2024 GWM Tank 500 Ultra vs Ford Everest Platinum off-road SUV comparison (2024)

12/06/2024 16:00

Aussies typically gravitate towards known brands for their off-road adventure vehicles. But are they missing a trick by not considering newcomers such as the 2024 GWM Tank 500?

Talk to any off-road enthusiast in Australia and I guarantee the chat will be dominated by established players including – but not limited to – Toyota, Ford, Nissan, Isuzu and Mitsubishi.

Love or hate any one of them, but these brands have earned their off-road stripes over the course of decades, and are now producing some incredibly well-rounded products for on- and off-road use.

But that won't stop new car makers trying their luck in the popular seven-seat off-road segment. Enter the new GWM Tank 500.

We've been impressed with the car at launch, but how does it stack up against one of our favourites in the Ford Everest? I sidled the two up against one other for an on- and off-road bash to find out.

I'll say first that there is a sizeable price discrepancy between these two cars of more than $15,000. But both represent the pinnacle variants in their respective ranges. This comparison is more of a look at two top-shelf SUVs at very different price points.

We're going to take a quick look around their exteriors, jump inside to evaluate space, and then take them for a drive, before deciding which is the better suitor to on- and off-road applications in Australia – keeping in mind that big $15,000 price jump for the Ford Everest.

How much do the GWM Tank 500 and Ford Everest cost in Australia?

Let's start with the newbie, the GWM Tank 500 Ultra.

The GWM Tank 500 is new for 2024 and makes its debut with hybrid powertrains only. There are two variants available to buyers, both powered by a petrol-electric hybrid system said to deliver a fuel economy of 8.5 litres per 100 kilometres.

Under the bonnet sits a 2.0-litre turbocharged four-cylinder petrol engine which, when combined with the hybrid system, produces 255kW and 648Nm. Power is sent to a four-wheel-drive system through a nine-speed automatic gearbox.

It can't quite tow as much as the Ford Everest – just 3000kg – but there's a suite of off-road goodies such as locking front and rear differentials, a low-range transfer case, a turn-assist function for tight manoeuvring, and a whopping 11 separate drive modes.

Like the Ford Everest, its four-wheel-drive system can be used on sealed surfaces.

Size-wise, it fits somewhere between a Toyota Prado and a LandCruiser 300 Series.

There are a plethora of features included for its $73,990 drive-away price including nappa leather upholstery, an Infinity premium sound system, pop-out side steps, heated and ventilated first and second-row seats, massaging front seats, and a power-folding third-row. That builds upon equipment already offered on the entry-level Lux specification, such as a huge 14.6-inch infotainment touchscreen, sunroof, tri-zone climate control, and 18-inch alloy wheels.

In person, I love its big, brash looks. The front end is imposing with the chrome grille and the gigantic headlights make a striking impression. This really is a big SUV outside and in.

Along the side profile, it gets a set of 18-inch alloy wheels wrapped in highway-terrain tyres, and you'll note the side steps that pop out whenever you unlock the car. You can't miss the full-size spare wheel mounted smack-bang on the rear door, which opens sideways instead of upwards like most rivals. However, this is pretty annoying when you're parked close to other cars.

In the blue corner – or the brown corner today – we've got the tried-and-true Ford Everest developed and tested right here in Australia.

Whereas the GWM Tank 500 uses a petrol-hybrid system to make forward progress, the Ford Everest Platinum sticks with a 3.0-litre turbocharged six-cylinder diesel engine for its 184kW/600Nm outputs. Though lower model grades in the Everest range get the choice of a 2.0-litre twin-turbo diesel engine, the flagship specification grade only comes with the V6 engine.

These outputs are sent to the wheels through a part-time four-wheel-drive system with a 4×4 auto mode for on-demand all-wheel drive and a 10-speed transmission. It's enough to tow up to 3500kg braked – bettering the GWM Tank 500 by 500kg – and Ford claims the Everest will do 8.5L/100km on a mixed driving cycle.

But there are still several driving modes, a locking rear differential, underbody protection, off-road displays for the infotainment, and of course, a low-range transfer case for when the going gets rough.

Reasons why you'd opt for this top-spec Platinum model grade include its panoramic sunroof, matrix LED headlights, larger 12.3-inch digital instrument cluster, 12-speaker Bang & Olufsen stereo, 21-inch wheels, quilted leather-accent seats, and ambient lighting highlights for the cabin.

It also benefits from things like a 12-inch centre touchscreen, power tailgate, heated and cooled front seats, and tyre pressure monitoring offered on lower-specified variants.

