With so many bog-standard utes coming out these days, it’s genuinely getting harder to be excited about new releases. Some lack so much character that we can’t wait to hand the keys back after a week behind the wheel. One brand we consistently look forward to driving though, is GWM.
GWM is producing some genuinely impressive four-wheel drives for our market, and they’re clearly aiming to become one of New Zealand’s top five vehicle manufacturers. If they continue on their current trajectory, we honestly wouldn’t be surprised if they get there. It feels like they’re paying close attention to what New Zealand and Australian buyers actually want from a modern four-wheel drive, then adapting quickly. And the pricing? Extremely sharp.
This week, we’ve been handed the keys to the Cannon XSR. The XSR is the highest-spec Cannon variant aimed directly at the four-wheel-drive enthusiast market. Finished in a unique matte paint option, it features steel front and rear bumpers, steel side steps, a factory snorkel, front and rear locking differentials, Cooper Discoverer AT3 tyres, and unique exterior trim over the standard Cannon range. It also gains underbody protection, off-road drive modes, hill descent control, low-range four-wheel drive, and a switchable rear sway bar calibration designed to better suit rough terrain.
For most weekend warriors here in New Zealand, the Cannon XSR already has fitted what people generally spend thousands adding afterwards. And it’s priced at $49,990 for the time being (Usual RRP is $52,990). That’s genuinely impressive value for the amount of hardware included from factory.
Power comes from a 2.4-litre turbo-diesel four-cylinder producing 135kW and 480Nm, paired to a nine-speed automatic transmission. On paper, those figures are down slightly on some competitors, but from behind the wheel it rarely feels underpowered. The nine-speed transmission does a great job of keeping the engine in its torque band, and acceleration feels smooth and responsive once moving.
The one gripe for me is the throttle calibration from a standstill. There’s a noticeable hesitation when initially applying throttle. You put your foot down, nothing happens for a split second, then the vehicle suddenly moves forward. It can make reversing up to obstacles or taking off smoothly feel awkward at times. Once underway though, the issue disappears.
One thing GWM consistently gets right is ride and handling. The GWM Tank 300 is one of the better-riding ladder-frame SUVs currently on sale, and the Cannon platform follows a similar formula. Body roll is well controlled, the steering ratio feels quick enough for a ute, and the rear suspension setup avoids the harsh, overly stiff feel many competitors suffer from when unladen.
Shock damping and spring rates feel surprisingly well sorted straight out of the box. Around town, on winding back roads, and even over rough gravel surfaces, the Cannon XSR remains composed and comfortable.
Off the road
With access to a nearby family farm, it’s easy for us to get these press vehicles into terrain more challenging than the average launch route or gravel-road test drive. Steep climbs, muddy paddocks, deep ruts, wet grass, and bog holes are all readily available here. We even managed to bury a Land Rover Defender OCTA to its chassis rails in the mud here once.
Switching the Cannon XSR into 4H is handled via the rotary dial in the centre console and can be done on the fly. Selecting low range is just as straightforward, while rotating through the additional drive modes unlocks terrain-specific calibrations such as Mud, Sand, and Snow. These systems adjust throttle sensitivity, traction control intervention, transmission behaviour, and torque distribution to better suit varying off-road conditions.
Given the slippery paddocks and greasy climbs on the farm, Mud mode proved the obvious choice.
In these conditions, the Cannon XSR honestly felt very capable. The Cooper AT3 tyres provided good traction in slippery mud, while the suspension remained compliant over rutted terrain and washouts. Visibility is also good from the driver’s seat, which always helps when navigating tighter tracks or uneven ground.
Most of the terrain didn’t really challenge the XSR in any meaningful way.
On steeper climbs though, it became interesting to experiment with the interaction between the traction control system and the locking differentials. With the lockers disengaged, the traction control worked surprisingly hard and effectively to pull the vehicle uphill with minimal wheelspin. Engaging the lockers actually resulted in more wheelspin in some situations, largely because the traction control system steps back once the diffs are locked.
It’s a good reminder that locking differentials aren’t always the instant answer people assume they are. Modern traction control systems have become extremely clever, and in many situations it’s actually better to let the electronics manage wheel speed and torque distribution themselves.
Considering we were still sitting around 38psi in the tyres, the XSR performed very well.
Importantly, the suspension composure carries through off-road too. Whether on gravel roads, muddy tracks, or uneven farm terrain, the Cannon XSR remains comfortable and controlled without excessive crashing or harshness through the cabin.
On the road
On-road manners are where the Cannon XSR really shines. The cabin is a genuinely pleasant place to spend time, with soft-touch materials throughout the dash and door cards, a clean interior layout, wireless Apple CarPlay and Android Auto, and a large central infotainment display that works well.
This model is also fitted with a sunroof. It’s strangely small given the size of the vehicle, but still a nice addition.
The sound system, however, is one area that falls short. There’s a noticeable lack of bass and mid-range clarity, and the speakers begin distorting at higher volume levels.
The seats themselves are extremely comfortable, although the steering wheel material feels a little budget compared to the rest of the cabin. It has a slightly crinkled texture that doesn’t quite match the otherwise solid interior presentation.
One nice touch is the inclusion of steering wheel-mounted paddle shifters, which can be useful when manually controlling gear selection on steep descents or winding roads.
Another frustration was the gauge cluster functionality. Cycling through displays and menus feels unnecessarily complicated. Initially, I genuinely thought the controls were faulty, as pressing the directional buttons didn’t appear to do anything. Eventually, I realised you need to hold the centre ‘OK’ button for several seconds to enter certain menus, such as tyre pressure monitoring and fuel economy displays. Even then, the system times out and defaults back unexpectedly. It feels unnecessarily clunky for something that should be simple.
There’s also a wireless charging pad, while all off-road controls are positioned neatly beside the shifter. Interestingly, the XSR includes three factory auxiliary switch positions integrated into the centre console. That means owners can wire accessories such as spotlights, light bars, compressors, or other 12-volt equipment directly into factory-style switches rather than relying on aftermarket panels. It’s a genuinely thoughtful addition for the enthusiast market.
Overall, the Cannon XSR represents excellent value for the four-wheel-drive enthusiast, weekend adventurer, or tradie wanting genuine off-road capability without immediately needing to modify a brand-new vehicle.
It’s comfortable, capable, well-equipped, and importantly, easy to live with day to day. One of the best things about it is that you’re not constantly fighting intrusive safety systems every time you drive it, something that cannot be said for many modern vehicles.
There are still a few quirks, and some areas that feel more polished in the Tank range than they currently do here. But overall, the Cannon XSR is a genuinely impressive package.
For the money, it’s very difficult to argue against what GWM is offering right now.
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