Latest news with #CannonAlphaPHEV
The Advertiser
6 hours ago
- Automotive
- The Advertiser
Why the GWM Cannon Alpha PHEV is a CarExpert Choice winner
Utes have always done a roaring trade in Australia, where diesel power has long dominated. It's only recently that we've seen hybrid, plug-in hybrid and electric options join the segment. Electrified options continue to be vastly outnumbered by those with petrol or diesel power, but among these we picked the GWM Cannon Alpha PHEV as the Best Electrified Ute in our inaugural 2025 CarExpert Choice awards. Launched earlier this year, the PHEV joins existing diesel and hybrid petrol versions of GWM's flagship ute. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Priced from $59,990 before on-road costs, the Cannon Alpha PHEV mates a 180kW/380Nm turbocharged 2.0-litre four-cylinder petrol engine with a 120kW/400Nm electric motor, a nine-speed automatic transmission, and a 37.1kWh battery for total system outputs of no less than 300kW and 750Nm. That gives it a long 115km of electric-only range on the NEDC cycle, plus combined cycle fuel consumption of just 1.7L/100km. But while it can run on pure electric power, the Cannon Alpha PHEV still offers braked towing capacity of 3500kg, a payload of 685kg, and both front and rear locking differentials. The result is a ute that offers silent electric propulsion but also competitive off-road and load-hauling capability. Here's why the CarExpert team picked the GWM Cannon Alpha PHEV as the Best Electrified Ute in the 2025 CarExpert Choice Awards: "Being the person who made the videos on the two Chinese sourced PHEV utes, I accept that I'm partly responsible for the outrage on the internet over the depiction of these new vehicles. That said, we just showed it how it is," said video producer Sean Lander. "And the simple fact of the matter is the GWM Cannon Alpha PHEV is a great car. The interior is lovely, the drivetrain well put together and it can actually do the things Aussie's expect and need of a ute. "It has locking diffs, a big tray, tons of space and massaging seats on the top-spec Ultra. "Yes, there is room for improvement. The spare wheel placement is not good – you are losing a lot of space in the tub. The towbar positioning needs to be raised especially if you intend to do any off-roading. And the infotainment system is clunky, particularly if you need to operate things like the climate control or enable/disable driver assistance settings. "But the Cannon Alpha PHEV can tow, well. It manages its battery much better than its rivals and the fuel economy is superior to any other ute on the market. "It is a great all-rounder, for an excellent price and while there are better utes out there, the Cannon Alpha PHEV shows that the future of work vehicles doesn't have to be bleak. In fact, it looks pretty good." "Utes are finally getting electrified en masse, and GWM is one of the trailblazers," added marketplace editor James Wong. "Its on-paper credentials translate to the real world, with 90-100km of usable electric range, strong performance towing up to 3.5 tonnes, and rugged capability off the beaten track. "It offers more off-road and towing capability than a BYD Shark 6. Add to that its plush SUV-like cabin and swathes of in-car tech, and it has everything the modern site manager or lifestyle buyer needs from an electrified all-rounder." "It may not be quite as cheap – or as powerful – as the BYD Shark 6, but the GWM Cannon Alpha offers the most torque, the biggest battery, the longest range and the lowest claimed fuel consumption of the three PHEV utes currently available. And it's the only one with both front and rear diff locks, making it a clear winner here," concluded managing editor Marton Pettendy. MORE: Explore the GWM Cannon Alpha showroom Content originally sourced from: Utes have always done a roaring trade in Australia, where diesel power has long dominated. It's only recently that we've seen hybrid, plug-in hybrid and electric options join the segment. Electrified options continue to be vastly outnumbered by those with petrol or diesel power, but among these we picked the GWM Cannon Alpha PHEV as the Best Electrified Ute in our inaugural 2025 CarExpert Choice awards. Launched earlier this year, the PHEV joins existing diesel and hybrid petrol versions of GWM's flagship ute. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Priced from $59,990 before on-road costs, the Cannon Alpha PHEV mates a 180kW/380Nm turbocharged 2.0-litre four-cylinder petrol engine with a 120kW/400Nm electric motor, a nine-speed automatic transmission, and a 37.1kWh battery for total system outputs of no less than 300kW and 750Nm. That gives it a long 115km of electric-only range on the NEDC cycle, plus combined cycle fuel consumption of just 1.7L/100km. But while it can run on pure electric power, the Cannon Alpha PHEV still offers braked towing capacity of 3500kg, a payload of 685kg, and both front and rear locking differentials. The result is a ute that offers silent electric propulsion but also competitive off-road and load-hauling capability. Here's why the CarExpert team picked the GWM Cannon Alpha PHEV as the Best Electrified Ute in the 2025 CarExpert Choice Awards: "Being the person who made the videos on the two Chinese sourced PHEV utes, I accept that I'm partly responsible for the outrage on the internet over the depiction of these new vehicles. That said, we just showed it how it is," said video producer Sean Lander. "And the simple fact of the matter is the GWM Cannon Alpha PHEV is a great car. The interior is lovely, the drivetrain well put together and it can actually do the things Aussie's expect and need of a ute. "It has locking diffs, a big tray, tons of space and massaging seats on the top-spec Ultra. "Yes, there is room for improvement. The spare wheel placement is not good – you are losing a lot of space in the tub. The towbar positioning needs to be raised especially if you intend to do any off-roading. And the infotainment system is clunky, particularly if you need to operate things like the climate control or enable/disable driver assistance settings. "But the Cannon Alpha PHEV can tow, well. It manages its battery much better than its rivals and the fuel economy is superior to any other ute on the market. "It is a great all-rounder, for an excellent price and while there are better utes out there, the Cannon Alpha PHEV shows that the future of work vehicles doesn't have to be bleak. In fact, it looks pretty good." "Utes are finally getting electrified en masse, and GWM is one of the trailblazers," added marketplace editor James Wong. "Its on-paper credentials translate to the real world, with 90-100km of usable electric range, strong performance towing up to 3.5 tonnes, and rugged capability off the beaten track. "It offers more off-road and towing capability than a BYD Shark 6. Add to that its plush SUV-like cabin and swathes of in-car tech, and it has everything the modern site manager or lifestyle buyer needs from an electrified all-rounder." "It may not be quite as cheap – or as powerful – as the BYD Shark 6, but the GWM Cannon Alpha offers the most torque, the biggest battery, the longest range and the lowest claimed fuel consumption of the three PHEV utes currently available. And it's the only one with both front and rear diff locks, making it a clear winner here," concluded managing editor Marton Pettendy. MORE: Explore the GWM Cannon Alpha showroom Content originally sourced from: Utes have always done a roaring trade in Australia, where diesel power has long dominated. It's only recently that we've seen hybrid, plug-in hybrid and electric options join the segment. Electrified options continue to be vastly outnumbered by those with petrol or diesel power, but among these we picked the GWM Cannon Alpha PHEV as the Best Electrified Ute in our inaugural 2025 CarExpert Choice awards. Launched earlier this year, the PHEV joins existing diesel and hybrid petrol versions of GWM's flagship ute. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Priced from $59,990 before on-road costs, the Cannon Alpha PHEV mates a 180kW/380Nm turbocharged 2.0-litre four-cylinder petrol engine with a 120kW/400Nm electric motor, a nine-speed automatic transmission, and a 37.1kWh battery for total system outputs of no less than 300kW and 750Nm. That gives it a long 115km of electric-only range on the NEDC cycle, plus combined cycle fuel consumption of just 1.7L/100km. But while it can run on pure electric power, the Cannon Alpha PHEV still offers braked towing capacity of 3500kg, a payload of 685kg, and both front and rear locking differentials. The result is a ute that offers silent electric propulsion but also competitive off-road and load-hauling capability. Here's why the CarExpert team picked the GWM Cannon Alpha PHEV as the Best Electrified Ute in the 2025 CarExpert Choice Awards: "Being the person who made the videos on the two Chinese sourced PHEV utes, I accept that I'm partly responsible for the outrage on the internet over the depiction of these new vehicles. That said, we just showed it how it is," said video producer Sean Lander. "And the simple fact of the matter is the GWM Cannon Alpha PHEV is a great car. The interior is lovely, the drivetrain well put together and it can actually do the things Aussie's expect and need of a ute. "It has locking diffs, a big tray, tons of space and massaging seats on the top-spec Ultra. "Yes, there is room for improvement. The spare wheel placement is not good – you are losing a lot of space in the tub. The towbar positioning needs to be raised especially if you intend to do any off-roading. And the infotainment system is clunky, particularly if you need to operate things like the climate control or enable/disable driver assistance settings. "But the Cannon Alpha PHEV can tow, well. It manages its battery much better than its rivals and the fuel economy is superior to any other ute on the market. "It is a great all-rounder, for an excellent price and while there are better utes out there, the Cannon Alpha PHEV shows that the future of work vehicles doesn't have to be bleak. In fact, it looks pretty good." "Utes are finally getting electrified en masse, and GWM is one of the trailblazers," added marketplace editor James Wong. "Its on-paper credentials translate to the real world, with 90-100km of usable electric range, strong performance towing up to 3.5 tonnes, and rugged capability off the beaten track. "It offers more off-road and towing capability than a BYD Shark 6. Add to that its plush SUV-like cabin and swathes of in-car tech, and it has everything the modern site manager or lifestyle buyer needs from an electrified all-rounder." "It may not be quite as cheap – or as powerful – as the BYD Shark 6, but the GWM Cannon Alpha offers the most torque, the biggest battery, the longest range and the lowest claimed fuel consumption of the three PHEV utes currently available. And it's the only one with both front and rear diff locks, making it a clear winner here," concluded managing editor Marton Pettendy. MORE: Explore the GWM Cannon Alpha showroom Content originally sourced from: Utes have always done a roaring trade in Australia, where diesel power has long dominated. It's only recently that we've seen hybrid, plug-in hybrid and electric options join the segment. Electrified options continue to be vastly outnumbered by those with petrol or diesel power, but among these we picked the GWM Cannon Alpha PHEV as the Best Electrified Ute in our inaugural 2025 CarExpert Choice awards. Launched earlier this year, the PHEV joins existing diesel and hybrid petrol versions of GWM's flagship ute. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Priced from $59,990 before on-road costs, the Cannon Alpha PHEV mates a 180kW/380Nm turbocharged 2.0-litre four-cylinder petrol engine with a 120kW/400Nm electric motor, a nine-speed automatic transmission, and a 37.1kWh battery for total system outputs of no less than 300kW and 750Nm. That gives it a long 115km of electric-only range on the NEDC cycle, plus combined cycle fuel consumption of just 1.7L/100km. But while it can run on pure electric power, the Cannon Alpha PHEV still offers braked towing capacity of 3500kg, a payload of 685kg, and both front and rear locking differentials. The result is a ute that offers silent electric propulsion but also competitive off-road and load-hauling capability. Here's why the CarExpert team picked the GWM Cannon Alpha PHEV as the Best Electrified Ute in the 2025 CarExpert Choice Awards: "Being the person who made the videos on the two Chinese sourced PHEV utes, I accept that I'm partly responsible for the outrage on the internet over the depiction of these new vehicles. That said, we just showed it how it is," said video producer Sean Lander. "And the simple fact of the matter is the GWM Cannon Alpha PHEV is a great car. The interior is lovely, the drivetrain well put together and it can actually do the things Aussie's expect and need of a ute. "It has locking diffs, a big tray, tons of space and massaging seats on the top-spec Ultra. "Yes, there is room for improvement. The spare wheel placement is not good – you are losing a lot of space in the tub. The towbar positioning needs to be raised especially if you intend to do any off-roading. And the infotainment system is clunky, particularly if you need to operate things like the climate control or enable/disable driver assistance settings. "But the Cannon Alpha PHEV can tow, well. It manages its battery much better than its rivals and the fuel economy is superior to any other ute on the market. "It is a great all-rounder, for an excellent price and while there are better utes out there, the Cannon Alpha PHEV shows that the future of work vehicles doesn't have to be bleak. In fact, it looks pretty good." "Utes are finally getting electrified en masse, and GWM is one of the trailblazers," added marketplace editor James Wong. "Its on-paper credentials translate to the real world, with 90-100km of usable electric range, strong performance towing up to 3.5 tonnes, and rugged capability off the beaten track. "It offers more off-road and towing capability than a BYD Shark 6. Add to that its plush SUV-like cabin and swathes of in-car tech, and it has everything the modern site manager or lifestyle buyer needs from an electrified all-rounder." "It may not be quite as cheap – or as powerful – as the BYD Shark 6, but the GWM Cannon Alpha offers the most torque, the biggest battery, the longest range and the lowest claimed fuel consumption of the three PHEV utes currently available. And it's the only one with both front and rear diff locks, making it a clear winner here," concluded managing editor Marton Pettendy. MORE: Explore the GWM Cannon Alpha showroom Content originally sourced from:
7NEWS
12-06-2025
- Automotive
- 7NEWS
2025 Ford Ranger PHEV review
Move over BYD and look out GWM: it's Ford's turn to play with the plug-in hybrid (PHEV) ute. The past year has seen two PHEV utes take centre stage in Australia, both produced by Chinese manufacturers. These vehicles are, of course, the BYD Shark 6 and GWM Cannon Alpha PHEV – two segment-shakers in their own right. BYD was first, bringing the large Shark 6 to Australian showrooms in the latter months of 2024. It arrived amidst BYD's impressive ongoing product offensive, and immediately backed it up with a sharp sticker price under $60,000. Cracks in the façade began to show early though, first evidenced in CarExpert's pre-production drive and later confirmed by a second review, which highlighted off-road torque delivery and towing limitations. Attention then turned to GWM and its Cannon Alpha PHEV, which also now starts below $60,000. Unlike the all-new Shark 6, GWM was able to fit a PHEV powertrain to the already-established Cannon Alpha while maintaining low-range gearing and locking differentials. That gave it an edge off-road and a higher towing capacity, though both continue to impress on sealed surfaces. Finally came Ford. The Ranger has been Australia's best-selling ute for some time, and last year was our nation's favourite new vehicle, period. A PHEV powertrain to accompany its two turbo-diesel engines was confirmed as long ago as 2021 – though it's now especially timely as penalties from Australian emissions regulations loom. The Blue Oval already had a leg up with an Australian-developed, well-established ute platform, but eyebrows were raised when pricing was announced. Opening the range is the XLT PHEV, priced from $71,990 before on-roads – well above the Chinese competition have managed with larger, better-equipped vehicles. Still, the brand promises a lot for the South African-built 2025 Ford Ranger PHEV, as it's supposedly just as capable as its diesel counterparts. As such, Ford invited media to drive the Ranger PHEV across Victoria to test its on- and off-road capabilities, as well as tow heavy trailers on public roads as part of its local launch. We've now had the opportunity to drive all three PHEV utes in Australia, which begs the question: has Ford justified the steep price tag, or has China done it better? How much does the Ford Ranger cost? The Ranger PHEV starts at $71,990 before on-roads for the 'base' XLT – a middling variant in the model's diesel lineup. It extends to $86,990 before on-roads for the PHEV-only Stormtrak, while the previously diesel-only Sport and Wildtrak trims are now available as PHEVs too. Ranger XL Ranger XLS Ranger XLT Ranger Sport Ranger Wildtrak Ranger Platinum Ranger Stormtrak Ranger Raptor Its two rivals are both significantly cheaper. The sole BYD Shark 6 Premium variant, costs $57,900 before on-roads; while the GWM Cannon Alpha PHEV Lux is priced from $59,990 before on-roads, and the flagship Ultra costs $66,990 plus on-roads. Cannon Alpha PHEV drive-away pricing varies between each state and territory, as well as between private buyers and ABN holders. To see how the Ford Ranger stacks up against its rivals, use our comparison tool What is the Ford Ranger like on the inside? Practically identical to any other Ranger, which is to say it's well-presented and comfortable. A key difference across the PHEV range compared to the diesels is that all four variants share a lot of the same tech. For example, you'll still find a monolithic vertical touchscreen up front, except all PHEVs get the larger 12-inch unit instead of the cheaper 10.1-inch alternative. Similarly, all PHEVs get the same 8.0-inch digital instrument display as seen across the majority of the Ranger lineup – though the combustion-powered Platinum and Raptor get a more sophisticated 12.3-inch unit. The main items separating each PHEV grade boil down to upholstery and convenience solutions, which feel more thought out as you climb through the ranks. The XLT gets cloth upholstery, while the Sport and Wildtrak get leather. The Stormtrak gets leather that's accented with light grey elements – also seen on the steering wheel and air vents – matching the unique new Chill Grey paint option outside. Granted, the Shark and Cannon Alpha are tough competition in terms of interior presentation, and truthfully the Shark feels the most premium of the three. The Ranger is still a cut above the Toyota HiLux and Isuzu D-Max though, while still retaining the impression of durability. As for the infotainment screen, it retains most of the typical menus and graphical elements, but it's no less convoluted to dive through. It doesn't help that there are additional PHEV-specific menus either, in particular the charging and Pro Power Onboard displays we'll detail later. Elsewhere, you'll find an always-on climate panel at the bottom, which works in conjunction with the few physical controls below to avoid complete screen reliance. It'll continue to show when the exterior cameras are engaged and in other apps too, but doesn't get in the way. Below you'll find the Ranger's typical hardy plastic bits, characterised by the large handle-like pieces on either side. They're still a little flimsy for our liking, and look cheap against the price of the ute – even with the light grey Stormtrak accents. Inside the cubby is a wireless charging pad and individual USB-A and USB-C ports. The scratchy yet durable plastic continues along the centre console, which is where you'll find two cupholders, the chunky gear selector, and a set of simple buttons and dials. These are all related to drive settings, and are nearly identical to a diesel Ranger. The dial is still used to switch between off-road gearing and to operate Pro Trailer Backup Assist, neither of which has changed for PHEV models. The small array of buttons is responsible for controlling drive modes, though PHEV models have gained an 'EV' button here. This toggles between the four electric driving settings, which change how charge is managed and delivered – we'll delve into this in the driving section below. Everything here is as practical as possible. You get a nicely sized central box for storage and a standard glovebox, though the Sport PHEV and up get a second dashboard storage compartment and