GWM Tank 300 vs GWM Cannon Alpha

What's the difference?

There’s a lot to like here. The GWM Tank 300 in any of its forms is a competent vehicle from the helm and backs up its off-road claims with real ability. The ride quality, in particular, is a highlight, and it’s a good size for couples or young families. Its value for money is also quite brilliant.

Add this plug-in hybrid driveline to the mix and the performance is quite astounding, while the petrol engine and EV potential have arrived at a critical point in history where such things carry more weight than ever before. It remains to be seen what happens globally and what effect that has on fuel prices, specifically the price gap between petrol and diesel. There’s also the question of what happens electronically when you dunk the Tank into Nolan’s Brook on the track to Cape York. But for now, this is a car whose time appears to have come.

But while the overall concept deserves praise, there’s still some work required in terms of the way the car drives and in its attempts at keeping its occupants safe. The calibration of both the throttle response and some of the driver aids is, frankly, in need of some final polish. And though it sounds odd, the Tank 300 would be a better thing to live with if GWM ditched the contentious driver aids and took the points hit on its ANCAP rating. Even better would be to stick with the tech but refine it to the point where it works in the background and not as an irritant.

The Cannon Alpha Ultra PHEV combines five-star safety, a confident warranty, lavish luxury and short-haul electric driving for a competitive price. However, from a pure workhorse perspective, its class-benchmark 3500kg tow rating is offset by a modest payload limit, plus an awkward spare tyre location which could be a deal-breaker for some tradies as it compromises working floor space and the securing of loads.

Derivative is a strong word, but from most angles there’s a little bit of something else in the Tank 300’s exterior. We can easily see a bit of Suzuki Jimny in profile, and a dash of new Ford Bronco in the lights and grille. And if you squint there’s a blob of Jeep Wrangler in the wheel-arch extensions.

Which should mean it’s just a mash-up. Yet somehow, it isn’t, and the Tank has its own vibe.

Inside, that vibe suddenly becomes a bit overdone, and the plastic garnish above the glove box, in particular, looks like it will date pretty quickly (if it hasn't already). There's also a lot going on in here; this is a busy place and even the gear selector looks like a prop form the Star Wars franchise.

Our test vehicle shares the same body-on-frame chassis design, twin A-arm/coil-spring front suspension, four-wheel disc brakes and electric power-assisted steering as the model it replaces, but the previous leaf-spring live rear axle has been replaced by a multi-link coil-spring arrangement. External chrome has also been greatly reduced.

Its luxurious leather-accented interior has a spacious and classy feel with a panoramic sunroof and opulent mix of surface finishes, but some tradies might consider such indulgences too fancy for carting muddy-booted crews.

The PHEV’s larger rechargeable battery pack uses up all the underfloor space behind the rear axle usually occupied by a full-size spare tyre. As a result, the steel-rimmed spare has been moved to a conspicuous location in the load tub, which not only looks like an afterthought but is far from ideal for workhorse duties (see Practicality).

While GWM is by no means the worst offender, we still reckon the Tank’s interior would be better without such a degree of reliance of touchscreens and menu-driven functionality. While it’s obvious that there’s a lot going on in the cabin, it still seems odd that important functions such as shifting from conventional hybrid mode to EV mode would require a dive through the on-screen menus when a simple switch would be faster, easier and simpler.

And even when GWM has provided switches, the end result is muddy. Take the volume controls for an example. There’s no central volume knob accessible by both front seat occupants, so you rely on the steering wheel mounted up and down buttons to change the volume. Except they’re not marked as volume controls in any specific way. Okay, if you know, you know. But if you don’t know, you’ve just missed the news headlines.

Overall, it's disappointing. And I resent the fact that GWM (or anybody else) thinks it’s okay for me to have to learn to operate a car all over again. The dashboard is also full of tiny symbols and lettering making things difficult to decipher if you normally wear glasses to read, but not to drive.

