GWM Cannon Alpha
BUYERS GUIDE – UTES & CAB CHASSIS MEDIUM
The largest GWM product to date, the 2024 Cannon Alpha ute, was launched with a choice of petrol-hybrid and diesel powertrains. A plug-in petrol hybrid was released in mid-2025.
In mid-2024 the Cannon Alpha was the latest model in GWM’s New Energy Vehicle (NEV) strategy that then embraced six vehicles: Jolion Hybrid, H6 Hybrid, Tank 300 Hybrid, Tank 500 Hybrid and Ora EV.
The Cannon Alpha ute was based on the Tank 500 wagon platform, so it was larger than the non-Alpha Cannon ute and featured a five-link, coil-sprung live rear axle.
The GWM Cannon Alpha’s range-topping 2.0-litre turbo petrol-hybrid engine had combined outputs of 255kW and 648Nm, and the 2.4-litre turbo diesel delivered 135kW and 480Nm. Both engines were mated to a GWM-developed nine-speed automatic transmission, mated to a Borg Warner two-speed transfer case.
Maximum braked towing capacity for both powertrains was 3500kg.
Featuring a new, intelligent All-Terrain system with three driving modes, the Cannon Alpha also had locking front and rear differential options.
Adding to the Cannon Alpha’s versatility was a 60/40 split rear tailgate: a short press on the button provided access to the rear tub via a swing-away opening and a longer press dropped the full tailgate, via a soft-open action.
The Alpha was larger than the GWM Cannon Ute: overall length was 5445mm (35mm longer), width was 1991mm (57mm wider) and height was 1924mm (38mm taller). The Alpha’s wheelbase of 3350mm was also longer, by 120mm.
These larger dimensions allowed for a roomier cabin than the standard Cannon’s cab.
The Cannon Alpha had more substantial underpinnings than the medium-ute competition, with a front axle rating of 1680kg and a rear axle capacity of 2250kg – total nearly four tonnes – giving a comfortable load margin above the rated GVM of 3310kg.
The turbo diesel model had competitive outputs, but the petrol Hybrid was at the head of the 2024 performance ute class. GWM hid its bright light under a bushel, because, while the Alpha hybrid could show a clean pair of accelerating heels to any other mid-sized ute, GWM hadn’t made any great claims for its performance. Given its highly-equipped and spacious interior the Hybrid could be considered serious competition for North American utes that were more than twice its price.
PHEV launch
The Cannon Alpha PHEV launch was in April 2025, in two grades: the Lux, at $63,990 drive-away and the Ultra, at $68,990 drive-away. We tested one in July 2025 (see below).
Both versions retained 3500kg maximum braked towing capacity, but a gross vehicle mass (GVM) rating of 3495kg and kerb weight of 2810kg meant that payload was only 685kg. The PHEV models had more applicability as tow vehicles than as load carriers.
GWM’s Hi4T Plug-in Hybrid EV technology combined a 37.1kWh ternary lithium battery and 2.0-litre turbo-petrol engine that was developed for hybrid integration, delivering an impressive combined 300kW of power and 750Nm of torque.
Paired with GWM’s nine-speed transmission, the hybrid power plants were said to offer up to 110km of pure-EV driving range, with a combined range of 880km.
The Hi4T technology allowed the engine to remain in EV mode in 4×4 high range, in addition to supporting EV-only driving at highway speeds; a feature then not offered in the segment.
The Cannon Alpha PHEV supported DC fast charging of up to 50kW, enabling a rapid 30-80-percent charge in just 26 minutes, GWM said. When using an AC home charger, the battery was said to recharge from near empty to full in approximately 6.5 hours, but that claim was based, presumably, on 15-amp power supply, not on the normal 10-amp household mains.
Vehicle-to-load (V2L) capability of 3.3kW maximum output enabled the Cannon Alpha to provide AC power to devices and appliances, resulting in an off-the-grid option that was aimed at tradies and campers.
The Cannon Alpha PHEV featured optional front, rear and centre locking differentials, multiple terrain modes and selectable high/low-range gearing. Claimed 800mm water wading depth and 224mm of ground clearance ensured off-road flexibility.
