‘Let's make some money together': Inside the CFMEU's bribery scandal
The now-ousted CFMEU NSW leader Darren Greenfield and his son, branch deputy Michael, repeated this ritual six times over three years, collecting literal under-the-table payments and even the occasional envelope stuffed with cash at union offices or their home.
After four years of hiding behind public denials and a cover story of a union 'stitch-up', the CFMEU leaders confessed last month to taking $30,000 in bribes from a Chinese gyprocker in return for access to major building projects and promises to remove competitors from work sites.
An agreed statement of facts released this week by the District Court of NSW, despite the Greenfields' opposition, provides new and damning details into how the bribes were paid, what they were for and how the union leaders brazenly wielded their power on some of the state's biggest projects.
It is a spectacular fall, particularly for Greenfield Sr, who had verbally attacked union leaders such as the ACTU's Sally McManus for questioning his integrity.
The record of bribes confirms that corruption infected the highest levels of the CFMEU for years. Its release comes after the Albanese government forced the broader construction union into administration last year over reports of underworld infiltration in this masthead's Building Bad investigation with 60 Minutes and The Australian Financial Review.
Supporters of the CFMEU's former leadership have also backed a High Court challenge to that administration which has hampered the administration's efforts to clean up the union.
This masthead can reveal that the behaviour exposed in the Greenfields' court case, which saw the pair admit the cash they received was for no legitimate purpose, was likely to be the tip of the iceberg.
Two law enforcement officials with deep knowledge of the police probe into the Greenfields, speaking anonymously to discuss confidential information, said that investigators uncovered evidence suggesting the father and son received improper benefits from another major developer in return for keeping the CFMEU away from its sites.
It was while police investigated this suspected corruption – which never led to any charges due to a lack of sufficient evidence to support a criminal brief – that they uncovered the Greenfields' pocketing of cash bribes from another company.
A sentencing decision for the gyprocker, 'Chen', whose real name cannot be published for legal reasons, revealed his payments also extended beyond the CFMEU's top echelons and to an unnamed CFMEU employee who received $1000 worth of David Jones gift cards and $5000 cash payments, rolled up inside a paper copy of a CFMEU enterprise agreement.
The gyprocker himself pleaded guilty to bribing the CFMEU in 2022 and was sentenced to 2½ years' prison, served by an intensive corrections order. He later told police, 'I paid Darren Greenfield because he helped us do things'.
'People don't help you for nothing,' he said. 'This payment was on top of membership fees and other donations to the union. I believed by paying them something I would get something. The something was jobs and other help with other issues.'
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Chen told the judge he felt he was 'unable to survive in the industry without engaging in bribery with union officials'.
At one point, according to secret police surveillance detailed in the agreed facts, Chen offered Darren Greenfield payments worth tens of thousands of dollars.
'Let's make some money together,' Chen said at a meeting at the union's offices. His translator relayed the offer as 'if you can help him get on big project, he can put $100k … $50ks'.
'No dramas,' Darren responded. 'Let's see what we can do.'
The relationship between Chen and then-assistant secretary Darren Greenfield began in 2017 when Chen's company secured a prized CFMEU enterprise agreement – viewed as key to getting onto big building projects.
As the deal was negotiated, Darren asked Chen to do renovation work on his home.
The day after the CFMEU signed off on the agreement, Chen ordered building materials to be delivered to Darren's home.
He instructed his employees to install new plasterboard and complete finishing work to the walls at the house. He organised for the interior to be painted. The work, valued between $6000 and $7000, was done for free.
Just one month before, CFMEU NSW president Rita Mallia had emailed Darren to advise him that the Coalition's Corrupting Benefits Bill – the same law he would later be charged under – had commenced.
By 2018, Darren was made state secretary of the CFMEU. For three months Chen pursued Darren to push Decode Construction Design, a non-union company expected to engage Chen's firm, over a major project at Olympic Park.
Chen left two bottles of wine for Darren at his house – 'not too expensive', Chen later told police, 'a little bit over a $100' – and slipped an envelope with $5000 cash into Darren's pocket.
'The $5000 was not for any legitimate business purpose, and no receipt was issued,' Darren admitted. He made no attempt to return it.
In December that year, Chen discovered he had lost a job to a cheaper competitor. An employee advised him: 'I think you should go to the union and put that company to death.'
At a meeting inside his CFMEU office, Darren assured Chen that he would meet with the builder responsible, Parkview, over projects Chen had lost.
'I can stop it,' he promised. 'If it's $1.8 million different [in the competitor's cost] I can tell him he can get f---ed. I'll tell him he is not going to sign it.'
As they talked, Chen took out $5000 in cash, concealed from his interpreter. He gave Greenfield a 'little kick' on the leg and passed him the money under the table.
Shortly before, Chen had also found a way to win favour with Michael Greenfield, who Darren had made second-in-charge of the union.
Michael had been panicking as his CFMEU vehicle had been photographed going through a red light and he couldn't afford to lose more points off his licence.
Accompanied by his father, he asked a CFMEU employee if they knew anyone that 'can fill out a stat dec and pretend they were driving the vehicle'.
After a meeting at McDonald's, Chen sent the union a visa worker's statutory declaration taking the rap for the offence. Michael signed what he later admitted was a false declaration nominating the worker as the driver.
By January 2019, Chen wanted to make sure that Michael – as the official in charge of CBD projects – was taken care of. It would be the first time Michael received cash bribes from Chen.
'You have to give something to him for sure,' Chen told his business partner. 'Otherwise he has done so much for you that he won't feel good.'
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His partner agreed. It was good to have 'sorted' the union. 'Now that you are in, they won't make trouble for you.'
Chen bragged that with this bribe they had 'nailed' the union leaders. 'The biggest union bosses are all in the palm of our hands.'
Meeting at the CFMEU offices, Michael promised Chen he would put pressure on Parkview by 'giv[ing] him a bit of a kick there' and that if the builder had signed up a non-EBA company, 'we'll be on that job next week, kicking the f--- out of them'.
He recommended developers to help Chen get work and said he would raise a $200,000 debt owed to their company with his father.
When Michael and Chen were left alone, Chen removed $5000 in cash and handed it to Michael under the table.
Chen also didn't forget an unnamed CFMEU employee who had assisted him, handing him 10 David Jones gift cards worth $1000 after the meeting, according to his sentencing decision.
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Four months later, as Labor was tipped to win the federal election, Chen delivered a $3200 cheque to the CFMEU offices for a union charity dinner table. He took the opportunity to personally attend to the branch's most senior leaders.
In his union office, Darren assured Chen he would get him work with builders and developers including Hutchinson and Parkview – the latter of which had not given Chen's company two jobs despite indicating it would.
'I have already warned him [Parkview's project manager],' Darren said. 'If you make an agreement going forward, you don't stick to it – we don't help you any more. It's over. Our relationship with him is finished.'
Darren said he had stopped a job at Parkview when the builder used one of Chen's competitors, and the project manager would 'not give them another job'.
He also explained that Labor's potential win that weekend's federal election would increase his power over builders and developers.
'[The election] is very important,' Darren said. 'Need this government to go … Much easier if they're gone and Labor comes in. Much easier … don't have to butt heads with the builders all the time. They do what you say.'
In the meantime, Darren boasted how he would exploit his ties with billion-dollar CFMEU industry fund Cbus to influence who got work on the fund's mega projects, such as its $500 million apartment development in Epping with Hutchinson Builders.
'What happens is Cbus comes to me, and I am in to Cbus every two weeks,' he said.
'They have a list for say … formwork, gyprock, steel fixing, scaffold. They have three names there, four names here, three names here and they'll say to me 'which one's good?' … and I'll just tick it for him … and they say to Hutchinson 'that's who you are going to use'.'
A Cbus Property spokesman previously said that its contractors were independent and 'subcontractors on all sites are appointed by the contractor, not Cbus Property'. Hutchinson did not return requests for comment.
As they talked, Chen pulled out $5000 cash, rolled up with an elastic band, and reached under the table towards Darren's leg while tapping the official's foot.
Darren shifted his hand under to take the money and placed the roll on his thigh, concealing it with his hand. A Parkview director did not return requests for comment before publication.
But this time, a secret camera installed by police in Darren's office had recorded the handover.
With Darren's bribe sorted, Chen paid a visit to the son. In Michael's office, Chen again removed $5000 cash from his pocket, tapped the union official to get his attention and gave him the cash under the table. 'Thank you,' Michael said, as he took the money.
