2026 GWM Ora 5 SUV review: Quick drive

GWM is finally introducing a new electric vehicle (EV) in Australia, and it’s bringing a familiar name to one of the country’s most hotly contested market segments.

The Ora 5 replaces the increasingly irrelevant Ora hatch that was launched locally in 2023 but slipped off the radar due to a lack of updates and an influx of competitively priced Chinese electric hatches, including the BYD Dolphin and MG 4.

And so, the Ora 5 is landing in the hotly contested small SUV segment, aimed squarely at popular electric SUVs from BYD, MG, and Chery. Of course, there are other electric SUVs from non-Chinese brands, but GWM has already given the Ora 5 a leg-up.

Significantly, GWM’s EV brand has maintained the price of its old Ora hatch with the new Ora 5 SUV, despite being much larger and offering greatly improved tech inside and out. In other words, the Ora 5 is cheap enough to raise eyebrows.

The first Ora 5 model to arrive is the vehicle you see here: the 2026 GWM Ora 5 SUV. It’ll soon be joined by an Ora 5 Hatch, which has the same body as the SUV but a lower ride height and likely a smaller battery, while there’s a stretched Ora 5 Touring coming with a larger battery later down the line.

They all come as part of nine new models GWM plans to launch in Australia over the next six months, including all-new vehicles, updates to existing models, and a range of new combustion and electrified powertrains.

The Ora 5 SUV is the first cab off the rank in the upcoming onslaught, and GWM Australia invited media to sample the new EV across metropolitan and regional Victorian roads. We only drove the top-spec Ultra variant on the day.

How does it stack up in the affordable EV space, and is it a step in the right direction for a Chinese brand looking to up its fully electric vehicle game?

How much does the GWM Ora 5 cost?

With drive-away pricing from $33,990, the Ora 5 is billed by GWM as Australia’s most affordable electric SUV.

That said, the BYD Atto 2 is cheaper on a list-price basis alone. It’s priced at $31,990 before on-road costs, but BYD’s online configurator lists an indicative drive-away price of $35,336.52 for a buyer in NSW.

Size-wise, the Ora 5’s most direct rivals include the BYD Atto 3 (priced from $39,990 plus on-roads), the Chery E5 ($37,990 drive-away), the MG S5 EV ($42,990 plus ORCs), and the Leapmotor B10 ($37,888 plus ORCs).

Hyundai’s Kona Electric also starts at $46,000 plus ORCs, while the Kia EV3 starts at $47,600 plus ORCs.

To see how the GWM Ora 5 lines up against the competition, check out our comparison tool

What is the GWM Ora 5 like on the inside?

The Ora 5 follows interior trends set by most other Chinese manufacturers, with a screen-focused cabin dominated by an iPad-like display mounted on the dash. Fortunately, it all feels very well bolted together.

Before we get too far, it’s worth talking about the interior colours on offer. The cutesy cream synthetic leather you see in the image above, which reminds us of a strawberry-and-cream Chupa-Chups lollipop when paired with the Flamingo Pink exterior, is an option for the flagship Ultra grade.

Buyers can also choose a more standard dark grey palette if they prefer, or if they have children that might ruin the lighter-colour seat trim – it’s nice to have the option without being forced into a bold interior colour. The base Lux gets standard cloth trim.

When it comes to interior functionality, the Ora 5 shares several of the same limitations exhibited by other tech-heavy EVs. The 14.6-inch infotainment touchscreen on the dashboard houses every vehicle setting within a sharp-looking operating system that responds quickly to inputs.

Though there are some chrome-look switches below, it’s disappointing that they’re not more useful. Apart from the hazard lights, the four switches simply toggle on or off the air-conditioning, front demister, and the automatic climate control function.

We can’t help but feel it’d be far more logical to have fan speed and temperature here instead. As it stands, these far more commonly used functions are found in a ribbon at the bottom of the touchscreen, which is at least permanently on – even when smartphone mirroring is active.

