Chery Omoda 5 vs Mazda CX-30

What's the difference?

There’s little argument that Chery is focusing on value-for-money when it comes to its model range, and that’s absolutely the case with its new range opener - the Omoda 5 FX.

The spacious, flexible and neat cabin also get a tick. 

Purely looking at this car on paper, it is hard to beat for $27,000 drive-away. And if you stick exclusively to urban areas without hitting the open road, you might be happy with your purchase.

However, the overall drive experience, including the behaviour of the advanced driver assistance tech, is well off the pace of mainstream rivals from Hyundai, Kia, Mazda, VW and more. 

If that price is too good to look past, then be sure to do back-to-back test drives with other similarly priced rivals to compare.

About to enter its fifth year in market the Mazda CX-30 is holding up well and this GT SP FWD grade delivers solid value relative to its key competitors, of which there are many. It’s also space-efficient, practical and performs well with top-shelf safety, decent refinement and good dynamic ability.

Alternately, it’s crying out for a hybrid powertrain to improve fuel efficiency, the interior form and function is starting to date and while it meets the market the ownership promise could be sharper. But this little SUV is still worthy of a spot on your new-car short list.

The Omoda 5’s design is bold, certainly more so than its larger Tiggo 7 and Tiggo 8 stablemates.

At the front the narrow daytime running lights integrate into the busy-looking grille that is surrounded by vertical headlights.

Tall wheel arches, narrowing rear three-quarter windows, creases, a boot lip spoiler and a perky rear help it stand out, but when you look at it front on or rear on, it seems oddly proportioned. Like it’s on stilts or something. 

The cabin design is smart and restrained with a high-set centre console, piano black inserts, attractive three-spoke flat-bottom steering wheel with clear dials and minimal use of buttons.

Soft-touch materials adorn the top of the dash but the doors make do with hard plastics, which I have no issue with. The passenger side dash is upright but that doesn’t impact functionality. 

Mazda continues to follow a disciplined design path with everything from the MX-5 sports car to the BT-50 dual-cab ute sharing key attributes like the brand’s signature trapezoidal grille, simple flowing lines and sleek head- and tail-lights, all wrapped up with a subtle hint of chrome here and there.

Car-spotters with the GT SP on their checklist should look out for 18-inch black metallic rims as well as black exterior trim, including the mirror caps. 

Inside, the CX-30 maintains Mazda’s restrained approach with smooth surfaces integrated across the multi-layer dash and primo leather-trimmed seats.

That said, this car is starting to show its age with the multimedia screen plonked on the top of the dash (in typical Mazda fashion) and a largely conventional instrument cluster.

Yes, the main dial is configurable courtesy of a central 7.0-inch TFT screen, but next to more recent arrivals boasting sleek, often twinned, flat screen displays the CX-30 looks and feels out of touch. 

Functionally, there’s a sensible mix of digital controls and physical buttons (points for audio volume and ventilation dials!), but… the multimedia screen can only be accessed by a rotary controller in the centre console once the car is mobile (it works as a touchscreen when you’re stationary).

Some say touchscreens take your eyes off the road so the controller makes sense, but with a sequential app like Spotify it can take a lot of twirls to get to where you want to go, which upsets concentration and takes your eyes off the road, anyway. I’d prefer the relative ease of a quick press on a screen.

Aside from all that, the materials used are high quality with soft-touch surfaces across key contact points and hard plastics confined to high-wear areas. 

The cabin offers enough space for a small SUV. It feels wide across the front seat and there’s plenty of headroom, too.

The driver’s seat is power adjustable and while the fabric and stitching look cool, there’s almost too much padding under your bottom.

There are clear controls on the comfy door armrest and on the lovely looking three-spoke synthetic leather, flat bottom steering wheel.

The console sits up high, presumably to give the cabin a sports car look, and the dash is neat and clean, largely due to a lack of physical buttons. There are two phone holders that dominate the lower part of the dash and they double as device chargers in higher grades, but not in the FX.

There is space under the console to fit a bag or other items but the USB-A and USB-C ports are on the passenger side so you have to reach over to connect a cord if required. Thankfully, the Apple CarPlay is wireless. It connected easily and did not require reconnection while I had the car.

Two smallish cupholders are found near the gear shifter, and a sizeable central bin will store a number or items. The doors can stow a tall and wide bottle as well as other flat items. 

