Lexus LM vs Chery Omoda E5

What's the difference?

The Lexus LM is going to be a niche model. This was not designed to appeal to people that may have bought a Toyota Tarago back in the day, or even a Kia Carnival now.

It has a specific purpose for ferrying people around in absolute comfort and at that, it succeeds in a big way.

It’s just a bonus that it’s great to drive.

Welcome to the automotive equivalent of a business class airline suite.

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

The Chery Omoda E5 gets solid ticks for value, practicality, performance, efficiency and a great ownership promise. 

But its suspension compliance isn’t in line with class standards and some of its safety assist features aren’t as refined as they should be. Both of which matter in a car likely to be used by families day-to-day. Its price and specification are strong drawcards and that will get it over the line for many. But we think this Omoda E5 would still benefit from some judicious fine-tuning.

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

Look, people movers are not considered the sexiest of automotive body styles, but that’s changing.

The Kia Carnival and Hyundai Staria are examples of good MPV design.

And the Lexus LM steps it up again. 

It is based on Toyota’s TNGA-K architecture that underpins a bunch of Toyota and Lexus models, including the Lexus RX, and it measures a whopping 5.1 metres long and has a three-metre wheelbase.

It shares its underpinnings with the latest generation Japanese-market Toyota Alphard, which is a cult hit in Australia among the grey import set.

The front-end design is bold, with the latest take on Lexus’ big ‘spindle grille’, pinched slimline headlights and a stubby nose. 

I am a big fan of this design. It is far more than a box on wheels and it has quite a bit of presence. 

The interior design up front is modern Lexus, with a few familiar Toyota touches, and while it’s not exactly minimal, it’s still visually appealing.

While retaining the fundamental shape of its internal combustion siblings the Omoda E5 does away with the petrol-powered car’s huge, rear-sloping grille, replacing it with a wrap-around forward-pointing nose proudly branded with the model name and hiding a pop-out battery charging port door.

The rear is more or less unchanged save for some detail tweaks to the bumper design, with a more noticeable change being the addition of aero-inspired 18-inch rims which I for one like a lot.

Parts of the interior are markedly different to combustion Omoda models with the front of the cabin dominated by an enlarged twin-screen array, both 12.3-inch, one covering multimedia and another in front of the driver for instrumentation. 

The gearshift has also been moved to a steering column stalk which frees up additional space in the centre console.

Soft touch materials on the dash and upper part of the doors is a high quality touch often missing in this part of the market and overall this Omoda E5 has a contemporary exterior design (without necessarily breaking new ground) while the interior exudes a suitably techy vibe.

While most of the fun happens in the second row of the Lexus LM, there is a lot to like in the front compartment.

The dash is dominated by a large touchscreen that houses Lexus’ latest multimedia setup. The logical menu and uncomplicated sub-menus ensure this is an easy system to navigate. Speaking of, the in-built sat-nav is one of the better systems I have experienced. 

Comfort isn’t just the domain of the second row - the driver’s seat is very supportive and comfortable, with power adjustment.

There’s plenty of glass including a smaller front quarter window that helps eliminate front blind spots, so forward visibility is exceptional. Rearward visibility is aided by the digital rear-view mirror that is designed to ensure privacy for second and third-row occupants. You don’t want the chauffeur spying on you while you’re sleeping, do you?

The other big tick for me is the driving position. Other people movers, namely the Hyundai Staria and Mercedes-Benz EQV, have very low window lines and it leaves you with a feeling of sitting on the car, rather than in it. I am sure it helps with extra light and it probably makes it easier for kids to see out of, but from a driving perspective, I find it a little disconcerting.

But the LM has flipped that. The front compartment is designed in such a way that it feels like a cockpit that you’re ensconced in. This helps the driver feel more connected with the car, and in the LM it feels like you’re sitting in the driver’s seat of a sporty sedan, not a five-metre bus. Very well done, Lexus.

And now to the main event - the second row.

Where to begin. Let’s start with space. Because there is so much of it. Unsurprisingly given the seating layout, there is an unending amount of head, leg, knee, bum, shoulder and whatever-else room. I can’t imagine anyone complaining about space back there.

Also, getting in and out is a breeze thanks to the sliding power doors on both sides. These can be opened from the front seat, and via several buttons in the rear.

Those captain’s seats are plush. Not quite Benz S-Class plush, but still.

They are adjustable six ways - power adjustable, of course - and they’re heated and ventilated. They recline almost flat, too, if you need a nap on the way to the country estate. And while you do that you can look up through the split sunroof, or close the shade a number of ways.

Is there a massage function? Of course there is a massage function. And it’s not bad. You can choose two settings - weak and firm.

Adding to the feeling of a business class airline seat, there is a fold-out table in the armrest, although it’s a smallish one. And there is dual-zone climate control in the rear.