We’ll take issue with the indicator stalk, too, which has an indistinct feel when trying to discern whether you turned the indicators on for an intersection, or just tipped them on for three flashes for a lane change. And if you have accidentally gone too far and they’re still flashing away merrily after the lane change, turning them off manually is a lottery that might see you succeed, or mistakenly turn on the other side flashers.

The rest is better with proper buttons for the various off-road drive modes, diff locks and hill holder. There’s even an analogue clock for some real nostalgia. You’ll also find a single USB-A and USB-C charge port in the dash, and a pair of cupholders buried deep in the centre console which also has a lid and sliding drawer.

It’s obvious that this is a smaller vehicle than some, and the four-door layout dictates shorter doors. But that doesn’t alter the fact that the driver’s seat slides back a few centimetres every time you shut the car down. The trouble with that if you’re tall, is that the seat is now tucked back in behind the B-pillar, meaning you have to climb out and around it to exit the car. Perhaps you can switch off this slide-back function, but I didn’t have the spare hour to troll through the menus to do so. Oh, and there should be a driver’s grab handle on the A-pillar, too. There isn’t.

The rear seat is better with an adjustable backrest that provides proper comfort, and leg and knee room that hides the 300’s smaller dimensions well. There’s lots of glass and light and a pair of USB charge points. You also get a pair of rear reading lights and central vents, but no climate controls.

Even the cargo area is a decent size with the five seats in place (360 litres, up to 1520L with 60/40 rear seats lowered) but the under-floor storage space has been consumed by the hybrid battery, meaning the jack and tools and charging cable live in the cargo area and the spare tyre is bolted to the tailgate.

The single-piece tailgate is hinged at the side, and needs a fair bit of real estate to be swung open fully.

The Tank features vehicle-to-load capability, too, which means you can operate your power tools using the vehicle as the power source, and there’s a 220-volt socket in the luggage area to do just that. But when camping, too, this feature can also power induction cookers, microwaves, and all the other stuff you probably should have left at home. And if the hybrid battery runs out of charge, the Tank can run its petrol engine to act as a generator (your camping neighbours are going to love that).

The real gadget freaks out there can also download the Tank app which allows you to operate functions such as power windows, climate control, seat heaters, central locking and check your charging status all from the comfort of your smartphone. You can also use this functionality to flash the hazard lights to help spot your Tank from everybody else’s in the carpark.

Our test vehicle’s substantial 2810kg kerb weight is 235kg heavier than its hefty Alpha Hybrid predecessor, due largely to the bigger battery and electric motor. That makes it about half a tonne heavier than numerous conventional turbo-diesel 4x4 dual cab utes.

This substantial kerb weight contributes to a sizeable 3495kg GVM, yet results in a 685kg payload rating which is modest compared to some turbo-diesel rivals with genuine one-tonne capabilities.

It’s also rated to tow up to the class-benchmark 3500kg of braked trailer, but with its 6745kg GCM (or how much it can legally carry and tow at the same time) that would require a 250kg reduction in payload (from 685kg to 435kg) to avoid exceeding the GCM.

While it’s unlikely owners would need to tow at the 3500kg maximum, it’s important to be aware of these numbers if the need arises, as that 435kg of payload could easily be used up by a crew of tradies before you could load any of their tools.

The vertical mounting of the spare wheel in the load tub not only reduces floor space and load volume but also restricts the securing of loads, given there’s no anchorage point accessible in the right rear corner of the tub.

So, all load straps extending rearwards must share the same left-side anchorage point, which is far from the ideal even spread provided by four-corner load restraint. This spare wheel location needs a rethink (perhaps a swing-away carrier favoured by 4x4 wagon owners would be better).

We also noted the big button on the two-way tailgate, which enables it to split into a pair of hinged doors, stopped working during our test. Fortunately, it could still open the tailgate as a conventional single unit.

There’s ample interior space, not only for front seat occupants but also those in the back. That includes tall people, given I’m 186cm and have at least 40mm of knee room when sitting behind the driver’s seat when set in my position.

There’s also about 80mm of rear headroom, despite the presence of a full-length sunroof which can often compromise this dimension. However, shoulder-room is tight for three adults, so two would be preferable for long trips.

