2026 GWM Tank 500 PHEV review: Off-road test

The runaway success of the BYD Shark 6 ute has shown that four-wheel-drive customers are open to plug-in hybrid technology, if it offers the right specs at a sharp price.

GWM’s entrant is the Cannon Alpha PHEV – which differs in offering mechanical 4x4 capability and differential locks – and in its first four months on the market, it has outsold the diesel version by more than two-to-one.

It’s only logical, then, that the same Hi4-T plug-in technology is fitted to the Cannon Alpha’s SUV sibling, the Tank 500, which until now has been available exclusively with a plug-less hybrid system that hasn’t set the sales charts alight.

The new plug-in hybrid version is $6000 dearer than its regular sibling, but it comes with a bigger compromise: it is only a five-seater, with no more third row.

Is it a price worth paying for the potential of a better car to drive? Drive has been given a first, primarily off-road, taste of the Tank 500 PHEV at the former Holden proving ground in Victoria to find out, ahead of a more comprehensive test at a later date.

The plug-in hybrid GWM Tank 500 is available solely in flagship Ultra guise, priced from $79,990 drive-away – or, for an undisclosed “limited time”, $77,990 drive-away as part of an “early-bird” offer.

It costs $6000 more than an equivalent plug-less Ultra Hybrid ($73,990 drive-away), and $14,400 dearer than the entry-level Lux Hybrid (currently $65,490 drive-away).

There are no other plug-in hybrid 4x4s on sale in its price range until the imminent arrival of the B5 and B8 from BYD’s Denza prestige brand.

Diesel alternatives include the Toyota Prado (about $78,500 drive-away in NSW for the base GX) and smaller Ford Everest (about $76,000 drive-away in NSW for the mid-grade Trend bi-turbo).

Standard features in the Ultra PHEV include a 14.6-inch touchscreen with wireless Apple CarPlay and Android Auto, 12.3-inch instrument display, LED headlights, 18-inch alloy wheels, nappa leather upholstery, heated, ventilated and massaging front seats with power adjustment, heated and ventilated rear seats, and tri-zone climate control.

It also offers power-retracting side steps, rain-sensing wipers, wireless phone charging, power steering column adjustment, a panoramic sunroof, 12-speaker Infinity audio, keyless entry and start, and 64-colour ambient interior lighting.

Front and rear differential locks are on hand for off-road work, plus a locking centre differential through the low-range transfer case and selectable four-wheel-drive system, a series of off-road modes, and ‘tank turn’ assist that holds the brakes on the inside rear wheel when off-road to narrow the turning circle.

The Tank 500 is closer to a Prado and 300 Series LandCruiser than a Ford Everest or Isuzu MU-X in dimensions, stretching to 5078mm long, 1934mm wide, 1905mm tall and 2850mm in wheelbase, the lattermost figure matching the Toyotas.

The Prado comparisons are especially relevant, because customers who dismissed that vehicle upon opening the boot will shudder at the shortcomings of the Tank 500 PHEV.

For one, it’s only a five-seater. Opening the side-hinged tailgate (which opens to the right) reveals why: much like a new Prado’s 48-volt system, the PHEV battery below has increased the height of the floor by a few centimetres.

It’s something we imagine would be even worse were GWM head office to package a third row of seats into the vehicle.

It combines with a tall load lip that makes the PHEV’s cargo area feel small for a 4x4 of this size, even if the 640L rated capacity (vs 795L in the plug-less hybrid) doesn’t suggest it, and it’s not the easiest to lift heavy suitcases and gear into the boot.

There are a few storage slots on the inside of the tailgate, as well as some bag hooks. The Tank 500 PHEV offers vehicle-to-load technology for powering electrical devices from the car’s battery, but it can only be done from the external charging port, so it cannot be used while driving.

Unlike the Cannon Alpha PHEV ute, there is space under the rear of the vehicle for a spare wheel, even with the battery in place.

The rest of the Tank 500 PHEV’s cabin is largely unchanged from the regular hybrid.

It’s more lavishly appointed than a Prado at this price point, with soft leather-like materials trim the door panels, armrests and dashboard, faux woodgrain highlights buyers will love or hate, and plush leather-look seat upholstery with quilting.

The front seats are reasonably comfortable, and eight-way power adjustment on the driver’s side allows enough under-thigh support for longer-legged humans, plus four-way lumbar and six-way power front passenger seat adjustment.

