Pop quiz: After Toyota, which car brand sells the most hybrids in Australia?

If you answered GWM, go straight to the top of the class.

The Chinese brand formerly known as Great Wall Motors has been making big strides in the Australian market in recent years, selling both GWM-branded utes and EVs, and Haval-branded SUVs.

Like many rivals, GWM is gearing up for the introduction of the Commonwealth Government’s New Vehicle Efficiency Standards (NVES) which come into play on 1 January 2025, and which will fundamentally alter the mix of new vehicles available to Australian consumers.

Among the goals of the NVES is a lowering of the tailpipe emissions from Australia’s new vehicle fleet.

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Under the terms of the NVES, all new vehicles sold in Australia from 1 July 2025 will be subject to a fee of $100 per gram over the CO2 target, which is calculated based on vehicle type, weight, body structure, towing capacity and more.

Most car makers are scrambling to have a greater number of low- and zero-emissions models in their mix to offset their higher-emitting models.
That includes GWM, which already has five dedicated hybrid-electric vehicles (HEV) and one dedicated battery electric model (BEV), but is preparing to add more EVs, hybrids and plug-in hybrids (PHEV).

The company recently gave Australian media a sneak preview of several new models it is “considering” introducing to the local market, but which look very likely to see light of day in 2025.

These include the Ora Sport EV, Tank 500 Hi4T (PHEV) 4x4 wagon, and Cannon Alpha Hi4T (PHEV) 4x4 ute.

None have yet been confirmed for Australia, but the fact GWM went to the trouble of inviting journalists to test drive prototype versions of these vehicles, albeit in left-hand drive in some cases, in a closed-road environment, suggests plans are well advanced.

GWM Tank 500 Ultra Hi4T (PHEV)

The Tank 500 is currently GWM Australia’s flagship SUV model and is already available with a hybrid powertrain, with GWM now looking at adding a plug-in hybrid option, the Hi4T which stands for Hybrid Intelligent 4WD – Tank.

The brand is promising the new model will retain the Tank’s no-compromise 4x4 off-road capabilities, deliver stronger on-road performance, and do so without the range anxiety of a full EV.

Under the bonnet is the same 2.0-litre four-cylinder petrol turbo as the Tank 500 Hybrid, but it’s supplemented with a more powerful electric motor and a larger battery, resulting in significantly higher outputs.

The petrol engine still generates 180kW/380Nm, but the electric motors kick in an additional 120kW/400Nm for combined outputs of 300kW/750Nm, which is an increase of 45kW/102Nm over the hybrid.

Unsurprisingly, acceleration from 0–100km/h is a decently brisk with GWM claiming a split of 6.9 seconds, despite the wagon’s hefty 2,830kg kerb weight.

There are four different drive modes to select from, including EV only (up to 110km), Energy regeneration, Parallel hybrid and Petrol only.

The latter mode allows the battery charge to be preserved for later use, such as if you are travelling from a rural area into an urban area and want to use the EV mode in the latter to reduce emissions.

Power is delivered via a nine-speed hybrid-automatic with off-road traction enhanced by a centre diff lock, plus front and rear locking diffs.

When fully engaged, the combination ensures all four wheels get an even split of the torque, as displayed to good effect during brief off-road section around a tight and technically challenging 4x4 test track at the Norwell Motorplex in South East Queensland.

Featuring similar key off-road attributes to the Tank 500 Hybrid, including good approach, departure and breakover angles, the Tank 500 PHEV also boasts an identical 800mm wading depth.

GWM says the PHEV battery is certified to IP67 level waterproofing and has been put through key durability and safety tests including a crush test, submersion test, high-pressure water blast test, and a fire test.

The 37.1kWh ternary lithium (AKA NCM) battery pack is located at the rear of the vehicle, between the chassis rails and delivers a claimed EV-only driving range of 110km (WLTC), which is among the better EV-only range offerings from current PHEVs.

Fuel consumption with the battery fully charged is claimed to be an impressive 2.06L/100km, rising to a still respectable 8.8L/100km (WLTC) when the battery is in a low state of charge and the combustion engine is doing most of the driving.

GWM says the Tank 500 Hi4T will come with a CCS2 plug, and can be charged at up to 50kWh DC, with a 30–80% charge taking about 24 minutes. Slower AC charging is available at up to 6.6kWh, meaning it can be topped up overnight from 2–100% in 6.5 hours.

A handy additional feature of the Tank 500 Hi4T is its V2L functionality, which allows the battery pack to be used to power amenities such as camping gear and power tools.

The V2L electric discharge capability is at a maximum output of 3.3kW, with 31.5kWh of the battery capacity available for this application.