There is a roof-mounted control panel for things like climate, sunshades and sunroof blinds, but much of this can also be controlled by the Apple iPhone-like devices clipped into both rear seats. These are closer to the seats, so it is easier to access than the roof.

Another function in the device is the Climate Concierge that features different modes - Dream, Relax, Focus, Energise. Depending on which one you choose, it alters the seat settings, massage, climate and lights to suit.

I love the massively wide side windows that are tinted (or privacy glass), too.

Other amenities include map pockets, knee and roof-mounted air vents and a 14.0-inch display screen that retracts from the roof and connects to an HDMI cable, allowing you to watch whatever you want.

The third row is not as appealing as the second. It is technically a three-person row, but the width and the fact that it has a sizeable gap in the centre suggests that this is best thought of as a six-seater van.

The seats are not as plush of course, so you might not want to spend too much time in that row unless you are a small child. But you do get USB-C ports, cupholders, air vents, lights, sunglasses holder, power side shades and grab handles.

Getting in and out of the third row can take a while. It’s all power adjustable, so you don’t have to lift anything heavy - but it takes a while for the second row seats to move forward and up.

With all seats in place the cargo space is limited. In fact, it’s just 110 litres.

That’s similar to what you get in a seven-seat SUV. But it did fit all our overnight luggage easily.

Drop the rear row and that expands to a maximum of 1191 litres in the 350h or 752 litres in the 500h.

All grades have a space-saver spare wheel.

There’s plenty of space up front for the driver and co-pilot, the sleek, twin-screen dashtop array increasing the feeling of space and openness.

And when it comes to storage, there’s plenty with decent bins in the doors that have enough room for a medium-size bottle, a good-size glove box, two cupholders in the top of the centre console, a lidded (and cooled) storage box between the seats as well as a lower shelf under the upper ‘flying buttress’ part of the console unit.

For power and connectivity there are USB-A and -C inputs, located on the passenger side of the lower console, a USB-A plug in the mirror unit for a dashcam, a 12-volt socket and a wireless charging pad.

Move to the rear and at 183cm tall I have more than enough head and legroom behind the driver’s seat set to my position. That said, my legs sit up at a fairly steep angle, missing out on much support from the seat cushion.

Three full-size adults will be a short journey-only tight squeeze in the back, although a trio of up to mid-teenage kids will be fine.

For storage, again, there are bins in the doors with room for bottles, there’s a pair of cupholders in the fold-down centre armrest and map pockets in the front seat backs.

USB-A and -C jacks are onboard for power and adjustable ventilation for back-seaters is always a welcome addition.

Boot capacity with all seats up is 300 litres to the cargo cover which is appreciably less than its key competitors all of which hover around the 450-litre mark. 

That number rises to 1079 litres with the 60/40 split-folding second row backrest lowered and there’s a 19-litre frunk in the nose. And Chery deserves a big pat on the back for including a full-sized spare wheel because the Omoda E5 is the only EV on the market that does. 

And if you need to hook up that box trailer for a trip to the tip the E5 is rated to tow a 750kg unbraked trailer.

The Omoda E5 is offered in two grades, the entry-level BX at $42,990 and the top-spec EX at $45,990, both prices before on-road costs.

That undercuts the BYD Atto 3 ($44,499 - $47,499), overlaps the MG ZS EV line-up ($39,990 - $49,990) and sits well under the (non-N Line) Hyundai Kona Electric range ($54,000 - $68,000).

And aside from the safety and performance tech we’ll get to shortly, the BX offers up a handy standard equipment list.

Highlights include fabric trim (with synthetic leather accents), dual-zone climate control air, twin 12.3-inch screens covering multimedia and instrumentation, built-in sat nav, six-speaker Sony audio (with digital radio), wireless (and wired) Android Auto and Apple CarPlay, a ‘Hello Omoda’ voice command function, wireless device charging, alloy wheels, all LED exterior lights, rain-sensing wipers plus keyless entry and start as well as power folding and heated exterior mirrors.

The EX adds more fruit including full synthetic leather trim, power front seats, ambient lighting, a heated synthetic leather trimmed steering wheel, eight-speaker Sony audio, a power sunroof, power tailgate, a 360-degree camera view, sequential rear indicators and puddle lamps.  

Those included features stack up well for the category and the Omoda E5’s specific competitors.

There are two hybrid powertrains available. Coming next year, the LM500h combines a 2.4-litre turbocharged petrol engine and a hybrid setup, making for power and torque of 202kW and 460Nm respectively. It is all-wheel drive and is paired with a six-speed automatic transmission.

The LM350h comes with a 2.5-litre naturally aspirated petrol engine and a parallel hybrid system, offering up a total system output of 140kW and 239Nm. The 350h comes in front or all-wheel-drive guise and uses a continuously variable transmission (CVT).

