2027 GWM Cannon PHEV Ultra Review

The 2027 GWM Cannon PHEV makes a pretty uncomfortable argument for spending more on a plug-in hybrid ute. It has 310kW, proper low range, a rear differential lock and a substantial battery, yet its sharpest launch price starts below $48,000 drive-away.

There is a catch to that headline: it is an ABN offer, not the everyday private-buyer price. Even after untangling the discounts, though, this is a remarkably well-equipped ute for the money.

Unlike some electrified alternatives, the Cannon keeps a mechanical four-wheel-drive system and a conventional nine-speed transmission. That matters more on a slippery, deeply rutted climb than a spectacular combined torque figure on a showroom placard.

The Ultra we tested in our video review proved comfortable unladen, properly quick and exceptionally capable off-road. We'd choose it over a BYD Shark 6 for this combination of value and dirt-road credentials, but that doesn't make it the better ute for every buyer.

The Cannon PHEV is excellent value, with the Ultra's $4,000 premium particularly easy to justify. Its 360-degree camera, ventilated front seats and extra convenience equipment make a meaningful difference rather than simply dressing up the brochure.

The headline $47,990 Lux and $51,990 Ultra prices apply to ABN buyers taking a $2,000 drive-away bonus. Private buyers taking the same bonus pay $48,990 and $52,990 respectively. The offer runs to 30 November 2026, with a $2,000 fuel card available instead of the price reduction—not alongside it.

Against the 2027 JAC Hunter PHEV, which starts at $49,988 before on-road costs, the Cannon's drive-away pricing is particularly competitive. The 2027 BYD Shark 6 Premium lists at $57,900 before on-roads, although its $4,000 cashback on retail orders from 1 October to 21 December 2026 narrows the difference.

The prices below are the standard national drive-away figures before the launch bonus. Premium paint adds $595.

2027 GWM Cannon Pricing

• Lux $50,990 drive-away private buyers
• Ultra $54,990 drive-away private buyers
• Lux ABN $49,990 drive-away
• Ultra ABN $53,990 drive-away

The Cannon PHEV looks like a conventional dual-cab ute, which will be part of its appeal. There is none of the BYD Shark 6's visual theatre, although the familiar shape is starting to show its age.

PHEV-specific details include a black grille, black 18-inch alloys, a black sports bar and conspicuous red brake calipers. The grey Ultra tested here wears those changes well, particularly from the rear, where the sculpted tail-lights give it a little more character.

Automatic LED headlights and sequential indicators are useful inclusions, but they don't disguise the older design. The multicoloured PHEV and Hi4-T badges also feel unnecessarily busy against an otherwise straightforward exterior.

More concerning for regular bush use is the amount of exposed black plastic around the body and mirrors, along with the plastic side steps. Scratching and impact damage are worth considering; the underbody protection is more reassuring than those outer trim pieces.

At 5416mm long and 1947mm wide, this is still a substantial vehicle, just less imposing than the larger Cannon Alpha. We reckon the restrained styling will suit plenty of buyers, but a fresher nose wouldn't hurt.

The biggest improvement inside is the 15.6-inch touchscreen running GWM's Coffee OS. It is responsive, neatly presented and far more convincing than the software that previously undermined otherwise decent GWM interiors.

Wireless Apple CarPlay and Android Auto work well, and the climate controls remain accessible on screen while phone mirroring is active. Physical climate buttons and conventional air vents survive too, so the large display hasn't swallowed every basic function. A 10.25-inch digital instrument cluster provides useful customisation without making the dashboard feel complicated.

The Ultra's leather-accented front seats are heated, ventilated and electrically adjustable, while the steering wheel is heated. The seating is comfortable, although adjustable under-thigh support would improve the driving position. Air-conditioning performance was less impressive on the warm test day; the ventilated seats helped make up the difference.

Storage is thoughtfully handled, with a generous centre console containing an air-conditioning vent, substantial door bins, a useful glovebox and two cupholders. There is also a cooled wireless charging pad, USB-A and USB-C connections, and a 12-volt socket. The sunroof adds a little showroom appeal, although its sliding shade felt loose on the test car.

