Mahindra Pik-Up vs GWM Cannon

What's the difference?

Its sub-$40K pricing undercuts the cheapest Ford Ranger or Toyota HiLux 4x4 equivalents by $10-15K and it’s backed by a decent warranty and 60-strong dealer network (mostly regional). It’s also largely absent from the federal government’s vehicle-recall listings, which suggests solid build quality.

However, it’s also short on safety, has relatively high servicing costs and numerous design quirks. Fact is, such low pricing comes with compromises, so, if you can learn to live with those, this sturdy and willing auto-equipped workhorse could represent good value for those shopping on a budget.

The latest version of the Cannon ute displays commendable improvement in key areas like drivetrain and chassis tuning, along with a benchmark 3500kg tow rating, heaps of standard equipment and a generous warranty for a list price well under $50K. For a tradie on a budget, it represents value that's hard to ignore.

The PikUp has a 3040mm wheelbase and 5175mm length, 1820mm width and 1915mm height.

So, compared to a Ford Ranger XL equivalent, it’s 230mm shorter in wheelbase, 195mm shorter overall and 98mm narrower, so it’s relatively compact for a dual cab ute.

Built on a traditional ladder-frame chassis, its twin-wishbone front suspension uses torsion bars instead of the more common coil springs, while under the tail is a leaf-spring live rear axle. Brakes are front discs and rear drums.

With 210mm of ground clearance, its steep 34-degree approach angle is excellent but its 15-degree departure angle is less than half that figure, so it's prone to tail-dragging in the rough stuff.

And its bafflingly large 13.4-metre turning circle (kerb-to-kerb) demands numerous three-point turns.

The interior appears to have a good standard of finish and provides a visually-pleasing mix of black and grey surfaces with satin chrome highlights throughout. Driver controls are easy to see and operate and the front bucket seats are comfortable.

The rear bench seat is quite firm with good lumbar support, but it’s a squeeze for three adults given its relatively narrow width.

Even so, there’s adequate kneeroom and heaps of headroom even for tall adults, which is no doubt appreciated by hat-wearing farmers and tradies.

The upgraded Cannon brings refreshed exterior styling, with the front fascia featuring a new grille and bumper design, larger fog lights and more subtle use of chrome highlights.

At the rear there’s more prominent (and permanent) brand identification with bold ‘GWM’ lettering embossed on the tailgate panel, which is a welcome blast from our pick-up past.

The spacious interior design has also been enhanced with use of what GWM calls ‘premium materials’ including soft-touch surfaces on the dash and door panels along with subtle chrome accents.

There’s also a new steering wheel and the centre console has been redesigned with less buttons and dials (not always a good thing) topped by the new multimedia touchscreen.

With its 2115kg kerb weight and 3150kg GVM, the S11 PikUp offers a 1035kg payload rating so it’s a genuine one-tonner.

It’s also rated to tow up to 2500kg of braked trailer but given Mahindra doesn't publish a GCM rating (or how much it can legally carry and tow at the same time) we don’t know if it can retain its maximum payload while towing that weight.

Strangely, the load tub does not have any internal load-anchorage points. The only option for securing ropes or straps are external hooks, which are located along both upper sides of the tub and across the tailgate.

However, these would be ineffective in securing loads that are lower than the tub sides.

Front cabin storage is limited, as there are only narrow bins and no bottle holders in the front doors and you won’t find any cup/bottle holders or storage for small items in the dash, either. However, there is a single glove box and an overhead glasses holder.

The centre console has an open storage tray at the front and single cup and bottle holders in the centre, which are fine for one occupant but not two.

In contrast to the front doors, there are no bins in the base of each rear door, but they do get a large-bottle holder and what looks like a phone holder at mid-height.

There are also pockets on each front seat backrest, but the fold-down centre armrest does not have any cup/bottle holders.

The rear bench seat’s base cushion is fixed, so it can’t swing up and be stored vertically (like many dual cabs) if more internal cargo space is required.

However, it does at least provide some open storage space underneath for soft items like jackets etc.

With its 2230kg kerb weight and 3225kg GVM, the Cannon Ultra has a 995kg payload rating (that’s close enough to a ‘one-tonner’ by our measure) and the latest upgrades include an increase in braked tow rating from the previous 3000kg to the class-benchmark 3500kg.

However, with its 6200kg GCM (or how much it can legally carry and tow at the same time) our test vehicle would require a substantial payload reduction of more than half a tonne (525kg) to tow its maximum trailer weight (but it’s not alone there).

And that would leave 470kg of payload capacity, most of which could be used up by the weight of a hefty five-member working crew before you could think about loading any of their tools and other equipment.

Fact is, few (if any) owners would need to tow 3500kg, but it’s important to be aware of these numbers if you do plan to tow that heavy and want to stay on the right side of the law.

The square load tub is 1520mm long and wide and 540mm deep, but with 1146mm between the rear wheel-housings it won’t fit a standard Aussie pallet. However, it will accommodate Euro pallets, if hauling such payloads is important.