the Ranger's signature fold-out cupholders. The Ranger's utilitarian leanings don't mean that Ford has compromised on comfort, either. The seats in all PHEV grades are supportive and comfortable for long-haul drives, while the seating position is strong with a good range of adjustment. Powered adjustment is offered for the driver's seat from the Sport up, while front passengers don't get it until the Wildtrak. This is in keeping with diesel variants. Similarly, the steering wheel feels nice in hand and offers good tilt and reach adjustment. It's leather-wrapped across all PHEV grades, which is something you don't get on many cheaper diesel Rangers. It all makes for a pleasant place to be, something the Ranger has always done well. Adding to it is a bank of auxiliary switches fitted to the ceiling, a Stormtrak-standard item intended to unlock extra versatility from the factory. In the padded outboard armrests are the Ranger's discreet internal door handles, which are a neat solution if not a little confusing for new passengers. They at least make for a moment of entertainment to watch them try to figure it out. Side steps and the inclusion of handles on the A- and B-pillars make it easier to pull yourself in. This is also the case for the second row, which offers a decent amount of space. The high roof offers strong head room, and leg room is acceptable regardless of where the front seats are positioned. With the driver's seat in my average-height position, I had plenty of space from behind. The seats here are flat but still comfortable enough, and they're upholstered in the same leather-accented trim as found in the front – or cloth in the XLT. There's a fold-down centre rear armrest with cupholders, plus dual air vents ar the back of the centre console, though there's no dedicated climate control panel. You'll also find USB-A and -C ports, as well as a PHEV-specific 230V power outlet. It'd be remiss of us not to mention the tub, and at a glance there's not a lot different here. All PHEV trims get tailgate lift assist and a drop-in bedliner; while the Wildtrak gains a powered roller cover and the Stormtrak gets the otherwise optional Flexible Rack System as standard. The big addition is a pair of 15A power outlets, which allow owners to plug electrical items into the vehicle to use it as a generator. Ford dubs this 'Pro Power Onboard' and it offers a total capacity of 6900W, which greatly exceeds the 3000W capacity of many traditional camping generators. Additionally, this system can run on battery power alone with the vehicle off and locked, making for quiet campsite operation if need be. If battery charge depletes completely, the petrol engine will automatically start to keep everything running, and it can be used while charging. Though the Ranger PHEV doesn't support DC fast charging, it can be left locked with the engine running when in 'EV Charge' mode to idly charge its own battery. That's a handy feature if you run out of battery in the sticks, but it could be considered a pollutant if left running overnight. Those with a keen eye will notice there's a bump at the back of the tub floor, which has been softened to still allow items to be slid in. This bump is a result of the Ranger PHEV's battery, which sits under the tub but is integrated into PHEV-specific chassis rails. Despite this packaging, Ford says owners shouldn't try to fit a more tradie-oriented steel tray lest they face warranty issues, making the vehicle a little less hardy. Still, you get a typically large Ranger tub, which is comparable to the Shark and Cannon Alpha despite being a smaller vehicle. For context, a diesel Ranger Sport offers a tub that's 1464mm long at the floor, up to 1520mm wide, and 525mm deep – shorter and narrower than the PHEV. The difference in depth is due to the aforementioned battery packaging, but Ford says it has maintained overall volume through the increased length and width. To see how the Ford Ranger stacks up against its rivals, use our comparison tool What's under the bonnet? Alongside the V6 and bi-turbo diesels is now a 2.3-litre four-cylinder turbocharged petrol engine mated with a 75kW electric motor. The EcoBoost-branded unit related to that found in several Ford products, including previous hot Focus models and the Ford Mustang pony car – albeit significantly detuned. While we didn't get enough time in any one vehicle to record representative fuel economy figures, we did see numbers hovering around 5.5L/100km after an hour or two on the road. That makes it the most economical Ranger currently on sale by some margin. Energy consumption was well into the low 20kWh/100km range, made worse when driving in dedicated electric vehicle (EV) modes. Fuel economy skyrocketed to around 15L/100km on a brief towing loop. To see how the Ford Ranger stacks up against its rivals, use our comparison tool How does the Ford Ranger drive? The Ranger PHEV is genuinely very interesting – so much so that it's almost difficult to know where to start. For one, everyone knows the Ranger as a sturdy, work-ready diesel or a raucous turbocharged petrol Raptor, depending on your tax bracket. It's therefore odd to set off in a Ranger and hear nothing but a faint electric whirr, but that's exactly the experience you get with the PHEV. Even having a small petrol motor in a Ranger feels strange, and it's a little too loud under hard acceleration. The powertrain's behaviour differs greatly between each of the four EV modes, and there's little overlap between them. The first – and likely the one used most – is Auto EV, which works to balance electric and petrol power depending on things like throttle input and load demands. It seems this mode prioritises electric power, but it's not afraid to start the engine either. We still think 10 gears is far too many even for this Ranger, because accelerating will have it shifting constantly. Then there's EV Now, which turns the Ranger PHEV into a pure EV. It's quite impressive in its function, as it will never fire up the engine unless instructed to do so or the battery runs out of power, of course. Even with the throttle planted in this mode, you'll stay on pure electric power. You will get a pop-up on the dash asking if you want to turn the engine on, but this is easily ignored. Granted, the Ranger PHEV is by no means quick in this mode, but it will get up to the posted speed limit eventually. Auto EV is undoubtedly ideal if speed is what you're after, and the ute is capable of decent kick when everything's working together. Next is EV Later, which prioritises the engine to maintain the battery's state of charge. This is ideal if you're travelling and intend to use the ute to power appliances or tools at your destination, as you won't waste any battery driving. Finally, there's EV Charge, which again utilises the engine, but this time to charge the battery while still powering the car. This mode is particularly impressive, as we didn't notice any meaningful drop in power and managed to charge from around 75 to 95 per cent over roughly 70km. There's also some degree of regenerative braking to help, but it doesn't slow the Ranger down when coasting. Instead, it subtly activates under braking, and after coming to a stop you'll get a 'score' reflecting how much of the vehicle's potential energy you recovered. Ford itself says this EV Coach system can make for an energy-saving game on the road, and we agree – it's satisfying to see 100 per cent pop up, and it encourages more efficient driving. All together these settings are well-calibrated, which means the Ranger PHEV is easy to drive regardless of whether you're prioritising the engine or the battery. Its confident and compliant ride is also a reminder of the prowess of the Ranger's Australian-developed platform underneath. That means that despite the tweaked ride and chassis demands that come with a PHEV – particularly the heavy battery at the rear – this still rides as confidently as ever. It manages small bump jitters well, and its steering is direct and nicely weighted. Similarly, its on-road safety systems are all well-calibrated, but the standard all-terrain tyres fitted to some variants are understandably prone to understeer. A limitation for the Ranger PHEV compared to diesel versions, however, is towing. It still boasts a segment-standard 3.5-tonne capacity, but the engine feels particularly strained when trying to haul anything above 2.0 tonnes. While it's certainly still capable, it's by no means comfortable. Towing will also require both the engine and motor to be active, eating aggressively into fuel economy. But it at least retains driver assist and cruise control functions alongside Ford's lighter-touch reversing assistant. That aside, the Ranger PHEV's off-road capability is especially impressive. Ford boasts that it retains all of the systems fitted to the diesel Ranger, and in practice they all seem to work as well as they ever did. Four-wheel drive and low-range gearing are still standard, though the latter can't be used in any of the EV drive modes. Its rear differential lock, however, can be engaged while driving as an EV, and the Ranger does surprisingly well in this mode once the paved road ends. The e-motor's instantaneous torque delivery means it can climb most steep, rocky hills while keeping the engine asleep – even when the balanced Auto EV mode is selected. You're unlikely to get properly stuck too, as all the off-road modes on hand give you plenty to work with. As a benefit, the battery is protected by its position above the rear axle, while the vehicle still gets underbody plating that protects its steering components, sump, and transmission. All that, and you still get a ground clearance of more than 215mm, and a wading depth of 800mm. That makes it a versatile ute, and one that's not limited by certain environments or underdone tech. To see how the Ford Ranger stacks up against its rivals, use our comparison tool What do you get? There are now eight variants of Ranger available in Australia. XLT, Sport, and Wildtrak can be had with both diesel and PHEV powertrains, while Stormtrak is PHEV-only. 2025 Ford Ranger XL standard equipment highlights: Acoustic windscreen 16-inch steel wheels All-season tyres 16-inch steel spare wheel Front disc and rear drum brakes Heavy-duty suspension Black grille Halogen headlights Halogen daytime running lights LED central high-mounted tail light LED tail lights (pickup only) Tailgate with lift assist (pickup only) Integrated tailgate step (pickup only) 10.1-inch Sync4 portrait touchscreen infotainment system Wireless Apple CarPlay and Android Auto Embedded modem Remote start via FordPass app 8.0-inch digital instrument cluster Tilt and telescopic steering column adjustment Ebony cloth upholstery Eight-way manual driver seat Four-way manual front passenger seat Vinyl floor covering Power rear windows (double cab only) Single-zone climate control Electronically locking rear differential (4×4 models only) Conventional gear selector Mechanical handbrake Ranger XLS: 400-watt power inverter 16-inch Dark Sparkle Silver alloy wheels Black side steps Halogen front fog lights Black grille with silver accents Carpet flooring Driver floor mat Drive mode selection Tow bar Trailer light check Integrated trailer brake controller Body-colour door handles Six-speaker sound system Proximity entry with push-button start Dual-zone climate control Rear seat air vents Satellite navigation DAB+ digital radio Ranger XLT adds: 17-inch alloy wheels with all-season tyres 17-inch steel spare wheel (standard on diesel, no-cost option for PHEV) Rear disc brakes Electronic handbrake Leather-wrapped 'e-Shifter' gear selector PHEV-specific drive modes: 2300W interior outlet 4×2 locking rear axle Front grille with chrome central bar LED headlights with C-shaped LED daytime running lights (diesel only, halogen for PHEV) Front-mounted tow hook Black sports bar (pickup only) Rear tub illumination (pickup only) Bedliner with 12V socket (diesel pickups only) Spray-in bedliner with 12V socket (super cab only) 2x 3450W bed outlets (PHEV only) 12-inch touchscreen infotainment system (PHEV only) Leather-wrapped steering wheel Electrochromatic mirror Rain-sensing wipers Note: Acoustic windscreen doesn't feature on XLT and above. Ranger Sport adds: 18-inch alloy wheels 18-inch spare wheel Dark accent grille Dark exterior accents Two front-mounted tow hooks Skid plate LED headlights with C-shaped LED daytime running lights (PHEV only) Front floor mats Rotary drive mode selector Wireless phone charging Off-road screen 12-inch touchscreen infotainment system (PHEV only) Ebony leather upholstery with 'SPORT' embossing Eight-way power-adjustable driver seat Six-way manual front passenger seat Ranger Wildtrak adds: Goodyear Wrangler all-terrain tyres Unique Wildtrak sports bar Power tub roller shutter Cargo management system Unique Wildtrak front grille with mesh pattern and Boulder Grey accents Exterior side mirrors with puddle lamps and zone lighting Roof rails Aluminium load box tie-down rails 12-inch touchscreen infotainment system Ambient lighting Pull-out dash-mounted cupholders Unique Wildtrak leather-accented upholstery Heated front seats Eight-way power-adjustable front seats Ranger Platinum adds (over Wildtrak): 20-inch alloy wheels Goodyear Territory HT tyres Silk Chrome exterior trim highlights Unique grille 'Platinum' badging on the bonnet, front doors and tailgate Matrix LED headlights Auto-levelling LED daytime running lights Full LED tail lights Damped (gas-strut) tailgate Black paint roof (no-cost option to revert to body-coloured roof) Flexible Rack System (FRS) Power roller shutter 12.4-inch digital instrument cluster B&O premium sound system Auxiliary switch bank Premium floor mats Heated steering wheel Premium quilted, perforated leather-accented upholstery Heated and ventilated front seats 10-way electrically adjustable front seats Driver memory seat 'Platinum' badging on front seats, mats and upper glovebox Accent stitching and decorative finishes Ranger Stormtrak adds (over Wildtrak): Chill Grey wheel highlights Body-colour trim Thick roof racks Matrix LED headlights Stormtrak decals B&O premium sound system Flexible rack system Auxiliary switch bank Ranger Raptor adds (over Wildtrak): 17-inch alloy wheels in BF Goodrich K02 all-terrain tyres 17-inch alloy spare wheel Unique grille with 'F-O-R-D' lettering LED front fog lights Full LED tail lights 2.3mm steel front bash plate Unique Raptor dual tow hooks Spray-in bedliner Active exhaust Fox racing 2.5-inch live valve suspension Electronically locking front and rear differentials 12.4-inch digital instrument cluster 10-speaker B&O premium sound system Ambient lighting Auxiliary switch bank Heated and 10-way power-adjustable Ford Performance seats with embossed Raptor logo and Code Orange accented stitching Seven drive modes To see how the Ford Ranger stacks up against its rivals, use our comparison tool Options A number of packages and single-item options are available across the range, depending on variant. The 17-inch Steel Wheel Pack (for XL 4×4 models, $900) adds: 17-inch steel wheels 17-inch steel spare wheel All-terrain tyres (incl. spare wheel) The Towing Pack (XL, $1900) adds: Integrated trailer brake controller Tow bar The Wildtrak Premium Pack ($2000) adds: Six overhead auxiliary switches Matrix LED headlights Full LED tail lights 10-speaker Bang & Olufsen premium sound system The 20-inch Wildtrak Wheel Pack ($750) adds: 20-inch machined-face alloy wheels All-season tyres The Touring Pack (XLT and Sport 4×4 pickup only, $1650) adds: Integrated trailer braking controller Pro Trailer Backup Assist Surround-view camera Exterior side mirror puddle lamps Zone lighting Cargo management system Auxiliary switch bank The Technology pack (Sport PHEV only, $950) adds: Pro Trailer Backup Assist Surround-view camera The Adventure pack (XLT, Sport and Wildtrak PHEV, $500) adds: Auxiliary switch bank Cargo management system Other options include: 20-inch machined-face alloy wheels in all-season tyres ($750; Wildtrak only) 4×4 XLT/Sport Wheel Pack ($700) Auxiliary switches ($350; XLT cab-chassis only) Flexible Rack System ($2800; Sport and Wildtrak) Factory-fit lift and slide canopy ($4500) Factory-fit Dual Lift Canopy ($4700) Factory-fit Commercial Canopy ($4700) Factory-fit manual roller shutter ($3000) Factory-fit power roller shutter ($3800, Raptor only) To see how the Ford Ranger stacks up against its rivals, use our comparison tool Is the Ford Ranger safe? While the diesel Ranger lineup boasts a five-star ANCAP safety rating, that doesn't currently apply to PHEV variants. This is also the case with the flagship Raptor. 2025 Ford Ranger safety equipment highlights: 9 airbags Autonomous emergency braking (AEB) Adaptive cruise control Blind-spot assist Rear cross-traffic alert (pickup) Lane departure warning Lane-keep assist Reversing camera (pickup) Rear parking sensors (pickup) Trailer Coverage (with optional Tow Pack) Ranger XLS adds: Front parking sensors Extended blind-spot monitoring with trailer coverage Ranger XLT adds: Adaptive cruise control incl. stop/go (excl. PHEV) Blind-spot monitoring incl. Trailer Coverage Lane centring assist (excl. PHEV) Traffic sign recognition Tyre pressure monitoring Ranger Sport PHEV adds (over XLT PHEV): Intelligent adaptive cruise control incl. stop/go, traffic sign recognition Lane centring assist Ranger Wildtrak PHEV adds (over Sport PHEV): Surround-view camera Pro trailer back-up assist The optional Touring Pack adds a surround-view camera, while the Technology Pack adds a surround-view camera and pro trailer back-up assist for Sport PHEV only. To see how the Ford Ranger stacks up against its rivals, use our comparison tool How much does the Ford Ranger cost to run? Ford Australia backs the Ranger with a five-year, unlimited-kilometre warranty, and the PHEV's high-voltage battery is additionally covered for eight years or 160,000km. For context, a Ranger 4×4 V6 diesel will set you back $2700 over five years, while a 4×4 bi-turbo diesel will cost $2565. To see how the Ford Ranger stacks up against its rivals, use our comparison tool CarExpert's Take on the Ford Ranger PHEV For such a bold reimagining of the Ranger formula, Ford has done well to capture the best of its ute and combine it with more efficient electrified driveline tech – it won't be for everyone though. Try as Ford will, but the Ranger PHEV isn't a car for tradies. The recommendations against a steel tray will be a turn-off for those using the ute in rough environments like construction sites, not to mention the fact that it costs a lot more than many will be able to afford. Further, even with the ability to charge itself, it's unreasonable to expect a tradie to always take the time to charge it, especially when time is money. Its overall range is a decent workaround, but it can't beat the mindless ease of a diesel. The lack of DC fast charging also seems a turn-off against the competition, but Ford wants owners to think of it as charging their phone every night – unlikely to be an option if you're parking it at a job site or somewhere remote. Then there's the conflict with the diesel range, which is confusing with mismatched standard equipment and pricing – likely due to differences between South African Rangers and Thai-sourced diesel models, as well as added costs like import tariffs that come with the PHEV's South African production. All told, the plug-in Ranger is the best of a small bunch when it comes to all-rounder PHEV utes. It comfortably outdoes the Shark for off-road performance, even if its cabin feels arguably cheaper. The Cannon Alpha is also strong off-road, but it lacks the same on-road finesse and tech refinement that Ford has honed into the Ranger. A price premium over diesel alternatives is to be expected, and the Ranger was already fairly expensive for XLT dual-cabs and up. The standard features fitted to the $70,000+ XLT PHEV, like halogen headlights and cloth seats do sour the taste; suggesting the Sport PHEV might be the pick of the bunch. That's despite the Sport occupying a grey area between XLT and Wildtrak in the diesel range, which again points to those misaligned trim level placements. If a single-cab-chassis Ranger PHEV could be concocted, it would do wonders to open up the powertrain to budget-minded buyers wanting to branch away from diesel, and create a whole new genre of PHEV ute below larger and more lifestyle-focused Chinese rivals. As it stands, the Ranger PHEV avoids true 'lifestyle ute' status, presenting a well-considered and thoughtful effort from Ford to produce a new vehicle that should meet the expectations of efficiency-minded dual-cab buyers without undermining diesel alternatives. Interested in buying a Ford Ranger? Let CarExpert find you the best deal here MORE: Explore the Ford Ranger showroom Pros Impressive EV functionality Uncompromised off-roading Still a Ranger after all Cons Unavoidably expensive Strained towing Tradie configurability is limited This article was originally published from CarExpert and appears with permission.
