Audi A8 vs Chery C5

What's the difference?

The Audi A8 swims in a luxury car shark tank where those paying the big dollars expect top-shelf everything. It delivers a serene driving experience whether you’re in the front or the back, in a superbly engineered and executed luxury sedan package. Not perfect, but very, very impressive.

Can a new name, fresh face and suspension update save Chery’s sleek SUV coupe from the ignominy of being one of the least pleasant options in its ultra-competitive class?

Sadly, not enough has been done for us to recommend the new C5.

As an affordable, stylish, roomy and zoomy SUV, the Chery definitely provides showroom appeal, especially given the decent warranty.

But, with lots of little niggles still present to distract and frustrate, the C5 is far from A1. Plus, with prices now creeping up, it doesn’t even have the cheap pricing of the old Omoda 5 to get it over the line.

Heading into 2026, Chery still needs to do better than this.

The A8 is close to 5.2 metres long, yet instantly recognisable as an Audi thanks mainly to its evenly weighted proportions, gently curved roofline and overall high-waisted design. Worth noting its drag coefficient (Cd) is an impressively slippery 0.25.

The characteristic look is accentuated by the brand’s signature, six-sided grille, in this instance highlighted by a matrix of high-relief chrome accents. And typically angular LED Matrix headlights sit either side.

Check out our video review for the carefully orchestrated animation they run through when the car is unlocked.

The car looks equally svelte and contemporary from the rear, with just the right amount of chrome lifting the tone and multi-spoke 20-inch rims filling the wheel arches nicely.

As you’d expect, the top-shelf look and feel continues inside with the seats trimmed in aniline leather, perforated on the front and outer rear positions, with genuine hide also covering the centre console, door rails and armrests, steering wheel and upper dashboard.

Fine grain ash wood inserts sit alongside brushed metal elements and a meticulous attention to detail is obvious… everywhere.

For example, the interior door handle design has been thoroughly thought through, requiring a simple underhand tap to open the door, rather than the more conventional, and ergonomically convoluted, ‘over the top’ movement.

Three sleek screens dial up the tech - a 10.1-inch multimedia interface at the top of the centre stack, an 8.6-inch display below it for heating and ventilation, and a 12.3-inch version of Audi’s ‘Virtual Cockpit’ in the instrument binnacle.

And the spacious rear is the epitome of cool, calm Teutonic form and function. You feel relaxed the moment you get in, and isn’t that the primary aim of a car like this?

The new and narrower nose treatment is better, banishing the Omoda 5’s insectoid face straight into the bin. As an example of coupe-SUV design, the unaltered silhouette remains contemporary and is a defining signature for the series.

But, as before, the C5’s styling is hobbled by its narrow-gutted track width and highish (at 184mm) ground clearance, that give it a muffin-top and tippy-toed appearance respectively from most angles. Flashbacks to a Holden VN Commodore. Stance be damned.

Let’s look at the newcomer’s dimensions, compared to the Tiggo 4 for perspective: length is 4351mm (plus 44mm), width is 1831mm (+6mm), height is 1662mm (+2mm) and wheelbase is identical at 2610mm.

Still, there’s a positively Pollyanna-esque perspective to be gained here as well, since the C5’s extra size translates to a biggish small SUV inside a cabin that seems stylishly minimalistic. Or fairly basic. It all depends on your point of view.

Let’s take a closer look.

Space is luxury, be it a large house, a first class seat or a spacious car, and at nearly 5.2 metres long with a close to 3.0m wheelbase the Audi A8 measures up. 

Even before you get in, the doors have an amazing sense of solidity and quality. It’s like opening and closing a bank vault… if that huge circular door had a power-assisted soft-close function. 

There’s copious amounts of space for the driver and front passenger with lots of storage including a lidded box between the front seats, complete with a two-piece longitudinally split top design, so you can sneak your half’s open without displacing your neighbour’s elbow.

The door bins are decent but there isn’t a specific cut-out for bottles, so it’s more a case of laying them down than standing them up. There’s also a handy covered cubby at the end of the door armrests.   

The glove box is a good size and there are two cupholders under a pop-up cover in the centre console.

Of course, the back is where space really counts, and there’s as much room as you’d find in, well… a limo.

Sitting behind the driver’s seat, set for my 183cm position, I enjoyed copious amounts of head, shoulder and legroom. 