But all this gear comes at a cost –$81,115 before on-road costs. By the time you get the Ford Everest Platinum on the road with stamp duty and taxes paid, plus a neat $700 Aluminium paint colour, it’ll total $91,361 drive-away in Melbourne. Pricing may vary by location.

Looks-wise, I think the Ford Everest cuts a smart figure on Australian roads. It looks properly at home out here and the high belt line make this look tough.

This Platinum specification gets a chrome-accented grille, though not to the extent of the chintzy Tank, and it rides on a set of 21-inch alloy wheels wrapped in all-season tyres. The side steps are fixed unlike the Tank, and at the rear it gets a normal top-hinged boot that is power-operated.

How much space do the GWM Tank 500 and Ford Everest have inside?

It might be priced $15,000 more affordable than the Ford Everest, but the GWM Tank 500 Ultra still offers a beautifully appointed cabin. In fact, I think it appears more visually impressive than the Ford Everest's.

The space is dominated by a huge touchscreen and you'll see trim highlights such as the woodgrain-effect inlays and starry panels in the dash.

It all feels really nice from the dash top, to the centre console, to the door panels. GWM has put a lot of effort into making this interior feel as nice as it looks.

There is a lot of light afforded by the big sunroof and it makes the space feel gargantuan. I had no issues with build quality either. The only aspect that isn't to my personal tastes is the woodgrain inserts – they look and feel a bit cheap to the touch. But then again, the Ford Everest’s woodgrain inlays aren’t special either.

However, I'm in love with the Tank 500 Ultra specification’s soft nappa leather seats, which not only contain great adjustability to snag a nice driving position, but there's a massage function too – and it's not a gimmick – it really gives the driver a nice cat-paw prod in the back.

Storage-wise, there's a centre console bin to hide away items, two cupholders, wireless smartphone charging, and a little cubby under the centre console.

The second row is one of my favourite spaces in the GWM Tank 500 because there's plenty of room for my 194cm-tall frame. I've got ample head room, plenty of knee room, and enough space for my boots under the seat in front. It's a really comfy seat base too.

To keep back-seat bandits happy there are window blinds, map pockets, air vents with tri-zone controls, heating and cooling for outboard seats, and two USB ports.

Thankfully, the seats slide and recline as needed so you can let those behind you have as much or as little space as you want.

Unfortunately, easy-fold access to the third row is only via the driver's side of the car, which is a problem for Australian roads. But there's adequate space to slide through into the third row, and once you're seated it's just okay in terms of space and comfort.

Kids will be better served in the third row, but it's merely a sometimes seat for adults.

Open the heavy sideways-hinged boot to reveal 98 litres of space behind the third row. It does expand to 795L behind the second row and then 1459L with all rows flattened.

There are even handy slots in the door itself.

The Ford Everest Platinum is a seven-seater that fits adults in all three rows. Space at the very back is not exactly generous but adult occupation is doable. More on that in a moment. Let's start up front for now.

Screens are all the rage right now and, similar to the GWM Tank 500, the Everest's cabin makes its 12-inch infotainment screen the centrepiece. But, whereas the Tank 500 loses points for not including physical controls for frequently used settings, like volume or air-con dials, the Ford gets an instant win for including traditional and easy-access air conditioning and volume dials.

Elsewhere around the cabin, there's a load of space to get comfortable with and soft-touch materials aplenty. The seats offer more support than the Tank 500's, and although there's no fancy massaging, the ventilation, electric adjustments, and heating are appreciated.

As well, it might not have the same visual appeal as the GWM Tank 500, but there's still plenty to appreciate, from the comfy and supportive seats, to the special Platinum badging.

As with the GWM Tank 500, buttons are found around the gear selector to change the 4×4 system and a drive mode selector.

The centre console space also houses a lidded storage bin, wireless phone charger, two cupholders, a handy slot under the dash for stowing keys, and a two-tier glovebox in front of the passenger.

Clamber into the second row and it's easy to appreciate the spaciousness of the Everest's rear seat. I was impressed with the ample head room, leg room, and foot room, just like the Tank 500, but it feels marginally smaller back here when comparing the two.

The two outboard seats have seat heating, and there are bottle holders in the door pockets as well as cupholders in the fold-down armrest.

There are air vents in the second row for airflow, and the panoramic sunroof allows plenty of light in as well.

Getting into the third row is far easier than the Tank 500 because it's a simple pull and slide forward from both sides of the car.

It feels marginally bigger than the Tank 500 right at the back, which is especially impressive given the Ford also offers more storage in every boot configuration.

Unlike the Tank 500, the Everest’s power-operated boot is easily opened and reveals 259L of space behind the third row, 898L behind the second row, and up to 1818L with all seats down. A clear win space-wise over the Tank 500. The spare wheel is mounted underneath on the outside of the car.