Later, Chen would tell his business partner that 'Loa Da' [Darren Greenfield] has told him 'no worries, the Epping job is definitely yours, you don't have to worry about it'.
'Once the Labor Party is in power, the union will be king again,' Chen said.
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Three days later, Labor lost in a shock upset.
Chen went back to CFMEU headquarters to complain to an unnamed employee that Darren had cancelled a meeting with him and his company had lost a major tender.
Asking his interpreter to leave, he gave the CFMEU employee a $5000 roll of cash. Later that day, Parkview messaged Chen congratulating him on winning work on its $400 million construction project at Granville.
In February 2020, as Chen looked to renew his CFMEU enterprise agreement, he met the same CFMEU employee at a Pyrmont cafe to discuss the deal and tenders for two Parkview projects.
At the end of the meeting, as the pair walked back to Chen's car, Chen took a copy of the CFMEU enterprise agreement from the union employee, placed a bundle of banknotes totalling $5000 within the document, rolled it up and handed it back to the employee.
By June, Chen was out of work and his competitors were winning jobs over him. Darren promised him a list of CFMEU-backed builders and said: 'If you have problems to get in the door, to tender, let me know.'
When Chen flagged he would text message the jobs he was tendering for, the union boss cautioned him 'don't say anything, just the name … that's all I need to know'.
Again, Darren took $5000 from Chen under the table, this time wedging it under his thigh to conceal it from the interpreter. Surveillance caught him placing the cash in his top desk drawer and covering it with a blue cloth.
Darren admitted in the statement of facts that the money was to push Chen's company for jobs around Sydney 'which would not legitimately be due to Chen'.
Police raided the CFMEU offices in November that year. They would find no receipt for the six payments.
Five years later Darren would admit 'dishonestly' taking payments. But in a conversation recorded by police the next day, Michael asked his father 'what are we going to tell the boys? How much do you tell them?'
'Just tell them there is a stitch-up going on,' Darren said.
The Greenfields will next face court for sentencing in November.
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The Advertiser
25 minutes ago
- The Advertiser
Home Affairs looks at external threats, but the biggest one's within
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At the national level, maintaining the health of Australia's democratic system has become a high-profile issue. As an organisation, Defence's mission is to focus on defending the country and its interests, while enhancing the nation's "security and prosperity". There have also been efforts to strengthen democracy by agencies focused within Australia. Recognising that democracy was valuable and required nurturing were key themes of a report published in 2024 by the Department of Home Affairs. In it, the department highlighted how factors such as foreign interference, artificial intelligence, and misinformation and disinformation could erode democratic ideals. While Defence and the Department of Home Affairs emphasise the importance of maintaining Australia's democratic principles, there are major deficiencies that threaten to undermine the operation of democracy in this country. 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These results indicate that there are many young people who may be leaving school without a sound understanding about their nation's system of government, politics, or democracy. This raises questions about how democracy may be nurtured effectively within this context. This is not to say that young people are apathetic or indifferent when it comes to politics. Far from it. Young people continue to be at the forefront of political action in Australia. Leading campaigns on climate change and the conflict in the Middle East, for example, serve as reminders of how young people are politically engaged and active. They are passionate and plugged-in members of the community who are seeking to lead change. Despite this, there must be greater support for the development of young people's political knowledge. 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The ongoing war in Ukraine, questions about the relationship between Australia and China, and the Albanese government's decision to recognise Palestine at the United Nations in September have arguably elevated international events well above domestic policy issues at this moment in the political debate. It was within this context that the Defence Force recently announced that it has enjoyed a boost in recruitment. According to data released earlier this month, more than 1800 more people joined Defence compared to last year. The organisation touted that the last financial year saw the highest number of people join the permanent and reserve forces in 15 years. Despite this outcome, there remain some important questions that must be addressed as Defence aims to grow the force to its target of 69,000 by the 2030s. At the national level, maintaining the health of Australia's democratic system has become a high-profile issue. As an organisation, Defence's mission is to focus on defending the country and its interests, while enhancing the nation's "security and prosperity". There have also been efforts to strengthen democracy by agencies focused within Australia. Recognising that democracy was valuable and required nurturing were key themes of a report published in 2024 by the Department of Home Affairs. In it, the department highlighted how factors such as foreign interference, artificial intelligence, and misinformation and disinformation could erode democratic ideals. While Defence and the Department of Home Affairs emphasise the importance of maintaining Australia's democratic principles, there are major deficiencies that threaten to undermine the operation of democracy in this country. Chief among these challenges is building the political knowledge and skills of young Australians to become confident agents of positive change. National and state authorities have sought to build young Australians' understanding about their system of politics and government through civics and citizenship education over recent decades. As a subject delivered from Years 3-10, civics and citizenship seeks to build students' knowledge on topics such as democracy, as well as their rights and responsibilities as citizens. Building political knowledge is critical as it equips citizens with important skills that can strengthen democracy, including the confidence to engage in democratic processes as individuals and members of a community, and understand how decisions are made. National testing of Year 6 and Year 10 students has occurred regularly since 2004 through the National Assessment Program-Civics and Citizenship (NAP-CC). Key data in this report focuses on the percentage of students achieving the "proficient standard" which is defined as a "'challenging but reasonable' expectation of student achievement". The most recent NAP-CC report was published earlier this year. The percentage of Year 6 students achieving the proficient standard fell to under 50 per cent for the first time in testing history, with just 43 per cent of Year 6 students hitting the mark. The results at the Year 10 level are worse. Just 28 per cent of students achieved the proficient level. This is well below the 38 per cent results achieved in 2019 and 2016, and well below the highest result of 49 per cent in 2010. The results in Year 10 are more problematic as students may never have the opportunity to learn more about civics, citizenship, or democracy if they do not enrol in an elective subject such as legal studies or politics in Year 11 or 12. These results indicate that there are many young people who may be leaving school without a sound understanding about their nation's system of government, politics, or democracy. This raises questions about how democracy may be nurtured effectively within this context. This is not to say that young people are apathetic or indifferent when it comes to politics. Far from it. Young people continue to be at the forefront of political action in Australia. Leading campaigns on climate change and the conflict in the Middle East, for example, serve as reminders of how young people are politically engaged and active. They are passionate and plugged-in members of the community who are seeking to lead change. Despite this, there must be greater support for the development of young people's political knowledge. When we previously researched the experiences of school leavers, many young people we spoke with argued that civics and citizenship classes could be delivered as targeted refresher classes before graduation. Supporting teachers to help deliver effective civics classes was also something that young people highlighted as being important. Defence can have ambitions of increasing recruits to defend the national interest, and the Department of Home Affairs can aspire to protect democracy. Unless we focus on improving civics and citizenship education outcomes, the gaps in young people's understanding in this space has the potential to impact the quality and operation of Australia's democratic system for years to come. International affairs is having a big impact on national politics in Australia. The ongoing war in Ukraine, questions about the relationship between Australia and China, and the Albanese government's decision to recognise Palestine at the United Nations in September have arguably elevated international events well above domestic policy issues at this moment in the political debate. It was within this context that the Defence Force recently announced that it has enjoyed a boost in recruitment. According to data released earlier this month, more than 1800 more people joined Defence compared to last year. The organisation touted that the last financial year saw the highest number of people join the permanent and reserve forces in 15 years. Despite this outcome, there remain some important questions that must be addressed as Defence aims to grow the force to its target of 69,000 by the 2030s. At the national level, maintaining the health of Australia's democratic system has