Chery’s dual-screen set-up looks nice and not a world away from Kia’s integrated screens. The driver instrument display is not customisable in this grade and many of the items on the display are quite small. It would help if these were a little larger.

The multimedia side is simple to use with iPhone-like icons for functions like vehicle settings and more. There’s even a cute little bubble face on the side that you press to dictate commands. I asked the system to perform a few basic tasks like turning the air con off and on and it did it immediately without fault.

Air con controls are housed in the screen as well but it’s not as fiddly as some systems from other manufacturers. The only complaint is that it doesn’t appear to show the exact temperature, and the air flow could be stronger for a hot climate like Australia.

Taller passengers will probably need to duck their heads getting in and out of the Omoda 5’s rear seats, because of the low roofline. Once in the rear, there is a decent amount of knee and legroom, and headroom is good too despite the roofline.

Those rear seats are flat and not the most comfortable but fine for urban drives, and they feature ISOFIX points on the two outboard seats and three top tether points for child car seats.

In terms of amenities, there’s one USB-C port in the second row, lower air vents - something too many small SUVs go without - a centre fold-down armrest with two (shallow) cupholders and enough space for big bottles in the doors.

All petrol Omoda 5s have a cargo capacity of 360 litres, which increases to 1075L when you fold the 60/40 split rear seats down. This is more than the GWM Haval Jolion petrol’s capacity (337L).

It has a manual tailgate, a high loading area and some under-floor storage, but there is more than enough space for some luggage or a large amount of groceries in the boot. 

It has a temporary spare wheel which is essential in Australia if you’re driving beyond urban areas.

The only negative is the flimsy parcel shelf. It struggles to stay in the groves that are designed to hold it. I had to re-fit it every time I opened the boot.

At just under 4.4m long, close to 1.8m wide and little over 1.5m tall (with a 2655mm wheelbase) the CX-30 is in the middle of the pack it competes with in terms of key dimensions.

And space up front is more than adequate, with an impressive feeling of roominess for a relatively small SUV.

For storage, there’s a large lidded box (which doubles as an armrest) between the front seats as well as a pair of cupholders in front of the gear-shifter with a bay for wireless device charging ahead of that.

The glove box is big, there are bins in the doors with room for decent size bottles and a drop-down tray for sunglasses sits overhead.

Move to the rear and the amount of space on offer is surprisingly generous. Sitting behind the driver’s seat, set for my 183cm position, I have plenty of head and legroom, although three full-size adults across the back seat will be an uncomfortable proposition for anything other than short trips. A trio of up to mid-teenage kids will be fine.

Adjustable air vents at the back of the front centre console are a welcome inclusion for back-seaters and storage runs to a map pocket (weirdly, on the back of the front seat only), a pair of cupholders in the fold-down centre armrest and bins in the doors with room for smaller bottles.

In-cabin power and connectivity includes two USB-C outlets and a 12-volt socket in the front centre storage box. No USBs specifically for those in the rear, which is a miss for road trips and no 12V in the boot which can be handy when camping or picnicking.  

Speaking of the boot, cargo volume with the rear seat upright is okay for the class at 317 litres, which expands to a healthy 1479L with the 60/40 split-folding backrest lowered. For comparison the Kia Seltos coughs up 433L with the rear seat upright.

The space is illuminated, there are tie-down anchors to help secure loose loads and there’s a space-saver spare sitting under the floor.

And if you’re keen on towing a tinnie or similar you’re good to go for a 1200kg braked trailer (600kg unbraked).

The Mazda CX-30 G25 GT SP FWD weighs in at $43,140, before on-road costs and our test example features the optional ‘Vision Pack’, the details of which we’ll get to shortly, raising the price $1300 to $44,440. 

Alternate options around that price point include the Hyundai Kona Premium N Line 2WD ($42,500), Kia Seltos GT-Line FWD ($41,850), Mitsubishi Eclipse Cross Exceed 2WD ($40,990), Honda HR-V e:HEV L 2WD ($42,900, drive-away), Nissan Qashqai ST-L FWD ($42,690), Peugeot 2008 GT FWD ($44,490), Renault Arkana Techno FWD ($41,000), Suzuki S-Cross Plus FWD ($41,490), Toyota C-HR 2WD GXL Hybrid ($42,990) and Volkswagen T-Roc Style FWD ($40,590).

That’s quite the automotive smorgasbord, the resulting price and specification cage fight meaning every included feature counts and the Mazda heads into battle with some significant weapons in hand.

