L/100 km and energetically nearly reach it. Yes, you can drive a Ranger plug-in truly frugally. And the operation, though touch-heavy, still with some remaining buttons and controls, is acceptable. What becomes even clearer: the climate control and off-road programs as well as the electrification levels in the Ranger should preferably be on buttons you can always operate blind, because in heavy terrain you must focus on the route and not on any menus!

Counter-model: Ineos Grenadier with manual controls

Buttons, knobs – THAT’s the keyword for the Ineos Grenadier Quartermaster. With it, the entire center console AND the ceiling are peppered with buttons and knobs like in a jet! You have to get used to it as you do 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. That means: steep, flat glass, 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 of copying the driving feel of the original Defender without inheriting its massive ergonomic flaws and its rather casual build quality has been achieved. The Quartermaster drives as solid as a rock, in whose nose the BMW M58 inline-six diesel plays its melody.

The vehicle already settles into a grumbling idle once you turn the key and delivers up to 183 kW (249 PS) and 550 Nm to the crankshaft. What somewhat surprises us is that the ZF eight-speed automatic always keeps the Grenadier “in gear,” i.e., uphill it always selects a lower gear than you’d expect from its torque. You sit well on the Recaros and will soon internalize the individual buttons, whose placement

on the roof unfortunately doesn’t always make sense. Even more inappropriate are the digital rev and speed displays in the central screen. Classical round instruments would have been nicer and easier to read. And the consumption—a wall of inline-six under the long hood—rarely drops below the high single digits.

On-road: Comfort like hardly any Ford

On the road it quickly becomes clear: the Ford moves ahead clearly, the Foton V9 doesn’t do a bad job, while its little brother G7 and the Maxus are more “me-too.” The opposite of the Ineos, the British head of character, which is inconsistently assembled at the former Smart factory in Hambach, France: the steering and a 14.5-meter turning circle demand mindful drivers.

Then we head into the terrain: we start again with the Maxus, which presents a somewhat better figure here. Although it’s annoyingly necessary to swipe and press the descent-control on the screen, which doesn’t always work at first try. Then the T60 holds its speed, but remains mostly in second, sometimes even third(!) gear and slows down too-rapid speeds with the service brake. This costs a lot of wear on the surface in mining work or on long descents. And so it quietly gnaws down the 60-percent grade into the valley before it again climbs steeply. And here too it practically always stays in second gear until at the 60-percent grade (about 20 degrees incline) it almost stalls and then quickly drops into first gear.

Howl, shift up and continue, again with the lowest possible revs, until it almost chokes again. Annoying: The electronically controlled accelerator only raises the power demand just before the kickdown—and the cameras could detect rough distortions, but are not connected to engine and transmission management. So you should drive difficult terrain with some deep ruts “manually.” The suspension generally does a very good job, never bottoms out, and the steering is appealing for its tautness.

At least 48-volt support in the Foton V9

Similarly, the Foton operates, but: It also regulates its revs rather stubbornly, which is why “manual” is also recommended here. The suspension, however, is firmer than in the Maxus and the dampers sometimes allowed it to bounce, which is why the Maxus convinced us more off-road. On descent, the Foton also reduces all speed gains solely with the service brake. The same applies to the larger V9, whose brakes constantly squealed slightly and you could smell them after the long descent. But: It cushions far more comfortably than the entry-level products and the drivetrain, thanks to the 48-volt support, feels noticeably more confident. When it matters, it is faster and more assured to respond and does not constantly hover near the lugging limit. Although it too on downhill and very gentle slopes sometimes falls into the rev-lower-than-1000-rpm range. But overall it presents itself as more confident than its little brother.

Ten-speed automatic in the Ranger

Real sovereignty is demonstrated by the Ford in direct comparison: Its ten-speed gearbox benefits the off-road performance to the full: Although its first gear is still fairly short, it then has very finely stepped options in gears two to four to climb through the terrain confidently and quietly. Downhill, the drive works with precise control, combining recuperation and service

brakes, and the exact steering with the confident suspension helps lift the Ford to a completely different level than the Asian challengers. Uphill we switch to pure e-mode and look forward to the virtually immediate torque of 300 Nm and the cat-like silent climbing. Though the 2.5-tonner will drain 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, though not quite as quiet. Nevertheless: the control quality and many everyday details make the Ranger Plug-in clearly stand out from the crowd of competitors.

With diff locks continuing

Which also applies to the Ineos Grenadier, but differently: Off-road, its indirect steering tightens, and due to its highly indirect design you feel you can place it with blade-of-grass precision. The taut suspension makes it feel confident with the rigid body, but it also tends to lash out. Should it unexpectedly lose traction again, which happened to us at a particularly tricky, greasy spot where we set the rear wheel in a slick hollow, you can, as always, engage the diff locks and, if needed, lock it in the center, to the rear, and if necessary also the front. Downhill the drive brakes in and otherwise stands by with capable power, albeit off-road it likes to treat itself to a little extra, and on our test course consumed around 21 L/100 km. What its customers are likely to care less about, because those who buy a Grenadier buy a statement, not a plain pickup – yes, the market is moving!

And who won: This (relatively open) secret will be revealed at Solutrans in Lyon, together with the “International Van of the Year 2026” and during the grand Gala Evening at the fair.

The comprehensive 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: Loading area: 1,485 mm x 1,510 mm x 530 mm

Ground clearance: 230 mm, wading depth: 550 mm

Towing load: 3,500 kg; permissible gross 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 Loading area: 1,520 × 1,580 × 440 mm

Ground clearance: 210 mm, wading depth: N/A mm