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Great Wall
Steed
1st gen·
2016-2020
ute
Caution
Price (AUD)
$8k-$22k
Body styles
Single Cab, Dual Cab
Drivetrain
RWD (4x2), Part-time 4WD (dual-range, diesel)
Origin
China
Built in
China
Overview
A facelift of the V-series, the Steed was Great Wall's budget dual-cab and single-cab workhorse sold in Australia from 2016, positioned as the cheapest new ute on the market — often thousands less than a base HiLux or Triton. Two engines were offered: a 2.0L GW4D20 common-rail turbo-diesel (the only 4x4 option) and a Mitsubishi-derived 2.4L GW4G24 petrol (4x2 only). Both came exclusively with a manual gearbox — no automatic was ever offered, which hurt resale and broad appeal. The Steed scored just two ANCAP stars and the dual cab was rated 'not suitable for transporting young children' because it lacked top-tether child-seat anchor points. It is mechanically simple and cheap to buy, but the trade-offs are real: a torqueless diesel below 2500rpm, a fragile DPF prone to blocking on short trips, well-documented gearbox/clutch complaints, early rust on some cars, patchy dealer support after GWM restructured its Australian distribution, and weak resale. Buy on condition and history, budget for consumables, and treat it as a cheap tool rather than a long-haul tourer.
Engines & variants
2.0L GW4D20 turbo-diesel
Engine
2.0L common-rail turbo-diesel I4 with DPF (Euro 5), Bosch/Delphi injection, BorgWarner VGT
Config
I4 turbo
Displacement
1996cc
Power
110kW @ 4000rpm
Torque
310Nm @ 1800-2800rpm
Drivetrain
RWD (4x2) / Part-time 4WD (dual-range)
Economy
9.0 L/100km combined (ADR), ~10-11 real world
Tow (braked)
2000kg (2500kg some dual-cab)
Tow (unbraked)
750kg
Transmission
6MT
Timing chain / belt / gear
Belt-driven - replace at 100,000km / 5 years (interference engine, snap bends valves)
Pros
- Only engine offered with 4x4 and dual-range
- Cheapest new diesel 4x4 ute of its era
- Decent mid-range torque once spooled
- Simple common-rail layout, no AdBlue
- Later cars carried a 5yr/150,000km warranty
Cons
- Genuinely torqueless below ~2500rpm
- DPF blocks easily on short urban trips
- Timing belt (not chain) needs disciplined replacement
- VGT turbo and EGR carbon up and cause limp mode
- Manual only - no auto ever offered
- Weak resale and thin dealer/parts support
Known problems
high
DPF blockage / failed regeneration
The diesel particulate filter blocks badly on cars doing mostly short, low-speed trips - the engine can't complete a passive/active regen and the DPF eventually clogs to the point onboard cleaning fails. Owners report repeated DPF lights and forced limp mode, some within the first few years.
Fix: Regular open-road runs at higher rpm to trigger regen; forced/static regen at a workshop; chemical or oven clean of the DPF; replacement if baked solid. Address EGR/turbo carbon at the same time.
high
VGT turbo / actuator sticking and failure
The BorgWarner variable-geometry turbo's vanes and actuator carbon up, causing turbo lag, lost power, over/under-boost and check-engine limp mode. Outright turbo failures have been reported from around 120,000km, and split/blown turbo hoses are common (some failing very early).
Fix: Clean or replace the VGT cartridge and actuator, service the EGR, check and replace perished boost hoses. Keep the intake clean and drive it hard occasionally to burn off carbon.
medium
EGR valve and intake carbon buildup
Low-speed city use loads the EGR valve and intake manifold with soot, causing rough idle, hesitation, reduced power and contributing to DPF and turbo problems.
Fix: EGR clean or replacement; intake/manifold de-coke. Block-plate where legal. Preventive cleaning at major services.
high
Head gasket failure from overheating
The GW4D20 is known for head-gasket failure when the cooling system is neglected or the engine is worked hard - a documented weak point of the engine family. Symptoms: coolant loss, overheating, white exhaust, oil/coolant mixing.
Fix: Keep the cooling system fresh (radiator, water pump, thermostat, coolant). Head gasket replacement with a skim if it lets go - confirm a competent diesel mechanic can source GWM parts before committing.
medium
Injector wear / fuel-system faults
Common-rail injectors are sensitive to fuel quality and contamination; worn or faulty injectors cause hard starting, rough running, smoke and lost power.
