Audi Q7 vs GWM Tank 300

What's the difference?

Overall, changes to the Q7 aren’t quite revolutionary, but that’s okay because it was already a fantastic large SUV.

The fact Audi has kept the price around the same mark and introduced a cheaper entry-grade should be welcome news for prospective buyers.

But even the existing variants are capable and impressive family haulers… and now they’re just that little bit better.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

The diesel is now the pick of the Tank 300 range. It’s the best fit for this vehicle and offers greater driver engagement than the petrol or hybrid.

It also has genuine off-road chops while still managing to suit family life.

While it could benefit from further refinements to on-road behaviour, cabin noise and the ADAS systems, none of these are deal breakers. 

The fact that it is priced so keenly against some excellent competitors and is stacked with standard gear adds to the Tank 300’s appeal.

Note: CarsGuide attended this event as a guest of the manufacturer, with meals provided.

The phrase ‘evolution not revolution’ is applicable here, cliche as it is, with the Q7 having been given a Botox-style lift at the front end.

The standard matrix LED headlights have a higher lighting signature than before, with the lighting elements leading into the lines down the shoulder of the SUV.

The grille now features a hexagonal honeycomb insert, the vertical line styling is now a thing of the past and the functional side vents are a little more aggro.

Overall, it’s a sharper look that brings the Q7 up to date with Audi’s current design language, down to the more angular wheel choices.

At the rear, the new tail-lights are ‘joined’ via a chrome strip spanning the rear, and the lower bumper (with real exhaust exits) has had a refresh.

Audi’s new CI badging (or ‘corporate identity’, pretty sexy stuff) is also present, which includes a new typeface for the ‘Q7’ badge at the rear, which is no longer italicised and is separate from the red ‘S line’ rhombus.

The four rings badge is also flatter and is white with black outlines, rather than a three-dimensional chrome badge.

Inside, the changes are more than skin-deep. In fact, the skin is the same, you’d be hard pressed to notice anything different about the Q7’s interior between pre- and post-facelift without diving into the electronics.

The only visible difference between the diesel and the petrol or hybrid 300s is a 2.4T badge. So you get the same boxy exterior as before.

It’s somewhat derivative and gives more than a nod to Jeep, but the design has intent - it looks capable off-road and for most people that’s enough. Luckily it is capable off-road. More on that later.

Inside the upright, shelf-like dash is appealing. I like that everything is nicely integrated, like the dual 12.3-inch screens which flow nicely into one another. 

The big T-shaped three-spoke steering wheel looks cool and the aeronautical air vents are clearly inspired by Mercedes-Benz. 

The chunky metal-look plastic glove box cover adds extra visual flair and the stitching throughout elevates the cabin further.

However, the futuristic looking gear shifter is chunky, takes up too much space and is unnecessary.

Audi has changed the layout and added new apps in the main 10.1-inch multimedia touchscreen, though fortunately it still has shortcuts to all the Big Dogs in terms of functions: media, navigation, phone, etc.

On top of that, everything is still in big, easy-to-see (and press) blocky buttons on the main screen.

The 8.6-inch screen below also still has climate controls readily available, and there are still physical buttons for a bunch of functions including drive modes.

The wide 12.3-inch driver display also remains familiar, though now has a higher resolution and more functionality in terms of on-road help and safety - which we’ll come to later in this review.

Aside from the tech, ‘spacious’ is an understatement when it comes to the big Audi’s cabin. In the front seats especially, the Q7’s central tunnel and dashboard are easy to reach without feeling like an enclosure as they wrap around the front passengers.

However, if I had to level one criticism at the usefulness of the Q7’s front row, it would be that despite there being physically plenty of room, storage is at a premium. 

For something this big, there aren’t many places to put items that aren’t your phone or a drink. 

There are door card holders for bigger bottles, some space for small items, and the cupholders of course, but the space under the central armrest including the phone charger is stingy.

Fortunately, the second row is not lacking space and is modular in its adjustability. Occupants can move seats, adjust their angle, and even sort out the middle seat separately. 

Depending on how high up the variant chain you go, separate climate controls for the middle row and the panoramic sunroof help create a comfortable and roomy feeling.

The second row can also be tucked up behind the front row for easier access to the third row, which (if the second row is slid forward a tad) is just spacious enough for an average adult to be relatively comfortable for a short trip. 

