Latest news with #J7
The Advertiser
13-06-2025
- Automotive
- The Advertiser
Jaecoo J7 SHS: A new hybrid SUV with urban style and long-distance capability
SPONSORED Meet the Jaecoo J7, a new mid-size SUV shaped by the design philosophy "From Classic, Beyond Classic". It aims to blend rugged off-road style with refined urban sophistication. And this SHS version – a plug-in hybrid vehicle (PHEV) – finished in Lunar Silver nails that balance to a tee. Jaecoo may be a fresh face in Australia, but it's part of a familiar name in the automotive world. It sits under the Chery umbrella, China's largest vehicle exporter, which already offers local buyers Omoda and Tiggo models. The J7 is positioned as a more premium alternative. Priced from $34,990 drive-away for the petrol variant and topping out at $47,990 for the SHS Summit you see here, the J7 offers a design that mixes sharp lines and SUV proportions that would be right at home on higher-end luxury SUVs. We drove the range-topping SHS version that introduces Jaecoo's Super Hybrid System, appealing to those who want great fuel-efficiency and a taste of electric driving without fully committing to an EV. With a claimed electric-only range of up to 106km, it could suit many daily commutes without using petrol, and its WLTP-rated combined range of over 1200km gives it decent long-distance touring potential, too. CarExpert recently tested this range claim, and we came extremely close to the 1200km figure in real-world conditions. That type of range will see you get from Sydney to Noosa on Queensland's Sunshine Coast without stopping, and having some range left in the tank when you get there. Under the bonnet, it pairs a turbocharged 1.5-litre four-cylinder petrol engine, producing 105kW of power and 215Nm of torque, with a 150kW electric motor and an 18.3kWh battery. It uses a single-speed hybrid transmission, and transitions between electric and petrol power reasonably smoothly. The J7 SHS is front-wheel drive only for now, but an all-wheel drive version is reportedly on the way, too. Jaecoo claims the J7 SHS will accelerate from 0-100km/h in 8.5 seconds, which is about average for a hybrid SUV of this size. Thanks to the electric motor, it feels quicker at low speeds, especially from a standstill. Fuel consumption is officially around just 1.0L/100km, though real-world results will vary based on driving style and both charging levels and frequency. AC charging at home is possible at up to 6.6kW, which takes about 160 minutes to take the battery from 25 per cent to full. For quicker top-ups, DC fast-charging at up to 40kW will supply a 30-80 per cent charge in around 20 minutes. Inside, the five-seat J7 SHS is fitted with a large 14.8-inch portrait-style infotainment touchscreen and a 10.25-inch digital instrument cluster, on a clean dashboard layout. Most surfaces are soft-touch, and the synthetic leather-trimmed seats are pretty comfortable. The ambient lighting and panoramic sunroof add some visual appeal, while the Sony eight-speaker audio system is a nice inclusion at this price point. Tech-wise, there's wireless Apple CarPlay and Android Auto connectivity, though the interface and responsiveness may not match more established brands. All the essential controls are accessed through the touchscreen or steering wheel, with a few physical buttons to operate drive modes. The J7 SHS can comfortably seat five adults and, while the hybrid battery slightly reduces boot space, the rear seats do fold flat to expand cargo capacity when needed. The J7 SHS Summit is priced at $47,990 drive-away, which undercuts other plug-in hybrid medium SUVs from China and is about $10,000 or more beneath rivals from Japan, and less than half the price of German equivalents. Jaecoo backs all of its models with an eight-year, unlimited-kilometre warranty for the entire vehicle including its high-voltage battery – for all customers, regardless of servicing – and it includes roadside assistance and a capped-price service program for the same duration, which is a strong value proposition. The Jaecoo J7 SHS arrives with a very competitive price, solid hybrid capability, and a feature-packed interior. While it doesn't push boundaries in terms of performance or refinement, it does provide a super affordable way to step into a distinctive plug-in hybrid medium SUV. Throw in a solid five-star ANCAP safety rating thanks to eight airbags and 17 advanced driver assistance aids, and the Jaecoo J7 SHS should be an enticing option for buyers who want a safe, efficient and high-tech family SUV – without breaking the bank. Interested in buying a Jaecoo J7? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Jaecoo J7 Content originally sourced from: SPONSORED Meet the Jaecoo J7, a new mid-size SUV shaped by the design philosophy "From Classic, Beyond Classic". It aims to blend rugged off-road style with refined urban sophistication. And this SHS version – a plug-in hybrid vehicle (PHEV) – finished in Lunar Silver nails that balance to a tee. Jaecoo may be a fresh face in Australia, but it's part of a familiar name in the automotive world. It sits under the Chery umbrella, China's largest vehicle exporter, which already offers local buyers Omoda and Tiggo models. The J7 is positioned as a more premium alternative. Priced from $34,990 drive-away for the petrol variant and topping out at $47,990 for the SHS Summit you see here, the J7 offers a design that mixes sharp lines and SUV proportions that would be right at home on higher-end luxury SUVs. We drove the range-topping SHS version that introduces Jaecoo's Super Hybrid System, appealing to those who want great fuel-efficiency and a taste of electric driving without fully committing to an EV. With a claimed electric-only range of up to 106km, it could suit many daily commutes without using petrol, and its WLTP-rated combined range of over 1200km gives it decent long-distance touring potential, too. CarExpert recently tested this range claim, and we came extremely close to the 1200km figure in real-world conditions. That type of range will see you get from Sydney to Noosa on Queensland's Sunshine Coast without stopping, and having some range left in the tank when you get there. Under the bonnet, it pairs a turbocharged 1.5-litre four-cylinder petrol engine, producing 105kW of power and 215Nm of torque, with a 150kW electric motor and an 18.3kWh battery. It uses a single-speed hybrid transmission, and transitions between electric and petrol power reasonably smoothly. The J7 SHS is front-wheel drive only for now, but an all-wheel drive version is reportedly on the way, too. Jaecoo claims the J7 SHS will accelerate from 0-100km/h in 8.5 seconds, which is about average for a hybrid SUV of this size. Thanks to the electric motor, it feels quicker at low speeds, especially from a standstill. Fuel consumption is officially around just 1.0L/100km, though real-world results will vary based on driving style and both charging levels and frequency. AC charging at home is possible at up to 6.6kW, which takes about 160 minutes to take the battery from 25 per cent to full. For quicker top-ups, DC fast-charging at up to 40kW will supply a 30-80 per cent charge in around 20 minutes. Inside, the five-seat J7 SHS is fitted with a large 14.8-inch portrait-style infotainment touchscreen and a 10.25-inch digital instrument cluster, on a clean dashboard layout. Most surfaces are soft-touch, and the synthetic leather-trimmed seats are pretty comfortable. The ambient lighting and panoramic sunroof add some visual appeal, while the Sony eight-speaker audio system is a nice inclusion at this price point. Tech-wise, there's wireless Apple CarPlay and Android Auto connectivity, though the interface and responsiveness may not match more established brands. All the essential controls are accessed through the touchscreen or steering wheel, with a few physical buttons to