GWM Tank 300 Ultra Diesel 2025 Review  

The Tank 300 diesel comes in two forms, both with drive-away pricing: the entry-level but well-fitted-out Lux at $47,990 and the plusher Ultra at $51,990, which gains some worthwhile extra kit focussed mainly on significant passenger comfort upgrades.

The Ultra-spec turbo-petrol version of the Tank 300 undercuts its diesel equivalent by $2000 while the Ultra hybrid is pricier than the equivalent diesel by $5000.

Clearly, the often deal-breaking price disparities between traditional market leaders and Chinese newcomers continue – particularly when the differences between drive-away and pre-on-road-costs pricing are factored in.

Even the most basic Tank 300s leave a yawning price gap between other off-road-capable 4x4 volume-selling sub-$80K large SUVs – with on-road costs (ORCs) yet to go. For example, the base GX version of Toyota’s segment-leading Prado is $72,500, the 4x4 Ford Everest Ambient is $59,240, and the Isuzu MU-X, in 4x4 LS-M guise, is $54,400.

The specification differences between the Lux and Ultra versions of the Tank 300 diesels seem contrived to comfort those with less ostentatious requirements: with leather-look seating (electrically adjusted at the front), folding and heated external mirrors, spare-inclusive alloy wheels and a power sunroof all standard on the base Lux version, there are most of the things people want. There’s never a sense of being short-changed.

At the same time, those who opt for the Ultra variant probably reckon their extra $4000 is well spent. Added comforts such as Nappa seat trim, a heated steering wheel, wireless phone charging, an anti-glare rearview mirror and heated and cooled front seats – not to mention the massaging function that’s built in for the driver – are appreciated incidentals. At 18 inches, the Ultra’s wheels are one inch bigger than the Lux’s too.

The arrival of the Tank 300 diesel came with technical changes that are now included on petrol versions and include larger front brakes and calipers, strengthened front knuckles, upgraded wheel bearings and a reinforced propeller shaft.

GWM doesn’t mess around with the Tank 300’s warranty. At seven years and unlimited kilometres it’s at the pointy end of the scale and the five years of 24/7 roadside assist, with yearly/15,000km servicing schedules, is about as good as you get with any ICE-powered vehicle.

The capped-price seven-year servicing plan which, for the Tank 300 diesel, adds up to $4245 over the full warranty period, is on the higher side. The first service is capped at $360 and following services (excluding a $1055 85,000km/six-year service) work out at an average of around $600.

The five-star ANCAP-rated Tank 300 diesel has a formidable array of safety systems.

All the regular systems are there, including high- and low-speed autonomous emergency braking, adaptive cruise control, pedestrian avoidance, front and rear cross-traffic alert, post-collision braking, driver attention detection, LED headlights, speed-sign detection and front, side and rear parking cameras giving a bird’s eye view on the dashboard’s central 12.3-inch hi-res LCD touchscreen.

The Tank 300’s seven airbags include a front centre bag to help prevent front passengers from coming into contact in a side collision.

The Tank 300 Ultra’s cabin tech includes wireless Android Auto/Apple CarPlay, wireless smartphone charging (not in the Lux version), and USB ports in the front and rear. The configurable fully digital multi-colour 12.3-inch instrument display matches the same-size centre screen and displays a multitude of functions (tyre pressure, range etc) over and above the basic engine/road speed information.

The nine-speaker sound system does a sterling job of delivering the highs and lows that will please most music buffs and the Ultra’s heated steering wheel, like the heated (also cooled) seats, is very welcome during cold weather.

The Tank 300’s diesel engine, familiar in the GWM Cannon Alpha ute, is a 2.4-litre turbocharged four-cylinder that produces 135kW at 3600rpm and 480Nm between 1500 and 2500rpm – both solid figures for its capacity and enough to give it a competitive power-to-weight ratio helped by the Tank 300 diesel’s relatively light 2280kg kerb weight.

The Tank 300 diesel and hybrid use a nine-speed auto gearbox in place of the eight-speeder used in the 2.0-litre petrol-powered version.

GWM claims a combined average fuel consumption of 7.8L/100km, making the Tank 300 diesel less economical than the Ford Everest’s 2.0-litre twin-turbo-diesel Ambient model, which is quoted at 7.2L/100km. It’s also thirstier than the new-generation Toyota Prado GX which, with its mildly hybridised 2.8-litre engine, is quoted at 7.6L/100km.

