GWM POER300 pickup truck review: bargain bucket
Chinese pickup brings plenty of value but does it deserve the W?
PROS
- Very value driven
- Simple line-up with lots of standard kit
- Strong diesel engine
- Backed by established dealer network
- Clever integrated step to get into the loading bay
CONS
- Very poor on-road ride, even by pickup standards
- Unknown status in the UK
- Slightly strange steering
- Loud clonking from differential off road
- On-road driving modes don’t add much value
Summary
The pickup truck class was moving inexorably towards a situation where luxury was ever-more important and family-carrying duties were as important as the ability to haul a heavy load in the back. The changes to pickup tax introduced in 2025 have abruptly impacted this approach, and we might now be heading back to a situation where the best pickup trucks are those that are geared towards a working life first and foremost. This is where the new-for-2025 GWM POER300 is hoping to step up.
First and foremost, let’s address that name so you don’t sound foolish should you step into a dealership wanting to buy one. The GWM is simple – that stands for Great Wall Motors, which is the company that is behind the likes of the Ora electric hatchback. And the old, not especially good, Steed pickup that was available a few years ago.
The POER element is pronounced ‘power’ – it’s not a heavily accented way of saying someone doesn’t have any money.
Speaking of money, this is unsurprisingly where the GWM is looking to make its pitch at the market, with bosses deciding that it will be easier to tempt new buyers in by offering lots of kit and great value. This means that it will be looking to take on the Isuzu D-Max, Maxus T60 Max and KGM Musso, although GWM would be delighted to tempt a few buyers away from the Toyota Hilux, too.
What versions of the GWM POER300 are there?
In many ways, the GWM is a traditional and old-school truck that is not bringing anything unfamiliar to a market that tends to value such an approach. For all the emphasis on luxury in recent years, buyers have still valued the fundamentals of a pickup. The POER300 ticks many of the necessary boxes. It has four-wheel drive, low-ratio gears, a nine-speed automatic gearbox, and a 2.4-litre diesel engine with 184hp and 480Nm of torque (pulling power).
The number of models offered is kept simple, as it's only available in double-cab format with just the three trims: Lux, Ultra and Vanta. Even then the top trim is just a cosmetic upgrade over the mid-spec, so if equipment is more important than looks, the mid-spec model is as high as you need to go.
There’s the requisite number of driver assistance systems that are part and parcel of a modern vehicle, seven airbags and a strong ladder-frame chassis that should all combine to provide reassurance on the safety front too. It hasn’t been tested by Euro NCAP, but it has been given five stars by ANCAP, the Australasian equivalent.
That’s a hint to where else in the world you might spot a POER300 – as well as its native China it has also proven popular in Australia, where they know a thing or two about pickup trucks, or utes as they are often called down there.
What are the GWM POER300’s rivals?
As mentioned, GWM is aiming at the more utilitarian end of the market, so the Maxus T60, KGM Musso and the Isuzu D-Max are all core rivals. It’s hoping to match KGM for sales numbers in a year.
It would like to take a few sales from the Toyota Hilux too, although it is open about the fact that the Ford Ranger and Volkswagen Amarok are aiming at a more luxurious end of the market so probably aren’t going to be rivals.
Verdict: is the GWM POER300 any good?
There is much to commend the GWM POER300. When wanting the buying public to accept a totally new brand and model name, then it pays to not ask them to take on too many other whacky concepts. Gratifyingly it avoids this, and is very easy to get in and start using as an honest tool. The engine, gearbox, off-road systems and infotainment layout are all nice and accessible, and that is what will be most important to many of the GWM’s buyers.
There are a few thoughtful additions over and above that, too. The cooled central storage box, the wireless phone charging and connectivity, the durable and easily-cleaned mats and the hardy interior materials are all a bonus. Then there is the odd unexpected and welcome feature – the step to get into the rear loading bay is the sort of thing there should be more of in the pickup market.
It's not a simple decision though, as there are things that might well wear at you over time. All pickups have a harder ride than conventional passenger cars, but the POER300 is particularly poor on this front, especially as the likes of the Ranger and even the D-Max have upped their game in recent times. The GWM is harsh and juddering even on what appears to be a smooth road, so the sort of rural thoroughfare with bumps and potholes will tire you out even quicker. We’ve yet to tackle a long-distance road trip in it, but we suspect that this and the on-move noise levels will combine to leave you feeling the effects well before you reach your destination.