operate drive modes. The J7 SHS can comfortably seat five adults and, while the hybrid battery slightly reduces boot space, the rear seats do fold flat to expand cargo capacity when needed. The J7 SHS Summit is priced at $47,990 drive-away, which undercuts other plug-in hybrid medium SUVs from China and is about $10,000 or more beneath rivals from Japan, and less than half the price of German equivalents. Jaecoo backs all of its models with an eight-year, unlimited-kilometre warranty for the entire vehicle including its high-voltage battery – for all customers, regardless of servicing – and it includes roadside assistance and a capped-price service program for the same duration, which is a strong value proposition. The Jaecoo J7 SHS arrives with a very competitive price, solid hybrid capability, and a feature-packed interior. While it doesn't push boundaries in terms of performance or refinement, it does provide a super affordable way to step into a distinctive plug-in hybrid medium SUV. Throw in a solid five-star ANCAP safety rating thanks to eight airbags and 17 advanced driver assistance aids, and the Jaecoo J7 SHS should be an enticing option for buyers who want a safe, efficient and high-tech family SUV – without breaking the bank. Interested in buying a Jaecoo J7? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Jaecoo J7 Content originally sourced from: SPONSORED Meet the Jaecoo J7, a new mid-size SUV shaped by the design philosophy "From Classic, Beyond Classic". It aims to blend rugged off-road style with refined urban sophistication. And this SHS version – a plug-in hybrid vehicle (PHEV) – finished in Lunar Silver nails that balance to a tee. Jaecoo may be a fresh face in Australia, but it's part of a familiar name in the automotive world. It sits under the Chery umbrella, China's largest vehicle exporter, which already offers local buyers Omoda and Tiggo models. The J7 is positioned as a more premium alternative. Priced from $34,990 drive-away for the petrol variant and topping out at $47,990 for the SHS Summit you see here, the J7 offers a design that mixes sharp lines and SUV proportions that would be right at home on higher-end luxury SUVs. We drove the range-topping SHS version that introduces Jaecoo's Super Hybrid System, appealing to those who want great fuel-efficiency and a taste of electric driving without fully committing to an EV. With a claimed electric-only range of up to 106km, it could suit many daily commutes without using petrol, and its WLTP-rated combined range of over 1200km gives it decent long-distance touring potential, too. CarExpert recently tested this range claim, and we came extremely close to the 1200km figure in real-world conditions. That type of range will see you get from Sydney to Noosa on Queensland's Sunshine Coast without stopping, and having some range left in the tank when you get there. Under the bonnet, it pairs a turbocharged 1.5-litre four-cylinder petrol engine, producing 105kW of power and 215Nm of torque, with a 150kW electric motor and an 18.3kWh battery. It uses a single-speed hybrid transmission, and transitions between electric and petrol power reasonably smoothly. The J7 SHS is front-wheel drive only for now, but an all-wheel drive version is reportedly on the way, too. Jaecoo claims the J7 SHS will accelerate from 0-100km/h in 8.5 seconds, which is about average for a hybrid SUV of this size. Thanks to the electric motor, it feels quicker at low speeds, especially from a standstill. Fuel consumption is officially around just 1.0L/100km, though real-world results will vary based on driving style and both charging levels and frequency. AC charging at home is possible at up to 6.6kW, which takes about 160 minutes to take the battery from 25 per cent to full. For quicker top-ups, DC fast-charging at up to 40kW will supply a 30-80 per cent charge in around 20 minutes. Inside, the five-seat J7 SHS is fitted with a large 14.8-inch portrait-style infotainment touchscreen and a 10.25-inch digital instrument cluster, on a clean dashboard layout. Most surfaces are soft-touch, and the synthetic leather-trimmed seats are pretty comfortable. The ambient lighting and panoramic sunroof add some visual appeal, while the Sony eight-speaker audio system is a nice inclusion at this price point. Tech-wise, there's wireless Apple CarPlay and Android Auto connectivity, though the interface and responsiveness may not match more established brands. All the essential controls are accessed through the touchscreen or steering wheel, with a few physical buttons to operate drive modes. The J7 SHS can comfortably seat five adults and, while the hybrid battery slightly reduces boot space, the rear seats do fold flat to expand cargo capacity when needed. The J7 SHS Summit is priced at $47,990 drive-away, which undercuts other plug-in hybrid medium SUVs from China and is about $10,000 or more beneath rivals from Japan, and less than half the price of German equivalents. Jaecoo backs all of its models with an eight-year, unlimited-kilometre warranty for the entire vehicle including its high-voltage battery – for all customers, regardless of servicing – and it includes roadside assistance and a capped-price service program for the same duration, which is a strong value proposition. The Jaecoo J7 SHS arrives with a very competitive price, solid hybrid capability, and a feature-packed interior. While it doesn't push boundaries in terms of performance or refinement, it does provide a super affordable way to step into a distinctive plug-in hybrid medium SUV. Throw in a solid five-star ANCAP safety rating thanks to eight airbags and 17 advanced driver assistance aids, and the Jaecoo J7 SHS should be an enticing option for buyers who want a safe, efficient and high-tech family SUV – without breaking the bank. Interested in buying a Jaecoo J7? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Jaecoo J7 Content originally sourced from: SPONSORED Meet the Jaecoo J7, a new mid-size SUV shaped by the design philosophy "From Classic, Beyond Classic". It aims to blend rugged off-road style with refined urban sophistication. And this SHS version – a plug-in hybrid vehicle (PHEV) – finished in Lunar Silver nails that balance to a tee. Jaecoo may be a fresh face in Australia, but it's part of a familiar name in the automotive world. It sits under the Chery umbrella, China's largest vehicle exporter, which already offers local buyers Omoda and Tiggo models. The J7 is positioned as a more premium alternative. Priced from $34,990 drive-away for the petrol variant and topping out at $47,990 for the SHS Summit you see here, the J7 offers a design that mixes sharp lines and SUV proportions that would be right at home on higher-end luxury SUVs. We drove the range-topping SHS version that introduces Jaecoo's Super Hybrid System, appealing to those who want great fuel-efficiency and a taste of electric driving without fully committing to an EV. With a claimed electric-only range of up to 106km, it could suit many daily commutes without using petrol, and its WLTP-rated combined range of over 1200km gives it decent long-distance touring potential, too. CarExpert recently tested this range claim, and we came extremely close to the 1200km figure in real-world conditions. That type of range will see you get from Sydney to Noosa on Queensland's Sunshine Coast without stopping, and having some range left in the tank when you get there. Under the bonnet, it pairs a turbocharged 1.5-litre four-cylinder petrol engine, producing 105kW of power and 215Nm of torque, with a 150kW electric motor and an 18.3kWh battery. It uses a single-speed hybrid transmission, and transitions between electric and petrol power reasonably smoothly. The J7 SHS is front-wheel drive only for now, but an all-wheel drive version is reportedly on the way, too. Jaecoo claims the J7 SHS will accelerate from 0-100km/h in 