Chery Omoda5 vs Volkswagen Transporter

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.

So has Volkswagen done enough with this new Transporter to win back buyers in what has become a highly-competitive van market?

Based on our initial test drive of the Transporter, it’s safe to say Volkswagen has a good chance of regaining some lost ground. But it won’t be easy because there isn’t any particular area where the Transporter really sets itself apart from the competition.

It’s a pleasant van to drive, with a roomy, modern cabin and a competitive cargo area, at least with the diesel engine. The electric Transporter provides an alternative choice for a small audience, but the huge price premium and limited range will mean it won’t suit the vast majority of buyers.

The real opportunity for VW will come when the PHEV arrives in 2026. That has the potential to help create some difference between itself and the likes of Toyota and Hyundai.

It’s noticeable that the brands dominating the commercial van market are the big name ones, rather than the cheaper Chinese competition, which suggests buyers are looking for a trusted name rather than the lowest price.

So from that perspective, Volkswagen has a decent chance of regaining lost ground given its heritage in the van segment.

Note: CarsGuide attended this event as a guest of the manufacturer with meals provided.

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.

Commercial vans are typically not instruments of design, but rather a study in functionality. But credit to the Volkswagen designers because it clearly looks like a Volkswagen from the outside, despite its Ford lineage. While there are obviously some similarities between the Transporter and Transit Custom inside, the front-end design definitely has a visual connection to the previous generation models.

But, of course, functionality is important and by using the Transit Custom underpinnings, Volkswagen has been able to grow the Transporter. It is 150mm longer and the standard wheelbase has been stretched by 100mm, compared to the six-generation, which allows for even more cargo space.

The cabin is well laid out, with a new 12-inch digital instrument display and a 13-inch multimedia touchscreen taking prominence on the dashboard. The multimedia system includes built-in navigation plus wireless Apple CarPlay and Android Auto, as well as digital radio.

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.

This is the really important element for any good commercial van, both the practicality of the cabin (as drivers spend long hours behind the wheel) and the cargo capacity in the back (for the obvious reasons).

Up front there’s a wireless charging pad and seven USB ports spread around the cabin. There are plenty of small item storage spots, and some not so small items, with a large shelf on top of the dashboard and multiple in-door shelves.

Of course, it’s out the back that’s really important and, as mentioned earlier, there is more space thanks to the larger overall dimensions.

Both SWB and LWB vans come with a plastic floor cover as standard, plus there are load rated tied tie down points, a 12V charging port in the D-pillar and LED lights in the roof. 

Thanks to the extra length, the SWB has a 2.6m load length and 5.8 cubic metres of cargo space, while the LWB has 3.0m in length and 6.8 cubic metres. There’s also a steel fixed partition with window, window grille and load through hatch to stretch the usable space even more.

The total payload for the Transporter varies depending on the powertrain. The TDI 2WD can take up to 1062kg (SWB) and 1016kg (LWB), while TDI AWD can manage 963kg (SWB) and 917kg (LWB). The electric Transporter has a significantly lower payload, rated at 806kg (SWB) and 760kg (LWB).

Towing capacity also changes depending on the powertrain, the TDI 2WD can manage 2000kg, TDI AWD up to 2800kg and the electric 2300kg.

In addition to the multiple powertrains, there’s also a variety of body styles to choose from - van in both standard and long wheelbase, Crewvan in both lengths and the long wheelbase Dual Cab.

The Transporter TDI (diesel) SWB van begins the range at $58,590 (all prices exclude on-road costs), while the same size with electric power is priced from $83,590; so the cost of going electric is a big one.

The diesel van LWB is priced from $60,590, and the electric van LWB $85,590, so the extra room is a much cheaper upgrade.

Standard equipment on the Transporter van includes 16-inch steel wheels, LED headlights and tail-lights, keyless ignition, climate control, cloth-trimmed seats, heated front seats and a four-speaker sound system.

Customisation is a key part of the commercial vehicle market, so Volkswagen has done its best to ensure aftermarket suppliers can use the Transporter as a platform to shape it into whatever customers need - delivery van, camper, etc. 

