Gac Aion V vs GWM Cannon

What's the difference?

Candidly, I questioned the logic behind GAC entering the Australian market, especially now given the seemingly non-stop influx of other brands. How could it really hope to stand a chance against so many similarly priced and similarly equipped rivals?

Well, the answer is by providing a better product. The Aion V is simply a better package than many of its rivals, Chinese and otherwise, at least based on our initial impressions.

It combines value and practicality but also adds a level of driving comfort and manners its Chinese rivals can’t match.

Is that enough to guarantee success? Not at all, but it’s a strong foundation to start with and at least gives GAC a fighting chance to not get lost in the crowd.

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

The GWM Cannon XSR is a twin-locked 4WD ute that’s reasonable on-road (it’s getting better all the time) and very capable off-road.

It certainly has enough gear onboard – including front and rear diff locks, a snorkel and all-terrain tyres – to be taken seriously as a 4WD, but it could still be better and more refined in other aspects, even at this price-point.

There are some issues with the Cannon’s general driveability but ultimately it has plenty going for it, not least its appeal as an impressive value-for-money purchase.

One of the most notable elements of the Aion V design is the absence of a ‘GAC’ badge on the front. That’s because, while all GAC models in Australia will be sold under the one name, in its native China there are several different sub-brands. GAC Aion is the ‘new energy vehicles’ brand, focused on electric vehicles (EVs), while the smaller Emzoom SUV is part of the more mainstream Trumpchi brand that offers internal combustion engine models.

It means the three cars sold initially, and even as the brand moves forward with its expansion plans, there will likely be stark visual differences between models because they are effectively different brands. In the same way Holden ended up with a mixture of Opel, Chevrolet and GMC products in its final years.

Having said all that, the Aion V itself is an inoffensive design. It’s not as generic as some of its rivals, with some design character around the headlights and silhouette, so overall it cuts a likeable figure without being particularly memorable.

Like so many modern cars, the Aion V has a very simplistic layout inside, with more screens and less physical buttons and switches to reduce cost and complexity. There’s an 8.8-inch digital instrument display and a 14.6-inch multimedia touchscreen in the centre on the dashboard.

The XSR is 5439mm long (with a 3230mm wheelbase), 1958mm wide and 1893mm high. Official kerb weight is listed as 2230kg.

This is a substantial ute that resembles an amalgamation of Ford Ranger, Isuzu D-Max and Toyota HiLux.

The wide wheel track gives the XSR a squat stance and its snorkel, sports bar, bash plates, chunky all-terrain tyres and red brake calipers add to this ute’s presence.

Inside, a steering-wheel design tweak (it’s now three spokes) and refreshed dashboard layout help to give the cabin a low-key classy look and feel.

It may lack the all-around polish of something like the Ford Ranger, but the XSR’s much lower price negates that perception.

The XSR holds its own in the looks department across the dual cab ute category.

In terms of practicality there’s a handy space for a wireless smartphone charging pad, and that previously mentioned heated or cooled centre console box. Oddly, though, there is no traditional glove box. Instead there are just a pair of bag hooks ahead of the front seat passenger.

Space is good for a mid-size SUV, with a roomy front and respectable space in the second row. It would comfortably accommodate four adults, so would be a good option for families with older children.

As for the boot, it’s a generous 427 litres and has multiple adjustable floor heights available. Disappointingly, even though it has space for a spare, potentially even a full-size one, it only has a tyre repair kit. That might be fine in some markets around the world, but in the vastness of Australia, that is not the best option. Even a space-saver spare would be a better bet.

The XSR’s five-seat interior is neat and spacious but there are parts, such as some buttons, dials and switches, that feel a bit flimsy and cheap.

Up front there are two USB ports, a wireless charging pad, a 12V plug and a deep centre console.

The new 12.3-inch touchscreen multimedia system includes wireless Apple CarPlay and Android Auto and has been improved by increments.

The front seats are power adjustable (driver’s six-way, passenger four-way) and both are comfortable without being too plush.

Second-row passengers get a firm but comfortable seat and amenities include USB charge ports, a 220V plug, air vents, and a fold-down centre armrest (with cupholders). There’s plenty of head, knee and legroom, unless you’re stuck in the middle where knee and foot room is pinched.

The second-row seat base can be folded out of the way to make room for more gear if no one’s in the back seat.

The second-row seat has top-tether points and there are ISOFIX anchors on the outboard seats.

The XSR’s load space (1520mm long, 1520mm wide and 540mm deep) has a durable tub liner, four tie-down points, as well as a pop-out step hidden in the top of the tailgate, and a step-up indent at each corner of the rear bumper.