Front-of-cabin storage includes a large-bottle holder and bin in each front door, plus a large glove box, overhead glasses holder and a pull-out compartment for the driver in the lower dash.

The centre console offers wireless phone-charging and a lidded box (with internal air-con flow available) and two small-bottle/cupholders. Another storage nook in the lower right-side of the console offers two USB ports, a 12-volt socket and enough space for a phone.

Rear passengers get a large-bottle holder and bin in each door, pockets on the rear of both front seat backrests and small pull-out drawers under each outer seat. The rear of the centre console also offers adjustable air-vents, a pair of USB ports plus controls for seat heating/cooling and the sliding rear window.

The fold-down centre armrest offers another wireless phone-charging pad, pop-out twin cupholders and a hidden compartment for storage of phones or other slimline items.

Our Ultra test vehicle, which sits above the entry-level Lux as the premium PHEV model grade, comes in only one specification comprising a 4x4 hybrid drivetrain with four-cylinder turbo-petrol engine, electric motor and plug-in rechargeable battery for a list price of $64,990.

That pricing sits between its local PHEV ute rivals including the BYD Shark 6 ($57,900) and Ford's entry-level XLT Ranger PHEV ($71,990). Our example’s 'Crystal Black' premium paint is a $595 option.

Its generous standard equipment includes 18-inch alloys with 265/60R18 tyres and a full-size steel spare, LED headlights/DRLs/fog lights/tail-lights, two-way 60/40-split tailgate with electronic lock, roof rails, side-steps, rear privacy glass with electric-sliding rear window, a panoramic sunroof, front and rear diff locks, tyre pressure monitoring, front/rear parking sensors and lots more.

The luxurious interior offers sumptuous leather-accented seating, with the front buckets having multiple power adjustments, heating/cooling and a massage mode. The outer rear seats also have heating/cooling, plus powered backrest recline and a ‘welcome’ function for easier passenger access.

There’s also a synthetic leather-wrapped steering wheel with heating, multiple 'feel' modes and functions, plus an electronic parking brake, head-up display, dual-zone climate, 64-colour ambient interior lighting and wireless phone charging/USB ports front and rear.

Cabin tech includes a 12.3-inch driver’s digital instrument cluster and premium 10-speaker ‘Infinity’ sound system, controlled by a big 14.6-inch multimedia touchscreen with Apple/Android connectivity, voice commands and a vast choice of settings which allow a high degree of personalisation.

The Tank’s plug-in driveline, starts with a petrol engine measuring 2.0-litres and contributing 180kW to the overall picture. But then there’s a single electric motor, sandwiched between the petrol engine and the nine-speed transmission. That means the Tank is still a mechanical four-wheel-drive platform, and when both powerplants are singing together, there’s an eye-opening 300kW and 750Nm of torque on tap.

The four-wheel-drive system operates as a rear-wheel drive on dry bitumen, and there’s the usual 4WD high range and 4WD low range. What there isn’t, is a 4WD-auto setting that allows you to use four-wheel drive in the dry on a paved road. That sounds minor, but for towing in particular, having all four wheels doing the driving is a major safety bonus.

All Tank 300s get a rear differential lock, but this version, the Ultra, also gets a locking front diff as well. Typically, the Tank also features a range of driving modes (no less than nine of them!) for the four-wheel-drive function, tailoring throttle, transmission and differential response according to the type of terrain being covered.

The Tank 300 is built the old fashioned way with a ladder-chassis upon which the body is bolted, and it still uses a live rear axle, too. But the front suspension is independent and the GWM uses coil springs rather than old-school leaf springs for much better ride quality.

The Alpha PHEV drivetrain consists of a 2.0-litre, four-cylinder, turbo-petrol engine that produces 180kW of power and 380Nm of torque. This is paired with an electric motor that adds another 120kW/400Nm, so combined they officially produce 300kW and 750Nm.