8.5 seconds, which is about average for a hybrid SUV of this size. Thanks to the electric motor, it feels quicker at low speeds, especially from a standstill. Fuel consumption is officially around just 1.0L/100km, though real-world results will vary based on driving style and both charging levels and frequency. AC charging at home is possible at up to 6.6kW, which takes about 160 minutes to take the battery from 25 per cent to full. For quicker top-ups, DC fast-charging at up to 40kW will supply a 30-80 per cent charge in around 20 minutes. Inside, the five-seat J7 SHS is fitted with a large 14.8-inch portrait-style infotainment touchscreen and a 10.25-inch digital instrument cluster, on a clean dashboard layout. Most surfaces are soft-touch, and the synthetic leather-trimmed seats are pretty comfortable. The ambient lighting and panoramic sunroof add some visual appeal, while the Sony eight-speaker audio system is a nice inclusion at this price point. Tech-wise, there's wireless Apple CarPlay and Android Auto connectivity, though the interface and responsiveness may not match more established brands. All the essential controls are accessed through the touchscreen or steering wheel, with a few physical buttons to operate drive modes. The J7 SHS can comfortably seat five adults and, while the hybrid battery slightly reduces boot space, the rear seats do fold flat to expand cargo capacity when needed. The J7 SHS Summit is priced at $47,990 drive-away, which undercuts other plug-in hybrid medium SUVs from China and is about $10,000 or more beneath rivals from Japan, and less than half the price of German equivalents. Jaecoo backs all of its models with an eight-year, unlimited-kilometre warranty for the entire vehicle including its high-voltage battery – for all customers, regardless of servicing – and it includes roadside assistance and a capped-price service program for the same duration, which is a strong value proposition. The Jaecoo J7 SHS arrives with a very competitive price, solid hybrid capability, and a feature-packed interior. While it doesn't push boundaries in terms of performance or refinement, it does provide a super affordable way to step into a distinctive plug-in hybrid medium SUV. Throw in a solid five-star ANCAP safety rating thanks to eight airbags and 17 advanced driver assistance aids, and the Jaecoo J7 SHS should be an enticing option for buyers who want a safe, efficient and high-tech family SUV – without breaking the bank. Interested in buying a Jaecoo J7? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Jaecoo J7 Content originally sourced from:
TimesLIVE
09-06-2025
- Automotive
- TimesLIVE
Fuel-sipping Jaecoo J7 plug-in hybrid arrives in Mzansi
The SHS has arrived in SA as the new petrol-electric version of the Jaecoo J7 midsize SUV, and one of the most affordable plug-in hybrids in its segment. The first of several new electrified models from the Chinese brand, the new flagship SHS grows the J7 line-up to four variants after Jaecoo, sister brand of Chery, made its SA debut in April 2024. The J7 has been available as a 1.6 petrol turbo model with front wheel drive and outputs of 145kW and 290Nm. SHS is short for Super Hybrid System and combines a turbocharged 1.5 l petrol engine and an electric motor. The total outputs of 255kW and 525Nm are sent to the road via all-wheel drive. A dedicated hybrid transmission drives the wheels with different modes and is able to control the balance between energy consumption and performance. Jaecoo claims the vehicle sips only 5 l /100km and has 90km of pure electric drive range, and has a 1,200km combined driving range on a single tank with a fully charged battery. In my week-long test drive on a mix of urban and open roads, the J7 SHS averaged 5.2 l /100km, which was very close to the factory claim and an impressively low figure for a car of this size and power. The 18.3 kWh lithium iron phosphate battery can be charged from 30% to 80% in only 20 minutes using a DC fast charger. It takes about two-and-a-half hours to charge at an AC public charger, or overnight on a regular 240V home socket. When fully charged the battery initially drained quickly, but once it got down to about 30% the car's energy recuperation system kept it at around that level, meaning we didn't have to plug it in to charge it.
The Advertiser
06-06-2025
- Automotive
- The Advertiser
2025 Omoda C9 review: Quick drive
Chery, the massive Chinese automotive manufacturing conglomerate, has already made inroads into our market by launching a variety of vehicles under its own banner. Now, it's rolling out its Omoda Jaecoo brand, which it's calling a step above its namesake brand. And while Omoda Jaecoo showrooms only have Jaecoo-badged SUVs for now, they'll be joined in August by the Omoda C9. This plug-in hybrid (PHEV) large SUV aims to offer Volvo XC60– or BMW X3-like levels of luxury, interior space, equipment and performance, but at the sort of prices you might expect to pay for a mid-spec Volkswagen Tiguan. We got our first taste of the car on the south coast of the UK (badged as simply the 'Omoda 9 SHS' for that market), to see how impressive – or otherwise – this incoming Omoda truly is. We don't know yet, but there's every likelihood the Omoda C9 could start somewhere close to the ballpark of the top-spec Jaecoo J7 SHS, which is priced at $47,990 drive-away. However, there are a few things to temper the hope that the C9 will land around $50,000: one, the C9 is a physically bigger and longer car than the J7; and two, the PHEV powertrain in the C9 is considerably more powerful and long-legged than the one in the J7. So the C9 PHEV will cost more but, nevertheless, we'd be mighty surprised if the Omoda C9 SHS wasn't considerably cheaper than the $102,500 (plus on-road costs) you need to park your backside in a BMW X3 30e xDrive PHEV, for instance. Therefore we'll reserve final judgement on the new Chinese SUV's value equation until we know for sure how much it's going to cost, and precisely what kit we'll get for our money. There are two types of Chinese car interiors these days, starting with the ones built down to a cheaper price, which normally rely on some kind of gimmick – like a rotating centre screen, for example – to make them interesting. The second type is a well-appointed, luxurious cabin that clearly takes inspiration from established and premium European marques. Happily, the C9's passenger compartment falls into this category. You climb aboard to be greeted by a swish-looking, solidly put-together main fascia, complemented by some large, deep-bolstered chairs finished in what looks like leather (it's synthetic, rather than real hide, but it's convincing enough as these things go) and then topped off with fancy stitching patterns – echoed in the door cards – that are designed to bring an element of grandiosity to proceedings. In the main, this works, especially when you finally sit behind the (properly) leather-trimmed steering wheel and start experiencing all of the main touchpoints and all of the surface finishes, none of which seem obviously subpar. Technology is handled by a whopping great 24.6-inch curved display which features both the main touchscreen infotainment and the TFT driver's cluster, but Omoda Jaecoo is also proud to say there are no fewer than 53 physical buttons and controls in the C9's cabin – great news for anyone experiencing digital fatigue in modern-era car interiors. There's also a potent 50-Watt, cooled wireless smartphone charging pad, which you're going to want to employ because you'll inevitably be using the wireless Android Auto or Apple CarPlay connectivity as the proprietary infotainment system is not great. It's one of those typically confusing systems with too many menus, not enough logical order to where various settings and controls ought to be, and a fiddly, somewhat laggy response rate to prods of the