Great Wall Motors

Ladder frame construction. 3.0L V6 turbo 360hp. 500Nm torque. 2.0L turbo PHEV 240hp combined. 9-speed automatic transmission. Part-time 4WD system. Low range transfer case. Electronic center differential. Rear differential lock. Front differential lock optional. 5070mm length. 2850mm wheelbase. 2535kg curb weight. Five-seat or seven-seat options. Premium interior materials. 12.3in digital cluster. 14.6in central touchscreen. Air suspension optional. Adaptive damping. Hill descent control. Terrain management system. Premium audio system. ADAS comprehensive suite. Luxury off-road positioning. Chinese premium SUV.

Ladder frame chassis. 2.0L turbo 227hp. 387Nm torque. 8-speed automatic ZF. Part-time 4WD. Low range transfer case. Three differential locks available. 4760mm length. 2750mm wheelbase. 2090kg curb weight. Five-seat configuration. Retro styling design. Round headlights. Boxy proportions. Off-road focused features. Approach angle 33 degrees. Departure angle 34 degrees. 224mm ground clearance. Wading depth 700mm. Digital cockpit. 10.25in touchscreen. Off-road instruments display. Terrain modes multiple. Rock crawling capability. Adventure lifestyle positioning.

LEMON platform intelligent modular. 1.5L turbo 169hp. 2.0L turbo 201hp. 1.5L turbo PHEV 243hp combined. 7-speed DCT wet dual-clutch. FWD standard. AWD optional. Intelligent AWD system. 4653mm length. 2738mm wheelbase. 1580kg curb weight. Compact SUV design. LED matrix headlights. 10.25in digital instruments. 14.6in central touchscreen. AR HUD optional. L2 autonomous driving features. Adaptive cruise control. Lane centering. Traffic jam assist. Automatic parking. 360-degree camera. Facial recognition start. Gesture control. Voice control intelligent. China best-selling SUV. Global expansion model.

LEMON platform. 1.5L turbo 150hp. 285Nm torque. 7-speed DCT. FWD only typically export markets. 4472mm length. 2700mm wheelbase. 1415kg curb weight. Compact crossover styling. Youth market targeting. 12.3in touchscreen. 7in digital instruments. Basic ADAS. Forward collision warning. Automatic emergency braking. Lane departure warning. Adaptive cruise control. Rear cross traffic alert. Affordable compact SUV. Global market expansion. Value proposition strong. Chinese quality improvements. Modern design language. Competitive pricing strategy.

LEMON platform electric version. Single motor FWD. 143hp standard. 171hp long range. 210Nm torque. 48kWh battery standard. 63kWh long range option. 310km WLTP range standard. 420km long range. 0-100 km/h 8.5 seconds. 4235mm length. 2650mm wheelbase. 1555kg curb weight. Retro design styling. Round headlights. Friendly appearance. Distinctive personality. 10.25in digital cluster. 10.25in touchscreen. Facial recognition. Gesture control. Voice assistant. OTA updates. L2+ driver assistance. Lane centering. Adaptive cruise. Traffic jam pilot. Automatic parking. European market focus. Affordable electric vehicle. Distinctive design differentiation.

The ubiquitous gasoline engine that powered Great Wall's early success. Based on the Toyota 4Y design, this 2,237cc inline-four featured a cast iron block and cylinder head with a five-bearing crankshaft. The valvetrain used a single overhead camshaft with pushrods actuating two valves per cylinder via hydraulic lifters. Induction was through a twin-throat carburetor, with later versions adopting Bosch MPFI electronic fuel injection. With 8.8:1 compression, it produced approximately 105 hp at 4,600 RPM and 175 lb-ft at 2,600 RPM. Known for its agricultural character and extreme durability, this engine could run on low-octane fuel and withstand poor maintenance conditions. Its simple design made it easy to repair in remote areas, establishing Great Wall's reputation for building vehicles suited to China's developing infrastructure.

The Isuzu-licensed diesel that brought modern efficiency to Great Wall's commercial vehicles. This 2,771cc inline-four featured a cast iron block with five main bearings and a forged crankshaft. The cylinder head used a single overhead camshaft with two valves per cylinder actuated by roller rockers. The turbocharger was a small Garrett T25 unit with fixed geometry, producing approximately 8 psi of boost. The fuel system employed a Bosch VE-type rotary injection pump with mechanical governor, while ignition used glow plugs for cold starting. With 21.5:1 compression, it produced 85 hp at 3,600 RPM and 150 lb-ft at 2,000 RPM. The engine's indirect injection system and low boost pressure made it exceptionally durable, if not particularly powerful, forming the backbone of Great Wall's diesel lineup for nearly a decade.

