GWM Tank 500 vs BYD Seal

What's the difference?

The GWM Tank 500 Ultra PHEV is an impressive five-seat 4WD wagon. It’s reasonably nice to drive, it’s comfortable and it’s a capable 4WD. These vehicles keep improving and are increasingly stacked with characteristics to like.

There are still glaring range-specific issues with some of its driver-assist tech and its plug-in hybrid set-up doesn’t offer the fuel economy you’d hope for. At least not under real-world testing conditions. But the Tank 500 is packed with features and represents decent value-for-money when cross-shopped against the likes of its stablemate the regular hybrid, or the Prado and Everest.

Those big auto executives have good reason to be worried, because the Seal is yet another impressive offering from China’s most formidable EV player.

It’s not perfect. In some ways it’s trying too hard to be a luxury car, and I think the software in particular could use a little work, but the Seal just does so much right I think it will be hard to be disappointed with one, particularly given its keen entry price.

In fact, if we had to pick one from the range, it would probably be this mid-spec Premium. The range and power on offer are stellar, and all for less money than an entry-level Model 3 or Polestar 2.

In terms of dimensions, the Tank 500 Hi4-T PHEV is 5078mm long (with a 2850mm wheelbase), 1934mm wide and 1905mm high. It has a listed kerb weight of 2820kg, so it’s not an insubstantial vehicle.

There are plenty of old-school 4WD design cues in the Tank 500’s appearance. It’s mostly chunky and straight up and down, with some softer curves here and there as concessions to contemporary styling.

It's clear to see where the GWM Tank 500 takes its cues from – most of the current crop of popular 4WD wagons, such as the Toyota LandCruiser 300 Series.

The Tank 500 is a large vehicle straddling that line between large and extra-large 4WD wagons. It is longer than any 300 Series, but it’s narrower and shorter.

It has a sunroof, roof rails, electric side steps (that extend when doors are opened and retract when doors are shut) and 18-inch alloy wheels.

The interior is well laid-out and functional with some understated class to it. There are soft-touch surfaces and genuine Nappa leather seating throughout.

The Seal looks great. It’s about as modern a take on the traditional three-box sedan as you can get. It’s low-slung with curvy lines and a sporty overall feel.

The design touches, like the headlight and DRL surrounds, side skirts, and wheels are maximalist compared to the minimalist vibes of the Model 3 and the Polestar 2. But I don’t necessarily think that's a bad thing as it offers buyers a genuine alternative.

I also like the way the brand has executed the LED lights and particularly the tail-light fittings. There’s also an admirable restraint when it comes to badging compared to a lot of this car’s Chinese rivals. It doesn’t give off the vibe of a cut-price product at all.

Inside there are elements which are appealing, and some things which fall short. First up, I do think the Seal wears its influences throughout the industry on its sleeve a bit.

The digital dash cluster theme, for example, seems to (poorly) emulate the Mercedes-Benz software, the little plastic crystal shifter piece on the inside seems to have been overtly influenced by a similar (actual crystal) piece available in Volvos, while the centre screen and dual wireless phone chargers are pretty obviously BYD’s take on the similar bits available in the Model 3.

Maybe in this sense, it’s trying a little too hard to be a luxury car and a tech-heavy electric vehicle, with items which aren’t quite up to the same quality (particularly the software). But then, it all works well enough, and can you complain at the price?

One thing I think BYD gets right though is the level of comfort on offer in the cabin and the clever little styling bits which remind you of its namesake.

The door handle pieces and integrated speaker bits are shaped like a Seal flipper. As are the dash-mounted air vents, and if you look closely even the plastic garnish on the steering wheel looks a bit like a top-down cross section of the animal.

I like it because its subtle rather than in-your-face as some of the Atto 3's design elements are.

The quality is also up to muster, big time. There wasn’t a creak, groan, or rattle from this car’s interior in my entire time with it, including on some of Sydney's worst roads. And the seats, which are designed like absolute thrones, are clad in lovely soft leather. You sink into them. Even the two-tone Alcantara finish through the doors and centre console is thoughtfully placed.

This Tank 500 has five seats because the two at the very rear have been removed to accommodate the hybrid battery.

The front seats are Nappa leather, power-adjustable (eight-way for the driver, six-way for the front passenger), as well as being ventilated with massage and memory functions.

