Chery Omoda5 vs Nissan Qashqai

What's the difference?

The GT AWD successfully adds a performance spark to the city-sized Chery Omoda 5 SUV formula. It’s sprightly and stacks up well in terms of value and practicality. It’s also space-efficient, safety’s great and the ownership package is hard to beat.

That said, despite the shift to a multi-link rear suspension, ride comfort and the steering could be better. But overall, no rotten tomatoes here. This is a worthy contender that shows how far and how quickly Chery has progressed.

The facelifted Nissan Qashqai N-Design e-Power is a well-rounded package. It offers comfort, style and decent efficiency. The on-road experience will be the winning factor as it’s sure-footed and easy going to drive. You’ll have the best of both worlds in the city with the hybrid powertrain and small SUV size, which makes this a winner in my books.

The Omoda 5 GT is a re-tuned version of the standard car, mechanically and visually.

We’ll cover the oily bits shortly, but from a design point-of-view, it retains the sweeping, diamond pattern grille and overall mix of intersecting surfaces and angular details from the entry models.

On three of eight available colours the GT shares red accents on the gloss black 18-inch alloys, exterior mirrors, lower part of the doors and underneath the roof spoiler also available on the Omoda 5 EX, but it somehow seems more appropriate here.

A car’s appearance is always a subjective call but I think the Omoda 5 looks contemporary in a sharply defined, Lexus kind of way, especially at the rear. The red highlights aren’t my cup of tea, but you might love them. 

The interior tone is set by the dual 10.25-inch LCD screens installed together across a sleek flat panel, one is touch-sensitive for multimedia and other functions and the second for instrumentation and drive information. 

Worth noting the GT’s centre console finish is gloss black rather than the standard car’s matt metallic-style treatment.

It all flows together nicely, the materials used look and feel good while the dash and front console layout looks sleek and works well from an ergonomic point-of view… with the exception of USB ports located low down on the passenger side of the console. Handy for the front passenger but likely a hangover from left-hand-drive production that’s uneconomic to change.

The Qashqai is sharply styled with crisp pleating across the body panels and the N-Design comes with unique 20-inch alloy wheels, sequential turn signals and extra black accents across its body which adds to its sporty road-side presence. Our test model’s Fuji Sunset Red paintwork also adds a bit of spice to the kerb appeal.

The cabin immediately feels high end with the mix of synthetic leather and suede that is scattered liberally across the seats, dashboard and doors. The black headliner makes the cabin feel cosy but it becomes bright and airy when you open it to reveal the panoramic sunroof.

The dashboard features both traditional and modern elements with its buttons and dials and the dual 12.3-inch displays, which will satisfy fans of both.

The design looks great, it's plush and well-built inside. The only drawback is how the synthetic leather on the seat feels as it’s a bit too plasticky for my liking but otherwise, the Qashqai has a lovely cabin that should appeal to a lot of people.

At a fraction under 4.4m long, just over 1.8m wide and close to 1.6m tall, with a roughly 2.6m wheelbase the Omoda 5 GT fits within the typical small SUV footprint.

At 183cm I’ve got more than enough breathing room in the front, the away slope of the twin screen array helping to open up the space.

For storage, there’s lots, including a decent-size, cooled lidded box between the seats, which doubles as a centre armrest, two cupholders, a generous glove box, a large area underneath the centre console and big bins in the doors with enough room for large bottles.

And in the back, sitting behind the driver’s seat, set to my position, I’ve got adequate foot room, plenty of legroom and heaps of headroom as well as adjustable ventilation. Big tick.

Storage options include map pockets, decent door bins and two cupholders in the fold-down centre armrest.

Power and connectivity runs to a 50-watt wireless charging pad as well as two USB-A sockets (one in the interior mirror housing ready for a dash cam) a USB-C and 12-volt socket in the front, a USB-A in the rear and another 12V in the boot.

Speaking of which, with all seats up the Omoda 5 GT offers 300 litres of storage space, which is relatively modest, but you have more than 1000 litres with the 60/40 split rear seat folded.