The first-generation turbocharged engine that marked Great Wall's move upmarket. This 1,496cc inline-four featured an aluminum block with cast iron liners and a five-bearing crankshaft. The cylinder head used dual overhead camshafts with 16 valves and variable valve timing on the intake cam. The turbocharger was a Mitsubishi TD03 unit with fixed geometry and electronic wastegate, producing 12-14 psi of boost. The fuel system employed port fuel injection, while ignition used individual coil-on-plug units. With 9.3:1 compression, it produced 150 hp at 5,600 RPM and 155 lb-ft at 2,000-4,500 RPM. The engine management was a Bosch ME7 system. While not particularly advanced, this engine represented Great Wall's first serious attempt at modern powertrain development and established the template for future turbocharged units.

The larger-displacement turbo engine developed for Great Wall's premium models. This 1,996cc inline-four featured an aluminum block with cast iron liners and a five-bearing crankshaft. The cylinder head used dual overhead camshafts with 16 valves and variable valve timing on both intake and exhaust cams. The turbocharger was a Honeywell MGT22 unit with twin-scroll technology and electronic wastegate, producing up to 18 psi of boost. The fuel system employed direct injection operating at 2,175 psi, while ignition used individual coil-on-plug units. With 9.6:1 compression, it produced 218 hp at 5,500 RPM and 250 lb-ft at 2,000-3,800 RPM. Later versions saw power increase to 227 hp. This engine represented a significant step forward in technology and refinement for Great Wall, competing with contemporary global offerings in the competitive compact SUV segment.

The modern common-rail diesel that powered Great Wall's global ambitions. This 1,996cc inline-four featured a compacted graphite iron block with five main bearings and a forged steel crankshaft. The cylinder head used dual overhead camshafts with 16 valves and variable geometry intake manifold. The turbocharger was a variable geometry unit with electronic actuation. The fuel system employed Bosch common-rail injection operating at 26,000 psi, while ignition used advanced glow plug control with multi-pulse heating. With 16.2:1 compression, it produced 150 hp at 4,000 RPM and 236 lb-ft at 1,800-2,800 RPM. High-output versions produced 190 hp and 280 lb-ft. The engine featured a diesel particulate filter and exhaust gas recirculation system to meet Euro V emissions standards. This engine demonstrated Great Wall's capability to develop competitive modern diesel technology.

The second-generation turbo engine featuring CVVL technology. This 1,496cc inline-four featured an aluminum block with plasma-sprayed cylinder bores and a five-bearing crankshaft. The cylinder head used dual overhead camshafts with 16 valves and continuous variable valve lift (CVVL) on the intake side—a first for a Chinese manufacturer. The turbocharger was a Honeywell MGT turbo with electronic wastegate and intercooler, producing up to 20 psi of boost. The fuel system employed direct injection operating at 5,075 psi, while ignition used individual coil-on-plug units. With 10.5:1 compression, it produced 184 hp at 5,500-6,000 RPM and 201 lb-ft at 1,400-3,600 RPM. The CVVL system eliminated the throttle valve in most conditions, reducing pumping losses. This engine achieved thermal efficiency of 38.3%—competitive with global leaders—and represented Great Wall's most advanced mass-production gasoline engine to date.

The high-efficiency turbo engine featuring Miller cycle operation. This 1,996cc inline-four featured an aluminum block with spray-on cylinder liners and a five-bearing crankshaft. The cylinder head used dual overhead camshafts with 16 valves and variable valve timing on both camshafts. The turbocharger was a low-inertia unit with electronic wastegate, while the intake system employed a Miller cycle with 12.5:1 compression ratio and cooled exhaust gas recirculation. The fuel system used direct injection operating at 5,075 psi, while ignition used high-energy coil-on-plug units. The engine produced 211 hp at 6,000-6,300 RPM and 232 lb-ft at 1,500-4,000 RPM. Thermal efficiency reached 38.2%, among the highest for production turbocharged engines. This engine demonstrated Great Wall's focus on efficiency rather than outright power, optimized for China's increasingly stringent fuel consumption regulations.

The flagship twin-turbo V6 developed for Great Wall's premium off-road vehicles. This 2,997cc 60° V6 featured an aluminum block with spray-on cylinder liners and a six-bearing crankshaft. The cylinder heads used dual overhead camshafts with 24 valves and variable valve timing on both intake and exhaust cams. The turbochargers were twin Honeywell low-inertia units with electronic wastegates, producing up to 22 psi of boost. The fuel system employed direct injection operating at 5,075 psi with supplemental port injection, while ignition used individual coil-on-plug units. With 11.5:1 compression, it produced 354 hp at 6,000 RPM and 369 lb-ft at 1,500-4,500 RPM. The engine featured a 48V mild-hybrid system with belt-starter generator. This engine represented the pinnacle of Great Wall's internal combustion engine development, designed to compete with premium global offerings in the luxury SUV segment.

