The Tank 300 Adventure became one of the first cars of the brand in Russia - a purchase for 3.7 million rubles turned into a full-fledged two-year test drive of 110 thousand kilometers for the owner.
From the first trips, the owner began to adapt the SUV to his tasks: he installed organizers, replaced the useless factory wheel arch liners with denser ones, raised the driver's seat with spacers, and later installed an STC expedition rack and a well-thought-out additional lighting system. The simplest magnetic chandelier was replaced by a full-fledged architecture: side light, combined rear lights with stops and control via a wireless remote control - convenient both in the city and on hikes. Given the modest trunk of 410 liters, such improvements really turn into mandatory equipment here.
Upon entering real routes, the Tank quickly proved that in terms of cross-country ability, its capabilities are much wider than the factory descriptions. On the ascent to Tourist Peak in Tsey, it went in rear-wheel drive mode for almost the entire route, and only at the top did the owner connect 4H. Yes, the consumption of almost thirty was noticeable, but for the sake of views at dawn, these figures fade into the background.
At club orienteering competitions in the forests of the Leningrad region, the "three hundredth" felt like a heavy, clumsy car, but the strength and quality of the body played their part - the standard sills withstood impacts and returned to their shape. It was after those races that the owner finally decided to install RIF power steps.
Technical stories and maintenance became a separate chapter. An analysis of Seid 0W-30 dealer oil showed almost zero resource reserve: by 2500 km it began to break down, by 5000 km it actually stopped working. After switching to Katana Makuri 5W-30, the situation changed dramatically - even after 15 thousand, the viscosity is stable, the wear is minimal. Similarly with gearboxes: the factory oil was completely used up by 40 thousand, and the regulations here turned out to be not a formality, but a necessity. The most unexpected discovery was the driveshaft: when removed, it turned out that there was no grease there at all. After treatment with thick molybdenum Castrol, the car stopped twitching and began to work noticeably quieter.
The suspension has undergone two major evolutions over 110 thousand kilometers. First there were Mamba M65 with Foam Cell technology and "+100" springs. They honestly worked out the Caucasian and Murmansk trips, but on the rocky winter road from Kirovsk to Umba, the owner first realized the difference between power struts and a suspension with remote reservoirs. Cars with hydraulics really drove faster and softer. As a result, the choice fell on Outback Armour 3.0. 16-inch forged VSMPO wheels and 35\" mud tires were perfect for it - after 20 mm spacers in the front and rear, everything fit correctly. Handling improved, rolls became predictable, and off-road comfort increased noticeably.
At the same time, nuances emerged that are rarely mentioned on forums. Hubs: the left one had to be replaced ahead of schedule - a cheap analogue caused ABS errors, and only the original one for 15 thousand solved the problem. The right hub was replaced later, at 86 thousand. The owner updated the oil in the ZF gearbox in advance - at 70 thousand, using the original pan and 20 liters of branded fluid. After washing the engine compartment, the tension roller began to make noise - by a hundred thousand it and the belt were replaced. Separately, it was necessary to solve the issue of CV joint protection: the standard dust covers sometimes "shoot out", so a metal shield with a powder coating became a useful prevention. Later, the owner installed 4.56 pairs and a front differential lock - the car began to drive noticeably easier, especially with a trailer.
An unexpected problem was water in the cabin: it got in through oval technological holes in the body, covered with transparent film. In one place, the water had already left traces - the owner removed the film, put plugs on sealant, and covered everything with sound insulation on top. At the same time, he treated the connectors with protective grease - given the location of the wiring, this is vital. Paint under the fenders is another story: peeling is observed on several club cars, specifically in the lower part of the wings. The representative office throws up their hands, dealers see "scratches", and independent masters confirm - the coating thickness there is really lower than on the doors.
Myths about the Tank 300 have not been confirmed. The owner did not notice any "drafts on the knees", the sunroof is dry even after heavy rains. 285/70 R17 wheels can touch the stabilizer only with an unsuccessful departure and certain tires. There were no overheating issues with the trailer - even in the heat on the serpentines of Adygea. And most importantly - after all the trips, winter roads, logs, competitions and service adventures, the owner is still happy with the car and continues to improve it.
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