The upside is a full-size alloy spare sits under the floor (the 2WD has marginally more boot space but cops a space-saver) and the tailgate is power-operated. But those keen on towing are out of luck as the Omoda 5 isn’t rated.

While the cabin of the Qashqai isn't huge, there's room enough for four adults to be relatively comfortable on a longer trip, providing the adults in the rear seat aren't pushing too far above the six-foot mark.

Access is good for both rows because of the 175mm ground clearance and wide door apertures. There will be absolutely no grunts or groans getting in and out of this model.

Both rows offer comfortable seating with deep seat beds and thick padding. The front passenger seat isn't powered but still offers decent adjustment, including lumbar support, for even a choosy passenger to feel at ease. I particularly like the two-seat memory position on the drivers' side if you regularly share your vehicle with your other half.

Individual storage is about what you'd expect of a small SUV with the front row getting the best of it. The glove box holds more than a manual, the middle console features a separate shelf for smaller items and you get a dedicated phone cradle which also doubles as the wireless charging pad.

There are a total of eight drink holders (four in the front, four in the rear) in the car, a couple of map pockets in the rear and a boot capacity that's as large as it's non-hybrid siblings at 404 litres.

The boot space is practical with a wide and squarish shape, level loading space and powered tailgate. There is a raised cover over some hybrid stuff that sometimes gets in the way and a dicky-looking cargo cover but otherwise the boot is sufficient for the everyday stuff.

Great to see Nissan including a temporary spare wheel in the hybrid Qashqai, rather than the tyre repair kit that's found in many hybrids and electric cars.

Technology is on the simple side as it lacks the ability to customise much in both the multimedia system or digital instrument cluster but everything still feels logical and easy to use. Also the graphics are clear, so there are no complaints from this party.

The built-in satellite navigation pulls through directions to the coloured head-up display and the wireless Apple CarPlay was easy to connect to and maintained a strong connection this week. There is also wireless Android Auto for those users.

Charging options are solid with each row getting two USB-C ports, while the front also gets a wireless charging pad and 12-volt socket. Another 12-volt socket is found in the boot space.

With the mid-life upgrade comes a reshuffle of trim levels and you now have five to choose from, with the second-from-the-top Ti-L available with a choice of two powertrains.

The car on test for this review is the flagship N-Design e-Power, which is a hybrid and its $54,365 before on-road costs price positions it above its small hybrid SUV rivals the Toyota Corolla Cross Atmos 2WD ($47,030 MSRP) and the Hyundai Kona N Line Premium ($46,500 MSRP).

The top grade enjoys a host of premium equipment including synthetic leather and suede upholstery, an electric drivers' seat, heated front seats, a heated leather steering wheel with mounted controls, a panoramic sunroof, one-touch open/close windows (all windows) and keyless entry and start.

Practical equipment feels well-rounded with a handsfree powered tailgate, rain-sensing front wipers and dusk-sensing LED headlights, tilt and telescope adjusting steering wheel, temporary 18-inch spare tyre, and an intelligent key fob with driver memory storage (driver's seat, mirrors, audio and remote tailgate opening).

The technology looks high-end with dual 12.3-inch displays, touchscreen functionality on the multimedia system, wireless Apple CarPlay and Android Auto, built-in satellite navigation, Bluetooth, AM/FM and digital radio. There's also four USB-C ports (2/2), two 12-volt sockets and a wireless charging pad to take care of charging requirements.

There is a 'but' coming though and that's the fact that the N-Design e-Power is meant to be the top grade and yet the model below it, the Ti-L, has more standard equipment for less money ($2K less to be exact)!

The Ti-L includes power adjustment for both front seats as well as a massage function. It also has a 10-speaker Bose premium sound system compared to the six-speaker 'no-name' system of our test car.

The GT swaps out the Omoda 5 BX and EX’s 1.5-litre turbo-petrol four sending drive to the front wheels through a CVT auto for a more powerful 1.6-litre turbo-petrol four pushing 137kW (at 5500rpm) and 275Nm (from 2000-4000rpm) to the front, or as here, all four wheels via a seven-speed dual-clutch auto.