This Cannon offers just as much all-round practicality and load-space flexibility as the likes of Isuzu D-Max, Mitsubishi Triton and Toyota HiLux.

The XSR is the top-spec variant in the Cannon line-up and as such has a price-tag of $50,990, drive-away (offered nationwide).

Standard features include 18-inch alloy wheels, a chrome sports bar, automatic LED headlights, spray-in tubliner, keyless entry, leather-accented upholstery, 12.3-inch touchscreen multimedia system (with wireless Apple CarPlay and Android Auto), a six-way power-adjustable driver's seat and four-way power-adjustable front-passenger seat, ambient lighting, a black sports bar and matt black exterior trim.

Exterior paint choices for the XSR include the standard 'Pearl White', or 'Crystal Black', 'Lunar Red', 'Stealth Grey', 'Sapphire Blue' and 'Pittsburgh Silver'.

This Cannon compares favourably to rivals such as the Isuzu D-Max, Mitsubishi Triton and Toyota HiLux, in terms of standard features offered for the price.

Both the Aion V Premium and Luxury are powered by a 150kW/210Nm electric motor, which drives the front wheels. 

Aion doesn’t claim a 0-100km/h time, but it wouldn’t be quick, at least not in EV terms. If you’re looking for a ludicrously powerful electric car - this ain’t it. It’s a perfectly fine powertrain for the job at hand, but it won’t blow your socks off with its performance and will take more than eight seconds to run 0-100km/h.

The new 2.4-litre four-cylinder turbo-diesel engine produces 135kW at 3600rpm and 480Nm at 1500-2500rpm. It's tractable and well suited to the demands of 4WDing.

Don’t get me wrong, the previous-gen Cannon’s 2.0-litre four-cylinder turbo-diesel engine (120kW/400Nm) was no slouch, either. It’s just that this bigger and more powerful engine is better.

The new engine can easily muster more than enough power and torque on- and off-road when needed. However, there are enough instances of substantial lag at crucial moments – punching off the mark from a complete stop to safely merge into traffic, for example – that when compounded threaten to mar the overall driving experience.

Another thing. The automatic transmission, now a nine- rather than eight-speed, while generally okay, proves patchy in daily driving, not upshifting as slickly as it should and sometimes hunting for the sweet spot, rather than hitting it.

In terms of all-round powertrain performance, the XSR is on par with four-cylinder, turbo-diesel rivals such as the Ford Ranger 2.0L (125kW/405Nm), Isuzu D-Max 2.2L (120kW/400Nm), Mitsubishi Triton 2.4L (150kW/470Nm) and Toyota HiLux 2.8L (150kW/500Nm).

The battery is 75.2kWh lithium-phosphate type, which provides a claimed range of 510km. Importantly, that figure is on the WLTP cycle, not the more lenient Chinese (CLTC) test protocol, so you could reasonably expect close to that target in the real world.

GAC claims it can accept up to 180kW charging speeds, which will get the battery from 10-80 per cent in just 24 minutes. 

It also has vehicle-to-load functionality, so you can draw power from the battery for tools or appliances if you need it.

Listed fuel consumption is 8.4L/100km on a combined (urban/extra-urban) cycle, which is better than the 9.4L/100km offered by the previous 2.0-litre four-cylinder turbo-diesel engine and eight-speed auto.

I recorded on-test fuel consumption of 10L/100km which is ahead of the 11.2L/100km I recorded in a Cannon XSR with the 2.0-litre four and eight-speed.

The XSR has an 78-litre tank, so, going by my on-test fuel figure, you could reasonably expect a driving range of about 780km from a full tank of diesel.

This is perhaps the area where the Aion V surprised the most. One of the most consistent qualities of these new Chinese-developed models is their incompatibility with Australia’s unique road conditions. They have a tendency to lack comfortable, controlled suspension and well-weighted and consistent steering.

That’s not the case with the Aion V, with GAC clearly taking the benefits from the partnerships it has with Toyota and Honda to learn what international markets prefer. Is this a clear standout, class-leading SUV dynamically? No. But it is above-average in the way it rides and handles.

The suspension is well resolved and feels comfortable to live with, while the steering is nice and direct, which will make navigating the cities, suburbs and open roads more easy and enjoyable. 

There is still some fine-tuning that could make it better, but overall the Aion V leaves a positive first impression. 

As noted above, there are some issues with the Cannon’s general driveability, but all in all it’s not atrocious. And if it’s a potential buy for you, you’ll always come back to the value-for-money rationale.