screen. Furthermore, there's a weird trip computer in the C9 which will only ever show you your last 50km of fuel and electricity consumption, and you can't reset it no matter what you do. Bizarre. Generally, though, the cabin and the main displays are largely very good, even if the high central construct ramping down from beneath the central screen and running towards the back of the car feels somewhat constrictive to front-passenger space. Practicality isn't an issue, though, as there is plenty of legroom and a completely flat floor in the rear of the passenger compartment, which means three adults might just be able to travel side-by-side in the second row if needs be. However, headroom in the outer two seats can be limited if the occupants sit slightly outboard, because the roof curves in quite noticeably above the doors towards the panoramic roof up top. At the back is a sizeable 660-litre boot, rising to 1783L with the 60:40 split-folding rear seats dropped down. The Chinese firm also offers three full ISOFIX child seat anchors on the back bench, recognising thatfamilies will be the end users of this vehicle. But despite its sheer physical size – it's nearly 4.8 metres long – there isn't a seven-seat option for the C9. Depending on the market, the Omoda C9 – also sold as the RX or Yaoguang by Chery's premium Exeed brand – is offered with turbocharged petrol power or a choice of two plug-in hybrid powertrains with two or three electric motors respectively. Our UK-spec tester uses the familiar Chery-sourced turbocharged 1.5-litre four-cylinder petrol engine, alongside its unusual '3DHT' (dedicated hybrid transmission) three-speed automatic gearbox and dual electric motors. The difference here is that this system is much more powerful than it is in the related Jaecoo J7, summoning up peak outputs of 300kW and 700Nm. That's enough for a claimed 0-100km/h time of 4.9 seconds, despite the bulky kerb weight of 2195kg. There's also a bigger battery pack here, rated at 34.46kWh. This allows the Omoda to travel up to 150km on electric power alone, which is claimed to be among the longest EV ranges for any PHEV available globally right now, and when combined with the big 70L fuel tank the C9 should be capable of more than 1200km of total range with careful driving. Due to the big battery pack and the oddities of WLTP testing, the official fuel consumption figure is somewhere south of a deeply impressive 2.0L/100km, but bear in mind Omoda Jaecoo would like you to work on the premise of 7.0L/100km, which is what the car will do when its battery is depleted as far as it will go. On that basis, our recorded figure of 5.9L/100km across 80km of mixed-roads driving doesn't look too bad, although we obviously had lots of battery charge to play with from the off, while the traffic conditions on the test route were conducive to better fuel economy (ie: we weren't often going that quickly). Recently sighted government approval documents in Australia show this market is set to get the even gruntier tri-motor PHEV powertrain, which offers total system outputs of 440kW and 915Nm. Rather well, all told, and it's certainly one of the more assured, likeable efforts from China that we've tried so far. Of course, it's not perfect either, but it's a mainly positive dynamic report card. First of all, there's no doubting those 300kW and 700Nm output claims, because the Omoda C9 SHS does feel suitably rapid. The three-speed transmission deserves particular praise, as the company claims it is seamless in operation and, from our brief experience of this UK-spec dual-motor car, it certainly feels it. Thus, driving the Omoda is merely a case of clicking the column-mounted shifter into D and then deciding just how much forward momentum you want with presses of the accelerator pedal. If you decide you want a lot of it, then the C9 can oblige, with excellent traction from the dual motors and a real feeling of power, particularly when it comes to roll-on acceleration. There are supposed to be three different modes for the Continuous Damper Control (CDC) adaptive suspension, the steering, the accelerator response and the brakes, but trying to find them involves going through the complex infotainment system – it's not the work of a moment to pick and choose your settings. We eventually found a system that allowed us to switch all of the above settings according to which drive mode we chose from the main central dial on the fascia, but there wasn't an awfully great degree of light and shade to any of the major inputs when going from Eco to Normal to Sport and then back again. We reckon most people will just leave the C9 in the middle of these, as it drives quite sweetly thus configured. Certainly, the secondary ride and the impressive level of rolling refinement both serve to make this a comfortable car to travel long distances in. It's supple and it's quiet, and there's not a great deal of movement in the shell of the SUV either, so you never feel like you're rolling around in an automotive waterbed. Granted, there are times the 20-inch wheels do thud through larger imperfections in the road, so the primary ride isn't quite as polished, yet the Omoda is perfectly fine for just ambling about the place at a leisurely speed. The handling isn't quite so memorable, but it's not bad at all. The decent body control couples to lots of grip, ample traction and nicely weighted, reasonably accurate steering, so while you might not exactly enjoyhustling the C9 through the corners, it's more than capable of putting on a respectable show if you decide to get a move on. Our complaints, then, basically amount to some idiosyncrasies of the Omoda, such as hesitance when you're moving off from a standstill. Or brakes which felt wooden underfoot and too aggressive in their initial bite at lower speeds. Or a driver's seat which is too high-mounted and not quite comfortable enough in the coccyx region to worry Volvo's engineers any time soon. All things considered, the Omoda felt nicely composed for most of the time we were behind its wheel, and it's definitely in the same sort of dynamic range as something like a Volkswagen Tiguan – itself a fairly safe and uninspiring thing to drive most of the time, but perfectly comfortable and amenable. We'd expect a lengthy standard kit list for the Omoda C9 when it lands here, as that's a typical trait of 'new' Chinese manufacturers trying to break into fresh markets. Going on the car we tested overseas, we'd be hoping for some of the highlights below to make it into the Australian cars as standard. 2025 Omoda C9 SHS equipment highlights: With the car not tested by Euro NCAP or ANCAP and considering Omoda Jaecoo is not yet established as a manufacturer in its own right, we can't say exactly what safety spec the C9 will offer when it lands in this market. That said, the company confidently cites the fact that 20 advanced driver assistance systems (ADAS) are fitted as standard to the SUV, and that products under the Chery and Jaecoo banners have picked up good safety ratings – most pertinently the related J7 SHS, which has a five-star Euro NCAP rating. Again, we don't have exact details on aftersales provisions as Omoda does not exist here yet, but going on what Jaecoo offers we'd be disappointed if the C9 didn't come with the eight-year, unlimited-distance warranty that covers the J7 SHS, along with other impressive levels of customer back-up. It should obviously prove cheap to run compared to a straightforward petrol SUV, thanks to its PHEV drivetrain and big battery pack. Speaking of which, Omoda offers DC fast-charging for its power packs at up to 70kW. This should see the battery go from 30-80 per cent of charge in as little as 25 minutes on the right connection. And furthermore the clever hybrid system in the C9 ensures that the battery is never fully depleted – it always reserves some charge in the unit, and