Review: GWM Tank 300 Ultra Diesel
Australia asked for a diesel.
GWM listened.
It's really that simple.
When the TANK 300 first arrived, it immediately got people talking.
Partly because it looked like somebody had put a Jeep Wrangler, Ford Bronco and Mercedes-Benz G-Class into a blender.
Partly because it offered an enormous amount of equipment for the money.
And partly because underneath all that styling was something increasingly unusual:
A genuinely capable, body-on-frame four-wheel drive.
But there was one fairly obvious omission for Australia.
A diesel engine.
Because Australian 4WD buyers love diesel.
We tow with them.
We tour with them.
We drive enormous distances with them.
And despite electrification transforming virtually every corner of the automotive industry, there's still something reassuring about filling a proper 4WD with diesel and pointing it towards somewhere several hundred kilometres from the nearest charging station.
GWM clearly agreed.
So now we have the TANK 300 Ultra Diesel.
A 2.4-litre turbo-diesel.
Nine-speed automatic.
Low-range four-wheel drive.
Front and rear differential locks.
And enough luxury equipment to make you double-check the price.
This could get interesting.
Price and Key Specifications
The 2026 GWM TANK 300 Ultra Diesel sits towards the top of the Australian TANK 300 range, combining the new diesel drivetrain with the extensive equipment list of the Ultra specification.
And this is where GWM immediately gets your attention.
Because despite the equipment and mechanical hardware underneath, you're still looking at a vehicle priced in territory traditionally occupied by significantly less adventurous family SUVs.
Under the bonnet is GWM's 2.4-litre four-cylinder turbo-diesel, producing 135kW and 480Nm.
That torque figure is the important one.
Peak torque arrives low in the rev range, exactly where you want it in something designed to tow, climb and crawl its way through difficult terrain.
It's paired with a nine-speed automatic transmission and a proper part-time four-wheel-drive system with low range.
Then things get serious.
There's a locking rear differential.
There's a locking front differential.
There are multiple terrain modes.
There's crawl control.
And there's a tank-turn function designed to reduce the vehicle's turning radius off-road.
That's an awful lot of actual 4WD hardware.
Not rugged-looking plastic.
Not a mountain graphic on the infotainment screen.
Hardware.
Thank you, GWM.
Design
Let's address the obvious.
The TANK 300 looks familiar.
Very familiar.
There's some Jeep Wrangler in there.
Some Ford Bronco.
Perhaps a little Mercedes G-Class if you squint.
And probably half a dozen other rugged 4WDs depending on which angle you're standing at.
But here's the thing.
It works.
The squared-off proportions suit the vehicle beautifully.
There's an upright windscreen, prominent wheel arches, a high bonnet and a rear-mounted spare wheel.
The circular headlights are bisected by horizontal daytime-running lights, giving the TANK a distinctive enough face that you're unlikely to confuse it for anything else once you've seen a few of them.
And Australians certainly have.
These things are everywhere now.
The Ultra adds enough exterior detailing to make it feel suitably premium without losing the underlying toughness.
It's unapologetically boxy.
And that's exactly how a vehicle called TANK should look.
Imagine if they'd called it TANK and given it the silhouette of a Nissan Qashqai.
We'd have questions.
Interior and Practicality
This is where the TANK 300 starts playing tricks with your expectations.
Because climb inside and you're met with an interior that looks considerably more expensive than you expect.
There are twin 12.3-inch displays across the dashboard.
Large circular air vents.
Substantial grab handles.
Metallic detailing.
Quilted leather upholstery.
Ambient lighting.
And enough design theatre to make the cabin feel genuinely special.
There's undoubtedly some G-Class inspiration in here.
Let's not pretend otherwise.
But at least GWM copied the good bits.
The Ultra's front seats are electrically adjustable, heated and ventilated, while the driver gets a heated steering wheel.
There's wireless phone charging, smartphone connectivity and an Infinity premium audio system.
And then you begin noticing the smaller details.
The switchgear feels substantial.
The door handles have weight to them.
The controls generally look and feel as though somebody cared about how they operated rather than simply ordering them from the cheapest supplier.
There are still physical controls for important vehicle functions, too.
Buttons.
Actual buttons.
In a proper off-road vehicle.
Imagine trying to activate a differential lock through three touchscreen menus while bouncing down a rocky track.
No.
Thank you again, GWM.
The rear seats provide decent room for adults, helped by the TANK's boxy roofline.
Cargo space isn't class-leading, and the side-hinged rear door can be annoying in tight parking spaces.
But the trade-off is a full-size spare mounted where you can actually get to it.
