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Top issues
18 known problems · 3 high
high
Rear wheels go light under hard emergency braking
All engines
high
High-voltage wiring harness grounding (recall)
2.0L turbo petrol HEV hybrid
high
High-voltage system / hybrid electrical recalls (class)
Hi4-T 2.0L turbo PHEV plug-in hybrid
Recalls
2 on recordREC-006024
2024-07-22
Defect: The adjusting rod used to operate the vehicle jack is of incorrect specification and may not function as intended.
Hazard: The jack may not safely support the vehicle when in use, risking injury.
Remedy: Contact a GWM dealer to have the vehicle jack adjusting rod replaced free of charge.
Affected: 975 units, Tank 300 HEV 2023
Official notice: www.vehiclerecalls.gov.au · details checked 2026-09-30
REC-006516
2025-12-24
Defect: Due to a manufacturing defect, the shielding ring in the high voltage wiring harness may not be properly grounded, reducing the effectiveness of electromagnetic shielding and causing abnormal communication with the engine and transmission control systems.
Hazard: Warning lights may illuminate, vehicle torque may be reduced, and cooling performance of the hybrid system may be affected.
Remedy: GWM will contact affected owners to arrange free dealer inspection and repair.
Affected: 1,445 units, Cannon Alpha PHEV, Tank 300 HEV and Tank 500 HEV/PHEV 2025
Official notice: www.vehiclerecalls.gov.au · details checked 2026-09-30
Check a specific car by VIN at vehiclerecalls.gov.au.
At this odometer
See which of this car's known problems are due at that mileage, which should already have been dealt with, and what's coming up.
Before and after
Before: None (new nameplate; positioned against Jeep Wrangler / Suzuki Jimny)
After: None yet (current model)
Price (AUD)
$40k-$62k
Body styles
5-door wagon
Drivetrain
Part-time 4WD (dual-range, locking rear diff) - petrol/diesel/PHEV, Full-time 4WD (torque-on-demand, dual-range, F&R diff locks) - HEV
Origin
China
Built in
China
Overview
GWM's retro-styled boxy mid-size 4WD wagon, sold in Lux and Ultra grades and aimed squarely at the Jeep Wrangler and Suzuki Jimny. Unusually for a budget 4WD it's a genuine ladder-frame, dual-range, lockable part-time 4WD with a 'Tank Turn' brake-vectoring trick and a 7-year/unlimited-km warranty. Launched in 2023 with the 2.0L turbo-petrol and a 2.0L turbo-petrol HEV hybrid; a 2.4L turbo-diesel arrived in 2024, and the Hi4-T plug-in hybrid (115km EV range) landed in early 2026. It is a clever, well-equipped, comfortable thing for the money, but it is brand-new technology from a maker without a long Australian reliability record - early issues are software, electrical (12V battery drain, infotainment, fiddly soft-touch indicator stalk), and an independently-documented heavy-braking trait where the rear can go light. Service network and parts supply are still maturing. Buy on warranty and a thorough PPI; this is a value-and-features play, not a proven-300k-km tourer.
Engines & variants
2.0L GW4C20 turbo petrol
Engine
2.0L turbocharged direct-injection petrol I4
Engine code
GW4C20B
Config
I4 turbo
Displacement
1998cc
Power
162kW @ 5500rpm
Torque
380Nm @ 1800-3600rpm
Drivetrain
Part-time 4WD (dual-range, locking rear diff)
0–100
~9.0s
Economy
9.5 L/100km combined (claim); 11-13 L/100km real-world urban
Tow (braked)
3000kg
Tow (unbraked)
750kg
Transmission
8AT
Timing chain / belt / gear
Chain-driven
Pros
- Cheapest way into the Tank 300, simplest powertrain
- 162kW/380Nm is competitive with the diesel on paper and revs more freely
- 8-speed auto (ZF-derived) is generally smooth on the highway
- No DPF, no hybrid high-voltage complexity
- 7-year/unlimited-km warranty
Cons
- Thirsty for a 2.0L - real-world 12-13 L/100km in town, well off the claim
- Throttle/transmission can feel laggy and hesitant off the line
- Modest payload (~400kg) vs the diesel's ~600kg
- Small-capacity turbo engine working hard in a heavy ladder-frame 4WD
- Long-term durability unproven in Australia
Known problems
medium
Throttle lag / hesitant low-speed drivability
Owners and reviewers report a noticeable delay between throttle input and response in stop-start traffic, plus occasional hesitation or a jerky shift as the turbo and 8-speed auto sort themselves out. It's a calibration trait of a small turbo engine in a heavy vehicle rather than a hard fault.
