GWM Tank 500 3.0TD review: A serious challenger to the off-road establishment

GWM’s assault on the top five brands in Australia is two-pronged – a pincer movement, if you will. On one flank, the new Cannon Alpha dual-cab. On the other, this big and imposing seven-seater SUV, the GWM Tank 500.

Like its dual-cab cousin, the Tank 500 has been given a heart transplant, now proudly beating along to the throb of GWM’s new 3.0-litre turbo-diesel.

4

It’s the right engine for the right market right now, according to GWM Australia as it continues its push up the sales charts to reach its lofty aim of becoming a top-five brand in Australia. GWM currently sits seventh, around 11,000 sales behind Hyundai in sixth place and 13,000 adrift of Mazda in fifth.

Crucially for GWM, its sales are tracking up by almost 16 per cent compared with 2025, while Hyundai’s and Mazda’s are down by two and 15.9 per cent respectively.

Certainly having a big diesel-powered, ladder-frame seven-seater – with some serious off-road capability – in dealerships won’t hurt its reputation as it attempts to take on the undisputed segment heavyweights: Ford Everest, Toyota LandCruiser Prado and Isuzu MU-X. Between them, the leading trio have already amassed over 37,000 sales this year. The Tank 500? Fewer than 1000. But that’s before this new 3.0-litre turbo-diesel arrived in local showrooms. So is it the right engine for the right market at the right time?

3

Its numbers suggest it is. With 170kW and 620Nm on tap, the Tank 500 outguns its rivals in the torque stakes with only the Everest offering a modicum of resistance, down 20Nm but with better power at 184kW.

The most compelling argument in favour of the Tank 500 is pricing and equipment. Two trim levels have landed in local dealerships, the entry-level $65,990 driveaway Tank 500 Lux and the flagship $71,990 driveaway Vanta, undercutting Everest and Prado handsomely. Isuzu’s MU-X can be had for a relatively bargain $55,900 but to come close to matching the Tank’s list of standard gear, buyers will need to spend north of $70k before on-road costs.

GWM hasn’t been shy with its equipment list, both models brimming with the type of goodies that command big-buck premiums from the more established brands.

4

Common to both variants are off-road-focussed goodies like front and rear mechanical diff locks, a low-range transfer case, independent double wishbone coil-sprung front and multi-link live axle rear suspension, plus a selection of All-Terrain drive modes.

Inside, occupants are greeted by leather seat trim (fake in the Lux and genuine Nappa in the Vanta), a big 14.6-inch infotainment screen running the latest GWM Coffee OS software, the obligatory gamut of smartphone-mirroring options, dual-zone climate, and power-adjustable heated front seats. A full complement of GWM’s safety technologies is on board across both variants.

The flagship Vanta makes a big play for being considered in the ‘premium’ space. It’s the model available to me at launch and it immediately impresses with a cabin that is unashamedly luxurious. The creamy Nappa leather seats, heated and cooled up front, and with massage function, look a million bucks. If that’s too garish for some buyers’ tastes, a more austere black interior is available.

4

Adding to the primo vibe are a heated steering wheel, heated and ventilated second-row seats, a panoramic sunroof and power-folding third row seats. It’s a shame, then, that the Tank’s massive tailgate is manually operated, especially with that full-size spare wheel and tyre hanging off the back. You can’t have everything, I suppose.

The second row continues the theme with plenty of space and a lightness not always guaranteed in the segment. Visibility is good and the manual side window sunshades are useful, especially for those with kids on board.

Access to the third row is awkward for adults, and once ensconced it does feel a little cramped. Best saved for occasional use by grown-ups. It’s fine for smaller children, though.

4

Lifting the tailgate reveals a paltry 98L of luggage-lugging ability, pretty much ruling out long-weekend road trips with a full complement of passengers on board. Things improve with the third row folded away, GWM quoting 795 litres, while stowing the second-row seats opens up an expansive 1459 litres.

Plush cabins are nice and all, but where the Tank battle will be won or lost is under the bonnet. And straight off the bat, from the very first press of the starter button, the news is good.

GWM’s new 3.0-litre donk brings a refinement not usually associated with big oilers. Forget that telltale diesel clatter. There isn’t any. Instead, an easy thrum permeates into the acoustically deadened cabin.

3

That’s only enhanced once on the move, the Tank settling into an easy lope, the diesel unit barely raising a sweat as it ticks over at around 1500rpm at motorway speeds.

That’s right in the torque sweet spot too, which peaks between 1400-2400rpm, making overtakes on the freeway a breeze.

The nine-speed automatic plays along nicely, with unobtrusive shifts and a knack for knowing when to kick down in the hunt for more pulling power.

That’ll help when it comes time to haul a big ’van or boat, GWM claiming a braked towing capacity of 3500kg, an improvement of 500kg over the older model. Towing goodies include a dedicated drive mode and an integrated trailer brake controller.

3

GWM has made much of its local tuning, which brings more than just composed road manners. Ex-GM-H gun Rob Trubiani has painstakingly wrought improvements to the suspension, steering, towing and even safety tech to better suit Australian conditions. And his work is a triumph of engineering, with the Tank 500 displaying a refinement on the road that the segment isn’t always known for. The safety systems are nicely calibrated too, with no overly eager interruptions or warnings. Other brands should take note.

A huge part of the Tank 500’s main selling points is its off-road ability. The GWM’s mechanical package proves its worth out in the wild, the 500 an easy and capable off-roader.

Mechanical diff-locks, high- and low-range 4WD modes, hill-descent control – it all combines to ensure the Tank 500 is capable of much more than just cruising some rutted fire trails.

4

And it is, GWM’s launch program taking in stretches of rocky climbs showcasing the Tank’s articulation, plus wheel-deep muddy trails and the kinds of tracks the more adventurous among us like to tackle on weekends. None proved an obstacle to the 500’s off-road capabilities, which handled the various conditions confidently and easily.

Key off-road numbers to consider include a wading depth of 800mm, an approach angle of 28.5 degrees, breakover at 22 degrees and departure angle of 25 degrees. Ground clearance sits at 220mm.

A big unit like the Tank 500 needs a big fuel tank. GWM delivers with the standard 78-litre unit augmented by a 53-litre secondary tank for a total of 131 litres. The Lux grade is fitted only with the standard 78L tank.

5

GWM claims the Tank 500 will sip through diesel at the rate of 7.1L/100km. My brief launch drive, taking in plenty of rough-and-tumble, low-range rock crawling, blew out the fuel number to the high 12s. But a reset for the long bomb back to Melbourne and suburbia ended with a respectable 7.8L/100km.

There’s an awful lot to like about the GWM Tank 500 3.0TD. Localised tuning with effortless grunt and meaningful off-road capability is just one part of the equation. Sharp pricing, in some cases $20k-$30k less than similarly-specced rivals, is another.

To make meaningful inroads into the Everest, Prado, MU-X triumvirate is a big ask, but with this muscled-up Tank 500, GWM finally has the big-diesel weaponry to lay down a serious challenge.

Specs: GWM Tank 500 3.0TD Vanta