The Advertiser
11-06-2025
- Automotive
- The Advertiser
2025 GWM Cannon Alpha PHEV review
GWM Cannon Alpha Pros GWM Cannon Alpha Cons GWM Cannon Alpha Pros GWM Cannon Alpha Cons China's GWM is going Shark and Ranger hunting with an electrifying new plug-in hybrid (PHEV) ute. Okay, silly puns aside, the 2025 GWM Cannon Alpha PHEV dual-cab is a big deal for the Chinese brand, and on paper it shapes as a compelling alternative to the already popular BYD Shark 6 and incoming Ford Ranger PHEV. Priced from $59,990 before on-road costs, the PHEV version of GWM's flagship ute is within swiping distance of the Shark 6 while claiming a longer electric-only driving range as well as greater towing and off-road capability. It's also substantially cheaper than Ford's first plug-in version of the Ranger, Australia's most popular new model, while also offering a long warranty and capped price servicing. While Fringe Benefits Tax (FBT) incentives for PHEVs purchased via novated leases have ended, the Cannon Alpha PHEV arrives at a pivotal time for the Australian automotive industry. WATCH: Paul's video review of the GWM Cannon Alpha PHEV prototype Punitive emissions regulations loom for auto brands from next month, and big, heavy and high-CO2 commercial vehicles including utilities will be the hardest hit. With dual-cab utes continuing to dominate the local market, brands are scrambling for cleaner and more efficient options to bring down their fleet CO2 emissions. Consider the Cannon Alpha PHEV's 39g/km CO2 claim versus the 234g and 225g/km figures of the diesel and hybrid versions, and you can see why GWM is going hard with the positioning of its new plug-in ute. So, is it any good? We spent some extended time living with it in and away from the city to find out. As noted above, the Cannon Alpha PHEV range starts from $59,990 plus on-road costs, or around $61,500 drive-away depending on state or territory – see the table below for more. For reference, the BYD Shark 6 is priced from $57,900 plus on-roads and is currently being advertised with sharp 1.9 per cent p/a finance, while the Ford Ranger PHEV kicks off from a much dearer $71,990 plus on-roads. The Cannon Alpha PHEV is more than $10,000 dearer than the equivalent Cannon Alpha Diesel in base spec, while the Hybrid (HEV) is about $3000 more affordable in flagship Ultra guise. In the scheme of things, it's not that big a gap. To see how the GWM Cannon Alpha lines up against the competition, check out our comparison tool Just like any other Cannon Alpha grade, which itself is quite similar to the GWM Tank 500 with which it shares its underpinnings. This flagship Ultra grade offers all the fruit, from leather-accented seat upholstery and woodgrain-effect trim to big and bright displays for the touchscreen infotainment system and digital instrument cluster. You also get soft-touch leather-effect accents for the door tops and dashboard, which feel suitably luxe, and the smooth leatherette-clad steering wheel with cartoonish centre hub shaped as the Cannon badge all adds to the more upmarket and SUV-like ambience. Hell, there are even felt-lined door pockets like in a Volkswagen Golf! Perceived build quality is very positive, particularly for the ute segment. It feels plusher and more luxurious than more workhorse-style dual-cabs, and the array of luxury touches make it feel more car-like than a commercial vehicle. The cushy front seats in this spec are electrically adjustable as well as heated and ventilated, and you even get a massage function. The steering wheel is heated too, so you can see why these new-age Chinese vehicles have a lot of appeal on the showroom floor. I appreciate the fact the heated and ventilated seat controls are hard buttons on the centre console, but functions like memory positions and seat massaging are buried in the touchscreen, which is a little fiddly and annoying. The 12.3-inch digital instrument cluster offers a couple of main views, one with a central driver assistance display and the other with mapping. Annoyingly, there's no option to have a conventional power meter and speedometer; instead you get simple digital readouts which don't always communicate everything effectively. Meanwhile, the 12.3-inch tablet-style touchscreen also looks cool but has its quirks. The clarity and processing speed is good, and it's fully featured with native navigation and wireless smartphone mirroring, but I'm not a huge fan of the layered menu structure and the persistence with having the climate controls embedded in the display. Some of the menus also aren't properly translated from Chinese to English, meaning explainers for certain settings and functions aren't immediately clear. Still, the hybrid menus and various display graphics are quite neat to play with and observe – but really, GWM and other Chinese brands need to make their touchscreens a little less confusing. For example, you can swipe down from the top of the screen for some quick-access shortcuts, but you can't do this from the smartphone mirroring screen, as I found it. The rear seat in this Ultra specification is another standout, with both heating and ventilation for the outboard pews in addition to electric adjustment for recline and lower cushion extension. Where else do you see this? You do get rear vents but no additional zone of climate control like in the Tank 500, although there are amenities like a fold-down centre armrest with cupholders, as well as map pockets behind the front seats and your requisite child seat anchor points. Behind the cab and its electrically opening rear window, there's a 1500x1520mm tray accessed via a split tailgate that can either open conventionally or barn-door style. Due to the size and placement of the Cannon Alpha PHEV's 37.1kWh NMC battery, the full-size spare wheel has been relocated to the tub in an unconventional dune buggy or safari-style arrangement. The locally-led solution sees the wheel bolted to the side of the tub, though it can be removed if you need to utilise the full tub. GWM also fits a tyre repair kit as standard in the event you get a puncture without access to the spare. While it's not pictured here, there is a cover for the spare wheel that clips into the tub bracket, and there are magnets to stick it to the metal base. However, my colleague Max Davies saw the cover fly nearly completely off while driving at 110km/h on Victoria's Hume Highway on a windy day, which is why the vehicle is pictured here without it – it was an effort to reinstall too. To see how the GWM Cannon Alpha lines up against the competition, check out our comparison tool The PHEV is the most powerful Cannon Alpha variant on sale, as well as the most efficient. The PHEV can be fast-charged at up to 50kW using DC power, and boasts vehicle-to-load (V2L) capability with a 3.3kW discharge rate. It can also run on EV power, even when in high-range four-wheel drive mode. GWM has maintained the Cannon Alpha lineup's 3500kg towing capacity for the PHEV, bettering the BYD Shark 6 and matching the Ranger PHEV. Payload, meanwhile, is 50kg lower than the HEV's and up to 130kg down on the diesel's. As for fuel consumption, we travelled nearly 900km in the Cannon Alpha PHEV over a two-week loan, charging as regularly as we could but also spending plenty of extended stints behind the wheel. We saw an indicated return of 6.6L/100km over that period, which isn't bad considering there were plenty of cold days with only a partially charged battery, as well as the aforementioned long drives well beyond the battery's EV range. That real-world figure is also well under the lab claims for the Cannon Alpha diesel and hybrid variants. To see how the GWM Cannon Alpha lines up against the competition, check out our comparison tool My testing was all done on-road and generally unladen, unlike Paul Maric's video review of a pre-production prototype, and we'll revisit the Cannon Alpha PHEV to fully test its off-road and towing prowess. Above: Cannon Alpha PHEV prototype I did a lot of general commuting to and from the office as well as a longer road trip down to the Mornington Peninsula, and while I'm in no way your typical ute guy, I found the Cannon Alpha PHEV surprisingly good to live with. With a full charge this ute hums along nicely in EV mode, both in town and on the freeway, where it doesn't feel much slower than the diesel version while being much quieter – the electric motor's 120kW/400Nm outputs aren't far off the diesel's 130kW/480Nm, anyway. That said, it feels heavier than its GWM siblings, which is unsurprising given the 300kg-plus weight penalty from the massive battery. While this lends a very planted and sure-footed feel on the move, it also means you can feel its mass shift more when cornering and braking. GWM's approach to plug-in hybrid tech is also a more mechanical system, sandwiching the e-motor between the transmission and petrol, meaning you can feel it shift through its nine cogs even in EV mode. WATCH: Paul puts the GWM Cannon Alpha PHEV prototype through a payload and GVM stress test While this means it lacks the EV driving style of the BYD Shark, it has allowed the Chinese manufacturer to retain a mechanical four-wheel drive system with low-range (4L) mode, as well as the Alpha's heavy-duty capabilities. Paul had no issues towing a 3.5-tonne caravan at GVM, though the dedicated Towing mode negates the ability to use cruise control and the prototype-spec Cannon Alpha couldn't be locked in EV mode when hooked up to the trailer. He also noted that the 2.0-litre turbo-petrol engine did make a bit of noise under load when towing, even if the PHEV's overall performance felt "confident" and "punchy". Additionally, the Cannon Alpha PHEV prototype tested by Paul had tow bar that was quite low, reducing the departure angle for off-roading. Our production-spec vehicle is claimed to have a towbar that sits 70mm higher than the pre-production vehicle, though it's still mounted lower than most others. I grew quite fond of the Cannon Alpha's touring abilities on the open road, where it impressed with a reasonably quiet cabin at cruising speed and plenty of punch in reserve for relatively brisk overtakes – just make sure you're in the right drive mode. Every now and then when trying to set off quickly, or when giving it a quick squirt while rolling, I could feel the PHEV system take a moment or two before gearing down, activating both power sources and finally outputting what I was asking of it. Road and wind noise is generally kept to an impressive minimum for a dual-cab ute, and while the ride is a bit firm on its coil-sprung front- and rear-ends, in general it still rides more like an unladen SUV than a leaf-sprung alternative. The petrol engine can sound a little coarse when it's being revved out, but the transition between EV and ICE power is generally pretty seamless apart from the odd elastic feel in the lower gears. GWM's EV range figure of 115km is based on the NEDC cycle, so I decided to do a rough range test to see how close I could get to the claim. After fully charging using a 50kW DC fast-charger at the Portsea Hotel, I attempted to get home to Melbourne's eastern suburbs in EV mode. In theory I should have been able to get there, given the trip is 103.9km. My partner wanted to catch the sunset at Arthur's Seat on the way home, meaning a quick detour to Franklin's lookout, which is up a pretty steep hillclimb. Still, the total trip would only be 106km. Keeping the Cannon Alpha PHEV in Normal and EV modes, I made it to just after the Wellington Rd overpass on Melbourne's M3 Eastlink Freeway – roughly 85km from my starting point. Not bad given the uphill trip home and the skew toward 100km/h freeway speeds, but something to note if you spend a lot of time on the highway. Above: GWM Cannon Alpha PHEV takes on Beer O'clock Hill Paul did some off-road testing in the prototype we drove before the Cannon Alpha PHEV's official launch, and he was quite impressed with the Cannon's four-wheel drive capability, especially when compared back-to-back with the Shark 6, which infamously struggled with our rutted hillclimb at the Lang Lang providing ground. Key GWM additions over its BYD rival include front and rear diff locks in this Ultra spec (the Lux gets only a rear locker), as well as a low-range transfer case. Paul said the Cannon Alpha easily climbed our hill and demonstrated better tractability over obstacles and rough terrain – it also did the same hillclimb in both HEV and EV modes, which is impressive. Over the offset moguls Cannon Alpha PHEV also barely broke a sweat, with the traction control shuffling torque to the correct wheel(s) without requiring the diff locks to be engaged. Paul did note the stability control was a little intrusive in off-road situations, at least in pre-production spec, and the 70mm-lower tow bar had a habit of scraping things due to its shallower departure angle. As mentioned, GWM says the raised unit on production vehicles should help reduce that. To see how the GWM Cannon Alpha lines up against the competition, check out our comparison tool There are Lux and Ultra trim levels, though depending on the powertrain chosen you might get slightly differing spec levels in the Ultra – the variant on test here. 2025 GWM Cannon Alpha Lux equipment highlights: Cannon Alpha Ultra Diesel adds: Cannon Alpha Ultra HEV + PHEV add: To see how the GWM Cannon Alpha lines up against the competition, check out our comparison tool The GWM Cannon Alpha was awarded a five-star ANCAP safety rating based on 2024 tests, and this rating applies to all variants including the new plug-in hybrid. Standard safety equipment includes: To see how the GWM Cannon Alpha lines up against the competition, check out our comparison tool As with the wider Cannon Alpha range, the PHEV is covered by a seven year, unlimited-kilometre warranty plus seven years of roadside assistance and capped-price servicing. The high-voltage PHEV battery is covered by a separate eight-year, unlimited-km warranty. Worth noting is the first service is due within 12 months or 15,000km, after which intervals are 12 months/15,000km. GWM outpunches the warranties of both the Shark 6 and Ranger PHEV, though servicing costs add up quickly – even if it's cheaper to maintain than the Cannon Alpha HEV. To see how the GWM Cannon Alpha lines up against the competition, check out our comparison tool The GWM Cannon Alpha PHEV shapes up as a proper Ranger PHEV alternative, for those on a budget who want proper ute capability with an electrified drivetrain. While the BYD Shark 6 has been the subject of much hype before and after its Australian launch, if you want a ute to do ute things while also saving money at the pump and reducing your CO2 emissions, I think the GWM is the better bet – especially after recent price adjustments put it within a whisker of the BYD. It looks tough, offers more size and space (if you excuse the tray-mounted spare), has a pretty plush cabin with heaps of luxury features, and can happily tow 3.5 tonnes and tackle some serious off-road trails. The Shark is an excellent lifestyle utility vehicle in its own right, but isn't as rugged or capable as the GWM in terms of off-roading and towing. The Cannon Alpha PHEV also drives pretty well, with its EV-capable drivetrain allowing for incredibly refined and quiet commuting in everyday scenarios, which is in stark contrast to rattly diesel engines or rev-happy petrol engines that power many rival dual-cabs. GWM has largely addressed previous complaints about its driver safety aids, which is a plus, though I can do without the naggy audible prompts when you switch adaptive cruise control on or off, and the system is incredibly conservative with gaps around the vehicle, which is frustrating. I'd also like to see a more sophisticated digital instrument cluster with the option of a virtual power meter or tachometer, and some off-road menus. With all that digital real estate, it seems like an oversight not to have it. The sheer size of this near-5.5-metre-long ute makes it difficult to park as well, even if you account for the litany of cameras and sensors dotted throughout the vehicle. I found the added size over a Shark 6 or Ranger a bit of a challenge in suburban shopping centre carparks, so I imagine driving it in the city – as a lot of ute drivers will – could prove to be a bit of a pain. Finally, the unusual placement of the spare wheel will be a problem for some. Sure, it can be removed or relocated (perhaps to a roof basket, which is hardly ideal either), but when the whole point of a ute is to have a tray it seems counterproductive for a decent proportion of that tub space to be occupied by the spare wheel. I think the entry-level Lux is the one to get, given it's actually cheaper than the most affordable 48V hybrid version. Given the gains it delivers in terms of electric driving and efficiency (as well as general driveability) compared to the HEV powertrain, my advice would be to save a few bucks and opt for the base PHEV rather than the Ultra-spec HEV. Interested in buying a GWM Cannon Alpha? