GWM Ora GT 2024 Review

When the GWM Ora first arrived in early 2023, the starting price was $43,990 plus on-road costs, which was about as cheap as any EV got at the time.

But a series of price reductions has very much sealed that title.

With a drive-away price that now starts at $35,990 drive-away, the 2024 GWM Ora Standard Range is comfortably Australia’s most affordable EV. It gets a range of 310km from a 48kWh battery, but for longer legs, the Extended Range is on offer with a 63kWh battery and up to 420km of range for $40,990 drive-away.

For the same performance with extra kit the Ultra costs $43,990 drive-away, but what we’re looking at here is the range-topping GT, which adds even more toys into the deal for this small hatchback at $46,990 drive-away.

In the GT’s case, that represents a reduction of $5000 compared with the introduction price.

For that investment, the 2024 GWM Ora GT offers a decent list of standard equipment primarily of a technology persuasion.

The GT aligns very closely with the Ultra in standard specification, including a powered boot lid, panoramic roof, heated steering wheel and heated and ventilated front seats, and parking assistance.

That’s in addition to the standard 10.3-inch central touch-screen, the same-sized screen for the driver’s cluster, power-adjusting mirrors and driver’s seat, 18-inch wheels, LED headlights, wireless device charging and driving modes that are included with all variants.

However, spending the extra $3000 to upgrade to the GT brings mostly cosmetic changes including different-design 18-inch alloy wheels, sports body kit, red brake callipers and a GT-branded spoiler.

Obviously, the GT’s designers took inspiration for both the variant name and the styling from Gran Turismo (grand touring) road and race cars, although the results are very much aesthetic. Its cute spoiler does not reduce lift, the lower diffuser is for show only and the painted red sections of each wheel do not correspond to the location of the tyre valve – their purpose in racing.

With a good level of standard safety systems and technology, combined with a respectable score in independent testing, the 2024 GWM Ora is a safe car in any variant.

The only exception to the standard safety equipment is with front parking sensors and automatic parking assistant, which is offered in the Ultra and GT only.

Otherwise, all safety features are standard throughout including seven airbags, a 360-degree camera, lane keeping assistant, lane change assistance, adaptive cruise control that works down to stopped traffic speeds, tyre pressure monitoring, traffic sign recognition and autonomous emergency braking (AEB).

The Ora is also equipped with a driver monitoring camera that can detect if the driver has been distracted or is becoming drowsy and issues a warning.

The Australasian New Car Assessment Program (ANCAP) awarded the Ora range its full five-star rating in 2023 (based on testing conducted in 2022), with particularly high scores for adult occupant protection and driver assistance systems.

While Apple CarPlay is offered as standard in all versions, Android Auto is a headline omission from the 2024 GWM Ora GT’s technology set.

The only other technological bugbears are that DAB digital radio is not included and keyless entry is only possible at the driver’s door.

Otherwise, the level of technology included in this little EV is impressive.

We like the large digital displays for both the driver’s instruments and central touch-screen, wireless charging is provided for compatible phones, and the layout of the twinned screens is lifted by unique, likeable graphics.

There’s also USB-A charging ports and 12-volt power in the front seats, USB-A in the rear seats and a decent six-speaker sound system.

A few climate and comfort features are accessed by funky little toggle switches below the central touch-screen but most are in the climate screen, which is a little fiddly.

Also, this screen cannot be accessed when Apple CarPlay is activated, which means you better be a comfortable temperature before plugging in that phone.

Functionality of all systems and technology is largely intuitive and straightforward and the radio occasionally dropping out and needing a reboot was the only gremlin. Our only other gripe would be that not every single function needs an accompanying acknowledgment sound.

For example, it should be obvious that the stereo volume button is working because the music is getting louder or quieter – a beep with each increment is unnecessary at best and annoying at worst.

Finally, as a native navigation system is not included, users with Android phones have no other legal option other than to install a phone holder and use their phone’s screen and navigation app to find their way around.

It’s a shame because it spoils the otherwise foot-forward tech persona of the Ora range.

Regardless of which 2024 GWM Ora you go for, each is powered by a single electric motor under the bonnet for front-wheel drive.

Power outputs are also identical across the board with 126kW and 420Nm for each.

The only key drive system difference is the entry-level Standard Range gets a 48kWh battery with lithium iron phosphate (LFP) chemistry, while the three higher-spec versions have a 63kWh ternary lithium battery with nickel manganese cobalt (NMC) chemistry.

With only 40kg difference between the more affordable and most expensive Ora EVs (1540kg vs 1580kg), performance is identical apart from the GT which does the 0-100km/h dash in 8.5 seconds – one tenth slower than the others.

This may concern buyers who think they are getting the performance hero in the GT flagship.

It’s not exactly clear what accounts for the small difference in acceleration as the weight and tyre dimensions of the Ultra and GT are the same and yet the Ultra is slightly faster and has a longer range.

The manufacturer claims the 2024 GWM Ora GT can go 400km on a full charge – 20km shorter than the mid-range Ora – and that’s assessed using the WLTP method.

Charge speeds are about market rate with a 10-80 per cent top-up possible using 11kW AC home power (three-phase) in about 6.5 hours, while the same is possible using 80kW DC charging in just 50 minutes, which is respectable.

