2026 GWM Tank 500 Ultra PHEV review
The big four-wheel-drive wagon from GWM borrows plug-in hybrid power from the Cannon Alpha, with a solid EV driving range and 300kW/750Nm worth of combined outputs. But the asking price has gone up, and it loses the third row of seats.
2026 GWM Tank 500 Ultra Hi4-T PHEV
It’s something of a rare offering in the four-wheel-drive space at the moment: plug-in hybrid power. Land Rover does offer it in a significantly higher price bracket, but Chinese compatriot brand BYD is bringing the Denza B5 and B8 to the Australian market.
In a similar vein to the Denza B5 wagon and the BYD Shark 6, we have a plug-in hybrid powertrain borrowed from the GWM Cannon Alpha for the Tank 500 PHEV.
That means you have a 2.0-litre turbocharged four-cylinder petrol engine, which runs through a nine-speed automatic transmission to a traditional four-wheel-drive system.
And by that, I mean a low-range transfer case, and four wheels that are driven via differentials and propshafts. The electric motor in this case is integrated between the engine and gearbox, enabling propulsion and regeneration as needed.
A 37.11kWh nickel cobalt manganese (NCM) battery – which is mounted at the back of the vehicle – affords a claimed electric-only driving range of 120km on the lenient NEDC cycle. Expect a bit less than that in the real world.
This powertrain layout is different to the Denza B5, for example, which has no mechanical connection between the front and rear wheels, lacking things like a regular gearbox and propshafts.
How much is a GWM Tank 500?
This plug-in hybrid variant – referred to by GWM as ‘Hi4-T’ – sits at the top of the Tank 500 pile in terms of powertrain, specifications and pricing.
You’re looking at a $79,990 drive-away vehicle here, which pins the GWM Tank 500 Ultra Hi4-T PHEV right against the top-spec Denza B5 Leopard.
It also runs against the low end of the Toyota LandCruiser Prado range, as well as the Ford Everest.
For that money, you get a hefty range of standard equipment. On the inside, there is an electric steering column adjustment, a big panoramic sunroof, nappa leather accents on the seats, heating, ventilation and massage on the front seats, along with electric adjustment and memory.
There’s heating, ventilation and massage on the second-row outboard seats as well, which sets this model apart from other Tank 500 trim levels.
The sound system consists of 12 speakers with Infinity branding, there is a head-up display, a 12.3-inch digital instrument cluster and a 14.6-inch infotainment display.
There’s also tyre pressure monitoring, a 360-degree camera system, electric sidesteps, LED lights front and rear, and 64-colour interior ambient lighting.
However, the loss of the third row in this model reduces flexibility and appeal. It’s only a five-seater, and the underfloor of the boot has been lifted a little to make room for the battery. At least the spare isn’t affected and is mounted on the rear of the swing-away tailgate.
| Key details | 2026 GWM Tank 500 Ultra Hi4-T PHEV |
| Price | $79,990 drive-away |
| Colour of test car | Onyx Silver |
| Options | Premium paint – $595 |
| Price as tested | $80,585 drive-away |
| Rivals | Toyota LandCruiser Prado | Ford Everest | Denza B5 |
GWM Tank 500 best deals
If you’re shopping around for a GWM Tank 500, there are over 100 available to peruse on Drive Marketplace.
Hybrid, plug-in hybrid, new, demonstrator or used, they’re all there. And while you’re looking, you can scope out some competitors at the same time.
To find your nearest GWM dealer, follow this link for a locator and see what kind of test-drive cars are in stock.
If you’re looking for more pricing, specifications, and latest offers on the GWM Tank 500 range, click here.
How big is a GWM Tank 500?
First things first, this plug-in hybrid model loses its third row and is a five-seater only. It’s also markedly more expensive than the Cannon Alpha, which it shares a facsimile powertrain with.