Fix: Dealer software/transmission-adaptation updates can improve it; otherwise drive around it. Confirm the latest TCU/ECU calibration is loaded.
low
Heavy real-world fuel consumption
The 9.5 L/100km claim is optimistic; owners commonly see 11-13 L/100km in urban use and ~10 L/100km only on a gentle highway run. The small turbo petrol works hard hauling a ~2.1t ladder-frame wagon.
Fix: Not a fault. Buyers wanting economy should look at the diesel or PHEV.
low
Carbon build-up risk (direct injection, long-term)
Like most modern direct-injection turbo engines, intake-valve carbon build-up is a plausible long-term maintenance item; too new in Australia to be widely documented yet.
Fix: Quality oil and on-time servicing; intake clean / walnut blast if drivability deteriorates at high km.
2.4L GW4D24 turbo diesel
Engine
2.4L common-rail turbo-diesel I4 (with DPF)
Engine code
Config
I4 turbo
Displacement
2400cc
Power
135kW @ 3500rpm
Torque
480Nm @ 1500-2500rpm
Drivetrain
Part-time 4WD (dual-range, locking rear diff)
0–100
~10.5s
Economy
7.8 L/100km combined (claim); ~8-9 L/100km real-world
Tow (braked)
3000kg
Tow (unbraked)
750kg
Transmission
9AT
Timing chain / belt / gear
Chain-driven
Pros
- Best economy of the conventional engines (~8 L/100km real-world)
- 480Nm and the highest payload (~600kg) - the pick for touring/towing
- Long highway range from a diesel tank
- 9-speed auto gives relaxed cruising
- 7-year/unlimited-km warranty
Cons
- Only 135kW/480Nm - down on power vs 160kW+ rival diesels (Everest, MU-X)
- Noticeable throttle lag off the bottom before the torque band
- DPF/EGR/AdBlue-era after-treatment dislikes short urban-only trips
- Brand-new diesel with no long-term Australian reliability track record
- Maturing service/parts network for a relatively new powertrain
Known problems
medium
DPF soot loading on short trips
As a modern emissions diesel the GW4D24 has a diesel particulate filter that needs regular highway running to passively regenerate. Short, cold, low-speed urban-only use loads the DPF with soot, triggers forced regens and can raise back-pressure on the turbo and EGR over time.
Fix: Drive it on the highway regularly to allow regeneration; address active-regen warnings promptly. Not a city-only car.
medium
Throttle lag / low-rpm response
Reviewers describe genuinely frustrating lag off idle before the 1500rpm torque band arrives, with the 9-speed auto sometimes slow to respond in traffic. In its band there's real pull and it cruises well.
Fix: Latest dealer ECU/TCU calibration helps; otherwise an adaptive-driving trait rather than a fault.
low
EGR / intake soot build-up (projected)
Common-rail diesels with EGR accumulate soot in the intake over time, especially on stop-start duty; too new in Australia to be widely confirmed but a known class issue.
Fix: Keep up servicing and highway running; intake/EGR clean if airflow-related symptoms appear.