The electric motor draws its energy from a 37.1kWh lithium-ion rechargeable battery. GWM claims it can be charged from 30 to 80 per cent in less than 30 minutes using 50kW DC charging, or around 6.5 hours using AC charging.

It also has up to 6.0kW of V2L (Vehicle to Load) functionality, using a dedicated adapter cable which plugs into the vehicle’s charging port and provides a standard three-pin AC outlet for numerous electric tools and appliances.

The nine-speed torque converter automatic, which offers sequential manual-shifting using steering wheel-mounted paddles, is paired with the familiar Borg Warner ‘Torque on Demand’ 4x4 system.

For road use, this has three selectable drive modes ('Standard'/'Sport'/'Eco') with the centre differential remaining unlocked to automatically adjust torque delivery between the front and rear wheels in response to any loss of traction.

For off-road use, selecting '4H' (4x4 High Range) or '4L' (4x4 Low Range) locks the centre differential to provide an even 50:50 torque split between the front and rear wheels. 4L traction can be optimised by engaging the front and rear diff-locks.

The headline number here is GWM’s official fuel consumption number of just 1.9 litres per 100km. Or it would be if it had anything to do with the real world. As it is, nobody is going to achieve that, and our mix of urban running netted an average of about 11.0 litres per 100km, with that dropping to 8.5 litres per 100km in country conditions.

The truth is, your consumption in this vehicle can go from zero to, say, 12 litres per 100km depending on how and where you drive and how much battery charge you have available.

Speaking of charging, the Tank 300 can use a commercial fast charger to absorb voltage at a rate of 50kW. At that rate, it can go from 30 to 80 per cent charged in about 24 minutes. A wall box (GWM offers one as a factory option) can take the 37.1kWh battery from 15 per cent to fully charged in 6.5 hours. And, of course, you can also charge the Tank from a domestic wall socket in a claimed 14.4 hours. We managed to add about 6km worth of charge per hour on such an outlet during our time with the car.

As far as range goes, GWM reckons there’s 115km (NEDC) of EV-only range, while starting a journey with a fully charged battery and a full 70-litre fuel tank should see you covering somewhere between 900 and 950km between top ups.

GWM claims official combined average consumption of only 1.7L/100km when the highly-charged battery allows most driving to be done in pure electric mode. GWM also claims an official ‘low charge’ figure of 7.9L/100km, when the battery is depleted and the petrol engine is doing most of the work.

It has an NEDC electric-only driving range of up to 115km and a ‘hybrid’ driving range (petrol engine and electric motor combined) of up to 1060km. The petrol engine drinks standard 91 RON unleaded.

The dash display was showing average petrol consumption of 6.4L/100km at the completion of our 324km test, which comprised a mix of suburban, city and highway driving of which about one third was hauling a heavy payload. This was lineball with our own figure of 6.2 based on fuel bowser and tripmeter readings.

Starting with 90 per cent battery charge, we completed 72km of electric-only driving before it automatically switched to hybrid mode when the charge reached 14 per cent. The system would not allow charge to drop lower than that for the remainder of our test, which was conducted in hybrid mode.

So, based on our own test figures, GWM’s claim of more than 1000km of hybrid driving range is credible from its combined 37.1kWh battery and 75-litre fuel tank capacities.

GWM claims a 0-100km/h acceleration time of just 6.3 seconds for the Tank 300 PHEV, and that’s impressive. There are two caveats here. The first is that you need at least 40 per cent battery charge on board to extract maximum thrust. And, secondly, even in those circumstances, the Tank never feels that brisk. It’s more effortless than genuinely rapid, although the torque up hills is genuinely impressive.

There’s no getting around the refinement inherent in using volts for some of the time. And when the petrol engine does chime in, it’s all but imperceptible. You’ll eventually hear the engine if you wring it right out, but even then, vibrations are minimal.

All in all, the Tank’s relatively compact dimensions work in its favour in an urban setting, and the range of camera views (including an off-road one showing you the obstacles you’re about to encounter) make parking a lot easier than it might have been. Only a high degree of distortion in the birds-eye-view camera mode takes a bit of getting used to.