That means power is up 27 per cent on the standard car and torque is boosted by no less than 31 per cent.

The all-alloy engine is an in-house design produced by Chery’s Acteco powertrain subsidiary and features direct-injection and dual variable valve timing, while the dual-clutch auto comes from a collaboration with German transmission specialist Getrag.

The flagship N-Design is a hybrid and pairs a 1.5-litre three-cylinder turbo-petrol engine and a single electric motor. Together they produce up to 140kW of power and 330Nm of torque but how they interact is the fun part.

Usually hybrids use both components to drive the wheels but this uses the petrol engine to charge its battery so the electric motor can drive the front wheels. What does this mean? Think of engine as a generator. It translates to a driving experience that leans more towards the EV than internal combustion (ICE), especially around town.

The N-Design e-Power has a single-speed reduction-gear transmission, or an ‘e-CVT’ and it’s a very smooth example.

Chery’s official combined cycle fuel-economy figure for the Omoda 5 GT AWD is 7.4L/100km, the 1.6-litre turbo four emitting 176g/km of CO2 in the process.

Idling stop-start is standard and over a week covering mainly urban and suburban driving, with a hint of freeway running thrown in, we recorded an average of 10.2L/100km which is on the thirstier side of the spectrum.

Worth noting the minimum fuel requirement is the pricier 95 RON premium unleaded and you’ll need 51 litres of it to fill the tank which translates to a theoretical range of around 690km (roughly 500km using our real-world number).

The N-Design e-Power has a claimed combined fuel cycle usage figure of 4.8L/100km, which is slightly higher than its rivals but it does have a larger fuel tank of 55L which means you should get a theoretical driving range of up to 1145km.

After doing a mix of open-road and city driving this week, my real world fuel use has popped out at 6.2L/100km and that’s based on my kilometres travelled and litres filled at the bowser. I’m happy with that result overall because I’ve certainly not been shy with pushing and testing this model out.

Nissan recommends a minimum of 95 RON unleaded petrol to be used but 91 RON is also acceptable.

Chery doesn’t quote a 0-100km/h figure for this car but expect a time in the mid-seven-second range, and it feels quick. Particularly urgent in the mid-range.

That’s because maximum torque is delivered across a broad plateau from 2000-4000rpm, right where you want easy pulling power for safe lane changes and drama-free overtaking.

This car tips the scales at around 1.5 tonnes (100kg more than 2WD), which is par for the small SUV course and it feels nimble in traffic and on the open road. 

As is often the case with relatively small capacity turbo-petrol engines, you need to ease into the throttle gently for smooth take-offs. And once underway there are multiple modes available, the default ‘Eco’ setting, then ‘Sport’, ‘Snow’, ‘Mud’ and ‘Off-road’.

While we didn’t explore the loose surface modes, in Sport the seven-speed dual-clutch auto holds onto gears that little bit longer and changes down more readily. In fact, the transmission’s first few ratios feel quite low, so even in Eco the Omoda 5 GT has an eager, sporty personality.

Although the central shifter easily transitions to sequential ‘manual’ mode a pair of wheel-mounted paddles, sadly missing, would be even better for direct gear control.

Suspension is by struts at the front and multi-links at the rear, the latter a change from the ‘standard’ car’s torsion beam set-up.

The 18-inch alloy rims are shod with 215/55 rubber and that 55 aspect ratio makes for a relatively comfy tyre sidewall. But beware the ride is firmer than the standard car with high-frequency bumps making their presence felt, although it’s far from extreme.

In fact, the car is refined in terms of engine or any other noise with standard acoustic front side glass playing its part.

No surprise the steering is electrically assisted and it can be swapped through ‘Sport’ and ‘Comfort’ modes. The latter is relatively light and road-feel is okay.

Switch to Sport and the weight increases noticeably but road feel remains the same. Not the best in the business but not the worst, either.