The Omoda E5 is powered by a single permanent magnet synchronous electric motor in the nose driving the front wheels through a single-speed reduction gear transmission.

Outputs of 150kW/340Nm are solid without being spectacular for a car of this size and close to 1.8-tonne weight.

As you’d hope with an all-hybrid line-up, the LM excels when it comes to combined cycle fuel efficiency. The 350h FWD sips just 5.5 litres per 100 kilometres, while the AWD version is 5.6L/100km. The 500h is a little thirstier at 6.6L. 

Our drive was so brief we did not get to record an on-test fuel figure.

The theoretical range of the LM, considering the 60-litre fuel tank and 5.5L/100km (350h) and 6.6L/100km (500h) fuel consumption figures is about 1000km.

The Omoda E5 is powered by a 61kWh lithium iron phosphate battery and it can accept an 80kW DC charge which translates to a 30-80 per cent charge time of around 28 minutes.

And the Type 2 port in the centre of the nose makes charging a breeze, allowing you to park in front of a charger without having to think about which side of the car the plug has to go into. 

Connect to AC at the E5’s maximum 9.9kW capacity and you’ll be looking at a 10-100 per cent charge time in excess of 30 hours.

Official energy consumption on the WLTP combined (urban/extra-urban) cycle is 15.5kWh/100km and claimed range is a handy 430km.

Over a mix of urban, suburban and freeway running on test we saw a real-world average of 16.8kWh/100km which is roughly what you’d expect for a reasonably rapid electric SUV of this size.

As mentioned earlier, I spent much more time in the second row as a passenger than I did behind the wheel of the LM350h. But it was enough time to capture some initial high-level drive impressions.

But let’s start in the rear. The ride in the second row is comfortable - as you’d hope. Our trek from Melbourne’s inner north down to the Mornington Peninsula included a lot of freeway, which was smooth. The only thing that disturbed the peace was a chunky bridge join that caused a bit of a thump. But we were hardly disturbed. 

Back in the driver’s seat, there’s a lot to like about how the LM350h drives. First of all, it feels smaller on the road than its ample dimensions would otherwise suggest. It even feels relatively light on the road. 

After the LM, I drove a Mercedes-Benz EQE SUV that has a similar kerb weight (the Lexus is about 2.4 tonnes), and the LM felt lighter.  

The hybrid powertrain is responsive enough, offering decent acceleration from a standing start. The more potent 500h will of course be quicker.

The transition from electric to petrol propulsion is pretty smooth in Lexus (and Toyota) models these days, and the additional noise-deadening materials in the LM ensure it’s subtle.

The 2.5-litre petrol engine is really only noticeable when accelerating hard, and the CVT a slight drone, but it’s in no way unpleasant. 

Otherwise it’s a superbly refined and quiet cabin on all but the absolute worst road surfaces. Whisper quiet power windows adds to that feeling of luxurious refinement.

Given the brief time behind the wheel, we didn’t get to test the handling capability of the LM, so that might have to wait for a review in the New Year. 

The steering is heavily weighted and doesn’t feel overly responsive, but it’s perfectly suited to this sort of vehicle.

That supple ride we experienced in the rear was also evident behind the wheel.

This was especially impressive on a couple of pock-marked peninsular back roads. The ride is also much more compliant than the Mercedes-Benz EQV I tested early in 2023.

Chery says the Omoda E5 will accelerate from 0-100km/h in 7.6 seconds which is pretty rapid and there’s plenty of thrust from a standing start and for dodgem car-style city manoeuvring. There’s also ample oomph for safe highway cruising and overtaking.

There are three powertrain modes - Eco / Normal / Sport - with the latter adding some extra urgency but there’s not a dramatic difference between the three. 

The column-mounted gear selector is in the style of a Mercedes lever rather than a rotary controller and it initially takes conscious effort to avoid flicking it like an oversize indicator stalk.

Once settled in, though, it becomes second-nature and its location frees up extra space for storage in the console between the front seats.  

Chery says it spent eight months on local testing and development of the suspension tune, powertrain integration and safety assistance systems and we believe the car could be better in aspects of all three.

The Omoda 5 rides on a platform designed to accommodate combustion and electric propulsion from day one and the front-wheel-drive E5 is suspended by struts at the front and multi-links at the rear.

It takes a lot to manage close to 1.8 tonnes of mass in a relatively small car. Walking the tightrope between body control and ride comfort is tricky with a beefy battery onboard and the E5’s around town ride is best described as jittery, upset by even moderately rough surfaces, although things improve as road speed rises.

The 18-inch rims are shod with 215/55 Kumho PS71 EV rubber and despite its relatively stubby sidewall we’ve driven this tyre on other cars without issue, so it’s likely not the culprit.