Do the GWM Tank 500 and Ford Everest have Apple CarPlay?

The GWM's gigantic infotainment system is snappy to touch inputs and has plenty of content to discover. There's integrated satellite navigation, digital radio, off-road displays, and lots of settings to fiddle with.

Wireless Apple CarPlay and Android Auto are offered too. There's a decent amount of configuration available with the 12.3-inch digital instrument cluster. I changed it to show a map display, but there are other alternatives.

While I appreciate the substantial size of the infotainment screen and the quick processing, unfortunately fingerprints are often littered across the screen, which aren't the nicest to look at.

The car maker has stuck with physical controls for some air-conditioning functions, which is appreciated, but unfortunately there is no volume dial and that is a huge omission.

There are various buttons along the centre console for controlling the 4×4 system, seat amenities, and parking assistance.

As for the Ford’s infotainment suite, it's mounted in portrait format, which I think makes it the less in-your-face of the two cars and doesn't distract as much as the GWM Tank 500's cinema display.

I've said this plenty of times before – I love the functionality of the Ford system. The integrated Sync 4 system has quickly become one of the better infotainment systems on the market – let alone for a large off-road SUV – and contains plenty of functionality. Not only is there native satellite navigation and digital radio, but users can connect Apple CarPlay or Android Auto wirelessly.

There's also a digital instrument cluster in front of the driver that can be configured to show varying displays and graphics. All screens are high definition and display bright, eye-catching colours.

There are some off-road gauges and displays to play with, but not to the extent of the GWM Tank 500. But one feature I appreciated is the off-road cameras, which helped place the wheels in ruts.

Are the GWM Tank 500 and Ford Everest safe cars?

As tested in late 2022, the entire Ford Everest model range in Australia was awarded with a five-star ANCAP safety rating. This rating expires in December 2028, should there be no update to the car's eligibility.

Breaking it down, ANCAP scored the Everest 86 per cent for adult occupant protection, 93 per cent for child occupant protection, 74 per cent for vulnerable road user protection, and 86 per cent for safety assist systems.

The 2024 GWM Tank 500 does not yet have an ANCAP safety score at the time of publishing.

How effective is the GWM Tank 500 and Ford Everest’s safety technology?

The GWM Tank 500 comes with a comprehensive suite of active safety systems. What’s better, they’re all available as standard on either specification – the entry-level Lux or the flagship Ultra.

In terms of passive safety items, the Tank 500 gets seven airbags (with curtains extending to the third row) and a front centre airbag to prevent passengers from hitting one another in the event of a crash.

Though the Tank 500 gets a lot of active safety equipment, I ran into a few issues with the way they worked. The driver monitoring system is almost too good at what it does, immediately alerting the driver to “pay attention to the road” if it detects a turn of the head. You really need to keep your eyes glued to the road in order to prevent it from blurting out warnings – no tweaking the infotainment, no head checks, and no gazing up into the rear-view mirror.

The adaptive cruise-control system is slow to respond, following behind a car ahead, and leaves frustratingly long gaps.

In comparison, the Ford Everest has more physical airbags –nine in total.

But it also benefits from extensive active safety items to prevent you from having (and protect you in the event of) vehicle accidents.

The active safety items are far easier to work with inside the Everest compared to the Tank 500. It keeps the car steadily within lane markings as you’re using the lane-centring, and the adaptive cruise control keeps an appropriate distance to the car ahead.

Is the GWM Tank 500 more fuel-efficient than the Ford Everest?

Both of these vehicles claim 8.5L/100km on a mixed driving cycle. Neither the hybrid in the Tank 500 nor the diesel in the Everest hit that mark, but one was closer than the other.

For us, mixed driving included a series of freeway stints, the early-morning traffic shuffle, and navigating Melbourne’s city streets –as well as an off-road scramble, of course.

After a week’s testing, the Ford Everest notched up a 9.9L/100km fuel economy. The GWM Tank 500’s nifty hybrid system wasn’t quite as effective as I’d have liked –it could only manage 11.7L/100km – but thankfully it only requires 91-octane regular unleaded fuel.

What are the GWM Tank 500 and Ford Everest like to drive?

Getting going in the GWM Tank 500 is a simple process, but it is accompanied by dorky noises including a start-up jingle and a surprisingly 'ka-ching' alert as you put into drive.

It's as embarrassing for your passengers to hear as the overbearing "pay attention to the road" reminders you get from the driver-monitoring tech.

But otherwise, the Tank 500's cabin is notably silent, seemingly at odds for such a large off-road-focused SUV. Minimal road noise enters the cabin and the body is well insulated from wind noise, even at freeway speeds.