Specifically, dual-zone climate control, a head-up display, a 10.25-inch ‘widescreen’ multimedia display, 7.0-inch driver’s multi-information display, 12-speaker Bose audio (with digital radio), wireless Android Auto and Apple CarPlay, ‘Burgundy’ leather seat trim, heated front seats, leather trim on the gearshift and heated steering wheel, wireless phone charging, power-adjustable driver’s seat (with memories), a glass power tilt and slide sunroof and a power tailgate.   

There’s also adaptive auto LED headlights, 18-inch black metallic alloy wheels, radar cruise control (with stop/go), a reversing camera, auto-fold (and tilt) heated exterior mirrors and keyless entry and start. 

It’s an impressive and competitive equipment list for a small SUV under $45K, even before we get to the performance and safety tech covered later in the review.

There are two petrol engine choices for the Omoda 5. The FX, BX and EX use a 1.5-litre four-cylinder turbocharged unit delivering power and torque outputs of 108kW and 210Nm, respectively. 

These grades are front-wheel drive and the powertrain features a continuously variable transmission (CVT). 

Those outputs are inline with the GWM Haval Jolion petrol but offer more punch than the MG ZST.

The Omoda 5 GT grades use a more powerful 137kW/275Nm 1.6-litre turbo, but they also come with a higher price tag.

The CX-30 GT SP is powered by a 2.5-litre, naturally aspirated, four-cylinder petrol engine producing maximum power of 139kW at 6000rpm and peak torque of 252Nm at 4000rpm.

It’s a proven all-alloy unit featuring direct-injection as well as variable intake and exhaust valve timing with drive going to the front wheels via a six-speed auto transmission. 

The AWD version of the GT SP adds an electromagnetic multi-plate clutch pack (managed by a multitude of sensors) to selectively engage the rear wheels, as well. But its engine and transmission combination is identical to this FWD model’s.

Chery says the official combined cycle (urban/extra-urban) fuel use figure for the Omoda 5 1.5L is 6.9 litres per 100km and the CO2 emissions are rated at 164g/km from the Euro 6-compliant engine.

After a week of urban, freeway and outer suburban driving we recorded a figure of 10.3L/100km which is well off the official figure.

It has a 51-litre fuel tank and runs on 91 RON petrol. Based on our calculations you can expect a theoretical range of about 765km.

The CX-30 GT SP FWD’s official fuel consumption figure on the combined (urban/extra-urban) cycle is 6.6L/100km, the 2.5-litre atmo four-cylinder engine emitting 154g/km of C02 in the process.

It features fuel-saving stop-start and cylinder deactivation functions as standard and over a combination of city, suburban and some freeway running we saw an average of 8.4L/100km, which is average for an SUV in this class. A comparable hybrid package would easily better this result.

Based on the car’s 51-litre fuel tank theoretical range between refills is 772km, which drops to just over 600km using our real-world test consumption number. But the good news is this CX-30 runs happily on cheaper 91 RON ‘standard’ fuel.

The Omoda 5 has two personalities depending how and where you’re driving. If you only drive in urban areas and rarely exceed 60km/h, it’s more than fine as a daily driver.

It’s when you’re on the open road or a freeway that its flaws are revealed.

The 1.5-litre engine is responsive enough, although there is some hesitation when accelerating under full throttle, and it’s slower to pick up pace when you’re already on the move at 60 or 80km/h. 

The throttle is quite sensitive, however, and can be a little jolty when taking off. And light tyre chirp is also possible when accelerating hard.

Chery’s CVT is fine and doesn’t have the drone of other CVTs, but the manual mode toggles on the side of the shifter are in a confusing spot. When I first got in the car, I mistook this for the button that allows the shift between drive and reverse that many other cars have. I only made that mistake once, though.

The engine is rowdy when accelerating hard but not unpleasant, and Chery could do more to keep noise out of the cabin. Wind noise is particularly noticeable. 

The Omoda 5’s ride can be jittery, particularly on uneven or pockmarked roads. The tyres seem to soak up road reflectors and smaller bumps but the suspension tune is on the firmer side which means it’s crashy over bigger bumps.

It also leans a lot when cornering, feeling top heavy in bends. This is not the sort of dynamically capable crossover you can have fun with on a twisty road, like the sadly departed Ford Puma, or the Mazda CX-30 or VW T-Roc.