Steering weight can be adjusted but road feel is modest and quick cornering isn’t the E5’s forte. But it’s not that kind of car. Urban duties rather than slicing through a favourite set of corners will be its more likely primary purpose, and for that, the steering’s fine. 

Then, no matter which drive mode you’ve selected, or the level of regen braking, it’s hard to be 100 per cent smooth with accelerator and brake inputs. They can be sharp on application and lift-off.

And when it comes to assist systems, lane-keeping intervention when using cruise control is abrupt and annoying. The centring function can be switched off but, ideally, you shouldn’t have to.

And likewise, the driver attention warning is intrusive. To the point where it fired an alert at times where I was looking directly at the road ahead. Again, it can be turned off (which is what I’d do 100 per cent of the time) but the calibration could be better.

Physical braking is by vented discs at the front and solid rotors at the rear and three levels of regen braking are available. Snag is you have to work through multiple screen options to get to the point where you can adjust it. Wheel-mounted paddles would be far more effective but the bean counters must have won the arm wrestle with engineering.

Once you apply the most aggressive regen level, even it is relatively low-key, so no i-Pedal-style single-pedal driving here.

In terms of miscellaneous observations, strategic inclusion of acoustic glass on the EX grade seems worthwhile as the mild highway wind noise we noticed on the BX wasn’t apparent in the top-spec model.

And the lack of a conventional dial for audio volume control is a miss. Far safer to quickly adjust a dial than sliders or buttons (even on the steering wheel).

Interesting to note Euro NCAP is lining up to make inclusion of physical controls for things like audio volume, turn signals, hazard lights, wipers and the horn mandatory for a maximum five-star safety assessment from 2026 onwards. 

Petrol powered versions of the Omoda 5 received a maximum five-star ANCAP score from testing in 2023, but the E5 isn’t included in that assessment.

Chery expects an ANCAP rating for the E5 by the end of the year and is anticipating a five-star result.

Active (crash avoidance) tech highlights include auto emergency braking (AEB), lane keeping assist, adaptive cruise control, blind-spot monitoring, rear cross-traffic alert, rear AEB, driver monitoring, tyre pressure monitoring, front and rear proximity sensors and a range of other alerts, warnings and assists.

Those other features consist of forward collision warning, lane keeping assist, lane departure warning and prevention, ‘Traffic Jam Assist’, ‘Lane Change Assist’, ‘Door Opening Warning’, ‘Speed Control Assist’, ‘Intelligent Headlamp Control’ and ‘Smart High beam’.

Having said all that, there are the features, and then there’s how well they operate, and interestingly Chery has confirmed it has worked to evolve its ‘ADAS’ safety functions on the internal combustion Omoda 5 since its launch around 18 months ago.

And as hinted at in the driving section it could be a similar scenario with this car, especially when it comes to lane keeping and driver monitoring.

If a crash is unavoidable there are seven airbags onboard including a front centre bag to minimise head clash injuries in a side-on crash as well as multi-collision brake which lowers the chances of secondary collisions following an initial impact.

For baby capsules and child seats there are three top tethers and two ISOFIX anchors across the second row. 

Overall, the Omoda E5’s safety report card gets more than a pass mark but there’s room for improvement.

When you buy a Lexus, you get a bit more than a car. The brand has a customer loyalty program - Lexus Encore - and depending on what model you buy, you are eligible for some pretty cool discounts, bonuses and experiences. 

There are three tiers, depending on your model. UX, NX, RX and ES fall under regular Encore, and electric models the RZ and UX300e sit beneath Electrified Benefits. But the LM, as well as the LS, LC and LX are under Encore Platinum - the top tier. 

That means access to the ‘On Demand’ program that allows access to another Lexus model for a few days or longer. So if you own an LC Convertible but need an RX for a few days to ferry people around, that’s all free. There’s valet parking service loans and more.

It also includes upgrades at Lexus partners. Our launch took us to Jackalope Hotel on the Mornington Peninsula, which is a Lexus partner, and you can get a bunch of extras here as a Lexus owner that other guests won’t get.

In terms of other ownership details, the LM is covered by a five-year, unlimited-kilometre warranty, and the servicing schedule is every 12 months or 15,000km.

Lexus is yet to announce the capped-price servicing details for LM, but it is expected to cover five years, and should be in the vicinity of approximately $700 per service.

Chery covers the Omoda E5 with a seven-year/unlimited km warranty, which is ahead of the mainstream market norm, with a separate eight-year/unlimited km warranty for the drive battery; again, ahead of the pack.

You’ll also pick up seven years roadside assist (if you service the car at a Chery dealership) and the brand’s seven-year capped-price servicing program is super-competitive. 

The scheduled service interval is 12 months/20,000km, which is shorter in terms of time than many EVs which stretch the interval to two years. But each workshop visit averages around $227 and that’s sharp.