The three-position second row – set up in a 60/40 split-folding configuration – breaks the usual 4WD wagon second-row seat tradition of being fine but not fantastic. The second-row set-up in this Tank is a first-class-cabin-style back seat with a flip-down control console (which includes air-con controls) instead of a basic centre armrest.

As mentioned there is no third row in this Tank 500 because of its underfloor battery.

Up front, the 14.6-inch multimedia screen (with wireless Apple CarPlay and Android Auto) dominates the dash. It's generally easy enough to use, although I had difficulty getting my iPhone hooked up to the system and the cabin set-up remains clunky and counter-intuitive in its operation.

The cabin has wireless charging, front and rear USB ports, as well as 12V and 220V power outlets.

The second row folds away to expand the rear storage capacity. Cargo volume is a listed 640 litres when all seats are in use and 1400 litres when the second row is stowed away.

The rear cargo area has tie-down points and a cargo slide cover.

The Seal has a huge cabin, and in a lot of ways it feels like the large sedans of old. You can sit nice and low in the cabin, and there’s heaps of knee and headroom thanks to its width.

Soft-clad materials for resting your knees and elbows on go a long way towards keeping this car comfortable on longer journeys, and the presence of a digital dash and a holographic head-up display is nice to have compared to the bare-bones dash of the Tesla Model 3.

The wacky rotating central touchscreen feature makes an appearance from other BYDs, but again, it’s a bit silly and I’m not sure how much use you’ll get out of it. Even Apple CarPlay only works in landscape mode, so I didn’t find it useful.

Practicality features are abundant, with a large bottle holder in the doors, and two more in the centre console. One even has a floating floor, so you can push it down to accommodate large bottles if need be.

Dual wireless chargers are always a nice touch, and the bridge-style console has a large pass-through storage area underneath, which also hides the USB-C, USB-A, and 12V outlets. The armrest console box is nice and deep, too.

The back seat is enormous. Possibly one of the largest spaces in this segment. It comes at a cost to boot capacity, but your rear passengers won’t want for space no matter how tall they are.

At 182cm tall I had leagues of airspace behind my own driving position, and the wide cabin, accommodating seats, and flat floor mean the centre position is even useful for a full-sized adult.

Storage comes in the form of three pockets on the back of each front seat, a large bottle holder in the doors, two cupholders in the drop-down armrests, a small tray on the back of the centre console, and a small flip-out cover which reveals a USB-C and USB-A charging port for rear passengers. The rear seat even gets dual adjustable air vents, but no third climate zone.

The massive fixed glass roof looks the business and keeps the cabin airy, just like in the Model 3 and Polestar 2, but I find these big glass fittings tend to cook interiors in the Australian sun.

BYD tells us the tint is so heavy it has a ‘solar transmittance’ of just 16 per cent, but 16 per cent is still a lot in Australian summer. Thankfully, unlike its two rivals, BYD ships the Seal with a fold-out cover screen as standard.

Remember how I said the massive rear seat comes at a cost to boot space? At 400 litres the Seal’s boot is a bit compact, made worse by the fact it’s a sedan and not a liftback, so the access area is a bit narrow.

It could only fit the largest CarsGuide luggage case alongside the smallest one, but not all three including the medium case. This could be a blow to family buyers who need to fit a pram alongside other things.

Under the floor there’s an extra space great for the storage of your V2L adapter and AC charging cable, but there’s also only a tyre repair kit and no spare.

Just like its Model 3 rival, the Seal arrives in Australia in three variants - the base Dynamic, top-spec Performance, and the one we’re looking at for this review, the mid-spec Premium.

Price is, of course, BYD’s forte, with this mid-spec Premium (equipped with a long-range battery) even managing to undercut the entry-level Model 3 RWD.

Before on-road costs and state-based incentives you can have one of these from $58,798, while (at the time of writing at least) the enormously popular Model 3 RWD weighed in at $61,900. Its next closes rival, the Polestar 2 Standard Range, costs from $67,400, so value here is obvious.

The Premium’s long-range battery allows a WLTP-certified driving range of 570km between charges which is even one of the longest cruising ranges available on any electric vehicle in Australia right now.