The steering wheel feels good in the hand, its controls are straightforward, and the indicator stalk sits on the right. Paddle shifters operate actual gears, while the chunky selector is functional rather than fashionable. Compared with the 2027 JAC Hunter PHEV, this is a more inviting place to spend a long day.

The rear seat is more accommodating than the price might suggest. At around 180cm tall, you have generous knee room, useful toe space and plenty of headroom thanks to a recess in the roof lining.

Thigh support is reasonable, and the Ultra's soft seating makes the back feel like somewhere passengers can settle rather than merely endure. Some scratchier trim remains, but the overall presentation is consistent with the front cabin.

Rear air vents, two USB-A ports and map pockets cover the basics. Large door bins provide useful storage, although the lack of rear cupholders is an odd omission in an otherwise family-friendly layout.

The seat base flips up easily to create substantial protected cargo space inside the cabin. The backrests can also fold forward to access the area behind them and the child-seat top-tether points. For gear that shouldn't get wet or muddy in the tub, that flexibility is genuinely handy.

The full-size spare wheel lives underneath the tray, exactly where most ute buyers would expect it. That is a much tidier arrangement than the tub-mounted spare in the 2027 GWM Cannon Alpha PHEV, and it preserves valuable load space.

There is still a battery-related compromise: a raised section in the tub floor. The tray measures 1520mm wide, with 1140mm between the wheelarches and 517.5mm of depth. An Australian pallet won't fit between the arches, and the shallower floor limits bulky-load usefulness despite the otherwise generous footprint.

The tailgate has both a gas strut and torsion assistance, making it easy to lower and lift. A spray-on liner is standard, while the Ultra tested here also demonstrates how useful the tub's electrical provision can be: three household-style outlets, a 12-volt socket and a dedicated switch.

Vehicle-to-load output reaches 6kW. The engine can run to support generator operation, with low and high operating settings, making the Cannon useful for camping equipment or powered tools. As with any engine-driven generator, that function belongs outdoors, away from enclosed spaces.

Both grades offer an 835kg payload and a 3500kg braked towing rating, but those headline numbers cannot be used together without checking the limits. With a 6400kg GCM and 2585kg kerb weight, towing a full 3500kg leaves roughly 315kg of combined-mass headroom for additional vehicle load. Passengers, accessories and luggage quickly consume it, and towball load must also remain within the vehicle's limits.

The 2027 JAC Hunter PHEV offers a higher 915kg payload, while the 2027 BYD Shark 6 Premium has approximately 790kg and a lower 2500kg tow rating. The Shark 6 Performance increases towing capacity to 3500kg, so it is important to compare the actual variants rather than the badges.

The Cannon PHEV rides much better than its leaf-sprung rear axle might lead you to expect. With no load in the tray—the condition that often exposes a ute's worst habits—it remains composed and comfortable rather than constantly skipping over imperfections.

There is still plenty of road noise, so this isn't a luxury SUV with a tub attached. However, the suspension controls body movement well, and the vehicle settles after bumps without the loose, busy behaviour that can make an empty dual-cab tiring.

Australian tuning covers the steering and driver-assistance calibration, not a wholesale local suspension redevelopment. The steering is reassuring and predictable, giving you confidence through corners without pretending that 2585kg of ute is a sports car. On our test route, its ride and overall stability were considerably more convincing than the JAC Hunter PHEV's.

The key qualification is traction. This is a part-time four-wheel-drive system, so sealed-road running is rear-wheel drive rather than automatic all-wheel drive. With 750Nm available, restraint will be important on wet or icy surfaces; 4H is for suitable loose or slippery terrain, not a substitute for a road-oriented automatic AWD mode.

The 2027 BYD Shark 6 remains a compelling alternative for buyers who prioritise on-road refinement, with independent rear suspension and all-wheel drive. The Cannon counters with a comfortable ride of its own and more traditional ute capability, but it doesn't erase that difference in priorities.