2.0L turbo petrol HEV hybrid
Engine
2.0L turbo-petrol I4 (180kW/380Nm) with single electric motor in a 9-speed hybrid auto
Engine code
GW4C20B
Config
I4 turbo + electric motor (series-parallel hybrid)
Displacement
1998cc
Power
258kW combined (engine 180kW + motor ~78kW)
Torque
615Nm combined
Drivetrain
Full-time 4WD (torque-on-demand, dual-range, F&R diff locks)
0–100
~7.0s
Economy
8.4 L/100km combined (claim); ~9-11 L/100km real-world
Tow (braked)
3000kg
Tow (unbraked)
750kg
Transmission
9HAT (9-speed hybrid auto)
Timing chain / belt / gear
Chain-driven (petrol engine)
Pros
- Strongest conventional outputs - 258kW/615Nm, genuinely quick
- Better economy than the pure petrol with more performance
- Electric assist smooths the petrol engine's low-rpm lag
- Full-time torque-on-demand 4WD with front and rear diff locks
- 7-year/unlimited-km warranty
Cons
- High-voltage hybrid system adds complexity and was subject to a recall
- Heaviest and most expensive of the non-PHEV variants
- Still uses 9-11 L/100km real-world - not a frugal hybrid
- Modest payload (~400kg)
- New, complex powertrain with no long-term Australian durability data
Known problems
high
High-voltage wiring harness grounding (recall)
GWM recalled Tank 300 HEV (and other hybrid models) in Australia because a manufacturing defect could leave the shielding ring in the high-voltage wiring harness improperly grounded, an electrical safety risk.
Fix: Confirm the recall has been completed against the VIN before purchase; rectification is free at a GWM dealer.
medium
12V battery drain / 'excessive power usage' warning
A common Tank 300 complaint: the dash warns of excessive power use when 12V battery charge drops below ~12.5V. Causes include the key fob sitting too close to the car, poorly wired aftermarket accessories (dashcams), or body-computer/software quirks.
Fix: Reset by disconnecting the battery overnight; ensure accessories are wired correctly; dealer software update / battery check. Keep the fob away from the parked car.
low
Jack adjusting-rod recall (2023 HEV)
Recall campaign 88242C2 covered 2023 Tank 300 HEV vehicles whose jack adjusting rod was of incorrect specification and might not operate the jack as intended.
Fix: Free dealer replacement of the jack rod; verify it's been done.
Hi4-T 2.0L turbo PHEV plug-in hybrid
Engine
2.0L turbo-petrol (180kW/380Nm) + 120kW/320Nm electric motor + 37.11kWh NMC battery, 9-speed hybrid auto with low range
Engine code
GW4C20
Config
I4 turbo + electric motor (plug-in hybrid)
Displacement
1998cc
Power
300kW combined
Torque
750Nm combined
Drivetrain
Part-time 4WD (2H/4H/4L, dual-range, electric rear diff lock)
0–100
6.3s
Economy
~1.8 L/100km combined (PHEV claim, charge-depleting); 115km EV-only range
Tow (braked)
3000kg
Tow (unbraked)
750kg
Transmission
9HAT (9-speed hybrid auto)
Timing chain / belt / gear
Chain-driven (petrol engine)
Pros
- 300kW/750Nm - hugely strong, 6.3s 0-100km/h
- 115km EV-only range covers most daily commutes with no fuel use
- Up to 6kW vehicle-to-load (V2L) - run tools/camp gear off the battery
- Retains dual-range 4WD, low range and rear diff lock - a real off-roader
- 7-year/unlimited-km warranty
Cons
- Most complex and expensive Tank 300 - large 37kWh battery and HV system
- Heavy; economy collapses to petrol-hybrid figures once the battery is depleted
- Brand-new PHEV technology with zero long-term Australian reliability history
- Subject to the same hybrid HV-harness recall family as other GWM hybrids
- Charging/servicing ecosystem for GWM PHEVs still maturing
Known problems
high
High-voltage system / hybrid electrical recalls (class)
GWM's hybrid models in Australia have been recalled over high-voltage wiring-harness grounding/electrical defects. As a brand-new PHEV sharing this HV architecture, the Hi4-T should be checked for any open recalls and HV-system software updates.
Fix: Verify all recall and software campaigns are completed against the VIN at a GWM dealer before and during ownership.
medium
Drained battery / 12V and software gremlins
Tank 300s are prone to 12V battery-drain warnings and infotainment/body-computer software quirks; the added PHEV charging and HV management layers give more software surface area for early-build niggles.
Fix: Keep software up to date at the dealer; correct any 12V drain (fob proximity, accessory wiring); battery/charge-system check under warranty.
low
Charging and EV-range expectation vs reality
EV range and fuel claims assume a charged battery; without home charging the heavy PHEV reverts to thirsty hybrid running and you carry ~37kWh of battery mass for little benefit.
Fix: Not a fault - only buy the PHEV if you can charge regularly (AC ~6.5h, DC 30-80% ~24min).