The list of standard features is exhaustive, including 19-inch alloy wheels, LED headlights, a massive 15.6-inch multimedia touchscreen with wired Apple CarPlay and wireless Android Auto, a 10.25-inch digital instrument cluster, a holographic head-up display, dual wireless phone charging bays, built-in navigation and connected services, ‘genuine’ leather seat and wheel trim (a blend of synthetic and real leather), an eight-way power-adjustable seat for the driver, ventilated and heated front seats, dual-zone climate control, a fixed panoramic glass roof and keyless entry with push-start ignition.

The Seal also gets an impressive array of standard safety kit. More on this later.

The only options are premium paints and an alternate light blue theme for the interior which cost $1500 each.

This list of kit would even be impressive on a combustion car at this price, so the fact it’s also electric and offers one of the longest driving ranges on the market is a bonus.

The one area where I think it lacks a little is the stock software. It looks okay and, to be fair, functions a lot better than its Chinese contemporaries and even some other brands, but once you dig into it a little there are some clumsy menus, and it becomes painfully obvious it’s a simple Android reskin. A swing and almost a miss for something so integral to a car like this.

Why is it called the Seal? Well, in BYD’s home market of China, its range is so expansive it has split it up into two model lines, the Dynasty series (named after historical Chinese kingdoms) of which the Atto 3 is a member (it is called the Yuan Plus in China), and the Ocean series which the Seal and Dolphin belong to. The next BYD to arrive in Australia, a mid-size SUV likely to be called the Seal U, also belongs to the Ocean series.

Every Tank 500 Hi4-T PHEV has a 2.0-litre turbo-petrol engine, a 37.11kWh lithium-ion battery and an electric motor. And that combination produces a total* of 300kW and 750Nm. 

* Electric motor 120kW, petrol engine 180kW at 6000rpm. Motor 400Nm, engine 380Nm at 1700-4000rpm.

This system is mostly seamless in operation but as for GWM’s claims that it delivers “outstanding efficiency, performance, and refinement smooth, responsive take-offs, strong acceleration, and exceptional fuel savings - while ensuring minimal noise and maximum driving confidence”. Well, let’s just say this Tank 500 gets off the mark well for a large 4WD but the prompting requires a heavy right foot.

It is generally quiet and comfortable and yields a smooth driving experience. And as for fuel saving, flick your eyes down to ‘Efficiency’ to see how it did on this test.

This Tank 500 has a nine-speed automatic transmission, low- and high-range 4WD gearing, as well as a front, centre and rear diff lock.

Each Seal variant gets its own drivetrain outputs, and the mid-spec Premium drives the rear wheels with a 230kW/360Nm electric motor via a reduction gear.

On paper, it’s slightly more powerful than the Model 3 RWD, with more power and less torque than the Polestar 2 Standard Range.

Official fuel consumption is 2.1L/100km on a combined cycle on regular unleaded fuel (91) with low-charge consumption at 8.4L/100km. For reference, low-charge fuel consumption on this test was 10.2L/100km as recorded. Okay, but not a particularly compelling result.

The Tank 500 has a 70-litre fuel tank so, going by those fuel figures, you could reasonably expect a driving range of about 686km out of a full tank.

Providing power is a sizable 82.56kWh lithium-ion battery pack, using BYD’s signature weight and space-saving ‘Blade’ form-factor, and the more affordable LFP (lithium iron ferrophosphate) chemistry.

On the charging front, the Seal Premium can top up at 150kW on a DC unit (using a Type 2 CCS connector) for a 10-80 per cent charge in roughly 40 minutes, while on AC its a disappointing 7.0kW.

The 7.0kW inverter means it’s hardly worth plugging the Seal in at a slow public charger when you visit the shops, as you’ll only get about 50km of range an hour. It’s for this reason most cars with batteries this size have 11kW inverters.

Unlike the Model 3 or Polestar 2, though, the Seal features a V2L system, allowing you to power household appliances from its Type 2 charging port.

Claimed energy consumption for the Seal is 14.6kWh/100km which is low, and about what we were seeing on test. It’s a little hard to tell because the trip computer only offers total consumption over the entire life of the vehicle, or for the last 50km, but not for a set trip interval. Weird.

The Tank 500 Hi4-T PHEV is decent on road – and that’s good news for anyone thinking about buying this large 4WD.