On- and off-road, the new engine has plenty of punch about it, but patchy delivery through the transmission sometimes works against it.

It’s a not a dynamic vehicle. No surprise, it’s a ute after all. But that point has to be made here because some people still drive these vehicles expecting sports car-like ride and handling.

The good news is the XSR’s touchy throttle and too-loose steering of days gone by have been mostly sorted out. But its thrashy transmission, stiff ride and unwieldy 13.7m turning circle remain.

Its bigger engine doesn’t carry over the previous-gen’s underdone feeling when pushed hard and it has a relaxed feel when you’re cruising along on the highway.

Some concerns have been raised over the years about driver-assist tech in Chinese-built vehicles. To the company’s credit, GWM seems to have addressed those issues… at least to some extent.

Suffice it to say, I’ve experienced a few tricky situations as a result of driver-assist tech in GWM vehicles. From annoyingly intrusive traffic sign recognition and jarring adaptive cruise control through to one particularly hair-raising AEB-related incident. (For more, read my yarn)

Overall, the XSR remains okay on sealed surfaces, but it’s not as refined or compliant as it could or should be.

As for off-roading…

On dirt tracks the XSR is jittery over corrugations and tends to thump through deeper potholes. Otherwise it is reasonably composed.

But with twin differential locks, decent underbody protection and Cooper Discoverer AT3 all-terrain tyres, this Cannon handles low-range 4WDing with ease.

The new bigger engine delivers on promised grunt in the dirt, giving the Cannon plenty of punch when the going gets tough.

Ground clearance of 228mm, wading depth of 700mm and off-road angles of 30 degrees (approach) and 26 degrees (departure; rampover is not listed) don’t hurt its 4WDing potential, either.

Off-road traction control and other driver-assist systems including hill descent control are adequate without being as smooth as the equivalent systems in more expensive vehicles.

It has 'Crawl Mode' (allowing for no-pedal, low-speed driving) and 'Turn Assist' (which brakes the XSR’s inside rear wheel to reduce the ute’s turning circle on traction-compromised surfaces).

While 4WDing, swapping between high- and low-range, changing off-road modes or switching diff locks on or off has been at times a clunky process, with the transition taking on a feeling not unlike shunting trains. No big deal, I reckon, but worth mentioning.

Wheel travel is adequate and this ute’s Cooper Discoverer AT3 all-terrain tyres perform well in the dirt and mud.

The Cannon XSR has towing capacities of 750kg (unbraked trailer) and 3000kg (braked).

All in all, off-roading is the one area in which the Cannon eclipses something like the BYD Shark 6 or Kia Tasman and matches, if not bests the Ford Ranger.

All GWM Cannons, except the 'untested' XSR, have had the maximum five-star ANCAP safety rating since 2021.

Standard safety gear on the XSR includes seven airbags (dual front, front centre, front side and full-length side curtain), AEB (with cyclist and pedestrian detection), adaptive cruise control, blind-spot monitoring, lane-departure warning, traffic sign recognition, rear parking sensors, a 360-degree camera and tyre-pressure monitoring.

The top-spec XSR misses out on emergency lane keeping, rear collision warning, blind spot monitor, lane change assist, and rear cross traffic alert (with braking).

The Aion V is covered by an eight-year, unlimited kilometre warranty which is well ahead of the mainstream pack, typically sitting at five years, unlimited km. The drive battery is also covered for eight years, 200,000km and roadside assist is included for five years. Recommended service interval and costs are still to be confirmed.

But one of the biggest challenges for all these new car brands is finding space in the Australian market - literally. If you want to sell a lot of new cars you need a lot of new car showrooms and if you want to keep customers happy, you’ll need enough service centres to keep cars on the road as much as possible.

GAC has plans to have as many as 100 dealerships in the next five years, but right now it has reportedly less than a dozen. That will make servicing problematic if you do not live in close proximity to a service centre. This isn’t the work of a moment either, with so many new brands fighting for dealership real estate and staff there are only so many places GAC can set up shop.

The XSR is covered by a seven-year/unlimited km warranty and five years of free roadside assistance.

The first service is scheduled at the 12 month/10,000km mark, then services are scheduled for every 12 months or 15,000km.

Capped price servicing is available and for a Cannon with a warranty start date on or after January 1, 2026, the costs are $365, $470, $515, $520, and $685 per service. That’s a total of $2555 (and an average of $511 per workshop visit), which is more expensive than some of the Cannon’s rivals on the market.