Mazda CX-3 vs Chery C5

What's the difference?

‘You get what you pay for’ comes to mind with the CX-3, which is interesting given it’s neither the newest nor most feature-packed SUV in its class.

The ageing light SUV does however offer one of the best-put-together experiences in a car of this size and its engine is powerful for the class. Build quality feels well above par and there aren’t any annoying inclusions that are becoming more common in new cars.

There aren’t many downsides unless you were hoping for a big screen and the ability to play around with software functions, but at this end of the new car spectrum, a car that drives this well and remains stylish a decade on should be applauded.

Put aside its relative (but forgivable) lack of efficiency and somewhat smaller boot than rivals, and the CX-3 nails everything it needs to.

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.

For one, there’s the way it looks inside and out.

The Mazda CX-3 hasn’t remained the most popular car in its segment on price, so the fact its styling continues to age gracefully in the design-focused light SUV segment (aimed at young or first-new car buyers) must have something to do with it.

While it’s been lightly updated a couple of times since 2014, the CX-3 is still in its first generation and has stood the test of time.

Looking like a jacked-up Mazda2, the CX-3 brings some traditional aesthetic to a category peppered with more divisive and daring (but admittedly admirable) designs like the Hyundai Venue, Suzuki Ignis (RIP) or the cute but prohibitively expensive Jeep Avenger.

Some elements of the CX-3, like the chrome trim around the grille or the black plastic cladding along the bottom of the body and around the wheel arches, seemed in the past like they had the potential to age poorly, but Mazda’s design language has only slowly changed since 2015, and the CX-3 still looks at-home in the brand’s line-up.

It’s not the most adventurous - even inside its layout is quite basic - but it does give off a premium vibe and the fact it plays things a little bit safe means the CX-3’s broad appeal is undeniable.

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.

The Mazda CX-3 isn’t the most spacious light SUV on the inside, but from either of the front seats it’s clear a lot of thought has gone into the best way to make the cabin work.

For example, precious space hasn’t been wasted by two dedicated cupholders, instead there’s a cupholder in the central storage compartment that’s relatively easy to reach into.

Like its design and some of its features, the CX-3’s layout can’t hide its age - there are still big physical controls for the climate settings, the speedometer is a physical dial and the gear selector is a very traditional style.

Mazda’s soon-to-be-gone media control wheel persists in the CX-3, which is by no means a bad thing. It falls nicely to hand, as with many of the controls in the CX-3. Its seating position isn’t too high and the positions you’re able to get the seat and steering wheel into should accommodate most humans.

Behind the front seats it’s a little more spartan. Space is at a premium, with my 178cm frame fitting in the back seat just enough that I had a fair bit of headroom, but my knees were able to brush the seat in front, set to my own driving position.

There are no ports for charging or vents in the second row, but the fold-down armrest has a clever fold-away cupholder. The window shoulder is a little high for young kids to properly see out, but there’s enough light that it doesn’t feel cramped.

The boot is similarly diminutive, a 264-litre space becoming 1174L with the second row folded down. Compare it with the Hyundai Venue and its 355-litre boot, or the Toyota Yaris Cross and its 390 litres, and the CX-3’s simple, well-constructed interior starts to lose points.

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.

The Mazda CX-3 is still powered by a 2.0-litre, naturally aspirated, four-cylinder petrol engine, as has been the case for years. Its outputs remain at 110kW/195Nm.

It drives the front wheels only, via a six-speed automatic transmission.

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.

Mazda claims the CX-3 sips 6.3 litres of fuel per 100km, minimum 91 RON petrol, though on test the small SUV returned an 8.1L/100km figure under a mix of urban, highway and some dynamic driving.

With its 48-litre fuel tank, that means you’re realistically likely to get about 550km to a tank, though theoretically given Mazda’s efficiency claim a 760km trip on a single tank would be possible - if you could recreate the test lab conditions.

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.

The light SUV category is an interesting one, as it feels somewhat like a gateway to bigger SUVs for those who get a taste of the higher seating position. But in city and urban areas, a light SUV should be as much car as someone needs - unless they have two kids or a bunch of equipment to get around with.

This comes down to the fact cars like the CX-3 are more efficient and easier to manoeuvre than their larger counterparts. And as light SUVs go, the CX-3 feels solid, confidence inspiring and more capable when outside its inner-city comfort zone.

Its naturally aspirated engine is big for the class. Even if it doesn’t feel the punchiest off the line it offers plenty of flexibility at higher speeds and makes overtaking on the highway feel less daunting than it would otherwise be in a car this small.

Its steering is light, which is an advantage in everyday driving, but has enough feedback that more dynamic driving is still engaging. It’s not sportscar-sharp, but you wouldn’t want it to be.

While its age would suggest the CX-3 should feel unrefined compared to newer small cars and light SUVs because of what lies underneath, Mazda’s work on the little SUV over the years has resulted in a car that feels mature and capable.

The suspension isn’t perfect, but it manages low-to medium speeds elegantly and does a decent job of maintaining stability at high speeds. It feels better than you’d expect from a car this size on the highway.

The 1294kg kerb weight and small-enough 18-inch wheels mean there’s not too much weight to manage, and there’s enough cushion in the tyres that harsh bumps don’t come crashing into the cabin.

While the CX-3 feels refined for its class, don’t expect a dead-quiet ride, as some road and wind noise make their way in above 80km/h. Then there’s the fact its engine and transmission will sometimes need to get a bit raucous when accelerating quickly. Aside from this, the CX-3 around town and in suburban areas feels nice and calm.

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.

Mazda offers a five-year, unlimited kilometre warranty, which is behind the curve for a mainstream brand these days. Rival brands like Kia and Hyundai offer seven years, for example, with some offering up to 10.

Servicing is undertaken every 12 months or 15,000km, whichever comes first, with servicing costing between $353 and $633 per visit. Total cost over the first seven years currently sits at $3233, averaging $462 a service, which is pricey considering the relatively simple mechanicals under the CX-3.

Mazda says there are more than 150 certified service dealerships across the country, with a tool to find the most convenient one for you. Given the CX-3’s advanced age, chances are there won’t be too many mechanical issues that haven’t been worked out in the last decade.

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.