For business operators Volkswagen Australia has done a deal with a company called Sortimo. The so-called Sortimo ‘1-Click’ is a new system, exclusive to Volkswagen, that allows owners to add interval shelving options to any VW commercial van direct from the dealer. This can be added at the time of purchase so it can be included in the financing for the 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.

As mentioned earlier, Volkswagen has been able to diversify the Transporter for now and into the future, which means the choice of diesel, electric and plug-in hybrid.

Despite the electrified additions, the most popular choice for buyers is overwhelmingly going to be the turbo diesel. The 2.0-litre four-cylinder unit makes 125kW of power and 390Nm of torque and is paired to an eight-speed automatic. It’s available either with front-wheel drive or Volkswagen’s '4Motion' all-wheel drive set-up.

The eTransporter is rear-wheel drive only, and has a single-speed gearbox attached to its 210kW/415Nm electric motor.

The PHEV isn’t here yet, but when it does arrive, Volkswagen has confirmed it will be producing 171kW/205Nm.

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).

Fuel economy for the diesel is rated at 7.9L/100km for the two-wheel drive variant and rises to 8.4L/100km for the 4Motion AWD. 

Our test drive was limited, so we couldn’t get a fair real-world fuel figure, but if you can hit those claims, with its 70-litre fuel tank it has a theoretical driving range of 886km for the 2WD and 833km for the 4Motion - which should be enough to get even the more active delivery drivers through a few days.

As for the eTransporter, VW claims a driving range of 330km, with 125kW DC charging able to replenish the battery from 10-80 per cent in just 38 minutes. Volkswagen is confident that this should be enough to appeal to back-to-base-style operators looking to cut fuel costs and emissions.

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. 

Volkswagen is a company that prides itself on its driving dynamics, even when it comes to vans. Even with the Ford influence, the new Transporter unmistakably feels like a Volkswagen in the way it drives.

It's worth noting we drove the Transporter unladen, so it may respond differently when filled with cargo, but the fundamental behaviour should remain the same.

There’s no mistaking you’re behind the wheel of a big van, but the Transporter reacts well to your inputs, so it feels responsive and surprisingly agile for such a sizable vehicle.

The same is true for the turbo-diesel engine, which feels strong enough to pull the big van along with a minimum of fuss (although, again, that was without a full cargo load in the back). What the engine does well is perform quietly. The cabin is well-insulated from the outside world, so it makes for a more relaxed environment, which will be a welcome factor for anyone looking to spend their working day inside the Transporter.

We sampled the electric Transporter and it also performed well. Dynamically it felt very similar, despite being rear-wheel drive, but obviously the bigger difference is under the bonnet. The electric motor does a fine job, but it feels solid rather than being particularly punchy. The TDI feels like it does the work easier, even under acceleration which should be the electric motor’s strength.

This is an area previously overlooked, not just by carmakers but even the safety authorities. Given vans like the Transporter are on the road more than your average family car, it’s important to keep everyone safe.

There is no ANCAP score for the new Transporter yet, and the safety authority hasn’t crash tested the latest Ford Transit Custom, either. So there is clearly still some work to do before commercial vans get the same level of attention as passenger cars.

In terms of equipment, the Transporter comes with a range of active safety items including 'Front Assist' (with cross traffic alert and adaptive cruise control) and a rear view camera. There are also front and curtain airbags to protect the occupants.

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.

Volkswagen says the Transporter and eTransporter require servicing annually or every 30,000km - whichever comes first.

The diesel is significantly more expensive to service, with even the cheapest visit costing $670 and the most expensive $892. Over the first five years the Transporter will cost $3880 to maintain.

By contrast, the eTransporter costs $410 for every visit, except the 90,000km major check-up which is $496. So over five years it will cost $2136 to service.

While VW has an expansive national network of dealers for servicing, and a history with commercial vehicles, that’s not a big advantage over its key rivals in this market - Toyota, Ford and Hyundai - which all boast the same.