On the move the ride quality is quite exceptional, and those coil springs really do make a difference. Even the usual council speed bumps don’t bother the Tank and the short wheelbase pitching we’ve seen in some similar vehicles just never emerges. Well chosen damper rates help, too, and there has been some Australian input into the way the Tank handles. It shows.

Steering, too, feels light and natural, although the almost constant fidgeting at the helm by the lane-keeping assistance program is annoying. And switching it off is not only a multi-button job, it needs to be done every time you start the vehicle.

Far and away the biggest hurdle in living with the Tank, however, is a throttle calibration that is way off the mark. Pressing the accelerator pedal initially doesn’t seem to do much at all, and then suddenly, the power comes in and you discover you’ve input too much throttle as the Tank surges away down the road, threatening to actually spin its tyres if there’s any gravel about. But not until that initial hesitation has caused the driver behind you to wonder aloud (I can lip-read) if you’re ever going to move at all. This needs to be fixed as a running change.

The all-important off-road driving experience is pretty sharp and the Tank 300 is a genuine competitor in this discipline. It’s extremely stable and capable on unsealed roads and tracks and the front and rear diff locks make it a proper adventurer’s rig.

It’s relatively demure dimensions also mean that it fits down the tracks and trails that have been created by decades of vehicles of a similar size, unlike some of the bigger new off-roaders we’re seeing that simply don’t fit in to the terrain so neatly.

Ultimately, the Tank’s stock tyres will be the limiting factor, but there are plenty of alternatives out there for a bit more off-road bite.

It has good steering feel with sophisticated ride quality, the latter thanks to four-coil suspension and substantial sprung weight which helps iron out the bumps and deliver a ride that’s more SUV than ute.

Flatten the accelerator from a standing start and up to 750Nm of torque responds with impressive force, even though you can feel that every one of those Newton metres is required to overcome more than 2.8 tonnes of inertia to get this jigger moving swiftly.

Although the option of sequential manual-shifting is available using the steering wheel paddles, we spent most of the test in auto mode as it felt like it was getting the best out of this complex drivetrain.

It’s a competent highway cruiser, too, with the petrol engine requiring 2200rpm to maintain 110km/h with low noise levels.

To test its GVM rating we forklifted just over half a tonne (505kg) into the load tub, which with driver equalled a 600kg payload that was less than 90kg under its limit. The rear coil springs compressed about 50mm, but there was no evidence of bottoming-out on our test route.

Ride, handling and braking were largely unaffected, along with the drivetrain which made light work of our 13 per cent gradient, 2.0km set climb at 60km/h.

Engine-braking on the way down, in a manually-selected second gear, was equally impressive. It never exceeded the 60km/h speed limit, even though its total vehicle weight of around 3.5 tonnes was being restrained by only a 2.0-litre four and regenerative braking.

The Cannon Alpha has a maximum five-star ANCAP rating (tested 2024) that includes seven airbags, 360-degree camera with multiple views and the active features you’d expect including AEB, front/rear parking sensors, front/rear cross-traffic alert with autonomous braking, speed sign recognition and more. The rear seat has three top-tethers plus ISOFIX child-seat anchorages for the outer seating positions.

GWM offers a seven year/unlimited kilometre warranty on the Tank 300, as well as eight years of cover for the hybrid battery (also with no kilometre limit). There’s also seven years of roadside assistance thrown in, too.

Capped-price servicing is available for the first seven years, with the first service due at 12 months or 10,000km and subsequent services every 12 months of 15,000km after that. Prices for each service (in order) are: $320, $460, $460, $685, $685, $1075, and $370.

GWM has a network of 123 new-car dealerships able to handle servicing, and the company tells us that regional centres have not been forgotten.

Warranty cover is seven years/unlimited km with an eight years/unlimited km traction battery warranty and seven years of roadside assist.

Scheduled servicing is every 12 months/15,000km whichever occurs first. GWM offers seven years of capped-price servicing totalling $4615, or an average of $659 per service.