It has more power and torque than its hybrid stablemate (300kW/750Nm vs 255kW/648Nm) for general day-to-day drivability while it retains all of the regular hybrid’s positive driving characteristics and few of the negatives.

This Tank 500’s turbocharged petrol engine and the electric motor work seamlessly together, with no discernible clunking or shifting between systems in the powertrain.

This is a big, heavy four-wheel drive – even heavier in this plug-in hybrid form than the regular hybrid because of this vehicle’s battery. But it is nicely settled and composed because of that weight.

This flip side is the extra heft on-board means there is some body-roll to this vehicle. It’s noticeable, but not a deal-breaker.

On highways, sealed surfaces or well-maintained bush tracks the Tank 500 is quite impressive. It’s settled, controlled and quite nice to drive.

Overall, this Tank 500’s suspension – double wishbone independent with coil springs at the front, and multi-link live axle with coil springs at the rear – is firm. There has been talk of it having been retuned for Australian conditions, but it remains stiff and jittery at pace, especially through backcountry bitumen in poor condition and lightly corrugated dirt roads. However, GWM informs me that the suspension set-up will undergo more retuning for Australian conditions and those changes will be incorporated into 2026 production vehicles.

Besides that, the engine, electric motor and transmission work quite well together. It is a reasonably smooth 4WD wagon to drive.

There are, however, glaring issues with the driver-assist tech, which is quite annoying in its operation. It’s either very jarring or intrusive in its application (example: adaptive cruise control braking way too early), or bloody annoying/dangerous (example: road-sign recognition abruptly tried to cut my speed from 100km/h to 40km/h because it registered the school zone sign off to the side of the highway. At the time it was outside school drop-off and pick-up times anyway.).

You can switch off the driver-assist features every time you start up, but the system resets and defaults to being annoying again when you switch off.

When it comes to 4WDing though, the good news returns.

This hybrid retains all of the regular Tank 500’s 4WD mechanicals, including the (BorgWarner-sourced) transfer case with high- and low-range 4WD, and it offers up plenty of torque across a decent spread of revs.

The off-road traction control system is suitably dialled in, hill descent control is effective, keeping you to a nice controlled low speed and there’s low-speed cruise control or the equivalent that keeps the vehicle to a controlled pace across varying terrain.

Not forgetting, the Tank 500 is triple locked – front, centre and rear diff locks – so there are few excuses to not be able to crawl over most off-road obstacles.

However, the tyres on this vehicle (Giti Xross HT71 SUV - 265/60R18) aren't up to scratch when it comes to off-roading beyond anything other than well-maintained tracks in the dry. The Tank 500 as is well suited, straight out of the dealership, for light to moderate off-roading. But if you swap in a decent set of aggressive all-terrain tyres the Tank 500 will be able to more comfortably take on more challenging terrain.

But it's capable of climbing. I took on a 30-35 degree incline of rock steps and the Tank 500 did it easily and comfortably on its standard highway tyres.

Most of the plug-in hybrid Tank’s off-roading characteristics check out. Approach, ramp over and departure angles are as per the regular hybrid Tank 500 (30, 22.5 and 24 degrees) and wading depth is a listed 800mm although the country was so dry at our proving ground that I never had the chance to test that claim.

Ground clearance on the Tank 500 Hi4-T PHEV is listed as 213mm (it’s 224mm in the normal hybrid) but that doesn't negatively impact this vehicle's off-roading capability if you drive it with control and consideration.

It is big, so it can be a little bit tricky to steer around, especially when the track becomes tighter and the obstacles become a bit more cheeky, but generally this can be driven very safely and with the utmost control through a lot of tricky four-wheel driving challenges.

It's not as polished in its off-road performance as something like the Toyota Prado or Ford Everest, but it does the job and there's a bit of a gruff edge to it, which some people might consider part of its charm.

As mentioned, the Tank 500’s 37.11kWh battery supports Vehicle-to-Load (V2L) functionality, which in theory means you’ll be able to power your camp-site (lights, fridge etc), but I’ll reserve final judgement on this set-up until I have the opportunity to test it over a long weekend with several appliances drawing power at the same time.

