GWM Tank 300 vs Suzuki Jimny

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 Suzuki Jimny Lite is the most basic of the Suzuki Jimny line-up but that’s not a bad thing.

It’s ordinary on-road, it’s on the wrong side of small – especially in terms of cargo-carrying ability – and it’s still an exercise in driver-adaptability because it’s basic, bouncy and requires a lot of effort to keep it driving in a straight line.

But the Jimny is a lot of fun off road and even on sealed surfaces. It is go-kart-like in terms of everyday suitability and comfort, but its day-to-day drivability has received a healthy boost by way of those new driver-assist technologies and the updated AEB.

If you’re willing to give into the fun and cop a few compromises along the way, then you won’t be disappointed, because the Jimny is a tonne of fun.

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.

The Lite is, like the rest of the Jimny line-up, retro-cool and classic with a striking straight-up-and-down appearance sure to draw more admiring glances than sneering ‘WTF?!’ looks.

The three-door Suzuki Jimny is 3650mm long (with a 2250mm wheelbase), 1645mm wide, 1720mm high, and it has a kerb weight of 1100kg.

The Jimny has it over any rivals in this category when it comes to exterior design.

The Jimny’s interior is plain and practical. It has cloth seats, expanses of durable plastic and an overall utilitarian look and feel.

It is spartan inside, but this all-pervasive no-frills approach best suits the Jimny's simple spirit.

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.

Functionality is highest on the agenda with the Jimny rather than any attempt at a semblance of plushness.

Having said that, it is comfortable inside, but it is very basic, which is actually part of its charm though some people may rapidly grow weary of its bare-bones interior.

The big news in this small 4WD is the fact it now has a new 7.0-inch touchscreen with wireless Apple CarPlay and Android Auto. That screen is too small but the hands-on controls everywhere else remain one of the refreshingly simple aspects that is easy to like about the Jimny.

There’s also now a 4.2-inch digital driver display between the analogue dials and that includes a speedo, as well as fuel-consumption and driving range details.

With the three-door Jimny's second-row seats in use, boot space is listed as 85L. With the second row stowed away, there’s a claimed 377L of cargo space.

Payload is a claimed 350kg and gross vehicle mass is 1450kg (the Jimny is 1100kg) so there’s not a lot of flexibility in terms of how much camping gear, dogs, or Abba CDs you can pack into this diminutive 4WD.

While others may offer more in terms of comfort and general amenities, the Jimny still wins out for day-to-day durability.

The Lite is the entry-level Jimny and as such has a manufacturer recommended retail price of $31,990 (excluding on-road costs).

Standard features in the Lite include a 7.0-inch multimedia touchscreen, Apple CarPlay and Android Auto, updated AEB (with 'Dual Sensor Brake Support II' so the system now complies with the mandatory ADR 98/00 regulation), as well as the inclusion of lane departure prevention, adaptive cruise control, front and rear parking sensors, and traffic sign recognition.

It also has the usual Jimny gear: 15-inch steel wheels, halogen headlights and a rear-view camera.

Exterior paint choices include white as standard and jungle green (on this test vehicle) which is a premium/metallic paint and comes at an additional cost of $745.

The Jimny represents decent enough value against potential rivals, such as the Renault Duster 4x4, Mahindra Scorpio, and the GWM Tank 300, although you're buying a vibe more than any substantial amount of gear or comfort.

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.

This entry-level Suzuki Jimny has the same 1.5-litre four-cylinder petrol engine as the rest of the line-up, producing 75kW at 6000rpm and 130Nm at 4000rpm, and it has a five-speed manual transmission.

The Jimny is always zippy, manoeuvrable and punchy off the mark simply because it is so small and light, however, it feels underpowered on the open road and strained at highway speeds.

It has a part-time four-wheel drive system with high- and low-range, and off-road traction control.

While it’s far from offering the best power and torque outputs, even in the small 4WD realm, the Jimny is so light that there’s enough here to work with.

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.

The Suzuki Jimny has official fuel consumption of 6.4L/100km (on a combined cycle).

I recorded 7.2L/100km on this test but, as always, I did a lot of high- and low-range 4WDing.

The Jimny has a 40L fuel tank so, going by my fuel figures, a full tank should give you a driving range of about 550km.

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 may come as no surprise to any of you who have actually driven a Jimny but it is rather ordinary on road.

It's a small vehicle and quite light so it does get buffeted by passing traffic, thrown around by any wind stronger than a mild breeze, and this Zook’s ride and handling are barely the right side of atrocious.

But – and it’s a big BUT – the Jimny is still a lot of fun to drive, even as wild as it is on-road, and it absolutely comes alive when you hit the dirt.

Being light and nimble may detract from the Jimny's performance on sealed surfaces, but those characteristics help immensely when you go 4WDing in this little car.

It is highly manoeuvrable – it is very agile around the bush through tight tracks and up tight wheel-rutted hills – and it’s incredibly easy to find and maintain the correct driving line in the Jimny because it is so small and there's a tyre at each corner so you know where your wheels are positioned at any one time.

Low-range gearing is good and there's a nice spread of torque across a decent rev range. Traction control is reasonably well calibrated, although it is a little choppy in application now and then.

Basic but crucial physical aspects, such as the Jimny’s off-road angles, are well suited to off-roading with approach, rampover and departure angles clocking in at 37, 28 and 49 degrees respectively. Those help to make this little vehicle a champion in the dirty stuff.

Ground clearance is listed as 210mm but feels like more and while wading depth is not listed, it’s fair to say it’s about the 300mm mark.

Warning: the three-door Jimny is bouncy because it's so small, light and quite tall for its size, and has a narrow wheel-track.

It is very tippy and bouncy and you do get bumped around a lot but that's kind of the point of off-roading in the Jimny. It’s a barrel of laughs purely because it is such a dialled-in and driver-focused experience.

But those characteristics may rapidly become tiresome and tiring for some people who have grown accustomed and attached to more comfort and cushioning in modern vehicles.

This is a very capable off roader and it’s one of the few vehicles you can drive straight out of the showroom and have a tonne of fun in, in the dirt, but it is somewhat let down by its showroom-standard tyres (Dunlop Grandtrek AT20 195/80R15). Replace those with some more aggressive all-terrain rubber and Roberto’s your uncle.

As mentioned earlier, payload is 350kg, GVM is 1450kg.

Towing capacity is 350kg (unbraked) and 1300kg (braked) so you’re limited in how much you can drag with the Jimny, but that's okay because I don’t think too many people are buying a Jimny because they have to tow a caravan, horse float or boat. They’re buying it because it’s a shedload of fun off-road and the Jimny has that factor in abundance.

The current Suzuki Jimny does not have an ANCAP safety rating, because its three-star rating expired in December 2024.

It has six airbags (dual frontal, side chest-protecting and side head-protecting (curtain) airbags), AEB, lane departure prevention, adaptive cruise control, and front and rear parking sensors.

Other small 4WDs have the maximum ANCAP rating and offer more comprehensive driver-assist and safety gear suites than the Jimny.

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.

The Suzuki Jimny has a five-year/unlimited-kilometre warranty.

Suzuki offers the first service at two months/2000km for free, then under the capped-price servicing program, your Jimny is scheduled for a service every 12 months/15,000km at an average cost of $453.

Those costs are okay for something in the small 4WD realm.