The dedicated hybrid transmission system representing Great Wall's electrification strategy. The system pairs the GW4B15 1.5L turbo (184 hp) or GW4N20 2.0L turbo (211 hp) with a two-speed dedicated hybrid transmission. The transmission incorporates two electric motors—one primarily for generation (115 hp) and one primarily for drive (177 hp)—with system outputs reaching 245 hp (1.5L) or 326 hp (2.0L). The power electronics employ silicon IGBT technology with 97% efficiency, while the battery is a 1.8 kWh lithium-ion pack using NMC chemistry. The system can operate in series, parallel, or electric-only modes, with the two-speed transmission optimizing efficiency across different driving conditions. The complete powertrain achieves fuel consumption as low as 5.2L/100km in midsize SUVs while delivering responsive electric-assisted acceleration.

An in-house developed 7-speed wet dual-clutch transmission prominently featured in GWM's Haval and Wey brand SUVs, such as the Haval H6 and Wey Coffee models. Engineered to handle torque outputs up to 450 Nm, this transmission uses wet multi-plate clutches bathed in oil for superior heat dissipation and durability, making it suitable for stop-and-go traffic and low-speed off-road scenarios. The gearbox employs a compact, modular design with an integrated electric oil pump, enabling support for auto start-stop functionality and energy recuperation in hybrid applications. Shift control logic is finely tuned for a balance of responsiveness and smoothness, with adaptive learning that adjusts to driver behavior. Its wide gear ratio spread ensures both strong low-end acceleration and relaxed, fuel-efficient highway cruising.

A modern 9-speed automatic transmission developed through technical cooperation, used in higher-end GWM models to prioritize refined power delivery and fuel economy. This transverse gearbox achieves an exceptionally wide ratio spread of over 9.0:1, allowing for a very low first gear for confident launching and hill climbing, and a tall overdrive ninth gear that significantly reduces engine RPM at highway speeds. It utilizes a system of four planetary gearsets and six shift elements controlled by precise linear solenoids. The torque converter incorporates an aggressive lock-up strategy, engaging early and often to minimize slippage and improve efficiency. The transmission's control unit is integrated with the vehicle's driving mode select system, altering shift character dramatically between Eco, Normal, and Sport settings to suit the driver's intent.

A cost-effective and efficient 6-speed dry dual-clutch transmission sourced from GETRAG (now part of Magna) and used in various GWM compact cars and crossovers. This transmission is characterized by its use of dry clutches, which reduces complexity, weight, and internal drag for maximum fuel efficiency. It is designed for lower torque applications, typically up to 250 Nm. The shift mechanism uses electromechanical actuators for gear selection and clutch engagement. While it offers quick shifts under normal acceleration, its programming is carefully calibrated to provide smooth, creep functionality in low-speed traffic to mimic a traditional automatic. Its lightweight aluminum housing and compact design make it ideal for front-wheel-drive platforms where packaging and efficiency are key priorities.

A robust and widely-used 6-speed manual transmission found in GWM's workhorse vehicles like the Wingle pickup truck and earlier Haval SUV models. This transmission is built for durability and ease of maintenance, with a cast-iron casing that can withstand harsh use and high load cycles. It features single- and double-cone synchronizers on forward gears for smooth and precise shift feel, even with a truck's longer shift lever. The gear ratios are strategically chosen, with a low first gear for load-lugging and steep hill starts, closely spaced second and third gears for urban driving, and an overdrive sixth gear for reduced engine noise and improved fuel economy on the highway. It is designed to be coupled with both petrol and diesel engines and is known for its straightforward, reliable mechanical operation.

A dedicated hybrid transmission developed for GWM's Lemon platform, representing the core of their DHT (Dedicated Hybrid Transmission) technology. This highly integrated system places an electric motor directly within the transmission casing between the engine and the gearbox component (often a two-speed reduction gearset). This P2 architecture allows for multiple driving modes, including pure electric drive, series hybrid (engine charging the battery), engine direct drive, and parallel hybrid (both engine and motor powering the wheels). The integration eliminates the need for a conventional torque converter, reducing weight and mechanical losses. The system provides seamless electric-assisted acceleration, regenerative braking, and exceptionally smooth engine start-stop, contributing significantly to the low fuel consumption figures of models like the Haval H6 HEV and PHEV.

Founded in 1984 by Wei Jianjun and headquartered in Baoding, Hebei, Great Wall Motor began with pickup trucks before finding extraordinary success in the SUV market. The 2013 launch of the Haval brand as a dedicated SUV subsidiary proved transformational, making GWM China's SUV market leader with the H6 becoming the country's best-selling SUV for multiple consecutive years. The company expanded its multi-brand strategy with the premium WEY brand in 2016, the Tank off-road brand in 2021, and the Ora electric vehicle brand, each targeting distinct market segments. GWM's vertical integration strategy spans in-house engine production, transmission development, and platform technology advancement epitomized by the LEMON modular architecture. Global expansion is now accelerating with Australia market entry, Thailand production facilities, European market penetration, and Russian operations—making GWM a Chinese automotive success story that extends far beyond domestic borders. Through continuous quality improvements and significant technology investment, GWM has evolved from a modest pickup truck manufacturer into a sophisticated multi-brand conglomerate capable of competing globally across segments from affordable electric cars to premium SUVs and hardcore off-roaders.