Fix: Diesel-specialist injector test and replacement; fit/maintain a quality fuel filter (and water separator) and avoid dirty fuel.
2.4L GW4G24 petrol
Engine
2.4L SOHC multi-point-injection petrol I4 (Mitsubishi 4G6-derived, MIVEC-type variable valve timing)
Config
I4 NA
Displacement
2378cc
Power
100kW @ 5250rpm
Torque
205Nm @ 2500rpm
Drivetrain
RWD (4x2) only
Economy
12.7 L/100km combined (ADR), 13-15 real world
Tow (braked)
2000-2500kg
Tow (unbraked)
750kg
Transmission
5MT
Timing chain / belt / gear
Chain-driven (Mitsubishi-derived) - inspect for rattle from 150,000km+
Pros
- No DPF/EGR diesel complexity - simplest Steed to run
- Cheapest variant to buy
- Mitsubishi-derived block has a known, simple design
- Lower repair and parts complexity than the diesel
Cons
- 4x2 only - no 4WD available with petrol
- Underpowered and thirsty for a ute (12-15 L/100km)
- Only a 5-speed manual, no auto
- Far less torque than the diesel for towing/load
- Even weaker resale than the diesel
Known problems
low
Underpowered and thirsty
Not a fault, but 100kW/205Nm in a body-on-frame ute is gutless loaded and uses 13-15 L/100km in the real world. Towing near the rated limit is hard work.
Fix: Keep loads modest, use the diesel for serious towing, accept the fuel bill on the petrol.
medium
Timing chain tensioner rattle
On the Mitsubishi-derived chain-driven engine, a worn chain/tensioner can rattle on cold start at high km, risking timing skip if ignored.
Fix: Replace the timing chain, tensioner and guides if it rattles; keep oil and changes up to maintain tensioner pressure.
low
Carbon / general wear at high km
Expect typical older-engine wear - rough idle, minor oil consumption and emissions-component faults as the engine ages and parts support thins out.
Fix: Standard servicing, intake/throttle clean, and budget for harder-to-source GWM parts.
Common problems (all variants)
high
Gearbox and clutch faults (manual only)
Owners report notchy/hard 3rd-gear selection, loss of 5th gear from a failed circlip needing the gearbox stripped, and clutch failures (some around 105,000km). The Steed was manual-only, so a dud box or clutch is a significant cost on a cheap vehicle.
Fix: Clutch replacement; gearbox rebuild or replacement for selector/circlip faults. Test every gear thoroughly on a pre-purchase drive.
medium
Body and chassis rust
Rust has been reported in door pillars, sills and lower body on some cars - in a few cases surprisingly early. Thin factory rust protection plus coastal use makes this a real concern on an Australian-delivered ute.
Fix: Thorough pre-purchase rust inspection of pillars, sills, door bottoms, tailgate and chassis; treat with cavity wax preventively; favour dry-state examples.
medium
Electrical gremlins (TPMS, fuse box, warning lights)
Reported issues include tyre-pressure monitoring sensors that won't load (with warranty disputes over them being called 'consumables'), spurious warning lights, immobiliser/anti-theft no-start faults with no codes, and even melted fuse boxes.
Fix: Proper diagnostic scan; replace faulty TPMS sensors, fuse box or wiring; verify immobiliser function. Find an auto-electrician familiar with GWM before buying.
medium
Two-star ANCAP / no top-tether anchors
The Steed scored just two ANCAP stars and the dual cab lacked top-tether child-seat anchor points (only ISOFIX bases), so it was rated 'not suitable for transporting young children'. A genuine safety limitation, not a wear item.
Fix: No fix - factor it into the buying decision. Do not use it as a primary family vehicle for child seats.
medium
Weak dealer support, parts and resale
GWM restructured its Australian distribution and the Steed was discontinued for the GWM Ute/Cannon, leaving thin dealer and parts support for the older Steed. Resale is poor and some parts can be slow or hard to source.
Fix: Confirm a local mechanic will work on it and that key parts (DPF, turbo, clutch, sensors) are obtainable before buying; treat low resale as the trade-off for a cheap entry price.