The extra space required for the battery means that the Tank 500 Hi4T has a smaller 70-litre fuel tank than the hybrid but with its claimed 110km EV range, fuel consumption when charged of 2.06L/100km, and 8.8L/100km (WLTC) when the battery is low, touring range is a still decent combined 790km (WLTC).

Perhaps a bigger drawback is that the extra weight of the battery and electric motor means the Tank 500 PHEV will be offered as a five-seater only, where the Tank 500 hybrid is a seven-seater.

Other notable downsides include a reduction in being payload to 565kg, and a braked towing capacity of 3,000kg where rivals offer 3,500kg.

GWM has indicated that the premium for a PHEV over a petrol or petrol hybrid could see the Tank 500 PHEV priced around $78,000, which is a full price for a large 4x4 wagon that’s still fairly unproven in this market. Offsetting this to some extent is the very generous fitout that comes with GWM’s Ultra specification level.

GWM Cannon Alpha Ultra PHEV

GWM was first to market with a proper off-road capable hybrid-powered 4x4 ute with the Cannon Alpha and was gunning to be the first with a PHEV 4x4 ute as well.

However, the recent launch of the BYD Shark 6 ute torpedoed that plan, meaning GWM will have to settle for being among the first movers in terms of introducing PHEV technology to Australia’s biggest-selling vehicle category.

That’s if it manages to land the Cannon Alpha Hi4T early-to-mid next year, as expected.

Both the Tank 500 and its ute-based stablemate the Cannon Alpha are built on GWM’s ‘P’ model platform and share identical technical underpinnings, so pretty much everything we’ve written about the Tank 500 PHEV applies to the Cannon Alpha PHEV ute.

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Key differences include the Cannon Alpha riding on 18-inch wheels versus the 19s of the Tank 500, and boasting a higher 3,500kg braked towing rating but a lower 535kg payload.

The Cannon Alpha PHEV’s power and torque outputs are identical to the Tank 500 PHEV at 300kW/750Nm, which is more power than Ford’s twin-turbo V6-powered Ranger Raptor (292kW) and only slightly less than the Chevrolet Silverado’s 6.2-litre petrol V8 (313kW).

That should be enough to propel the 2,775kg ute from 0–100km/h in a similarly rapid time to the Cannon PHEV’s 6.9 seconds, but GWM didn’t provide this detail.

Unlike the Raptor and Silverado, the Cannon Alpha PHEV offers an impressive EV-only range of 110km, with claimed fuel consumption of 1.7L/100km (WLTC) when fully charged, and 9.3L/100km (WLTC) when the battery is low.

We had the opportunity to put the ute through Norwell’s condensed off-road section which includes suspension articulation humps, water crossings, side slope tests and more, all of which it handled with ease.

We also put in some laps out on the billiard-table-smooth tarmac of Norwell’s ride and handling circuit where we got a taste for the PHEV’s brisk performance and decent handling, but didn’t have the chance to drive it on the open road, so impressions are limited.

We have driven the closely related Cannon Alpha Ultra Hybrid extensively in both on- and off-road conditions, however, where it acquitted itself well, so feel reasonably confident the PHEV will perform similarly if given the green light.

Regardless of powertrain, the Cannon Ultra is a slightly larger ute than the category-leading Toyota HiLux and Ford Ranger bringing particularly generous rear-seat accommodation and unusual two-piece barn-door style tailgate.

It’s also very well-specified, and if the PHEV is priced and specified in a similar way to the HEV, it could present as a very appealing proposition to fleets looking to lower their C02 footprint, particularly give its claimed 110km EV-only range, coupled with the long-distance capability of its petrol-hybrid powertrain.

Pricing will be key of course, but GWM has already demonstrated that it can undercut its Japanese rivals with the Cannon and Cannon Alpa utes, and the indications are that the Cannon Alpha Ultra PHEV would be priced somewhere between $60–65,000 driveaway.

That pricing might be a bit optimistic given the recently landed BYD Shark 6 PHEV’s extremely sharp $57,900 (plus on-road costs), which is $7,000 below the price of the Cannon Alpha Ultra Hybrid, let alone the PHEV.

However, GWM points to the fact its PHEV ute has a higher 3,500kg braked towing capacity versus the Shark’s 1,500kg, larger 2.0-litre petrol engine versus the Shark’s 1.5-litre unit, superior 110km of electric range versus the Shark’s 80km, and ‘proper’ low-range gearing via a mechanical 4x4 system in lieu of the Shark’s electrified AWD.

Whether that will be enough to convince fleets and private buyers of the PHEV ute’s capabilities remains to be seen, but GWM will also need to ensure its offering is not priced too far north of the BYD if the ute is green-lit.

GWM ORA 7 Sport

The third vehicle sampled at GWM’s new model drive day was the Ora 7 Sport Dual Motor, which is an interesting product extension of the existing GWM Ora hatchback, a small EV that has a various times vied for the title of Australia’s least-expensive EV.