It's a refined experience that you don't expect from a car so capable off-road. We took both cars off the beaten track in Anglesea, Victoria and found the Tank 500 exceeded expectations. With the pop-out side steps out of the way (the auto-fold function on these can be switched off), the Tank 500 has plenty of ground clearance to clamber over undulations and articulates well over unformed surfaces.

Despite sitting on highway-terrain tyres, the GWM easily tackled uphill climbs and stocks impressive gear for its price point, including front and rear locking differentials, hill descent control, and various off-road driving modes.

The 2.0-litre turbocharged four-cylinder engine, with hybrid assistance, performs well under these conditions. Trundling along flat tracks, it's bizarre to hear nothing but the sound of outside nature. That said, it doesn't last long on electric power before switching to petrol persuasion.

The changeover between electric and petrol systems isn't seamless and there's a noticeable lull that interrupts acceleration. Normally that kind of a pause in power would be attributed to the transmission, but the nine-speed gearbox shifts smoothly and quickly.

Foot-to-the-floor acceleration returns a strong surge, but anything less and the Tank 500 feels its full 2605kg heft when trying to get going. Peak outputs of 255kW and 648Nm are available only while the 1.76kWh battery has enough juice too. The petrol engine’s isolated outputs are 180kW and 380Nm, but the system is smart enough to keep the battery topped-up with useable charge.

Steering efforts are light and easy, if a little devoid of feel, but the system does make the 5m-long body easy to manoeuvre into tight parking spaces. However, the lumbering body control isn't the nicest sensation.

Whether you're braking hard or pitching the Tank 500 into a corner, there's a lot of sway in the body, which can feel unnerving in such a big and heavy car. For example, the Ford Everest has a much tighter body control and is far easier to control through a set of corners.

The ride control is overly plush, which is a joy around town going over speed humps and larger road impacts, though low-speed comfort is unsettled over sustained jostles, as experienced over cobblestones or gravel road corrugations.

The Ford Everest Platinum goes about the seven-seat off-roading experience armed with diesel power, rather than a petrol-electric hybrid powertrain.

The centrepiece of the Ford Everest's drive experience, at least in the upper-spec Platinum specification, is its 3.0-litre turbo-diesel V6 engine. With 184kW and 600Nm on tap, a flex of the throttle results in a strong surge forward, which is especially handy for quick overtakes.

Though it's down on outputs compared to the GWM Tank 500's 255kW/648Nm, the Everest feels stronger in its power delivery and it also feels easier to access.

There are 10 ratios for the gearbox to choose from, so it can often select the wrong gear in certain scenarios, particularly around town. However, at higher speeds the transmission is quick to change ratios, ready for action.

There are six separate driving modes accessed handily down on the centre console-mounted Drive Selector dial, plus the ability to switch the four-wheel-drive system between four-wheel-drive auto, four-wheel-drive high, four-wheel-drive low, and two-wheel drive.

While the Everest Platinum also has a hill descent control system like the Tank 500, it only makes do with a single rear locking differential, whereas the Tank 500 gets one on each axle.

Off-road, the Everest is a proven performer with plenty of ground clearance to clear mounds and ample traction to continue over tricky terrain. While our car was fitted with large 21-inch wheels wrapped in highway-terrain tyres, buyers get a no-cost option of all-terrain 18-inch wheels and tyres too.

I'd actually like to see what an Everest Platinum on smaller wheels would be like, because our car was surprisingly firm for a large SUV. It tended to exhibit a jittery ride control over bumps in the road – at low and high speeds – which isn't an experience I've had in an Everest before.

Although the Everest is quiet and refined, it's the GWM Tank 500 that is quieter on the road – especially with respect to what's under each vehicle’s bonnet.

Should I buy the GWM Tank 500 or a Ford Everest?

Our gathering here was never designed as a head-to-head comparison, but there are a few key inferences worth making about how close the GWM Tank 500 comes to an established and respected player like the Ford Everest Platinum.

The Tank 500 is especially comfortable on the road, which is where I think it excels – but it's also well set up for bush bashing too. Nothing we threw at it really fazed its off-road progress.

Its plush ride comfort is appreciated on roads too. But there are some quirks that might upset buyers; the kinds of things that aren't an issue on the Ford Everest. These being: the annoying driver monitoring software; hesitations from the powertrain; or the tight lumbering body control.

This is why you'd want to opt for something a bit more proven like a Ford Everest. But I'd argue the buying is better further down the Everest range – especially at the impressive Sport model variant.

That said, the GWM Tank 500 really impressed me all around. It might not be to every buyer's taste, but there's certainly a lot of ability packed into this thing – especially at its sharp price point.

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