2027 GWM Tank 500 3.0TD review

What is the GWM Tank 500 like on the inside?

The cabin has always been one of its strongest selling points, and though little has changed here, it’s still a lovely place to find yourself.

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The range-topping Tank 500 Vanta gets a heated steering wheel, Nappa leather upholstery, heated and cooled front seats with massage function, ventilated second-row seats, integrated window shades for the second row, power-folding third-row seats, active noise cancelling, a head-up display, and a panoramic sunroof.

But, like the powertrain specs, the list of interior features only means so much. Thankfully, the execution is very good – particularly so when the price is taken into consideration.

My previous complaints with the interior of the Tank 500 were few and far between, but it seems like someone was listening, regardless. GWM has added a texture to the faux wood veneers, which makes the dash trim feel a touch nicer. I also had a harder time finding those sharp and unfinished edges in storage bins and out-of-sight places.

On closer inspection, the Tank does employ a mix of premium and cheap materials, but it’s done well – arguably better than some of the German brands do – with the harder trims typically kept away from touchpoints. The overall fit is also impressive, to a degree that should make Ford and Toyota sweat.

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Buyers can option a new blue and cream interior, and while it wasn’t something that tickled my own fancy, the contrast stitching, quilted leather and metal highlights are excellent, and combine well with the Tank 500’s mix of modern and classic styling.

Honestly, an uneducated passenger could mistake the blue and cream coloured cabin for something from Bentley. On the surface, it’s really not that much of a stretch, despite the GWM having one less zero at the end of its price tag.

GWM also offers a black Nappa leather interior, which feels more subtle and traditional, but pairs well with the dark wood veneer and brushed aluminium.

There’s a strip of shortcut buttons below the 14.6-inch touchscreen, which itself now runs GWM’s latest Coffee operating system. The infotainment system seemed quick and easy to navigate, though I didn’t walk away thinking it was anything particularly special or groundbreaking. However, it is a massive leap over the slow and clunky system GWM previously used, making for a welcome update.

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The Vanta also gets retractable side steps, which can either be programmed to deploy when the doors open, or when the vehicle is driven at a low speed.

Really, my only complaint with the Tank 500’s cabin was the ergonomics. There’s just not enough (electric) adjustment in the steering wheel column, forcing me to compromise on my seating position. I wasn’t uncomfortable, but it wasn’t my ideal setup.

As I alluded to in my previous review, you wouldn’t complain if you had to spend any length of time in the second row. Back-seat passengers are ridiculously well catered for, with plenty of space and comfort from the ventilated seats.

For those needing to carry extra kids, there’s a third row of power-folding seats – however, there are no top-tether anchors for the third row. With both second and third rows folded, boot space grows from 98 to 1489 litres.

To see how the GWM Tank 500 lines up against the competition, check out our comparison tool

What's under the bonnet?

GWM says the 3.0-litre turbo-diesel is an all-new engine, offering class-leading torque and fuel economy figures – with the added benefit of not requiring AdBlue.

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The 3.0-litre unit is mated to a nine-speed automatic transmission, which operates on the road in rear-wheel drive, with the driver able to select high- and low-range four-wheel drive for low-traction environments.

The Tank 500 also offers front, centre, and rear differential locks, and selectable terrain modes.

To see how the GWM Tank 500 lines up against the competition, check out our comparison tool

How does the GWM Tank 500 drive?

According to GWM, this new 3.0-litre engine isn’t just a bored-out version of its 2.4-litre donk, and came about due to a specific request from the company’s Australian arm.

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The company’s engineers spent time creating an all-new timing chain assembly for this engine, while also specifically working on thermal management and optimising airflow.

What does that mean? Well, it’s about making sure cold air is getting into the engine – thanks to a water-to-air intercooler – delivering greater performance, and doing so with the shortest path to reduce turbo lag. In other words: more power and better response.

On the road, there’s a definite feeling of strength to this engine, which comes from a thick band of torque. GWM says peak torque is sustained from 1400 to 2400rpm, whereas the V6 in the Ford Everest only manages peak torque between 1750 and 2250rpm.

All of which means the Tank 500 gets up to speed relatively quickly, but without any fanfare. It feels more refined than Isuzu’s long-trusted 3.0-litre turbo-diesel four, but doesn’t feel as flexible as Ford’s V6, with performance tapering off in the GWM once you get to the end of that torque band.

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GWM’s new 3.0-litre turbo-diesel four-cylinder feels like full-fat cream: plenty of body, plenty of calories, but lacking some character on its own.

Though not a direct comparison, I just happened to be driving a Ford Everest V6 that same week. The 10-speed automatic in the Ford can be a little busy at times, but it allows the vehicle to make the most of that engine during acceleration.

The GWM’s nine-speed automatic, meanwhile, just isn’t as sophisticated – holding gears too long, with the occasional thumping gear shift and a final drive ratio that didn’t seem to match the engine’s torque output perfectly – particularly when trundling around the bush in low range. Is it bad? No, but it’s certainly not class-leading.

What really impressed me was the ride and handling. Former Holden chassis engineer Rob Trubiani is now heading GWM’s local tuning program, and there have clearly been major advances made in this regard, particularly since the last time I drove this model.

