It has become customary every few weeks to discuss a new Chinese brand arriving in Europe. This time it is GWM, a Chinese company founded in 1990 that is now stepping into our market.
The first car it sells here is the GWM Ora 5, a compact SUV that is available in gasoline, in hybrid, and in a 100% electric version.
First an SUV, then more SUVs… and real off-roaders, among other things
To be honest, I’ve lost track of how many Chinese brands have reached Spain over the last few years. For the first time in my life, I don’t know what some cars I see on the street are, and yet this is only the beginning.
It’s unlikely that all the brands arriving will stay put, simply because there isn’t room for so many brands, but some are doing things very well, they know what they have to sell in our market and, if they don’t yet know, they have the capacity to learn very quickly.
That’s why we are seeing how some Chinese cars succeed month after month; the clearest examples are Omoda, Jaecoo, and MG, but there are other companies that must be taken very seriously as well, such as Leapmotor, Geely, Changan, or the latest arrival: GWM.
We spoke about GWM just a few months ago, when we attended the brand’s European launch and got to know several of the models they intend to use to carve out a space in our market, such as the GWM ORA 5 and the GWM H7. At that time, we could only see them in static form, but now we have been able to drive one: the GWM ORA 5.
This car is GWM’s coming-out party in Spain and it directly enters one of our country’s most important segments because it concentrates a large share of total sales: compact SUVs.
With a length of 4.47 meters, it competes in the same league as heavyweight models like the Hyundai Tucson, the Kia Sportage, the Ford Kuga, the Peugeot 3008, the Renault Austral, or the Jaecoo 7.
Unlike any of them, GWM’s aim is broader because it arrives with three powertrain types: a 100% electric version, a gasoline version with no electrification, and a non-plug-in hybrid. Therefore, it can carry the DGT’s C label, ECO, and ZERO.
It’s a smart move by GWM because it covers the main options demanded in our market, without closing any doors, not even the door to pure internal combustion engines. The ORA 5’s platform is compatible with several propulsion technologies, and the brand has decided to take advantage of it.
The design is the same, irrespective of the powertrain chosen, both outside and inside, and that is one of its main arguments because, unlike most Chinese SUVs, it does not resemble any other model from the Asian country.
It’s true that its headlights, even the shape of the hood, can remind you of vehicles from a European brand (let’s say: Porsche), but there is no doubt that the ORA 5’s design has personality.
That personality is even more evident at the rear, where the rear window with integrated LED taillights takes most of the spotlight. Moreover, GWM has chosen a very complete exterior color palette, with more sober tones and matte options, but also very striking options, such as ‘Amazonia Green’ or ‘Caribbean Blue’. I assure you that people look at the car a lot when it’s on the street.
GWM ORA 5: this is what the interior looks like
Inside it shares more with other Chinese (and Western) cars because the setup is the same we’ve seen many times: few buttons, lots of storage ports, a minimalist look, a screen that serves as a digital instrument cluster and another larger touchscreen in the center for multimedia and most vehicle functions.
Still, it also has personality because of curious details, such as fabric-trimmed panels with a houndstooth pattern in the higher-end finish (Advance), in the pure “Pepita” Porsche style, or the physical buttons on the central console for the climate control, which, by the way, remind of MINI.
Another factor in its favor that helps it stand out from many of its compatriots and from many Western models is the interior quality: it’s well made and uses good materials.
The adjustments are very solid, all surfaces feel pleasant to the touch and even the sound of the doors closing is good; it doesn’t sound like sheet metal and “cheap.” That said, the sound insulation could be improved, at least on the highway, because there is too much aerodynamic wind noise seeping in.
Also left a good impression on me the driving position, not only for good visibility in all directions but also because the ergonomics are good, there are plenty of physical buttons, the voice control works well, and the multimedia runs smoothly, with fluid operation and a menu design that is easy for everyone to understand.
