Holding the distinction of being the only Chinese brand not to have exited and then returned to South Africa with its line-up of bakkies and SUVs, Great Wall Motor (GWM) only broke the mould when it launched the P-Series five years ago.

Although successes with the Steed, Steed 5 and earlier models had already set the brand on course for what has now been 18 years, the P-Series stepped matters up dramatically as the first true upscale alternative to the Ford Ranger, Isuzu D-Max, Toyota Hilux and Volkswagen Amarok.

Despite having required a name change from the Chinese ‘Poer’ (pronounced ‘power’) to P-Series for obvious reasons, the imposing GWM not only cemented its place as the best-selling imported bakkie behind the Hilux, Ranger, D-Max and Mahindra Pik Up, but also the catalyst for the incoming generation of bakkies from the People’s Republic.

As a means of aligning with the P500, known as the Shanhai Cannon in China, and not using the Poer name outright – GWM Poer – the facelifted P-Series now becomes the P300 in what effectively represents a gradual product roll-out that will see the P-Series being phased-out entirely before year-end.

P-Series phased out

In this regard, the initial P300 range will be sold in tandem with the P-Series, but at the expense of the latter’s top variants.

As such, the LT and off-road focused LTD versions of the P-Series fall away, leaving the nomenclatures as the pair of initial denominators for the P300.

Arriving in the second quarter, the LS will replace the P-Series DLX and LS, while the third quarter will see the P-Series SX make way for the P300 with the same grade name.

Until the second quarter, only double cabs will make up the P300 range, followed by the single cabs from the third quarter.

Aside from the DLX grade being no more, the same won’t apply to the 2,0ℓ turbodiesel that has been the sole option across the entire P-Series until now.

New 2,4-Litre engine

The in-house developed 120kW/400Nm mill will, therefore, prevail in the P300, but only underneath the bonnets of the SX and LS and, more than likely, in the single cabs as well.

For the LT and LTD, the mid-life update and name change mean the introduction of the all-new 2,4ℓ oil- burner developed for the Tank 300, but first introduced locally as an alternative to the 2,0ℓ hybrid on the P500.

Aesthetically, the P300’s transformation consists of 18” diamond-cut alloy wheels across all trim levels, a smaller grille now with a silver finish that cuts into the lower sides of the new bumper, redesigned LED headlights and new wheel arches.

At the rear, the step integrated into the top section of the tailgate remains. However, the gate itself now sports a block letter GWM badge below the newly gloss black finished handle.

A new bumper and restyled light clusters round the rear off, together with standard roof rails and a rejigged colour palette comprising six hues: white, grey, black, Pittsburgh Silver, Swarovski Blue and Mars Red.

Big step-up inside

More substantial are the changes inside, where the dashboard has been redesigned to mirror that of the P500. Besides the same steering wheel as its senior sibling, the 9” infotainment system makes way for a freestanding 12,3” display with a more simplified interface, fewer sub- menus, physical shortcut buttons at its base and vertical touch- sensitive switches on the right-hand side.

Also housing switchgear for the dual-zone climate control now that the previous button-heavy panel has been dropped, the system features wireless Apple CarPlay, Android Auto and doubles up as the display for the 360-degree surround-view camera system.

Elsewhere, the P-Series’ integrated instrument cluster makes way for a freestanding 7” display, while the steering wheel itself gains a heating function on the LTD only.

Upgraded materials, black leather upholstery and a Tank-inspired centre console, complete with an upgraded wireless smartphone charger and chunky gear lever, round the interior off.

On the specification front, and besides the items already mentioned, both the LT and LTD are outfitted with push-button start and keyless entry, side-steps, a sunroof, electrically folding mirrors, a six-speaker sound system, heated and electric front seats and a pair of USB ports.

Safe as houses

As for safety, GWM has made six airbags standard, along with a tyre pressure monitor, trailer sway control, Adaptive Cruise Control, rear parking sensors, Traffic Sign Recognition, Driver Attention Alert, Lane Departure Warning, Traffic Jam Assist and Lane Keep Assist.

Given its off-road applique, consisting of a winch, snorkel, chunkier bumpers, full-length underbody protection and lower profile wheels, the LTD loses out on the front parking sensors, Blind Spot Detection, Lane Change Assist and Rear Cross Traffic Alert with Reverse Automatic Braking systems.

It does, however, get a heavier-duty cooling system, seven airbags, an electronic front diff-lock to go with the rear already included on the LT, an expanded array of off- road modes, a transparent chassis-view display, ventilated front seats and a heated steering wheel.

Said to have undergone more than six million kilometres of testing, the P300 retains the same dimensions as the P-Series, but with an increase in tow rating to 3 000kg for two-wheel-drive models and 3 500kg for four-wheel-drive variants.

As before, all-paw gripping models receive a low range transfer and, in the case of the LTD, a Crawl Function in 4L. The varying torque-on-demand system has been standard included across all models regardless of the drive wheels.

Throttle calibration

The biggest irritation on the media launch drive in the LT 4×4 was an all-too-familiar one. As with the majority of Chinese vehicles, the P300 is saddled with a slow-to-react throttle that, once depressed, leaves it feeling lethargic and without any go until a few seconds later.

Massively better than on the P-Series, once on the move, the oil-burner pulls strong and with considerably less vocal input than the 2,0ℓ as a result of refinements to it and more soundproofing materials inside.

Producing 135kW of power and 480Nm of torque, the mill comes mated to a nine-speed automatic gearbox, which itself proved a slick and smooth worker once the initial throttle calibration pause diminishes.

Noticeably more refined than the P-Series with very little noise seeping into the cabin, revisions to the P300’s suspension are more of a mixed bag as cut-up sections of the launch route saw it become too bouncy and brittle despite not “hitting through”.

What’s the verdict?

An uptick on the P-Series nonetheless, the ride smoothens out and although not on the level of a Ranger or an Amarok, makes piloting the P300 effortless.

Improvements are often known to have the opposite effect of what they are supposed to achieve, whether aesthetically or mechanically.

In the case of the P300, GWM has done its homework and while still not the A+ the brand expects it to be, it presents itself as a better-than-ever devised package at a price tag still tough to beat or match.