manages its self-charging functions carefully, so that the SUV can operate like a regular hybrid when the battery is low, rather than exhausting all of its useable capacity and then making its driver rely solely on the combustion engine for forward progress. Despite being an unknown quantity – of sorts – here in Australia as a standalone auto brand, our first sample of the Omoda C9 SHS uses technology we're already familiar with from cars in the Chery and Jaecoo stables – even if we're likely to get an even more powerful tri-motor version. As tested, the Omoda C9 SHS is a convincing luxury SUV that, if the pricing and specifications are right once they're confirmed for our market, ought to be worth serious consideration. Sure, it could do with some added engineering polish in certain areas, most specifically the brakes, and the driving experience is okay without being exceptional. But there's plenty to recommend and much to like here – so much so that we're eager to try the Omoda C9 on home roads to really get the lay of the land. MORE: 2025 Omoda C9: Flagship PHEV mid-size SUV locked in for Australia Content originally sourced from: Chery, the massive Chinese automotive manufacturing conglomerate, has already made inroads into our market by launching a variety of vehicles under its own banner. Now, it's rolling out its Omoda Jaecoo brand, which it's calling a step above its namesake brand. And while Omoda Jaecoo showrooms only have Jaecoo-badged SUVs for now, they'll be joined in August by the Omoda C9. This plug-in hybrid (PHEV) large SUV aims to offer Volvo XC60– or BMW X3-like levels of luxury, interior space, equipment and performance, but at the sort of prices you might expect to pay for a mid-spec Volkswagen Tiguan. We got our first taste of the car on the south coast of the UK (badged as simply the 'Omoda 9 SHS' for that market), to see how impressive – or otherwise – this incoming Omoda truly is. We don't know yet, but there's every likelihood the Omoda C9 could start somewhere close to the ballpark of the top-spec Jaecoo J7 SHS, which is priced at $47,990 drive-away. However, there are a few things to temper the hope that the C9 will land around $50,000: one, the C9 is a physically bigger and longer car than the J7; and two, the PHEV powertrain in the C9 is considerably more powerful and long-legged than the one in the J7. So the C9 PHEV will cost more but, nevertheless, we'd be mighty surprised if the Omoda C9 SHS wasn't considerably cheaper than the $102,500 (plus on-road costs) you need to park your backside in a BMW X3 30e xDrive PHEV, for instance. Therefore we'll reserve final judgement on the new Chinese SUV's value equation until we know for sure how much it's going to cost, and precisely what kit we'll get for our money. There are two types of Chinese car interiors these days, starting with the ones built down to a cheaper price, which normally rely on some kind of gimmick – like a rotating centre screen, for example – to make them interesting. The second type is a well-appointed, luxurious cabin that clearly takes inspiration from established and premium European marques. Happily, the C9's passenger compartment falls into this category. You climb aboard to be greeted by a swish-looking, solidly put-together main fascia, complemented by some large, deep-bolstered chairs finished in what looks like leather (it's synthetic, rather than real hide, but it's convincing enough as these things go) and then topped off with fancy stitching patterns – echoed in the door cards – that are designed to bring an element of grandiosity to proceedings. In the main, this works, especially when you finally sit behind the (properly) leather-trimmed steering wheel and start experiencing all of the main touchpoints and all of the surface finishes, none of which seem obviously subpar. Technology is handled by a whopping great 24.6-inch curved display which features both the main touchscreen infotainment and the TFT driver's cluster, but Omoda Jaecoo is also proud to say there are no fewer than 53 physical buttons and controls in the C9's cabin – great news for anyone experiencing digital fatigue in modern-era car interiors. There's also a potent 50-Watt, cooled wireless smartphone charging pad, which you're going to want to employ because you'll inevitably be using the wireless Android Auto or Apple CarPlay connectivity as the proprietary infotainment system is not great. It's one of those typically confusing systems with too many menus, not enough logical order to where various settings and controls ought to be, and a fiddly, somewhat laggy response rate to prods of the screen. Furthermore, there's a weird trip computer in the C9 which will only ever show you your last 50km of fuel and electricity consumption, and you can't reset it no matter what you do. Bizarre. Generally, though, the cabin and the main displays are largely very good, even if the high central construct ramping down from beneath the central screen and running towards the back of the car feels somewhat constrictive to front-passenger space. Practicality isn't an issue, though, as there is plenty of legroom and a completely flat floor in the rear of the passenger compartment, which means three adults might just be able to travel side-by-side in the second row if needs be. However, headroom in the outer two seats can be limited if the occupants sit slightly outboard, because the roof curves in quite noticeably above the doors towards the panoramic roof up top. At the back is a sizeable 660-litre boot, rising to 1783L with the 60:40 split-folding rear seats dropped down. The Chinese firm also offers three full ISOFIX child seat anchors on the back bench, recognising thatfamilies will be the end users of this vehicle. But despite its sheer physical size – it's nearly 4.8 metres long – there isn't a seven-seat option for the C9. Depending on the market, the Omoda C9 – also sold as the RX or Yaoguang by Chery's premium Exeed brand – is offered with turbocharged petrol power or a choice of two plug-in hybrid powertrains with two or three electric motors respectively. Our UK-spec tester uses the familiar Chery-sourced turbocharged 1.5-litre four-cylinder petrol engine, alongside its unusual '3DHT' (dedicated hybrid transmission) three-speed automatic gearbox and dual electric motors. The difference here is that this system is much more powerful than it is in the related Jaecoo J7, summoning up peak outputs of 300kW and 700Nm. That's enough for a claimed 0-100km/h time of 4.9 seconds, despite the bulky kerb weight of 2195kg. There's also a bigger battery pack here, rated at 34.46kWh. This allows the Omoda to travel up to 150km on electric power alone, which is claimed to be among the longest EV ranges for any PHEV available globally right now, and when combined with the big 70L fuel tank the C9 should be capable of more than 1200km of total range with careful driving. Due to the big battery pack and the oddities of WLTP testing, the official fuel consumption figure is somewhere south of a deeply impressive 2.0L/100km, but bear in mind Omoda Jaecoo would like you to work on the premise of 7.0L/100km, which is what the car will do when its battery is depleted as far as it will go. On that basis, our recorded figure of 5.9L/100km across 80km of mixed-roads driving doesn't look too bad, although we obviously had lots of battery charge to play with from the off, while the traffic conditions on the test route were conducive to better fuel economy (ie: we weren't often going that quickly). Recently sighted government approval documents in Australia show this market is set to get the even gruntier tri-motor PHEV powertrain, which offers total system outputs of 440kW and 915Nm. Rather well, all told, and it's certainly one of the more assured, likeable efforts from China that we've tried so far. Of course, it's not perfect either, but it's a