The brand’s first entrant in the large SUV space, the GWM Tank 500 promises a seemingly endless feature list, off road capability and hybrid technology to boot. But in this hotly contested space, can it win over the parochial off-road fraternity?
Testing the range topping Ultra Hybrid meant we felt heavy with the burden of expectation, and while beauty is in the eye of the beholder, the proportions of this 7-seater were as as expected. It’s not a bad thing, but the round body lines result in a dated looking design.
With a large chrome central grille flanked by LED headlights, the front end is aggressive but conjures late 90’s RAM truck vibes. Up the back, the spare wheel sits on a very heavy but supported side-hinged tailgate, a plus for the off road lovers.
Ours was finished in Onyx Silver, one of four colours available. The hue contrasts well with the machined and black 18-inch wheels, wrapped in 265/60 highway biased Giti rubber. Inside, things take a very different turn.
Quilted Nappa leather accented trim covers all seven seats, with cooling and heating up front and for the outboard seats on the second row. Those comfortable front pews are electrically adjustable in up to six ways, and even have massage functions.
Getting into the third row is relatively easy, and they stow away electrically, taking 98-litres of boot space to 795-litres at the touch of a button. Soft touch materials abound in this cabin and are complemented by faux woodgrain trims and an analogue clock.
This sits below a huge 14.6-inch screen that had great resolution but felt a little too far away at times. The panoramic sunroof overhead was an opulent touch, but we would’ve liked it more if the sun blind didn’t close every time we locked the car.
Unfortunately, the operating systems are a blight on an otherwise lovely interior. There are simply too many screens to go through for basic things like air conditioning controls. Eventually finding what we were looking for rewarded us with frustrating swipe controls.
Ironically, the air conditioning system has an ioniser and even a fragrance dispenser; niceties that haven’t been found in a vehicle of this value, ever. Regardless, one shouldn’t have to divert so much attention for such a simple function, it’s simply unsafe.
Apple CarPlay and Android Auto are available wired and wireless, with a cord-free charger at the base of the centre stack to keep devices topped up. It took a while to find the four USB-A and C ports underneath, but appreciated the hidden cable access.
It’s a clever touch that keeps things neat and tidy. These are supplemented by ports for rear occupants and even a USB-A port for a dashcam. Occupants enjoy tunes through a bright and clear 12-speaker Infinity sound system.
Just don’t expect to see a volume button, knob, slider or any other control without going into that central screen again, or using the heated steering wheel. Hitting the starter button is somewhat odd too, without the expected clatter of a diesel engine.
The electric motor that supplements the 2.0-litre turbocharged petrol engine means there’s no noise at startup at all. That’s important because there’s no other 7-seat wagon in Australia that offers true off road capability and hybrid technology. That’s a big plus.
On road, the system seamlessly alternates between power sources and drives through a 9-speed gearbox. The whole thing is smooth unless pushed, and with a combined 255kW and 648Nm on tap, provides more than adequate urge.
Power delivery is however, frustrating. The drive-by-wire setup alternates from closed to apparent wide-open-throttle and felt as though the closure part was delayed. During fast getaways it meant we were prepared to brake soon after go-pedal application.
You do get used to it, but it never became normal, or enjoyable. Use of a hybrid-drive system does come with the expected benefit of improved fuel economy, but disappointingly, the actual result was anything but.
Our best result around town was 15.4-litres/100km, which reduced to 11.7-litres/100km, with some freeway driving. Our guess is that the electric unit is too small, and is coupled with a highly-strung petrol 4-cylinder, along with 2,605kg weight to shift.
Braking is an interesting experience too, as we discovered with a pedal that was both doughy and woody, if that’s even possible. After finding that it could be depressed to the firewall in gear or park with the vehicle on, we engaged with the GWM team.
They revealed that the Tank 500 has a brake-by-wire system. This means there is no physical connection between the brake booster and the pedal, bar a failsafe that deploys when the vehicle is powered off.
The Tank 500 shines on the open road. It does suffer from wind noise, but so will any vehicle with these proportions. Supple suspension fosters a cossetted cabin feel and the slight underdamping that was a bother in urban conditions became an asset.
Mowing down highway kilometres is a pleasure. In the rougher stuff, we stuck to well-graded dirt roads rather than the typical rutty testing regime we usually put vehicles like this through because we initially thought there was a braking issue.
The solid on-road manners of the suspension continue in this setting, but the accelerator modulation issues we experienced, were exacerbated. It does have good credentials for more technical work though.
That includes a 30-degree approach and 24-degree departure angle, various drive modes, and diff locks front and rear. Those that haul trailers or caravans can take advantage of a 3.0-tonne braked towing capacity, which for perspective, is in-line with the current Prado.
A 5-Star ANCAP rating means safety is well covered, with brake assist, hill ascent and descent control, AEB, cross traffic alert, lane keep assist and lane departure warning, among others. The second last of these is frustrating and overzealous, like the Tank 300.
The way it reads the road and the veracity with which it corrects is a safety issue in our eyes, and updates from the car maker can’t come quick enough. Ultimately, this vehicle should decimate sales in its segment on feature list alone.
There is a lot to like about it, particularly the $74,585 drive away entry price. There simply isn’t any other vehicle in the segment that can offer as much as it does for those numbers. In the process, it leaves a decent wad in the back pocket for personalisation.
It does however need a healthy dose of refinement in a few areas. Some will be comfortable with the quirks, and that’s fine too. If nothing else, buyers can take comfort in the fact that it’s backed by a 7-year unlimited kilometre warranty.
It can only get better with future iterations. You can find out more on the GWM Australia website or by talking to your local dealership. To get a low rate finance quote on your next vehicle purchase, talk to Australia’s best reviewed car finance broker; Credit One.
To see a great range of vehicles for sale, check out OnlyCars.com.au.
Our test vehicle was provided by GWM Haval Australia for independent review purposes.