The tub’s internal surfaces are protected by a spray-in liner and there are load-anchorage points front and back, with the rears close to floor level (ideal for all loads) and the fronts near the tops of the sidewalls (not ideal for low loads). The tailgate is equipped with hydraulic dampers to assist opening/closing and the handy fold-out step allows easy entry to the load tub.

Cabin storage includes a bottle holder and bin in each front door, a small lower dash compartment on the driver’s right and a slender bin above the glove box on the passenger side.

The centre console has a wireless phone-charging pad, 12V socket and two USB ports up front, plus cup/small-bottle holders and a lidded box at the back with an internal air conditioning cooling vent and sliding upper storage tray.

The rear seat has adequate legroom even for tall people, given I’m 186cm and have about 60mm of knee clearance when seated behind the driver’s seat in my position.

Headroom is adequate though not as generous and the deep contour in the roof lining to allow for the sunroof can make tall rear passengers feel a bit closed-in.

Shoulder room can also be squeezy for three large Aussies, so like all dual cab utes short of a full-size US pick-up it’s okay for short trips but ideal for two on longer drives.

There’s a bin and bottle-holder in each rear door and pockets on both front seat backrests. The 60/40-split seat bases can also fold up and by stored vertically for more internal load space, or to access wheel-changing equipment.

Our test vehicle is the Ultra model grade, which sits above the entry-level Lux and below the Vanta and top-shelf XSR in the four-model Cannon range.

Like its siblings, the Ultra comes standard with a bigger 2.4-litre four-cylinder turbo-diesel engine sourced from its larger Alpha stablemate and new nine-speed automatic for $41,990 plus on-road costs ($43,490 drive-away).

Even with its optional 'Pittsburgh Silver' premium paint, which adds $595, that pricing represents compelling value given you need at least $50K just to get into a relatively spartan base-model Ford Ranger XL or Toyota HiLux Workmate 4x4 dual cab ute equivalent.

The Ultra has heaps of standard equipment, given that the entry-level Lux on which it’s based includes 18-inch two-tone chrome alloy wheels with 265/60R18 tyres and a full-size steel spare, chrome sports bar, LED lighting including DRLs, side-steps, roof rails, spray-in tub-liner, rear parking sensors, reversing camera, tyre pressure monitoring, driver’s 7.0-inch digital instrument cluster and six-speaker audio with a 12.3-inch multimedia touchscreen offering digital radio, Apple CarPlay/Android Auto connectivity and more.

To this list the Ultra adds an electric sunroof, tailgate step and rear privacy glass, plus leather-accented seats with power-adjustable front buckets equipped with heating and cooling.

The steering wheel is also heated plus there’s a USB port for a dashcam, ambient lighting, auto-dimming rear view mirror, 360-degree camera view and front parking sensors.

The latest version of the S11’s 'mHAWK' 2.2-litre four-cylinder turbo-diesel meets tough Euro 6b emissions standards using AdBlue.

Armed with an intercooler and common-rail fuel injection, it produces a modest 103kW at 3750rpm. Its 320Nm, available across a 1300rpm-wide torque band between 1500-2800rpm, highlights good flexibility particularly under load.

It’s coupled with an equally refined Aisin-sourced six-speed torque converter automatic transmission, driving the rear wheels and offering the choice of sequential manual-shifting.

There’s also a Borg Warner part-time dual-range 4x4 transfer case and an Eaton automatic rear diff-lock.

The Cannon's engine capacity has increased 20 per cent by adopting the Alpha's 2.4-litre four-cylinder turbo-diesel. It produces 135kW of power at 3600rpm and 480Nm of torque between 1500-2500rpm, which represents a 12.5 per cent power increase and 20 per cent more torque.

This is paired with GWM’s new homegrown nine-speed torque converter automatic (previously eight-speed) which has overdrive on the top three ratios and there are steering wheel paddle-shifters for sequential manual-shifting.

The 4x4 system is a ‘torque on demand’ design that transmits power to the rear axle under normal driving conditions to optimise fuel economy, but automatically sends power to the front axle if a loss of rear axle traction is detected.

It also offers a choice of selectable drive modes comprising 'Normal' (default), 'Sport' and 'Eco', plus 4H (4x4 High Range) and 4L (4x4 Low Range). The latter is only for the rough stuff, where the selectable electronic rear diff-lock could also come in handy.

Mahindra claims an official combined average of 9.3L/100km. At the conclusion of our 265km test, which was conducted without a load and in mostly city and suburban driving, our ‘real world’ figure based on fuel bowser and trip meter readings came in at 9.4 which is lineball.

So, it should deliver an excellent driving range of around 850km from its 80-litre tank.

GWM claims official combined consumption of 8.4L/100km and the dash display was showing 9.6 at the completion of our 321km test, which comprised the usual mix of suburban, city and highway driving, of which about one third of that distance was hauling its maximum payload. The engine auto start/stop function was switched off for the duration.