There are electric sunblinds for the rear and rear side windows, controlled by buttons in the door as well as the rear seat remote, a 5.7 inch OLED display housed in the beautifully trimmed fold-down centre armrest (which also has a soft close function!). The remote also allows adjustment of the lighting and climate control. Classy.

There’s a shallow storage box and twin cupholders in the armrest, medium size door bins and hard shell pockets on the front seat backs. The rear armrests also feature a small lidded cubby. 

In terms of connectivity and power options there’s wireless Android Auto and Apple CarPlay, a USB-A and USB-C in the front, and an identical pair in the rear, as well as a 12-volt socket in the front and two in the back.

Boot volume is a useful 505 litres (VDA) and the lid is electric, with gesture control. It’s able to easily swallow our three-piece luggage set or the bulky CarsGuide pram. And while the rear seats don’t fold there’s a ski port door to accommodate long items. Just make sure you use the tie-down anchors in the boot to ensure they’re properly secured. There’s a handy netted section behind the left wheel well and a cargo net is included.

Maximum towing capacity, for a braked trailer, is 2.3 tonnes (750kg unbraked) and in more good news, the spare is a space-saver rather than the increasingly prevalent inflator/repair kit.

Three things struck me the moment I stepped inside the C5.

Firstly, though the silhouette suggests a low-slung car, the tall stance means getting in and out isn’t a drama at all, with the seats being up high enough for this to deserve its SUV/crossover status.

Secondly, the Chery emits a somewhat repellent plastic off-gas odour, a bit like a cheap toy. The smell never goes away. Perhaps it was just our test car? Unlikely though, as it reminds me of pre-2000s Kias and Hyundais.

And in stark contrast, thirdly, there’s an arresting elegance to the dashboard’s minimalist layout and presentation. Nothing’s changed visually and nothing needed to.

Let’s concentrate on the many positive points first.

There’s plenty of space around you for a comparatively small and narrow SUV, including ample legroom and head room for your 178cm tester front and back. It doesn't feel cramped at all.

Finding the ideal driving position is easy, with most of the (available) switches and controls where you’d need them to be without having to stretch to reach. Helping things out here is an adjustable steering wheel for rake as well as reach. Unlike in an MG ZS.

The dash layout looks great, given that this car is of a 2022 vintage, with the large, twin 10.25-inch integrated displays for both the electronic instrumentation and the multimedia system seamlessly presented. Both are fairly clear and easy to work out and operate. And, despite being an older-generation vehicle (it’s now well into year four of production), the instruments still look fresh.

And though the C5 runs a software-based operating system for vehicle functions, climate, audio, multimedia and other settings, the few buttons provided are well integrated and mostly work logically.

Below the touchscreen is a row of haptic switches for the main heating and cooling elements, meaning just one touch is necessary and with no complicated and time-consuming sub-menus to navigate. That's good.

You do need to dive into sub-menus for some drive settings and modes, though, and that's disappointing, but at least the C5’s is not as complicated as some others we’ve experienced of late.

Other plus points include excellent ventilation and loads of storage, including a big old glovebox, a cavernous centre console bin, a vast lower area to hide things on, deep cupholders and a ‘wall’ to lean two phones or a tablet while still being visible for the driver to glance at, with one side providing wireless charging on the Ultimate grade.

Along with pleasant cloth seats that are surprisingly comfortable, all show a reassuring degree of thoughtfulness.

Additionally, the poor side and rear vision is at least aided by large side mirrors and a crisp reverse-camera views.

However, there are some serious downsides too, starting with the C5’s aforementioned phone/tablet wall. The rubber backing in our test car was misshapen and dog-eared, undermining the otherwise exemplary build quality.

Until you learn its weird ways, the gear shifter can be unfathomable. It looks like it would operate as per a regular T-bar, but pressing the side button to engage Drive or Reverse instead locks them out, meaning the uninitiated will inevitably find themselves panicking manoeuvring in traffic with impatient drivers wondering why a Chery is blocking the road during a cheeky three-point turn. Embarrassing and, yes, super frustrating.

In the Ultra at least, the lofty front passenger seat has no height adjustment. The digital radio did not work for the entire week we had the C5. Maybe it was just our car, but even in inner Melbourne, reception proved elusive.