Given this GT’s get up and go and sporty pretensions you’re likely to enjoy a drive on your favourite twisty backroad and this AWD version grips securely through the bends.

On the highway, with the active cruise engaged, it’s worth noting steering wheel inputs from the lane-departure function are constant and relatively abrupt even in sweeping, well-marked bends.

Braking is by discs all around, ventilated at the front with the GT featuring bigger rotors front and rear (308mm vs 283mm fr - 313mm vs 263mm rr). Aside from the fact it’s unusual to have a larger disc at the rear they’re pretty smooth but you need to be firm with the pedal to wash off speed effectively.

Under the heading of miscellaneous observations, in 3D mode the ‘AVM’ panoramic view system plays with your mind. It’s literally an out of body experience thanks to four external cameras providing an exterior view of the car on the road on the central media screen.

At just over 10 metres the turning circle is agreeably tight while vision for parking, supported by the reversing camera and panoramic view, is clear.

The driver’s door armrest is kinda firm and the media system, complete with ‘Hello Chery’ voice recognition, is quick to respond and easy to navigate. 

Driving the flagship grade feels the same as sliding a hot knife through butter - smooth and effortless. The steering has been direct for everything I’ve thrown at it - a winding coast road, quick city lane changes and navigating small car parks.

The N-Design handles happily on the open road and the city. Around town it stays primarily in EV mode with small interjections from the engine when you accelerate quickly. The switch between the two can deliver a loud burring sound but it’s otherwise quiet.

The only time it gets a little loud inside is at higher speeds and you’ll notice some tyre noise but it’s not enough to warrant raising your voice to chat. Ride comfort is up there with the best and despite a firm-feeling suspension, it doesn’t translate to a stiff ride.

The visibility is good from my driving position and power is delivered promptly, making this feel sure footed and capable. There is a tendency to over-rev at higher speeds but it doesn’t feel underpowered.

Parking the Qashqai is a simple affair because of the clear quality 360-degree camera system, as well as the front and rear parking sensors. You can fit it anywhere and it has a tight 11.1m turning circle, which makes it a friend in the city.

The Qashqai has a maximum five-star ANCAP safety rating from testing done in 2021 and features seven airbags which include a front centre airbag.

The robust safety equipment list includes intelligent seat belt reminder (all seats), blind-spot monitoring, manual rear child door locks, driver attention alert, rear collision avoidance, rear cross-traffic alert, emergency lane keep assist, lane keeping aid, lane departure alert, 360-degree view camera system and front and rear parking sensors.

The Qashqai has ISOFIX child seat mounts on the rear outboard seats and three top tether anchor points but two seats will fit best.

Auto emergency braking (AEB) with forward collision warning, car, pedestrian, cyclist and junction turning assist is standard and operational from 10 to 80km/h (up to 130km/h for car) but it's more common to see that starting figure hover around 5.0km/h.

The only safety item that feels intrusive when in use is the lane centring aid on the adaptive cruise control. It really hugs the inside line and sits too close for my liking, which made me feel like I was fighting the car when it was activated. The traffic sign recognition technology also got the speed sign wrong more times than not.

Chery covers the Omoda 5 with a seven-year, unlimited kilometre warranty, which is two years up on the majority of the mainstream market.

Roadside Assist is complimentary for the first year, renewed annually for up to seven years if you have your Omoda 5 serviced at an authorised Chery dealer. 

The main service interval is 12 months/10,000km, which is a bit short on kays relative to most of the competition at 15,000, however, Chery offers capped-price servicing for up to 10 years/150,000km, the average cost for service over the seven-year warranty period being just over $350, which is in the ballpark for the category.

The Qashqai is covered by Nissans new 10-year/300,000km warranty which is class leading but you have to service on time and with a Nissan service centre, otherwise it’s the standard five-year/unlimited kilometre warranty. On those same terms, you also get auto-renewal on every service for roadside assistance.

There is a five-year capped-price servicing program which costs a flat $1995 and is competitive for the class, while servicing intervals are every 12 months or 10,000km, whichever occurs first.