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything GWM Cannon Alpha Content originally sourced from: GWM Cannon Alpha Pros GWM Cannon Alpha Cons GWM Cannon Alpha Pros GWM Cannon Alpha Cons China's GWM is going Shark and Ranger hunting with an electrifying new plug-in hybrid (PHEV) ute. Okay, silly puns aside, the 2025 GWM Cannon Alpha PHEV dual-cab is a big deal for the Chinese brand, and on paper it shapes as a compelling alternative to the already popular BYD Shark 6 and incoming Ford Ranger PHEV. Priced from $59,990 before on-road costs, the PHEV version of GWM's flagship ute is within swiping distance of the Shark 6 while claiming a longer electric-only driving range as well as greater towing and off-road capability. It's also substantially cheaper than Ford's first plug-in version of the Ranger, Australia's most popular new model, while also offering a long warranty and capped price servicing. While Fringe Benefits Tax (FBT) incentives for PHEVs purchased via novated leases have ended, the Cannon Alpha PHEV arrives at a pivotal time for the Australian automotive industry. WATCH: Paul's video review of the GWM Cannon Alpha PHEV prototype Punitive emissions regulations loom for auto brands from next month, and big, heavy and high-CO2 commercial vehicles including utilities will be the hardest hit. With dual-cab utes continuing to dominate the local market, brands are scrambling for cleaner and more efficient options to bring down their fleet CO2 emissions. Consider the Cannon Alpha PHEV's 39g/km CO2 claim versus the 234g and 225g/km figures of the diesel and hybrid versions, and you can see why GWM is going hard with the positioning of its new plug-in ute. So, is it any good? We spent some extended time living with it in and away from the city to find out. As noted above, the Cannon Alpha PHEV range starts from $59,990 plus on-road costs, or around $61,500 drive-away depending on state or territory – see the table below for more. For reference, the BYD Shark 6 is priced from $57,900 plus on-roads and is currently being advertised with sharp 1.9 per cent p/a finance, while the Ford Ranger PHEV kicks off from a much dearer $71,990 plus on-roads. The Cannon Alpha PHEV is more than $10,000 dearer than the equivalent Cannon Alpha Diesel in base spec, while the Hybrid (HEV) is about $3000 more affordable in flagship Ultra guise. In the scheme of things, it's not that big a gap. To see how the GWM Cannon Alpha lines up against the competition, check out our comparison tool Just like any other Cannon Alpha grade, which itself is quite similar to the GWM Tank 500 with which it shares its underpinnings. This flagship Ultra grade offers all the fruit, from leather-accented seat upholstery and woodgrain-effect trim to big and bright displays for the touchscreen infotainment system and digital instrument cluster. You also get soft-touch leather-effect accents for the door tops and dashboard, which feel suitably luxe, and the smooth leatherette-clad steering wheel with cartoonish centre hub shaped as the Cannon badge all adds to the more upmarket and SUV-like ambience. Hell, there are even felt-lined door pockets like in a Volkswagen Golf! Perceived build quality is very positive, particularly for the ute segment. It feels plusher and more luxurious than more workhorse-style dual-cabs, and the array of luxury touches make it feel more car-like than a commercial vehicle. The cushy front seats in this spec are electrically adjustable as well as heated and ventilated, and you even get a massage function. The steering wheel is heated too, so you can see why these new-age Chinese vehicles have a lot of appeal on the showroom floor. I appreciate the fact the heated and ventilated seat controls are hard buttons on the centre console, but functions like memory positions and seat massaging are buried in the touchscreen, which is a little fiddly and annoying. The 12.3-inch digital instrument cluster offers a couple of main views, one with a central driver assistance display and the other with mapping. Annoyingly, there's no option to have a conventional power meter and speedometer; instead you get simple digital readouts which don't always communicate everything effectively. Meanwhile, the 12.3-inch tablet-style touchscreen also looks cool but has its quirks. The clarity and processing speed is good, and it's fully featured with native navigation and wireless smartphone mirroring, but I'm not a huge fan of the layered menu structure and the persistence with having the climate controls embedded in the display. Some of the menus also aren't properly translated from Chinese to English, meaning explainers for certain settings and functions aren't immediately clear. Still, the hybrid menus and various display graphics are quite neat to play with and observe – but really, GWM and other Chinese brands need to make their touchscreens a little less confusing. For example, you can swipe down from the top of the screen for some quick-access shortcuts, but you can't do this from the smartphone mirroring screen, as I found it. The rear seat in this Ultra specification is another standout, with both heating and ventilation for the outboard pews in addition to electric adjustment for recline and lower cushion extension. Where else do you see this? You do get rear vents but no additional zone of climate control like in the Tank 500, although there are amenities like a fold-down centre armrest with cupholders, as well as map pockets behind the front seats and your requisite child seat anchor points. Behind the cab and its electrically opening rear window, there's a 1500x1520mm tray accessed via a split tailgate that can either open conventionally or barn-door style. Due to the size and placement of the Cannon Alpha PHEV's 37.1kWh NMC battery, the full-size spare wheel has been relocated to the tub in an unconventional dune buggy or safari-style arrangement. The locally-led solution sees the wheel bolted to the side of the tub, though it can be removed if you need to utilise the full tub. GWM also fits a tyre repair kit as standard in the event you get a puncture without access to the spare. While it's not pictured here, there is a cover for the spare wheel that clips into the tub bracket, and there are magnets to stick it to the metal base. However, my colleague Max Davies saw the cover fly nearly completely off while driving at 110km/h on Victoria's Hume Highway on a windy day, which is why the vehicle is pictured here without it – it was an effort to reinstall too. To see how the GWM Cannon Alpha lines up against the competition, check out our comparison tool The PHEV is the most powerful Cannon Alpha variant on sale, as well as the most efficient. The PHEV can be fast-charged at up to 50kW using DC power, and boasts vehicle-to-load (V2L) capability with a 3.3kW discharge rate. It can also run on EV power, even when in high-range four-wheel drive mode. GWM has maintained the Cannon Alpha lineup's 3500kg towing capacity for the PHEV, bettering the BYD Shark 6 and matching the Ranger PHEV. Payload, meanwhile, is 50kg lower than the HEV's and up to 130kg down on the diesel's. As for fuel consumption, we travelled nearly 900km in the Cannon Alpha PHEV over a two-week loan, charging as regularly as we could but also spending plenty of extended stints behind the wheel. We saw an indicated return of 6.6L/100km over that period, which isn't bad considering there were plenty of cold days with only a partially charged battery, as well as the aforementioned long drives well beyond the battery's EV range. That real-world figure is also well under the lab claims for the Cannon Alpha diesel and hybrid variants. To see how the GWM Cannon Alpha lines up against the competition, check out our comparison tool My testing was all done on-road and generally unladen, unlike Paul Maric's video review of a pre-production prototype, and we'll revisit the Cannon Alpha PHEV to fully test its off-road and towing prowess. Above: Cannon Alpha PHEV prototype I did a lot of general commuting to and from the office as well as a longer road trip down to the Mornington Peninsula, and while I'm in no way your typical ute guy, I found the Cannon Alpha PHEV surprisingly good to live with. With a full charge this ute hums along nicely in EV mode, both in town and on the freeway, where it doesn't feel much slower than the diesel version while being much quieter – the electric motor's 120kW/400Nm outputs aren't far off the diesel's 130kW/480Nm, anyway. That said, it feels heavier than its GWM siblings, which is unsurprising given the 300kg-plus weight penalty from the massive battery. While this lends a very planted and sure-footed feel on the move, it also means you can feel its mass shift more when cornering and braking. GWM's approach to plug-in hybrid tech is also a more mechanical system, sandwiching the e-motor between the transmission and petrol, meaning you can feel it shift through its nine cogs even in EV mode. WATCH: Paul puts the GWM Cannon Alpha PHEV prototype through a payload and GVM stress test While this means it lacks the EV driving style of the BYD Shark, it has allowed the Chinese manufacturer to retain a mechanical four-wheel drive system with low-range (4L) mode, as well as the Alpha's heavy-duty capabilities. Paul had no issues towing a 3.5-tonne caravan at GVM, though the dedicated Towing mode negates the ability to use cruise control and the prototype-spec Cannon Alpha couldn't be locked in EV mode when hooked up to the trailer. He also noted that the 2.0-litre turbo-petrol engine did make a bit of noise under load when towing, even if the PHEV's overall performance felt "confident" and "punchy". Additionally, the Cannon Alpha PHEV prototype tested by Paul had tow bar that was quite low, reducing the departure angle for off-roading. Our production-spec vehicle is claimed to have a towbar that sits 70mm higher than the pre-production vehicle, though it's still mounted lower than most others. I grew quite fond of the Cannon Alpha's touring abilities on the open road, where it impressed with a reasonably quiet cabin at cruising speed and plenty of punch in reserve for relatively brisk overtakes – just make sure you're in the right drive mode. Every now and then when trying to set off quickly, or when giving it a quick squirt while rolling, I could feel the PHEV system take a moment or two before gearing down, activating both power sources and finally outputting what I was asking of it. Road and wind noise is generally kept to an impressive minimum for a dual-cab ute, and while the ride is a bit firm on its coil-sprung front- and rear-ends, in general it still rides more like an unladen SUV than a leaf-sprung alternative. The petrol engine can sound a little coarse when it's being revved out, but the transition between EV and ICE power is generally pretty seamless apart from the odd elastic feel in the lower gears. GWM's EV range figure of 115km is based on the NEDC cycle, so I decided to do a rough range test to see how close I could get to the claim. After fully charging using a 50kW DC fast-charger at the Portsea Hotel, I attempted to get home to Melbourne's eastern suburbs in EV mode. In theory I should have been able to get there, given the trip is 103.9km. My partner wanted to catch the sunset at Arthur's Seat on the way home, meaning a quick detour to Franklin's lookout, which is up a pretty steep hillclimb. Still, the total trip would only be 106km. Keeping the Cannon Alpha PHEV in Normal and EV modes, I made it to just after the Wellington Rd overpass on Melbourne's M3 Eastlink Freeway – roughly 85km from my starting point. Not bad given the uphill trip home and the skew toward 100km/h freeway speeds, but something to note if you spend a lot of time on the highway. Above: GWM Cannon Alpha PHEV takes on Beer O'clock Hill Paul did some off-road testing in the prototype we drove before the Cannon Alpha PHEV's official launch, and he was quite impressed with the Cannon's four-wheel drive capability, especially when compared back-to-back with the Shark 6, which infamously struggled with our rutted hillclimb at the Lang Lang providing ground. Key GWM additions over its BYD rival include front and rear diff locks in this Ultra spec (the Lux gets only a rear locker), as well as a low-range transfer case. Paul said the Cannon Alpha easily climbed our hill and demonstrated better tractability over obstacles and rough terrain – it also did the same hillclimb in both HEV and EV modes, which is impressive. Over the offset moguls Cannon Alpha PHEV also barely broke a sweat, with the traction control shuffling torque to the correct wheel(s) without requiring the diff locks to be engaged. Paul did note the stability control was a little intrusive in off-road situations, at least in pre-production spec, and the 70mm-lower tow bar had a habit of scraping things due to its shallower departure angle. As mentioned, GWM says the raised unit on production vehicles should help reduce that. To see how the GWM Cannon Alpha lines up against the competition, check out our comparison tool There are Lux and Ultra trim levels, though depending on the powertrain chosen you might get slightly differing spec levels in the Ultra – the variant on test here. 2025 GWM Cannon Alpha Lux equipment highlights: Cannon Alpha Ultra Diesel adds: Cannon Alpha Ultra HEV + PHEV add: To see how the GWM Cannon Alpha lines up against the competition, check out our comparison tool The GWM Cannon Alpha was awarded a five-star ANCAP safety rating based on 2024 tests, and this rating applies to all variants including the new plug-in hybrid. Standard safety equipment includes: To see how the GWM Cannon Alpha lines up against the competition, check out our comparison tool As with the wider Cannon Alpha range, the PHEV is covered by a seven year, unlimited-kilometre warranty plus seven years of roadside assistance and capped-price servicing. The high-voltage PHEV battery is covered by a separate eight-year, unlimited-km warranty. Worth noting is the first service is due within 12 months or 15,000km, after which intervals are 12 months/15,000km. GWM outpunches the warranties of both the Shark 6 and Ranger PHEV, though servicing costs add up quickly – even if it's cheaper to maintain than the Cannon Alpha HEV. To see how the GWM Cannon Alpha lines up against the competition, check out our comparison tool The GWM Cannon Alpha PHEV shapes up as a proper Ranger PHEV alternative, for those on a budget who want proper ute capability with an electrified drivetrain. While the BYD Shark 6 has been the subject of much hype before and after its Australian launch, if you want a ute to do ute things while also saving money at the pump and reducing your CO2 emissions, I think the GWM is the better bet – especially after recent price adjustments put it within a whisker of the BYD. It looks tough, offers more size and space (if you excuse the tray-mounted spare), has a pretty plush cabin with heaps of luxury features, and can happily tow 3.5 tonnes and tackle some serious off-road trails. The Shark is an excellent lifestyle utility vehicle in its own right, but isn't as rugged or capable as the GWM in terms of off-roading and towing. The Cannon Alpha PHEV also drives pretty well, with its EV-capable drivetrain allowing for incredibly refined and quiet commuting in everyday scenarios, which is in stark contrast to rattly diesel engines or rev-happy petrol engines that power many rival dual-cabs. GWM has largely addressed previous complaints about its driver safety aids, which is a plus, though I can do without the naggy audible prompts when you switch adaptive cruise control on or off, and the system is incredibly conservative with gaps around the vehicle, which is frustrating. I'd also like to see a more sophisticated digital instrument cluster with the option of a virtual power meter or tachometer, and some off-road menus. With all that digital real estate, it seems like an oversight not to have it. The sheer size of this near-5.5-metre-long ute makes it difficult to park as well, even if you account for the litany of cameras and sensors dotted throughout the vehicle. I found the added size over a Shark 6 or Ranger a bit of a challenge in suburban shopping centre carparks, so I imagine driving it in the city – as a lot of ute drivers will – could prove to be a bit of a pain. Finally, the unusual placement of the spare wheel will be a problem for some. Sure, it can be removed or relocated (perhaps to a roof basket, which is hardly ideal either), but when the whole point of a ute is to have a tray it seems counterproductive for a decent proportion of that tub space to be occupied by the spare wheel. I think the entry-level Lux is the one to get, given it's actually cheaper than the most affordable 48V hybrid version. Given the gains it delivers in terms of electric driving and efficiency (as well as general driveability) compared to the HEV powertrain, my advice would be to save a few bucks and opt for the base PHEV rather than the Ultra-spec HEV. Interested in buying a GWM Cannon Alpha? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything GWM Cannon Alpha Content originally sourced from: GWM Cannon Alpha Pros GWM Cannon Alpha Cons GWM Cannon Alpha Pros GWM Cannon Alpha Cons China's GWM is going Shark and Ranger hunting with an electrifying new plug-in hybrid (PHEV) ute. Okay, silly puns aside, the 2025 GWM Cannon Alpha PHEV dual-cab is a big deal for the Chinese brand, and on paper it shapes as a compelling alternative to the already popular BYD Shark 6 and incoming Ford Ranger PHEV. Priced from $59,990 before on-road costs, the PHEV version of GWM's flagship ute is within swiping distance of the Shark 6 while claiming a longer electric-only driving range as well as greater towing and off-road capability. It's also substantially cheaper than Ford's first plug-in version of the Ranger, Australia's most popular new model, while also offering a long warranty and capped price servicing. While Fringe Benefits Tax (FBT) incentives for PHEVs purchased via novated leases have ended, the Cannon Alpha PHEV arrives at a pivotal time for the Australian automotive industry. WATCH: Paul's video review of the GWM Cannon Alpha PHEV prototype Punitive emissions regulations loom for auto brands from next month, and big, heavy and high-CO2 commercial vehicles including utilities will be the hardest hit. With dual-cab utes continuing to dominate the local market, brands are scrambling for cleaner and more efficient options to bring down their fleet CO2 emissions. Consider the Cannon Alpha PHEV's 39g/km CO2 claim versus the 234g and 225g/km figures of the diesel and hybrid versions, and you can see why GWM is going hard with the positioning of its new plug-in ute. So, is it any good? We spent some extended time living with it in and away from the city to find out. As noted above, the Cannon Alpha PHEV range starts from $59,990 plus on-road costs, or around $61,500 drive-away depending on state or territory – see the table below for more. For reference, the BYD Shark 6 is priced from $57,900 plus on-roads and is currently being advertised with sharp 1.9 per cent p/a finance, while the Ford Ranger PHEV kicks off from a much dearer $71,990 plus on-roads. The Cannon Alpha PHEV is more than $10,000 dearer than the equivalent Cannon Alpha Diesel in base spec, while the Hybrid (HEV) is about $3000 more affordable in flagship Ultra guise. In the scheme of things, it's not that big a gap. To see how the GWM Cannon Alpha lines up against the competition, check out our comparison tool Just like any other Cannon Alpha grade, which itself is quite similar to the GWM Tank 500 with which it shares its underpinnings. This flagship Ultra grade offers all the fruit, from leather-accented seat upholstery and woodgrain-effect trim to big and bright displays for the touchscreen infotainment system and digital instrument cluster. You also get soft-touch leather-effect accents for the door tops and dashboard, which feel suitably luxe, and the smooth leatherette-clad steering wheel with cartoonish centre hub shaped as the Cannon badge all adds to the more upmarket and SUV-like ambience. Hell, there are even felt-lined door pockets like in a Volkswagen Golf! Perceived build quality is very positive, particularly for the ute segment. It feels plusher and more luxurious than more workhorse-style dual-cabs, and the array of luxury touches make it feel more car-like than a commercial vehicle. The cushy front seats in this spec are electrically adjustable as well as heated and ventilated, and you even get a massage function. The steering wheel is heated too, so you can see why these new-age Chinese vehicles have a lot of appeal on the showroom floor. I appreciate the fact the heated and ventilated seat controls are hard buttons on the centre console, but functions like memory positions and seat massaging are buried in the touchscreen, which is a little fiddly and annoying. The 12.3-inch digital instrument cluster offers a couple of main views, one with a central driver assistance display and the other with mapping. Annoyingly, there's no option to have a conventional power meter and speedometer; instead you get simple digital readouts which don't always communicate everything effectively. Meanwhile, the 12.3-inch tablet-style touchscreen also looks cool but has its quirks. The clarity and processing speed is good, and it's fully featured with native navigation and wireless smartphone mirroring, but I'm not a huge fan of the layered menu structure and the persistence with having the climate controls embedded in the display. Some of the menus also aren't properly translated from Chinese to English, meaning explainers for certain settings and functions aren't immediately clear. Still, the hybrid menus and various display graphics are quite neat to play with and observe – but really, GWM and other Chinese brands need to make their touchscreens a little less confusing. For example, you can swipe down from the top of the screen for some quick-access shortcuts, but you can't do this from the smartphone mirroring screen, as I found it. The rear seat in this Ultra specification is another standout, with both heating and ventilation for the outboard pews in addition to electric adjustment for recline and lower cushion extension. Where else do you see this? You do get rear vents but no additional zone of climate control like in the Tank 500, although there are amenities like a fold-down centre armrest with cupholders, as well as map pockets behind the front seats and your requisite child seat anchor points. Behind the cab and its electrically opening rear window, there's a 1500x1520mm tray accessed via a split tailgate that can either open conventionally or barn-door style. Due to the size and placement of the Cannon Alpha PHEV's 37.1kWh NMC battery, the full-size spare wheel has been relocated to the tub in an unconventional dune buggy or safari-style arrangement. The locally-led solution sees the wheel bolted to the side of the tub, though it can be removed if you need to utilise the full tub. GWM also fits a tyre repair kit as standard in the event you get a puncture without access to the spare. While it's not pictured here, there is a cover for the spare wheel that clips into the tub bracket, and there are magnets to stick it to the metal base. However, my colleague Max Davies saw the cover fly nearly completely off while driving at 110km/h on Victoria's Hume Highway on a windy day, which is why the vehicle is pictured here without it – it was an effort to reinstall too. To see how the GWM Cannon Alpha lines up against the competition, check out our comparison tool The PHEV is the most powerful Cannon Alpha variant on sale, as well as the most efficient. The PHEV can be fast-charged at up to 50kW using DC power, and boasts vehicle-to-load (V2L) capability with a 3.3kW discharge rate. It can also run on EV power, even when in high-range four-wheel drive mode. GWM has maintained the Cannon Alpha lineup's 3500kg towing capacity for the PHEV, bettering the BYD Shark 6 and matching the Ranger PHEV. Payload, meanwhile, is 50kg lower than the HEV's and up to 130kg down on the diesel's. As for fuel consumption, we travelled nearly 900km in the Cannon Alpha PHEV over a two-week loan, charging as regularly as we could but also spending plenty of extended stints behind the wheel. We saw an indicated return of 6.6L/100km over that period, which isn't bad considering there were plenty of cold days with only a partially charged battery, as well as the aforementioned long drives well beyond the battery's EV range. That real-world figure is also well under the lab claims for the Cannon Alpha diesel and hybrid variants. To see how the GWM Cannon Alpha lines up against the competition, check out our comparison tool My testing was all done on-road and generally unladen, unlike Paul Maric's video review of a pre-production prototype, and we'll revisit the Cannon Alpha PHEV to fully test its off-road and towing prowess. Above: Cannon Alpha PHEV prototype I did a lot of general commuting to and from the office as well as a longer road trip down to the Mornington Peninsula, and while I'm in no way your typical ute guy, I found the Cannon Alpha PHEV surprisingly good to live with. With a full charge this ute hums along nicely in EV mode, both in town and on the freeway, where it doesn't feel much slower than the diesel version while being much quieter – the electric motor's 120kW/400Nm outputs aren't far off the diesel's 130kW/480Nm, anyway. That said, it feels heavier than its GWM siblings, which is unsurprising given the 300kg-plus weight penalty from the massive battery. While this lends a very planted and sure-footed feel on the move, it also means you can feel its mass shift more when cornering and braking. GWM's approach to plug-in hybrid tech is also a more mechanical system, sandwiching the e-motor between the transmission and petrol, meaning you can feel it shift through its nine cogs even in EV mode. WATCH: Paul puts the GWM Cannon Alpha PHEV prototype through a payload and GVM stress test While this means it lacks the EV driving style of the BYD Shark, it has allowed the Chinese manufacturer to retain a mechanical four-wheel drive system with low-range (4L) mode, as well as the Alpha's heavy-duty capabilities. Paul had no issues towing a 3.5-tonne caravan at GVM, though the dedicated Towing mode negates the ability to use cruise control and the prototype-spec Cannon Alpha couldn't be locked in EV mode when hooked up to the trailer. He also noted that the 2.0-litre turbo-petrol engine did make a bit of noise under load when towing, even if the PHEV's overall performance felt "confident" and "punchy". Additionally, the Cannon Alpha PHEV prototype tested by Paul had tow bar that was quite low, reducing the departure angle for off-roading. Our production-spec vehicle is claimed to have a towbar that sits 70mm higher than the pre-production vehicle, though it's still mounted lower than most others. I grew quite fond of the Cannon Alpha's touring abilities on the open road, where it impressed with a reasonably quiet cabin at cruising speed and plenty of punch in reserve for relatively brisk overtakes – just make sure you're in the right drive mode. Every now and then when trying to set off quickly, or when giving it a quick squirt while rolling, I could feel the PHEV system take a moment or two before gearing down, activating both power sources and finally outputting what I was asking of it. Road and wind noise is generally kept to an impressive minimum for a dual-cab ute, and while the ride is a bit firm on its coil-sprung front- and rear-ends, in general it still rides more like an unladen SUV than a leaf-sprung alternative. The petrol engine can sound a little coarse when it's being revved out, but the transition between EV and ICE power is generally pretty seamless apart from the odd elastic feel in the lower gears. GWM's EV range figure of 115km is based on the NEDC cycle, so I decided to do a rough range test to see how close I could get to the claim. After fully charging using a 50kW DC fast-charger at the Portsea Hotel, I attempted to get home to Melbourne's eastern suburbs in EV mode. In theory I should have been able to get there, given the trip is 103.9km. My partner wanted to catch the sunset at Arthur's Seat on the way home, meaning a quick detour to Franklin's lookout, which is up a pretty steep hillclimb. Still, the total trip would only be 106km. Keeping the Cannon Alpha PHEV in Normal and EV modes, I made it to just after the Wellington Rd overpass on Melbourne's M3 Eastlink Freeway – roughly 85km from my starting point. Not bad given the uphill trip home and the skew toward 100km/h freeway speeds, but something to note if you spend a lot of time on the highway. Above: GWM Cannon Alpha PHEV takes on Beer O'clock Hill Paul did some off-road testing in the prototype we drove before the Cannon Alpha PHEV's official launch, and he was quite impressed with the Cannon's four-wheel drive capability, especially when compared back-to-back with the Shark 6, which infamously struggled with our rutted hillclimb at the Lang Lang providing ground. Key GWM additions over its BYD rival include front and rear diff locks in this Ultra spec (the Lux gets only a rear locker), as well as a low-range transfer case. Paul said the Cannon Alpha easily climbed our hill and demonstrated better tractability over obstacles and rough terrain – it also did the same hillclimb in both HEV and EV modes, which is impressive. Over the offset moguls Cannon Alpha PHEV also barely broke a sweat, with the traction control shuffling torque to the correct wheel(s) without requiring the diff locks to be engaged. Paul did note the stability control was a little intrusive in off-road situations, at least in pre-production spec, and the 70mm-lower tow bar had a habit of scraping things due to its shallower departure angle. As mentioned, GWM says the raised unit on production vehicles should help reduce that. To see how the GWM Cannon Alpha lines up against the competition, check out our comparison tool There are Lux and Ultra trim levels, though depending on the powertrain chosen you might get slightly differing spec levels in the Ultra – the variant on test here. 2025 GWM Cannon Alpha Lux equipment highlights: Cannon Alpha Ultra Diesel adds: Cannon Alpha Ultra HEV + PHEV add: To see how the GWM Cannon Alpha lines up against the competition, check out our comparison tool The GWM Cannon Alpha was awarded a five-star ANCAP safety rating based on 2024 tests, and this rating applies to all variants including the new plug-in hybrid. Standard safety equipment includes: To see how the GWM Cannon Alpha lines up against the competition, check out our comparison tool As with the wider Cannon Alpha range, the PHEV is covered by a seven year, unlimited-kilometre warranty plus seven years of roadside assistance and capped-price servicing. The high-voltage PHEV battery is covered by a separate eight-year, unlimited-km warranty. Worth noting is the first service is due within 12 months or 15,000km, after which intervals are 12 months/15,000km. GWM outpunches the warranties of both the Shark 6 and Ranger PHEV, though servicing costs add up quickly – even if it's cheaper to maintain than the Cannon Alpha HEV. To see how the GWM Cannon Alpha lines up against the competition, check out our comparison tool The GWM Cannon Alpha PHEV shapes up as a proper Ranger PHEV alternative, for those on a budget who want proper ute capability with an electrified drivetrain. While the BYD Shark 6 has been the subject of much hype before and after its Australian launch, if you want a ute to do ute things while also saving money at the pump and reducing your CO2 emissions, I think the GWM is the better bet – especially after recent price adjustments put it within a whisker of the BYD. It looks tough, offers more size and space (if you excuse the tray-mounted spare), has a pretty plush cabin with heaps of luxury features, and can happily tow 3.5 tonnes and tackle some serious off-road trails. The Shark is an excellent lifestyle utility vehicle in its own right, but isn't as rugged or capable as the GWM in terms of off-roading and towing. The Cannon Alpha PHEV also drives pretty well, with its EV-capable drivetrain allowing for incredibly refined and quiet commuting in everyday scenarios, which is in stark contrast to rattly diesel engines or rev-happy petrol engines that power many rival dual-cabs. GWM has largely addressed previous complaints about its driver safety aids, which is a plus, though I can do without the naggy audible prompts when you switch adaptive cruise control on or off, and the system is incredibly conservative with gaps around the vehicle, which is frustrating. I'd also like to see a more sophisticated digital instrument cluster with the option of a virtual power meter or tachometer, and some off-road menus. With all that digital real estate, it seems like an oversight not to have it. The sheer size of this near-5.5-metre-long ute makes it difficult to park as well, even if you account for the litany of cameras and sensors dotted throughout the vehicle. I found the added size over a Shark 6 or Ranger a bit of a challenge in suburban shopping centre carparks, so I imagine driving it in the city – as a lot of ute drivers will – could prove to be a bit of a pain. Finally, the unusual placement of the spare wheel will be a problem for some. Sure, it can be removed or relocated (perhaps to a roof basket, which is hardly ideal either), but when the whole point of a ute is to have a tray it seems counterproductive for a decent proportion of that tub space to be occupied by the spare wheel. I think the entry-level Lux is the one to get, given it's actually cheaper than the most affordable 48V hybrid version. Given the gains it delivers in terms of electric driving and efficiency (as well as general driveability) compared to the HEV powertrain, my advice would be to save a few bucks and opt for the base PHEV rather than the Ultra-spec HEV. Interested in buying a GWM Cannon Alpha? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything GWM Cannon Alpha Content originally sourced from: GWM Cannon Alpha Pros GWM Cannon Alpha Cons GWM Cannon Alpha Pros GWM Cannon Alpha Cons China's GWM is going Shark and Ranger hunting with an electrifying new plug-in hybrid (PHEV) ute. Okay, silly puns aside, the 2025 GWM Cannon Alpha PHEV dual-cab is a big deal for the Chinese brand, and on paper it shapes as a compelling alternative to the already popular BYD Shark 6 and incoming Ford Ranger PHEV. Priced from $59,990 before on-road costs, the PHEV version of GWM's flagship ute is within swiping distance of the Shark 6 while claiming a longer electric-only driving range as well as greater towing and off-road capability. It's also substantially cheaper than Ford's first plug-in version of the Ranger, Australia's most popular new model, while also offering a long warranty and capped price servicing. While Fringe Benefits Tax (FBT) incentives for PHEVs purchased via novated leases have ended, the Cannon Alpha PHEV arrives at a pivotal time for the Australian automotive industry. WATCH: Paul's video review of the GWM Cannon Alpha PHEV prototype Punitive emissions regulations loom for auto brands from next month, and big, heavy and high-CO2 commercial vehicles including utilities will be the hardest hit. With dual-cab utes continuing to dominate the local market, brands are scrambling for cleaner and more efficient options to bring down their fleet CO2 emissions. Consider the Cannon Alpha PHEV's 39g/km CO2 claim versus the 234g and 225g/km figures of the diesel and hybrid versions, and you can see why GWM is going hard with the positioning of its new plug-in ute. So, is it any good? We spent some extended time living with it in and away from the city to find out. As noted above, the Cannon Alpha PHEV range starts from $59,990 plus on-road costs, or around $61,500 drive-away depending on state or territory – see the table below for more. For reference, the BYD Shark 6 is priced from $57,900 plus on-roads and is currently being advertised with sharp 1.9 per cent p/a finance, while the Ford Ranger PHEV kicks off from a much dearer $71,990 plus on-roads. The Cannon Alpha PHEV is more than $10,000 dearer than the equivalent Cannon Alpha Diesel in base spec, while the Hybrid (HEV) is about $3000 more affordable in flagship Ultra guise. In the scheme of things, it's not that big a gap. To see how the GWM Cannon Alpha lines up against the competition, check out our comparison tool Just like any other Cannon Alpha grade, which itself is quite similar to the GWM Tank 500 with which it shares its underpinnings. This flagship Ultra grade offers all the fruit, from leather-accented seat upholstery and woodgrain-effect trim to big and bright displays for the touchscreen infotainment system and digital instrument cluster. You also get soft-touch leather-effect accents for the door tops and dashboard, which feel suitably luxe, and the smooth leatherette-clad steering wheel with cartoonish centre hub shaped as the Cannon badge all adds to the more upmarket and SUV-like ambience. Hell, there are even felt-lined door pockets like in a Volkswagen Golf! Perceived build quality is very positive, particularly for the ute segment. It feels plusher and more luxurious than more workhorse-style dual-cabs, and the array of luxury touches make it feel more car-like than a commercial vehicle. The cushy front seats in this spec are electrically adjustable as well as heated and ventilated, and you even get a massage function. The steering wheel is heated too, so you can see why these new-age Chinese vehicles have a lot of appeal on the showroom floor. I appreciate the fact the heated and ventilated seat controls are hard buttons on the centre console, but functions like memory positions and seat massaging are buried in the touchscreen, which is a little fiddly and annoying. The 12.3-inch digital instrument cluster offers a couple of main views, one with a central driver assistance display and the other with mapping. Annoyingly, there's no option to have a conventional power meter and speedometer; instead you get simple digital readouts which don't always communicate everything effectively. Meanwhile, the 12.3-inch tablet-style touchscreen also looks cool but has its quirks. The clarity and processing speed is good, and it's fully featured with native navigation and wireless smartphone mirroring, but I'm not a huge fan of the layered menu structure and the persistence with having the climate controls embedded in the display. Some of the menus also aren't properly translated from Chinese to English, meaning explainers for certain settings and functions aren't immediately clear. Still, the hybrid menus and various display graphics are quite neat to play with and observe – but really, GWM and other Chinese brands need to make their touchscreens a little less confusing. For example, you can swipe down from the top of the screen for some quick-access shortcuts, but you can't do this from the smartphone mirroring screen, as I found it. The rear seat in this Ultra specification is another standout, with both heating and ventilation for the outboard pews in addition to electric adjustment for recline and lower cushion extension. Where else do you see this? You do get rear vents but no additional zone of climate control like in the Tank 500, although there are amenities like a fold-down centre armrest with cupholders, as well as map pockets behind the front seats and your requisite child seat anchor points. Behind the cab and its electrically opening rear window, there's a 1500x1520mm tray accessed via a split tailgate that can either open conventionally or barn-door style. Due to the size and placement of the Cannon Alpha PHEV's 37.1kWh NMC battery, the full-size spare wheel has been relocated to the tub in an unconventional dune buggy or safari-style arrangement. The locally-led solution sees the wheel bolted to the side of the tub, though it can be removed if you need to utilise the full tub. GWM also fits a tyre repair kit as standard in the event you get a puncture without access to the spare. While it's not pictured here, there is a cover for the spare wheel that clips into the tub bracket, and there are magnets to stick it to the metal base. However, my colleague Max Davies saw the cover fly nearly completely off while driving at 110km/h on Victoria's Hume Highway on a windy day, which is why the vehicle is pictured here without it – it was an effort to reinstall too. To see how the GWM Cannon Alpha lines up against the competition, check out our comparison tool The PHEV is the most powerful Cannon Alpha variant on sale, as well as the most efficient. The PHEV can be fast-charged at up to 50kW using DC power, and boasts vehicle-to-load (V2L) capability with a 3.3kW discharge rate. It can also run on EV power, even when in high-range four-wheel drive mode. GWM has maintained the Cannon Alpha lineup's 3500kg towing capacity for the PHEV, bettering the BYD Shark 6 and matching the Ranger PHEV. Payload, meanwhile, is 50kg lower than the HEV's and up to 130kg down on the diesel's. As for fuel consumption, we travelled nearly 900km in the Cannon Alpha PHEV over a two-week loan, charging as regularly as we could but also spending plenty of extended stints behind the wheel. We saw an indicated return of 6.6L/100km over that period, which isn't bad considering there were plenty of cold days with only a partially charged battery, as well as the aforementioned long drives well beyond the battery's EV range. That real-world figure is also well under the lab claims for the Cannon Alpha diesel and hybrid variants. To see how the GWM Cannon Alpha lines up against the competition, check out our comparison tool My testing was all done on-road and generally unladen, unlike Paul Maric's video review of a pre-production prototype, and we'll revisit the Cannon Alpha PHEV to fully test its off-road and towing prowess. Above: Cannon Alpha PHEV prototype I did a lot of general commuting to and from the office as well as a longer road trip down to the Mornington Peninsula, and while I'm in no way your typical ute guy, I found the Cannon Alpha PHEV surprisingly good to live with. With a full charge this ute hums along nicely in EV mode, both in town and on the freeway, where it doesn't feel much slower than the diesel version while being much quieter – the electric motor's 120kW/400Nm outputs aren't far off the diesel's 130kW/480Nm, anyway. That said, it feels heavier than its GWM siblings, which is unsurprising given the 300kg-plus weight penalty from the massive battery. While this lends a very planted and sure-footed feel on the move, it also means you can feel its mass shift more when cornering and braking. GWM's approach to plug-in hybrid tech is also a more mechanical system, sandwiching the e-motor between the transmission and petrol, meaning you can feel it shift through its nine cogs even in EV mode. WATCH: Paul puts the GWM Cannon Alpha PHEV prototype through a payload and GVM stress test While this means it lacks the EV driving style of the BYD Shark, it has allowed the Chinese manufacturer to retain a mechanical four-wheel drive system with low-range (4L) mode, as well as the Alpha's heavy-duty capabilities. Paul had no issues towing a 3.5-tonne caravan at GVM, though the dedicated Towing mode negates the ability to use cruise control and the prototype-spec Cannon Alpha couldn't be locked in EV mode when hooked up to the trailer. He also noted that the 2.0-litre turbo-petrol engine did make a bit of noise under load when towing, even if the PHEV's overall performance felt "confident" and "punchy". Additionally, the Cannon Alpha PHEV prototype tested by Paul had tow bar that was quite low, reducing the departure angle for off-roading. Our production-spec vehicle is claimed to have a towbar that sits 70mm higher than the pre-production vehicle, though it's still mounted lower than most others. I grew quite fond of the Cannon Alpha's touring abilities on the open road, where it impressed with a reasonably quiet cabin at cruising speed and plenty of punch in reserve for relatively brisk overtakes – just make sure you're in the right drive mode. Every now and then when trying to set off quickly, or when giving it a quick squirt while rolling, I could feel the PHEV system take a moment or two before gearing down, activating both power sources and finally outputting what I was asking of it. Road and wind noise is generally kept to an impressive minimum for a dual-cab ute, and while the ride is a bit firm on its coil-sprung front- and rear-ends, in general it still rides more like an unladen SUV than a leaf-sprung alternative. The petrol engine can sound a little coarse when it's being revved out, but the transition between EV and ICE power is generally pretty seamless apart from the odd elastic feel in the lower gears. GWM's EV range figure of 115km is based on the NEDC cycle, so I decided to do a rough range test to see how close I could get to the claim. After fully charging using a 50kW DC fast-charger at the Portsea Hotel, I attempted to get home to Melbourne's eastern suburbs in EV mode. In theory I should have been able to get there, given the trip is 103.9km. My partner wanted to catch the sunset at Arthur's Seat on the way home, meaning a quick detour to Franklin's lookout, which is up a pretty steep hillclimb. Still, the total trip would only be 106km. Keeping the Cannon Alpha PHEV in Normal and EV modes, I made it to just after the Wellington Rd overpass on Melbourne's M3 Eastlink Freeway – roughly 85km from my starting point. Not bad given the uphill trip home and the skew toward 100km/h freeway speeds, but something to note if you spend a lot of time on the highway. Above: GWM Cannon Alpha PHEV takes on Beer O'clock Hill Paul did some off-road testing in the prototype we drove before the Cannon Alpha PHEV's official launch, and he was quite impressed with the Cannon's four-wheel drive capability, especially when compared back-to-back with the Shark 6, which infamously struggled with our rutted hillclimb at the Lang Lang providing ground. Key GWM additions over its BYD rival include front and rear diff locks in this Ultra spec (the Lux gets only a rear locker), as well as a low-range transfer case. Paul said the Cannon Alpha easily climbed our hill and demonstrated better tractability over obstacles and rough terrain – it also did the same hillclimb in both HEV and EV modes, which is impressive. Over the offset moguls Cannon Alpha PHEV also barely broke a sweat, with the traction control shuffling torque to the correct wheel(s) without requiring the diff locks to be engaged. Paul did note the stability control was a little intrusive in off-road situations, at least in pre-production spec, and the 70mm-lower tow bar had a habit of scraping things due to its shallower departure angle. As mentioned, GWM says the raised unit on production vehicles should help reduce that. To see how the GWM Cannon Alpha lines up against the competition, check out our comparison tool There are Lux and Ultra trim levels, though depending on the powertrain chosen you might get slightly differing spec levels in the Ultra – the variant on test here. 2025 GWM Cannon Alpha Lux equipment highlights: Cannon Alpha Ultra Diesel adds: Cannon Alpha Ultra HEV + PHEV add: To see how the GWM Cannon Alpha lines up against the competition, check out our comparison tool The GWM Cannon Alpha was awarded a five-star ANCAP safety rating based on 2024 tests, and this rating applies to all variants including the new plug-in hybrid. Standard safety equipment includes: To see how the GWM Cannon Alpha lines up against the competition, check out our comparison tool As with the wider Cannon Alpha range, the PHEV is covered by a seven year, unlimited-kilometre warranty plus seven years of roadside assistance and capped-price servicing. The high-voltage PHEV battery is covered by a separate eight-year, unlimited-km warranty. Worth noting is the first service is due within 12 months or 15,000km, after which intervals are 12 months/15,000km. GWM outpunches the warranties of both the Shark 6 and Ranger PHEV, though servicing costs add up quickly – even if it's cheaper to maintain than the Cannon Alpha HEV. To see how the GWM Cannon Alpha lines up against the competition, check out our comparison tool The GWM Cannon Alpha PHEV shapes up as a proper Ranger PHEV alternative, for those on a budget who want proper ute capability with an electrified drivetrain. While the BYD Shark 6 has been the subject of much hype before and after its Australian launch, if you want a ute to do ute things while also saving money at the pump and reducing your CO2 emissions, I think the GWM is the better bet – especially after recent price adjustments put it within a whisker of the BYD. It looks tough, offers more size and space (if you excuse the tray-mounted spare), has a pretty plush cabin with heaps of luxury features, and can happily tow 3.5 tonnes and tackle some serious off-road trails. The Shark is an excellent lifestyle utility vehicle in its own right, but isn't as rugged or capable as the GWM in terms of off-roading and towing. The Cannon Alpha PHEV also drives pretty well, with its EV-capable drivetrain allowing for incredibly refined and quiet commuting in everyday scenarios, which is in stark contrast to rattly diesel engines or rev-happy petrol engines that power many rival dual-cabs. GWM has largely addressed previous complaints about its driver safety aids, which is a plus, though I can do without the naggy audible prompts when you switch adaptive cruise control on or off, and the system is incredibly conservative with gaps around the vehicle, which is frustrating. I'd also like to see a more sophisticated digital instrument cluster with the option of a virtual power meter or tachometer, and some off-road menus. With all that digital real estate, it seems like an oversight not to have it. The sheer size of this near-5.5-metre-long ute makes it difficult to park as well, even if you account for the litany of cameras and sensors dotted throughout the vehicle. I found the added size over a Shark 6 or Ranger a bit of a challenge in suburban shopping centre carparks, so I imagine driving it in the city – as a lot of ute drivers will – could prove to be a bit of a pain. Finally, the unusual placement of the spare wheel will be a problem for some. Sure, it can be removed or relocated (perhaps to a roof basket, which is hardly ideal either), but when the whole point of a ute is to have a tray it seems counterproductive for a decent proportion of that tub space to be occupied by the spare wheel. I think the entry-level Lux is the one to get, given it's actually cheaper than the most affordable 48V hybrid version. Given the gains it delivers in terms of electric driving and efficiency (as well as general driveability) compared to the HEV powertrain, my advice would be to save a few bucks and opt for the base PHEV rather than the Ultra-spec HEV. Interested in buying a GWM Cannon Alpha? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything GWM Cannon Alpha Content originally sourced from:
Perth Now
10-06-2025
- Automotive
- Perth Now
2025 GWM Cannon Alpha PHEV review
China's GWM is going Shark and Ranger hunting with an electrifying new plug-in hybrid (PHEV) ute. 2025 GWM Cannon Alpha PHEV Credit: CarExpert Okay, silly puns aside, the 2025 GWM Cannon Alpha PHEV dual-cab is a big deal for the Chinese brand, and on paper it shapes as a compelling alternative to the already popular BYD Shark 6 and incoming Ford Ranger PHEV. Priced from $59,990 before on-road costs, the PHEV version of GWM's flagship ute is within swiping distance of the Shark 6 while claiming a longer electric-only driving range as well as greater towing and off-road capability. It's also substantially cheaper than Ford's first plug-in version of the Ranger, Australia's most popular new model, while also offering a long warranty and capped price servicing. While Fringe Benefits Tax (FBT) incentives for PHEVs purchased via novated leases have ended, the Cannon Alpha PHEV arrives at a pivotal time for the Australian automotive industry. WATCH: Paul's video review of the GWM Cannon Alpha PHEV prototype Punitive emissions regulations loom for auto brands from next month, and big, heavy and high-CO2 commercial vehicles including utilities will be the hardest hit. With dual-cab utes continuing to dominate the local market, brands are scrambling for cleaner and more efficient options to bring down their fleet CO2 emissions. Consider the Cannon Alpha PHEV's 39g/km CO2 claim versus the 234g and 225g/km figures of the diesel and hybrid versions, and you can see why GWM is going hard with the positioning of its new plug-in ute. So, is it any good? We spent some extended time living with it in and away from the city to find out. As noted above, the Cannon Alpha PHEV range starts from $59,990 plus on-road costs, or around $61,500 drive-away depending on state or territory – see the table below for more. 2025 GWM Cannon Alpha PHEV Credit: CarExpert For reference, the BYD Shark 6 is priced from $57,900 plus on-roads and is currently being advertised with sharp 1.9 per cent p/a finance, while the Ford Ranger PHEV kicks off from a much dearer $71,990 plus on-roads. The Cannon Alpha PHEV is more than $10,000 dearer than the equivalent Cannon Alpha Diesel in base spec, while the Hybrid (HEV) is about $3000 more affordable in flagship Ultra guise. In the scheme of things, it's not that big a gap. To see how the GWM Cannon Alpha lines up against the competition, check out our comparison tool Just like any other Cannon Alpha grade, which itself is quite similar to the GWM Tank 500 with which it shares its underpinnings. 2025 GWM Cannon Alpha PHEV Credit: CarExpert This flagship Ultra grade offers all the fruit, from leather-accented seat upholstery and woodgrain-effect trim to big and bright displays for the touchscreen infotainment system and digital instrument cluster. You also get soft-touch leather-effect accents for the door tops and dashboard, which feel suitably luxe, and the smooth leatherette-clad steering wheel with cartoonish centre hub shaped as the Cannon badge all adds to the more upmarket and SUV-like ambience. Hell, there are even felt-lined door pockets like in a Volkswagen Golf! Perceived build quality is very positive, particularly for the ute segment. It feels plusher and more luxurious than more workhorse-style dual-cabs, and the array of luxury touches make it feel more car-like than a commercial vehicle. The cushy front seats in this spec are electrically adjustable as well as heated and ventilated, and you even get a massage function. The steering wheel is heated too, so you can see why these new-age Chinese vehicles have a lot of appeal on the showroom floor. 