And the touchscreen-based secondary climate settings that aren’t supported by physical buttons are a stretch away, including temperature adjustment, meaning these and other items are arranged for left-hand-drive access.

This means it is fiddly to operate, as concentration is not on the road ahead, resulting in the driver monitor sounding off, leading to more frustration. An unvirtuous circle of distraction ensues, highlighting the folly of software-based vehicle systems that have not been tailored to Australian road conditions. Fail.

But nothing is as aggravating as the Chery’s voice control system. Like we said earlier, when turned on, it mishears or misunderstands words to almost a comical degree… if it wasn’t so constantly intrusive. As with paranoid and/or trigger-happy ADAS warnings, you end up switching off such irritating tech. Which beggars the question: what is their point?

Moving to the back seat, things look up again, with sufficient space for most smaller families to settle into.

The bench is fine, offering adequate comfort for shorter journeys. Legroom is generous, helped out by room for boots to tuck underneath the front cushion. And most amenities are present for a base model car, including a folding armrest with two cupholders (again, unlike in an MG ZS), as well as one-touch electric windows, overhead grab handles, coat hooks, decent size door bins, a USB port and face level ventilation.

All those go towards making the C5 well-packaged, small family transport.

Further back, Chery has managed to liberate an extra 10 litres of cargo capacity compared to the old Omoda 5, so 360 litres is available – which is not bad for a small SUV. That rises to 1075L in two-seater mode.

It’s also a practical and easy boot to use, with a space saver spare wheel.

In its latest guise, Chery’s small SUV coupe range has been reduced to just two grades, Urban and Ultimate.

This one’s the Urban. At $29,990 drive-away at the time of publishing, it undercuts the Ultimate by $5000, but does cost $2000 more than the old base Omoda 5 FX. And the competition is becoming fiercer by the month.

Consider, for example, the redesigned and vastly-improved MG ZS, facelifted Jolion and all-new Suzuki Fronx, as well the less expensive if smaller rivals such as the Mahindra 3XO, Kia Stonic, Hyundai Venue, Mazda CX-3, Nissan Juke and Chery’s own Tiggo 4.

Frankly, the Omoda 5 needed to improve.

To that end, the C5 ditches the old torsion beam rear suspension for a multi-link independent set-up that promises better comfort and control. That’s a big step in the right direction.

And while long-term durability and reliability remain unknowns with such gearboxes, a switch from a continuously variable transmission (CVT) to a six-speed dual-clutch transmission (DCT) may be a nod to driving enthusiasts. Let’s see about that.

The entry-level Ultra includes a nicely integrated electronic display and central touchscreen at 10.25 inches apiece, wireless Apple CarPlay/Android Auto, DAB+ digital radio, rear air vents, powered folding mirrors, noise-cutting acoustic front door glass and 17-inch alloys.

There’s also “Hello, Chery” voice control, that can thankfully be silenced as our example’s inability to differentiate 'Chery' from 'Cher', 'chair' and 'care' fast became a pain in you-know-where, since it insisted on constantly butting in.

Seven airbags and a decent level of advanced driver assistance systems (ADAS) are also standard – more on those in the safety section below.

For the record, the $35K-drive-away Ultimate adds better audio, a powered tailgate, heated front seats, dual-zone climate control, a 360-degree monitor, sunroof with sunshade, wireless charger, imitation leather, bigger wheels and more.

However, they are also necessary sweeteners against sophisticated rivals like the Toyota Yaris Cross Hybrid, Mazda CX-30, Subaru Crosstrek, Hyundai Kona, Nissan Qashqai and Renault Duster.

More importantly for some, the closely related and virtually identically sized Chery Tiggo 4 costs several thousand dollars less, and mostly matches the C5’s spec at each corresponding grade, undermining the newcomer's value. A strange own-goal, Chery.

Oh well. For some buyers, this swoopy crossover is all about image. At least the facelift addresses the old Omoda 5’s odd appearance from some angles.

The Audi A8 50TDI is powered by a 3.0-litre turbo-diesel V6 engine sending 210kW (from 3500-4000rpm) and 600Nm (from 1750-3250rpm) to all four wheels via an eight-speed automatic transmission (with ‘Tiptronic’ sequential manual shift function) and Audi’s quattro constant all-wheel drive system using a self-locking centre differential.

It also features a 48-volt electrical set-up for mild hybrid functionality built around a belt connected starter/generator, AC to DC converter and a 48-volt lithium-ion battery. 