become a high-profile issue. As an organisation, Defence's mission is to focus on defending the country and its interests, while enhancing the nation's "security and prosperity". There have also been efforts to strengthen democracy by agencies focused within Australia. Recognising that democracy was valuable and required nurturing were key themes of a report published in 2024 by the Department of Home Affairs. In it, the department highlighted how factors such as foreign interference, artificial intelligence, and misinformation and disinformation could erode democratic ideals. While Defence and the Department of Home Affairs emphasise the importance of maintaining Australia's democratic principles, there are major deficiencies that threaten to undermine the operation of democracy in this country. Chief among these challenges is building the political knowledge and skills of young Australians to become confident agents of positive change. National and state authorities have sought to build young Australians' understanding about their system of politics and government through civics and citizenship education over recent decades. As a subject delivered from Years 3-10, civics and citizenship seeks to build students' knowledge on topics such as democracy, as well as their rights and responsibilities as citizens. Building political knowledge is critical as it equips citizens with important skills that can strengthen democracy, including the confidence to engage in democratic processes as individuals and members of a community, and understand how decisions are made. National testing of Year 6 and Year 10 students has occurred regularly since 2004 through the National Assessment Program-Civics and Citizenship (NAP-CC). Key data in this report focuses on the percentage of students achieving the "proficient standard" which is defined as a "'challenging but reasonable' expectation of student achievement". The most recent NAP-CC report was published earlier this year. The percentage of Year 6 students achieving the proficient standard fell to under 50 per cent for the first time in testing history, with just 43 per cent of Year 6 students hitting the mark. The results at the Year 10 level are worse. Just 28 per cent of students achieved the proficient level. This is well below the 38 per cent results achieved in 2019 and 2016, and well below the highest result of 49 per cent in 2010. The results in Year 10 are more problematic as students may never have the opportunity to learn more about civics, citizenship, or democracy if they do not enrol in an elective subject such as legal studies or politics in Year 11 or 12. These results indicate that there are many young people who may be leaving school without a sound understanding about their nation's system of government, politics, or democracy. This raises questions about how democracy may be nurtured effectively within this context. This is not to say that young people are apathetic or indifferent when it comes to politics. Far from it. Young people continue to be at the forefront of political action in Australia. Leading campaigns on climate change and the conflict in the Middle East, for example, serve as reminders of how young people are politically engaged and active. They are passionate and plugged-in members of the community who are seeking to lead change. Despite this, there must be greater support for the development of young people's political knowledge. When we previously researched the experiences of school leavers, many young people we spoke with argued that civics and citizenship classes could be delivered as targeted refresher classes before graduation. Supporting teachers to help deliver effective civics classes was also something that young people highlighted as being important. Defence can have ambitions of increasing recruits to defend the national interest, and the Department of Home Affairs can aspire to protect democracy. Unless we focus on improving civics and citizenship education outcomes, the gaps in young people's understanding in this space has the potential to impact the quality and operation of Australia's democratic system for years to come. International affairs is having a big impact on national politics in Australia. The ongoing war in Ukraine, questions about the relationship between Australia and China, and the Albanese government's decision to recognise Palestine at the United Nations in September have arguably elevated international events well above domestic policy issues at this moment in the political debate. It was within this context that the Defence Force recently announced that it has enjoyed a boost in recruitment. According to data released earlier this month, more than 1800 more people joined Defence compared to last year. The organisation touted that the last financial year saw the highest number of people join the permanent and reserve forces in 15 years. Despite this outcome, there remain some important questions that must be addressed as Defence aims to grow the force to its target of 69,000 by the 2030s. At the national level, maintaining the health of Australia's democratic system has become a high-profile issue. As an organisation, Defence's mission is to focus on defending the country and its interests, while enhancing the nation's "security and prosperity". There have also been efforts to strengthen democracy by agencies focused within Australia. Recognising that democracy was valuable and required nurturing were key themes of a report published in 2024 by the Department of Home Affairs. In it, the department highlighted how factors such as foreign interference, artificial intelligence, and misinformation and disinformation could erode democratic ideals. While Defence and the Department of Home Affairs emphasise the importance of maintaining Australia's democratic principles, there are major deficiencies that threaten to undermine the operation of democracy in this country. Chief among these challenges is building the political knowledge and skills of young Australians to become confident agents of positive change. National and state authorities have sought to build young Australians' understanding about their system of politics and government through civics and citizenship education over recent decades. As a subject delivered from Years 3-10, civics and citizenship seeks to build students' knowledge on topics such as democracy, as well as their rights and responsibilities as citizens. Building political knowledge is critical as it equips citizens with important skills that can strengthen democracy, including the confidence to engage in democratic processes as individuals and members of a community, and understand how decisions are made. National testing of Year 6 and Year 10 students has occurred regularly since 2004 through the National Assessment Program-Civics and Citizenship (NAP-CC). Key data in this report focuses on the percentage of students achieving the "proficient standard" which is defined as a "'challenging but reasonable' expectation of student achievement". The most recent NAP-CC report was published earlier this year. The percentage of Year 6 students achieving the proficient standard fell to under 50 per cent for the first time in testing history, with just 43 per cent of Year 6 students hitting the mark. The results at the Year 10 level are worse. Just 28 per cent of students achieved the proficient level. This is well below the 38 per cent results achieved in 2019 and 2016, and well below the highest result of 49 per cent in 2010. The results in Year 10 are more problematic as students may never have the opportunity to learn more about civics, citizenship, or democracy if they do not enrol in an elective subject such as legal studies or politics in Year 11 or 12. These results indicate that there are many young people who may be leaving school without a sound understanding about their nation's system of government, politics, or democracy. This raises questions about how democracy may be nurtured effectively within this context. This is not to say that young people are apathetic or indifferent when it comes to politics. Far from it. Young people continue to be at the forefront of political action in Australia. Leading campaigns on climate change and the conflict in the Middle East, for example, serve as reminders of how young people are politically engaged and active. They are passionate and plugged-in members of the community who are seeking to lead change. Despite this, there must be greater support for the development of young people's political knowledge. When we previously researched the experiences of school leavers, many young people we spoke with argued that civics and citizenship classes could be delivered as targeted refresher classes before graduation. Supporting teachers to help deliver effective civics classes was also something that young people highlighted as being important. Defence can have ambitions of increasing recruits to defend the national interest, and the Department of Home Affairs can aspire to protect democracy. Unless we focus on improving civics and citizenship education outcomes, the gaps in young people's understanding in this space has the potential to impact the quality and operation of Australia's democratic system for years to come.


The Advertiser
25 minutes ago
- The Advertiser
2025 Chery E5 review