2025 GWM Cannon Alpha PHEV Credit: CarExpert 2025 GWM Cannon Alpha PHEV Credit: CarExpert 2025 GWM Cannon Alpha PHEV Credit: CarExpert 2025 GWM Cannon Alpha PHEV Credit: CarExpert I appreciate the fact the heated and ventilated seat controls are hard buttons on the centre console, but functions like memory positions and seat massaging are buried in the touchscreen, which is a little fiddly and annoying. The 12.3-inch digital instrument cluster offers a couple of main views, one with a central driver assistance display and the other with mapping. Annoyingly, there's no option to have a conventional power meter and speedometer; instead you get simple digital readouts which don't always communicate everything effectively. Meanwhile, the 12.3-inch tablet-style touchscreen also looks cool but has its quirks. The clarity and processing speed is good, and it's fully featured with native navigation and wireless smartphone mirroring, but I'm not a huge fan of the layered menu structure and the persistence with having the climate controls embedded in the display. Some of the menus also aren't properly translated from Chinese to English, meaning explainers for certain settings and functions aren't immediately clear. Still, the hybrid menus and various display graphics are quite neat to play with and observe – but really, GWM and other Chinese brands need to make their touchscreens a little less confusing. For example, you can swipe down from the top of the screen for some quick-access shortcuts, but you can't do this from the smartphone mirroring screen, as I found it. 2025 GWM Cannon Alpha PHEV Credit: CarExpert 2025 GWM Cannon Alpha PHEV Credit: CarExpert The rear seat in this Ultra specification is another standout, with both heating and ventilation for the outboard pews in addition to electric adjustment for recline and lower cushion extension. Where else do you see this? You do get rear vents but no additional zone of climate control like in the Tank 500, although there are amenities like a fold-down centre armrest with cupholders, as well as map pockets behind the front seats and your requisite child seat anchor points. Behind the cab and its electrically opening rear window, there's a 1500x1520mm tray accessed via a split tailgate that can either open conventionally or barn-door style. Due to the size and placement of the Cannon Alpha PHEV's 37.1kWh NMC battery, the full-size spare wheel has been relocated to the tub in an unconventional dune buggy or safari-style arrangement. 2025 GWM Cannon Alpha PHEV Credit: CarExpert 2025 GWM Cannon Alpha PHEV Credit: CarExpert The locally-led solution sees the wheel bolted to the side of the tub, though it can be removed if you need to utilise the full tub. GWM also fits a tyre repair kit as standard in the event you get a puncture without access to the spare. While it's not pictured here, there is a cover for the spare wheel that clips into the tub bracket, and there are magnets to stick it to the metal base. However, my colleague Max Davies saw the cover fly nearly completely off while driving at 110km/h on Victoria's Hume Highway on a windy day, which is why the vehicle is pictured here without it – it was an effort to reinstall too. To see how the GWM Cannon Alpha lines up against the competition, check out our comparison tool The PHEV is the most powerful Cannon Alpha variant on sale, as well as the most efficient. 2025 GWM Cannon Alpha PHEV Credit: CarExpert The PHEV can be fast-charged at up to 50kW using DC power, and boasts vehicle-to-load (V2L) capability with a 3.3kW discharge rate. It can also run on EV power, even when in high-range four-wheel drive mode. GWM has maintained the Cannon Alpha lineup's 3500kg towing capacity for the PHEV, bettering the BYD Shark 6 and matching the Ranger PHEV. Payload, meanwhile, is 50kg lower than the HEV's and up to 130kg down on the diesel's. As for fuel consumption, we travelled nearly 900km in the Cannon Alpha PHEV over a two-week loan, charging as regularly as we could but also spending plenty of extended stints behind the wheel. We saw an indicated return of 6.6L/100km over that period, which isn't bad considering there were plenty of cold days with only a partially charged battery, as well as the aforementioned long drives well beyond the battery's EV range. That real-world figure is also well under the lab claims for the Cannon Alpha diesel and hybrid variants. To see how the GWM Cannon Alpha lines up against the competition, check out our comparison tool My testing was all done on-road and generally unladen, unlike Paul Maric's video review of a pre-production prototype, and we'll revisit the Cannon Alpha PHEV to fully test its off-road and towing prowess. 2025 GWM Cannon Alpha PHEV Credit: CarExpert Above: Cannon Alpha PHEV prototype I did a lot of general commuting to and from the office as well as a longer road trip down to the Mornington Peninsula, and while I'm in no way your typical ute guy, I found the Cannon Alpha PHEV surprisingly good to live with. With a full charge this ute hums along nicely in EV mode, both in town and on the freeway, where it doesn't feel much slower than the diesel version while being much quieter – the electric motor's 120kW/400Nm outputs aren't far off the diesel's 130kW/480Nm, anyway. That said, it feels heavier than its GWM siblings, which is unsurprising given the 300kg-plus weight penalty from the massive battery. While this lends a very planted and sure-footed feel on the move, it also means you can feel its mass shift more when cornering and braking. GWM's approach to plug-in hybrid tech is also a more mechanical system, sandwiching the e-motor between the transmission and petrol, meaning you can feel it shift through its nine cogs even in EV mode. WATCH: Paul puts the GWM Cannon Alpha PHEV prototype through a payload and GVM stress test While this means it lacks the EV driving style of the BYD Shark, it has allowed the Chinese manufacturer to retain a mechanical four-wheel drive system with low-range (4L) mode, as well as the Alpha's heavy-duty capabilities. Paul had no issues towing a 3.5-tonne caravan at GVM, though the dedicated Towing mode negates the ability to use cruise control and the prototype-spec Cannon Alpha couldn't be locked in EV mode when hooked up to the trailer. He also noted that the 2.0-litre turbo-petrol engine did make a bit of noise under load when towing, even if the PHEV's overall performance felt 'confident' and 'punchy'. Additionally, the Cannon Alpha PHEV prototype tested by Paul had tow bar that was quite low, reducing the departure angle for off-roading. Our production-spec vehicle is claimed to have a towbar that sits 70mm higher than the pre-production vehicle, though it's still mounted lower than most others. 2025 GWM Cannon Alpha PHEV Credit: CarExpert I grew quite fond of the Cannon Alpha's touring abilities on the open road, where it impressed with a reasonably quiet cabin at cruising speed and plenty of punch in reserve for relatively brisk overtakes – just make sure you're in the right drive mode. Every now and then when trying to set off quickly, or when giving it a quick squirt while rolling, I could feel the PHEV system take a moment or two before gearing down, activating both power sources and finally outputting what I was asking of it. Road and wind noise is generally kept to an impressive minimum for a dual-cab ute, and while the ride is a bit firm on its coil-sprung front- and rear-ends, in general it still rides more like an unladen SUV than a leaf-sprung alternative. The petrol engine can sound a little coarse when it's being revved out, but the transition between EV and ICE power is generally pretty seamless apart from the odd elastic feel in the lower gears. 2025 GWM Cannon Alpha PHEV Credit: CarExpert GWM's EV range figure of 115km is based on the NEDC cycle, so I decided to do a rough range test to see how close I could get to the claim. After fully charging using a 50kW DC fast-charger at the Portsea Hotel, I attempted to get home to Melbourne's eastern suburbs in EV mode. In theory I should have been able to get there, given the trip is 103.9km. My partner wanted to catch the sunset at Arthur's Seat on the way home, meaning a quick detour to Franklin's lookout, which is up a pretty steep hillclimb. Still, the total trip would only be 106km. Keeping the Cannon Alpha PHEV in Normal and EV modes, I made it to just after the Wellington Rd overpass on Melbourne's M3 Eastlink Freeway – roughly 85km from my starting point. Not bad given the uphill trip home and the skew toward 100km/h freeway speeds, but something to note if you spend a lot of time on the highway. 2025 GWM Cannon Alpha PHEV Credit: CarExpert Above: GWM Cannon Alpha PHEV takes on Beer O'clock Hill Paul did some off-road testing in the prototype we drove before the Cannon Alpha PHEV's official launch, and he was quite impressed with the Cannon's four-wheel drive capability, especially when compared back-to-back with the Shark 6, which infamously struggled with our rutted hillclimb at the Lang Lang providing ground. Key GWM additions over its BYD rival include front and rear diff locks in this Ultra spec (the Lux gets only a rear locker), as well as a low-range transfer case. Paul said the Cannon Alpha easily climbed our hill and demonstrated better tractability over obstacles and rough terrain – it also did the same hillclimb in both HEV and EV modes, which is impressive. Over the offset moguls Cannon Alpha PHEV also barely broke a sweat, with the traction control shuffling torque to the correct wheel(s) without requiring the diff locks to be engaged. Paul did note the stability control was a little intrusive in off-road situations, at least in pre-production spec, and the 70mm-lower tow bar had a habit of scraping things due to its shallower departure angle. As mentioned, GWM says the raised unit on production vehicles should help reduce that. 2025 GWM Cannon Alpha PHEV Credit: CarExpert To see how the GWM Cannon Alpha lines up against the competition, check out our comparison tool There are Lux and Ultra trim levels, though depending on the powertrain chosen you might get slightly differing spec levels in the Ultra – the variant on test here. 2025 GWM Cannon Alpha PHEV Credit: CarExpert 2025 GWM Cannon Alpha PHEV Credit: CarExpert 2025 GWM Cannon Alpha PHEV Credit: CarExpert 2025 GWM Cannon Alpha PHEV Credit: CarExpert 2025 GWM Cannon Alpha Lux equipment highlights: Automatic LED headlights Automatic high-beam Fixed side steps Electronically locking rear differential Hill ascent control Hill descent control 18-inch alloy wheels, machined – Diesel 18-inch alloy wheels in black – PHEV Full-sized steel spare wheel Tyre pressure monitoring Spray-on tub liner High-mounted tub light Rear privacy glass Black leatherette-accented interior Dual-zone climate control Light, Comfort and Sport steering modes Standard, Sport, Eco, 4L, 4H drive modes Auto Hold function 6-way power driver's seat 6-speaker sound system 12.3-inch digital instrument cluster 12.3-inch touchscreen infotainment system Wireless Apple CarPlay, Android Auto Cannon Alpha Ultra Diesel adds: 60/40 split tailgate Spray-on tub liner Electronically locking front differential Power-folding exterior mirrors LED front fog lights Panoramic sunroof Auto-dimming rear-view mirror Black leather-accented interior 8-way power driver's seat 6-way power passenger seat Heated and ventilated front seats Massaging front seats Driver's seat memory and welcome function Wireless phone charger (front) Cannon Alpha Ultra HEV + PHEV add: Analogue clock Head-up display Power-folding exterior mirrors with memory 64-colour ambient lighting Heated steering wheel Wireless phone charger (rear) 10-speaker Infinity sound system 2-way power-adjustable rear seats Heated and ventilated rear seats Semi-automatic parking assist Auto Reverse Assist To see how the GWM Cannon Alpha lines up against the competition, check out our comparison tool The GWM Cannon Alpha was awarded a five-star ANCAP safety rating based on 2024 tests, and this rating applies to all variants including the new plug-in hybrid. 2025 GWM Cannon Alpha PHEV Credit: CarExpert Standard safety equipment includes: 7 airbags incl. front-centre Autonomous emergency braking Adaptive cruise control Blind-spot monitoring Front cross-traffic assist Rear cross-traffic assist Lane-keep assist Lane centring assist Emergency lane-keeping Traffic sign recognition Parking sensors – front, rear Surround-view camera with transparent chassis mode To see how the GWM Cannon Alpha lines up against the competition, check out our comparison tool As with the wider Cannon Alpha range, the PHEV is covered by a seven year, unlimited-kilometre warranty plus seven years of roadside assistance and capped-price servicing. 2025 GWM Cannon Alpha PHEV Credit: CarExpert The high-voltage PHEV battery is covered by a separate eight-year, unlimited-km warranty. Worth noting is the first service is due within 12 months or 15,000km, after which intervals are 12 months/15,000km. GWM outpunches the warranties of both the Shark 6 and Ranger PHEV, though servicing costs add up quickly – even if it's cheaper to maintain than the Cannon Alpha HEV. To see how the GWM Cannon Alpha lines up against the competition, check out our comparison tool The GWM Cannon Alpha PHEV shapes up as a proper Ranger PHEV alternative, for those on a budget who want proper ute capability with an electrified drivetrain. 2025 GWM Cannon Alpha PHEV Credit: CarExpert While the BYD Shark 6 has been the subject of much hype before and after its Australian launch, if you want a ute to do ute things while also saving money at the pump and reducing your CO2 emissions, I think the GWM is the better bet – especially after recent price adjustments put it within a whisker of the BYD. It looks tough, offers more size and space (if you excuse the tray-mounted spare), has a pretty plush cabin with heaps of luxury features, and can happily tow 3.5 tonnes and tackle some serious off-road trails. The Shark is an excellent lifestyle utility vehicle in its own right, but isn't as rugged or capable as the GWM in terms of off-roading and towing. The Cannon Alpha PHEV also drives pretty well, with its EV-capable drivetrain allowing for incredibly refined and quiet commuting in everyday scenarios, which is in stark contrast to rattly diesel engines or rev-happy petrol engines that power many rival dual-cabs. GWM has largely addressed previous complaints about its driver safety aids, which is a plus, though I can do without the naggy audible prompts when you switch adaptive cruise control on or off, and the system is incredibly conservative with gaps around the vehicle, which is frustrating. 2025 GWM Cannon Alpha PHEV Credit: CarExpert I'd also like to see a more sophisticated digital instrument cluster with the option of a virtual power meter or tachometer, and some off-road menus. With all that digital real estate, it seems like an oversight not to have it. The sheer size of this near-5.5-metre-long ute makes it difficult to park as well, even if you account for the litany of cameras and sensors dotted throughout the vehicle. I found the added size over a Shark 6 or Ranger a bit of a challenge in suburban shopping centre carparks, so I imagine driving it in the city – as a lot of ute drivers will – could prove to be a bit of a pain. Finally, the unusual placement of the spare wheel will be a problem for some. Sure, it can be removed or relocated (perhaps to a roof basket, which is hardly ideal either), but when the whole point of a ute is to have a tray it seems counterproductive for a decent proportion of that tub space to be occupied by the spare wheel. I think the entry-level Lux is the one to get, given it's actually cheaper than the most affordable 48V hybrid version. Given the gains it delivers in terms of electric driving and efficiency (as well as general driveability) compared to the HEV powertrain, my advice would be to save a few bucks and opt for the base PHEV rather than the Ultra-spec HEV. 2025 GWM Cannon Alpha PHEV Credit: CarExpert Interested in buying a GWM Cannon Alpha? Get in touch with one of CarExpert's trusted dealers here MORE: Everything GWM Cannon Alpha Tough looks, plush cabin Does ute stuff (mostly) well 85-90km EV range achievable Spare wheel impedes tray Still some safety assist annoyances Pricey servicing
7NEWS
10-06-2025
- Automotive
- 7NEWS
2025 GWM Cannon Alpha PHEV review
