It’s not often we get a genuinely new name entering the UK pickup market, but here it is: the GWM Poer300. If the badge isn’t yet familiar, the brand might be. GWM has been selling pickups in other parts of the world for years, with the Cannon nameplate a fixture in Australia and New Zealand.
While the Poer300 (inexplicably pronounced ‘power’) might be a new name for the UK pickup sector, GWM isn’t, at least not when known by its full name: Great Wall Motors. We last saw that brand here in 2016 when it disappeared after failing to get us to take the Steed pickup seriously. This time, it looks like GWM has been paying attention to what buyers want.
It certainly doesn’t hide its ambitions. The grille is big and bold, the styling squared-off and chunky, with “GWM” stamped large across the tailgate. It’s longer and wider than an Isuzu D-Max — arguably its most direct rival — and even extends beyond a Ford Ranger’s length. It’s a chunky thing then, but sits firmly in the one-tonne double-cab space we all know.
There’s a handy step integrated into the tailgate, tie-down points in the bed, and a spray-in liner fitted as standard. It’s all very work-ready, though GWM clearly wants the Poer to double as a lifestyle pickup too.
Interior and tech
That lifestyle appeal is obvious on the inside, as the cab is one of the Poer300’s strongest points. Climb in via the side steps and chunky grab handles, and the Poer makes a strong first impression, with a 12.3-inch touchscreen with wireless Apple CarPlay and Android Auto, a digital driver’s instrument panel, and an aviation-style gear selector that looks more Top Gun than Top Gear.
Despite the abundance of screens, the layout is clear and logical, with physical buttons for key functions — a blessing in a working vehicle, even if some essential items are still stuck behind menus on the screen.
Material quality is mixed: the upper dashboard and steering wheel feel soft-touch and sturdy, while lower plastics are tougher and scratch-resistant. It’s not premium, but it’s robust and well screwed together. Storage is plentiful, and there’s a handy dash-top tray for odds and ends.
The front seats are supportive, and the driving position adjusts widely, although a small intrusion in the footwell limits left-leg space. The rear bench offers good legroom and a relaxed seat angle, although headroom for taller passengers is tight. Isofix points on the outer seats come as standard, so this can double as a sensible family car.
Step up to the Ultra and you get heated, ventilated and power-adjustable front seats, a heated steering wheel, ambient lighting, a sunroof, and a 360-degree camera. The range-topping Vanta adds blacked-out styling but little else of substance.
Performance and drive
Power comes from a 2.4-litre four-cylinder turbo-diesel producing 184hp and 480Nm. That’s roughly on par with the Isuzu D-Max and KGM Musso, and the nine-speed automatic gearbox is smooth enough in day-to-day use. The 0–62mph dash takes around 11 seconds — marginally quicker than most rivals — and performance feels adequate rather than brisk.
There are three drive modes (Normal, Eco, Sport), but they make minimal difference. Sport mode just hangs onto gears longer, adding noise without any meaningful urgency. Most will leave the setting in Normal and never bother to change it again.
The bigger issue is refinement. The engine grumbles under load, and the suspension never quite settles. Empty, the GWM Poer300 jiggles constantly over poor surfaces and thumps over potholes, more so than the Ford or even the Isuzu. At motorway speeds, it smooths out slightly, but you’re always aware of the leaf springs doing their thing.
On the plus side, steering is light and predictable, and visibility is excellent. It’s easy enough to place on narrow lanes, but rein in your enthusiasm a little as the front runs out of grip quite early, even on a dry lane. Larger bumps and undulations can also cause a slight side-to-side wobble through the cabin.
It’s not bad, and no worse than most pickups over the last few years, but the Ranger and Amarok have moved the game forward a little.
Taking the GWM Poer300 off-road
Off-road is where the Poer redeems itself. The truck’s torque-on-demand 4×4 system defaults to rear-wheel drive but can automatically engage the front axle when slip is detected. There’s a button-controlled low-range mode and a locking rear differential for more challenging terrain.