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The Tank 500 feels a lot lighter and more nimble on its feet, with far less wallowing through corners than before. It now takes real advantage of the independent double wishbone front suspension, coupled with its multi-link live rear axle.

Through winding backroads, the Tank can carry a respectable amount of speed without falling over itself, helped by a set of Continental tyres on the Vanta.

My initial take was that there did seem to be a compromise in the first five per cent of the ride, which takes a bit of the initial compliance out of overall comfort on the road, with the chassis also occasionally feeling out of phase. However, that minor compromise on initial damping made a lot more sense as soon as we started hitting the bush tracks, where the greater frequency of bigger bumps were soaked up well by the suspension.

Both on- and off-road, it’s an impressive piece of kit.

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While there’s unfortunately no 4A setting, as in the Ford – which provides the confidence of automatic four-wheel drive on both sealed and unsealed surfaces – the Tank’s drive mode dial and differential lock buttons are easy to access and use, allowing us to swap between high- and low-range gears, depending on the environment. Using low-range did highlight the transmission’s lack of refinement, but this was offset by switching to manual mode and rolling through the gears using the steering wheel paddles.

At an initial glance, the terrain wasn’t especially challenging – we weren’t lifting wheels or articulating over giant boulders – but rain over the previous days turned some of the tracks into very slick clay. The road-oriented tyres at placard pressures meant it wasn’t easy to keep the Tank straight and out of the ditches and valleys below. Staying out of trouble was only possible with the front and rear diffs locked, which greatly improved traction and capability.

However, a couple of large jolts through the rear-end had the vehicle automatically switch to towing mode, which decoupled the diff locks. Another vehicle in convoy reported the same issue, which we reported back to company representatives.

Back on the blacktop, we also occasionally found the indicators didn’t want to cancel, requiring a more forceful touch to disengage. The steering is pretty artificial too, with little in the way of feedback from the front axle, while the brake pedal is woody on initial engagement.

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With the exception of the odd towing mode glitch, these are all relatively minor complaints. The Tank 500 was impressive in all the scenarios thrown at it, while also delivering us home feeling relaxed and refreshed.

Part of this is because the sound deadening is very good. The Vanta uses active noise cancelling, working in the same way as your expensive headphones to counteract frequencies from wind, tyres, and external din. This contributes to that Bentley-from-Temu feeling.

There’s also clearly been a bunch of work done to dial down the driver-assistance functions. The GWM still jerks on the steering wheel from time to time when it thinks it knows better, but it’s nowhere near as intrusive as it was in the past, and feels far more liveable than previous iterations.

To see how the GWM Tank 500 lines up against the competition, check out our comparison tool

What do you get?

One of the Tank 500's greatest strengths is its list of standard features, which grows even longer in Vanta specification.

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2027 GWM Tank 500 Lux 3.0TD equipment highlights:

• 18-inch two-tone alloy wheels
• LED headlights, tail-lights and sequential indicators
• Side steps
• Roof rails
• Two-piece chassis guard
• Electric sunroof
• 14.6-inch Coffee OS infotainment touchscreen
• Wireless Apple CarPlay and Android Auto
• 12.3-inch digital instrument cluster
• 8-speaker audio with DAB+ digital radio
• Front/rear USB-A and USB-C ports
• Heated front seats
• Faux-leather seat upholstery
• Second-row easy-entry adjustment
• Manually folding third row
• Towing drive mode
• Factory trailer brake controller
• Trailer camera view
• Tank Turn Assist and Crawl Control

Tank 500 Vanta 3.0TD adds:

• Black grille/roof rails
• Power-retractable side steps
• 19-inch black alloy wheels with 265/55 R19 Continental tyres
• Red calipers
• 131L fuel capacity
• Soft-close tailgate
• Panoramic sunroof
• Head-up display
• Nappa leather-accented upholstery
• Heated, ventilated and massaging front seats with memory
• Ventilated second-row seats
• Power-folding third row
• Heated steering wheel
• Second-row sunshades
• 12-speaker audio and active noise cancellation

Options / colours:

• Premium paint: $595 – Marble White; Onyx Silver, Crystal Black and Dune Gold premium colours
• Vanta trims: black, blue/cream or apricot; lighter trims restricted to selected exterior colours.

To see how the GWM Tank 500 lines up against the competition, check out our comparison tool

Is the GWM Tank 500 safe?

The Tank 500 has been awarded a five-star safety rating from independent Australian crash-test authority, ANCAP, which covers all models and variants.

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Of the four areas tested by ANCAP, the Tank 500 scored especially well on child occupant safety, with a rating of 93 per cent.

GWM has yet to confirm whether the 3.0TD is included, but it's believed the new powertrain falls under this safety rating for the Tank 500.

Standard safety equipment includes:

• 7 airbags incl. front-centre
• Front and rear autonomous emergency braking (AEB)
• Forward collision warning
• Adaptive cruise control / Intelligent Cruise Control
• Blind-spot monitoring
• Rear cross-traffic alert with braking
• Lane departure warning
• Lane-keep assist and emergency lane-keeping
• Safe-exit / door-opening warning
• Traffic sign recognition
• Traffic Jam Assist and driver monitoring
• Reversing camera with trailer view; rear sensors
• Tyre pressure monitoring

To see how the GWM Tank 500 lines up against the competition, check out our comparison tool