It isn’t hard to dismiss some driving aids and beeps, such as the speed-limit alert, although it would be even better if it offered the possibility of creating a personalized profile with the aids active and inactive that the driver wants and being able to activate it as soon as they get in the car, so you wouldn’t have to switch them off one by one.
As for space, with 4.47 meters in length on the outside, it isn’t exactly a large car, but it makes good use of the interior space and the practicality is good, with ample rear-seat room in all dimensions and, in general, a good sense of openness.
The boot, on the other hand, is only adequate in the gasoline and electric versions because both offer 422 liters of capacity, while the hybrid sits below the segment average at 390 liters.
GWM ORA 5: how it drives
And what happens when you get behind the wheel? The impressions are also good for a very simple reason: it behaves like Europeans expect a car to behave. In other words: the setup isn’t the typical Chinese car (in case you have doubts, that’s a good thing).
The suspension is well-tuned, with a fairly firm feel but not harsh, so it “swallows” potholes and city bumps well, and it is comfortable on very rough roads (which are becoming more common in Spain). The steering, meanwhile, isn’t very direct or informative, but it can have quite a bit of weight (there are three levels of assist available).
Overall, it’s a very easy car to drive and easy to feel comfortable in, and that applies to all three available powertrains. The gasoline version, though the least powerful at 160 HP, moves with ease in any scenario because the 1.5-liter turbo four-cylinder engine responds well, works well with the automatic transmission, and is pleasant.
The downside of this pure combustion version is consumption; during the initial drive I couldn’t accumulate many kilometers, so I can’t draw firm conclusions, but it seems hard to drop below around 7.5 L/100 km on average.
The electric, with 204 HP, moves even better because it is more powerful and because power delivery, as with all electric cars, is more immediate. That makes it especially agile in the city. It is also very enjoyable to drive, in fact, even more so because it is quieter.
One thing I can’t say anything about is the range and consumption because I did fewer kilometers with it than with the gasoline version. On paper, it yields a combined consumption of 15.5 kWh/100 km and a WLTP combined range of 435 km. The reality is that these are not standout figures, just like the maximum charging power of 120 kW DC. Today, these are areas that could be improved and there are more capable options in this segment.
With the hybrid I did drive many kilometers because I had the opportunity to test it for several days and I find it the most interesting option in the range. With 223 HP, it is also the strongest: it accelerates from 0 to 100 km/h in 7.7 seconds, the same as the electric, and reaches a top speed of 185 km/h (15 km/h more than the electric).
There’s no shortage of power in any situation, and unlike other similar non-plug-in hybrids, this system is quieter because the transmission, which has two gears, is smoother. Compared to other hybrids, you also feel the turbo in the combustion portion because there’s more “kick” when you floor the accelerator.
However, the consumption isn’t as low as in other hybrids. Note that it isn’t a particularly frugal car, staying around the 6 L/100 km mark on average, but there are hybrids of similar power and size that are more economical. In any case, the 55‑liter fuel tank allows for a very reasonable range and in city driving it uses less because energy management is good and it almost always runs in electric mode.
Price of the GWM ORA 5
And there is one more factor tipping the balance in favor of the hybrid: the price. Focusing on the recommended retail price, the GWM ORA 5 1.5T gasoline with 160 HP starts at 26,950 euros in the Explore trim and from 29,500 euros with the more fully equipped Advance trim.
The 223 HP hybrid starts at 28,950 euros for the Explore and from 31,500 euros with the Advance finish. The price difference between the gasoline and the hybrid is only about 2,000 euros; in my opinion, it’s worth spending that extra to have the ECO label from the DGT, more power, and lower consumption (and slightly less boot space, remember).
The 204 HP electric starts from 34,950 euros in the Advance version and from 37,500 euros with the higher level Advance. With brand discounts, incentives, and financing, the picture changes because the gasoline ORA 5 becomes available from 19,950 euros, the hybrid from 22,350 euros, and the electric from 23,950 euros.
In all cases, the warranty is seven years or 150,000 km and the truth is that the standard equipment is very complete in both trims because nothing is lacking.
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