Chery E5 Pros Chery E5 Cons Chery's first new-generation model in Australia quickly became its first all-electric vehicle in Australia too. The Chery E5 (formerly called the Omoda E5) is the all-electric version of Chery's distinctively styled C5 (formerly the Omoda 5) small SUV, which spearheaded the Chinese brand's return to the Australian market in 2023. Aiming straight at the likes of the BYD Atto 3 and MG S5 EV, the E5 is an attainable compact electric SUV that will cost you similar money to an up-spec petrol-fired Kia Seltos or Mazda CX-30 – and now it's even more affordable. Like its ICE-powered C5 sibling, the E5 trades hard on value and aftersales provisions, with affordable pricing and a long seven-year factory warranty. The E5 also offers competitive performance and range at this end of the market. On test here we have the entry-level 2025 Chery E5 – now known as the Urban – which since being renamed has seen retail pricing drop by as much as $6000. It's now priced listed from $36,990 plus on-road costs. WATCH: Paul's video review of the 2023 Chery Omoda 5 The Chery brand is steadily gaining momentum in the Australian market, registering 12,603 new vehicles in 2024 (up 114.0 per cent), with the Omoda 5 family (now C5 and E5) leading the charge (6162 units, up 14.7 per cent). So far in 2025, the Chery C5/E5 has been supplanted as the brand's top-seller Down Under by the more affordable Tiggo 4 small SUV, but it remains in second place within the Chery stable. Is this base EV version worth a look? Note: The vehicle pictured is an MY24 Chery Omoda E5, which other than revised 'CHERY' badging replacing the old 'OMODA' script and some minor specification changes, is effectively the same vehicle. For 2025, the Chery E5 has been renamed and repriced, with the base Urban now starting at $36,990 plus on-road costs. To see how the Chery E5 lines up against the competition, check out our comparison tool As with the Omoda 5 (now C5), the E5 offers a more premium cabin design than most of its Chinese competitors, with inspiration drawn from luxury marques like Mercedes-Benz. It differs slightly from the petrol-powered C5 in some of the detailing, with its padded leather-look protrusion under the air vents and central display, and a unique centre console design. It's even more Benz-like than the ICE version. There's a slickness to the straight lines and glossy finishes. The larger 12.3-inch displays are nicely integrated into a unified fascia, and the steering wheel design is lovely – though in the base grade it's not leather or leatherette wrapped, just squishy plastic which feels a little rental-spec. Piano black material adorns much of the bridge, tunnel, and dashboard. Nice in the dealership, not so nice once you start poking and prodding it with dirty fingers – best to keep a rag in the glovebox. The sporty fabric and leatherette-clad seats are manually adjusted in the entry grade, but that's fine in the scheme of things. They're comfortable, with supple cushioning and decent support from the bolsters. They aren't quite as good as the beautiful front pews in the Mazda CX-30, but they're comfy on long journeys. Unlike some other Chinese-branded cars, there's better under-thigh support from the long base cushion, which goes a long way. Now while those displays I mentioned earlier look schmick when the car isn't moving, they're not quite as slick in operation. The design and interface is very budget-Benz, but the screen is laggy to the point where things almost 'tick' as they animate, and the driver's cluster doesn't have a more conventional dial view like in petrol vehicles. Thankfully, the wireless Apple CarPlay worked generally well during our testing, though there was the odd occasion where known blackspots would cause a disconnection and then a buggy reconnection – or no connection at all. Chery Australia has also removed native satellite navigation from the E5 range, one of few changes made during the rebrand. So, these CarPlay quibbles can be a bit of a hassle if you're using your phone to navigate somewhere and it suddenly disconnects and you can't get it back online. Build quality feels robust, and the design is more contemporary and cohesive compared than an MG ZST or GWM Haval Jolion. There's decent storage too, if you have a habit of carrying loose items like wallets and bottles. The E5 isn't class-leading in terms of second-row space, but has ample room to house a pair of adults without much fuss. Just be mindful that the sloping window line might mean you knock your head on the way in – speaking from experience here… Knee room is a little snug behind those chunky front seats, but otherwise 6″1′ me could sit behind my preferred driving position. Headroom is fine, though my voluminous hair was brushing the headliner in the back. Your kids will be fine in the back provided the front seats don't obstruct their view too much, and there are amenities like rear air vents, USB-A and USB-C charge ports (new for the updated model), map pockets, and bottle holders in the doors. There's also a flip-down centre armrest with cupholders. Speaking of the younger ones, the requisite ISOFIX and top-tether child seat anchor points are present as you'd expect. Further back, the Chery E5's boot capacity takes a hit compared to petrol models. It's quoted at 300 litres with the rear seats in play and 1079L with them folded. By comparison, the Chery C5 offers 370L in five-seat configuration. One highlight that's pretty rare – especially for an EV – is the presence of a full-size spare wheel under the boot floor. Props to Chery for going against the industry trend on this one. To see how the Chery E5 lines up against the competition, check out our comparison tool All versions of the E5 are powered by a front-mounted electric motor making 150kW/340Nm, fed by a 61.1kWh lithium iron phosphate (LFP) battery pack – and there's a 19-litre 'frunk'. To see how the Chery E5 lines up against the competition, check out our comparison tool The petrol Omoda 5 (now C5) is a little hit and miss in my experience, depending on the drivetrain, so I was keen to see if the torque-rich nature of electric motoring would be a marked improvement in the E5. Pictured: MY24 Chery Omoda E5 BX Often I find that drivetrain refinement in petrol-powered Chinese-branded cars needs a little work to really be competitive with legacy brands from Europe and Asia, but in the EV space it's a much more level playing field. Naturally, the E5 starts in complete silence, and setting off isn't met with clumsy lurching like old Omoda 5 vehicles fitted with the dual-clutch automatic were prone to. It's also very quiet, and the elevated driving position gives you a commanding view of the road ahead and makes this feel like a larger, more substantial vehicle. While straight-line acceleration is effortless and responsive, provided you don't mash the throttle and light up the front tyres, there's a bit of a disconnect between the drivetrain and handling. That big vehicle feel I mentioned earlier translates a little too much to the steering and handling, with very light weighting and minimal feedback, occasionally making the E5 feel a little vague and ponderous. It's pretty softly sprung too, so there's a bit of body lean in corners, which combined with the tall driving position can exacerbate the top-heavy feeling behind the wheel. That said, it's only really a drawback if you're a keen driver, and this is priced to be economy-class zero-emissions transport. Driven with a more measured approach in city and suburban environments, the E5 is a pretty comfortable and quiet runabout. It's a good size for urban living too, with relatively compact dimensions, front and rear parking sensors and a decent reversing camera – you need the flagship Ultimate for the excellent surround cameras. Outward visibility is good out the front and sides, though the rising belt line and slim rear window means the aforementioned sensors and camera come in handy, as does standard blind-spot and rear cross-traffic monitors. Things settle nicely on the open road too, with the E5 offering good sound insulation despite the absence of a combustion motor, and a settled ride that's only ever upset by sharp surface imperfections like expansion joins at the national highway limit – not helped by the larger 18-inch alloy wheels shod with 215/55 Kumho rubber. While it's mostly a decent if not good showing, Chery's driver assistance technologies still require some work. This is a complaint I've had about nearly every one of the company's cars I've driven. In fairness, it's mainly the Integrated Cruise Assist, which combines adaptive cruise control and active lane keeping tooffer semi-autonomous highway driving, that's not quite there. The lane-centring function still can't accurately keep the E5 centred in its lane, often jerking the steering wheel left as it dislikes the driver-side lane markings. Every now and then it'll wrestle you towards the vehicle next to you or a concrete barrier if it can't correctly detect the lane markings, which can be quite unsettling. Chery's driver monitoring system is also deserving of a common gripe made against Chinese brands, often chiming too eagerly even if you're just doing a head-check or glancing over at the infotainment display. To see how the Chery E5 lines up against the competition, check out our comparison tool The Chery E5 range remains a two-variant model family in Australia, though the old BX and EX trims are now called the Urban and Ultimate. 2025 Chery E5 Urban equipment highlights: E5 Ultimate adds: The Omoda E5 has the same five-star ANCAP safety rating as its petrol-powered siblings, based on 2022 test criteria. The tests were conducted by Euro NCAP, but when awarding the electric version the same five-star rating, ANCAP confirmed additional testing was conducted on the E5 to determine the integrity and safety of the E5's battery and high-voltage electrical system. Standard safety equipment includes: Ultimate adds: To see how the Chery E5 lines up against the competition, check out our comparison tool As with the wider Chery lineup, the Omoda E5 is covered by a seven-year, unlimited-kilometre warranty, with the high-voltage battery in EV models covered by a lengthy eight-year, unlimited-kilometre warranty. To see how the Chery E5 lines up against the competition, check out our comparison tool Since I drove this vehicle in MY24-spec, Chery has made a substantial change to the retail pricing which helps the value equation by some margin. A whole $6000 drop – even if there were sharp drive-away deals at the time of testing – is nothing to sneeze at, and the base Urban's new $36,990 sticker puts it in the company of a variety of legacy-branded combustion-powered SUVs. For a cheap electric crossover it drives well enough, it's equipped well enough, and it's arguably styled to look more expensive than it is. Keen drivers like me might find it underwhelming or boring on the road, but it's fine for what it is. The finicky driver assistance tech remains a complaint, but this is common to the bulk of Chery's lineup including even its new Omoda Jaecoo portfolio. It's an area where BYD and MG have made pretty good strides – though their equivalent models cost more. While it may lack some of the polish of the similarly sized BYD Atto 3 and MG S5 EV, the Chery E5 is thousands more affordable and offers more range than its Chinese