GWM Ora Sport 2023 Review

GWM has not yet confirmed pricing for the new 2023 GWM Ora Sport and an Australian launch date is yet to be officially announced, but carsales understands it’s likely to be on sale here by late 2023 with prices starting in the mid-$50K range.

That would position the sedan version of the GWM Ora hatch, which arrives in April, below its main mid-size EV competitors – such as the Tesla Model 3 (from $63,900 plus on-road costs), Polestar 2 ($63,900), Kia EV6 ($72,590) and Hyundai IONIQ 6 ($74,000).

In China, pricing for the swoopy electric sedan starts at around $43,000 (RMB201,200) for the single-motor front-drive version, which we’re testing here. The GWM Ora hatch is now Australia’s most affordable electric car at $43,990 plus ORCs.

At 4871mm long, the GWM Ora Sport is a reasonably large vehicle. It’s longer than the Tesla Model 3 (4694mm) and almost as big as the Toyota Camry (4905mm), but not quite as lengthy as a VF Holden Commodore (4964mm).

Equipment levels for Aussie-spec versions of the 2023 GWM Ora Sport have not been locked in, but GWM is known for delivering strong value and, as such, expect the full box and dice for the Ora Sport.

That means 19-inch alloy wheels, frameless double-glazed side windows, a large domed glass roof and pop-up rear spoiler, plus LED headlights and tail-lights.

Inside, buyers can expect plush power-operated synthetic-clad leather sports seats with heating, cooling and massage functionality, dual-zone automatic climate control with a 2.5-micron filtration system, twin digital screens, wireless phone charger and soft-touch leather-like finishes on all major touch points.

There are just four exterior paint colour choices in total, including the Diamond Pink of our test vehicle plus Amethyst Purple and two conventional colours – Canyon Grey and Jade White.

Expect the Ora Sport to get the same highly competitive seven-year/unlimited kilometre warranty and eight-year battery warranty GWM offered for the Toyota Corolla-sized Ora hatchback. Capped-price servicing may also mirror the smaller EV with 12-month/15,000km intervals.

There’s no ANCAP safety rating for the slinky Chinese sedan just yet, but given the GWM Ora hatchback nabbed a five-star Euro NCAP rating (which is almost identical to the local ANCAP scoring system), the bigger Ora Sport should also offer benchmark safety.

Standard safety features include eight airbags and the car can accelerate, brake and steer by itself via adaptive cruise control (with traffic sign recognition), active lane keep assist and autonomous emergency braking with vehicle, cyclist and pedestrian detection. Blind spot monitoring and stability/traction control are also part of the deal.

GWM says its new mid-size EV has one of the most advanced sensor suites in its class, with a front (ADAS) camera along with four lower-resolution surround-view cameras, five millimetre-wave radars, 12 ultrasonic sensors plus one biometric interior camera that warns drivers if they take their eyes off the road for too long.

The first high-tech gizmo most drivers will notice in the 2023 GWM Ora Sport is very discreet. Dubbed ‘intuitive start’, it works as soon as the driver plonks down in the front seat and, as with its smaller Ora sister model, the car detects that you’re ready to rock. Just slot it into drive, mash the throttle and it’s chocks away.

It’s a pretty cool set-up and makes the whole process of hitting the road a little more seamless.

A large 12.3-inch central touch-screen has crisp visuals, is fast to respond and will have Android Auto and Apple CarPlay compatibility, while the 10.25-inch digital instrument cluster split into three sections adds a touch of sportiness.

There’s also a head-up display and wireless phone charger but only three USB-A ports – two up front and one in the back – although over-the-air updates are likely to keep the car’s infotainment and sensor suite sharp.

There are two powertrains available for the 2023 GWM Ora Sport overseas and we tested the entry-level 2WD single motor variant, comprising a permanent magnet synchronous motor generating 150kW and 340Nm.

Power is transferred to the front wheels via a single-speed reduction gear and acceleration is best described as lethargic off the line. The motor takes a while to shift the vehicle’s almost 2.2-tonne mass.

But roll-on acceleration is more prompt when flexing your right foot at 60 or 80km/h. And as with all EVs, power delivery is smooth and prompt… although it’s not quiet, with an imitation engine noise adding a little drama to proceedings.

There is also an AWD dual-motor version, which doubles power and torque to 300kW and 680Nm and delivers a claimed 0-100km/h sprint time of 4.3 seconds, which is very, very rapid – and faster than the similarly muscular Polestar 2 dual-motor’s 4.7sec claim.