So the temperature and fan controls are easy enough to find, though it’s weird that the seat heating/ventilation shortcuts are locked on-screen as one or the other. Most other manufacturers have two separate buttons for heating and ventilation, so this is unintuitive at first.

As for the rest of the system, the inclusion of wireless smartphone mirroring is always a plus. We had no connectivity issues during GWM’s launch drive, though it is incredibly annoying that adjusting the driver’s seat will briefly exit the smartphone interface to tell you the seat position has changed.

There are mountains of other sub-menus to dive through, but those are just some of the standout characteristics. Additional connectivity options include a pair of USB-C ports under the centre console ‘bridge’, and there’s a wireless phone charger above.

The 10.25-inch digital instrument display has a simplified setup, with just a few layouts and various information to look through.

You can flick through these using the vaguely labelled buttons on the two-spoke steering wheel. There is even a neat-looking navigation map display, along with all the requisite trip computers, power meters, and vehicle status indicators.

Beyond all that, the strength of the Ora 5’s interior lies in its comfort and material choices. The seats are comfortable and supportive for everyday driving, even if they lack strong side bolstering to keep you in place in turns. GWM even says the seats passed “61 internal comfort evaluations”, whatever that means.

Still, the fact the seats are quite good indicates there’s some merit to that. The driver’s seat offers a broad range of power adjustment regardless of the Ora 5 variant, and we like the Ultra’s inclusion of heating and ventilation – the latter is claimed to draw heat from the occupant’s back to improve cooling.

Ergonomically, we could do with a little more reach adjustment for the steering wheel, but its synthetic leather wrap is lovely, and all armrests are well-padded.

The bronze accents throughout are a nice visual touch, even if they’re plastic, and they tie in with the 64-colour ambient lighting system in the Ultra. Overall, it’s fair to say there’s a little more aesthetic character here than in much of the competition.

As for places to put things, GWM says the Ora 5 has “more than 30 storage solutions” scattered throughout the cabin. This even includes a super-discreet hidey-hole for a small umbrella in the door bins – the umbrella is sold separately, because putting an umbrella inside the door would be a little too Skoda.

Otherwise, there are two cupholders and a phone-sized slot on top of the centre console, a reasonably sized central storage box and passenger-side glovebox, and large storage bins in the door cards.

The second row is spacious enough to be workable. Headroom and legroom are both okay, though we’d expect some issues for tall people sitting behind tall people.

Amenities back here are stripped back, which makes sense given this SUV’s incredibly sharp price point. On the back of the centre console is just one USB-C port, an air vent, and a small storage nook, but no fold-down armrest.

At least there are map pockets on the front seatbacks, and there’s no denying the panoramic glass sunroof of the Ora 5 Ultra makes for a very airy space. As mentioned, the light-coloured upholstery likely won’t be the go-to if you have young kids, unless you have a really good detailer and deep pockets.

Of course, it’s fitted with the requisite ISOFIX anchors and top-tether points for child seats, and the bench itself is reasonably comfortable.

The boot, at 362 litres, is smaller than the 440L hold of the Atto 3, and it looks like it. The Ora 5’s sculpted rear-end isn’t conducive to cargo capacity, while the bubbly glasshouse and sloping rear window compromise vertical space.

Not all is lost, though. You can still fold the rear seatbacks down to free up more space, and raise the boot floor at the same time to create a perfectly flat loading area. Smaller items will fit nicely in the storage cubby on the driver’s side.

The power tailgate of the Ultra is a nice addition, but it’s under the load floor where the Ora 5 earns serious cred. Both variants get a space-saver spare wheel as standard, which is incredibly rare in an EV – the lack of a rear electric motor has likely mitigated this packaging predicament.

GWM says this decision was heavily influenced by the Australian market.

To see how the GWM Ora 5 lines up against the competition, check out our comparison tool

What’s under the bonnet?

Powering all variants of the GWM Ora 5 SUV is a single, front-mounted electric motor producing 150kW of power and 260Nm of torque. Energy comes from a 58.3kWh lithium iron phosphate battery, and GWM quotes an EV-only driving range of 435km on the WLTC test cycle.

