The Trumpchi GS4 PHEV was GAC Trumpchi's maiden plug-in hybrid compact SUV and stood among the earliest entries by a Chinese brand into the PHEV arena. The first-generation model was launched simultaneously across four major cities (Guangzhou, Shenzhen, Shanghai, and Hangzhou) on 16 June 2017, offered in two variants: Zhixiang Edition and Zunxiang Edition. Official recommended retail prices were RM209,800 and RM219,800, brought down to RM173,800 and RM183,800 respectively after factoring in combined national (RM24,000) and regional (RM12,000) subsidies. Built on the GPMA platform, the second-generation model debuted on 18 April 2020, priced between RM163,800 and RM193,800 post-subsidy. As of 2026, the entire line-up has been discontinued and is now found primarily on the used car market.
Styling-wise, the GS4 PHEV stays largely faithful to its pure-petrol sibling, setting its electrified identity apart only with subtle visual cues. The first-generation car featured the brand's signature "Flying Dynamics" front grille with a dark blue backdrop, blue-tinted brand emblems, and "PHEV" badging on the tailgate and flanks. The second-generation iteration adopted the updated design language of its petrol counterpart, showcasing a "Flying Dynamics 3.0" front grille accented with blue trim, swept-back headlamp clusters for a sharper stance, and a full-width chrome garnish linking the rear tail lamps to emphasise visual width.
Inside, the first-generation cabin largely mirrored the petrol version, with the primary distinction being a rotary electronic shift knob (featuring an integrated gear-position LCD) in place of the mechanical gear lever, while the traditional rev counter gave way to a power/energy meter. The second-generation model stepped things up with dual 12.3-inch connected screens, twin "X"-themed digital meters, a sleeker and more compact gear selector, and a dedicated "EV" drive mode switch positioned aft of the centre console shifter.
Dimensionally, the first-generation model measures 4,510 mm long, 1,852 mm wide, and 1,677 mm tall (1,708 mm with roof rails), riding on a 2,650 mm wheelbase; the second-generation model's dimensions match the second-gen petrol GS4 exactly at 4,545 mm long, 1,856 mm wide, and 1,700 mm tall, with a 2,680 mm wheelbase.
At the heart of the GS4 PHEV is GAC's in-house G-MC electromechanical coupling system. The first-generation version paired a 1.5-litre Atkinson-cycle naturally aspirated petrol engine (71 kW / 96 PS, 126.5 Nm) with a permanent magnet synchronous electric motor (130 kW / 177 PS, 300 Nm). Energy was stored in a 12 kWh ternary lithium-ion battery pack, delivering an NEDC-rated pure electric range of 58 km, an overall range in excess of 600 km, and an official MIIT combined fuel consumption figure of 1.8 L/100 km. The second-generation model upgraded to a 1.5-litre turbocharged engine producing 110 kW and 220 Nm of torque, while retaining identical electric motor outputs; its battery capacity grew to 13 kWh, bumping electric range to 61 km and lowering combined fuel consumption to 1.3 L/100 km.
Three drive modes are available on the GS4 PHEV: Pure EV mode runs solely on electric power; Range Extender mode kicks in automatically when the battery is depleted, running the engine strictly as a generator to power the motor; and Hybrid mode engages during low-battery cruising at medium-to-high speeds, having the engine and electric motor work in tandem for optimum fuel efficiency. The second-generation model further refined this energy management logic by offering three selectable modes—EV (pure electric priority), CHARGE (forced charging), and SAVE (battery hold)—favouring electric drive under low-to-medium speed conditions and operating similarly to Honda's renowned i-MMD hybrid system.
Underneath, the GS4 PHEV rides on front MacPherson struts and a rear multi-link independent suspension setup. All variants are front-wheel drive (FWD), with no all-wheel-drive option available—a mainstream configuration for plug-in hybrid SUVs in this class. Its braking hardware is complemented by Bosch's full suite of active safety systems, including ABS, EBD, Electronic Stability Programme (ESP), Hill-Start Assist, Hill Descent Control, and Emergency Parking Brake Assist.
