2024 GWM Tank 500 Ultra review

The Tank 500 is ready for 4×4 action with all the hardware needed to go pretty much anywhere off the beaten track. But it’s likely 98 per cent of its life will be spent on well formed and congested roads. How does it work in the city?

Last month we reported on the Tank 500’s ability to cut it in the rough. And it goes pretty much anywhere you point it.

There’s a big ladder chassis underneath, a solid axle rear end, a low range transfer case and locking diffs.

While it’s a capable 4×4, it’s also a premium seven-seater rig that will likely tempt urban folk.

And why not? It looks commanding, and it’s a hybrid too.

Good Premium Value

To recap, Tank is GWM’s premium off-road SUV model series, and the top dog is the 500, available in two different spec levels; the Lux at $74,990 and Ultra at $82,990.

What else can you get for that money? Other framed seven seaters include the Ford Everest ($75k – $87k), Isuzu MU-X ($84k), soon to be replaced LC Prado ($72k-$92k) and others like Pajero Sport, Fortuner and Rexton.

It undercuts the Cherokee L by some margin ($95k-$130k) yet the Tank 500’s interior fitout reminds of the top-spec Jeep Grand Cherokee Summit Reserve.

That’s its unique selling point we guess; offering lots of gear for less outlay than the competition. GWM also has you covered with an eight-year battery warranty to go with the seven-year cover on the truck, neither limited by mileage.

Given you’d be paying the same, or more, for big crossovers like the Mazda CX-90 ($92k), Sorento ($63k-$81k) and Highlander ($68k-$81k), you can see why people are drawn to a rig like this; they’ll rarely use the 4×4 potential but it’s nice to know it’s there.

And there’s the notion of being an adventurous type by owning such a machine.

A hungry hybrid?

Urban folk will likely persuade themselves it’s okay to park a Tank on the driveway due to the 500’s hybrid powertrain.

It’s the only engine option, both variants using the combination of a 180kW/380Nm 2.0L IL4 turbopetrol with a 78kW/268Nm electric motor integrated into the nine-speed transmission.

That gives you a system total of 255kW and 648Nm. While those peaks might only be tapped for a short moment in time, when the powertrain is in its zone, the Tank 500 can really move.

The motor usually gets things rolling, before the petrol engine inserts itself. In low speed traffic, the motor can maintain your momentum, and on a very light throttle on the flat at higher speeds too.

But expect the petrol engine to be working most of the time.

It might not be the smoothest hybrid powertrain but it has genuine low-end torque, pulling in gear strongly. Speaking of cogs, the swaps are slurry, unless you find yourself in Sport mode, which makes them snappier.

But usually, it’s reluctant to kickdown, preferring to lug along, before eventually dropping a gear and then you’re off in a surge of power.

The stated consumption is 8.5L/100km, but expect it to return somewhere between 10 and 15L/100km. We saw 10.4L/100km on a long distance cruise down SH1 and back.

Returning to the city, the average moved towards the 14L/100km mark while the trip computer’s long term figure was 15.4.

So not the most economical hybrid then. But it does tip in at a “commanding” 2.6 tonnes.

And not many hybrids have a 3000kg braked tow rating or 224mm of ground clearance to wade through 800mm of water (handy for the next big flooding event).

Styled to impress

This has traditional 4×4 styling traits. The front end is dominated by a “magnificent and striking front grille” that’s been dipped in chrome.

The 500 is imposing, a burly 5.1m long, and 1.9m high. We like its 18-inch wheels; big 4x4s look naff on 20s. And the generous sidewalls allow you to bump along the kerb without grinding alloy on basalt.

The interior treatments will impress your passengers with its stitching and wood trims, the plastics reserved for the foot wells. Its seats are luxuriously trimmed, comfy and offer a massage.

From your command driving position you’re afforded a decent view, and what you can’t see, the multi-view camera can.

It’s loaded with stuff, too much to list it all here, and most of it controlled via the touchscreen.

Like most vehicles emanating from China, familiarisation is needed to work out the layered menus, but the resolution and responsiveness are sound, if some touch points perhaps a shade small.

There are a few things that need sorting, like the overly loud welcome theatrics that you can’t seem to turn off and the volume steps for the sound system.

Big and practical, naturally

The rear lodgings are spacious, the seat soft with the usual sliding bench and reclining backrest. Nice bits include your own AC controls, window shades and charge points.

Hobbits will appreciate the automatic electric side steps that magically appear from beneath when you open the doors.

The third row is better suited for the halflings, and while there’s good access to it, the seat that slides smartly out of the way is on the right hand side, which had the young ones exiting onto the road.

While the electrically operated third row is a nice-to-have, what’s normally a one-second job now takes 10 as you wait for them to motor slowly into place.

Stow the seats and there’s almost 800L of gear space, plenty, but with the third row involved there’s almost nothing left over in behind.

The side-hinged tailgate means you always need a decent space in behind to open it out fully.

You also need to manually lock it off if you want it to remain open, especially if you’re on a bit of a slope.

Otherwise it’ll inadvertently slam shut, not something you want when the kids are trying to extricate gear from the boot.

A 4×4 drive

The dynamics are of the 4×4 kind. The steering is light and aloof, and the Tank leans into the bends. Head into a corner with even mild intent and the ESC is required to arrest the onset of understeer.

There’s no untoward roll-oversteer or other nasties, but a smooth, slow in and fast out approach is best for bends.

GWM says the 500 is good for 0 to 100 time of 8.3 seconds, which it achieves easily. But for giggles, there’s also a launch control function to check out.

This fires the 500 off the mark, cogs changed Porsche-style and it can click off 100 in 6.8 seconds; that’s PDQ for a BBT. The brakes aren’t so inspiring with a squishy, inconsistent pedal response.

As for ultimate stopping, it took more than 42m to haul up from 100km/h. So watch your following distance in the rain, especially when hauling that three-tonne trailer.

The steering is light and off-roader slow at 3.5 turns between the stops. But the turning circle isn’t too bad for a big truck at 11.2m.

Its ride isn’t as compliant as it could be, the rear end transmitting too many of the bumps, both in and out of the city.

The Tank 500 is described as being “unbelievably safe thanks to a comprehensive suite of active and passive safety systems”.

While these are intended to protect occupants, some will also drive them crazy. Doris is forever telling you off if you stray a few kays over the limit (this despite the speedo being optimistic by 5km/h).

And then there’s the driver monitor system, Doris demanding you pay attention. Her constant nagging even starts annoying the passengers.

And then there’s the weaving caused by the errant lane keeping system. These can be turned off, but it’s a four-step process after every start up.

Hopefully these are sorted soon via a software update.

So should you?

Our usual advice to urban folk is that a big crossover is a more refined vehicle for townies.

But as stated previously, we get that buyers will be tempted by the value proposition of the Tank 500; so many features, and so much capability for a very competitive price.

This story first appeared in the June 2024 issue of NZ Autocar magazine.