Ford Transit Custom vs GWM Tank 300

What's the difference?

There’s a lot to like here as it provides spacious and comfortable seating for up to five tall adults combined with a huge load volume, one-tonne-plus payload rating, 2500kg towing capacity, peerless safety and an appealing price. It sets a high benchmark for buyers wanting work-and-play practicality and with its sporty good looks and energetic performance is worthy of consideration as a genuine alternative to a conventional van, ute or US pick-up.

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.

Our test vehicle rides on the LWB Transit Custom’s 3500mm wheelbase and its external dimensions of 5450mm length, 1999mm width and a height of 1985mm, which means it can comfortably access underground or multi-storey car parks. A 12.1-metre turning circle is more compact than 1500-class US pick-ups and closer to Ranger/HiLux-sized utes.

The front-wheel drive chassis platform has smooth-riding four-coil suspension with MacPherson struts up front and an independent rear. Steering is rack and pinion and there’s a quartet of powerful disc brakes.

It’s arguably the best-looking mid-sized van on the market with aggressive frontal styling, wedge-shaped side contours and protruding wheel arches that shroud its alloy wheels.

The interior has a spacious and airy feel, with a stylish mix of contrasting two-tone grey surfaces throughout. This is enhanced with bright blue highlights courtesy of the dual ‘racing’ stripe pattern on the fabric seat facings, which provides visual cohesion with the external stripes.

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.

With its 2167kg kerb weight and 3225kg GVM, our test vehicle has a big 1058kg payload rating, so it’s a genuine ‘one tonner’ designed to carry a full crew and heaps of cargo. Up to 155kg of that can be carried on the cleverly-designed trio of roof racks, which lie flat when not in use but in seconds can be rotated to an upright position and locked in place.

It’s also rated to tow up to 2500kg of braked trailer and with its sizeable 5725kg GCM (or how much weight it can legally carry and tow at the same time) it can legally carry its maximum payload while towing its maximum trailer weight, which is impressive for a 2.0-litre powertrain.

Standard cargo bay access is through rear barn-doors, but an optional swing-up tailgate is available. These doors open to 180 degrees to optimise loading access and the hinges have enough resistance to keep them open in light winds.

The cargo bay, which is separated from the cabin by a moulded composite bulkhead, has a huge load volume of 4.3 cubic metres which is about 70 per cent of that available in conventional two-seater vans.

Its 2004mm of load-floor length and 1392mm between the wheel-housings also allows it to carry either a standard Aussie pallet or Euro pallet if required, secured by a choice of six load-anchorage points.

The load floor is protected by a composite liner, the walls and doors are neatly lined to mid-height and bright LEDs on the roof provide ample illumination.

There’s generous room not only for the driver and front passenger but also those seated behind. The large sliding doors and assist handles on each side provide easy access to the rear bench seat where even tall people are treated to ample kneeroom, given I’m 186cm and have more than 100mm of knee clearance from the driver’s seat set in my position.

There’s also ample shoulder and headroom, combined with a carpeted and flat floor which with no transmission tunnel provides welcome floor space for those seated in the centre. It feels much like the rear seat of a US pick-up.

Front cabin storage includes a bottle-holder and bin in each front door, plus bottle/cupholders on each side of the dash, a large open storage area in the dash-pad, upper and lower lidded glove boxes and two more bottle/cupholders in the centre console.

Rear passengers also get a bottle-holder and bin in each sliding door, plus there’s considerable storage space under the bench seat with a removable frame at the front to retain items.

The only missing item that could make this well-designed cabin even better would be an assist-handle on the left-side A-pillar to help front passengers of shorter stature to climb aboard. Yes, we did have complaints.

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 'EcoBlue' 2.0-litre four-cylinder turbo-diesel engine produces 125kW of power at 3500rpm with peak torque of 390Nm tapped between 1750-2500rpm. It uses AdBlue to minimise emissions.

The eight-speed torque converter automatic provides the option of sequential manual-shifting using the column-mounted stalk, which can be preferable in some situations when hauling heavy loads. It also offers five drive modes comprising 'Normal' (default), 'Eco', 'Sport', 'Slippery' and 'Tow/Haul'.

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.

Ford claims official combined average consumption of 8.0L/100km and the dash display was showing 8.7 when we stopped to refuel at the completion of our 274km test, which comprised the usual mix of suburban, city and highway driving of which about one third was hauling a heavy payload.

Our own numbers calculated from actual fuel bowser and tripmeter readings were close to these figures at 9.1, which is still excellent sub-10L/100km economy for a vehicle weighing more than two tonnes dealing with a variety of loads and roads.

Therefore, based on our consumption figure, it should deliver a real-world driving range of around 770km from its 70-litre tank.

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.

It’s spacious and comfortable with a car-like driving position, large left footrest and plenty of steering wheel/seat adjustability including 10-way power adjustment for the driver's seat including lumbar support.

This van is particularly well suited to long-distance driving, given the fold-down inboard and outboard armrests for the driver and front passenger seats. This ‘captain’s chair’ design provides ideal elbow support to minimise neck and shoulder strain during long days on the road.

The 2.0-litre turbo-diesel’s ample 390Nm of torque ensures spirited response regardless of drive mode, with the well-calibrated auto ensuring most driving occurs within the engine’s peak torque band which is right where you want it.

Ride quality and handling are excellent and remain consistent regardless of payloads. Although the driver’s rear view is minimal through the small bulkhead window, the large truck-style door mirrors combined with a reversing camera and active driver aids like blind-spot monitoring, rear cross-traffic alert and parking sensors make it easy to live with in busy urban settings.

It’s also an effortless highway cruiser, with the engine only needing around 2000rpm to maintain 110km/h which is comfortably within its peak torque band. Most noise at these speeds, which is far from intrusive, comes from the tyres as engine and wind noise are negligible.

To test its GVM rating, we loaded 650kg into the cargo bay which combined with our two-man crew equalled a total payload of 830kg. Although sizeable, that was still more than 200kg shy of its legal limit.

The coil-spring rear suspension compressed 55mm under this loading, with long cone-shaped jounce-rubbers mounted on the chassis rails above being pressed into service to provide a second stage of weight support. This design is very effective in providing a smooth ride free of any jarring thuds over bumps when heavily loaded.

It made light work of our 13 per cent gradient, 2.0km-long set climb at 60km/h, easily hauling this heavy payload to the summit. Engine-braking on the way down, in a manually-selected second gear, was equally competent as no pedal-braking was required to stay below the 60km/h posted speed limit during this descent.

Our only driving criticism was an annoying rattle coming from the window in the right-side sliding-door (close to the driver's ear) and another emanating from the cargo bay over larger bumps.

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.

The vehicle is covered by a five year/unlimited km warranty.

Scheduled servicing is every 12 months/30,000km whichever occurs first. Capped-price servicing for the first four scheduled services up to four years/120,000km totals $1996 or $499 per service.

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.