Literally and figuratively, GMW’s P500 aims to make a big statement in the SA bakkie segment.
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GWM P500 2.0T HEV 4×4 Ultra Luxury AT Fast Facts
- Price: R999 900
- Engine: 2.0-litre, four-cylinder turbopetrol + electric motor
- Transmission: nine-speed automatic
- Power: 255 kW @ 5 500-6 000 r/min
- Torque: 648 N.m @ 1 700-4 000 r/min
- 0-100 km/h: n/a
- Top speed: n/a
- Fuel consumption: 9.8 L/100 km*
- CO2 emissions: 225 g/km
- Rivals: Ford Ranger Wildtrak/Platinum; Toyota Hilux Legend RS; Volkswagen Amarok Aventura
In the booming local bakkie segment, is bigger really better? And we’re not just talking about sheer size here. Indeed, having increasingly adopted the role of a family vehicle (as opposed to the workhorse applications of old), bakkies are now more focused on comfort and technology than ever; blurring the once distinct line between double cabs SUVs.
In a relatively short time, GWM has proved itself a worthy player among the bigger brands in the South African bakkie market. However, with the introduction of its P500 series of double cabs, the Chinese company is aiming to make a big statement and further unsettle a segment ruled by the likes of Toyota, Ford and Isuzu. The P500 seems to have all the prerequisites to maintain the provisos its maker has set out for it — big, not only in size, but in the comfort and tech stakes as well.
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The P500 tested here is equipped with the same HEV power unit found under the bonnets of the top-tier Tank 300, which featured in our July 2024 SUV Shootout issue, and the Tank 500. Thanks to the addition of an electric motor, the hybrid setup’s 2.0-litre, four-cylinder turbopetrol’s outputs of 180 kW and 380 N.m has been lifted to a healthy 255 kW/648 N.m of torque, the latter available from 1 700 r/min.
Although the electric assistance contributes to increases in power and torque (the electric motor, coupled with a 1.76 kWh lithium-ion battery pack adding 78 kW and 268 N.m to the hybrid configuration) it doesn’t appear to bring forth any benefits on the fuel efficiency front. GWM claims an average fuel consumption figure of 9.8 L/100 km. However, on our real-world fuel consumption test, the hybrid setup returned 12.37 L/100 km. Matching the latter figure allows for a range of 646 km from the P500 HEV’s 80 litre fuel tank.
If fuel economy is one of your top requirements when shopping for a GWM bakkie, you’d be better off looking at one of the diesel derivatives in the company’s local P500 portfolio. Although down on power compared to some of their rivals (135 kW/480 N.m), the 2.0-litre, four-cylinder turbodiesel, coupled with a 9-speed self-shifter, should prove less thirsty than the HEV. Here, GWM claims an average fuel consumption figure of 8.6 L/100 km. We would relish the opportunity to strap our test equipment to a turbodiesel P500 in the future, even though the HEV-powered model should prove a more eager performer in the performance stakes.
On our test strip, the second-most powerful bakkie in SA (following the new-generation Ranger Raptor) sprinted to the three-figure marker from a standstill in 8.38 seconds. In the overtaking-acceleration stakes, the 2 578 kg P500 recorded in-gear acceleration times of 1.84 and 6.81 seconds between the 60 to 80 km/h and 80 to 120 km/h increments, respectively.
However, several members of the CAR team noted that the mapping of the P500’s automatic transmission could do with some improvements, especially when travelling up inclines on national roads at speed. Here, the otherwise well-calibrated unit tended to hang on to higher gear ratios, which hampered the bakkie’s momentum on uphill sections.
In its standard setting, a few team members noted that the steering setup felt a touch too light. However, the calibration thereof, as with many of the P500’s functions, can be adjusted to the driver’s desired preference via one of the sub-menus in the infotainment system.
Featuring an independent double-wishbone front and live-axle leaf-spring rear suspension arrangement, the P500’s ride is supple and soaks up most road imperfections with aplomb. The setup also proved composed on corrugated gravel surfaces. In addition, thanks to the interior’s solid construction, the cabin proved well-insulated against road and tyre noise, with only a hint of wind flutter permeating the cabin when travelling at the national limit.
Brought to a halt by ventilated brake discs, sited behind 18-inch alloy wheels wrapped in 265/60-size Giti GitiXross rubber, the P500 test unit recorded an average stopping time of 3.13 seconds, over 45.91 metres, during our rigorous 10-stop emergency braking test. Thanks to these figures, the P500 HEV was awarded a ‘good’ rating by our standards.
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Exclusively available in Ultra Luxury trim level, the P500 HEV’s list of standard specification is impressive. Technological niceties include digital instrumentation, a head-up display, a 14.6-inch, touchscreen infotainment system with wireless Apple CarPlay and Android Auto, a 10-speaker Infinity sound system, front and rear wireless smartphone charging pads, and a 360-degree surround-view camera setup supplemented by fore and aft park distance sensors.
Like the electrically adjustable front pews, which offer massaging functionality, the leather-upholstered, 50:50-split rear bench, which incorporates storage trays below the seats, is heated and ventilated. The electrically adjustable (for rake and reach) multifunction steering wheel also offers heating functionality. Ambient lighting is also included in the package.
The cabin’s spaciousness is worth a mention. Although fitted with a panoramic sunroof, the top-spec P500 offers oodles of headroom for both the front and rear occupants (790-860 mm and 855 mm, respectively). In addition, passengers seated on the electrically adjustable (forwards and backwards) aft pews have between 580 and 630 mm of legroom.
A first in the local bakkie segment, the P500’s 60:40-split tailgate offers fuss-free access to the loading bed, which is fitted with 28 anchor points. Although the latter function was appreciated, the durability of the button used to open the tailgate was questioned by a few members of the CAR team. In addition, it is worth noting that the P500’s payload is less than that of its Match-up rivals.
When we crowned our 2024 Top 12 Best Buys winners (November 2023), the Ford Ranger was awarded the top spot in the Double-cab bakkies category; with its SA-built brethren, the Toyota Hilux and Isuzu D-Max claiming second and third place, respectively. However, we did note that the GWM P-Series is “worth a mention”, with the Chinese automaker’s bakkie having “shaken up the local establishment” with its “impressive build quality and value for money”.
With the P500, GWM has made yet another impressive stride in the double-cab segment. It is significantly more expensive than the range-topping 2.0TD LTD 4×4 P-Series stablemate tested in August 2023, though. However, considering the increases in power and torque offered by the 2.4-litre turbodiesel and HEV powertrains, improved driving dynamics, overall comfort, solid build quality and impressive amount of standard tech; for many, the premium might just be worth it. Although untested, we would, however, argue that the R110 000-cheaper mid-spec turbodiesel is the P500 of choice.
Find the full feature in the November issue of CAR Magazine.