The Cannon PHEV is unrated by ANCAP. GWM explicitly excludes it from the conventional Cannon's five-star result, so buyers should not assume that rating applies simply because the vehicles share a name and familiar bodywork.

Both grades include seven airbags, autonomous emergency braking, adaptive cruise control, blind-spot monitoring and rear cross-traffic alert with braking. Lane-keep assist, emergency lane keeping, lane-change assist, traffic-sign recognition and traffic-jam assist are also fitted.

The Lux has a reversing camera and rear parking sensors. The Ultra adds front sensors and the much more useful 360-degree camera, which earns its keep both in tight parking spaces and on technical tracks. Tyre-pressure monitoring and hill-descent control are standard.

The driver-assistance calibration is a welcome improvement over some older GWM systems. It was sufficiently unobtrusive during the test that there was no constant urge to switch everything off. Driver-fatigue monitoring is fitted, but there isn't the intrusive eye-tracking camera that can turn ordinary driving into a running argument.

An absent rating is not proof of poor crash performance, but independent validation remains a meaningful gap. The 2027 BYD Shark 6 and Cannon Alpha PHEV have five-star ANCAP ratings, as does the JAC Hunter PHEV for vehicles built from April 2026.

A 2.0-litre turbo-petrol engine contributes 180kW and 380Nm, with a single 130kW/495Nm electric motor positioned between the engine and transmission. Combined output is 310kW and 750Nm, delivered through a nine-speed hybrid automatic and a mechanical driveline. The individual outputs aren't simply added together.

Acceleration is emphatic. Our timed 0–100km/h run returned 6.7 seconds, with strong initial response and a noticeable shove through the shifts. Sport mode would not select on the test car, so the run used towing driving mode to bring the petrol engine into play—a software quirk that needs sorting, rather than a clever performance trick owners should have to learn.

More important than the sprint time is how readily the powertrain delivers torque in ordinary driving. The engine, motor and gearbox work together convincingly, and there is little sense of the transmission struggling to decide what to do. It is a much more cohesive experience than the huge outputs alone suggest.

The 33.1kWh LFP battery supports a claimed 115km of electric driving on the NEDC cycle. Around 100km was achievable during testing, while GWM quotes up to 1037km of total range with the 75-litre fuel tank. Neither range claim should be treated as a towing prediction.

DC charging peaks at a claimed 110kW, with a quoted 30–80 per cent charge time of 18 minutes. That is strong charging capability for a PHEV and makes a short top-up more useful than it would be in many slower-charging plug-in hybrids. AC charging is also supported.

The claimed combined consumption figure is 2.4L/100km, but a depleted battery changes the picture substantially: freeway driving showed about 12.9L/100km. Keeping the mechanical four-wheel-drive hardware brings capability benefits, not a free pass on fuel use. Regular charging is central to making the running-cost argument work.

This is where the Cannon PHEV makes its strongest case. Low range, a mechanical rear differential lock and a physical connection between the axles give it the hardware serious off-road buyers expect. Battery shielding and a steel bash plate add reassurance beneath the body.

The test track was wet, deeply rutted and considerably more challenging than a dry gravel-road demonstration. Even on its standard Giti highway-terrain tyres, with pressures reduced, the Cannon displayed exceptional rear-axle articulation. The front had less travel, but the vehicle remained impressively composed through the cross-axle section.

Selecting low range was quick, and the combination of mud mode, progressive throttle response and effective traction control made the climb feel controlled rather than frantic. The electric motor's immediate response helped feed torque into obstacles without demanding a big run-up. The toughest mogul section was completed without engaging the rear locker.

There was a light touch underneath the front, so the performance shouldn't be mistaken for unlimited clearance. Ground clearance is 232mm, with approach, departure and breakover angles of 26, 23 and 19 degrees respectively. Claimed wading depth rises to 700mm, although that isn't an invitation to enter water without checking conditions.

