GWM Tank 500 Hi4-T 2025 Review

While the existing Tank 500 range kicks off with the $64,490 Lux Hybrid drive-away, the new Ultra PHEV is the most expensive costing $79,990 drive-away.

The significant increase is both due to the plug-in version effectively having two powerplants (a 2.0-litre four-cylinder turbo-petrol engine and battery-electric set-up) as well as the highest level of specification. However, GWM is offering a limited-time discount of $2000 for those who act fast.

For the cash, you get a combined 300kW/750Nm (0-100km/h in 6.9 seconds), a maximum fuel range of almost 1000km, 120km of pure electric driving and a handy claimed fuel consumption of 2.1L/100km – or 8.4L/100km with a drained battery.

The Tank 500 comes well-equipped, featuring fine quality leather upholstery, heated, ventilated, massaging and power adjustable front seats, a second row with its own climate controls and powered folding function, a heated steering wheel, and three digital displays including head-up display. It’s a comprehensive comfort and tech package that rivals more expensive offerings.

On the outside there’s the new less North American market-pleasing grille, 18-inch alloy wheels, full-LED headlights and pop-out side steps.

The Tank 500 scored the maximum five-star safety rating when it was assessed in 2024 by ANCAP.

There was already a lot to like about the 2025 GWM Tank 500 from its solid quantity of equipment offered as standard, to the space and driving characteristics both on and off-road. But the addition of a plug-in hybrid powertrain promises to enhance everything.

A dash of electric torque in the standard hybrid is easy to appreciate but the advantages are amplified with the new PHEV which gets more of everything. At no point did we run out of puffs on the former Holden proving ground off-road course which is made even more challenging for our visit. The new petrol-electric pairing always seems relaxed never once needing to break into high revs to proceed.

But it’s the slower speed stuff where the plug-in shines. In electric-only mode the throttle is well calibrated, allowing torque to be carefully fed to the dirt – especially important when negotiating gnarly terrain.

The secret is down to how the Hi4-T powertrain works. Rather than driving axles separately and the engine largely used for electricity generation, the Hi4-T acts like a traditional powertrain with the electric motor integrated into the nine-speed automatic transmission.

Therefore, electric power and torque are fed into the system in exactly the same way as petrol power is for a more seamless and smoother control of how and where the power goes. It also retains 90 per cent of its potency even when the battery is low in charge.

Even with the standard fitment tyres, the Tank 500 feels like it would need some something pretty major to stop its progress. With an approach angle of 30 degrees, departure of 24 degrees and a 22-degree break-over, the 500 pairs a respectable off-road geometry with decent wheel articulation and long suspension travel that warrants respect, regardless of what powers it.

Sure, a good chunk of the Tank 500’s off-road skill could well be due to a little light reverse engineering of the Toyota LandCruiser on GWM’s part. But if that is true, who cares?

Better still, when you get to your closely guarded camping spot undetected thanks to the silent running, you won’t have to fire up a noisy or potentially dangerous generator with 6kW of electrical power available from the 500’s battery and vehicle-to-load (V2L) functionality. Remember, it’s not an EV so if the battery gets low, you won’t have to head home, just fire up the engine under its bonnet.

For more regular driving, the PHEV offers up to 120km of emissions-free motoring thanks to the 37.1kWh battery slung under its belly. That, for a vast majority of families, would allow pure electric driving most of the time and with a 30–80 percent charge possible in 24 minutes (using 50kW hardware) its powertrain is genuinely versatile.

What you won’t get is the seven-seat configuration of the regular hybrid with the decision being made to maximise payload which has shrunk with the extra weight of the battery and motors. While the rest of the range has a maximum of up to 790kg, the PHEV slides to 610kg. A seven-seat PHEV could carry even less.

While the excursion into off-road territory confirmed what we suspected – the plug-in can hold its own when the road ends, we also didn’t get a chance to drive the new 500 on public roads. A full review will reveal how this monster rides and if it can match the respectable efficiency and range claims.

We also didn’t get a chance to test the new local suspension tuning which is rolling out to all models in the GWM family. The Tank 500 has a decent blend of ride and handling even with the factory tune, so if the Australian team achieves improvements similar to the Haval H6, the 500 will be an absolute treat.

The most exciting element about the new plug-in Tank 500 is that, for a majority of average Australian driving duties, it can be used as a pure electric vehicle. For long road trips it largely performs like a regular hybrid and, when that road comes to an end, it still has formidable 4x4 capability and the luxury of V2L for truly decadent camping excursions.

All of that in a sub-$80K package makes it pretty compelling value for money and almost unique in the market. However, if you simply can’t be convinced diesel isn’t the way, then keep your hands in your pockets for now because a 3.0-litre diesel is inbound and most likely heads directly under the bonnet of the Tank 500.

2024 Make Model Variant at a glance:
Price: $79,990 drive-away
Available: Now
Powertrain: 2.0-litre 4-cylinder turbo petrol-electric
Output: 180kW/380Nm (electric motor: 120kW/400Nm)
Combined output: 300kW/750Nm
Transmission: 9-speed automatic
Battery: 37.1kWh lithium ion
Range: 950km
Fuel: 2.1L/100km
CO2: 49g/km
Safety rating: 5-star ANCAP 2024

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