Again:
This is a 4WD.
Not everything needs to be optimised for Westfield.
Driving
Start the diesel and there's no mistaking what's happening under the bonnet.
It's a diesel.
You hear it.
There's some vibration.
And when cold, it's certainly not going to fool anyone into thinking GWM secretly installed a petrol six-cylinder.
But that's okay.
Because once underway, the 2.4-litre settles into a surprisingly relaxed rhythm.
The headline figure is 480Nm.
And you feel it.
There's strong shove from low engine speeds, which immediately suits the character of the TANK far better than chasing high-rev horsepower ever would.
The nine-speed automatic generally keeps the engine operating within that broad torque band, although nine ratios can occasionally mean the gearbox spends a little too much time deciding exactly which one it wants.
But when you're cruising?
It settles nicely.
Highway driving is surprisingly comfortable for something with body-on-frame construction and genuine off-road hardware underneath.
There's some wind noise from the upright body.
Obviously.
It's shaped like a garden shed.
Physics remains undefeated.
But the cabin is generally well isolated, and the ride has enough compliance to make long-distance touring realistic.
Steering is relatively light around town, which makes the TANK considerably easier to manoeuvre than its appearance suggests.
You never forget you're driving something tall and substantial.
But neither does it feel like an agricultural relic from twenty years ago.
That's important.
Because increasingly, Australian buyers expect their proper 4WD to handle the school run Monday to Friday before heading bush on Saturday.
The TANK understands that.
Off Road
And now we get to the reason this thing exists.
The TANK 300 isn't merely dressed like a 4WD.
It is one.
Body-on-frame construction.
Low-range gearing.
Front differential lock.
Rear differential lock.
Multiple terrain modes.
Crawl control.
Serious ground clearance.
Proper approach and departure angles.
This is the stuff that matters.
And once the terrain becomes difficult, the diesel begins making even more sense.
That 480Nm is available low in the rev range, allowing the TANK to crawl through obstacles without requiring huge throttle inputs.
Select low range.
Engage the appropriate differential lock.
Let the drivetrain work.
That's how it should be.
There's also GWM's Tank Turn function.
The system can lock an inside rear wheel to tighten the turning circle on loose surfaces.
Is it something you'll use every day?
Absolutely not.
Is it extremely entertaining to demonstrate to your friends?
Obviously.
More importantly, it can genuinely help when manoeuvring around tight obstacles on a trail.
Which means it passes our technology test.
It's clever and useful.
Approved.
The Diesel Question
So why diesel?
Because Australia.
That's basically it.
The petrol and hybrid versions of the TANK 300 have their own advantages, but the diesel makes enormous sense for the sort of buyer who sees this vehicle as a touring platform.
Diesel remains widely available throughout regional Australia.
It offers strong low-end torque.
Fuel consumption over long distances can be more predictable than some petrol alternatives.
And if you're heading properly remote, there's a familiarity to the drivetrain that many buyers will appreciate.
There's also something reassuring about not having to explain your charging strategy before heading into the outback.
Fill tank.
Drive.
When empty:
Fill tank again.
Revolutionary stuff.
The world is moving towards electrification.
That's inevitable.
But different vehicles have different jobs.
And right now, for long-distance Australian touring and serious off-road use, a torquey diesel still makes a compelling argument.
GWM recognised that.
Thank you, GWM.
Towing
The diesel also strengthens the TANK's appeal as a tow vehicle.
With 480Nm, there's enough low-down torque to handle trailers and smaller caravans without constantly asking the engine for everything it has.
That said, anyone buying primarily for towing needs to look beyond the headline braked towing figure.
Payload matters.
Tow-ball mass matters.
Gross vehicle mass matters.
Gross combination mass matters.
And once you add passengers, accessories, camping gear and a trailer, those numbers can disappear surprisingly quickly.
That's true of every 4WD.
Not just the TANK.
But for moderate towing duties, the diesel drivetrain feels like a natural fit.
Technology
There's plenty of it.
Perhaps too much in places.
GWM has packed the TANK 300 with an enormous collection of active safety systems, cameras, infotainment functions and driver assistance.
The surround-view camera system is particularly useful.
Not just for parking.
Off road, being able to see what's immediately around the vehicle can make wheel placement considerably easier.
That's technology helping you do something.
Excellent.
Some of the driver-monitoring and assistance systems can be a little enthusiastic, though.
GWM isn't alone here.
Modern vehicles increasingly seem convinced that every minor deviation from perfect behaviour requires an audible warning.
Look somewhere unexpected?
