The GWM Ute name is now dead, and replacing it is the GWM Cannon.
Cannon has always been associated with the trim levels of this dual-cab ute, but moving forward it’s now the actual model name. This also makes more sense as within GWM’s range it already has the larger Cannon Alpha dual-cab ute.
The Cannon/Ute has been on sale in Australia since 2019 and now it’s been given a mid-life upgrade.
Headlining the changes is a larger and more powerful 2.4-litre four-cylinder turbo-diesel engine from the Cannon Alpha. It produces 15kW more power and 80Nm more torque than the pre-update model’s 2.0-litre four-cylinder turbo-diesel, and despite this it’s also claimed to be 11 per cent more fuel-efficient.
This new powertrain has allowed GWM to finally give the Cannon a full 3.5-tonne braked towing capacity. When the Ute was launched it had a 3.0-tonne tow cap, and recent updates saw this increase to 3.2 tonnes.
There have also been changes to the exterior design, including fewer chrome accents, as well as a fresher and more modern interior design.
We tested the mid-spec GWM Cannon Ultra dual-cab 4×4 ute as part of the media launch program based out of Lang Lang in Victoria.
How much does the GWM Cannon cost?
The GWM Cannon range has been pared back to four variants. The entry price is now $4000 more than the pre-update model.
| Model | Drive-away price |
|---|---|
| 2025 GWM Cannon Lux 4×4 dual-cab | $40,490 (+$1000 over Ute Cannon Lux) |
| 2025 GWM Cannon Ultra 4×4 dual-cab | $43,490 |
| 2025 GWM Cannon Vanta 4×4 dual-cab | $45,490 (+$2000 over Ute Cannon Vanta) |
| 2025 GWM Cannon XSR 4×4 dual-cab | $49,990 (-$3000 over Ute Cannon-XSR) |
Despite this, it’s considerably more affordable than dual-cab 4×4 ute rivals and offers way more features as standard.
To see how the GWM Cannon stacks up against its rivals, use our comparison tool
What is the GWM Cannon like on the inside?
Walking up to this updated Cannon, there are some noticeable differences including revised styling cues. The overall silhouette of the dual-cab ute, however, remains unchanged.
It’s easy to hop in thanks to the side steps and chunky grab handle on the A-pillar. Disappointingly, the side steps on the majority of the range are plastic, though the XSR still gets proper metal ones which will likely fare better off-road.
Once you’re in you can tell GWM has given the Cannon a range of Tank 300-esque upgrades, including the cool aviation-style gear selector, which makes the interior feel much more contemporary. It makes sense that the Cannon has adopted some Tank 300 bits because they are built on the same platform.
The seats in the Cannon Ultra, as tested, are leather-accented. They look and feel pretty plush for a budget-oriented ute that’s now technically only one trim level up from base.
The driver’s seat is fairly comfortable, if a little on the flat side, which isn’t an uncommon trait in Chinese vehicles. It can be electrically adjusted six ways, though disappointingly it lacks adjustable thigh and lumbar support. I’ve experienced much worse seating positions, however.
Both front seats offer heating and ventilation. The latter of these functions got a hard workout on the sweltering Victorian heat, and it performed without fault.
Ahead of the driver is a redesigned steering wheel which initially had me puzzled because I thought it was unbranded. However, I later realised the entire centre section of the steering wheel is Q-shaped, like GWM’s ‘Poer’ badge.
I appreciated how much tilt and reach adjustment the steering wheel offers. This means people of different sizes and statures will be able to find a comfortable driving position. The leatherette wrapping also feels premium.
The steering wheel buttons are the same as the ones in the Tank 300. They’re clearly labelled and easy to understand. I also like that there’s a shortcut button for vehicle safety settings on the steering wheel, as well as a configurable button to trigger things like the surround-view camera.
Behind the steering wheel, the indicator, wiper and cruise control stalks have carried over from the pre-update model. I’m still not a huge fan of the indicator stalk as it returns to the central position after you’ve flicked it either up or down. There were a couple of occasions when I accidentally indicated the opposite direction when trying to cancel the indicator after a lane change.
Like the pre-update model, the Cannon still has a 7.0-inch digital instrument cluster, but it’s in a new housing. The digital speedometer and rev readouts are clear to read, though the engine temperature and fuel gauge line bars on each side can appear dull and hard to see when in direct sunlight.