We didn’t get enough time in any one Ora 5 vehicle during GWM’s press launch to report an indicative real-world energy consumption figure, but we saw numbers around 18.0kWh/100km after an hour or so of driving in mixed conditions.

To see how the GWM Ora 5 lines up against the competition, check out our comparison tool

How does the GWM Ora 5 drive?

A big drawcard for the Ora 5 is that it has been treated to the magic touch of ex-Holden handling guru Rob Trubiani as part of GWM’s local chassis tuning program, making it the first GWM model to be launched with an Australian ride and handling package rather than being updated down the line.

The effect of that is immediately obvious. GWM’s newest electric SUV doesn’t exhibit the ride characteristics typical of Chinese SUVs at all: the suspension isn’t unnecessarily soft, and nor does the body wallow and bounce over bumps.

The Ora 5 doesn’t feel wobbly on the freeway, and the steering is direct enough for this EV to be easy to place on tight streets in heavy traffic, or throw down narrow driveways on a whim. We found it mildly refreshing to drive a Chinese SUV that doesn’t bobble about all over the place.

However, it’s almost as if the suspension has instead gone too far the other way. Some buyers may find it too firm, with both small imperfections and bigger bumps transmitting too many shocks into the cabin

This isn’t a sporty model, so this ride/handling character seems at odds with the Ora 5’s intended function. Sure, it offers competent handling and solid composure on twisty roads, but it’s too harsh for an electric commuter SUV.

Further, it doesn’t feel particularly swift. While its firm suspension and agile steering work well together, the Ora 5’s doughy accelerator calibration makes it slow to respond to ‘throttle’ inputs. You have to press the pedal down quite far to get decent acceleration.

Power delivery is rolled on gradually, so pressing the throttle down hard will result in a short wait before the full brunt of the sole electric motor is felt. At that point, the front wheels are more than happy to break traction, especially on a wet road.

Torque steer is therefore apparent if you accelerate hard from low speeds while turning. But it would be unfair to say this ruins the overall driving experience of the Ora 5, because it doesn’t, and you’ll almost certainly get used to it if you spend more than a few hours behind the wheel.

Fortunately, the brake pedal feels solid and predictable. There are just a few levels of regenerative braking to choose from and, despite combining regen and friction braking, the brake pedal action will still feel familiar to most drivers.

There will be some learning curves, though. The regenerative braking system is only adjustable via the infotainment screen and, even then, only when you’re in the correct drive mode. The option boxes are greyed out if not.

Furthermore, the drive modes are primarily adjusted via a button on the steering wheel. As best we could tell – within the limitations of a launch drive – it’s via the vaguely labelled ‘star’ button on the right-hand side, which isn’t particularly intuitive. There are also buttons in the touchscreen, of course.

Compared with a fair number of other EVs from the likes of Hyundai, Kia, and even Toyota, which offer steering wheel paddles for regen strength and clear physical buttons for drive modes, GWM’s approach is cumbersome. It’s a familiar side effect of screen-focused minimalism.

Overall, though, the Ora 5 SUV is nice enough to drive. Besides being a tad firm, the steering and brakes are good, and it’s possible to dial in sharper throttle response by flicking over to Sport mode. Doing so reveals there’s plenty of power on tap.

A consistent strength, however, is cabin refinement. Only coarse-chip tarmac will produce noticeable road noise inside, while other external noises are impressively muffled. Opening the windows on the move reveals just how well insulated the cabin is.

We also found the car’s safety systems to be well-calibrated. The driver attention monitor is a tad too sensitive, but everything else works as intended. Even the lane-keep assist isn’t too intrusive in normal driving.

The Ora 5’s adaptive cruise control and lane-centring functions also work well, though we don’t love that they’re operated using the right-hand steering wheel stalk. This is also the gear selector, so it’s unsettling to shift down into ‘drive’ to activate cruise control and up into ‘reverse’ to cancel it.

It’s still far more polished than the old Ora was, and if you can get past its mildly unfriendly ride quality, you’ll find it a pleasant electric commuter.