With energy recovery of up to 12kW from regenerative braking, it enables the A8 to regularly coast with the engine switched off and helps the extended stop-start system to operate smoothly. 

The C5 is powered by a 1.5-litre four-cylinder turbo petrol engine, delivering 108kW of power at 5500rpm and 210Nm of torque from 1750-4000rpm.

As part of the MY25 facelift, the Chery swaps out the old Omoda 5’s CVT for a six-speed dual-clutch transmission, complete with a handy manual mode. It drives the front wheels only.

Tipping the scales at 1462kg (kerb), the C5 Ultra offers a power-to-weight ratio of 73.9kW/tonne – which is slightly less than, say, a Haval Jolion, but quite a bit behind a Mazda CX-3.

With a slight helping hand from a strong northerly wind, we managed to record a 0-100km/h sprint time of 9.9 seconds. This figure suggests the Chery feels faster than it is.

Audi’s official fuel economy number for the combined (ADR 81/02 - urban, extra-urban) cycle is 6.6L/100km, the 3.0-litre turbo-diesel V6 emitting 175g/km of CO2 in the process.

Over a week of city, suburban, and some freeway running we averaged 11.1L/100km, which is acceptable for a 2.1-tonne luxury sedan.

Also worth noting the standard stop-start system works beautifully thanks to the 48-volt starter/generator.

You’ll need 82 litres of diesel to fill the tank and using the official number, that translates to a range of just over 1240km, which drops to around 740km using our real-world figure.

The C5’s combined average fuel consumption figure is 6.9L/100km, for a carbon dioxide emissions rating of 160 grams/km. And that’s on regular 91 RON standard unleaded. Topping the 51-litre petrol tank should result in nearly 740km of range between refills.

During our week with the Chery, we managed 9.0L/100km, which is very disappointing, though that did include highway and performance driving.

Despite extensive use of aluminium in the ‘ASF’ platform and body panels, the A8 tips the scales at a sturdy 2095kg, yet Audi says the A8 will accelerate from 0-100km/h in just 5.9 seconds. And with 600Nm of peak torque available across a flat plateau from 1750-3250rpm this big four-door gets up and goes hard when asked to. 

At more sedate speeds you’re occasionally reminded there’s a diesel engine under the bonnet, with that characteristic engine and exhaust noise only making their presence felt under pressure. 

In fact, under normal circumstances, noise, be it the engine, tyres or wind is minimal, thanks to a combination of the car’s aero-efficient shape, thick acoustic glass and other sound-deadening measures throughout the car.

The eight-speed auto transmission is suitably smooth, with the central shifter or wheel-mounted paddles able to make snappy sequential ‘manual’ shifts.

There are four drive modes in the ‘Drive Select’ system - ‘Comfort’, ‘Auto’, ‘Dynamic’ and ‘Individual’ - enabling tweaks to the steering, transmission, throttle and suspension. Comfort felt most appropriate most of the time, although dialling up the throttle and transmission to more aggressive modes in Individual adds an enjoyable edge.

The suspension is five-link front and rear with an adaptive air system smoothing even high-frequency bumps and ruts amazingly well.

Push into a corner and the A8 feels nicely balanced, its wide track, sophisticated suspension, plus the quattro AWD system seamlessly distributing drive between the front and rear axles, keeping the big body under control. In fact, you feel the ‘big car shrinking around you’ syndrome from the get-go.

The steering is precise without being overly sharp and road feel is good. Again, with that 2.1-tonne kerb weight in mind, braking is appropriately powerful with big ventilated discs front (350mm) and rear (330mm).

It pays to remember the turning circle is 12.5m, and it’s worth picking your spot for a U- or three-point turn.

Although there’s a lot going on for the driver in terms of screens, buttons and switches it all makes sense ergonomically. The head-up display is helpful and there’s a common sense mix of digital and physical controls, the latter including an audio volume knob. Yes.

Chery has made some pretty fundamental changes underneath, so we had higher hopes of the C5 compared to the preceding Omoda 5. However, expectations ought to be tempered here.

Let’s begin with the Chinese SUV’s performance.

After a moment’s hesitation, the C5 feels punchy from the get-go, with a decent amount of muscle as the revs rise. Throttle response is brisk, even at higher speeds. And the brakes do a great job. This is quite the rapid little runabout.