GWM has kept plenty of buttons around the cabin for four-wheel-drive modes, heated and ventilated seats, fan speed, and other functions – but air temperature runs through the touchscreen, and the shortcuts for it are not visible when Apple CarPlay or Android Auto are active.

There is also no volume dial; it’s instead adjusted through the screen or on the steering wheel.

Amenities include heated and ventilated front seats, keyless entry and start, tri-zone control, multi-colour ambient lighting, and a wireless phone charger, joined by plenty of storage space in the doors, under the centre armrest, and even low down beside the driver’s left thigh.

Space in the rear is excellent, with loads of leg room, even for tall occupants – plus ample, if not outstanding head room and toe room.

The middle seat folds down to reveal the usual pair of cupholders, plus some storage space, and a limo-like touchscreen allowing control of the rear temperature and fan speed, the heated, ventilated and (unique to the PHEV) massaging outboard seats, the audio playing through the car, and even the sunroof shade.

Passengers can lean down to the usual panel behind the front centre console to adjust the air conditioning and seat climate, as well as the 12-volt socket, one USB-C, one USB-A port – joining the same connections up front. The door pockets can fit bottles.

Standard in the PHEV is the same 14.6-inch infotainment touchscreen as the regular Ultra Hybrid, wireless and wired Apple CarPlay and Android Auto, AM/FM/DAB+ digital radio, Bluetooth and satellite navigation.

The software is not the newest in the GWM range, but once you’ve spent some time digging through its myriad menus, it is reasonably easy to use, and responsive enough for most functions. Most of the icons are large and easy to press while driving.

Many of the car’s functions – from some of the more complex off-road modes, to air temperature and the passenger’s audio volume control – run through the display.

We didn’t test any of the smartphone mirroring features in our short time with the car, but we’ve had positive experiences with wireless Apple CarPlay and Android Auto in earlier reviews of GWM vehicles.

Ahead of the driver is a 12.3-inch digital instrument cluster that’s clear and not too hard to navigate once you’re used to the car, but it’s not particularly customisable, and there is a lot of empty space between its various metrics and readouts.

Support for a GWM phone app is included, offering remote control of windows and locks, cabin pre-heating or cooling from outside the car, vehicle tracking, and a ‘geo fence’ function that alerts the owner if the Tank 500 is driven a certain distance away from a given location.

The GWM Tank 500 plug-in hybrid ticks all the boxes expected for advanced safety features in a new car, from highway driving tech to a 360-degree camera with ‘clear chassis’ view.

The short distance and off-road focus of our PHEV preview drive means it was near impossible to gauge if there have been improvements in the mixed, often-overzealous operation of these features on public roads.

One attribute we did notice were the parking sensors, which went off almost non-stop as we traversed moguls and various off-road obstacles. They are relatively easy to silence via the touchscreen or centre console, but quickly switch back on.

The GWM Tank 500 plug-in hybrid claims fuel consumption in mixed driving of just 2.1 litres per 100 kilometres, according to lab testing that heavily favours electric driving, rather than being representative of fuel use with a flat battery.

The 37.1kWh battery pack is claimed to deliver 120km of electric-only driving range, and 950km in hybrid mode, all according to NEDC lab testing, which is known for being more lenient than the WLTP standard used by other PHEVs.

It was difficult to gauge fuel consumption on our short drive, given it was almost exclusively off-road. We will test the efficiency of the Tank 500 PHEV in the real world in the coming months.

DC fast charging at up to 50kW enables a claimed 30 to 80 per cent recharge in 24 minutes, while AC charging – at an unspecified peak power – is said to enable a full charge in six hours and 30 minutes.

There is, naturally, a lot in common between the GWM Tank 500 and Cannon Alpha plug-in hybrids, chief amongst them the PHEV system.

Badged Hi4-T, it squeezes a 120kW/400Nm electric motor between the 180kW/380Nm 2.0-litre turbo-petrol engine and nine-speed automatic transmission, allowing it to retain a mechanical four-wheel-drive system with locking differentials and a low-range transfer case.

It can drive its wheels on petrol or electricity – or both – but regardless of the propulsion type in use, power is sent through the gearbox and 4x4 drivetrain akin to a conventional petrol or diesel four-wheel-drive.

In contrast, the BYD Shark 6 and Denza B5 use electric four-wheel drive – with one electric motor on each axle – and while the 1.5-litre petrol engine can spin the front wheels directly if required, it cannot do the same for the rear axle, and there is no low-range or locking differentials.

