GWM Tank 300 Off-Road Review: Wading, Lockers & Verdict

The GWM Tank 300 has taken the 4x4 world by storm. Its rugged, retro looks and sharp pricing grab the attention, but serious off-roaders want to know one thing: can it actually perform as well as it looks?

This is a look beyond the brochure at the Tank 300's core off-road systems — what the hardware is, how it works, and what it delivers on real terrain. It draws on GWM's published figures, independent 4x4 testing and the experience of owner communities such as Tank 300 Owners Australia.

We cover the triple-lock diff system, the body-on-frame build, wading depth, the terrain tech and the steep-climb hardware — then give a clear, fact-based verdict on what this 4x4 can really do.

What Makes the Tank 300 a Serious Off-Roader

Before the terrain, the hardware. These are the building blocks of any genuine 4x4, and on paper the Tank 300's credentials look strong for its price bracket.

Ladder-frame construction, true low-range gearing and front and rear lockers set high expectations. The question is whether the real thing measures up — so here is how each system performs.

Rock Crawling: How the Triple-Lock System Works

Locking differentials are the single biggest off-road game-changer, and the classic way to understand them is the diagonal-wheel scenario: a deep, offset ditch that lifts two diagonal wheels — typically front-left and rear-right — clear off the ground.

Open Differentials: Stopped Dead

With open diffs, a vehicle drives into that ditch and stops. The wheels in the air spin freely while the wheels with grip sit motionless, because an open differential sends torque to the path of least resistance. On a cross-axle obstacle, almost all the drive is lost to the spinning wheels.

Rear Locker: On the Move Again

Engage the rear electronic diff lock via the dash switch and the change is immediate. Both rear wheels are now forced to turn at the same speed, so the rear wheel on solid ground grips and drives the vehicle up and out of the obstacle.

Front and Rear Locked: Effortless

With both front and rear lockers engaged, the Tank 300 crawls through the same ditch with barely a spin. All four wheels turn together for maximum traction, moving the vehicle through with minimal effort and far less stress on the drivetrain.

That step change is the whole point. The locker system isn't a gimmick button — it's the feature that turns the Tank 300 from a capable SUV into a genuinely serious off-road machine. Independent testing has repeatedly praised the speed and effectiveness of its locker engagement.

Wading Depth: Can It Really Do 700mm?

Water crossings are one of the most common — and riskiest — parts of off-roading, so the Tank 300's claimed 700mm wading depth is one of its most-searched figures. It puts the GWM right up with the best in its class.

The number holds up because the engineering supports it: the air intake sits high in the engine bay, well above the waterline at the rated depth. Provided you use the right technique — low-range, a slow and steady entry to create a gentle bow wave, and a constant pace — the Tank 300 can take on serious crossings with confidence.

At a measured 700mm, with the intake clear of the water and no path for water into the cabin, the claim is realistic rather than optimistic. That said, water depth is unforgiving: walk a crossing first where you can, and treat 700mm as a maximum, not a target.

Tank Turn, Crawl Control and Terrain Modes

Beyond the lockers, the Tank 300 carries a suite of electronic aids that genuinely earn their place on the trail.

Tank Turn (Turning Assist) reduces the turning circle on loose surfaces. Activated in low-range, it brakes the inside rear wheel through a tight turn, pivoting the vehicle more sharply around that wheel. It's not an everyday feature, but on tight switchbacks it can save a multi-point turn on a narrow trail.

Crawl Control (off-road creep) manages throttle and braking automatically to hold a slow, steady speed over difficult ground, letting you concentrate on steering and your line. Selectable terrain modes — sand, mud, rock and snow — retune the throttle, traction and shift behaviour to suit the surface.

The high-resolution 360-degree camera, with its "transparent chassis" view, isn't just a parking gadget either. Being able to see what's under the front of the vehicle is a real help when placing tyres precisely on rocks and ruts.

Hills and Tough Terrain: Body-on-Frame in Action

The toughest test for any 4x4 is a steep, loose climb. Here the low-range gearing comes into its own, giving a slow, controlled crawl, while the 2.0T petrol's low-down torque means it rarely feels strained. GWM rates the Tank 300 for gradients up to 70% (around 35°).

On a loose 35° dirt climb the traction control works hand in hand with the gearing, gently braking individual spinning wheels to redirect power to those with grip. The result is a composed, controlled climb rather than a frantic scramble.

Saying a vehicle is "body-on-frame" is one thing; seeing it work on a rutted trail is another. The rigid ladder frame resists twisting, which lets the suspension do its job and keep the wheels on the ground longer — the key to traction and stability on broken terrain. The practical benefits show up as:

• Better wheel contact: the solid rear axle and rigid frame allow strong articulation, keeping tyres planted even at extreme angles.
• Proven toughness: the structure stays quiet and solid over big impacts, with none of the creaks a tired body would make.
• Predictable behaviour: responses to large obstacles are stable and easy to read, which builds driver confidence.

That durability is echoed by owner communities: members of Tank 300 Owners Australia have documented long trips through punishing country such as the Simpson Desert, underlining how well the platform stands up to real abuse.

Petrol, Diesel or Hybrid? Tank 300 Variants

The off-road hardware above describes the core 2.0T petrol, but the Tank 300 is sold with different powertrains depending on the market, and buyers often weigh them up against each other.

The 2.0L turbo-petrol (167kW / ~380Nm, 8-speed auto) is the staple. Some markets, including South Africa and Australia, also offer a 2.4L turbo-diesel with extra low-down torque and added underbody guards. The 2.0T HEV hybrid pairs the petrol engine with an electric motor for a strong combined output and noticeably better fuel economy and on-road refinement, at a higher price. If you're weighing the hybrid up, see our full GWM Tank 300 Hybrid review.

How the Tank 300 Compares

Against the established names, the Tank 300's pitch is simple: most of the capability for a lot less money. Its 34° departure angle and 224mm clearance actually edge out a Toyota Prado on paper (roughly 26° and 215mm), and it matches the Prado's 700mm wading depth, while undercutting it heavily on price.

It won't out-articulate the very best, most expensive 4x4s in the most extreme situations, and rivals like the Ford Everest are more polished on-road. But as a hardware package — ladder frame, low-range, twin lockers, real wading depth — the Tank 300 punches well above its price.

The Verdict: Strengths, Weaknesses and Who Should Buy

Put it all together and a clear picture emerges. The Tank 300 isn't a pretender — it's a genuinely capable factory off-roader that handles serious water, technical rock-crawling and steep climbs with confidence.

The Tank 300 suits enthusiasts who want 80–90% of a premium 4x4's ability at a far lower price — drivers who value mechanical hardware over a badge and are ready to head off the blacktop. It proves that serious off-road adventure is more accessible than ever.

Frequently Asked Questions