Missing the third row puts a blight on the suitability of this car, but that battery does need to go somewhere at the end of the day. There’s a lot to fit in under the skin: accommodating a big battery, a nine-speed transmission, and a low-range transfer case.
This point broaches the subject of whether a BYD Shark 6 or GWM Cannon Alpha – both of which are significantly cheaper – might be a better fit when equipped with a canopy on the back. It’s not the same, but it’s similar and a lot cheaper.
In terms of equipment, the Tank 500 PHEV pulls almost no punches. We’ve got leather seats with electric adjustment, memory, heating, venting and with massaging, and even heating and venting for the second-row outboard seats. Pretty flash.
Along with the long list of equipment, you’ve got some nice touchpoints scattered throughout the cabin. But it feels a little try-hard and chintzy in some parts of the interior design. Starry panels on the dash don’t really mesh with the fake wood finish, and the analogue central clock feels a bit overkill. I’d much prefer this to be a physical volume dial.
Compared to the interior that you get in the similarly priced Denza B5, this one feels like it comes off second best.
The centre console is quite large, with a smaller sliding bin at the top to help keep things organised. Its cupholders are found low and can be awkward to reach in some cases. It’s undoubtedly comfy, though – like a salubrious lounge in your mate’s living room.
The range of equipment and level of comfort don’t slow down in the second row. Pop down the central armrest, and this sense intensifies with a separate LCD control panel for the creature comforts.
While kids will love the massage function, adults can get plenty comfortable in the back of the Tank 500. There is ample space and comfort, along with good adjustment.
In the back, there’s no third row to contend with, but the raised floor of the PHEV yields a little less boot space than the regular hybrid model. Its 640 litres is good, though, and you can easily gain access to the culprit that hides underneath the floor.
| 2026 GWM Tank 500 Ultra Hi4-T PHEV | |
| Seats | Five |
| Boot volume | 640L to second row 1400L to first row |
| Length | 5078mm |
| Width | 1934mm |
| Height | 1905mm |
| Wheelbase | 2850mm |
Does the GWM Tank 500 have Apple CarPlay and Android Auto?
The infotainment display inside the Tank 500 is generous at 14.6 inches, and it comes with plenty of doodads for the modern buyer. There’s wired and wireless Apple CarPlay and Android Auto, digital radio and native navigation. We’d love some extra volume controls, though, beyond the steering wheel and drop-down menu through the screen.
The experience with the infotainment display – as big and grand as it is – can be a bit patchy at times. If you’ve got the screen doing something like smartphone mirroring or using the array of cameras, not all buttons work. It can be frustrating at times.
Many of us love to turn down the volume when reversing, for example, for that extra dose of clarity and concentration. But the steering wheel volume buttons don’t work when the camera is being displayed.
The digital cluster is quite good, and in my experience (as an Android user) you can get Google Maps or Waze directions to show on this screen in front of you. That’s a rare thing.
The layout of the infotainment system isn’t too bad, but does take a bit of getting used to sometimes. For owners, this is less of an issue.
Is the GWM Tank 500 a safe car?
The five-star ANCAP safety rating for the other Tank 500 hybrid (the one that doesn’t get plugged in) doesn’t currently extend to this ‘Hi4-T’ model.
Drive understands that a rating for this plug-in hybrid model is coming soon, however, and considering the slew of five-star ratings for GWM in recent years, we reckon the Tank 500 PHEV is a good chance of getting a five-star score as well. However, we won’t know for sure until these results are published directly from ANCAP.
| 2026 GWM Tank 500 Ultra Hi4-T PHEV | |
| ANCAP rating | Unrated |
What safety technology does the GWM Tank 500 have?
As you would expect, the Tank 500 comes with a comprehensive array of active safety technology. There isn’t much missing overall, but the execution of some of this technology does leave something to be desired.
The driver monitoring and lane assistance technology is a bit overactive for most tastes, giving a constant soundtrack of beeping interruptions. In my testing, turning on the indicators to change lanes on the highway didn’t always cancel the lane-keep assistance tech.