The Tank 500 PHEV’s power sources combine for 300kW and 750Nm – a lot of grunt for a family car, though dampened somewhat by the car’s immense 2.8-tonne unladen mass, which swelled close to three tonnes as we tested it with two people on board.

Zero to 100km/h takes a claimed 6.9 seconds, not far off where hot hatchbacks were 15 years ago.

Smooth and quiet electric driving is possible when driving sedately, but heavier throttle inputs see it run out of electric oomph – and require a moment of patience as the car starts the engine, revs it up, picks the right gear, and goes.

There is an unusual hesitation when taking off from a standstill in any mode – locked in electric, EV Priority, or hybrid – which is most noticeable in slow-speed off-road driving. It feels to us like a software quirk, rather than a problem with the smooth-shifting nine-speed automatic gearbox.

With 2.8 tonnes of mass to control before passengers climb on board, the Tank 500 PHEV’s suspension – independent front and live-axle rear, with coil springs at all four wheels – is quite firm.

Potholes on the brief bitumen section of our drive, as well as ruts and dips off-road, were met with a stiff reaction, even more so than the already busy ride of plug-less hybrid Tank 500s. The suspension is more at home at higher speeds, where there appears to be some softness dialled into it, but a much longer test is needed to come to a concrete conclusion on the ride on the road.

In its normal setting, the steering has some weight to it, but not overly so – Light and Sport settings are also available – while the brake pedal isn’t too grabby for off-road use, backed by regenerative braking from the electric motor.

In low-range 4x4 – locking the centre diff, as well as those at the front and rear – a drive around a reasonably tricky off-road course at the former Holden proving ground barely troubled the Tank 500 PHEV.

There’s plenty of articulation on offer not to constantly lift wheels, nor did it scrape its undercarriage, and while it can’t hide its size and weight over ruts and through tight trails, those qualities lend it a sense of stability across tricky terrain.

We found ourselves needing to pull it out of low-range to challenge it. There are Snow, Sand, Rock and Mud modes for loose surfaces, alongside on-road Eco, Normal and Sport settings, plus an Expert mode that allows for greater customisation of the 4WD mode (2WD high, 4WD high or 4WD low-range), powertrain response, and traction-control behaviour.

The off-road modes aren’t just for show – a hill the Tank 500 failed to climb in 4WD high-range and Normal mode with unlocked diffs was tackled with only mild difficulty in Rock, the car’s systems biting at spinning wheels to shift power around.

Off-road cruise control is on offer to manage speed on the way up steep hills, not just down them.

The GWM Tank 500 PHEV is rated to tow 750kg unbraked and 3000kg braked, identical to the plug-less hybrid, but down on the segment benchmark of 3500kg, as offered by the related Cannon Alpha PHEV ute.

The fitment of the battery pack and other plug-in components make the PHEV 215kg heavier than the regular hybrid, but only 35kg has been added to the gross vehicle mass (GVM) – another reason the third row has been deleted.

It leaves the PHEV with a 610kg payload, based on the quoted kerb weight, down from 790kg in the plug-less hybrid.

On paper, deleting the third row seems unnecessary, given 610kg is enough for five 87kg adults, two 60kg kids, and some luggage.

However, elect to tow 3000kg and you’ll need to factor in the circa-300kg down-weight on the towball, cutting your payload to 300kg, before anyone climbs on board. At that point, you will struggle to fill all five seats.

GWM has not published a gross combination mass for the PHEV, but it is unlikely to stray too far from the regular hybrid’s 6705kg, which outstrips its 3395kg GVM and 3000kg braked tow rating combined.

The GWM Tank 500 plug-in hybrid offers more power and EV-only driving capability than the regular hybrid – with the same cabin space, luxury, and front-row features – for a not-unreasonable $6000 upcharge.

However, it asks buyers to sacrifice the third row of seats, and ultimate practicality in the boot, mixed with ride comfort and throttle calibration that aren’t as good as they could be, and a reduced payload.

If you don’t need seven seats, the Tank 500 plug-in hybrid is worth taking for a test drive.

Alex Misoyannis has been writing about cars since 2017, when he started his own website, Redline. He contributed for Drive in 2018, before joining CarAdvice in 2019, becoming a regular contributing journalist within the news team in 2020. Cars have played a central role throughout Alex’s life, from flicking through car magazines at a young age, to growing up around performance vehicles in a car-loving family. Highly Commended - Young Writer of the Year 2024 (Under 30) Rising Star Journalist, 2024 Winner Scoop of The Year - 2024 Winner

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