Out on the road, the GS4 PHEV delivers impressive low-speed refinement, isolating noise and vibration remarkably well at idle and under 60 km/h; however, NVH levels deteriorate at higher cruising speeds around 100 km/h, where tyre roar becomes noticeable. The Electric Power Steering (EPS) system feels light in hand with decent precision. While the chassis and suspension are tuned predominantly for comfort, road feedback can feel somewhat harsh over potholes and broken surfaces, reflecting average bump absorption.
In the cabin, the first-gen GS4 PHEV packed an 8-inch touchscreen infotainment unit with dual-mode BeiDou/GPS navigation. Higher trims added a 10.1-inch full-digital instrument display and GAC's T-BOX telematics system, enabling remote vehicle status checks via a smartphone app. The rotary gear selector and Auto Brake Hold function served as the interior's main tech highlights. The second-generation model received a major digital overhaul, gaining dual 12.3-inch integrated widescreen displays powered by the ADiGO intelligent connected ecosystem.
Comfort-wise, the seats are generously proportioned, supportive, and well-bolstered. Practicality is aided by a capacious front centre armrest console and well-placed cubbies throughout. Despite accommodating the on-board charging hardware, the boot retains a respectable 436 litres of cargo volume—just 14 litres down on the standard petrol model—highlighting clever packaging.
On the safety front, the GS4 PHEV uses GAC's high-strength body architecture, incorporating 1,800 MPa ultra-high-tensile hot-stamped steel in critical zones to fortify the passenger cell. Active safety gear encompasses Bosch's comprehensive electronics suite, comprising ABS, EBD, ESP, Hill-Start Assist, Hill Descent Control, Traction Control, Auto Brake Hold, Tyre Pressure Monitoring System (TPMS), and the T-BOX remote security monitoring system. The second-gen car built further upon this foundation.
When it comes to advanced driver-assistance systems (ADAS), the GS4 PHEV lacked Level 2 semi-autonomous capabilities, settling for standard cruise control and fundamental driving aids. While competitive among Chinese PHEV SUVs between 2017 and 2020, this spec level eventually lagged behind newer rivals.
Commercial uptake of the GS4 PHEV fell largely short of expectations, with the first-generation car shifting just 28 units in its debut month (per CPCA figures). Even with green-car licence plate perks in congestion-controlled metropolises like Guangzhou, Shenzhen, and Shanghai, the model never gained meaningful sales volume due to factory capacity limits, lacklustre product competitiveness, and GAC's strategic move to spin off its electrified portfolio under the dedicated GAC AION marque. With customer interest waning following the second-gen car's 2020 debut, the model quietly faded from showrooms after 2022.
Owner reception was noticeably polarised. Positive remarks focused on its quiet, linear low-speed EV drive, responsive throttle response, and overall fuel efficiency. As one owner put it, "At low speeds in EV mode, it feels genuinely like an electric vehicle—whisper-quiet, smooth, and quick to pick up speed"; when running on petrol in a depleted battery state, highway and expressway fuel economy hovered at around 5.0 L/100 km. Cabin room was another highlight; placing the battery pack beneath the rear bench left a completely flat rear floor, allowing three adult passengers to sit abreast comfortably without eating into legroom.
However, reliability snags dealt a heavy blow to the car's reputation. Data from consumer portals like 12365auto showed an influx of complaints concerning recurring air-conditioning compressor breakdowns. One owner reported five compressor failures across seven years, remaining unresolved even after four trips to the service centre, leading owners to call it a built-in manufacturing defect. Another customer complained that the A/C compressor burnt out after three years and ten months of ordinary use on a 2018 unit, only to learn online that it was an infamous chronic fault on the model. Other reported grievances included drive battery malfunctions, widespread paint peeling and body rust, and false airbag warnings on the instrument cluster.
In summary, the GS4 PHEV showcased solid engineering fundamentals in powertrain efficiency and fuel economy, with its proprietary G-MC system offering one of the more mature hybrid management setups among Chinese carmakers at the time, complemented by tech and range upgrades in the second generation. Nonetheless, hampered by weak brand equity in the electrified segment, questionable build quality consistency, and relentless market rivalry, the PHEV variant never managed to replicate the runaway commercial success enjoyed by its pure-petrol namesake.
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