The third row seats are able to be folded or raised with switches that are accessible from the side doors or the (electric) tailgate, where there’s also a switch to lower or raise the rear suspension by 55mm to aid loading.

On that, the Q7 has a claimed luggage capacity of roughly 295L with all seats up, 780L with the third row folded down and 1908L with the second row lowered.

Up front the Tank 300 offers a commanding view of the road and it’s easy to find your perfect driving position thanks to the power-adjustable seats.

Those seats have good side bolstering but could do with a little extra cushioning for the thighs. The Nappa leather-appointed seats in the Ultra look and feel lovely. 

Storage is average for the segment with room for larger bottles and additional flat items in the door pockets, and a well-sized central bin that also houses two cupholders, although they sit low in the cavity and two coffees sit awkwardly together.

The Tank has one USB-C port for charging only but another USB-A port up front for connectivity. You shouldn’t need that given Apple CarPlay and Android Auto is wireless.

Keen off-roaders will have fun with the extensive Tank Expert Mode in the multimedia screen, which allows you to individualise your 4WD experience. 

Beyond that the screen is neatly laid out, responsive and easy to use. GWM has come a long way when it comes to in-car tech. The icons on the digital instrument cluster, however, are still too small.

There’s ample leg room in the rear, with space between my knees (I am 184cm tall) and the rear of the front seat, and enough toe room. It doesn’t feel enormously spacious across the rear row but three kids should be comfy. Headroom is enhanced by a scalloped section of the roof specifically for rear-seat passengers, but it doesn’t leave a huge amount of space for taller people.

The rear seat bench is flat but the backrests have some support and overall the seats back there are comfortable.

You’ll find lower rear-seat air vents, map pockets, a fold-down central arm rest with two cupholders, room for small bottles in the doors and two USB-A ports.

The boot can take 400 litres with all seats up and 1635L with the rear seats folded. That figure is measured from the floor to the top of the rear seats. 

Jeep says the Wrangler has 898L capacity with all seats in place but that is measured from the floor to the roofline.

There is no under-floor storage in the 300’s boot and the full-size spare wheel is housed in traditional 4x4 fashion on the tailgate.

One of the key selling points across GWM’s entire range is value for money, and the Tank 300 has always had that in spades. 

As with the petrol and hybrid 300, the diesel is offered in two well-specified model grades - Lux and Ultra.

At $47,990 drive-away, the Lux diesel is $2000 more than the Lux petrol, but $3000 cheaper than the Lux hybrid. 

The Ultra diesel, at $51,990, is $1000 pricier than the petrol equivalent and $5000 more affordable than the hybrid Ultra.

The GWM Tank 300 diesel Lux is also more affordable than equivalent grades of a number of ladder-frame 4x4 SUV rivals like the Isuzu MU-X, Toyota Fortuner, SsangYong Rexton and the Ford Everest.

It’s also significantly more affordable than the Jeep Wrangler, with the Tank 300 Lux costing about $30,000 less than a Wrangler Unlimited Sport S.

Note however that many of those models - except the Wrangler - have the option of seven seats, whereas the Tank is strictly a five-seat proposition. If you want a third row, check out GWM’s Tank 500.

There are cheaper off-road large SUVs out there – the LDV D90 and Mahindra Scorpio. But the Tank 300 is a more refined and higher-quality offering than those models.

Standard gear in the Lux includes 17-inch alloy wheels, synthetic leather seats and steering wheel, power-adjustable front seats, dual-zone climate control, seven-colour ambient lighting, keyless entry and start, a sunroof, power-folding mirrors, paddle-shifters, a nine-speaker audio system with digital radio, built-in sat-nav, and a pair of 12.3 inch digital displays with wireless Apple CarPlay and Android Auto.

It also gets roof rails, side steps, privacy glass, all-terrain mode selection and a rear diff lock.

The Ultra upgrades to 18-inch wheels, Nappa leather-accented seats, heated and ventilated front seats, a heated steering wheel, more adjustment for the front seats and a memory setting, a massage function for the driver’s seat, a wireless phone charger, 64 colours in the ambient lighting suite, and a nine-speaker premium audio system.

There is nothing obvious missing from the standard features list, but I don’t know why a wireless device charger is limited to the top grade.

The four drivetrain options for the Q7 line-up are split between the two ‘grades’, with the 45 TFSI and TDI powering the 'entry-level' cars and the 50 TDI and 55 TFSI as the feature-packed variants.