If you can cope with this, or if your usual trips are shorter or predominantly off road, then the POER300 could well be a route to a more affordable pickup than is available elsewhere. It offers very strong value for money.
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- Poor on-road ride
- Strong off-road systems
- On-road driving modes add little
There is just the one engine and power output for the GWM POER300, with the 2.4-litre diesel offering 184hp and a healthy 480Nm of pulling power. This, on paper, puts it in much the same ballpark as its budget rivals, the D-Max, Musso and T60. It translates into a 0-62mph time of 11.0 seconds, which is fractionally quicker than the others, if such things matter in an unladed pickup. It’s no rapid beast, though, as it can take a moment to respond when you floor the accelerator, thanks to the old-school approach of its diesel powertrain.
The nine-speed automatic transmission offers more ratios than all its rivals, too, but this doesn’t translate to a drastically different driving style. It’s fairly smooth to shift between its various gears when you leave it in Normal mode.
There are three on-road driving modes in all, with Sport and Eco being the other two. There is not a huge difference between the three, and it only really seems as though it holds onto gears a little longer in Sport. This might mean you get a slightly quicker response when you want a quick burst of acceleration, but it also means that you spend more time at higher revs when cruising along. It’s not really worth it and we found it best to leave it in Normal.
Uncomfortable
The most challenging element as far as the POER300’s on-road behaviour is concerned is its ride quality. Sure, all pickup trucks are slightly hampered in this regard, but the likes of the Ranger and Amarok have shown that it is possible to make things more bearable.
The GWM feels like it is shaking you around almost all of the time – it reacts to imperfections in the road surface that aren’t even obviously visible, juddering you from side to side. Bigger bumps are quite harsh, too. This adds up fairly rapidly, meaning you tire out more quickly on even a shorter trip. We’ve only had a chance to test it on a rural test route so far, however, so can’t comment on its motorway manners.
What is the GWM POER300 like off road?
The ride quality matters less off road, where you expect to be thrown about more. The course on the POER300’s launch event was mid-level in its trickiness, with obstacles that you would expect a 4x4 to make it around and over, but it dispatched them all with comparative ease. The systems are fairly easy to navigate, with only a low-ratio gear mode that you have to pause and put the vehicle into neutral to engage.
The only oddity is the rear locking differential, which will periodically wind off the tension with a notable clonking noise. This sounds rather disconcerting if you don’t know that it is intentional.
The default mode is naturally two-wheel drive (2WD), but the truck monitors its grip levels and engages four-wheel drive (4WD) when necessary. We weren’t able to catch it out in any of the situations we tested.
- Mixture of materials
- Decent storage touches
- Good space in the rear seats
GWM is open about the fact that its cabin features a mixture of different materials, with some in high-contact areas designed to feel a little better and others geared towards resilience. None are what you would call luxurious, though, rather a little softer and nicer to touch. We did find that there were a few areas that were showing fingerprint marks on what was a lightly used vehicle. The harder materials tend to be lower down, so nothing feels that utilitarian though.
The driving position in the GWM POER300 is easily adjusted with plenty of movement for both seat and steering wheel, so we found it easy to get into a comfortable position. The basic trim has manual adjustment while the Ultra offers powered adjustment for both front seats. The only blot on the driving position was a small amount of intrusion into the left-hand side of the driver’s footwell, meaning that you can’t relax your idle foot out straight.
The storage doesn’t veer too far away from what you would hope and expect, with a good-sized box between the two seats and door bins on either side. A large phone charging pad sits in front of the gear lever with a grippy surface to keep it in place. It’s also cooled, which means it should be able to keep your phone charging for longer as inductive charging often heats the handset up before it is done.
The 12.3-inch infotainment screen looks a little like it has been bolted on, but it is clear with good graphics and it’s easy to use. There is no integrated satellite navigation available, but standard-fit Apple Carplay and Android Auto means we didn't really miss it. The screen itself shows up a few fingerprints and sits bluff to the dash rather than angled towards the driver, but the physical buttons for the main controls that sit below it mean you won’t need to touch it often anyway once you have got going.
There is a second 7.0-inch screen in front of the driver. This can be a bit dominated by the ADAS safety warnings, particularly when you are on a narrow country road, but this can be fairly easily turned off thanks to a shortcut button on the steering wheel should you this become dangerously distracting for you.