The Cannon Alpha PHEV was backed by GWM’s comprehensive customer care program offering an eight-year/unlimited-kilometre battery pack warranty; seven-year/unlimited-kilometre standard new car warranty; seven-year roadside assistance with 24/7 support and seven-year capped price servicing, via GWM’s network of 111 dealerships nationwide
Our test reports are below and here’s our run down on the other models.
What you got in 2024/25
The2024 Cannon Alpha came in three equipment levels: Lux, Ultra and Ultra-Hybrid. All were very highly equipped and, with RRPs of $51,990, $57,990 and $64,990, respectively, much better value for money than any of the traditional brands. The 2025 PHEV variants were $61,490 Lux and $67.990 Ultra.
Seven-year warranty, capped price servicing and roadside assist were competitive.
The Lux’s equipment levels were very high: auto-hold; paddle shifters; rear diff lock; electric park brake; trailer swat mitigation; standard, sport, eco 4H and 4L driving modes; 18-inch aluminium whees, with 265/60 R18 tyres (full-sized spare); TPMS; power mirrors; roof rails, side steps; electric one-piece tailgate; sound-reducing glass; auto wipers; three steering modes; LED lighting; leather-look seats; power-adjustable front seats; adjustable outer rear seats; rear centre armrest; ISOFIX; remote central locking; adaptive cruise control; hill-start assist, hill descent control; front and rear cross-traffic alert and brake; AEB; forward collision warning; lane-keeping; rear collision warning; driver fatigue monitor; push-button start; auto parking assist; rear view camera with guidance; front and rear parking sensors; six-speakers; dual-zone climate control; 12.3-inch screen; Apple CarPlay and Android Auto.
Ultra added: indicator mirrors; split tailgate; powered sliding back glass; panoramic sunroof; auto-dimming rear view mirror; fog lights; leather-accented seats; heated and cooled front seats with massage function; wireless phone charging and 14.6-inch screen.
Ultra-Hybrid added: memory mirrors; heated steering wheel; 64-colour ambient lighting; heated and cooled outer seats front and rear; power-adjustable rear outer seats; auto reversing assist; head-up display; 10 speakers and rear wireless phone charging.
Hybrid first drive
Our first test was a brief four-day stint behind the wheel of the Ultra-Hybrid – not PHEV – model and we were very impressed with its performance and powertrain refinement. Noise levels were in the luxury car class and it simply went like hell when provoked.
The suspension seemed to have been set up with on-road performance in mind, because the springing and damping gave very controlled, if somewhat firm, ride quality. It was a tad rough-riding on broken surfaces and even a half-tonne of logs in the back didn’t soften the ride much.
The Alpha Hybrid was easy to live with, starting off always under electric power and that meant silent getaways were guaranteed. That was way better than diesel clatter at dawn! Nine speeds in the box kept engine revs way down.
Like the GWM Tank 500 Hybrid wagon, the Alpha Hybrid came with ‘driver aids’, including a highly irritating message to ‘keep your eyes on the road’, but fortunately, the 10-speaker sound system had sufficient power to drown it out!
We drove the Alpha Hybrid on all types of on and off road surfaces and came out with fuel consumption in the 11.8-12.4L/100km range. However, if we drove it like the sports ute it is, that figure very quickly doubled! It was great fun; hunting down Raptors and Silverados and giving them a big traffic light grand prix reality check! We felt childish, of course!
(The only way the Hybrid can compete in the economy stakes with its diesel competitors is with the PHEV plug-in-hybrid variant. That way, the ute can handle short trips on battery power alone and need its petrol engine to cut in only for maximum performance or on longer journeys.)
But back to the 2024 Hybrid. The Ultra spec’ included a split tailgate that worked so well we can’t understand why it hasn’t been done before. Reaching freight at the front of ute tubs is always a hassle, but the split tailgate solves that problem neatly: with one half open you can walk right to the back of the tub and reach the front with ease. It also made hosing out easier, because debris fell out of the tub onto the ground and didn’t jam into the hinge-gap between tailgate and tub.
PHEV Ultra test
Our PHEV test ute was top-shelf spec’ that had every available safety and creature comfort. Examples were a standard console cooler box and seats that power adjusted, heated and cooled – even the rear seats – while the fronts had massage choices as well as the driver’s having memory settings.