However, that’s the maximum charge rate and the Ora won’t replenish its battery any faster if it’s connected to a 150kW or higher public charger.

Generally speaking, the 2024 GWM Ora GT is an involving and fun small hatchback to punt about with sharp and responsive handling, quick steering and, while there’s a bit more body roll than expected, the softer suspension strikes a good balance of fun and decent ride quality.

Acceleration is good with almost completely absent torque-steer, and getting somewhere in a hurry in the GT is not just easy, it’s also a hoot as well.

However, both the brake and accelerator pedal would benefit from more development.

For about half of the initial throttle pedal travel, not a lot happens, giving the false impression the Ora is underpowered, which it certainly isn’t. So the frustrated driver prods the pedal into the second half of its travel and inadvertently enters warp speed.

Even when maximum performance is desired, the power management has a weird delay before full power is unleashed, which only adds to the frustration. This is the only electric car we’ve ever driven that has turbo lag.

There’s a similar lag to the regenerative braking. In most EVs, near full regen occurs almost immediately after releasing the accelerator pedal but in the Ora it takes a few moments for maximum effect.

This often required the use of the pedal to slow down, which coincided with the full regen and excessive combined braking force.

Adding to the confusion, the brake pedal is too aggressive/sensitive and regen doesn’t work at all with a full or nearly full battery.

The net result is a car that’s somewhat hard to pilot smoothly at low speeds and passengers may think you have the smoothness and consistency of an Uber driver.

For an electric vehicle, the Ora is also surprisingly noisy. With no engine sound, strange noises of gurgling coolant channels and whirring pumps permeate the cabin as if a few dollars were saved by leaving out some cabin or under-bonnet insulation.

Some of the above can be driven around and an owner would likely get used to the strange nuances, but they shouldn’t have to – as demonstrated by vehicles that have spent a little more time in development.

That aside, the Ora GT is a very efficient little EV, returning an economy figure of just 14.1kWh/100km (pretty much bang on the maker’s claim), which is thanks in part to its sophisticated drivetrain and relatively light weight.

Unlike some other Chinese brands, which get a little overexcited when it comes to the interior, the 2024 GWM Ora GT manages to strike a good balance of materials, design and ergonomics.

The driving position is less than perfect but a bit of fiddling enables something serviceable, and as it’s the GT, it gets memory function for the electrically adjustable front seats along with massage, heating and ventilation.

The simple and uncluttered cabin is generally spacious and functional with enough flair to be interesting but without going over the top like the BYD Atto 3, for example.

Fake leather upholstery isn’t particularly memorable for either good or bad reasons.

We like the interior design, which manages to be cool and sophisticated without getting carried away. Flip a sun visor and the mirror cover tab is in the shape of a feline head, which is a hint at the model’s name overseas – Good Cat, Funky Cat or Lightning Cat.

The Ora automatically switches itself on and off when it senses the key in car – much like a Tesla – which is very convenient in practice. That said, if you’re the kind of person that worries if you turned off the stove when leaving the house, there is a button to switch everything off before exiting.

While a physical button is also provided to turn the air-conditioning on and off, digging into the digital menus is required to arrive at actual temperature and zone climate controls, which we found tiresome.

While there might not be much room for stuff in the back of the Ora, there is reasonable space for people. Knee and toe room is surprisingly good, while a centre arm rest accommodates a pair of cup holders.

There’s a USB-A socket, door pockets are tiny and headroom is best described as ‘enough’ for adults, though not abundant.

At the back, there’s a tiny 228-litre boot accessed by a power tailgate, which seems a little overkill for such a tiny hatch, although the remote opening makes a little more sense.

With the rear seats folded, the maximum luggage capacity is 858L, so load lugging is not the Ora’s strong point. There’s no room under the bonnet for a storage area either.

The lack of space cannot even be blamed on a spare tyre intruding, with the dreaded can of sealant and compressor provided in the event of a puncture.

At the entry point of the 2024 GWM Ora range, the sub-$36K Standard Range is highly compelling, and while it’s not the most comprehensive EV on sale, it is the cheapest.

To a degree, the longer-range mid-pack variants are also still sharply priced, but it’s harder to justify the cost of the flagship GT.

The extra $3000 investment over the Ultra doesn’t really net you anything particularly meaningful and takes the price of the Ora GT into some dangerously competitive territory.

For example, it would be hard to take an MG4 or BYD Atto 3 for a spin and decide the GT is still the small EV for you.

That said, the Ora GT is a visually unique little machine and fun to drive, with heaps of safety features and an efficient drivetrain.

Until GWM introduces a flagship model that brings extra Grand-enhancing features or boosted Touring ability, it’s probably best to stick to one of the more affordable versions which represent better value for money.

2024 GWM Ora GT at a glance:
Price: $46,990 (drive-away)
Available: Now
Powertrain: Single permanent magnet synchronous motor
Output: 126kW/420Nm
Transmission: Single-speed reduction gear
Battery: 63kWh lithium-ion
Range: 400km (WLTP)
Energy consumption: 14kWh/100km (WLTP)
Safety rating: Five-star (ANCAP 2022)