Other welcome touches in the interior include a sunroof on the Ultra trim, which feels like a charmingly retro touch. There’s no real need for it, and it does make things a little louder on the move, but it’s nice to have. The other bonus is the rear seats, which offer a good amount of space and a nice angle for the seat backs – the seat backs in the rear of a pickup can sometimes be a little upright.
There are also ISOFIX points on the two outer rear seats for securely fitting child seats. These are easily accessible.
- Cheapest pickup you can buy
- Little to want for in terms of kit
- Economy bodes well, too
You might well have skipped straight to this section, so we’ll cut straight to it – the POER300 represents good value for money in terms of its price and the level of equipment it comes with as standard. The entry-level Lux model starts at around £31,500, which undercuts all of its equally keenly-priced rivals. Only by a small amount in the case of the KGM, but it is the cheapest in the class in terms of cash price.
The step up through the range is notable in terms of value too, with the Ultra adding just over £3,000 to the price and the top-of-the-range Vanta another £2,000 above that. However, the Vanta only adds a selection of visual upgrades, so that fits firmly into the want rather than need category.
There are unknowns with a brand-new-to-the-UK manufacturer, namely how well it will hold its value and therefore how attractive the monthly deals will be. Time will tell on that front.
GWM POER300 mpg
This is another area where the GWM shades it against its competition. All three versions offer the same 32.7mpg official WLTP fuel economy, which is fractionally better than its rivals, which are also in the low 30s on this front. CO2 emissions are 230g/km across the range.
GWM POER300 servicing
Despite being a relatively new entrant to the UK market, GWM is planning to have as many as 80 dealerships by the end of 2025. It’s being imported by the same distributor as the likes of Subaru and Isuzu, so it will likely share space with these brands.
GWM POER300 standard equipment
There are three trim options in the GWM POER300 range: Lux, Ultra and Vanta. All are well equipped, so you might find there is no need to go higher than the basic model. That said, the price steps are comparatively small so going up a level could well be within reach. Below are the equipment highlights:
GWM POER300 Lux standard equipment highlights:
- LED headlights
- Leatherette upholstery
- Wireless Apple CarPlay and Android Auto
- 12.3-inch touchscreen
- 7.0-inch information display
- Wireless phone charging
- Voice control
- Rear parking sensors
- Park assist
GWM POER300 Ultra standard equipment highlights (over Lux):
- Heated steering wheel
- Heated, cooled and powered front seats
- Leather seats
- Ambient and front footwell lightning
- Privacy glass
- Tailgate step
- Front parking sensors
- Sunroof
GWM POER300 Vanta standard equipment highlights (over Ultra):
- Black wheels
- Black mirror covers
- Black sidesteps
- Black door handles
- Black grille and badge
- Black wheel arches
- Black sports bar
We’re going to have to wait and see on this one. The good news is that it will be backed by a wide range of dealers, so any problems will be easier to deal with.
- 10 ADAS systems
- Not tested by Euro NCAP, but by Australasian equivalent
The POER300 comes with a wide range of safety systems – 10 in all, all standard. These come in combination with a high-strength steel frame and seven airbags.
The safety systems include:
- Front and rear collision warning
- Lane keep assist
- Lane centring assist
- Smart dodge system
- 360-degree camera
Which GWM POER300 is best for me?
With a choice of three, we’d go straight down the middle and go for the Ultra. The kit doesn’t cost much more, but the black detailing is a gratuitous extra.
GWM POER300 pickup truck review - front, red, driving on road
GWM POER300 review - side, red, driving off-road
GWM POER300 range is simple, and all models are good value.
GWM POER300 review - cab interior
GWM POER300 review - infotainment screen
Controls are easy to get to grips with.
The on-road driving experience is hampered by poor ride comfort.
GWM POER300 review - rear, blue, building site
GWM POER300 review - rear seats
GWM POER300 review - red, front, driving off-road
GWM POER300 review - red, front, descending off-road
GWM POER300 review - red, rear, loaded with hay bales
GWM POER300 review - red, load area and tailgate with integrated step
It's easy to get comfortable inside, and there is a lot of standard kit.
GWM POER300 review - front, blue, cornering
GWM POER300 pickup truck review - Tom Webster driving off-road
GWM POER300 pickup truck review - Tom Webster accessing integrated rear step in tailgate
Rear step integrated into the tailgate is an excellent touch.
We found it more than capable off-road.