rivals. That alone will be a key selling point for many. CarExpert can save you thousands on a new Chery E5. Click here to get a great Explore the Chery E5 showroom Content originally sourced from: E5 Pros Chery E5 Cons Chery's first new-generation model in Australia quickly became its first all-electric vehicle in Australia too. The Chery E5 (formerly called the Omoda E5) is the all-electric version of Chery's distinctively styled C5 (formerly the Omoda 5) small SUV, which spearheaded the Chinese brand's return to the Australian market in 2023. Aiming straight at the likes of the BYD Atto 3 and MG S5 EV, the E5 is an attainable compact electric SUV that will cost you similar money to an up-spec petrol-fired Kia Seltos or Mazda CX-30 – and now it's even more affordable. Like its ICE-powered C5 sibling, the E5 trades hard on value and aftersales provisions, with affordable pricing and a long seven-year factory warranty. The E5 also offers competitive performance and range at this end of the market. On test here we have the entry-level 2025 Chery E5 – now known as the Urban – which since being renamed has seen retail pricing drop by as much as $6000. It's now priced listed from $36,990 plus on-road costs. WATCH: Paul's video review of the 2023 Chery Omoda 5 The Chery brand is steadily gaining momentum in the Australian market, registering 12,603 new vehicles in 2024 (up 114.0 per cent), with the Omoda 5 family (now C5 and E5) leading the charge (6162 units, up 14.7 per cent). So far in 2025, the Chery C5/E5 has been supplanted as the brand's top-seller Down Under by the more affordable Tiggo 4 small SUV, but it remains in second place within the Chery stable. Is this base EV version worth a look? Note: The vehicle pictured is an MY24 Chery Omoda E5, which other than revised 'CHERY' badging replacing the old 'OMODA' script and some minor specification changes, is effectively the same vehicle. For 2025, the Chery E5 has been renamed and repriced, with the base Urban now starting at $36,990 plus on-road costs. To see how the Chery E5 lines up against the competition, check out our comparison tool As with the Omoda 5 (now C5), the E5 offers a more premium cabin design than most of its Chinese competitors, with inspiration drawn from luxury marques like Mercedes-Benz. It differs slightly from the petrol-powered C5 in some of the detailing, with its padded leather-look protrusion under the air vents and central display, and a unique centre console design. It's even more Benz-like than the ICE version. There's a slickness to the straight lines and glossy finishes. The larger 12.3-inch displays are nicely integrated into a unified fascia, and the steering wheel design is lovely – though in the base grade it's not leather or leatherette wrapped, just squishy plastic which feels a little rental-spec. Piano black material adorns much of the bridge, tunnel, and dashboard. Nice in the dealership, not so nice once you start poking and prodding it with dirty fingers – best to keep a rag in the glovebox. The sporty fabric and leatherette-clad seats are manually adjusted in the entry grade, but that's fine in the scheme of things. They're comfortable, with supple cushioning and decent support from the bolsters. They aren't quite as good as the beautiful front pews in the Mazda CX-30, but they're comfy on long journeys. Unlike some other Chinese-branded cars, there's better under-thigh support from the long base cushion, which goes a long way. Now while those displays I mentioned earlier look schmick when the car isn't moving, they're not quite as slick in operation. The design and interface is very budget-Benz, but the screen is laggy to the point where things almost 'tick' as they animate, and the driver's cluster doesn't have a more conventional dial view like in petrol vehicles. Thankfully, the wireless Apple CarPlay worked generally well during our testing, though there was the odd occasion where known blackspots would cause a disconnection and then a buggy reconnection – or no connection at all. Chery Australia has also removed native satellite navigation from the E5 range, one of few changes made during the rebrand. So, these CarPlay quibbles can be a bit of a hassle if you're using your phone to navigate somewhere and it suddenly disconnects and you can't get it back online. Build quality feels robust, and the design is more contemporary and cohesive compared than an MG ZST or GWM Haval Jolion. There's decent storage too, if you have a habit of carrying loose items like wallets and bottles. The E5 isn't class-leading in terms of second-row space, but has ample room to house a pair of adults without much fuss. Just be mindful that the sloping window line might mean you knock your head on the way in – speaking from experience here… Knee room is a little snug behind those chunky front seats, but otherwise 6″1′ me could sit behind my preferred driving position. Headroom is fine, though my voluminous hair was brushing the headliner in the back. Your kids will be fine in the back provided the front seats don't obstruct their view too much, and there are amenities like rear air vents, USB-A and USB-C charge ports (new for the updated model), map pockets, and bottle holders in the doors. There's also a flip-down centre armrest with cupholders. Speaking of the younger ones, the requisite ISOFIX and top-tether child seat anchor points are present as you'd expect. Further back, the Chery E5's boot capacity takes a hit compared to petrol models. It's quoted at 300 litres with the rear seats in play and 1079L with them folded. By comparison, the Chery C5 offers 370L in five-seat configuration. One highlight that's pretty rare – especially for an EV – is the presence of a full-size spare wheel under the boot floor. Props to Chery for going against the industry trend on this one. To see how the Chery E5 lines up against the competition, check out our comparison tool All versions of the E5 are powered by a front-mounted electric motor making 150kW/340Nm, fed by a 61.1kWh lithium iron phosphate (LFP) battery pack – and there's a 19-litre 'frunk'. To see how the Chery E5 lines up against the competition, check out our comparison tool The petrol Omoda 5 (now C5) is a little hit and miss in my experience, depending on the drivetrain, so I was keen to see if the torque-rich nature of electric motoring would be a marked improvement in the E5. Pictured: MY24 Chery Omoda E5 BX Often I find that drivetrain refinement in petrol-powered Chinese-branded cars needs a little work to really be competitive with legacy brands from Europe and Asia, but in the EV space it's a much more level playing field. Naturally, the E5 starts in complete silence, and setting off isn't met with clumsy lurching like old Omoda 5 vehicles fitted with the dual-clutch automatic were prone to. It's also very quiet, and the elevated driving position gives you a commanding view of the road ahead and makes this feel like a larger, more substantial vehicle. While straight-line acceleration is effortless and responsive, provided you don't mash the throttle and light up the front tyres, there's a bit of a disconnect between the drivetrain and handling. That big vehicle feel I mentioned earlier translates a little too much to the steering and handling, with very light weighting and minimal feedback, occasionally making the E5 feel a little vague and ponderous. It's pretty softly sprung too, so there's a bit of body lean in corners, which combined with the tall driving position can exacerbate the top-heavy feeling behind the wheel. That said, it's only really a drawback if you're a keen driver, and this is priced to be economy-class zero-emissions transport. Driven with a more measured approach in city and suburban environments, the E5 is a pretty comfortable and quiet runabout. It's a good size for urban living too, with relatively compact dimensions, front and rear parking sensors and a decent reversing camera – you need the flagship Ultimate for the excellent surround cameras. Outward visibility is good out the front and sides, though the rising belt line and slim rear window means the aforementioned sensors and camera come in handy, as does standard blind-spot and rear cross-traffic monitors. Things settle nicely on the open road too, with the E5 offering good sound insulation despite the absence of a combustion motor, and a settled ride that's only ever upset by sharp surface imperfections like expansion joins at the national highway limit – not helped by the larger 18-inch alloy wheels shod with 215/55 Kumho rubber. While it's mostly a decent if not good showing, Chery's driver assistance technologies still require some work. This is a complaint I've had about nearly every one of the company's cars I've driven. In fairness, it's mainly the Integrated Cruise Assist, which combines adaptive cruise control and active lane keeping tooffer semi-autonomous highway driving, that's not quite there. The lane-centring function still can't accurately keep the E5 centred in its lane, often jerking the steering wheel left as it dislikes the driver-side lane markings. Every now and then it'll wrestle you towards the vehicle next to you or a concrete barrier if it can't correctly detect the lane markings, which can be quite unsettling. Chery's driver monitoring system is also deserving of a common gripe made against Chinese brands, often chiming too eagerly even if you're just doing a head-check or glancing over at the infotainment display. To see how the Chery E5 lines up against the competition, check out our comparison tool The Chery E5 range remains a two-variant model family in Australia, though the old BX and EX trims are now called the Urban and Ultimate. 