Beep.
Approach a lane marking?
Beep.
Consider having an independent thought?
Probably a beep.
Some calibration refinement wouldn't hurt.
Safety
The TANK 300 carries a five-star ANCAP safety rating and comes equipped with the broad suite of active safety technology expected from a modern vehicle.
Autonomous emergency braking, adaptive cruise control, lane-keeping assistance, blind-spot monitoring and rear cross-traffic technology are all part of the package.
There are also multiple airbags and extensive camera coverage.
Again, this is important.
Because despite the rugged styling and off-road hardware, most TANK 300s will spend most of their lives doing normal family-car things.
School.
Work.
Shopping.
Road trips.
The ability to climb a mountain doesn't make crash protection any less important.
Ownership
This is another area where GWM has worked hard to remove some of the traditional barriers associated with buying a newer brand.
The TANK 300 is backed by GWM Australia's seven-year, unlimited-kilometre warranty, alongside capped-price servicing and roadside assistance provisions.
And the dealer network has expanded considerably as GWM's Australian sales have grown.
That's important.
Particularly for buyers considering the TANK as a long-distance touring vehicle.
The bigger unknown remains long-term reputation.
Toyota and Isuzu have spent decades establishing trust with Australian 4WD buyers.
GWM hasn't had decades.
You can't manufacture history overnight.
But you can build a compelling product today.
And that's exactly what the TANK 300 is attempting to do.
The Competition
This is where things become very interesting.
The obvious comparison is the Ford Everest.
Then there's the Isuzu MU-X, Mitsubishi Pajero Sport and various versions of the Toyota Prado.
But none is a perfect comparison.
The Everest and MU-X offer seven seats.
The TANK doesn't.
The Prado carries decades of reputation and an enormous aftermarket, but costs considerably more in equivalent specifications.
The Jeep Wrangler offers arguably greater off-road heritage and removable-roof fun, but approaches the problem very differently.
Then there's the TANK's greatest weapon:
What you get for the money.
Leather.
Heated and ventilated seats.
Twin digital displays.
Premium audio.
Front and rear differential locks.
Low range.
Crawl control.
Surround-view cameras.
A diesel engine producing 480Nm.
Start ticking equivalent boxes elsewhere and the calculator becomes uncomfortable remarkably quickly.
That doesn't automatically make the TANK better.
Price isn't everything.
But value?
That's considerably harder to argue with.
The Elephant in the Room
Yes.
It's Chinese.
And for some buyers, that will end the conversation immediately.
That's their decision.
But dismissing the TANK 300 purely because of where it's manufactured is becoming increasingly difficult to reconcile with the actual vehicle sitting in front of you.
Chinese manufacturers aren't coming.
They're here.
The question is no longer whether they can build cars with impressive equipment lists.
Clearly they can.
The more relevant questions are durability, resale, dealer support and how these vehicles hold up after years of genuinely hard Australian use.
Those answers require time.
And Toyota has an enormous advantage because it already has decades of evidence.
GWM doesn't.
Yet.
That's worth acknowledging.
But so is the fact that the TANK 300 feels far removed from the cheap Chinese vehicles Australians first encountered fifteen years ago.
Judge the vehicle that's actually here.
Not the stereotype you remember.
Verdict
The TANK 300 Ultra Diesel makes a surprising amount of sense.
GWM could have simply continued selling petrol and hybrid versions and told Australian buyers that was the future.
Instead, it listened.
Australian buyers wanted diesel.
So GWM gave them diesel.
But importantly, it didn't stop there.
The TANK retains the hardware that makes it genuinely interesting.
Body-on-frame construction.
Low range.
Front and rear differential locks.
Crawl control.
Proper off-road ability.
Then it wraps all of that in an interior with heated and ventilated leather seats, twin displays and enough equipment to embarrass considerably more expensive vehicles.
Is it perfect?
No.
The diesel isn't particularly refined when cold.
The nine-speed automatic can occasionally overthink things.
Some driver-assistance systems need to calm down.
And GWM simply doesn't have the decades-long Australian durability record enjoyed by Toyota or Isuzu.
But look at what you're actually getting.
A comfortable daily driver.
A serious 4WD.
A long-distance tourer.
A capable diesel drivetrain.
And an equipment list that seems to have been created by someone who forgot the accounting department existed.
The TANK 300 was already an interesting proposition.
The diesel makes it considerably easier to understand.
GWM asked Australian 4WD buyers what they wanted.
They said diesel.
GWM listened.
Thank you, GWM.
Sometimes giving people what they ask for really is that simple.