2025 GWM Tank 300 diesel review

The Suzuki Jimny is too small for some, and the Jeep Wrangler is too expensive for many. Whether it's by design or chance, the GWM Tank 300 is in something of a sweet spot.

And now, it's even more appealing.

As Australian new car makers and buyers stare into the current reality – and increasingly stringent future – of emissions targets and penalties, us motoring journalists have been like lizards drinking on hybrids, EVs, and plug-in hybrids. V8s and turbo diesels are something of a rarity to find at a new model launch, but it's not something that's completely dead (yet).

GWM – a brand that has a finger in every kind of powertrain tech pie for the Australian market – is going against the grain somewhat and has introduced turbocharged diesel power to its boxy, Wrangler-esque Tank 300.

Along with petrol, hybrid, plug-in hybrid and EV options available across GWM's model lines, a relatively new 2.4-litre four-cylinder engine that we first saw on the up-sized Cannon Alpha ute has been adopted for the box-chic four-wheel-drive wagon.

This new diesel donk turned up for the regular-sized Cannon ute as well, delivering decent outputs of 135kW and 480Nm to the nine-speed automatic transmission behind it.

For the Tank 300, this engine joins the turbocharged 2.0-litre four-cylinder petrol engine (162kW/380Nm), a vehicle that we got to know quite well over a long-term review last year.

There's also a high-output hybrid Tank 300, which uses the same petrol engine but combines it with an electric motor and small battery for combined outputs of 255kW and 648Nm.

Well, let's ask the questions. Is the Tank 300 diesel the pick of the range? Are there any disadvantages here, and who might this one suit a little more nicely?

In terms of pricing, the Tank 300 diesel matches turbo petrol models variants, with a starting price of $46,990 drive-away for the entry-level Tank 300 Lux variant.

Stepping up into Tank 300 Ultra gets you a fair bit of extra gear, and an asking price that goes up to $50,990 drive-away in regular pricing, but GWM has sharpened the pencil on specific variants of the Tank 300 for the time being.

The heavier and more powerful Hybrid is still the most expensive of the lot, which has a $60,990 drive-away price before offers are applied, and a current $5000 discount offer (valid to the end of March 2025).

Like we have implied though, there is a range of offers currently running on the GWM website. So if you're keen they are definitely worth checking out.

In terms of equipment, the diesel Tank 300 Ultra follows the other variants with a higher set of standard kit overall. And for the money spent, there is plenty of it.

This includes heated and vented front seats with nappa leather accents, a heated steering wheel and memory for the driver. There's also driver's seat massaging, wireless phone charging and interior ambient lighting.

Along with the different engine, we do get a few other important mechanical changes for the Tank 300 diesel. Firstly, the towing capacity has been increased from 2500kg in petrol models to 3000kg for the Tank 300 diesel.

The payload has also been increased, from a paltry 397kg in the Tank 300 Ultra petrol to a decent 600kg. It's not a huge figure, granted. But it's also not far off what you get with the Toyota LandCruiser 300 Series GR Sport (650kg).

This is facilitated by beefed-up front knuckles and a redesigned rear differential, as well as upgraded brakes and a heavier-duty tailshaft.

However, an increased gross combination mass of 5580kg in this Tank 300 diesel needs to be taken into account here. Even though it's increased, I wouldn't be slapping a three-tonne caravan onto the back any time soon.

Doing so, and accounting for an approximate 10 per cent ball weight (300kg), would leave you with around zero payload. That being said, the diesel Tank 300 is better for towing. But my point is: just because it says 3000kg towing capacity, doesn't mean it can straight-up tow that much realistically in the real world.

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Along with having the largest payload and towing capacity, the bump in front and rear axle load capacities also puts the diesel Tank 300 in better stead. The rear axle load capacity is 1515kg, while the front is 1365kg. This is good news for those who want to do some long-distance touring – along with the near 1000km claimed driving range – or partake in some modifications.

However, this increase in vehicle utility does come at the cost of ride quality. Whereas the petrol-powered Tank 300 enjoys a noticeably soft and cosseting ride quality – which works well for absorbing bumps and potholes – this Tank 300 feels noticeably stiffer.

It's not just heavier springs at the rear either for the increase in payload. The front is much stiffer and yields a bit of discomfort (especially when compared to the petrol variant) around town. On the highway, it's less of an issue.

Performance is good for the application, feeling neither under or over-powered. It's a decently refined driving experience as well, not feeling too rattly or noisy under operation. More noise was generated by the boxy body shape on the highway as it tried to cut through the wind.

Another complaint for this diesel-powered model would be the throttle tuning. It can be laggy at times on take-off, waiting a few moments for boost to build up before taking off. But at other times, throttle response swings in the other direction with hair-trigger responsiveness that's tricky to manage. The amount of pedal travel is minimal, and you'll sometimes find it challenging to accelerate smoothly without a big surge forward.

This is particularly noticeable off-road, where low range exacerbates the problem further. Going into the 'Expert' driving mode and dulling off throttle response helps, but not massively. We also noticed that the vehicle will hold onto ratios for a conspicuously long time in low range, revving unpleasantly near redline and beyond the 3600rpm peak power point for too long.

Otherwise, off-road driving impressions are limited with the Australian launch drive only including some fairly benign off-road tracks. And it's a shame, because I know that the Tank 300 is a capable rig. It's not just the locking differentials of the Ultra variants either. A Panhard rod live rear axle works well for stability, and the vehicle feels relatively low, wide and planted.

However, we weren't able to put this all to the test this time around, and we couldn't really assess how the recalibrated suspension set-up and new powertrain performed under decent duress. But as we organise more time with the diesel-powered Tank 300 in the future, we'll investigate this further.

On the outside, the diesel-powered Tank 300 is imperceptibly different from other variants, save for the '2.4T' badge on the rump. It's the same look, which is undeniably Jeep Wrangler-inspired. It's boxy and slab-sided, and with similar levels of packaging and space as the original American fare.

Up front, the Tank 300 is comfortable and well laid out. The seats offer good levels of comfort and support, and match well to the tilt-and-reach adjustment through the steering column. Infotainment is good in terms of the screen and level of features, although some things are a little buried away.

It's also worth noting that the active driving assistance features in the Tank 300 – including lane-keep assistance and driver monitoring – have been improved in their performance. They seem to work with the driver these days, instead of against them.

In the second row, there is a decent but not huge amount of space on offer. For reference, I'd compare it to a smaller mid-sized SUV. There's enough room to carry adults alongside kids' seats (I've had three plugged into a car previously). Although, I reckon five large adults would be pushing the relationship a little.

Overall, sticking diesel power into a Tank 300 does feel like a smart move and low-hanging fruit for GWM. This is an area still dominated by diesel power, even though we're barrelling head-long in the efficiency-focused NVES era in Australia.

It's a refreshing new option on the Australian automotive scene as well, in a world where everything seems to be part-time or full-time electric.

The increased payload, driving range and towing capability of this vehicle, along with the torque and familiarity of a diesel donk, will no doubt appeal to many Australian drivers. However, it does come at the expense of the ride quality and comfort around town, and the calibration of the throttle and transmission.

Sam Purcell has been writing about cars, four-wheel driving and camping since 2013, and obsessed with anything that goes brum-brum longer than he can remember. Sam joined the team at CarAdvice/Drive as the off-road Editor in 2018, after cutting his teeth at Unsealed 4X4 and Pat Callinan’s 4X4 Adventures. Off-road writer of the Year, Winner - Sam Purcell

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