GWM Cannon Ultra 2026 Review

This is what matters most. And, realistically, the main reason why buyers are going to be tempted away from the likes of the Ford Ranger, Toyota HiLux and Isuzu D-MAX.

While the 2026 GWM Cannon Ultra tested here is a mid-to-low-spec variant, with lots of fruit the abovementioned rivals miss out on, it isn’t priced as such. In fact, you can get into the Ultra and its new 2.4-litre four-cylinder turbo-diesel engine with four-wheel drive for $44,490 (all prices driveaway).

This is impressive, although that is an increase of $1000 compared to when the revamped range launched in early 2025.

The range has been revised down to four 2.4-litre diesel options and an entry-level 2.0-litre four-cylinder turbo-diesel Premium available for $39,490. However, it’s the increased-displacement oilers that are of note, with the Lux starting at $41,490 before progressing through to the $46,490 Vanta and range-topping $50,990 XSR.

Again, considering all Cannon prices are drive away, you’re paying at least $10-$15k less than the big hitters from Ford and Toyota. The cheaper 4x2 variants have been axed and ‘Ute’ has been dropped from the nomenclature. A Lux cab-chassis is available for $42,990.

A low price doesn’t mean no gear; the 2026 GWM Cannon Ultra spruiks an extensive list of standard kit.

It also appears with less ‘bling’ as some of the chrome has been removed up front, while a redesigned face, bonnet and tailgate create a more cohesive aesthetic. Although, the era of big badges is certainly upon us, with an oversized logo featuring within the grille and ‘GWM’ imprinted at the rear.

Externally, the Ultra runs 18-inch alloy wheels and gains a chrome sports bar for the tub. Elsewhere, the plastic guards are colour-coded and keyless entry with push-button start is part of the deal. Auto LED headlights, with LED daytime running lights and tail-lights, feature, as do side steps, roof rails and a shark-fin antenna.

Inside, the Cannon Ultra gains niceties like leather-accented upholstery and GWM’s new multi-function steering wheel covered in faux leather with heating. The front seats are powered (six-way driver and four-way passenger) and gain heating/ventilation. The climate control is single zone, but there’s a sunroof, which is rare for a dual cab.

Premium paint is $595 (including the Sapphire Blue of our test car), while there’s also a host of accessories to choose from with everything from bull bars, tow bars and hard tray lids on offer.

GWM’s seven-year/unlimited-kilometre warranty applies with five years of roadside assistance, while the 2.4-litre’s five-year capped-price servicing plan (12 months/15,000km) is competitive at $2530 (or $1330 for three years), for an average of $506 per annum.

No new testing has been conducted, so the 2026 GWM Cannon Ultra runs with the five-star ANCAP safety rating that was achieved back in 2021. It has seven airbags (including a front centre airbag), dual ISOFIX points and a pair of top-tether anchorages.

Active tech is abundant and highlighted by autonomous emergency braking (AEB) with cyclist and pedestrian detection, junction assist, adaptive cruise control with traffic jam assist, lane departure warning with lane keeping, blind-spot monitoring and rear cross-traffic alert.

Aiding parking are sensors, a reversing camera and a 360-degree monitor with a see-through view.

And yes, the Cannon Ultra is fitted with the much-maligned fatigue/distraction warning system as well as road sign recognition. This means it will bing and bong at you for taking your eyes off the road or surpassing the speed limit it detects – which often registers incorrectly.

Luckily, they can be permanently disabled… pause for cheers...but the active lane keeping requires further calibration as it proves to be overly intrusive.

As is the dual-cab norm these days, the 2026 GWM Cannon Ultra doesn’t skimp on tech.

It’s a screen-fest inside, with a 12.3-inch touchscreen display handling the infotainment, while a 7.0-inch unit houses the instrument cluster. The former will require a bit of time wrap your head around and it isn’t the slickest screen on the market, while the latter displays everything you need logically.

Yep, it’s got wireless Apple CarPlay and Android Auto, while a wireless charge pad keeps your smartphone alive. Other features include Bluetooth, USB ports (A and C), DAB+ digital radio, six-speaker audio and the Cannon accepts voice commands.

There’s no native sat-nav to the chagrin of some prospective buyers, but there is a dedicated USB port near the rear-view mirror for a dashcam.

This is the main talking point of the revised 2026 GWM Cannon Ultra. In one fell swoop the Chinese ute’s main Achilles heel has become somewhat of a boon.

Okay, it’s not as strong as the V6 units offered in higher-priced rivals, but the 2.4-litre four-cylinder turbo-diesel engine harnesses 135kW at 3600rpm and 480Nm from 1500-2500rpm. That’s a respectable bump in performance of 15kW/80Nm on the 2.0-litre unit and brings it in line with key competitors, especially on the torque front.

As a result, the on-road performance is a marked improvement with sufficient urge unladen which, let’s be honest, is how most dual cabs operate, though previous testing proves it isn’t out of sorts when carrying a load. However, tip-in throttle turbo lag remains an issue, making consistent and smooth take offs a bit of a chore.

Mechanical boxes are ticked via the BorgWarner permanent 4x4 system with a locking rear differential, while the XSR upgrades to a part-time arrangement with an additional front locker. The transmission also gains a ratio with a new, GWM-developed nine-speed automatic gearbox, although it can return some harsh shifts at times.

Another bonus for the 2.4-litre unit is that it remains refined, with surprisingly low levels of the typical acoustics associated with commercial-grade turbo-diesel engines.