There are many different infographic pages that you can cycle through on the digital instrument cluster. An issue that has carried over, however, is that the cluster always defaults back to the adaptive cruise control view after a while.
This is frustrating because you can’t see information like your projected range or fuel economy on the screen without frequently prodding the steering wheel buttons.
Moving across to the centre, there’s a new tablet-style 12.3-inch touchscreen infotainment system that’s mounted proudly on the dashboard. It looks considerably more modern and high-tech than the previous model’s smaller 9.0-inch unit.
The touchscreen display itself appears crisp with high-resolution. It helps that they menu layout is easy to understand and a breeze to navigate. If you do get lost in the native system, however, there are shortcut buttons permanently on the right-hand side of the screen.
As standard, there’s wired and wireless Apple CarPlay and Android Auto. With my iPhone 15 Pro Max connected wirelessly, I didn’t experience any dropouts. There’s also a wireless charger at the front of the centre tunnel that’s ventilated – it kept my phone cool while charging on the move.
Like many modern vehicles, the Cannon’s climate controls are now adjusted through the touchscreen. While there are still some physical buttons for the fan speed, auto mode and air circulation, among others, there’s a noticeable drop in physical switchgear compared to the previous model.
While I do love how handy physical buttons are, I found the climate control setup in the Cannon easy to interact with. A lot of the time it’s as easy as setting up the climate control how you want when you first get in, then you shouldn’t have to touch it again.
However, I don’t love the air vent placement, specifically the central ones. They’re mounted too low on the dashboard to account for the large and high-mounted touchscreen. This meant the right-hand central vent was pointing directly at my left hand.
Looking around, the Cannon’s interior feels fresher and much more modern. There’s a surprising amount of softer surfaces for a budget-oriented ute, including in high-touch areas like the armrests.
There are a lot of neutral finishes around the cabin, however, which is far from uncommon in the typically utilitarian ute segment. What is uncommon though is the sunroof, which makes the cabin feel so much airier and bright.
There are still some welcome physical buttons on the centre console for activating low-range and the rear diff lock. There is also a large, prominent dial for the drive mode selector, plus buttons for the three pre-wired 12V accessories.
In terms of storage up front, there are two cupholders, as well as a decently sized centre console box, glove box, and door pockets.
The second row isn’t the nicest place to be, which isn’t uncommon for a dual-cab ute. At a leggy 182cm, I had an adequate amount of leg and toe room, though headroom is a little tight due to the sunroof.
It’s easy to fit two people across the second-row bench, provided the trip isn’t too long, but pushing it to three would make things rather squishy.
Second-row amenities include rear console-mounted air vents, USB-A ports, a storage cubby, as well as a fold-down armrest. A notable absence is the lack of cupholders in the fold-down armrest.
Around the back there’s a damped tailgate that makes opening and closing it much easier. There’s also a deployable step in the tailgate that makes it easier to get into the tub.
Unlike many utes, the Cannon comes standard with a tub liner. This means you don’t have to worry about scratching your paint if you load items in the tub hastily. Beyond this though, amenities are limited to some tie-down points.
Another big improvement with this mid-life update is the tailgate is now included with the vehicle’s central locking. Previously you had to manually lock the tailgate with a key. Only a few utes like certain Ford Ranger and Volkswagen Amarok variants offer this.
| Dimensions | GWM Cannon (excl. XSR) |
|---|---|
| Length | 5416mm |
| Width | 1947mm |
| Height | 1884mm |
| Wheelbase | 3230mm |
| Tub length | 1520mm |
| Tub width | 1520mm |
| Tub height | 540mm |
To see how the GWM Cannon stacks up against its rivals, use our comparison tool
What’s under the bonnet?
The GWM Cannon now has the larger and more powerful 2.4-litre four-cylinder turbo-diesel heart from the Cannon Alpha.
| Specifications | GWM Cannon Ultra |
|---|---|
| Engine | 2.4L 4cyl turbo-diesel |
| Power | 135kW @ 3600rpm |
| Torque | 480Nm @ 1500-2500rpm |
| Transmission | 9-speed auto |
| Drive type | On-demand 4WD with low-range |
| Fuel economy (claimed) | 8.4L/100km |
| Fuel economy (as tested) | 8.8L/100km (120km highway, dynamic driving) 9.0L/100km (off-road) |
| CO2 emissions (claimed) | 221g/km |
| Fuel tank | 78L |
| Weight (kerb) | 2230kg |
| Payload | 995kg |
| Braked towing capacity | 3500kg |
| Gross vehicle mass (GVM) | 3225kg |
| Gross combination mass (GCM) | 6200kg |
To see how the GWM Cannon stacks up against its rivals, use our comparison tool
How does the GWM Cannon drive?