Our own figure of 9.7L/100km, crunched from actual fuel bowser and tripmeter readings, was line-ball with the Cannon’s onboard calculation, which proved its accuracy. It also validated our test vehicle’s real-world sub-10L/100km consumption, which is excellent for a two-tonne-plus ute and gets a big thumbs-up from us.

Therefore, based on our test figure, you could expect a real-world driving range of around 800km from its 78-litre diesel tank.

The fold-down inboard armrest combined with the door’s armrest allows the driver to evenly rest both elbows, which reduces strain on shoulders and arms particularly during long highway hauls.

This set-up could work even better if the wheel had reach adjustment in addition to its adjustable height.

There’s no rake adjustment in the seat’s base cushion, either, but fortunately there’s a big left footrest to help the driver to maintain a comfortable posture.

The driving position is high relative to the bonnet and the tops of the doors, which is ideal for vehicle placement when off-road driving as it provides commanding views over the front and out the sides.

Unladen ride quality is quite firm, as you’d expect of a 4x4 designed to carry one tonne of payload, but is supple enough to provided acceptable comfort.

The steering weight is linear with easy turning effort; handling and braking response is satisfactory and engine and tyre noise are pleasantly low.

Our only major gripe is the huge turning circle, which is nudging that of a full-size American pick-up. The need to often do three-point turns, in situations that you really shouldn’t have to in a vehicle of this size, is annoying (and in some situations embarrassing).

Although its 2.2-litre diesel has modest outputs, it provides decent performance in city and suburban driving with its smooth-shifting auto.

It’s also a low-stressed highway cruiser, requiring less than 2000rpm to maintain 110km/h which is comfortably within its peak torque band.

We didn’t get to do our usual GVM test due to a hiccup with our weight supplies, but we have previously tested a cab-chassis PikUp with just under one tonne of payload (990kg) which it hauled with an all-round competence that belied its relatively small engine output.

Even though there’s no adjustment for base-cushion rake or lumber support on the driver’s seat, we didn’t suffer any discomfort during our test. There are also three steering wheel assist modes to choose from comprising 'Light', 'Comfort' (default) and 'Sport'.

The new 2.4-litre engine effectively fills the gap that existed with the previous 2.0-litre, which felt underdone given this vehicle's size and weight. The big 20 per cent increase in torque is a noticeable improvement, as it pulls strongly from low rpm with gearing that keeps it within its peak zone most of the time.

It’s also relatively smooth and quiet and the three drive modes optimise performance in each setting. The Sport mode provides a noticeable increase in response, which in combination with the same setting for the steering is the most engaging drive experience.

The refined nine-speed auto is a sweet-shifting transmission in either auto or manual mode.

We were also pleasantly surprised by a big improvement in ride and handling, as this latest version of the Cannon feels like it finally has the beefier spring rates and damper settings this ute has been crying out for.

It’s also an effortless highway cruiser, with the overdriven top gear ensuring the engine requires less than 1800rpm to maintain 110km/h. However, although wind and engine noise is pleasantly low at these speeds, we did notice tyre noise emanating from the rear tyres into the cabin.

To test its GVM rating, we maxed out the payload to 990kg. This compressed the rear leaf-springs about 60mm, leaving around 40mm of static bump-stop clearance which ensured no bottoming-out on our test route.

It felt stable and sure-footed and the new drivetrain made light work of our 13 per cent gradient, 2.0km-long set climb at 60km/h, displaying ample pulling power in fourth gear to easily haul this load to the summit.

Engine-braking on the way down, in a manually-selected second gear, was arguably the best we’ve experienced in a sub-3.0-litre turbo-diesel with almost a tonne on its back.

Our only gripe is the emergency lane-keeping assist function, which needs more refinement as it creates weird fluctuations in steering weight and aggressively tugs at the wheel when you get anywhere near a white line.

Fortunately, this can be disabled in the vehicle settings menu, but unfortunately must be switched off before each drive.

The Cannon has a five-star ANCAP rating awarded in 2021 (expires 2027) and comes with seven airbags (including full-length side-curtain and centre-front), AEB including junction assist, front collision warning (pedestrian and cyclist), rear collision warning, rear cross-traffic alert with brake, blind-spot monitoring, lane-keeping, traffic sign recognition, trailer sway control, adaptive cruise control and lots more.

Junior tradies get ISOFIX child-restraint anchorages and top-tethers on the two outer rear seating positions.

Warranty is five years/150,000km. 12 months roadside assist is renewable with each scheduled service at Mahindra dealers.

Service intervals are 12 months/15,000km whichever occurs first.

Capped-price servicing for the first four years or 55,000km totals $2296, or a pricey average of $574 per service.

Like all GWM Cannons, our test vehicle comes with a generous seven-year/unlimited km warranty, which includes five years of roadside assist. Apart from the first service at 12 months or 10,000km, scheduled servicing is every 12 months/15,000km, whichever occurs first.

GWM offers capped-pricing for the first five scheduled services (60 months or 70,000km), which totals $2530, or an average of $506 per service.