Notwithstanding this and considering the Tank 300’s smallish 75-litre tank, our review diesel averaged a reasonable, real-world 10.1L/100km over an off-road-free week of suburban and freeway commuting. But 700km on the Tank’s 75-litre tank could be a bit of a stretch (the Toyota Prado’s tank capacity is 110L and the Ford Everest and Isuzu MU-X are 80L apiece).

Showing only the odd familiar foible, the GWM Tank 300 diesel will win over buyers who have so far been unimpressed with the driving characteristics of some Chinese brands.

It’s nice to report that GWM, at least where the Tank 300 is concerned, has addressed most of the familiar driver-assist calibration issues that continue to plague some competitor products.

Rather than self-steering with aggressive suddenness away from a too-close white line, or zig-zagging between lane markings on a freeway in a way that makes a mockery of the term ‘lane-tracing’, the Tank 300 diesel holds position with relative smoothness. It feels trustworthy.

In our case it wasn’t all peace and harmony, though. A couple of times during the review, with the adaptive cruise control operational, the Tank 300’s AEB system abruptly and without warning backed off the accelerator because it had presumably detected a non-existent hazard ahead. In both cases it only happened briefly and didn’t involve an application of the brakes, but the experiences were at best a little unnerving.

The discreetly impressive diesel worked in well with the nine-speed auto gearbox too, with smooth shifting and strong power delivery when required. The only blots on the canvas were an initially tardy step-off that was followed by a too-eager surge as the turbo kicked-in, a mite too late. And an occasional thump from the gearbox during low-speed upshifts.

The Tank 300 Ultra diesel steers competently too. The wheel is well weighted and nicely geared at 3.2 turns from lock to lock (although the 12-metre turning circle isn’t particularly tight considering the Tank 300’s slightly below-average size) and the response at the helm is as good as you would hope for in a biggish, square-edged 4x4 SUV.

The all-coil-spring ride doesn’t have great long-travel absorbency, but small initial shocks are nicely damped to help make for a generally comfortable experience.

The Tank 300’s off-roading abilities are already gaining kudos.

With its ladder-frame chassis, part-time, dual-range 4x4 driveline incorporating front and rear differential locks, coil-spring suspension (independent double wishbones at the front with a rigid axle at the rear) and a competitive 224mm ground clearance, the Tank 300 is set up properly for off-roading (and towing, with a three-tonne capacity).

For this review we focussed on the Tank 300 diesel’s suitability for regular urban driving. Keep posted for a full off-road review sometime soon. Or in the meantime check out this earlier Tank 300 petrol versus the previous-gen Toyota Prado conducted in 2023.

Although there’s no significant dimension in which it’s not overshadowed by its off-road wagon contemporaries, the Tank 300 Ultra diesel’s cabin is about as good as you would expect from a hard-edged, competent off-roader: there’s space for a cosy five, with good leg, head and shoulder room, and clear vision from the driver’s seat through a generous glasshouse.

The Tank 300’s 400L boot is well-shaped and useful, but with its total seats-folded capacity of 1635L this is not your cavernous load carrier. It contrasts wildly with the (seven-seat) Isuzu MU-X, which opens up to as much as 2138L, and is well behind the Toyota Prado’s 1895L and the Ford Everest’s 1823L.

The overall presentation mixes traditional with a bit of contemporary in terms of information technology, and there are no jarring visual challenges apart maybe from the big, intrusively bulging plastic panel above the glovebox.

The seats, particularly with the Ultra’s driver-massage feature, are big and comfy, the 60/40-split-fold centre row folds down quickly and easily while the right-side-hinged tailgate with its attendant spare wheel is managed easily enough.

There’s a lot to like about GWM’s Tank 300 diesel, and it’s not just the price.

This is an inoffensive, traditionally styled off-road wagon that turns out to feel less bulky from the driver’s viewpoint than you might expect. In either Lux or Ultra form, it’s well stacked with comfort features in a nicely presented, cosy and family-friendly cabin that lacks neither ambience nor useful functionality. And the luggage space, though not the most generous in its class, is reasonable and readily accessed.

The diesel powerplant errs on the quiet side and is pleasantly smooth into the bargain. During general use – and aided by the nine-speed auto gearbox – it proves to be economical and quite punchy.

Add to that the Tank 300’s emerging reputation for off-road prowess and it would be no surprise to see it become a popular choice for those seeking a practical family wagon that can also thrive in the wild.

2025 GWM Tank 300 Ultra diesel at a glance:
Price: $51,990 (drive away)
Available: Now
Engine: 2.4-litre four-cylinder turbo-diesel
Output: 135kW/480Nm
Transmission: Nine-speed automatic
Fuel: 7.8L/100km
CO2: 205g/km
Safety rating: Five stars (ANCAP 2022)

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