When you press the starter button in this updated GWM Cannon ute, there’s a slightly different diesel engine sound emanating from under the bonnet. It’s rather quiet and less clattery than many dual-cab utes, which is surprising.
It’s fun slotting into either drive or reverse with the new aviation-style gear selector. It feels like you’re doing something meaningful and macho, unlike flicking a little shift-by-wire knob.
But you’ve waited long enough: it’s time to talk about the new engine. This larger 2.4-litre turbo-diesel perfectly suits the Cannon, and the amount of power and torque it produces is so much closer to segment favourites like the Ford Ranger and Toyota HiLux.
In practice, this extra oomph makes the unladen driving experience so much easier and relaxed. You don’t need to work the engine nearly as much as you did with the pre-update model’s smaller 2.0-litre oiler.
You’ll easily keep up with traffic from the lights, and perhaps even get ahead. It’s also capable of accelerating up to freeway speeds from a standstill with no major fuss.
However, the ute still prefers to be driven with docile throttle inputs. If you do mash the accelerator it’ll quickly get up to speed, but the noises the engine makes sound like it’s begging you to stop, which isn’t uncommon among four-cylinder utes, either.
Another main change with the updated Cannon is that GWM has ditched the ZF-sourced eight-speed automatic transmission, and instead fitted an in-house-developed nine-speed automatic unit.
Setting off, you’ll notice first gear is very short and can sometimes lead to surging, meaning the Cannon can accelerate abruptly with even minor accelerator inputs, so you need to be switched on and paying close attention in low-speed manoeuvring situations.
Thankfully this settles down once the auto shifts into second gear. From there, gear changes happen quickly and at low engine revs to minimise fuel consumption, unless the throttle is pressed harder.
Like the pre-update model, the core Cannon range retains an on-demand four-wheel drive system which defaults to rear-wheel drive, but will send power to the front axle if it detects slip. This is handy when driving on slippery surfaces as it gives you added security.
There are three different drive modes to select from, including ‘Standard’, ‘Eco’, and ‘Sport’. They all change the throttle calibration, but ‘Eco’ actually makes the ute rear-wheel drive only in order to minimise fuel consumption.
While GWM hasn’t made a big song and dance about it, the updated Cannon has a revised suspension tune that was developed on Australian roads by GWM engineers from its Chinese head office. It has considerably improved the unladen ride quality by making it more compliant and resolved.
But the Cannon is still a body-on-frame ute with rear leaf springs. As a result, it still bucks up and shimmies over rough bumps and undulations – but it’s nowhere near as intrusive, soft and floppy as it was.
There are three different steering modes; ‘Normal’, ‘Light’ and ‘Sport’. Both the ‘Normal’ and firmer ‘Sport’ settings feel natural and direct, but the ‘Light’ setting is too light for a ute, although it makes parking manoeuvres easier.
The electric power steering is welcome, however, because some utes still make do with hydraulic racks, which at low speeds require biceps of steel to turn from lock to lock.
On the parking front, there are front and rear parking sensors, as well as a surround-view camera with decent quality. It’s hard to get around the ute’s 5.4m-long heft in parking scenarios, however.
Out on the open road is where the effects of this larger and more powerful 2.4-litre turbo-diesel are felt the most. It’s so much more effortless and eager to accelerate than the old 2.0-litre turbo-diesel, and feels like it can overtake at the drop of a dime.
In ‘Normal’ mode the transmission opts for the highest gear possible to reduce fuel consumption, and it needs to be coaxed to downshift. Flicking into ‘Sport’, however, fixes this and makes the drivetrain much more lively.
Unusually for a ute, there are also paddle shifters mounted behind the steering wheel, which allow you to take more direct control of gear changes. This is handy if you’re towing and want more engine braking while heading downhill.
At higher speeds the suspension is pretty good at soaking up road imperfections, and the body stays surprisingly flat in the bends for a ute. It doesn’t feel like it wants to be pushed in the twisties though.
