Mercedes-Benz G-Class vs GWM Tank 300

What's the difference?

As per the 1979 original, the current G-Class is produced by Magna Steyr in Arnie’s home town of Graz in Austria. And many fundamental things haven’t changed since then. But clearly this EV monster’s exotic electric powertrain is a huge departure.

It retains impressive off-road ability and straight-line speed. But will it hit the mark with top-end luxury 4WDers? Short story, this thing is wild, and it will be irresistible for a likely narrow band of tech-focused ‘must have the latest and greatest’ buyers. Nothing like impressing friends and family with a tank turn.

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

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.

Okay, so Mercedes-Benz says, with a straight face, that “with the aim of optimising the vehicle’s aerodynamics” classic G-Class elements have been revised, including the reprofiled bonnet, ‘air curtain’ vents in the flares over the rear wheel arches, A-pillar cladding and the small spoiler on the edge of the roof.

At the same time, the 20-inch wheels are also claimed to be "aerodynamically optimised” and underneath, a 26mm underbody casing made from a mix of materials, including carbon-fibre (attached to the ladder frame with more than 50 steel screws), protects the battery from dust, dirt and rocks.

In ticking off the Edition One, car-spotters should look for black rims with blue brake callipers behind them, blue inserts in the exterior protective strips as well as black door handles and a new rectangular design box on the rear door for storing items such as charging cables, tools or snow chains. If you want a spare wheel, choose the standard model.

An optional black-panel radiator grille ($3800) features tinted lighting units as well as an animated LED light band and chrome surround. The light band can be activated as a running light or an animation when locking and unlocking the vehicle.

And it’s worth noting Mercedes-Benz and the car’s contracted manufacturer, Magna Steyr, have invested much time and many Euros in retaining the car’s classic handle and door lock design. G-Wagen owners will recognise its sound from several kilometres away.

Inside the G580 it’s clear this is one area where the G-Class has progressed enormously over the decades. It’s still quite upright in terms of the dash design, but you’re confronted by twin 12.3-inch screens, supporting the Mercedes-Benz user interface. 

All very high-tech, but that’s balanced by an old-school grab-handle for the front passenger to latch onto during off-road work. 

The signature turbine-style air vents are located within squared-off panels, and in the limited Edition One you have a blue fleck running through carbon-fibre inserts on the centre console, door cards and that front grab handle. In the standard car it’s a (very attractive) walnut open-pore wood rather than carbon.

A luxurious interior for sure.

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.

For the record, the G63 is just over 4.6m long and a little more than 1.9m wide with a 2890mm wheelbase. So, not huge, but its close to 2.0m height is hard to ignore. 

In the front there’s lots of breathing space, and in terms of storage you have generous bins in the doors with plenty of room for big bottles. Then there’s a centre armrest, which doubles as the top of a deep storage box housing a USB-C port inside. 

A sliding roller cover in the centre console reveals two cupholders, another two USB-C sockets, a 12-volt outlet and a wireless charging pad. Add in a big glove box and you’ve got plenty of options in terms of storage, power and connectivity. 

In the back, sitting behind the driver’s seat set for my 183cm position I’ve got tons of foot and legroom and, no surprise, lots of headroom.

There’s a fair bit of sculpting in the rear seat, which is as nice as it is unusual (makers often avoid bolsters on the rear seat as it makes the backrest harder to fold flat). And in terms of three-abreast accommodation, a smaller adult will be okay in the centre spot for shorter journeys. Three up to mid-teenage kids will be swimming in it.

Then, for practicality you again have generous bins in the doors. And if you need even more capacity, fold down the centre armrest which houses two different size cupholders. 

In the rear of the centre console you’ve got two USB-Cs, a 12-volt power outlet, individual climate control and directional vents.

There are map rockets on the front seatbacks and more air vents in the B-pillar. So, when it comes to comfort, powering up devices and storing ‘things’ you’re well taken care of.