The most affordable option is the 45 TFSI, which runs a 2.0-litre, four-cylinder, turbo-petrol engine making 185kW and 370Nm.

Like all variants in the Q7 range, the 45 TFSI engine powers all four wheels via an eight-speed automatic transmission. Audi claims the 45 TFSI will hit 100km/h in 7.3 seconds, if that’s your thing when it comes to three-row SUVs.

The rest of the line-up is powered by different versions of the brand’s 3.0-litre V6, all turbocharged, and all with 48-volt ‘mild hybrid’ (MHEV) tech aiming to increase efficiency.

The 45 TDI is, of course, a turbo-diesel 3.0-litre V6 that makes 170kW and 500Nm, also sending power and torque to all four wheels via the same style transmission. Audi says this one knocks over 100km/h in 7.1 seconds.

Similarly, but with more power and torque, the 50 TDI is also powered by a turbo-diesel unit as the name suggests. This one puts out 210kW and 600Nm, making it likely the best choice for towing and such even though all V6 variants boast a 3500kg braked towing capacity. The 50 TDI’s figure to hit 100km/h is a claimed 5.9 seconds.

Finally, the 55 TFSI makes 250kW and 500Nm, and boasts a 5.9-second claimed 0-100km/h time.

The big news with the Tank 300 is, of course, the new engine.

It is a 2.4-litre four-cylinder turbocharged diesel engine borrowed from the GWM Cannon and Cannon Alpha utes.

It pumps out 135kW of power and 480Nm of torque. That’s more torque than an MU-X but not as much as an Everest.

It is paired with a nine-speed automatic transmission and has part-time four-wheel drive. 

If you need to tow, the diesel has a 3000kg towing capacity, which is 500kg more than the hybrid and petrol. It can’t beat the 3.5-tonne towing capacity of the MU-X and the Everest.

Payload has also increased compared with the petrol and hybrid, up from 400kg to 600kg.

GWM says it conducted extensive testing internationally but also in Australia to improve towing performance. There are approximately 20 different parts compared with the other powertrain variants to get the best out of towing in the diesel.

A rear diff lock is standard on both grades while the Ultra gains a front diff lock.

As you might expect, diesel versions of the Audi Q7 are claimed to use less fuel than their petrol counterparts, so let’s start with those. 

The 45 TDI boasts a claimed 7.0L/100km consumption figure, while the 50 TDI is a little higher at 7.1 litres. Both have 75-litre fuel tanks, and should therefore theoretically get more than 1000km out of a fill.

On to the petrol models, the four-cylinder TFSI 45 has a claimed 9.3L/100km efficiency figure and the V6 TFSI 55's number is 9.0L/100km.

Given the nature of the driving and groups sharing cars during the launch event, we’ll wait until we’re next in a Q7 for a longer time before doing our own efficiency test.

The diesel Tank 300 consumes 7.8 litres of fuel per 100 kilometres on the official combined cycle, which is better than the 9.5L figure for the petrol and the 8.4L quoted for the hybrid.

That figure also sits somewhere between a 2.0-litre bi-turbo Everest (7.1L/100km) and a 3.0L MU-X (8.3L/100km).

It has a 75-litre fuel tank and GWM claims an NEDC range of about 950 kilometres. GWM says the Euro 5 engine does not require Adblue.

Given the restrictions of a media launch, we did not obtain real-world fuel use figures.

Aside from the mild-hybrid now standard on the Q7’s V6 models, there’s not a whole lot to report on in terms of new tricks or surprises from behind the wheel.

But that’s okay, because it means the Q7 remains a supremely comfortable and capable large SUV.

Our test route consisted of plenty of rural driving, with a combination of surfaces that would in some family haulers see the suspension and maybe even steering show cracks in their ability - but the Q7 remains composed.

Given its weight and size, it can feel a little hefty around sharper corners, but the Q7 in these variants (i.e, not its performance-focused SQ7 sibling) isn’t built to be hustled like that.

It feels like the kind of air-suspended loungeroom-on-wheels that would be at home barreling down the autobahn at 180km/h and being completely undramatic about it.

Still, this model shares some moving parts underneath with the likes of the extremely capable Porsche Cayenne, and while the Q7 isn’t quite a giant hot hatch, the sound foundations shine through dynamically.

Of course, when it comes to powertrains, there isn’t really a wrong answer, each engine fits a purpose.