On our muddy test course, the GWM Poer300 took steep inclines, axle-twisters and deep puddles in its stride, although there was nothing that would have fazed any pickup. Its 232mm of ground clearance and approach/departure angles of 27° and 25° are respectable, if not class leading, while traction remained solid even on soaked clay tracks. Don’t get too tempted by deep water — at 50cm, the Poer’s wading depth is 30cm shallower than the D-Max or Ranger.
The only odd moments come from the diff, which occasionally releases a loud “clonk”. This is part of an automatic anti-wind-up release mechanism that occurs when the vehicle is driven in 4L on a reasonably grippy surface. It’s disconcerting at first, but will save you from noise, steering issues, and even accidental damage to the transfer case, drive shafts, axles, and differentials.
GWM Poer300 payload and towing
The Poer’s load bed measures 1,520mm by 1,520mm, with notably high 540mm sides. It’s a smaller bed than most rivals, on a par with the D-Max, and larger than the KGM Mussos’. It’s a few centimetres deeper than the others, though, so load volumes end up being about the same. Impressively, every version comes with a bedliner as standard.
Ultra and Vanta models also get an integrated step built into the tailgate. Fold it down, and a sturdy plate pops out above the number plate, rated to take up to 150kg. It’s such a simple idea, yet no other manufacturer (in the UK, at least) offers anything like it. Many Ranger models (and the forthcoming facelifted Toyota Hilux) feature a step built into the side of the bumper, but this makes climbing into the bed far easier.
Payload limits are 1,050kg across all trim levels, so high enough to add a canopy and still fall within the rules for reclaiming your VAT bill, where applicable.
Towing capacity matches the class best at 3,500kg. We hooked up a trailer with a Haval Jolion Pro SUV on it (another of GWM’s UK models) and took it down gravel tracks, across fields, and along some tarmac roads. It was only a short test, but suggested it should haul confidently, with stable manners and little strain from the drivetrain.
With a gross train weight of 6,200kg, so like many pickups, you won’t legally be able to carry a tonne and tow 3.5 tonnes, but a sizeable load is easily manageable.
Purchase and running costs
GWM’s trump card is value. Prices start at £31,495, plus VAT, for the Lux, £34,830 for the Ultra, and £36,830 for the Vanta, which undercuts like-for-like models such as the Isuzu D-Max, KGM Musso and Maxus T60 Max. It’s significantly cheaper than a Ford Ranger, Toyota Hilux, or Volkswagen Amarok.
Official fuel economy figures stand at 32.7mpg, making it one of the more efficient diesel pickups on sale. Our first drive results were less impressive, with a figure in the mid-20s, but our full road test will reveal a more reliable figure.
All versions are covered by a five-year or 125,000-mile warranty, supported by International Motors — the same company that handles Subaru and, perhaps a little awkwardly for GWM, Isuzu — so dealer support should be widely available. Servicing is annually or every 12,000 miles.
But there’s no getting away from the fact that GWM has turned up just as the pickup market looks on the cusp of transformation. The government’s BIK tax changes have left company drivers facing bills measured in thousands rather than hundreds, which means manufacturers are turning to electrification. Ford has the Ranger PHEV plug-in hybrid, Isuzu is launching its D-Max EV imminently, and KGM is introducing a compact pickup powered by electrons. Launching a new diesel-only model at this point is either madness or genius. Given the pricing, we suspect it’s the latter.
GWM Poer 300 pickup: The verdict
The GWM Poer300 is exactly what the working pickup market needs right now: simple, honest, and affordable. It’s not as refined or composed on-road as the class leaders, and the brand will take time to earn trust in the UK. But for the money, you get a lot of truck.
It’s easy to drive, capable off-road, and packed with kit that would cost thousands more elsewhere. For tradespeople, farmers or owner-operators looking for a dependable diesel workhorse that won’t drain the company account, the Poer300 is worth a serious look.
Model tested: GWM Poer300 Ultra
Price: £34,830 CVOTR
Professional Pickup rating: ★★★★☆
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