The side-opening tailgate door opens from right to left, which isn’t ideal when parallel parked on the left hand side of the road, but boot volume is over 600 litres (VDA) with all seats upright, expanding to nearly 2000 litres with the 60/40 split-folding rear seat lowered.

There are multiple tie-down hooks, a netted pocket, two lights, a 12-volt outlet as well as a ‘ski-port’ door and sliding cargo cover to enhance practicality and security.

As mentioned earlier, the full-size spare in the standard model, but the Design Box replaces it on the Edition One, although Mercedes-Benz says it’s aiming to make a spare available as an option later in the year.

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.

The Tank 300 PHEV is available in two trim levels, starting with the Lux at $55,990 drive-away. That gets you 18-inch alloy wheels, roof rails and side steps and, perhaps a little surprisingly, a sunroof.

There’s also power folding mirrors, keyless entry and start, paddle shifters, adaptive cruise-control and a rear differential lock.

Inside, there are leather accents for the seats, a pair of 12.3-inch multimedia, ambient lighting, digital radio, wireless connectivity, wireless phone charging, wireless Apple CarPlay and Android Auto, automatic headlights, full LED lighting, and dual-zone climate control. That’s quite a bit of gear for the money.

But throw another four grand on the sales rep's desk, and you into the Ultra grade which adds heated, cooled and massaging front seats, eight-way power adjustment for the driver’s chair, Nappa leather inserts, underbody protection, a front differential lock and no less than 64 colour choices for the expanded ambient lighting package.

Fundamentally, then, your extra $4000 is buying the clever front seats and front diff lock, but that’s easily worth the money anyhow. That said, the entry-level variant is one of the better equipped at that price-point, so either way, you won’t be slumming it.

The G580 is powered by four permanently excited synchronous motors, each delivering around a CLA200’s worth of power and torque to each wheel for overall outputs in excess of 432kW/1164Nm.

Each motor has its own two-stage transmission and power electronics for almost infinite fine-tuning of the direction and amount of drive sent to individual wheels. Merc calls it ‘individual-wheel drive’.

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.

Housed in a torsion-resistant casing and embedded low down in its ladder-frame chassis, the G580’s 116kWh two-tier, liquid-cooled lithium-ion battery pack delivers a WLTP-rated range of 473km, or 567km on the more lenient NEDC scale.

‘Eco Assistant’ and ‘Range Monitoring’ functions provide continuous information on battery status, energy consumption and estimated range.

Maximum system capacity is 400 volts which enables 200kW DC charging, meaning a 10 to 80 per cent fill in as little as 32 minutes. Maximum AC charging capacity is 11kW.

Claimed energy use is 23.1kWh/100km, and we saw an average of 28.6kWh across urban and highway running on the launch drive program.

Not exactly a ‘green’ EV choice, then, but it’s worth noting a one-year Chargefox subscription is included to off-set the car’s energy appetite.

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.

So, with 432kW and around 1160Nm, even though the G580 weighs in at around three tonnes, you’re talking 0-100 km/h in 4.7 seconds. And this car gets up and goes… like a beast.

What you don’t get is that traditional Merc-AMG G63 V8 rumble, because, of course, no engine. 

But you do get what Mercedes calls ‘G-Roar’, essentially a sound bar at the front of the car also using the audio system inside to give it what is not exactly an engine noise but some sense of the car progressing. And you can turn it off for completely silent running.

‘Electric Dynamic Select’ changes the parameters of the motors, transmission, suspension, ESP and steering as required. On-road that means ‘Comfort’, ‘Sport’ and ‘Individual’ modes, with off-road comprising ‘Trail’ and ‘Rock’. In the Comfort setting drive flows primarily to one axle for optimum energy efficiency.

Suspension is by double wishbones at the front and a De Dion-style live (rigid) axle at the rear. You’ve got the same adaptive-type set-up as per other G-Class models, so ‘Comfort’ and ‘Sport’ modes and of the many traditional G-Class traits this car exhibits, ride quality is one of them.