China's GWM is going Shark and Ranger hunting with an electrifying new plug-in hybrid (PHEV) ute. Okay, silly puns aside, the 2025 GWM Cannon Alpha PHEV dual-cab is a big deal for the Chinese brand, and on paper it shapes as a compelling alternative to the already popular BYD Shark 6 and incoming Ford Ranger PHEV. Priced from $59,990 before on-road costs, the PHEV version of GWM's flagship ute is within swiping distance of the Shark 6 while claiming a longer electric-only driving range as well as greater towing and off-road capability. It's also substantially cheaper than Ford's first plug-in version of the Ranger, Australia's most popular new model, while also offering a long warranty and capped price servicing. While Fringe Benefits Tax (FBT) incentives for PHEVs purchased via novated leases have ended, the Cannon Alpha PHEV arrives at a pivotal time for the Australian automotive industry. WATCH: Paul's video review of the GWM Cannon Alpha PHEV prototype Punitive emissions regulations loom for auto brands from next month, and big, heavy and high-CO2 commercial vehicles including utilities will be the hardest hit. With dual-cab utes continuing to dominate the local market, brands are scrambling for cleaner and more efficient options to bring down their fleet CO2 emissions. Consider the Cannon Alpha PHEV's 39g/km CO2 claim versus the 234g and 225g/km figures of the diesel and hybrid versions, and you can see why GWM is going hard with the positioning of its new plug-in ute. So, is it any good? We spent some extended time living with it in and away from the city to find out. How much does the GWM Cannon Alpha cost? As noted above, the Cannon Alpha PHEV range starts from $59,990 plus on-road costs, or around $61,500 drive-away depending on state or territory – see the table below for more. For reference, the BYD Shark 6 is priced from $57,900 plus on-roads and is currently being advertised with sharp 1.9 per cent p/a finance, while the Ford Ranger PHEV kicks off from a much dearer $71,990 plus on-roads. The Cannon Alpha PHEV is more than $10,000 dearer than the equivalent Cannon Alpha Diesel in base spec, while the Hybrid (HEV) is about $3000 more affordable in flagship Ultra guise. In the scheme of things, it's not that big a gap. To see how the GWM Cannon Alpha lines up against the competition, check out our comparison tool What is the GWM Cannon Alpha like on the inside? Just like any other Cannon Alpha grade, which itself is quite similar to the GWM Tank 500 with which it shares its underpinnings. This flagship Ultra grade offers all the fruit, from leather-accented seat upholstery and woodgrain-effect trim to big and bright displays for the touchscreen infotainment system and digital instrument cluster. You also get soft-touch leather-effect accents for the door tops and dashboard, which feel suitably luxe, and the smooth leatherette-clad steering wheel with cartoonish centre hub shaped as the Cannon badge all adds to the more upmarket and SUV-like ambience. Hell, there are even felt-lined door pockets like in a Volkswagen Golf! Perceived build quality is very positive, particularly for the ute segment. It feels plusher and more luxurious than more workhorse-style dual-cabs, and the array of luxury touches make it feel more car-like than a commercial vehicle. The cushy front seats in this spec are electrically adjustable as well as heated and ventilated, and you even get a massage function. The steering wheel is heated too, so you can see why these new-age Chinese vehicles have a lot of appeal on the showroom floor. I appreciate the fact the heated and ventilated seat controls are hard buttons on the centre console, but functions like memory positions and seat massaging are buried in the touchscreen, which is a little fiddly and annoying. The 12.3-inch digital instrument cluster offers a couple of main views, one with a central driver assistance display and the other with mapping. Annoyingly, there's no option to have a conventional power meter and speedometer; instead you get simple digital readouts which don't always communicate everything effectively. Meanwhile, the 12.3-inch tablet-style touchscreen also looks cool but has its quirks. The clarity and processing speed is good, and it's fully featured with native navigation and wireless smartphone mirroring, but I'm not a huge fan of the layered menu structure and the persistence with having the climate controls embedded in the display. Some of the menus also aren't properly translated from Chinese to English, meaning explainers for certain settings and functions aren't immediately clear. Still, the hybrid menus and various display graphics are quite neat to play with and observe – but really, GWM and other Chinese brands need to make their touchscreens a little less confusing. For example, you can swipe down from the top of the screen for some quick-access shortcuts, but you can't do this from the smartphone mirroring screen, as I found it. The rear seat in this Ultra specification is another standout, with both heating and ventilation for the outboard pews in addition to electric adjustment for recline and lower cushion extension. Where else do you see this? You do get rear vents but no additional zone of climate control like in the Tank 500, although there are amenities like a fold-down centre armrest with cupholders, as well as map pockets behind the front seats and your requisite child seat anchor points. Behind the cab and its electrically opening rear window, there's a 1500x1520mm tray accessed via a split tailgate that can either open conventionally or barn-door style. Due to the size and placement of the Cannon Alpha PHEV's 37.1kWh NMC battery, the full-size spare wheel has been relocated to the tub in an unconventional dune buggy or safari-style arrangement. The locally-led solution sees the wheel bolted to the side of the tub, though it can be removed if you need to utilise the full tub. GWM also fits a tyre repair kit as standard in the event you get a puncture without access to the spare. While it's not pictured here, there is a cover for the spare wheel that clips into the tub bracket, and there are magnets to stick it to the metal base. However, my colleague Max Davies saw the cover fly nearly completely off while driving at 110km/h on Victoria's Hume Highway on a windy day, which is why the vehicle is pictured here without it – it was an effort to reinstall too. To see how the GWM Cannon Alpha lines up against the competition, check out our comparison tool What's under the bonnet? The PHEV is the most powerful Cannon Alpha variant on sale, as well as the most efficient. The PHEV can be fast-charged at up to 50kW using DC power, and boasts vehicle-to-load (V2L) capability with a 3.3kW discharge rate. It can also run on EV power, even when in high-range four-wheel drive mode. GWM has maintained the Cannon Alpha lineup's 3500kg towing capacity for the PHEV, bettering the BYD Shark 6 and matching the Ranger PHEV. Payload, meanwhile, is 50kg lower than the HEV's and up to 130kg down on the diesel's. As for fuel consumption, we travelled nearly 900km in the Cannon Alpha PHEV over a two-week loan, charging as regularly as we could but also spending plenty of extended stints behind the wheel. We saw an indicated return of 6.6L/100km over that period, which isn't bad considering there were plenty of cold days with only a partially charged battery, as well as the aforementioned long drives well beyond the battery's EV range. That real-world figure is also well under the lab claims for the Cannon Alpha diesel and hybrid variants. To see how the GWM Cannon Alpha lines up against the competition, check out our comparison tool How does the GWM Cannon Alpha drive? My testing was all done on-road and generally unladen, unlike Paul Maric's video review of a pre-production prototype, and we'll revisit the Cannon Alpha PHEV to fully test its off-road and towing prowess. Above: Cannon Alpha PHEV prototype I did a lot of general commuting to and from the office as well as a longer road trip down to the Mornington Peninsula, and while I'm in no way your typical ute guy, I found the Cannon Alpha PHEV surprisingly good to live with. With a full charge this ute hums along nicely in EV mode, both in town and on the freeway, where it doesn't feel much slower than the diesel version while being much quieter – the electric motor's 120kW/400Nm outputs aren't far off the diesel's 130kW/480Nm, anyway. That said, it feels heavier than its GWM siblings, which is unsurprising given the 300kg-plus weight penalty from the massive battery. While this lends a very planted and sure-footed feel on the move, it also means you can feel its mass shift more when cornering and braking. GWM's approach to plug-in hybrid tech is also a more mechanical system, sandwiching the e-motor between the transmission and petrol, meaning you can feel it shift through its nine cogs even in EV mode. WATCH: Paul puts the GWM Cannon Alpha PHEV prototype through a payload and GVM stress test While this means it lacks the EV driving style of the BYD Shark, it has allowed the Chinese manufacturer to retain a mechanical four-wheel drive system with low-range (4L) mode, as well as the Alpha's heavy-duty capabilities. Paul had no issues towing a 3.5-tonne caravan at GVM, though the dedicated Towing mode negates the ability to use cruise control and the prototype-spec Cannon Alpha couldn't be locked in EV mode when hooked up to the trailer. He also noted that the 2.0-litre turbo-petrol engine did make a bit of noise under load when towing, even if the PHEV's overall performance felt 'confident' and 'punchy'. Additionally, the Cannon Alpha PHEV prototype tested by Paul had tow bar that was quite low, reducing the departure angle for off-roading. Our production-spec vehicle is claimed to have a towbar that sits 70mm higher than the pre-production vehicle, though it's still mounted lower than most others. I grew quite fond of the Cannon Alpha's touring abilities on the open road, where it impressed with a reasonably quiet cabin at cruising speed and plenty of punch in reserve for relatively brisk overtakes – just make sure you're in the right drive mode. Every now and then when trying to set off quickly, or when giving it a quick squirt while rolling, I could feel the PHEV system take a moment or two before gearing down, activating both power sources and finally outputting what I was asking of it. Road and wind noise is generally kept to an impressive minimum for a dual-cab ute, and while the ride is a bit firm on its coil-sprung front- and rear-ends, in general it still rides more like an unladen SUV than a leaf-sprung alternative. The petrol engine can sound a little coarse when it's being revved out, but the transition between EV and ICE power is generally pretty seamless apart from the odd elastic feel in the lower gears. GWM's EV range figure of 115km is based on the NEDC cycle, so I decided to do a rough range test to see how close I could get to the claim. After fully charging using a 50kW DC fast-charger at the Portsea Hotel, I attempted to get home to Melbourne's eastern suburbs in EV mode. In theory I should have been able to get there, given the trip is 103.9km. My partner wanted to catch the sunset at Arthur's Seat on the way home, meaning a quick detour to Franklin's lookout, which is up a pretty steep hillclimb. Still, the total trip would only be 106km. Keeping the Cannon Alpha PHEV in Normal and EV modes, I made it to just after the Wellington Rd overpass on Melbourne's M3 Eastlink Freeway – roughly 85km from my starting point. Not bad given the uphill trip home and the skew toward 100km/h freeway speeds, but something to note if you spend a lot of time on the highway. Above: GWM Cannon Alpha PHEV takes on Beer O'clock Hill Paul did some off-road testing in the prototype we drove before the Cannon Alpha PHEV's official launch, and he was quite impressed with the Cannon's four-wheel drive capability, especially when compared back-to-back with the Shark 6, which infamously struggled with our rutted hillclimb at the Lang Lang providing ground. Key GWM additions over its BYD rival include front and rear diff locks in this Ultra spec (the Lux gets only a rear locker), as well as a low-range transfer case. Paul said the Cannon Alpha easily climbed our hill and demonstrated better tractability over obstacles and rough terrain – it also did the same hillclimb in both HEV and EV modes, which is impressive. Over the offset moguls Cannon Alpha PHEV also barely broke a sweat, with the traction control shuffling torque to the correct wheel(s) without requiring the diff locks to be engaged. Paul did note the stability control was a little intrusive in off-road situations, at least in pre-production spec, and the 70mm-lower tow bar had a habit of scraping things due to its shallower departure angle. As mentioned, GWM says the raised unit on production vehicles should help reduce that. To see how the GWM Cannon Alpha lines up against the competition, check out our comparison tool What do you get? There are Lux and Ultra trim levels, though depending on the powertrain chosen you might get slightly differing spec levels in the Ultra – the variant on test here. 2025 GWM Cannon Alpha Lux equipment highlights: Automatic LED headlights Automatic high-beam Fixed side steps Electronically locking rear differential Hill ascent control Hill descent control 18-inch alloy wheels, machined – Diesel 18-inch alloy wheels in black – PHEV Full-sized steel spare wheel Tyre pressure monitoring Spray-on tub liner High-mounted tub light Rear privacy glass Black leatherette-accented interior Dual-zone climate control Light, Comfort and Sport steering modes Standard, Sport, Eco, 4L, 4H drive modes Auto Hold function 6-way power driver's seat 6-speaker sound system 12.3-inch digital instrument cluster 12.3-inch touchscreen infotainment system Wireless Apple CarPlay, Android Auto Cannon Alpha Ultra Diesel adds: 60/40 split tailgate Spray-on tub liner Electronically locking front differential Power-folding exterior mirrors LED front fog lights Panoramic sunroof Auto-dimming rear-view mirror Black leather-accented interior 8-way power driver's seat 6-way power passenger seat Heated and ventilated front seats Massaging front seats Driver's seat memory and welcome function Wireless phone charger (front) Cannon Alpha Ultra HEV + PHEV add: Analogue clock Head-up display Power-folding exterior mirrors with memory 64-colour ambient lighting Heated steering wheel Wireless phone charger (rear) 10-speaker Infinity sound system 2-way power-adjustable rear seats Heated and ventilated rear seats Semi-automatic parking assist Auto Reverse Assist To see how the GWM Cannon Alpha lines up against the competition, check out our comparison tool Is the GWM Cannon Alpha safe? The GWM Cannon Alpha was awarded a five-star ANCAP safety rating based on 2024 tests, and this rating applies to all variants including the new plug-in hybrid. Standard safety equipment includes: 7 airbags incl. front-centre Autonomous emergency braking Adaptive cruise control Blind-spot monitoring Front cross-traffic assist Rear cross-traffic assist Lane-keep assist Lane centring assist Emergency lane-keeping Traffic sign recognition Parking sensors – front, rear Surround-view camera with transparent chassis mode To see how the GWM Cannon Alpha lines up against the competition, check out our comparison tool How much does the GWM Cannon Alpha cost to run? As with the wider Cannon Alpha range, the PHEV is covered by a seven year, unlimited-kilometre warranty plus seven years of roadside assistance and capped-price servicing. The high-voltage PHEV battery is covered by a separate eight-year, unlimited-km warranty. Worth noting is the first service is due within 12 months or 15,000km, after which intervals are 12 months/15,000km. GWM outpunches the warranties of both the Shark 6 and Ranger PHEV, though servicing costs add up quickly – even if it's cheaper to maintain than the Cannon Alpha HEV. To see how the GWM Cannon Alpha lines up against the competition, check out our comparison tool CarExpert's Take on the GWM Cannon Alpha The GWM Cannon Alpha PHEV shapes up as a proper Ranger PHEV alternative, for those on a budget who want proper ute capability with an electrified drivetrain. While the BYD Shark 6 has been the subject of much hype before and after its Australian launch, if you want a ute to do ute things while also saving money at the pump and reducing your CO2 emissions, I think the GWM is the better bet – especially after recent price adjustments put it within a whisker of the BYD. It looks tough, offers more size and space (if you excuse the tray-mounted spare), has a pretty plush cabin with heaps of luxury features, and can happily tow 3.5 tonnes and tackle some serious off-road trails. The Shark is an excellent lifestyle utility vehicle in its own right, but isn't as rugged or capable as the GWM in terms of off-roading and towing. The Cannon Alpha PHEV also drives pretty well, with its EV-capable drivetrain allowing for incredibly refined and quiet commuting in everyday scenarios, which is in stark contrast to rattly diesel engines or rev-happy petrol engines that power many rival dual-cabs. GWM has largely addressed previous complaints about its driver safety aids, which is a plus, though I can do without the naggy audible prompts when you switch adaptive cruise control on or off, and the system is incredibly conservative with gaps around the vehicle, which is frustrating. I'd also like to see a more sophisticated digital instrument cluster with the option of a virtual power meter or tachometer, and some off-road menus. With all that digital real estate, it seems like an oversight not to have it. The sheer size of this near-5.5-metre-long ute makes it difficult to park as well, even if you account for the litany of cameras and sensors dotted throughout the vehicle. I found the added size over a Shark 6 or Ranger a bit of a challenge in suburban shopping centre carparks, so I imagine driving it in the city – as a lot of ute drivers will – could prove to be a bit of a pain. Finally, the unusual placement of the spare wheel will be a problem for some. Sure, it can be removed or relocated (perhaps to a roof basket, which is hardly ideal either), but when the whole point of a ute is to have a tray it seems counterproductive for a decent proportion of that tub space to be occupied by the spare wheel. I think the entry-level Lux is the one to get, given it's actually cheaper than the most affordable 48V hybrid version. Given the gains it delivers in terms of electric driving and efficiency (as well as general driveability) compared to the HEV powertrain, my advice would be to save a few bucks and opt for the base PHEV rather than the Ultra-spec HEV. Interested in buying a GWM Cannon Alpha? Get in touch with one of CarExpert's trusted dealers here Pros Tough looks, plush cabin Does ute stuff (mostly) well 85-90km EV range achievable Cons
