At a time when most global automakers are retreating from internal combustion engines in favour of hybrid or fully electric alternatives, GWM is heading in the opposite direction. The Chinese manufacturer has confirmed development of a new 3.0-litre turbo-diesel engine, set to power future iterations of its utes and SUVs, including a facelifted Cannon Alpha expected in 2027.
The confirmation came directly from GWM Chairman Jack Wei during a media briefing attended by Australian journalists. Wei noted that the new engine will be more powerful and fuel-efficient than the brand’s existing 2.0-litre and 2.4-litre diesel units, which currently deliver outputs of 120kW/400Nm and 135kW/480Nm respectively. While specific figures have not been released, insiders suggest the upcoming engine could produce around 180kW and up to 650Nm of torque — a move likely to put it in direct competition with Ford’s 3.0-litre turbo-diesel V6 found in the Ranger (184kW/600Nm).
The decision to pursue larger diesel engines is part of a broader commitment by GWM to maintain multiple powertrain options despite growing regulatory and market pressure to transition to low- or zero-emission vehicles. Wei described the new diesel as a “new generation” unit built on an entirely different platform from the company’s existing diesel engines.
“We have already 2.0-litre and 2.4-litre diesel engines in many countries… Now we are developing the 3.0-litre diesel,” Wei said through an interpreter. “The performance will be even better, with better fuel economy and also lower emissions.”
GWM executives confirmed that the 3.0-litre diesel will also be available in right-hand-drive markets including Australia, and is likely to be introduced across multiple models beyond the Cannon Alpha. James Yang, head of GWM’s global right-hand-drive operations, said the engine is also intended for use in the upcoming Tank 500 and Tank 700 large SUVs.
Despite government policies pushing automakers toward electrification — such as Australia’s pending New Vehicle Efficiency Standard (NVES) — GWM appears undeterred. The company believes diesel remains a practical solution for key segments of the Australian market, particularly those requiring strong towing capacity and long-distance capability.
“The [NVES] emissions policy for the future is strong in Australia,” Yang said. “In the Australian market, the PHEV, HEV plus diesel is a good choice for the customer.”
GWM’s approach sharply contrasts with strategies adopted by Japanese and European rivals, many of whom have already phased out diesel offerings or announced plans to do so within the next few years. According to data from the Federal Chamber of Automotive Industries, diesel vehicles still accounted for more than 40 per cent of new light commercial vehicle sales in Australia in 2024 — a figure that remains high despite broader shifts in consumer preferences.
While GWM is also expanding its hybrid and electric portfolios — including models like the Tank 500 Hybrid already on sale — the brand’s leadership insists that customer demand, rather than regulatory pressure or industry trends, is driving its strategy.
“We’re not chasing any brand or trying to mimic them or copy them,” said GWM Australia’s marketing and communications chief, Steve Maciver. “If we want to grow this brand in Australia and New Zealand, we’ve got to continue to give customers choice.”
Yang reinforced that the diesel strategy isn’t about resisting change, but about diversification. “We also have EV,” he said, “but I think for some scenarios the sales model will become very hard. So maybe these three types of powertrains [diesel, hybrid, plug-in hybrid] are much better for this market to balance the emissions.”
GWM’s continued investment in diesel positions it as one of the few remaining global OEMs still actively developing new diesel engines, particularly in the passenger and light commercial segments. If the projected outputs materialise, the new 3.0-litre diesel could significantly enhance GWM’s appeal among rural and trade buyers — two groups still heavily reliant on diesel-powered vehicles for towing and long-haul applications.
| Vehicle | Engine | Power (kW) | Torque (Nm) | Auto | Towing Capacity (braked) | Notes |
|---|---|---|---|---|---|---|
| GWM Cannon Alpha (2027) | 3.0L i4 turbo-diesel (est.) | ~170 | ~600 | 8-speed | 3500kg | New engine confirmed, exact figures TBC |
| Ford Ranger Wildtrak V6 | 3.0L V6 turbo-diesel | 184 | 600 | 10-speed | 3500kg | One of the segment’s benchmarks |
| Toyota HiLux Rogue | 2.8L i4 turbo-diesel | 150 | 500 | 6-speed | 3500kg | Recently upgraded with 48V mild-hybrid tech |
| Isuzu D-MAX X-Terrain | 3.0L i4 turbo-diesel | 140 | 450 | 6-speed | 3500kg | Known for durability and off-road capability |