mainly positive dynamic report card. First of all, there's no doubting those 300kW and 700Nm output claims, because the Omoda C9 SHS does feel suitably rapid. The three-speed transmission deserves particular praise, as the company claims it is seamless in operation and, from our brief experience of this UK-spec dual-motor car, it certainly feels it. Thus, driving the Omoda is merely a case of clicking the column-mounted shifter into D and then deciding just how much forward momentum you want with presses of the accelerator pedal. If you decide you want a lot of it, then the C9 can oblige, with excellent traction from the dual motors and a real feeling of power, particularly when it comes to roll-on acceleration. There are supposed to be three different modes for the Continuous Damper Control (CDC) adaptive suspension, the steering, the accelerator response and the brakes, but trying to find them involves going through the complex infotainment system – it's not the work of a moment to pick and choose your settings. We eventually found a system that allowed us to switch all of the above settings according to which drive mode we chose from the main central dial on the fascia, but there wasn't an awfully great degree of light and shade to any of the major inputs when going from Eco to Normal to Sport and then back again. We reckon most people will just leave the C9 in the middle of these, as it drives quite sweetly thus configured. Certainly, the secondary ride and the impressive level of rolling refinement both serve to make this a comfortable car to travel long distances in. It's supple and it's quiet, and there's not a great deal of movement in the shell of the SUV either, so you never feel like you're rolling around in an automotive waterbed. Granted, there are times the 20-inch wheels do thud through larger imperfections in the road, so the primary ride isn't quite as polished, yet the Omoda is perfectly fine for just ambling about the place at a leisurely speed. The handling isn't quite so memorable, but it's not bad at all. The decent body control couples to lots of grip, ample traction and nicely weighted, reasonably accurate steering, so while you might not exactly enjoyhustling the C9 through the corners, it's more than capable of putting on a respectable show if you decide to get a move on. Our complaints, then, basically amount to some idiosyncrasies of the Omoda, such as hesitance when you're moving off from a standstill. Or brakes which felt wooden underfoot and too aggressive in their initial bite at lower speeds. Or a driver's seat which is too high-mounted and not quite comfortable enough in the coccyx region to worry Volvo's engineers any time soon. All things considered, the Omoda felt nicely composed for most of the time we were behind its wheel, and it's definitely in the same sort of dynamic range as something like a Volkswagen Tiguan – itself a fairly safe and uninspiring thing to drive most of the time, but perfectly comfortable and amenable. We'd expect a lengthy standard kit list for the Omoda C9 when it lands here, as that's a typical trait of 'new' Chinese manufacturers trying to break into fresh markets. Going on the car we tested overseas, we'd be hoping for some of the highlights below to make it into the Australian cars as standard. 2025 Omoda C9 SHS equipment highlights: With the car not tested by Euro NCAP or ANCAP and considering Omoda Jaecoo is not yet established as a manufacturer in its own right, we can't say exactly what safety spec the C9 will offer when it lands in this market. That said, the company confidently cites the fact that 20 advanced driver assistance systems (ADAS) are fitted as standard to the SUV, and that products under the Chery and Jaecoo banners have picked up good safety ratings – most pertinently the related J7 SHS, which has a five-star Euro NCAP rating. Again, we don't have exact details on aftersales provisions as Omoda does not exist here yet, but going on what Jaecoo offers we'd be disappointed if the C9 didn't come with the eight-year, unlimited-distance warranty that covers the J7 SHS, along with other impressive levels of customer back-up. It should obviously prove cheap to run compared to a straightforward petrol SUV, thanks to its PHEV drivetrain and big battery pack. Speaking of which, Omoda offers DC fast-charging for its power packs at up to 70kW. This should see the battery go from 30-80 per cent of charge in as little as 25 minutes on the right connection. And furthermore the clever hybrid system in the C9 ensures that the battery is never fully depleted – it always reserves some charge in the unit, and manages its self-charging functions carefully, so that the SUV can operate like a regular hybrid when the battery is low, rather than exhausting all of its useable capacity and then making its driver rely solely on the combustion engine for forward progress. Despite being an unknown quantity – of sorts – here in Australia as a standalone auto brand, our first sample of the Omoda C9 SHS uses technology we're already familiar with from cars in the Chery and Jaecoo stables – even if we're likely to get an even more powerful tri-motor version. As tested, the Omoda C9 SHS is a convincing luxury SUV that, if the pricing and specifications are right once they're confirmed for our market, ought to be worth serious consideration. Sure, it could do with some added engineering polish in certain areas, most specifically the brakes, and the driving experience is okay without being exceptional. But there's plenty to recommend and much to like here – so much so that we're eager to try the Omoda C9 on home roads to really get the lay of the land. MORE: 2025 Omoda C9: Flagship PHEV mid-size SUV locked in for Australia Content originally sourced from: Chery, the massive Chinese automotive manufacturing conglomerate, has already made inroads into our market by launching a variety of vehicles under its own banner. Now, it's rolling out its Omoda Jaecoo brand, which it's calling a step above its namesake brand. And while Omoda Jaecoo showrooms only have Jaecoo-badged SUVs for now, they'll be joined in August by the Omoda C9. This plug-in hybrid (PHEV) large SUV aims to offer Volvo XC60– or BMW X3-like levels of luxury, interior space, equipment and performance, but at the sort of prices you might expect to pay for a mid-spec Volkswagen Tiguan. We got our first taste of the car on the south coast of the UK (badged as simply the 'Omoda 9 SHS' for that market), to see how impressive – or otherwise – this incoming Omoda truly is. We don't know yet, but there's every likelihood the Omoda C9 could start somewhere close to the ballpark of the top-spec Jaecoo J7 SHS, which is priced at $47,990 drive-away. However, there are a few things to temper the hope that the C9 will land around $50,000: one, the C9 is a physically bigger and longer car than the J7; and two, the PHEV powertrain in the C9 is considerably more powerful and long-legged than the one in the J7. So the C9 PHEV will cost more but, nevertheless, we'd be mighty surprised if the Omoda C9 SHS wasn't considerably cheaper than the $102,500 (plus on-road costs) you need to park your backside in a BMW X3 30e xDrive PHEV, for instance. Therefore we'll reserve final judgement on the new Chinese SUV's value equation until we know for sure how much it's going to cost, and precisely what kit we'll get for our money. There are two types of Chinese car interiors these days, starting with the ones built down to a cheaper price, which normally rely on some kind of gimmick – like a rotating centre screen, for example – to make them interesting. The second type is a well-appointed, luxurious cabin that clearly takes inspiration from established and premium European marques. Happily, the C9's passenger compartment falls into this category. You climb aboard to be greeted by a swish-looking, solidly put-together