The Ultra's trail camera is a major asset when the track disappears below the bonnet. It makes wheel placement easier, and the off-road display provides useful pitch, roll and driveline information. This is one of the strongest reasons to spend the extra money over the Lux.

We rate this among the most impressive off-roaders tested this year, particularly given the road-focused tyres. The 2027 BYD Shark 6 has neither a low-range transfer case nor mechanical differential locks, while the JAC Hunter offers locking differentials but no conventional low range. Here, the Cannon's traditional hardware and well-judged calibration deliver more than an impressive equipment list.

GWM covers the Cannon PHEV with a seven-year, unlimited-kilometre vehicle warranty. That is a strong starting point for buyers considering a relatively complex powertrain, and it matches the headline vehicle warranty offered with the JAC Hunter PHEV.

The 2027 BYD Shark 6 has a six-year, 150,000km warranty. Warranty length isn't a prediction of reliability, but the Cannon's unlimited-kilometre coverage will appeal to owners who accumulate distance quickly.

Energy costs will depend heavily on charging habits. A daily route within its roughly 100km observed electric capability could allow substantial petrol-free driving between charges, whereas frequent long-distance use with an empty battery exposes that much less flattering 12.9L/100km freeway result.

We'd assess the Cannon around the driving and charging routine it will actually face, not the 2.4L/100km laboratory headline. Buyers should also obtain a written servicing quote and confirm the applicable battery coverage before signing, because the vehicle warranty alone isn't the whole ownership budget.

Lux

• 310kW/750Nm plug-in hybrid powertrain with nine-speed automatic
• 33.1kWh LFP battery and up to 110kW DC charging
• Part-time mechanical four-wheel drive with low range
• Electronic rear differential lock and hill-descent control
• 18-inch black alloy wheels
• Black grille, side steps, roof rails and sports bar
• Automatic LED headlights, LED tail-lights and sequential indicators
• Auto-folding mirrors and privacy glass
• Spray-on tub liner and full-size under-tray spare wheel
• Tub-mounted 230V outlets with up to 6kW vehicle-to-load output
• Comfort Tek synthetic leather upholstery
• Six-way manually adjustable driver's seat
• 15.6-inch Coffee OS touchscreen
• Wireless Apple CarPlay and Android Auto
• 10.25-inch digital instrument cluster
• Wireless phone charging, USB-A and USB-C connections
• DAB+ radio, six speakers and connected services
• Paddle shifters and electric parking brake
• Seven airbags, AEB and adaptive cruise control
• Blind-spot monitoring and rear cross-traffic alert with braking
• Lane-keeping assistance, traffic-sign recognition and fatigue monitoring
• Reversing camera, rear parking sensors and tyre-pressure monitoring

Ultra adds

• Leather-accented upholstery
• Six-way power driver's seat and four-way power passenger seat
• Heated and ventilated front seats
• Heated steering wheel
• 60:40 split rear seat with armrest
• Sunroof
• 360-degree camera with trail/off-road view
• Front parking sensors
• Automatic up/down operation for all windows
• Dash-camera USB connection
• Ambient lighting
• Auto-dimming rear-view mirror

The Cannon PHEV gets the difficult things right. Its hybrid powertrain feels cohesive, its empty-tray ride is comfortable, and its off-road calibration turns substantial hardware into genuine ability. The excellent touchscreen and useful cabin simply make the package easier to live with.

The Ultra is the pick. For another $4,000, its 360-degree camera, ventilated front seats and extra convenience equipment are worth having, whether the vehicle spends its weekdays commuting or its weekends climbing muddy tracks.

There are compromises: dated styling, a raised tub floor, rear-wheel drive on sealed roads, substantial fuel consumption once the battery is depleted and no applicable ANCAP rating. The sport-mode glitch also shows that the software isn't entirely polished. None should disappear behind an attractive launch price.

For buyers who charge regularly and genuinely need low range, we'd buy this over a BYD Shark 6. The Shark still makes sense for those chasing a more road-oriented ute, but the Cannon's blend of price, comfort and serious off-road capability is unusually difficult to beat.