2025 Chery E5 Urban equipment highlights: E5 Ultimate adds: The Omoda E5 has the same five-star ANCAP safety rating as its petrol-powered siblings, based on 2022 test criteria. The tests were conducted by Euro NCAP, but when awarding the electric version the same five-star rating, ANCAP confirmed additional testing was conducted on the E5 to determine the integrity and safety of the E5's battery and high-voltage electrical system. Standard safety equipment includes: Ultimate adds: To see how the Chery E5 lines up against the competition, check out our comparison tool As with the wider Chery lineup, the Omoda E5 is covered by a seven-year, unlimited-kilometre warranty, with the high-voltage battery in EV models covered by a lengthy eight-year, unlimited-kilometre warranty. To see how the Chery E5 lines up against the competition, check out our comparison tool Since I drove this vehicle in MY24-spec, Chery has made a substantial change to the retail pricing which helps the value equation by some margin. A whole $6000 drop – even if there were sharp drive-away deals at the time of testing – is nothing to sneeze at, and the base Urban's new $36,990 sticker puts it in the company of a variety of legacy-branded combustion-powered SUVs. For a cheap electric crossover it drives well enough, it's equipped well enough, and it's arguably styled to look more expensive than it is. Keen drivers like me might find it underwhelming or boring on the road, but it's fine for what it is. The finicky driver assistance tech remains a complaint, but this is common to the bulk of Chery's lineup including even its new Omoda Jaecoo portfolio. It's an area where BYD and MG have made pretty good strides – though their equivalent models cost more. While it may lack some of the polish of the similarly sized BYD Atto 3 and MG S5 EV, the Chery E5 is thousands more affordable and offers more range than its Chinese rivals. That alone will be a key selling point for many. CarExpert can save you thousands on a new Chery E5. Click here to get a great Explore the Chery E5 showroom Content originally sourced from: E5 Pros Chery E5 Cons Chery's first new-generation model in Australia quickly became its first all-electric vehicle in Australia too. The Chery E5 (formerly called the Omoda E5) is the all-electric version of Chery's distinctively styled C5 (formerly the Omoda 5) small SUV, which spearheaded the Chinese brand's return to the Australian market in 2023. Aiming straight at the likes of the BYD Atto 3 and MG S5 EV, the E5 is an attainable compact electric SUV that will cost you similar money to an up-spec petrol-fired Kia Seltos or Mazda CX-30 – and now it's even more affordable. Like its ICE-powered C5 sibling, the E5 trades hard on value and aftersales provisions, with affordable pricing and a long seven-year factory warranty. The E5 also offers competitive performance and range at this end of the market. On test here we have the entry-level 2025 Chery E5 – now known as the Urban – which since being renamed has seen retail pricing drop by as much as $6000. It's now priced listed from $36,990 plus on-road costs. WATCH: Paul's video review of the 2023 Chery Omoda 5 The Chery brand is steadily gaining momentum in the Australian market, registering 12,603 new vehicles in 2024 (up 114.0 per cent), with the Omoda 5 family (now C5 and E5) leading the charge (6162 units, up 14.7 per cent). So far in 2025, the Chery C5/E5 has been supplanted as the brand's top-seller Down Under by the more affordable Tiggo 4 small SUV, but it remains in second place within the Chery stable. Is this base EV version worth a look? Note: The vehicle pictured is an MY24 Chery Omoda E5, which other than revised 'CHERY' badging replacing the old 'OMODA' script and some minor specification changes, is effectively the same vehicle. For 2025, the Chery E5 has been renamed and repriced, with the base Urban now starting at $36,990 plus on-road costs. To see how the Chery E5 lines up against the competition, check out our comparison tool As with the Omoda 5 (now C5), the E5 offers a more premium cabin design than most of its Chinese competitors, with inspiration drawn from luxury marques like Mercedes-Benz. It differs slightly from the petrol-powered C5 in some of the detailing, with its padded leather-look protrusion under the air vents and central display, and a unique centre console design. It's even more Benz-like than the ICE version. There's a slickness to the straight lines and glossy finishes. The larger 12.3-inch displays are nicely integrated into a unified fascia, and the steering wheel design is lovely – though in the base grade it's not leather or leatherette wrapped, just squishy plastic which feels a little rental-spec. Piano black material adorns much of the bridge, tunnel, and dashboard. Nice in the dealership, not so nice once you start poking and prodding it with dirty fingers – best to keep a rag in the glovebox. The sporty fabric and leatherette-clad seats are manually adjusted in the entry grade, but that's fine in the scheme of things. They're comfortable, with supple cushioning and decent support from the bolsters. They aren't quite as good as the beautiful front pews in the Mazda CX-30, but they're comfy on long journeys. Unlike some other Chinese-branded cars, there's better under-thigh support from the long base cushion, which goes a long way. Now while those displays I mentioned earlier look schmick when the car isn't moving, they're not quite as slick in operation. The design and interface is very budget-Benz, but the screen is laggy to the point where things almost 'tick' as they animate, and the driver's cluster doesn't have a more conventional dial view like in petrol vehicles. Thankfully, the wireless Apple CarPlay worked generally well during our testing, though there was the odd occasion where known blackspots would cause a disconnection and then a buggy reconnection – or no connection at all. Chery Australia has also removed native satellite navigation from the E5 range, one of few changes made during the rebrand. So, these CarPlay quibbles can be a bit of a hassle if you're using your phone to navigate somewhere and it suddenly disconnects and you can't get it back online. Build quality feels robust, and the design is more contemporary and cohesive compared than an MG ZST or GWM Haval Jolion. There's decent storage too, if you have a habit of carrying loose items like wallets and bottles. The E5 isn't class-leading in terms of second-row space, but has ample room to house a pair of adults without much fuss. Just be mindful that the sloping window line might mean you knock your head on the way in – speaking from experience here… Knee room is a little snug behind those chunky front seats, but otherwise 6″1′ me could sit behind my preferred driving position. Headroom is fine, though my voluminous hair was brushing the headliner in the back. Your kids will be fine in the back provided the front seats don't obstruct their view too much, and there are amenities like rear air vents, USB-A and USB-C charge ports (new for the updated model), map pockets, and bottle holders in the doors. There's also a flip-down centre armrest with cupholders. Speaking of the younger ones, the requisite ISOFIX and top-tether child seat anchor points are present as you'd expect. Further back, the Chery E5's boot capacity takes a hit compared to petrol models. It's quoted at 300 litres with the rear seats in play and 1079L with them folded. By comparison, the Chery C5 offers 370L in five-seat configuration. One highlight that's pretty rare – especially for an EV – is the presence of a full-size spare wheel under the boot floor. Props to Chery for going against the industry trend on this one. To see how the Chery E5 lines up against the competition, check out our comparison tool All versions of the E5 are powered by a front-mounted electric motor making 150kW/340Nm, fed by a 61.1kWh lithium iron phosphate (LFP) battery pack – and there's a 19-litre 'frunk'. To see how the Chery E5 lines up against the competition, check out our comparison tool The petrol Omoda 5 (now C5) is a little hit and miss in my experience, depending on the drivetrain, so I was keen to see if the torque-rich nature of electric motoring would be a marked improvement in the E5. Pictured: MY24 Chery Omoda E5 BX Often I find that drivetrain refinement in petrol-powered Chinese-branded cars needs a little work to really be competitive with legacy brands from Europe and Asia, but in the EV space it's a much more level playing field. Naturally, the E5 starts in complete silence, and setting off isn't met with clumsy lurching like old Omoda 5 vehicles fitted with the dual-clutch automatic were prone to. It's also very quiet, and the elevated driving position gives you a commanding view of the road ahead and makes this feel like a larger, more substantial vehicle. While straight-line acceleration is effortless and responsive, provided you don't mash the throttle and light up the front tyres, there's a bit of a disconnect between the drivetrain and handling. That big vehicle feel I mentioned earlier translates a little too much to the steering and handling, with very light weighting and minimal feedback, occasionally making the E5 feel a little vague and ponderous. It's pretty softly sprung too, so there's a bit of body lean in corners, which combined with the tall driving position can exacerbate the top-heavy feeling behind the wheel. That said, it's only really a drawback if you're a keen driver, and this is priced to be economy-class zero-emissions transport. Driven with a more measured approach in city and suburban environments, the E5 is a pretty comfortable and quiet runabout. It's a good size for urban living too, with relatively compact dimensions, front and rear parking sensors and a decent reversing camera – you need the flagship Ultimate for the excellent surround cameras. Outward visibility is good out the front and sides, though the rising belt line and slim rear window means the aforementioned sensors and camera come in handy, as does standard blind-spot and rear cross-traffic monitors. Things settle nicely on the open road too, with the E5 offering good sound insulation despite the absence of a combustion motor, and a settled ride that's only ever upset by sharp surface imperfections like expansion joins at the national highway limit – not helped by the larger 18-inch alloy wheels shod with 215/55 Kumho rubber. While it's mostly a decent if not good showing, Chery's driver assistance technologies still require some work. This is a complaint I've had about nearly every one of the company's cars I've driven. In fairness, it's mainly the Integrated Cruise Assist, which combines adaptive cruise control and active lane keeping tooffer semi-autonomous highway driving, that's not quite there. The lane-centring function still can't accurately keep the E5 centred in its lane, often jerking the steering wheel left as it dislikes the driver-side lane markings. Every now and then it'll wrestle you towards the vehicle next to you or a concrete barrier if it can't correctly detect the lane markings, which can be quite unsettling. Chery's driver monitoring system is also deserving of a common gripe made against Chinese brands, often chiming too eagerly even if you're just doing a head-check or glancing over at the infotainment display. To see how the Chery E5 lines up against the competition, check out our comparison tool The Chery E5 range remains a two-variant model family in Australia, though the old BX and EX trims are now called the Urban and Ultimate. 