BMW M135i vs Chery C5

What's the difference?

To answer the question of whether it matters that the new 1 Series is no longer rear-wheel drive, I say no it doesn’t. It may not be as romantic on the absolute limit, but it is better in every measurable way, and still feels distinctly BMW despite moving to the conventional layout of its rivals. 

Be sure to check out Mal’s video review from the 1 Series launch last December:

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.

Yes, that kidney grille is rather large. If you want everyone to know you drive a BMW, you’ll love it. If not, get used to it. The X7, recent 7 Series update and upcoming 4 Series suggest they’re only going to get bigger. 

Nose aside, the 1 Series hatch has always had a distinctive, long-bonnet profile, which has generally been attributed to the rear-drive layout. Despite the move to a transverse engine, the new one is actually very close in proportions when compared side by side.

It’s just 5mm shorter in overall length and 13mm taller, with body width being the most notable change at 34mm wider. 

The key difference is that the front and rear wheels have been moved further back into the body, because of said engine layout change, and to make more back seat space in the rear.

Surprisingly for a model aimed at a younger demographic, the new 1 Series interior design isn’t quite the same step forward as the recent G20 3 Series.

It’s a cut above the X1 and X2 SUVS the new 1 Series shares its underpinnings with in terms of the shapes used, but is still classic understated BMW. 

However its headline act is the Live Cockpit driver display on both models, which gives you fully digital instrumentation and replaces traditional analogue gauges once and for all.

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.

With my modest 172 cm height, I never had any trouble with the old model, but the new 1 Series is a bit more more spacious by all the important measures.

The back seat base and backrest are a bit flat though, which is probably to help the backrest fold almost flat, but probably not very supportive during hard cornering.

There's also no centre armrest in the back or cup holders, but you do get bottle holders in the doors.

You also get two ISOFIX child seat mounts and there’s two USB-C charge points in the back of the centre console, but there's no directional air vents unless you opt for the dual-zone climate control that comes standard with the M135i. 

The boot has grown by 20-litres to a pretty impressive 380 litres VDA which includes a very useful cavity under the floor instead of a spare tyre. An inflation kit is there for those duties. With the back seat folded flat, boot space expands to 1200 litres VDA. 

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.

Both cars use versions of the three and four cylinder petrol engines from before, with the popularity of automatics leaving the previous manual option consigned to history.  The 118i’s 1.5-litre turbo three cylinder now produces 103kW/220Nm, with max torque available all the way from 1480-4200rpm. The 118i now uses the seven-speed dual clutch automatic transmission, as seen on Mini models that use the same engine. 

The M135i’s 2.0-litre turbo has been tweaked to take the place of the six-cylinder M140i from the last model and now produces 225kW/450Nm, with max torque available all the way from 1750-4500rpm. Its auto remains a torque converter though, but now the transverse-mounted unit also shared with Mini models with the same engine and splitting drive to all four wheels via the xDrive system for the first time. The drive split is constantly variable, but the rear bias tops out at 50 per cent and the only limited slip diff is an electric unit on the front axle.

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.

Official combined fuel consumption is a decent 5.9L/100km with the 118i, but the M135i steps up to 7.5L/100km) 2.0 litre four in the m135i. Both engines require premium unleaded. 

Fuel tank sizes vary across the two models also, with the 118i measuring 42 litres and the M135i managing 50 litres, despite its need to package rear drive components somewhere under there also. 

This results in a decent theoretical range between fills of 711km for the 118i and 666km for the M135i. 

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.

For a brand with a marketing slogan of pure driving pleasure, this is the important part, particularly given the new 1 Series has lost its rear wheel drive USP. 

Why do some of us love rear wheel drive? It tends to be more fun when you're driving on the limit, and generally makes for nicer steering because you're only using the front wheels to turn corners.

So how does the new 1 Series drive? That depends on which version. 

The 118i is quite a nice package really. It rides a bit more gently than what I remember in the A-Class and generally feels more like a premium product. It also feels a step ahead of the 2 Series Active Tourer it shares its underpinnings with, which is a good thing.

The three-cylinder engine is quite smooth for a fundamentally unbalanced triple, and it makes enough power to get you out of trouble. 

Do you miss rear wheel drive? Not really, as you can only tell the difference when you're going real fast, which let's face it, is not somewhere 118i drivers are likely to go very often. 

The M135i is a vastly different beast, as you'd expect. Aside from being real quick, it's that much tighter everywhere, but still definitely on the more comfortable side than what we expect the future full house M version to be.

The continuously variable xDrive all-wheel drive system does a great job of putting its power down, but the rear bias maxes out at 50 per cent, which is probably spot on for chasing lap times, but means you miss out on the tailiness of the old one altogether. 

So it’s not as classically fun as the old M140i, but it’s easily faster, and that's what will probably matter most to most buyers. 

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.

BMW is yet to step up to the five year warranty offered by most mainstream brands and now Mercedes-Benz and Genesis, continuing with the three year/unlimited coverage matched by Audi. 

As always, BMW describes the service intervals as condition based, and the car will alert the driver when a service is due. This will occur at least every 12 months though, but individual intervals will vary based on how the car is driven. 

This can all be bundled into five year/80,000km service packs though, with the Basic pack costing $1465, but the Plus pack adds brake pad and disc replacement to regular fluids and consumables for $3790. Assuming 12 month intervals, these prices are about average for a premium branded product. 

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.