main fascia, complemented by some large, deep-bolstered chairs finished in what looks like leather (it's synthetic, rather than real hide, but it's convincing enough as these things go) and then topped off with fancy stitching patterns – echoed in the door cards – that are designed to bring an element of grandiosity to proceedings. In the main, this works, especially when you finally sit behind the (properly) leather-trimmed steering wheel and start experiencing all of the main touchpoints and all of the surface finishes, none of which seem obviously subpar. Technology is handled by a whopping great 24.6-inch curved display which features both the main touchscreen infotainment and the TFT driver's cluster, but Omoda Jaecoo is also proud to say there are no fewer than 53 physical buttons and controls in the C9's cabin – great news for anyone experiencing digital fatigue in modern-era car interiors. There's also a potent 50-Watt, cooled wireless smartphone charging pad, which you're going to want to employ because you'll inevitably be using the wireless Android Auto or Apple CarPlay connectivity as the proprietary infotainment system is not great. It's one of those typically confusing systems with too many menus, not enough logical order to where various settings and controls ought to be, and a fiddly, somewhat laggy response rate to prods of the screen. Furthermore, there's a weird trip computer in the C9 which will only ever show you your last 50km of fuel and electricity consumption, and you can't reset it no matter what you do. Bizarre. Generally, though, the cabin and the main displays are largely very good, even if the high central construct ramping down from beneath the central screen and running towards the back of the car feels somewhat constrictive to front-passenger space. Practicality isn't an issue, though, as there is plenty of legroom and a completely flat floor in the rear of the passenger compartment, which means three adults might just be able to travel side-by-side in the second row if needs be. However, headroom in the outer two seats can be limited if the occupants sit slightly outboard, because the roof curves in quite noticeably above the doors towards the panoramic roof up top. At the back is a sizeable 660-litre boot, rising to 1783L with the 60:40 split-folding rear seats dropped down. The Chinese firm also offers three full ISOFIX child seat anchors on the back bench, recognising thatfamilies will be the end users of this vehicle. But despite its sheer physical size – it's nearly 4.8 metres long – there isn't a seven-seat option for the C9. Depending on the market, the Omoda C9 – also sold as the RX or Yaoguang by Chery's premium Exeed brand – is offered with turbocharged petrol power or a choice of two plug-in hybrid powertrains with two or three electric motors respectively. Our UK-spec tester uses the familiar Chery-sourced turbocharged 1.5-litre four-cylinder petrol engine, alongside its unusual '3DHT' (dedicated hybrid transmission) three-speed automatic gearbox and dual electric motors. The difference here is that this system is much more powerful than it is in the related Jaecoo J7, summoning up peak outputs of 300kW and 700Nm. That's enough for a claimed 0-100km/h time of 4.9 seconds, despite the bulky kerb weight of 2195kg. There's also a bigger battery pack here, rated at 34.46kWh. This allows the Omoda to travel up to 150km on electric power alone, which is claimed to be among the longest EV ranges for any PHEV available globally right now, and when combined with the big 70L fuel tank the C9 should be capable of more than 1200km of total range with careful driving. Due to the big battery pack and the oddities of WLTP testing, the official fuel consumption figure is somewhere south of a deeply impressive 2.0L/100km, but bear in mind Omoda Jaecoo would like you to work on the premise of 7.0L/100km, which is what the car will do when its battery is depleted as far as it will go. On that basis, our recorded figure of 5.9L/100km across 80km of mixed-roads driving doesn't look too bad, although we obviously had lots of battery charge to play with from the off, while the traffic conditions on the test route were conducive to better fuel economy (ie: we weren't often going that quickly). Recently sighted government approval documents in Australia show this market is set to get the even gruntier tri-motor PHEV powertrain, which offers total system outputs of 440kW and 915Nm. Rather well, all told, and it's certainly one of the more assured, likeable efforts from China that we've tried so far. Of course, it's not perfect either, but it's a mainly positive dynamic report card. First of all, there's no doubting those 300kW and 700Nm output claims, because the Omoda C9 SHS does feel suitably rapid. The three-speed transmission deserves particular praise, as the company claims it is seamless in operation and, from our brief experience of this UK-spec dual-motor car, it certainly feels it. Thus, driving the Omoda is merely a case of clicking the column-mounted shifter into D and then deciding just how much forward momentum you want with presses of the accelerator pedal. If you decide you want a lot of it, then the C9 can oblige, with excellent traction from the dual motors and a real feeling of power, particularly when it comes to roll-on acceleration. There are supposed to be three different modes for the Continuous Damper Control (CDC) adaptive suspension, the steering, the accelerator response and the brakes, but trying to find them involves going through the complex infotainment system – it's not the work of a moment to pick and choose your settings. We eventually found a system that allowed us to switch all of the above settings according to which drive mode we chose from the main central dial on the fascia, but there wasn't an awfully great degree of light and shade to any of the major inputs when going from Eco to Normal to Sport and then back again. We reckon most people will just leave the C9 in the middle of these, as it drives quite sweetly thus configured. Certainly, the secondary ride and the impressive level of rolling refinement both serve to make this a comfortable car to travel long distances in. It's supple and it's quiet, and there's not a great deal of movement in the shell of the SUV either, so you never feel like you're rolling around in an automotive waterbed. Granted, there are times the 20-inch wheels do thud through larger imperfections in the road, so the primary ride isn't quite as polished, yet the Omoda is perfectly fine for just ambling about the place at a leisurely speed. The handling isn't quite so memorable, but it's not bad at all. The decent body control couples to lots of grip, ample traction and nicely weighted, reasonably accurate steering, so while you might not exactly enjoyhustling the C9 through the corners, it's more than capable of putting on a respectable show if you decide to get a move on. Our complaints, then, basically amount to some idiosyncrasies of the Omoda, such as hesitance when you're moving off from a standstill. Or brakes which felt wooden underfoot and too aggressive in their initial bite at lower speeds. Or a driver's seat which is too high-mounted and not quite comfortable enough in the coccyx region to worry Volvo's engineers any time soon. All things considered, the Omoda felt nicely composed for most of the time we were behind its wheel, and it's definitely in the same sort of dynamic range as something like a Volkswagen Tiguan – itself a fairly safe and uninspiring thing to drive most of the time, but perfectly comfortable and amenable. We'd expect a lengthy standard kit list for the Omoda C9 when it lands here, as that's a typical trait of 'new' Chinese manufacturers trying to break into fresh markets. Going on the car we tested overseas, we'd be hoping for some of the highlights below to make it into the Australian cars as standard. 