On the safety front, the core Cannon range is fairly well equipped. That said, the top-spec Cannon XSR misses out on a bunch of safety equipment as it’s “not available due to hardware limitations with [the] vehicle design”.
Like every GWM I’ve experienced to date, the Cannon’s adaptive cruise control system still only allows for speed adjustments in increments of 5km/h.
This means if you want to set the cruise speed at 52km/h, you need to be travelling exactly at that speed when you activate it. Otherwise, you’ll be travelling either 50km/h or 55km/h. There’s no in-between, which is incredibly frustrating because it’s commonplace in most vehicles and speed enforcement is so intense.
The adaptive cruise control also still loves to brake and slow down the vehicle when it detects a car ahead, and then leave a generous gap. This means other cars will likely cut in front, causing the ute to slow down even more if left to its own devices.
Like the suspension, GWM head office engineers have applied a revised tune for the Cannon’s advanced driver assist system (ADAS). This includes tweaks to the Emergency Lane Keep Assist feature, among other functions.
Despite this, it doesn’t feel like they’ve changed much at all because it’s still horrific. When travelling along clearly marked roads, the moment you stray from the centre of the lane the steering wheel gets jerked around. It’s rather intrusive and overbearing, and it gets even more confused on tighter roads with faded lane markings.
Thankfully you can switch off Emergency Lane Keep Assist by swiping down on the infotainment touchscreen and clicking the shortcut button labelled ‘ELK’. It’s frustrating if you’re using smartphone mirroring though, as you need to exit that before swiping down in the native interface. So it’s close, but no cigar.
During our time on the launch drive we also got the opportunity to test out how the updated Cannon performs off-road on some of the same tracks and obstacles Paul uses for our YouTube videos.
It’s surprising just how much this ute can do off-road in its default four-high (4H) mode before even considering switching to four-low (4L). The Cannon can climb up steep slopes almost like a mountain goat.
However, the on-demand four-wheel drive system, like its name suggests, is reactive and not proactive. This means sometimes the wheels have to slip before the car shuffles the torque split. It does a good job, but can sometimes cause the ute to slow its momentum.
Speaking of momentum, you spend a lot of the time between first and second gear when off-road in 4H. This means you get the full effect of surging acceleration, which can be dangerous if you approach an obstacle with too much heat.
There were many times when I’d gently press on the accelerator when trying to crawl along and then need to slam on the brakes. This is less of an issue in 4L, which also allows you to also activate the rear differential lock and downhill descent control.
What can’t be fixed though are the annoying parking sensors. If you’re travelling along tight off-road sections they go off incessantly, and while you can mute them temporarily, they come back after a while. It would be great if there was a shortcut button to turn them off for the rest of the drive.
Something that is handy off-road, however, is the Cannon’s surround-view camera. I know this is far from a unique feature in the modern off-roader realm, but it makes negotiating poor-visibility scenarios much easier.
Although the press imagery suggests otherwise, we didn’t get a chance to try towing with the updated Cannon as part of the launch program. But the new engine’s added power and torque is likely to make towing more effortless.
The Cannon now has a 3.5-tonne braked towing capacity, though its engine outputs are still down on the segment benchmarks. I’d be interested to see how it fares when loaded up, because the larger Cannon Alpha with the same engine runs out of puff at higher speeds.
| Off-road dimensions | GWM Cannon |
|---|---|
| Ground clearance | 232mm |
| Approach angle | 27 degrees |
| Departure angle | 25 degrees |
| Wading depth | 500mm |
To see how the GWM Cannon stacks up against its rivals, use our comparison tool
What do you get?
The GWM Cannon range has been pared back to just four trim levels.
2025 GWM Cannon Lux equipment highlights:
- 18-inch alloy wheels
- Chrome sports bar
- LED headlights
- Power-folding side mirrors
- Spray-in bedliner
- Keyless entry
- Leatherette upholstery
- Leatherette steering wheel
- Single-zone climate control
- Wireless phone charger
- 3 x 12V power outlets
- 12.3-inch touchscreen infotainment system
- Wireless Apple CarPlay and Android Auto
- 6-speaker sound system
- DAB+ digital radio
- Front and rear USB-A, USB-C outlets
- 7.0-inch digital instrument cluster
- Rain-sensing wipers
Cannon Ultra adds:
- Electric sunroof
- Rear privacy glass
- Leather accented seats
- Heated and ventilated front seats
- Heated steering wheel
- 6-way power-adjustable driver seat
- 4-way power-adjustable front passenger seat
- USB port for dash camera
- Ambient lighting
- Auto-dimming rear-view mirror
Cannon Vanta gains:
- 18-inch black alloy wheels
- Black sports bar
- Matte black exterior trim
Cannon XSR adds:
- Part-time four-wheel drive system (replaces full-time four-wheel drive)
- Off-road drive modes
- Front differential lock
- Body-coloured exterior trim
- Snorkel
To see how the GWM Cannon stacks up against its rivals, use our comparison tool
Is the GWM Cannon safe?
