We love a Tank. We’ve reviewed and driven the Tank 300 HEV and diesel variants, as well as the larger Tank 500, both on and off-road. All capable models, built with the four-wheel drive enthusiast in mind. On the face of it, they’re just another SUV. But most models come with a rear locking differential as standard, and higher-spec variants get a front locker too. The fundamentals are there from factory, which is what matters.
This week we were given the keys to the PHEV Hi4-T Tank 300. With a combined 300kW of power, we were pretty keen to get behind the wheel of this new powertrain layout. There’s 180kW from the 2.0-litre turbo petrol engine and 120kW from the electric motor, with a combined torque figure of 750Nm. All backed by their nine-speed hybrid automatic.
The Ultra spec we’re driving is $68,990 including GST, plus on-road costs. GWM promises impressive on and off-road performance with the Hi4-T, so we put a full week into it. Gravel, dirt, motorway, the lot.
On-road, the Tank 300 is, in my opinion, in a class of its own for this type of vehicle. The damping is genuinely impressive. It leans toward a performance-oriented tune, with well-controlled rebound that keeps the body in check and avoids that secondary bounce after sharp inputs. It just settles. The spring and shock combo in factory form is very well dialed. You can tell there’s been some proper development work done here.
We don’t get to spend much time with PHEV powertrains at 4XJournal, so this took a bit of getting used to. The last Tank 300 we drove was the diesel, which is a known quantity. This isn’t that.
There are three main modes:
EV runs purely on battery, no engine.
HEV blends engine and electric, switching between them or combining both depending on what you’re doing.
Intelligent mode basically decides for you, managing efficiency, battery use, and performance in the background.
For commuting to the 4XJournal office, I ran it in full EV. That alone felt weird coming from a Pajero that’s sitting around 17 litres per 100km. The engine didn’t fire once, coolant temp didn’t move, and it’s properly quiet on the motorway.
It did struggle a bit holding 110km/h up the long hills heading north toward Warkworth, dropping back closer to 100km/h. Not surprising when you’re relying on 120kW from the electric side alone. Claimed EV range is around 120km, which is actually usable if your driving is mostly around town.
Charging was slower than expected. On a standard wall socket it was only pulling around 2A, which explains why it only hit about 81 percent overnight. Without a proper wall charger or DC setup, you’re waiting a while.
Combined, though, the powertrain comes alive. HEV mode is where it makes the most sense. It switches between EV, hybrid, and engine seamlessly, and the range you get out of it is impressive. GWM claims around 2.8L per 100km under ideal conditions, but realistically once the battery is used, you’re looking more in the 8 to 9L per 100km range depending on how you drive it.
Put your foot into it and you get the full 300kW. Coming from a performance car background, it doesn’t feel like a 300kW ICE car. I’d say more like a 240 to 250kW equivalent. There’s a slight delay while everything lines up, and the engine note isn’t great when it’s working hard. But it does move. Properly.
On gravel, it’s borderline outrageous. In four-high, the instant EV torque is enough to spin the tyres straight away. Then the turbo petrol comes in and you’re carrying a lot more speed than you probably should be on that surface. It feels like a rally car, just without the braking or tyre to back it up. Still, it’s a laugh.
I like having this level of performance with the factory suspension layout, but I do wonder how it would feel with mud or all-terrain tyres and taller, aftermarket suspension. In factory form (besides braking feel), it handles it well.
One thing I kept coming back to was driveline load. With 750Nm on tap, in a high-grip, low-speed scenario, like crawling on rocks with low tyre pressures, that’s a lot going through the system. I’d be interested to know how GWM manages torque in those situations. Sometimes off-road, less power is actually better.
Low-range driving is confidence-inspiring. The Offroad Expert modes work well, and importantly, the throttle mapping in low-range is sorted. It’s not jumpy or overly sensitive like some vehicles are. You can place it properly. Having electric torque there as well gives you another layer of control.
Some people won’t like the added tech. Some will. In this case, it doesn’t get in the way. It’s easy to use and does what it should.
Day to day, it’s an easy vehicle to live with. Wireless Android Auto connects straight away, the cabin is a nice place to be, and everything works as it should. The stereo could go a bit louder, but that’s about it.
Efficiency is where this thing makes a lot of sense, especially if you can charge it regularly. Use it properly and you’ll save a decent amount over a petrol or diesel. Ignore the charging side and it just becomes a heavier hybrid.
All in all, we rate the Tank. Choosing a drivetrain comes down to how you use it. The diesel still makes a strong case for simplicity and touring. But for day-to-day use, with the ability to head off-road when you want to, the PHEV is hard to ignore.
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