So, you’d get this awkward moment of wrestling with the car to go where you want to.
This stuff can be turned off, and GWM has made it a little easier to do through a drop-down menu in the infotainment display. But that is something that needs to be done each time the car is started up.
| At a glance | 2026 GWM Tank 500 Ultra Hi4-T PHEV | |
| Autonomous Emergency Braking (AEB) | Yes | Includes intersection awareness |
| Adaptive Cruise Control | Yes | Includes traffic jam assist |
| Blind Spot Alert | Yes | Alert only |
| Rear Cross-Traffic Alert | Yes | Alert and assist functions, both front and rear |
| Lane Assistance | Yes | Lane-departure warning, lane-keep assist, lane-centring assist |
| Road Sign Recognition | Yes | Includes overspeed warning |
| Driver Attention Warning | Yes | Includes driver-facing camera |
| Cameras & Sensors | Yes | Front and rear sensors, auto parking, 360-degree camera with clear chassis view |
How much does the GWM Tank 500 cost to service?
The first service for the Tank 500 is due in 12 months or 10,000km, but then reverts to a more regular 15,000km interval from that point. For the first three years or 40,000km, you’re looking at $1455 to keep the logbook stamped up. This is a little less than the hybrid Tank 500, but the figure grows to $2935 after five years.
Watch out for the sixth visit to the dealership as well, which has a $950 price attached to it.
From an insurance point of view, you’re looking at $2464 for 12 months of comprehensive cover. This is a comparative quote for a 35-year-old male living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances.
| At a glance | 2026 GWM Tank 500 Ultra Hi4-T PHEV |
| Warranty | Five years, unlimited km |
| Battery warranty | 8 years, 150,000km |
| Service intervals | 12 months or 15,000km |
| Servicing costs | $1455 (3 years) $2935 (5 years) |
Is the GWM Tank 500 fuel-efficient?
Fuel economy can be as good as 8.4 litres per 100 kilometres, with the battery at a low ebb. For this car, that is 15 per cent of capacity.
However, that was driving unladen and with an eye for efficiency. Around 10 or 11 litres per 100km might be a good number to bank on in the long term, but it’s worth noting that good regenerative braking keeps a lid on your efficiency around town. Whereas other petrol-powered SUVs of this size will see consumption skyrocket in stop-start driving, that isn’t the case here.
That number can go down, as far as you want to zero, depending on how much battery you sub in for your progress. Performance is decent when you’re running fully electric, as the electric motor benefits from the torque multiplication of the transmission and differentials.
| Fuel efficiency | 2026 GWM Tank 500 Ultra Hi4-T PHEV |
| Fuel cons. (claimed) | 2.1L/100km |
| Fuel cons. (on test) | 10.5L/100km |
| Fuel type | 91-octane unleaded |
| Fuel tank size | 70L |
| Energy cons. (claimed) | 27.2kWh/100km |
| Battery size | 37.11kWh |
| Driving range claim (NEDC) | 950km |
| Charge time (AC) | 6h 30min (15–100%) |
| Charge time (50kW DC) | 24min (30–80%) |
What is the GWM Tank 500 like to drive?
Peak combined outputs for the Tank 500 are impressive at 300kW and 750Nm, provided that you have both electric and petrol power sources on song.
Although, it doesn’t necessarily feel that quick in the real world. Your battery needs to be amply charged, and the petrol engine needs to be revving right up there to make it all work.
So that power isn’t easily accessible from the second you depress the pedal. You can find it at times, but it can take a few moments for the ducks to get in a row. And in the real world, you’ve already done what you’ve needed to do (overtaking or whatnot).
The throttle calibration of this car does take a bit of getting used to and could be better. The petrol engine comes in and out fairly smoothly (though not completely seamlessly), but there seems to be some variation in its reaction to throttle inputs. Sometimes not a lot happens, other times there is a big shove.
