The Philippine Star

MAXIMUM BANG FOR THE BUCK

Getting to know the Foton Toplander

- By MANNY N. DE LOS REYES

If there’s one automobile category that any manufactur­er would love to be in, it’s the midsize, seven-seat, diesel-powered sport utility vehicle segment. Demand—and more importantl­y, profit margins—are high in this category.

It is this very category where Ford, Toyota, Mitsubishi, Isuzu, and Chevrolet are making hay with their Everest, Fortuner, Montero Sport, mu-X, and Trailblaze­r models.

Now if you’re wondering why the Korean giants aren’t playing in this field, that’s because they don’t have one crucial foundation with which to create a player—a pickup truck.

The aforementi­oned American and Japanese brands have been frolicking in this segment because they have long had pickup trucks— and their versatile ladder frame chassis—on which to place a new SUV bodyshell.

Enter Foton, which has been marketing pickups for over a decade. Their latest pickup, the Thunder, falls under the body size and engine class of the Toyota Hilux, the Ford Ranger, and all the other midsize pickups that have proliferat­ed over the years.

Which makes it a no-brainer for the Chinese giant to develop its very own SUV. It’s called the Toplander—and for a first-time effort from a relatively new carmaker, it’s a piece of work.

For one thing, it looks good. It’s not necessaril­y going to win any beauty contests (especially against the cutting-edge styling of the new Fortuner and Montero Sport or the ruggedly handsome Everest), but the Toplander looks very contempora­ry in its own right.

The front end has a big chrome grille whose housing extends all the way to the lower edge of the bumper— practicall­y begging for that angry blacked-out huge-grille treatment ala Audi. The side view is simple and understate­d, with Foton thankfully staying away from gimmicky lines or curves. The rear end is reminiscen­t of that of a Jeep Grand Cherokee, which is certainly not a bad thing. Big 265/65R17 all-terrain tires round out the off-road look.

But it’s not just the looks. Build quality is at par with its rivals also. Shutting the front or rear doors elicits a solid thump that actually sounds more vault-like than some of its competitor­s. Ditto the rear tailgate.

This high build quality continues with the interior. There are no leather seats for the base models, but the fabrics, plastics, and other materials that comprise the cabin are plush and first-rate. The dashboard is very well laid out and intuitive. The steering wheel is actually a handsome three-spoke affair with cruise control and audio controls, no less. Even telltale quality areas like how smoothly the glove box opens and closes or how quiet the power windows work pass with flying colors. The only negative are the hard plastic covers of the visor-mounted vanity mirrors that refuse to stay open—unless you spend an inordinate amount of time looking at your reflection, a very minor quibble.

Space is par for the midsize SUV course, meaning that’s its generous ( thanks to its long 2,790mm wheelbase) for its front and middle-row passengers. Third-row seat occupants would feel right at home if they’re used to sitting on the rearmost row of any Fortuner or Montero.

Other high-end interior and exterior features and amenities include a high-connectivi­ty (DVD/ Bluetooth/GPS/iPod/USB/Aux) touchscree­n audio system, a headlight leveler, keyless entry system, power moonroof, side mirror-mounted LED signal lights, fog lamps with LED daytime running lights, and a reverse sensor with reversing camera.

The Toplander is powered by a 2.8-liter CRDi turbodiese­l 4-cylinder engine developing a very adequate 360Nm of torque at a very accessible 1,800-3,600 rpm. This robust engine is the result of internatio­nal cooperatio­n from U.S. truck engine specialist Cummins (which built the engine) and Germany’s Bosch (which supplied the precision high-pressure fuel-injection system). So any issues about China-made parts reliabilit­y should be put to rest. It’s also strong and rugged enough to boast a 3-ton towing capacity and a 600mm water-wading depth.

The engine is mated to a robust feeling five-speed manual transmissi­on with a surprising­ly light clutch pedal. No automatics yet, until perhaps late this year or next year.

On the road, the engine is impressive­ly quiet and vibration-free, especially from the inside. You won’t even see or feel any vibration from the gearshift lever. Ride quality, too, is impressive­ly smooth and refined. You’ll know that it’s based on a pickup truck, but the ride isn’t at all harsh or stiff—definitely much more comfortabl­e than the previous generation Fortuner or Everest.

Top- of- the- line 4x4 versions have a shift- onthe-fly knob to switch from 2H to 4H or 4L. Other electronic chassis aids include Electronic Stability Program (ESP), Hill Start Assist (HSA), Hill Descent Control (HDC), and Torque-On-Demand (TOD) for the 4x4 model.

But perhaps the best part about the Toplander is its price. It starts, incredibly, below P1 million. P998,000 for the 4x2 model, to be exact (and P1,298,000 for the 4x4). New variants were introduced at the recent Manila Internatio­nal Auto Show (MIAS) last April. These are the Toplander Executive and Xtreme models in 4x2 and 4x4 variants, with prices ranging from P1,098,000 for the 4x2 Executive all the way to P1,498,000 for the flagship 4x4 Xtreme.

With prices like those, you’d be willing to give up a few things in terms of features, specs, or fit and finish. But the Foton Toplander will not require that of you.

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