Some of that initial lag is down to the dual-clutch transmission, since it needs time for the turbo to spool up. Once sorted, it shifts swiftly and smoothly, and without delay. Only the aforementioned gear selector complication will catch out new drivers, as the operation is needlessly complicated.

But the engine is never really quiet, and can even feel coarse when extended under hard acceleration, betraying this Chery’s station as a cheap SUV. And the stop/start tech is especially jerky.

The steering, meanwhile, is a mix of disgruntle and delight.

When driving on the motorway, it can feel lumpy, with the driver-assist system tugging away endlessly at the wheel. The sudden jolts make it feel like a pinball as the vehicle feels like it is ricocheting off the white lines. Such constant correction is both tiring and irritating, leading to fatigue and, if your fuse is really short, aggravation.

For steering smoothness or linearity, you need to dive into a sub menu and opt out of several ADAS modes. Or otherwise pull over and wonder why Chinese car companies especially seem to have such disdain for Australian drivers. If this sounds like a nightmare, the C5 is not for you.

Furthermore, there’s no point choosing a steering setting. Comfort is light enough for easy driving and weighty enough for the driver to feel in control, but feedback and feel are absent. And selecting Sport just adds needless heft and makes it all feel way too heavy.

Now, that said, the C5 offers some dynamic compensation, and likely courtesy of its multi-link suspension upgrade.

At higher speeds, the steering, for instance, is pleasingly direct and precise, meaning it turns exactly where you choose it to. The handling feels controlled and the tyres grip well, for some unintentional scrappy fun through really tight corners, to a certain extent anyway. It’s a side to the Chery the Omoda 5 never seemed capable of delivering.

But, inevitably, this comes at a price, and that is a busy and at times agitated ride, with the suspension failing to soak up bumps and irregularities on anything other than smooth roads, despite its new-found independence, adding to further fatigue. For the record, our test car rode on 215/60R17 Giti tyres.

Would higher-quality rubber help fix this? If you’re buying a sub-$30K Chery SUV, would you even care? Basically, unless you enjoy the occasional hoon, the C5 lacks dynamic sophistication as well as sufficient Australian road tuning. Much like its predecessor. Such a letdown.

Considering that it is merely a facelift with a new badge, the Chery C5 conveniently adopts the preceding Omoda 5’s five-star ANCAP crash-test rating.

Note that was conducted in 2022 using earlier performance parameters compared to today.

Anyway, there is little doubt that Chery has done its homework here, with a host of advanced driver-assist systems (ADAS) being fitted.

These include autonomous emergency braking (AEB), forward collision warning, emergency lane keeping, lane departure warning and prevention, blind spot detection, lane change assist, rear cross-traffic alert and braking, adaptive cruise control with traffic jam assist, traffic sign recognition, speed control assist, a driver monitor and auto high beams.

This cannot be understated: most of this ADAS tech requires Australian road tuning, because they interfere and distract to the point of being a nuisance.

Note that the AEB (encompassing pedestrian, cyclist and back-over braking) operates from 4km/h to 65km/h, whilst the car-to-car braking is between 4km/h and 150km/h. The lane-support systems work between 60km/h and 150km/h.

Seven airbags are present (including a front-centre and full head/curtain coverage but no rear side airbags), as are anti-lock brakes, stability control and traction control systems.

Finally, a pair of ISOFIX child-seat latch points and a trio of hooks for tether straps across the rear seat are also part of the C5 package.

The A8 is covered by Audi Australia’s five-year/unlimited km warranty, which is now par for the luxury market course, and 24-hour roadside assistance is included for the duration.

Paint defects are also covered for five years, with rust (to the point of perforation) covered for 12. Nice.

Service is required every 12 months or 15,000km with a five-year capped-price plan for the A8 coming in at $3830, or $766 per year. That’s a fair wedge but not outrageous for the category.

Very competitive if not quite as class leading as the conditional Nissan, Mitsubishi and MG 10-year warranty, the C5 comes with a seven-year/unlimited kilometre warranty.

Chery also offers seven years/105,000km of capped-price servicing and a year’s free roadside assistance, though up to seven years is available should owners choose to have their vehicle maintained at an authorised dealer during that period.

Service intervals are at every 12 months or 10,000km, and cost $280 per visit for the first five, extending to nearly $370 and $290 for the final two.