2025 Chery E5 Urban equipment highlights: E5 Ultimate adds: The Omoda E5 has the same five-star ANCAP safety rating as its petrol-powered siblings, based on 2022 test criteria. The tests were conducted by Euro NCAP, but when awarding the electric version the same five-star rating, ANCAP confirmed additional testing was conducted on the E5 to determine the integrity and safety of the E5's battery and high-voltage electrical system. Standard safety equipment includes: Ultimate adds: To see how the Chery E5 lines up against the competition, check out our comparison tool As with the wider Chery lineup, the Omoda E5 is covered by a seven-year, unlimited-kilometre warranty, with the high-voltage battery in EV models covered by a lengthy eight-year, unlimited-kilometre warranty. To see how the Chery E5 lines up against the competition, check out our comparison tool Since I drove this vehicle in MY24-spec, Chery has made a substantial change to the retail pricing which helps the value equation by some margin. A whole $6000 drop – even if there were sharp drive-away deals at the time of testing – is nothing to sneeze at, and the base Urban's new $36,990 sticker puts it in the company of a variety of legacy-branded combustion-powered SUVs. For a cheap electric crossover it drives well enough, it's equipped well enough, and it's arguably styled to look more expensive than it is. Keen drivers like me might find it underwhelming or boring on the road, but it's fine for what it is. The finicky driver assistance tech remains a complaint, but this is common to the bulk of Chery's lineup including even its new Omoda Jaecoo portfolio. It's an area where BYD and MG have made pretty good strides – though their equivalent models cost more. While it may lack some of the polish of the similarly sized BYD Atto 3 and MG S5 EV, the Chery E5 is thousands more affordable and offers more range than its Chinese rivals. That alone will be a key selling point for many. CarExpert can save you thousands on a new Chery E5. Click here to get a great Explore the Chery E5 showroom Content originally sourced from: E5 Pros Chery E5 Cons Chery's first new-generation model in Australia quickly became its first all-electric vehicle in Australia too. The Chery E5 (formerly called the Omoda E5) is the all-electric version of Chery's distinctively styled C5 (formerly the Omoda 5) small SUV, which spearheaded the Chinese brand's return to the Australian market in 2023. Aiming straight at the likes of the BYD Atto 3 and MG S5 EV, the E5 is an attainable compact electric SUV that will cost you similar money to an up-spec petrol-fired Kia Seltos or Mazda CX-30 – and now it's even more affordable. Like its ICE-powered C5 sibling, the E5 trades hard on value and aftersales provisions, with affordable pricing and a long seven-year factory warranty. The E5 also offers competitive performance and range at this end of the market. On test here we have the entry-level 2025 Chery E5 – now known as the Urban – which since being renamed has seen retail pricing drop by as much as $6000. It's now priced listed from $36,990 plus on-road costs. WATCH: Paul's video review of the 2023 Chery Omoda 5 The Chery brand is steadily gaining momentum in the Australian market, registering 12,603 new vehicles in 2024 (up 114.0 per cent), with the Omoda 5 family (now C5 and E5) leading the charge (6162 units, up 14.7 per cent). So far in 2025, the Chery C5/E5 has been supplanted as the brand's top-seller Down Under by the more affordable Tiggo 4 small SUV, but it remains in second place within the Chery stable. Is this base EV version worth a look? Note: The vehicle pictured is an MY24 Chery Omoda E5, which other than revised 'CHERY' badging replacing the old 'OMODA' script and some minor specification changes, is effectively the same vehicle. For 2025, the Chery E5 has been renamed and repriced, with the base Urban now starting at $36,990 plus on-road costs. To see how the Chery E5 lines up against the competition, check out our comparison tool As with the Omoda 5 (now C5), the E5 offers a more premium cabin design than most of its Chinese competitors, with inspiration drawn from luxury marques like Mercedes-Benz. It differs slightly from the petrol-powered C5 in some of the detailing, with its padded leather-look protrusion under the air vents and central display, and a unique centre console design. It's even more Benz-like than the ICE version. There's a slickness to the straight lines and glossy finishes. The larger 12.3-inch displays are nicely integrated into a unified fascia, and the steering wheel design is lovely – though in the base grade it's not leather or leatherette wrapped, just squishy plastic which feels a little rental-spec. Piano black material adorns much of the bridge, tunnel, and dashboard. Nice in the dealership, not so nice once you start poking and prodding it with dirty fingers – best to keep a rag in the glovebox. The sporty fabric and leatherette-clad seats are manually adjusted in the entry grade, but that's fine in the scheme of things. They're comfortable, with supple cushioning and decent support from the bolsters. They aren't quite as good as the beautiful front pews in the Mazda CX-30, but they're comfy on long journeys. Unlike some other Chinese-branded cars, there's better under-thigh support from the long base cushion, which goes a long way. Now while those displays I mentioned earlier look schmick when the car isn't moving, they're not quite as slick in operation. The design and interface is very budget-Benz, but the screen is laggy to the point where things almost 'tick' as they animate, and the driver's cluster doesn't have a more conventional dial view like in petrol vehicles. Thankfully, the wireless Apple CarPlay worked generally well during our testing, though there was the odd occasion where known blackspots would cause a disconnection and then a buggy reconnection – or no connection at all. Chery Australia has also removed native satellite navigation from the E5 range, one of few changes made during the rebrand. So, these CarPlay quibbles can be a bit of a hassle if you're using your phone to navigate somewhere and it suddenly disconnects and you can't get it back online. Build quality feels robust, and the design is more contemporary and cohesive compared than an MG ZST or GWM Haval Jolion. There's decent storage too, if you have a habit of carrying loose items like wallets and bottles. The E5 isn't class-leading in terms of second-row space, but has ample room to house a pair of adults without much fuss. Just be mindful that the sloping window line might mean you knock your head on the way in – speaking from experience here… Knee room is a little snug behind those chunky front seats, but otherwise 6″1′ me could sit behind my preferred driving position. Headroom is fine, though my voluminous hair was brushing the headliner in the back. Your kids will be fine in the back provided the front seats don't obstruct their view too much, and there are amenities like rear air vents, USB-A and USB-C charge ports (new for the updated model), map pockets, and bottle holders in the doors. There's also a flip-down centre armrest with cupholders. Speaking of the younger ones, the requisite ISOFIX and top-tether child seat anchor points are present as you'd expect. Further back, the Chery E5's boot capacity takes a hit compared to petrol models. It's quoted at 300 litres with the rear seats in play and 1079L with them folded. By comparison, the Chery C5 offers 370L in five-seat configuration. One highlight that's pretty rare – especially for an EV – is the presence of a full-size spare wheel under the boot floor. Props to Chery for going against the industry trend on this one. To see how the Chery E5 lines up against the competition, check out our comparison tool All versions of the E5 are powered by a front-mounted electric motor making 150kW/340Nm, fed by a 61.1kWh lithium iron phosphate (LFP) battery pack – and there's a 19-litre 'frunk'. To see how the Chery E5 lines up against the competition, check out our comparison tool The petrol Omoda 5 (now C5) is a little hit and miss in my experience, depending on the drivetrain, so I was keen to see if the torque-rich nature of electric motoring would be a marked improvement in the E5. Pictured: MY24 Chery Omoda E5 BX Often I find that drivetrain refinement in petrol-powered Chinese-branded cars needs a little work to really be competitive with legacy brands from Europe and Asia, but in the EV space it's a much more level playing field. Naturally, the E5 starts in complete silence, and setting off isn't met with clumsy lurching like old Omoda 5 vehicles fitted with the dual-clutch automatic were prone to. It's also very quiet, and the elevated driving position gives you a commanding view of the road ahead and makes this feel like a larger, more substantial vehicle. While straight-line acceleration is effortless and responsive, provided you don't mash the throttle and light up the front tyres, there's a bit of a disconnect between the drivetrain and handling. That big vehicle feel I mentioned earlier translates a little too much to the steering and handling, with very light weighting and minimal feedback, occasionally making the E5 feel a little vague and ponderous. It's pretty softly sprung too, so there's a bit of body lean in corners, which combined with the tall driving position can exacerbate the top-heavy feeling behind the wheel. That said, it's only really a drawback if you're a keen driver, and this is priced to be economy-class zero-emissions transport. Driven with a more measured approach in city and suburban environments, the E5 is a pretty comfortable and quiet runabout. It's a good size for urban living too, with relatively compact dimensions, front and rear parking sensors and a decent reversing camera – you need the