The new GWM Poer300 arrived with one clear aim: to offer tough utility at a price that undercuts rivals.
Starting at £32,495, it’s an affordable pick‑up, but it feels far from a bargain-basement choice from behind the wheel.
GWM stands for ‘Great Wall Motor Company’ and is a Chinese firm that has been selling vehicles in the UK since 2022.
The Poer300 brings a 2.4‑litre turbocharged diesel, a standard nine‑speed automatic gearbox and full‑time four‑wheel drive, plus a one‑tonne payload and 3,500kg towing capacity that put it on equal footing with the Ford Ranger and Toyota Hilux.
For small businesses, sole traders and rural buyers looking for a hard‑working truck that doubles as family transport, it’s a tempting new option.
The 2.4‑litre diesel develops around 181bhp and 480Nm of torque, good enough for 0‑62mph in about 11 seconds and a top speed just shy of 100mph. Out on the road, that translates into performance that picks up speed quite nicely, with plenty of mid‑range shove for joining motorways or hauling a trailer. The engine is tuned more for muscle than outright pace, but it never feels overwhelmed.
What stands out is how refined it feels at a cruise. It’s commendably quiet for a pick‑up, and on the motorway the engine note fades into the background, making long journeys more relaxing than you might expect at this price point. Over an extended stint at motorway speeds, my passengers commented that it was surprisingly comfortable and quiet, with plenty of space in the double‑cab and decent support from the seats.
Official combined fuel economy sits at 32.7mpg – a figure I came close to matching in mixed driving, helped by a 75‑litre tank that gives a useful real‑world touring range of around 540 miles.
Every Poer300 gets the nine‑speed automatic as standard, which is unusual when rivals still pair their base models with manuals or older six‑speed autos. In day‑to‑day use it delivers power smoothly, slurring between ratios without constantly hunting up and down the box. You can occasionally catch it hesitating when you’re trying to nip out of a junction or accelerate sharply from low speed, but I soon became accustomed to hitting the accelerator a little earlier than normal in order to wake it up.
The steering is light and accurate by pick‑up standards, which makes town work, parking and narrow rural lanes less of a workout.
Body control is broadly in line with other one‑tonne trucks: it will fidget over broken surfaces and you really do feel sharp ridges and speed bumps, especially when running unladen, but it settles down at higher speeds where it feels composed and secure.
One blemish is the driver‑assist tech. The automatic emergency braking system can be a bit too jumpy, occasionally being spooked by situations that don’t really warrant it, which may irritate on familiar routes. That said, it’s part of a generous safety and tech package that’s standard across the range, and most owners will quickly learn to drive around its foibles.
Inside, every Poer300 comes as a double‑cab, and space is one of its strongest cards. There’s ample room up front and three usable rear seats, with enough leg room for adults and plenty of headroom thanks to the upright body.
Material quality isn’t going to worry premium SUVs, and the touchscreen can be a little fiddly to use on the move, but for a working truck it feels solidly screwed together and impressively well equipped. Even mid‑spec Ultra models, priced under £35,000, bring kit that would cost you far more on a Ranger, including heated and ventilated seats, ambient lighting and a glass sunroof.
Out back, the load bed is competitive for the class at 1,520mm long and almost 1,950mm wide.
The Poer300 doesn’t yet have the brand recognition of Ford, Toyota or Isuzu, and its badge still lacks the prestige some lifestyle buyers crave. But judged on the fundamentals – power, refinement, space, towing and payload – it’s a very serious new contender.
GWM POER300
ENGINE: 2.4-litre turbocharged diesel
POWER: 180bhp
TORQUE: 480Nm
TRANSMISSION: 9-speed auto
DRIVETRAIN: Permanent 4WD with 2H, 4H, 4L modes and rear diff lock
FUEL ECONOMY (WLTP): 32.7mpg combined
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