Those following GM coverage by GM Authority may have seen these funny-looking vans made by GM’s Chinese joint venture partner Wuling. Well, one model is now being sold under the Chevrolet brand as the N300 in select markets around the world, including most markets across South America and parts of Africa (such as Egypt).

Chevrolet N300 Cargo for Colombian market
In Colombia, for example, the Wuling Hongtu (pictured) is sold as the Chevrolet N300 Cargo and N330 Pasajeros (for passengers) — a compact, inexpensive van with two sliding side doors. The passenger version starts at 47,600,000 Colombian pesos, or roughly $16,400 USD based on current exchange rates, while the cargo variant is slighlty more expensive at 54,000,000 pesos, approximately $18,500.
The same vehicle is available as the N300 Max in Chile and N300 Cargo in Ecuador. Egypt gets a variant called the Chevrolet Move. For its part, Wuling sells these by the boatload in the Chinese domestic market.

Chevrolet N300 Cargo Passenger Version
From what we understand, the vans are made in China by Shanghai GM Wuling (SGMW) and exported to the markets in which they’re sold. Since the vehicles were developed by Wuling, they have no official Chevrolet or GM “DNA” in their design, engineering, powertrain, or technologies.

Chevrolet N300 Max (Chile)
The move appears to be a way to grow Chevrolet sales volume and market share in the region, as the vehicles enable it to compete in a new segment not covered by the “traditional” Chevrolet lineup. The strategy appears to be working, as the van holds roughly half of the market share in Colombia. However, we find it a shame that GM is using Wuling vans rather than develop is own direct competitor to the likes of the Ford Transit Connect, which is enjoying market success globally.
Comments
It is a shame. Just like here in America. Get your Chevrolet badged Nissan van at your local Chevy dealer. Bowtie in badge only… No Chevrolet DNA beyond the badge. I really do hope that Chevy has their own genuine line of vans in the works. Not just small Astro types like this but even the Express replacements.
It seems to me the new GM is all about making money not products. If selling someone else products rebadged as a GM product padd’s the bottom line that seems the way they are going. I would love to see the old GM again( not the one that drove them into Bankruptcy) build products designed and built by GM to cover every corner of the market.
This kind of product destroyed the image of Chevrolet in Algeria (North Africa). Hopefully the new local distributor will no longer sell low cost cars.
This raises the important question of exactly what qualifies a vehicle to become a Chevrolet? Is a car a Chevrolet simple because it has a Chevrolet badge screwed to its body work?
For some years now its been a common practice for young Australians and even some older ones, to replace the ‘Holden’ badge on their Holden with the much respected Chevrolet badge. Does this act turn these Holden’s into Chevrolets?
Certainly, you don’t have to look far into almost any Australian designed Holden to find Chevrolet DNA.
As I have mentioned before GM the world over must reduce its brands to just Cadillac and Chevrolet. Perhaps badging another product a Chevrolet is one step towards achieving this.
I wonder what Louis Chevrolet or his brother would make of the above, if they were alive today?
Ford Transit…
Methinks a Ford Transit (with or without Connect) to German specs, would be quite different from one with US specs and again different from one with Colombian specs.
No, they’re actually really similar — with the major differences being:
1. Trim levels and the equipment contained in each trim level (developing countries get lower-end, lightly-equipped trims to drive down cost, developed countries get more content )
2. Powertrain: some markets get gasoline engines, others get diesels, others yet get both and manual/automatic transmissions, depending on need.
3. Wheelbase configurations, with some markets getting many variants and others getting one or two.
In general, a global vehicle (in this case, a Transit or Transit Connect) is the same across the globe save for those differences. By comparison, the N300 discussed here is a different vehicles in its entirety.
I had in mind those differences which you describe.
Oh, I just realized that I got carried away — you mentioning of N300 led me to the NV300 of Nissan, with a V in it… that is just a badge engineered Renault Trafic or Opel/Vauxhall Vivaro or 2017 FIAT Talento.
These LCV are more and more just construction sets to build — each in one of three size classes — LCVs with different wheel bases, vehicle heights, power trains and trim levels.
Commercially it would be sensible for both GM and PSA to engage in a world wide collaboration in those LCV construction sets. PSA has a lot of experience in this; France is the largest national market for LCVs in Europe, neither Germany nor Britain.
I will watch what PSA will do with the medium and larger LCVs which Opel/Vauxhall builds together with Renault. In the larger class, Renault Master/Opel Movano, PSA cooperates with FCA in SEVEL Sud, which produces a larger LCV as FIAT Ducato, Peugeot Boxer and Citroën Jumper. A “federalized” version of this is marketed in North America as RAM ProMaster.
So my “quite different” and Alex Luft’s “very similar” boil down to the glass being half full or half empty.
peugeot has a large verity of commercial vehicle you have the larger boxer the medium expert the compact partner and subcompact partner nemo. the same for renault and fiat.
Something not completely different:
Do you have any idea about the life span of GM-Opels contract with Renault over the production of Opel/Vauxhall Vivaro and Opel/Vauxhall Movano?
Hey Alex, thank you for this very helpful article and those important information.
I’m from Egypt and I’m about to lunch a new business for cars spare parts.
I wish you can help me where I can find the original part numbers or the OEM
List or catalog.
Because Chevrolet’s agent here won’t give us those information.
Thank you again