All variants of the pre-update GWM Cannon – except for the XSR – were awarded a five-star safety rating from ANCAP in November 2021. This hasn’t been carried over to the updated model yet.
Pre-update model shown
| Assessment category | Score (pre-update model) |
|---|---|
| Adult occupant protection | 86 per cent |
| Child occupant protection | 87 per cent |
| Vulnerable road user protection | 67 per cent |
| Safety assist | 73 per cent |
Standard safety equipment includes:
- Autonomous emergency braking (AEB)
- Pedestrian, cyclist detection
- Seven airbags
- Lane departure warning
- Lane-keep assist
- Lane centring assist
- Lane Change Assist
- Rear cross-traffic assist
- Blind-spot monitoring
- Adaptive cruise control
- Speed warning
- Traffic sign recognition
- Tyre pressure monitoring
- Driver fatigue monitoring system
- Reversing camera
- Rear parking sensors
Ultra and up adds front parking sensors and a surround-view camera. It’s worth noting the flagship XSR variant goes without lane-keep assist, Lane Change Assist, blind-spot monitoring, and rear cross-traffic assist.
To see how the GWM Cannon stacks up against its rivals, use our comparison tool
How much does the GWM Cannon cost to run?
The GWM Cannon is covered by a relatively generous seven-year, unlimited-kilometre warranty. The first service is required at six months or 5000km, whereas every following logbook service is required every 12 months or 10,000km.
| Servicing and Warranty | GWM Cannon |
|---|---|
| Warranty | 7 years, unlimited kilometres |
| Roadside assistance | 5 years |
| Service intervals | 12 months or 10,000km *1st service 6 months or 5000km |
| Capped-price servicing | 54 months or 45,000km |
| Total capped-price service cost | $2065 |
To see how the GWM Cannon stacks up against its rivals, use our comparison tool
CarExpert’s Take on the GWM Cannon
The year has only just started, but I think the refreshed and renamed Cannon will be up there as one of the most improved vehicles of 2025.
Mid-life updates usually only consist of mild exterior and interior styling changes and perhaps more technology, but the 2025 GWM Cannon has redefined what a mid-life update can be.
Beyond the name change, it’s great that GWM managed to shoehorn the larger and more powerful 2.4-litre turbo-diesel from the Cannon Alpha into this smaller dual-cab, because it makes the driving experience livelier and punchier.
While it’s disappointing that GWM ditched the ZF-sourced automatic transmission for an in-house unit, it still performs the same duties with little to no fuss, besides the awkward low-speed surging in first gear.
The revised suspension tune for this update also takes it to the next level for on-road comfort, putting the Cannon almost on par with many more expensive utes, which is a major credit to this budget Chinese challenger.
I don’t love how the Emergency Lane Keep Assist system is still overbearing with its steering inputs, despite GWM’s efforts to revised the tune, but it’s good that there’s an easy way to turn it off on the touchscreen if you don’t like it.
The interior of the Cannon has also had a major glow-up. It looks considerably more modern with its Tank 300-esque design cues, though it has come at the expense of fewer buttons and knobs for key functions like the climate controls.
Lastly, there’s the price, which is still super affordable as a fully featured dual-cab ute with four-wheel drive. It’s virtually unheard of for a twin-cab 4×4 ute to start at $40,000 drive-away in 2025. Equivalent versions of the Mitsubishi Triton and Nissan Navara start at around $50,000 before on-road costs (not drive-away), and they lack alloy wheels. And the most popular nameplates in this segment are more expensive again.
GWM is bringing the fight directly to entry-level and mid-range Japanese rivals with this updated Cannon range, and they should be worried because this upgraded ute is now a much more compelling package.
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