GWM reckons this entry-level single-motor Ora Sport will travel up to 555km (NEDC) on a single charge from its 64kWh battery, which sounds like a stretch given we’ve tested many models with bigger/denser batteries that can’t reach that.

We would expect a real-world range of 450km based on the stricter WLTP testing protocol, which isn’t as far as base Tesla Model 3 (491km) or Polestar 2 (478km), which will soon increase to 518km with an upcoming upgrade).

There’s also an 84kWh battery pack for the AWD dual-motor Ora Sport, which is claimed to achieve 705km (NEDC) – but, again, that will probably come out of the wash at around 550km WLTP.

The vehicle does have an impressive drag co-efficient (just 0.22Cd), which basically means its sausage-like shape cuts through the air rather efficiently. But it won’t improve its range as much as a denser battery pack.

Cruising around in the 2023 GWM Ora Sport at the AARC proving ground at Anglesea in Victoria revealed a number of insights.

Firstly, the one-pedal driving system is very effective. It might be seen as a gimmick by some but it can recoup more energy that would otherwise be lost and the assertive regenerative braking system eliminates the need for braking in most situations.

Secondly, the sedan’s driving dynamics are way off the mark. Unlike the sporty little Ora hatch, which sat flat through the same corners of the ride and handling course at the same proving ground, the Ora Sport was a laggard when it came to body control.

It listed and wallowed through corners as the suspension struggled to manage the car’s significant weight. Simply put, the soft suspension made it feel a bit anxious through corners.

However, that same supple chassis tune provided very good ride comfort, the car’s 19-inch alloy wheels absorbing road imperfections with effortless ease. As a cruiser (and potentially a commuter), it’s smooth and refined and the double-glazed windows delivered remarkably quiet cabin acoustics.

Dubbed the Lightning Cat in its Chinese domestic market, the 2023 GWM Ora Sport has a feline character when you hop in after unlocking it, the car meowing quietly.

Settling into the power-operated, heated, cooled and massaging front sports seats is quite a treat, and the supple perforated synthetic leather trim and supportive cushions provide good comfort levels.

The cabin is fairly luxurious too, the T-shaped dashboard layout delivering a huge point of difference compared to the simple, minimalist layouts of the Tesla Model 3 and Polestar 2.

The steering wheel feels great and the controls likewise, while the dash and door inserts are also covered in soft pleather, creating a lush ambience. Chuck in an 11-speaker Harman/Kardon audio system and things look and sound rather peachy.

The lack of USB-C ports is a shame (you get three USB-A outlets) and the fitment of only one cup-holder is a bit odd. But there is a big storage area under the central control spine and a vertical wireless phone charging pad keeps your phone nice and snug.

From the outside, the car features frameless side windows to add a premium look, but inside it’s the curved glass roof that makes the biggest visual impact. The rear section of the dual-pane glass stretches all the back to the sloping boot lid, creating excellent rearward vision but also allowing for a rather special experience for rear seat passengers. But rear seat room isn’t amazing for a vehicle of this size.

However, although the powered boot lid is small, the boot itself is quite deep and you could certainly cram a lot of junk in the trunk, no drama. But like most EVs nowadays, there’s no spare wheel whatsoever – just a puncture repair kit.

If this vehicle ends up being similarly priced to established mainstream electric sedans, it would be hard to recommend and there are better Chinese EVs headed to Oz, such as the NIO ET5.

The GWM Ora Sport lacks the accelerative punch of base Tesla and Polestar vehicles, and the wooly suspension will likely also make it less fun to drive on demanding roads.

The adventurous exterior design will also polarise opinion and turn some buyers away; its mish-mash of different visual genres, incongruous copy-cat design cues and limited range of bright paint colours are likely to be potent conversation starters.

But for all its negative points there’s plenty to like, chief among them the expected price point. If you look at GWM’s offerings to date – spanning the dual-cab ute, SUV and EV categories – the Chinese brand has form when it comes to delivering budget alternatives to popular mainstream models.

Together with its generously-equipped and remarkably luxurious cabin, that could make the GWM Ora Sport a genuinely attractive and more affordable alternative to Australia’s top-selling EV, the Tesla Model 3.

2023 GWM Ora Sport at a glance:
Price: $55,000 drive-away (estimated)
Available: Late 2023 (TBC)
Powertrain: Single permanent magnet synchronous motor
Output: 150kW/340Nm
Transmission: Single-speed reduction gear
Battery: 64kWh
Range: 555km (NEDC)
Energy consumption: TBC
Safety rating: Not tested