Interestingly, the expected driver awareness warning signs plagued us for the first hour or so, but then tapered off. Perhaps the system has some ‘learning’ capability.
The lane-keeping function wasn’t too intrusive and adaptive cruise control was smooth in operation.
We were mystified by recesses, with little roller shutters and velcro retaining straps, In the C-pillars. Turns out they’re intended for stowing emergency flares – handy when a chopper is looking for your vehicle, but overkill for most bush travellers. They can also accommodate small, folding umbrellas.
The all-around camera image was brilliant, allowing safe manoeuvring and backing in tight situations.
As with our non-PHEV hybrid test, the PHEV Ultra had wagon-like performance, handling and ride quality, with lower noise, vibration and handling (NVH) than any comparable ute we’ve tested.
It was so quiet that we were concerned about a humming noise at low speeds that we put down to unexpected transmission whine. However, when doing action photos – from outside the moving vehicle – we heard this musical noise for what it was: a warning to pedestrians that the GWM was moving under EV power and to beware!
Speaking of electric power, the PHEV Ultra came with a plug-in power board, allowing the connection of three 240V appliances – handy fro tradies on the worksite and for campers.
Yank utes used to be the only ones offering wagon-like NVH, but they’re too big and far too expensive for most 4WD buyers. The Cannon Alpha petrol-hybrid models in Ultra spec’ rival them – at far less than half the price!
Because we knew from previous testing that the Cannon Alpha was very capable off road – further enhanced in the Ultra spec’ by a front diff lock in addition to the rear one – we were more concerned about evaluating its economy, compared with the non-PHEV Hybrid and diesel models.
With a depleted battery the PHEV recorded the same economy as did the non-PHEV hybrid – 11.8-12.4L/100km – but we also had the benefit of being able to do a tow test with it. With a depleted battery the PHEV’s economy went up to 16L/100km, when pulling our 2.5-tonnes test caravan. So, these are what we reckon would be the PHEV model’s worst economy figures, when driven normally. Flatten your right foot to out-perform all other utes and these figures could easily double!
With a full battery that was kept in that condition when garaged and mains-connected, the PHEV had the ability to operate for daily commutes within, say, a 30-40km radius, without the need for the petrol engine to operate at all. In that case, with electricity coming from rooftop solar and a household battery bank, its fuel economy could be 0L/100km.
As we evaluated the PHEV, with battery charge coming from our daylight-only rooftop solar – no house battery bank – via the supplied 10-amp/240V slow charger, it was less economical, so our weekly, short-haul consumption was around 4.5L/100km.
GWM reckoned that it should charge in 6.5 hours, from 20 percent to 80 percent, but our testing showed that the real-world time was 10 hours.
So, our assessment of the PHEV economy advantage depends entirely on the buyer’s intended use of the vehicle. The optimal situation is as a tradie’s or better-half’s Monday-to-Friday daily drive, within the battery operating range, followed by weekend forays into the bush or to the waterfront, towing the van or boat, at which time the petrol engine would be required as well. In this scenario, the battery could be charged every day, overnight, by a slow or fast charger.
For prolonged bush trips, with limited recharging opportunities, the diesel engine would be a better choice than either the petrol-hybrid or the PHEV.
Incidentally, we found that the Cannon Alpha PHEV handled the caravan’s 220kg ball weight without excessive rear spring compression, but with noticeably firmer ride, so it would be fine for shorter-distance or low-ball-weight towing. However, for heavier-van and longer-distance towing, we’d suggest higher-rated after-market rear suspension.
Much has been made of the odd spare wheel location: in the tub, but that was rendered necessary by the need to fit a fuel tank and a battery under the cargo floor, so the normal under-tray spare location just wouldn’t work. However, given that most PHEV buyers won’t be relying on the ute to carry much payload, the spare won’t be much of an intrusion. If it is, it can be mounted on a swing-away carrier, or a roof rack.
Provided a buyer’s expectations match the Cannon Alpha PHEV’s characteristics, this machine should make an ideal do-everything vehicle. However, for long-distance bush travellers, the diesel would be the go.
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