The Ora 7 Sport is a more style-driven product than the pragmatic Ora and promises to bring a dash of luxury flair and extra performance to GWM’s EV lineup.

Stylistically, the Ora 7 appears to be a fusion of several different design influences, some of which bear a more than passing resemblance to popular European models.

The swept-back headlights are reminiscent of certain Porsche models, while the oval-themed taillights have a hint of Bentley Continental GT about them.

In side-view, there’s even a bit of Audi TT evident in the soft, flowing lines, with other notable styling attributes including 19-inch alloy wheels, hidden door handles, frameless doors, and a retracting rear spoiler.

The net result is that the Ora 7 looks like nothing else on the road and will certainly stand out from the SUV hoi polloi, if GWM proceeds with its local release.

The company is claiming excellent safety and strength for the dedicated BEV, thanks to extensive use of high-strength steel throughout.

The car maker even showed off the Ora 7’s claimed crash strength with footage of what it calls “an industry first rollover crash test,” which simulated a car flying off a bridge or an on-ramp, reaching a maximum height of over 6m and rolling five times before stopping.

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Let’s hope consumers never get to experience that scenario.

The Ora Sport also boasts GWM’s latest array of active safety features including Forward and Rear Collision Warning, Adaptative Cruise Control, Rear Collision Warning, Blind Spot Monitor, Lane Keep Assist, Lane Centring Assist, Driver Monitor System, and more.

Under its hardened steel skin, the Ora Sport packs an 83.4kWh Ternary Lithium (aka NCM) battery, delivering a claimed range of 550km (NEDC), with energy consumption a claimed 15.5kWh/100km (NEDC).

That EV range figure is slightly better than the MG4 Long Range 77’s 530km (WLTP), but shy of the 629km (WLTP) that Tesla claims for its Long-Range dual motor Model 3 sedan.

Note that comparing GWM’s unusual NEDC range metric with rivals’ better-recognised WLTP figure is not exactly apples with apples, however, so needs to be taken with a grain of salt.

The Ora Sport’s battery powers twin electric motors delivering all-wheel drive and outputs of 300kW/680Nm, which is plenty for a relatively small vehicle.

Acceleration from 0–100km/h is a claimed 4.3 seconds, which is one-tenth quicker than what Tesla claims for its Long-Range dual motor Model 3 and comfortably quicker than the MG4 Long Range 77’s 6.5-second dash.

The maximum DC charging rate of 88kW is on the low side compared with the Tesla (250kW) and MG4 (144kW), but will still top up the battery from 30–80% in 32 minutes, while a full 0–100% charge on 11kW AC charging takes 15 hours.

The interior design is sporty and minimalist with supple faux leather seats incorporating heating, ventilation and massage functions up front.

There is also an impressive 11-speaker Infinity sound system, wireless phone charger, 12.3-inch colour touch screen, dual-zone climate control system and a sporty digital instrument cluster.

Rotary dials on the centre console provide access to the different driving modes, which include Normal, Wellbeing, Individual, Eco, Sport and Sport+.

There’s also adjustment for steering assistance levels, accelerator pedal response and regenerative braking, with the option of selecting one-pedal driving, and low-speed creep modes.

Overhead, a panoramic glass roof covers most of the roof and – importantly for Queenslanders – it’s rated to a claimed SPF100 which GWM says will block 99.9% of UV and 95% of infrared thanks to a PVB heat dissipation layer. We’d still prefer a sunblind.

The suspension comprises MacPherson struts up front and multi-links at the rear, with the Ora 7 riding on efficiency-focused Michelin Pilot Sport EV tyres.

The suspension is tuned more for comfort than sports performance, and with so much grunt underfoot on the Norwell circuit, we soon discovered that it’s relatively easy to overwhelm the tyres’ grip.

Several flying laps showed that the Ora 7 is no slouch in the acceleration stakes, although its Grand Tourer-like suspension tune means it’s ultimately not particularly well suited to racetrack hot laps.

However, it will make short work of highway overtaking manoeuvres and likely win more than its share of traffic-light grands prix, but we’re unable to vouch for how the ride and handling will feel away from Norwell’s billiard-table smooth tarmac.

As with the Cannon Alpha PHEV, pricing and positioning will be the key to determining whether the Ora Sport can find a niche in the increasingly crowded EV market.

One key advantage is there are not many small sedans out there, with most brands preferring SUVs, so it may find a bit of clear air for buyers looking for something that looks a bit different, has strong performance good range and is very well equipped.

Potential rivals include the MG4, Nissan Leaf, BYD Sealion 6, and Tesla Model 3.
No pricing or on-sale dates have yet been confirmed for any of these new GWM products but expect to see one or more of them appear in Q1 2025.