flagship Ultimate for the excellent surround cameras. Outward visibility is good out the front and sides, though the rising belt line and slim rear window means the aforementioned sensors and camera come in handy, as does standard blind-spot and rear cross-traffic monitors. Things settle nicely on the open road too, with the E5 offering good sound insulation despite the absence of a combustion motor, and a settled ride that's only ever upset by sharp surface imperfections like expansion joins at the national highway limit – not helped by the larger 18-inch alloy wheels shod with 215/55 Kumho rubber. While it's mostly a decent if not good showing, Chery's driver assistance technologies still require some work. This is a complaint I've had about nearly every one of the company's cars I've driven. In fairness, it's mainly the Integrated Cruise Assist, which combines adaptive cruise control and active lane keeping tooffer semi-autonomous highway driving, that's not quite there. The lane-centring function still can't accurately keep the E5 centred in its lane, often jerking the steering wheel left as it dislikes the driver-side lane markings. Every now and then it'll wrestle you towards the vehicle next to you or a concrete barrier if it can't correctly detect the lane markings, which can be quite unsettling. Chery's driver monitoring system is also deserving of a common gripe made against Chinese brands, often chiming too eagerly even if you're just doing a head-check or glancing over at the infotainment display. To see how the Chery E5 lines up against the competition, check out our comparison tool The Chery E5 range remains a two-variant model family in Australia, though the old BX and EX trims are now called the Urban and Ultimate. 2025 Chery E5 Urban equipment highlights: E5 Ultimate adds: The Omoda E5 has the same five-star ANCAP safety rating as its petrol-powered siblings, based on 2022 test criteria. The tests were conducted by Euro NCAP, but when awarding the electric version the same five-star rating, ANCAP confirmed additional testing was conducted on the E5 to determine the integrity and safety of the E5's battery and high-voltage electrical system. Standard safety equipment includes: Ultimate adds: To see how the Chery E5 lines up against the competition, check out our comparison tool As with the wider Chery lineup, the Omoda E5 is covered by a seven-year, unlimited-kilometre warranty, with the high-voltage battery in EV models covered by a lengthy eight-year, unlimited-kilometre warranty. To see how the Chery E5 lines up against the competition, check out our comparison tool Since I drove this vehicle in MY24-spec, Chery has made a substantial change to the retail pricing which helps the value equation by some margin. A whole $6000 drop – even if there were sharp drive-away deals at the time of testing – is nothing to sneeze at, and the base Urban's new $36,990 sticker puts it in the company of a variety of legacy-branded combustion-powered SUVs. For a cheap electric crossover it drives well enough, it's equipped well enough, and it's arguably styled to look more expensive than it is. Keen drivers like me might find it underwhelming or boring on the road, but it's fine for what it is. The finicky driver assistance tech remains a complaint, but this is common to the bulk of Chery's lineup including even its new Omoda Jaecoo portfolio. It's an area where BYD and MG have made pretty good strides – though their equivalent models cost more. While it may lack some of the polish of the similarly sized BYD Atto 3 and MG S5 EV, the Chery E5 is thousands more affordable and offers more range than its Chinese rivals. That alone will be a key selling point for many. CarExpert can save you thousands on a new Chery E5. Click here to get a great Explore the Chery E5 showroom Content originally sourced from:


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PM's net approval rating hits two-year high: Newspoll
The percentage of voters happy with Prime Minister Anthony Albanese's performance outnumbers those dissatisfied for the first time in two years, a survey suggests. The Newspoll, published in The Australian on Monday, indicates Mr Albanese's federal Labor party retains a solid two-party-preferred lead over the coalition at 56 per cent to 44 per cent. The previous Newspoll, taken in July, had Labor ahead by 57 per cent to 43 per cent. The latest survey said Labor's primary vote was unchanged at 36 per cent while the coalition's support rose one percentage point to 30 per cent. The Greens were steady on 12 per cent, One Nation was up one point to nine per cent and backing for the independents and minor parties category dipped two points to 13 per cent. Mr Albanese's previous net approval rating of zero improved in the new poll to plus three, with 49 per cent of voters satisfied with his performance and 46 per cent dissatisfied. It marks Mr Albanese's first positive net approval rating in a Newspoll since September 2023. Coalition leader Sussan Ley's net approval rating is at minus nine, deteriorating from the minus seven result she received in the prior month. About 21 per cent of respondents to the Newspoll indicated it was still too early to judge her performance. On the question of who would be the better prime minister, 51 per cent said Mr Albanese, 31 per cent said Ms Ley and 18 per cent were uncommitted - with the latter option gaining two points since the last Newspoll and the leaders each dropping one point. The survey of 1283 voters was conducted online between August 11 and August 14. The percentage of voters happy with Prime Minister Anthony Albanese's performance outnumbers those dissatisfied for the first time in two years, a survey suggests. The Newspoll, published in The Australian on Monday, indicates Mr Albanese's federal Labor party retains a solid two-party-preferred lead over the coalition at 56 per cent to 44 per cent. The previous Newspoll, taken in July, had Labor ahead by 57 per cent to 43 per cent. The latest survey said Labor's primary vote was unchanged at 36 per cent while the coalition's support rose one percentage point to 30 per cent. The Greens were steady on 12 per cent, One Nation was up one point to nine per cent and backing for the independents and minor parties category dipped two points to 13 per cent. Mr Albanese's previous net approval rating of zero improved in the new poll to plus three, with 49 per cent of voters satisfied with his performance and 46 per cent dissatisfied. It marks Mr Albanese's first positive net approval rating in a Newspoll since September 2023. Coalition leader Sussan Ley's net approval rating is at minus nine, deteriorating from the minus seven result she received in the prior month. About 21 per cent of respondents to the Newspoll indicated it was still too early to judge her performance. On the question of who would be the better prime minister, 51 per cent said Mr Albanese, 31 per cent said Ms Ley and 18 per cent were uncommitted - with the latter option gaining two points since the last Newspoll and the leaders each dropping one point. The survey of 1283 voters was conducted online between August 11 and August 14. The percentage of voters happy with Prime Minister Anthony Albanese's performance outnumbers those dissatisfied for the first time in two years, a survey suggests. The Newspoll, published in The Australian on Monday, indicates Mr Albanese's federal Labor party retains a solid two-party-preferred lead over the coalition at 56 per cent to 44 per cent. The previous Newspoll, taken in July, had Labor ahead by 57 per cent to 43 per cent. The latest survey said Labor's primary vote was unchanged at 36 per cent while the coalition's support rose one percentage point to 30 per cent. The Greens were steady on 12 per cent, One Nation was up one point to nine per cent and backing for the independents and minor parties category dipped two points to 13 per cent. Mr Albanese's previous net approval rating of zero improved in the new poll to plus three, with 49 per cent of voters satisfied with his performance and 46 per cent dissatisfied. It marks Mr Albanese's first positive net approval rating in a Newspoll since September 2023. Coalition leader Sussan Ley's net approval rating is at minus nine, deteriorating from the minus seven result she received in the prior month. About 21 per cent of respondents to the Newspoll indicated it was still too early to judge her performance. On the question of who would be the better prime minister, 51 per cent said Mr Albanese, 31 per cent said Ms Ley and 18 per cent were uncommitted - with the latter option gaining two points since the last Newspoll and the leaders each dropping one point. The survey of 1283 voters was conducted online between August 11 and August 14. The percentage of voters happy with Prime Minister Anthony Albanese's performance outnumbers those dissatisfied for the first time in two years, a survey suggests. The Newspoll, published in The Australian on Monday, indicates Mr Albanese's federal Labor party retains a solid two-party-preferred lead over the coalition at 56 per cent to 44 per cent. The previous Newspoll, taken in July, had Labor ahead by 57 per cent to 43 per cent. The latest survey said Labor's primary vote was unchanged at 36 per cent while the coalition's support rose one percentage point to 30 per cent. The Greens were steady on 12 per cent, One Nation was up one point to nine per cent and backing for the independents and minor parties category dipped two points to 13 per cent. Mr Albanese's previous net approval rating of zero improved in the new poll to plus three, with 49 per cent of voters satisfied with his performance and 46 per cent dissatisfied. It marks Mr Albanese's first positive net approval rating in a Newspoll since September 2023. Coalition leader Sussan Ley's net approval rating is at minus nine, deteriorating from the minus seven result she received in the prior month. About 21 per cent of respondents to the Newspoll indicated it was still too early to judge her performance. On the question of who would be the better prime minister, 51 per cent said Mr Albanese, 31 per cent said Ms Ley and 18 per cent were uncommitted - with the latter option gaining two points since the last Newspoll and the leaders each dropping one point. The survey of 1283 voters was conducted online between August 11 and August 14.