Some general impressions - the brakes are a little slow to respond but you learn to adjust. The steering feels artificial and twitchy and you’re constantly fighting with the lane keeping aid. More on that in the ‘Safety’ section below. 

On sunny days a distracting reflection of the top of the dash appears on the inside of the windscreen. It’s not great. But another general impression is that the proximity key works a treat. Which is not often the case. 

It’s rare in 2024 to find a small SUV that doesn’t have at least one turbocharger attached to its engine, the CX-30’s 2.5-litre ‘atmo’ four being one of those increasingly scarce examples.

But Mazda’s been laser-focused on extracting maximum power and efficiency from its non-turbo petrol engines for yonks and this one stands up well.

It doesn’t have the low-down punch a turbo typically delivers but maximum pulling power arrives at a useable 4000rpm and it’s eager enough for easy city and suburban running as well as confident freeway cruising.

Although Mazda doesn’t quote an official number you can expect a sprint from 0-100km/h in around 8.5 seconds, which is quick for the class.

Worth noting engine noise and a raspy exhaust note make their presence felt under acceleration and the throttle isn’t as refined as it could be. Not a huge deal, but a slight jerkiness is evident on initial, especially moderate, acceleration.

The six-speed auto is smooth and fuss-free, the steering wheel paddle shifters on hand if you need to intervene and select a specific ratio. ‘Sport’ mode peps things up, causing the transmission to shift down earlier and up later. But it’s aggressive in that it often holds onto a gear for too long and you find yourself diving back to the default normal setting.

Tipping the scales at just under 1.5 tonnes, the CX-30 is underpinned by a MacPherson strut front, torsion beam rear suspension and ride comfort on typically pock-marked urban surfaces is average for the category. That is, a bit jittery over bumps and corrugations but there’s no bone-jarring going on here.

Steering feel and response is good and the grippy steering wheel helps with a connection to the front tyres. Speaking of which, the standard rubber is high-performance (215/55) Dunlop SP Sport Maxx 050 which is  grippy and commendably quiet. 

Push on into a corner and the CX-30 remains balanced and predictable with body roll well under control. Torque vectoring, by engine and physical braking, is also onboard to reel things in if you overstep the mark.

Braking is by discs all around, vented at the front and solid at the rear, and they wash off speed effectively with a satisfyingly progressive pedal action.

Vision is good, which combined with the CX-30’s compact dimensions and 10.6m turning circle, means parking is easy. Especially when you factor in the hi-res reversing camera and front and rear parking sensors. 

The CX-30 carries a maximum five-star ANCAP assessment from early 2020 when the car was introduced locally.

It scored a stunning 99 per cent in the adult occupant protection category and an impressive 88 per cent for child occupant protection.

Active (crash-avoidance) tech includes AEB (operating from 4.0-160km/h) as well as lane keep assist, lane departure warning, traffic sign recognition, intelligent speed assistance, blind-spot monitoring, front and rear parking sensors, rear cross-traffic alert, a reversing camera and tyre pressure monitoring.

Mazda’s ‘Vision Pack’ is also standard which includes a 360-degree camera view, ‘Cruising & Traffic Support’, driver fatigue monitoring and front cross-traffic alert.

The airbag count runs to seven - dual front and front side, full-length side curtains and driver’s knee.

There are three top tether points for child seats across the second row with ISOFIX anchors on the two outer positions.

Chery has a solid aftersales offer that includes a seven-year/unlimited kilometre warranty, seven years of roadside assist as long as you service with a Chery dealer, and seven years of capped-price servicing.

The service schedule is every 10,000km or 12 months, whichever comes first. That’s off the pace of some rivals that don’t make you return to the dealership until 15,000km.

But the cost of the first five services is $280 a pop before increasing to $391 and then $295. That is well priced for the segment.

Mazda covers the CX-30 with a five-year/unlimited km warranty which is the norm in the mainstream market, and it’s worth noting a growing number of competitors are now at six, seven or even 10 years, although the latter are typically conditional on authorised dealer servicing. Roadside assistance is provided for the duration of the warranty.

Service is recommended every 12 months or 15,000km and Mazda’s ‘Service Select’ program sets maintenance pricing out to seven years, the lowest over that period being $352 and the highest $626, for an annual average of $459, which is reasonable but not exceptional for the category.

For comparison, a similarly specified Toyota C-HR averages $330 per workshop visit over the same period.