If you’ll ever need to tow (and you can at up to 3500kg braked), the low-down steady urge of the 50 TDI is probably your best bet, but even the 45 TDI is a solid choice for long-range motoring.

The petrol models will better suit those in city situations, and while they never feel truly urgent, the 55 TFSI isn’t without some impressive push for something of this size.

I last drove a Tank 300 in late 2023 and it was the hybrid variant. While the hybrid has some positives, its driving characteristics were not high on that list.

It had an erratic throttle response, hesitation on take-off and it felt underdone.

In contrast, this new diesel variant just feels like the right fit for this SUV. 

There is slight lag accelerating from a standing start, but the powertrain is torquey and there’s plenty on tap when overtaking or just increasing speed when already on the go. GWM has not provided a 0-100km/h time.

It is clear you’re in a diesel as soon as you turn on the ignition - it has that typical diesel rattle, but it is not as unsophisticated as some oil-burners I have driven.

The cabin could do with some extra insulation with wind and tyre noise detected, but it’s hardly a deal breaker.

Given the vehicle’s size, heft (nearly 2.3-tonne kerb weight) and the fact it’s shaped like a brick, the 300 holds its nerve on winding stretches of road with only a little body roll. In saying that, best not to treat it like a Mini Cooper on your favourite twisty road. 

Ride quality is a bit mixed. We only drove the Ultra on 18-inch wheels and while it manages to soak up bumps, the ride is jittery, and that’s even more evident on uneven road surfaces.

Steering is heavily weighted and a little vague, but fine for a big off-roader, and the brakes need to be pushed hard.

One quirk is the indicator - it appears to be a one-touch setup for indicating to change lanes, but then the indicator stays on. I tried several times to test this, even flicking it to the opposite side to turn it off and it was very stubborn. 

The good news is it appears GWM has toned down the awful indicator sound of its earlier models and is now much more subtle. 

So on-road the Tank 300 is more than competent, and a much nicer vehicle to drive in an urban setting than a Jeep Wrangler, for example.

We also drove it briefly on an off-road trail, and in low range the Tank 300 proved that it can do what it says on the box. 

I’m no off-roading expert and there are much more challenging trails out there, but I had confidence that the Tank 300 would not let me down traversing the many chunky rocks, massive holes and fallen tree limbs.

ANCAP awarded the Tank 300 a five-star crash safety rating from testing done in 2022, scoring highly across all four of the major test categories.

GWM says it is waiting to hear from ANCAP but expects the diesel to be covered by the same rating.

As well as seven airbags including a front centre bag, the Tank 300 has a long list of safety gear covering both the Lux and Ultra. 

There’s a suite of collision mitigation systems that includes auto emergency braking (AEB), lane departure warning, lane-keep assist, emergency lane keep, lane centring, front and rear collision warning, front and rear cross-traffic alert and lane change assist.

It also has driver fatigue monitoring, a rear seat child monitor, door opening warning, adaptive cruise, traffic sign recognition and hill-descent control.

I noted this in my recent GWM Haval H6 GT PHEV review, but GWM has made consistent tweaks to improve its advanced driver-assist systems (ADAS) and as a result they are less intrusive than they were when the Tank 300 launched in 2023.

There is still the occasional tugging of the wheel but it’s much less of a tug-of-war than it once was.

For the first 45 minutes of our test drive there was an annoying beep every 10 seconds that my co-driver and I could not identify. There was no icon on the driver display to indicate that it was a lane departure warning or speed limit alert, but eventually it just stopped. We still have no idea what it was but it was, thankfully, not present in the vehicle we drove in the second half of the launch drive.

Audi’s five-year/unlimited kilometre warranty is pretty standard for a premium brand, but five years of free roadside assist and the ability to add a package to extend the warranty both add a little extra to the deal.

For the Q7, a five-year servicing plan is $3820, while the $4370 'Audi Advantage' plan adds two years to the warranty, two more services, and two more years' roadside assist.

GWM covers the Tank 300 with its seven-year/unlimited-kilometre new-vehicle warranty, which is an impressive offer.

You are covered for seven years of roadside assist and the Tank is offered with a seven-year capped-price servicing program.

GWM is yet to confirm the Tank 300 diesel’s servicing offer (including pricing), but expect a service schedule similar to the Cannon ute with the same powertrain.

That means the first service might be required at 5000km or six months and beyond that it will need a service every 12 months or 10,000km, whichever occurs first.