Mostly, it’s laggy and doesn’t have an intuitive nature that other plug-in hybrids can give you. The brakes are a bit wooden and lifeless, while the steering is fine for the application.
It’s not a dynamic vehicle in any real sense, reminding me somewhat of how a Toyota 100 Series LandCruiser would conduct itself on the road. Comparing a Chinese four-wheel-drive with one of Toyota’s finest might irk some, but it’s that focus on cushy ride comfort and a happy propensity for the body to shift around over bumps and through corners.
Bumps are handled quite well, but it can lead into a bit of crashing and wallowing body movement if it’s too repeated or persistent.
It’s a big and heavy vehicle, with the big battery pack doing no favours for what shows up on the scales.
Off-road driving is impressive, mostly. The loose-feeling suspension is good for keeping wheels on the ground through ruts, and the blobby body design yields better ground clearance around the underbody and sills. Although, the size and weight of the vehicle are never too far away from your mind.
A regular low-range transfer case, which teams up with a gearbox and differentials for proper reduction, means this is an honest-to-goodness four-wheel-drive. Gearing and control feels good, and locking differentials are always good additions for an off-roader.
The off-road driving modes can feel a little dizzying to dig through (especially the expert mode), but there is a good sense of inherent capability with this one. Unsurprising, really, considering the time-honoured panhard rod rear suspension up back, traditional driveline, and cushy independent front suspension.
| Key details | 2026 GWM Tank 500 Ultra Hi4-T PHEV |
| Engine | 2.0-litre four-cylinder turbo petrol plug-in hybrid |
| Power | 120kW electric motor 180kW @ 6000rpm petrol 300kW combined |
| Torque | 400Nm electric motor 380Nm @ 1700–4000rpm petrol 750Nm combined |
| Drive type | Part-time four-wheel-drive system Low-range transfer case |
| Transmission | Nine-speed automatic |
| Battery capacity | 37.11kWh |
| Weight (kerb) | 2820kg |
| Spare tyre type | Full-size |
| Payload | 610kg |
| Tow rating | 3000kg braked 750kg unbraked |
| Turning circle | 11.2m |
Can a GWM Tank 500 tow?
A 3000kg braked towing capacity for the Tank 500 plug-in hybrid is good, and puts it level-pegging with the Denza B5. However, it sits behind the likes of a Ford Everest and Toyota LandCruiser Prado for proper towing chops.
Those who tow will need to keep an eye on the relatively meagre payload of 610kg as well, with a clear possibility of overstepping that with occupants, gear and possible accessories.
The gross vehicle mass (GVM) is decent at 3430kg, but the considerable kerb (2820kg) mass puts paid to a lot of that.
A gross combined mass of 6430kg means we’ve got clear air for the weight of the trailer, but watch for the ball weight on the vehicle within that payload (including whatever else you have loaded into the car).
The rear axle load capacity is a flat 2000kg, which is decent.
Should I buy a GWM Tank 500?
The arrival of the Denza B5 means this GWM Tank 500 plug-in hybrid doesn’t own the party any more, and buyers have a bit of choice for a plug-in hybrid four-wheel-drive of this size. And the level of driving refinement and interior quality of the Denza puts this GWM on notice.
However, there are other differences here. The combination of a mechanical four-wheel-drive system, including a low-range transfer case and a physical connection between front and rear wheels, has its benefits and obvious appeal for more serious off-road users.
But you’re paying a premium to have this combination. Even though you’ve got an enviable list of standard equipment here, the price jump to this PHEV Tank 500 from a regular hybrid (or the ute variant, for that matter) needs to be considered.
The loss of the third row in this case does affect versatility for family usage, and the weight of the vehicle does prohibit a full-fat payload.
But still, the combination of a big electric-only driving range, good off-road chops, a soft ride and comfy interior might be a winning combination for some buyers.
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