To see how the GWM Ora 5 lines up against the competition, check out our comparison tool

What do you get?

The GWM Ora 5 is available in two variants.

2026 GWM Ora 5 SUV Lux equipment highlights:

• 18-inch alloy wheels
• Space-saver spare wheel
• Auto LED headlights
• LED tail-lights
• Rain-sensing wipers
• Roof rails
• Synthetic leather-wrapped steering wheel
• Cloth seat upholstery
• 6-way power driver’s seat
• 4-way manual front passenger seat
• 10.25-inch digital instrument display
• 14.6-inch touchscreen infotainment system
• Wireless Apple CarPlay and Android Auto
• Bluetooth
• DAB+ digital radio
• 6-speaker sound system
• Single-zone climate control
• Rear air vents
• Rear privacy glass
• Vehicle-to-load capacity (V2L)
• Keyless entry
• 4 drive modes:

Ora 5 SUV Ultra adds:

• Panoramic glass sunroof
• Power-folding, heated side mirrors
• Synthetic leather upholstery options:
• Heated steering wheel
• Heated and ventilated front seats
• Driver’s seat position memory
• 4-way power front passenger seat
• 9-speaker sound system
• Wireless phone charger
• 64-colour interior ambient lighting
• Power tailgate

To see how the GWM Ora 5 lines up against the competition, check out our comparison tool

Is the GWM Ora 5 safe?

The Ora 5 has yet to be assessed by ANCAP and is therefore ‘unrated’. However, GWM says the vehicle is currently undergoing testing and expects a maximum five-star rating.

Standard safety equipment highlights:

• 7 airbags, incl:
• Adaptive cruise control with stop/go
• Autonomous emergency braking
• • Junction assist
  • Pedestrian detection
  • Cyclist detection
• Blind-spot monitoring
• Driver attention monitor
• Lane-centring
• Lane-keep assist
• Rear cross-traffic alert
• Safe exit warning
• Surround-view monitor
• Traffic sign recognition
• Tyre pressure monitoring

To see how the GWM Ora 5 lines up against the competition, check out our comparison tool

How much does the GWM Ora 5 cost to run?

GWM Australia backs its range with a seven-year, unlimited-kilometre warranty, and its EVs with an eight-year, unlimited-kilometre high-voltage battery warranty for private buyers. Service intervals for the Ora 5 are 12 months or 15,000km, whichever comes first.

In terms of rivals, seven years of servicing for the BYD Atto 3 costs $2291, while eight years for the Leapmotor B10 costs $2954.

Hyundai, meanwhile, stipulates longer 24-month service intervals for the Kona Electric, with eight years of scheduled maintenance totalling $2984. Kia instead offers a seven-year prepaid service plan for the EV3, priced at $1929.

To see how the GWM Ora 5 lines up against the competition, check out our comparison tool

CarExpert’s Take on the GWM Ora 5 SUV

The Ora 5 SUV is a solid new model and marks a significant step forward in GWM’s EV game.

GWM has managed to build an EV with a competitive driving range, a reasonably rewarding driving experience, and a spacious cabin, without drastic price increases over the model it replaces and while ensuring it doesn’t feel uncomfortably cheap inside.

There may still be a fair amount of hard cabin plastic, but it’s offset by quality-feeling touchpoints like comfortable seats and appropriate leather finishes on the steering wheel and armrests. The touchscreen tech is also fairly slick, which we’re thankful for given you’re forced to rely on it in lieu of real buttons.

No vehicle is perfect, however, and the Ora 5’s interior usability is reduced by that lack of buttons. It also has a firm ride, which would be fine for a performance SUV, but it makes the Ora 5 feel heavy and, in combination with docile throttle response, somewhat sluggish.

But at this price, such flaws are easy to forgive. If a generally pleasant, affordable electric commuter is what you’re after, the Ora 5 SUV is well worth a look.

CarExpert can save you thousands on a new GWM Ora 5. Click here to get a great deal.

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MORE: Explore the GWM Ora 5 showroom