On paper, the 2026 GWM Cannon Ultra’s increased displacement results in a thirstier claimed consumption figure of 8.4L/100km. That’s 0.8L/100km more than the 2.0-litre engine.

We couldn’t match that figure on test, with the weekly average coming to 9.6L/100km. However, that’s in line with a bunch of its rivals in the real world and does include some off-road driving, while the 78-litre tank provides a decent range.

A more powerful and efficient plug-in drivetrain is on its way, too.

The 2026 GWM Cannon Ultra follows the segment rulebook with a ladder-frame chassis, including locally tuned double-wishbone front suspension and leaf springs with a live rear axle at the back.

Yet, it’s now more refined and pleasant behind the wheel. On tarmac and unladen, the Cannon drives well for a 2230kg dual cab with few major complaints and a confidence-inspiring nature. The ride quality is on the firmer side, though there is some telltale scuttle shake and jiggles over short, sharp imperfections.

Fussiness aside, GWM has done a decent job of the handling package. This can only improve in the future with the addition of ex-Holden engineer, Rob Trubiani, at the helm of dynamic development.

The steering is relatively quick, if lacking in feel, while the wide 13.1m turning circle remains. It makes CBD driving a bit of a chore, especially in tight car parks, while the lightest steering mode is the best. The Cannon also gains ventilated disc brakes all-round – which isn’t something some more fancied dual cabs can claim.

One thing that makes driving more difficult than it should be are the indicators stalks. You end up flashing left and right in a desperate panic to get them to cancel and, ultimately, they become tiring. We even saw this in evidence when following a random Cannon driver in traffic, both giggling at and empathising with them in equal measures.

Crucially, the 2026 GWM Cannon Ultra now offers a braked 3500kg towing capacity to meet the class expectation and the payload comes in at 995kg. Although, at full towing capacity, that figure drops to 470kg.

The other key numbers are a Gross Vehicle Mass (GVM) of 3225kg, a Gross Combined Mass (GCM) of 6200kg and a max downball weight of 350kg. Unbraked towing capacity is 750kg.

The tray can’t hold a full Aussie pallet between its arches, there isn’t any lighting or power outlets and there are only a measly four tie-down points. Yet, the Cannon does get a spray-on tub liner, a strut-supported pop-out step and the tailgate is lockable.

With the Cannon’s launch in 2025, we chucked a 650kg ballast in the tray with positive results. It certainly performed better than the previous tests with the 2.0-litre engine, with overall performance not taking too much of a hit.

GWM is serious about going off-road, a point proved by the confirmation of its return to Dakar.

No, the 2026 GWM Cannon Ultra isn’t about to head to the desert, especially with highway-spec tyres. However, with the inclusion of its 4x4 drivetrain and rear differential lock, it can get further off the beaten track than you might think.

If you’re after a more extreme experience, you’ll need 4L (which can be tricky to engage) and the rear locker as the standard 4H setup can be caught out – the traction control even allowing the HT-spec tyres to spin. The are off-road drive modes to flick through, too.

Even the ground clearance of 232mm is appreciably high for a dual cab (exceeding that of the rugged XSR), with approach and departure angles of 27 and 25 degrees respectively. The wading depth is on the shallow side at 500mm, especially as the Ultra doesn’t come with a snorkel.

There’s also a full-size spare if you get stuck with a puncture in the middle of nowhere.

According to the company’s marketing bumf, the 2026 GWM Cannon Ultra’s cabin design is ‘European designed’. We don’t think that’s stretching the truth as much as you’d think, a notion backed up with the overhaul conducted with the last update.

The ambient lighting within the dashboard graphic is a bit naff, yet the general build quality is good and there are some premium materials used. Maybe the fake woodgrain won’t be to everyone’s taste, though.

In terms of storage, the central bin is accommodating, there are cup holders, bottle holders in the door cards and enough places to store bits and bobs. There’s even a sunglasses holder, which is becoming an extinct feature, and the rear-view mirror is auto dimming.

It’s frustrating that most interior adjustments are confined to the touchscreen, as making changes while using smartphone mirroring is a particular pain, so it’s refreshing to see dedicated buttons for the climate control. The various four-wheel drive switches are also placed around the oddly shaped gear selector and drive-mode dial.

Rear-seat head and legroom are accommodating, although the backrest isn’t as reclined as some. It does flip forward in a 60/40-split fashion, but like the front pews, the seat comfort and cushioning are decent, not exceptional. There are air vents, map pockets, USB ports and a central arm rest (but without cupholders) in the back.

At this end of the dual-cab price pool, the 2026 GWM Cannon Ultra swims in the centre lanes as one of the genuine contenders. The Chinese marque is on the rise, and this is one of many prime examples.

No, it isn’t going to pull out a surprise win over utes from more fancied brands, but the value equation is strong here. However, the prospect of buying a well-kitted Cannon at a price an entry-level Ranger couldn’t match isn’t the only drawcard here.

There are some gripes and concessions, but overall, the GWM Cannon Ultra is an honest product with increased performance and capability.

2026 GWM Cannon Ultra at a glance:
Price:?$44,490 (drive away)
Available:?Now
Powertrain:?2.4-litre four-cylinder turbo-diesel
Output:?135kW/480Nm
Transmission:?Nine-speed automatic
Fuel:?8.4L/100km (ADR combined)
CO2:?221g/km (ADR combined)
Safety rating:?Five-star (ANCAP 2021)

Join the conversation at our Facebook page
Or email us at editor@carsales.com.au