Even in Comfort you’ll find even little bumps and thumps making their way up into the seat of the pants and the cabin. It is after all a body-on-frame, ladder-chassis type vehicle and that’s not unusual.  

In terms of steering, it’s accurate and road feel is good. You’ve got 275-wide Falken Azenis FK520 tyres that are more on- than off-road focused. The car feels stable and nicely planted on the road.

The physical brakes are by ventilated discs front and rear, and the big rotors are the same size (353mm) all around. They work nicely and feel like a conventional set-up.

Regenerative braking kicks in as soon as you lift off the accelerator pedal. The powertrain is harvesting energy as the car decelerates and there are four levels you can adjust with the steering wheel paddles up to a quite aggressive level - not quite, but close to a single-pedal set-up.

Off-road, the G580’s ‘G-Steering’ system allows the wheels to turn at different speeds to induce slight ‘drift-like’ oversteer and tighten the turning circle. It works beautifully and the car’s fording depth is 850mm, a full 150mm more than internal-combustion G-Class models.

A three-speed off-road crawl function is adjustable to speeds as low as 2.0km/h, and the car is claimed to remain stable on sideways slopes up to 35 degrees. 

Torque vectoring is used to create ‘virtual diff locks’ and there’s a ‘low-range’ setting. Switch to the ‘Offroad Cockpit’ and data including gradient, lateral inclination, compass readings, tyre pressures and the selected G-Mode appear.

A ‘Transparent Bonnet’ function creates a virtual view of what’s approaching and passing under the front wheels to help the driver pick their way through steep ascents or declines.

For the record, the G580’s approach angle is 32 degrees, departure is 30.7, breakover is 20.3 and ground-clearance is 250mm.

And of course, with the wheels independently powered, the G580’s signature move is what Mercedes-Benz calls a ‘G-Turn’ but the rest of the world calls a tank turn.

If you encounter an obstacle that makes forward progress impossible, the system spins the left- and right-hand wheels in opposite directions so this brute can turn on the spot like an M1 Abrams. You can’t help but crack up laughing when executing this extreme party trick!

In terms of miscellaneous observations around ergonomics and the car in general, it has a 13.6-metre conventional turning circle. So if you’re not using the G Turn function in the car park be ready for a sizeable turning arc.

Also, those aero tweaks here and there seem to have had an effect. Wind noise, especially for such an upright, squared-off design is surprisingly modest. And overall, from a build point of view, this car feels as though it’s been carved from a solid piece of metal. In every aspect it presents as a quality item.

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.

The Tank has a strong safety story to tell, especially on paper.

Regardless of what specification you buy, you’ll get seven airbags including full-length side-curtain bags and a centre airbag to reduce head injuries in a side-impact crash.

There are rear parking sensors, a range of camera angles including an overhead view, tyre-pressure monitoring, Isofix child-restraint mounts, and the usual driver aids including autonomous emergency braking, rear cross-traffic alert and braking, blind-spot monitoring, traffic-sign recognition and rear collision warning.

But away from the brochure, features such as the lane-keeping assistance and the driver-fatigue monitor need work on their calibration. GWM is by no means on its own here, but it’s a fact that some other makers do a better job of making this tech transparent and vastly less intrusive.

The original Tank 300 launched in Australia in 2022 scored five safety stars in ANCAP testing, and that rating has been carried over to this car.

The G580 is covered by Mercedes-Benz Australia’s five-year/unlimited-km warranty, which remains the standard offering in the premium part of the market and an eight-year/160,000km drive battery warranty.

Service intervals are every 12 months or 20,000km with service plan pricing available over three ($2645), four ($3980) and five ($4670) years. In approximate terms, each workshop visit will cost ‘around’ $900. Not exactly cheap, especially for an EV, but this is no ordinary electric vehicle.

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.