GWM Tank 500 2024 review: Hybrid

Before we get underway, let’s get GWM’s varying brand strategies sorted out.

Great Wall Motors – which is what GWM stands for – is the umbrella company, housing four brands: Haval urban SUVs, Ora EVs, Cannon utes and Tank 4x4s.

Like its Tank 300 kid brother released in early 2023, the full-sized, three-row Tank 500 is off-road focused.

There’s no denying the 500’s sensational pricing, especially when you also consider how much kit it comes with.

The full-sized, three-row Tank 500 is off-road focused. (Ultra variant pictured)

The base Lux kicks off from $66,490 driveaway, while the Ultra starts from $73,990 driveaway.

And, you know what? It’s not as if the Lux is lacking in anything, with auto-levelling LED headlights, adaptive cruise control, a sunroof, side steps, powered and heated front seats, a 360-degree view camera set-up, an electric rear diff lock and a long list of safety items. More on those in the Safety section below.

These, by the way, come on top of goodies like rear privacy glass, leather-like (vinyl) upholstery, wireless Apple CarPlay and Android Auto, a 12.3-inch digital instrumentation cluster, auto parking with reverse assist, and front and rear parking sensors. And all in a base grade.  

Stepping up to Ultra bins fake leather for Nappa trim and adds items such as a panoramic sunroof, retractable side steps, a head-up display, vented and massaging front seats with memory, vented second-row seats, a powered third-row bench, 12-speaker premium audio, double-layered glass, noise-cancelling tech and a front diff lock, ambient lighting, back window sun shades and puddle lamps.

The base Lux kicks off from $66,490 driveaway, while the Ultra starts from $73,990 driveaway. (Ultra variant pictured)

Except for the missing powered tailgates in either (a curious omission), it’s difficult to think of much else you might want or need.

And, of course, there’s the hybrid system, which at the time of publishing makes the Tank 500 a unique proposition against three-row off-roader opponents like the existing Prado and Patrol.

In time, others will come obviously, but for now, GWM owns this space – yet does so without seemingly greedy pricing.

In this section at least, this is a rare 10/10 from us, Tank!

If the samey styling isn’t your cup of tea outside, then the Tank 500 makes a strong – and surprisingly restrained – case for your cash inside.

For starters, there’s probably more space than the exterior dimensions suggest, offering sufficient accommodation including headroom for most adult-sized occupants. The front seats provide ample support and the driving position should find favour with most people. And vision out is actually pretty good.

In the Ultra grade we drove, there’s a pleasing attention to detail evident throughout, starting with the horizontal symmetry of the dashboard, wide lower centre console and 14.6-inch central touchscreen. It looks and feels good.

As with most new cars today, the instrumentation is digital and configurable, there are fast keys for most climate control settings (though weirdly not for temperature control – you’ll need to resort to the fiddly touchscreen) and most switchgear is within easy reach.

However, while owners should become used to them quite quickly, the touchscreen-sited access for most vehicle control settings is fiddly; our car had an annoying buzzy rattle from the dashtop. The driver-assist systems glitched a few times, calling out driver attention issues when they weren’t there, and there is no volume control knob, just the toggles on the (attractive) steering-wheel spokes.

Meanwhile, the middle row benefits from a well-padded cushion and a 70/30-split backrest that reclines a fair amount. There’s a separate climate-control zone with good old-fashioned knobs and toggles, as well as four vent outlets, USB-A and -C ports and the windows wind all the way down. And that panoramic sunroof really showers the cabin with light.

Third-row access is compromised by LHD-centric access, meaning that only the road side of the middle seat lifts and slides forward for less-impeded entry/egress. Once sat, the cushion itself seems fine and is OK for adults as long as the middle-row occupants are happy to compromise. Roof-sited air vents are helpful, but the lack of USB outlets is disappointing.

With all seats up, there is just 98 litres of cargo capacity, ballooning out to 795L in five-seat mode and 1459L with the middle-row folded down. These are well below the LandCruiser 300’s corresponding volumes.

Of course, unlike most hybrid SUVs, this hybrid 4x4 wagon carries a full-sized spare wheel slung on the back door, old-school style.

The Tank 500 comes with a full-sized spare wheel. (Ultra variant pictured)

The Tank 500 hybrid represents another step up for GWM, with a broad array of abilities.

Initial impressions are positive, mainly due to the overall quietness and smoothness of the 2.0-litre four-pot turbo’s performance.

Considering there’s over 2.6 tonnes of 4x4 to haul around, it moves off the mark fairly smartly, and – with the aid of hybrid electric assistance quite seamlessly kicking in to provide that extra bit of boost – delivers more than enough speed and muscle when you need it.

However, that said, while there’s plenty of go for fast overtaking, it is difficult to believe that the powertrain is mustering 648Nm of torque; the Tank 500 hybrid just doesn’t feel quite that strong. As does an 8.3-second 0-100km/h sprint time.

The 2.0-litre four-pot turbo provides a quiet and smooth performance. (Ultra variant pictured)

Still, there’s an innate eagerness to the way the GWM behaves that is also evident in the steering.

Considering this is a ladder-frame-chassis 4x4, the helm is actually quite responsive and direct – and yet also light enough for easy parking.

Furthermore, the Tank 500 doesn’t quite feel its bulk or heft when attempting tight turns, and it handles quite well, too. Impressive stuff, given the unexpectedly cushy ride, ground clearance and amount of wheel articulation on offer.

This is one of those big 4x4 wagons that seems to shrink around you.

The hybrid electric assistance kicks in seamlessly to provide that extra bit of boost. (Ultra variant pictured)

However, GWM still has some homework to do when it comes to the level of interference from the intrusive and at-times even hysterical driver-assist safety systems.

The constant barrage of completely unnecessary warnings and chimes is tiresome even after a short stint behind the wheel, proving that more Australian-road tuning is required before the Tank 500 can truly meet local tastes.

Still, the GWM should win friends over with its comfy suspension, controlled handling and decent turn of speed.

But what about off-road?

The Tank 500 has a 8.3-second 0-100km/h sprint time. (Ultra variant pictured)

Our brief excursion onto a 4WD track showed plenty of promise, with sufficient ground clearance, impressive wheel articulation and the right combination of gearing and diff locks in our Ultra Hybrid version to get through a quite challenging course.

And all the while, the Tank 500 imparts a sense of confidence that it can tackle most off-road tracks with a high degree of skill and capability.

Our only notes are that, at times, this lacks the low-down torquey grunt of a diesel when clambering through really challenging paths.

Otherwise, it seems the GWM has the right stuff to keep up with most of the competition.

Befitting its role as the brand flagship, the Tank 500 Hybrid is the first GWM with seven years of roadside assistance and capped-price servicing, to match the brand’s seven-year/unlimited kilometre warranty.

However, at the time of recording, GWM had yet to reveal what the pricing would be.

Service intervals are at every 12 months or 10,000km – whatever comes first.