The Tank 400 is a conventional combustion off-roader — a 2.0T petrol mild hybrid or a 2.4T diesel, a 9-speed automatic and a real ladder frame. No plug, no battery pack, just a truck underneath.

Exterior

Let’s clear something up first, because it surfaces in almost every dealer conversation. The Tank 400 we’re describing here is the combustion model. GWM also sells plug-in variants under the Tank 400 Hi4-T and Hi4-Z names. Different vehicles, different hardware. If your market paperwork says “Tank 400,” know which one you’re actually certifying. A mix-up there doesn’t get fixed cheaply.

Dimensions sit at 4985mm long, 1960mm wide, 1905mm tall on the 2025 model year. The 2026 version is 4964/1970/1905 — a small body revision, not worth losing sleep over, but worth confirming against your homologation documents. The 2850mm wheelbase is what gives the truck its planted feel on rough surfaces.

Visually this is a deliberately square, upright design. Flat bonnet. Vertical windscreen. Boxy arches. It looks like what it is, and I respect that. Ground clearance is 235mm and wading depth is quoted at 800mm — honest numbers for a vehicle with this much frame underneath. Approach and departure angles are competitive for the segment. Though I’d tell any customer straight: a factory bumper is always a compromise between clearance and crash performance, and the aftermarket will beat it every time.

If I have one reservation about the exterior, it’s the sheer footprint in older urban centres. Nearly two metres wide with mirrors out is fine in Texas or Queensland. It’s awkward in a mediaeval European town. Not a fault, just reality. Dealers should be upfront about it rather than have it discovered on the test drive.

Interior

Inside, the Tank 400 is more civilised than the outside suggests. Materials are decent where it counts. The seats hold you properly under lateral loads, and the driving position is high with good forward visibility — you sit above most traffic, which buyers in this class genuinely enjoy.

The layout leans on a large central screen with physical controls kept for the essentials. Climate, drive mode, differential and off-road functions. That mix is right. Nobody wants to select low range through a submenu while standing on a muddy slope.

Rear accommodation is genuinely usable. Two adults are comfortable. Three is a squeeze but survivable on shorter journeys. Boot space is good in five-seat configuration, and as with any body-on-frame SUV the load floor is high — plan for a lift when loading heavy items.

Refinement is the honest weak point. A ladder frame transmits more road texture and axle noise than a monocoque, and you’ll hear the diesel more than you would in a crossover. Petrol buyers get a quieter experience. Expect wind noise above highway speeds, too, given the brick-like frontal area.

Powertrain and Chassis

Two engines. The petrol is a 2.0T producing 185kW (252hp) and 385N·m, paired with a 48V mild hybrid system and a 9-speed automatic. The mild hybrid is there for smoothness and to take load off the engine at low speed. It is not a hybrid in the fuel-saving sense — please don’t let anyone on your sales team call it one. WLTC consumption for the petrol is around 9.85L/100km. Realistic for a two-and-a-half-tonne brick with permanent four-wheel-drive hardware.

The diesel is a 2.4T making 137kW (186hp) and 490N·m. Lower power, higher torque. For towing and long-distance touring, it’s the one experienced buyers pick. Both engines drive through the same 9-speed automatic, and both sit on a proper ladder frame with a live rear axle.

The chassis is where the Tank 400 justifies itself. Low-range transfer case, locking differentials on the appropriate trims, and suspension travel that actually articulates rather than just looking macho. On-road it’s a body-on-frame truck and behaves like one — roll in corners, firm ride over expansion joints. Buyers who want crossover comfort should be pointed at a crossover. Buyers who want to cross a river and then drive home will be happy.

Petrol 0-100km/h is quoted at 9.7 seconds. Not fast. Doesn’t need to be. This is a vehicle bought for capability, not acceleration, and your customers in this segment know it better than you do.

FAQ

What warranty and after-sales support is available? Vehicles come with the manufacturer’s warranty applicable to the destination market, with terms set out in the supply agreement before you commit to volume. Diesel and petrol versions carry different service intervals, so plan your parts stock accordingly. We can also supply genuine spare parts and body panels as a separate line. That matters more than usual for an off-road vehicle that will genuinely be used off-road.

Which versions and configurations can we order? Petrol and diesel, in several trim levels differing mainly in off-road hardware — differential locks, suspension specification, tyres — plus comfort content. Availability follows production cycles, so give us your priority specifications and we’ll confirm what can be built and when. New to the model? Ordering two trims in one shipment is a sensible way to test demand.

Who is this vehicle actually for? Markets with real off-road use. Mining and energy fleets. Rural buyers. Tourism operators. Enthusiasts who want a genuine four-wheel-drive platform without stepping up to a large luxury 4×4. It’s less suited to purely urban buyers who want the look without the compromises. Honestly, telling those customers the truth about ride quality saves everyone a complaint later.

How do we import this into our country? Confirm your type-approval route first. Body-on-frame SUVs often fall under different emissions and safety categories than passenger crossovers, and some markets apply additional tariffs to this class. We supply the certificate of origin, conformity documentation and technical files required for the process, and we’re happy to work directly with your local approval agent. Expect both an emissions and a safety inspection at destination, and build that timeline into your launch plan.

How do you supply us and how do we place orders? As a Chinese vehicle export company, we handle sourcing, specification matching, pre-shipment inspection and shipping. Send us your target versions, specifications and volumes, and you’ll get availability, lead time and a shipping schedule back. Orders are confirmed against a supply agreement with agreed payment terms. Shipping can be arranged in containers or larger consignments depending on volume. We also provide the full export documentation set and can coordinate surveyor inspection before loading.

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