If you’re thinking about using this Tank PHEV as an adventure touring vehicle then it’s handy to know its payload is listed as 610kg, while it’s noted as 790kg in the Tank 500 HEV. Throw two adults, two teenagers, a dog, and camping gear in and you’ll hit that 610kg mark in no time.

The Tank 500 is rated to tow a 750kg unbraked trailer and 3000kg braked. Gross vehicle mass is 3430kg and gross combined mass is 6430kg.

I wasn’t expecting the Seal to impress me particularly. After all, it’s in this segment against tough competition, amongst recently updated versions of the Model 3 and Polestar 2, and while the previous BYDs I’ve driven have been a cut above their Chinese contemporaries, they also haven’t done a lot to stand out from the crowd.

Clearly, though, BYD has something to prove with its sporting sedan and the Seal is immediately impressive. The cabin is quiet and refined, the seating position is great it's smooth from take-off.

The steering has an artificial tinge to it removing a bit of feedback from the road, but proves at least quick and accurate at speed, and the handling is superb.

I kept pushing the Seal in my test drive, expecting gnarly characteristics to surface but they didn’t. This sedan grabs onto the road with excellent control and traction at the rear, spurred along by its long wheelbase, and improved tyre choice (Continental rather than the sub-par Chinese rubber worn by the Atto 3 and Dolphin).

While on paper it appears to have at least comparable motor output figures to the Polestar 2 and Model 3 - the Seal Premium doesn’t quite feel as rapid, its electric motor having a more relaxed vibe and responsiveness when you stomp on the go pedal.

This can be tweaked a little by dialling it up to Sport mode, and while it still doesn’t feel quite as breakneck fast as the Model 3, in particular, it’s plenty to be going on with.

The most impressive part of the Seal drive experience, though, is its ride. Ride is a constant problem for EVs as manufacturers go to lengths to tame the additional weight of batteries, but the Seal is the most impressive in its cohort, and by quite a margin.

It’s firm enough to be controlled, but has a lovely soft edge to it, so larger bumps, frequent corrugations, or sharper road imperfections don’t ruin your day.

The Model 3 and Polestar 2, even in their improved forms, are not this good. In a lot of ways the Seal’s suspension tune reminds me of the Mustang Mach-e. It has a soft edge, offset by a bit of secondary jiggle as the car settles, which is its only real blemish.

The Seal has no right being this good. It’s now not just matching its far more established rivals but doing some things significantly better.

The Seal has an extensive list of today’s active safety equipment, including auto emergency braking (front and rear), lane keeping aids, blind-spot monitoring, rear cross-traffic alert, adaptive cruise control, traffic sign recognition and driver attention alert.

For the most part, these systems aren’t invasively annoying, which can’t be said for many products from rival automakers.

However, the traffic sign recognition and overspeed warning system conspire to intrude with constant beeping.

Mercifully, and unlike the equivalent system in Hyundai products, it’s a distant beep, but a consistent one nonetheless, as the traffic sign system frequently picks the wrong speed for whatever reason, and then chastises you for going over it.

Also, the adaptive cruise control system can’t hold a candle to the Model 3's. The system in the Seal amounts to the usual sort of adaptive cruise in most other cars, whereas the one in the Model 3 (regardless of how you feel about the brand’s outrageous claims) is properly next-level in its lane keeping and distance controls.

The Seal is equipped with seven airbags and was rated a maximum five ANCAP stars to the 2023 standards.

The Tank 500 is covered by a seven-year/unlimited km warranty, seven years' roadside assistance and seven years' capped price servicing.

The Tank 500’s 37.1kWh traction battery has an eight year/unlimited km warranty.

The first service is scheduled at 12 months/10,000km; the rest of the servicing appointments are set for every 12 months/15,000km. Lowest price per services is $335, highest is $975.

GWM has 122 dealerships nationwide at time of writing.

The long-term ownership aspect for a BYD product is still a bit of a mystery as the current crop of cars have only just landed in Australia in the last year or two, but if it offers you any peace of mind, the Seal is covered by a six-year/150,000km warranty with a separate eight-year/160,000km warranty for the battery pack.

In order to avoid having to have a traditional dealer network, BYD has partnered with MyCar to fulfil servicing. Visits to one of these locations is required once every 12 months or 20,000km whichever comes first, and pricing is fixed for the first eight years, working out to an annual average of $299.