2025 Omoda C9 SHS equipment highlights: With the car not tested by Euro NCAP or ANCAP and considering Omoda Jaecoo is not yet established as a manufacturer in its own right, we can't say exactly what safety spec the C9 will offer when it lands in this market. That said, the company confidently cites the fact that 20 advanced driver assistance systems (ADAS) are fitted as standard to the SUV, and that products under the Chery and Jaecoo banners have picked up good safety ratings – most pertinently the related J7 SHS, which has a five-star Euro NCAP rating. Again, we don't have exact details on aftersales provisions as Omoda does not exist here yet, but going on what Jaecoo offers we'd be disappointed if the C9 didn't come with the eight-year, unlimited-distance warranty that covers the J7 SHS, along with other impressive levels of customer back-up. It should obviously prove cheap to run compared to a straightforward petrol SUV, thanks to its PHEV drivetrain and big battery pack. Speaking of which, Omoda offers DC fast-charging for its power packs at up to 70kW. This should see the battery go from 30-80 per cent of charge in as little as 25 minutes on the right connection. And furthermore the clever hybrid system in the C9 ensures that the battery is never fully depleted – it always reserves some charge in the unit, and manages its self-charging functions carefully, so that the SUV can operate like a regular hybrid when the battery is low, rather than exhausting all of its useable capacity and then making its driver rely solely on the combustion engine for forward progress. Despite being an unknown quantity – of sorts – here in Australia as a standalone auto brand, our first sample of the Omoda C9 SHS uses technology we're already familiar with from cars in the Chery and Jaecoo stables – even if we're likely to get an even more powerful tri-motor version. As tested, the Omoda C9 SHS is a convincing luxury SUV that, if the pricing and specifications are right once they're confirmed for our market, ought to be worth serious consideration. Sure, it could do with some added engineering polish in certain areas, most specifically the brakes, and the driving experience is okay without being exceptional. But there's plenty to recommend and much to like here – so much so that we're eager to try the Omoda C9 on home roads to really get the lay of the land. MORE: 2025 Omoda C9: Flagship PHEV mid-size SUV locked in for Australia Content originally sourced from: Chery, the massive Chinese automotive manufacturing conglomerate, has already made inroads into our market by launching a variety of vehicles under its own banner. Now, it's rolling out its Omoda Jaecoo brand, which it's calling a step above its namesake brand. And while Omoda Jaecoo showrooms only have Jaecoo-badged SUVs for now, they'll be joined in August by the Omoda C9. This plug-in hybrid (PHEV) large SUV aims to offer Volvo XC60– or BMW X3-like levels of luxury, interior space, equipment and performance, but at the sort of prices you might expect to pay for a mid-spec Volkswagen Tiguan. We got our first taste of the car on the south coast of the UK (badged as simply the 'Omoda 9 SHS' for that market), to see how impressive – or otherwise – this incoming Omoda truly is. We don't know yet, but there's every likelihood the Omoda C9 could start somewhere close to the ballpark of the top-spec Jaecoo J7 SHS, which is priced at $47,990 drive-away. However, there are a few things to temper the hope that the C9 will land around $50,000: one, the C9 is a physically bigger and longer car than the J7; and two, the PHEV powertrain in the C9 is considerably more powerful and long-legged than the one in the J7. So the C9 PHEV will cost more but, nevertheless, we'd be mighty surprised if the Omoda C9 SHS wasn't considerably cheaper than the $102,500 (plus on-road costs) you need to park your backside in a BMW X3 30e xDrive PHEV, for instance. Therefore we'll reserve final judgement on the new Chinese SUV's value equation until we know for sure how much it's going to cost, and precisely what kit we'll get for our money. There are two types of Chinese car interiors these days, starting with the ones built down to a cheaper price, which normally rely on some kind of gimmick – like a rotating centre screen, for example – to make them interesting. The second type is a well-appointed, luxurious cabin that clearly takes inspiration from established and premium European marques. Happily, the C9's passenger compartment falls into this category. You climb aboard to be greeted by a swish-looking, solidly put-together main fascia, complemented by some large, deep-bolstered chairs finished in what looks like leather (it's synthetic, rather than real hide, but it's convincing enough as these things go) and then topped off with fancy stitching patterns – echoed in the door cards – that are designed to bring an element of grandiosity to proceedings. In the main, this works, especially when you finally sit behind the (properly) leather-trimmed steering wheel and start experiencing all of the main touchpoints and all of the surface finishes, none of which seem obviously subpar. Technology is handled by a whopping great 24.6-inch curved display which features both the main touchscreen infotainment and the TFT driver's cluster, but Omoda Jaecoo is also proud to say there are no fewer than 53 physical buttons and controls in the C9's cabin – great news for anyone experiencing digital fatigue in modern-era car interiors. There's also a potent 50-Watt, cooled wireless smartphone charging pad, which you're going to want to employ because you'll inevitably be using the wireless Android Auto or Apple CarPlay connectivity as the proprietary infotainment system is not great. It's one of those typically confusing systems with too many menus, not enough logical order to where various settings and controls ought to be, and a fiddly, somewhat laggy response rate to prods of the screen. Furthermore, there's a weird trip computer in the C9 which will only ever show you your last 50km of fuel and electricity consumption, and you can't reset it no matter what you do. Bizarre. Generally, though, the cabin and the main displays are largely very good, even if the high central construct ramping down from beneath the central screen and running towards the back of the car feels somewhat constrictive to front-passenger space. Practicality isn't an issue, though, as there is plenty of legroom and a completely flat floor in the rear of the passenger compartment, which means three adults might just be able to travel side-by-side in the second row if needs be. However, headroom in the outer two seats can be limited if the occupants sit slightly outboard, because the roof curves in quite noticeably above the doors towards the panoramic roof up top. At the back is a sizeable 660-litre boot, rising to 1783L with the 60:40 split-folding rear seats dropped down. The Chinese firm also offers three full ISOFIX child seat anchors on the back bench, recognising thatfamilies will be the end users of this vehicle. But despite its sheer physical size – it's nearly 4.8 metres long – there isn't a seven-seat option for the C9. Depending on the market, the Omoda C9 – also sold as the RX or Yaoguang by Chery's premium Exeed brand – is offered with turbocharged petrol power or a choice of two plug-in hybrid powertrains with two or three electric motors respectively. Our UK-spec tester uses the familiar Chery-sourced turbocharged 1.5-litre four-cylinder petrol engine, alongside its unusual '3DHT' (dedicated hybrid transmission) three-speed automatic gearbox and dual electric motors. The difference here is that this system is much more powerful than it is in the related Jaecoo J7, summoning up peak outputs of 300kW and 700Nm. That's enough for a claimed 0-100km/h time of 4.9 seconds, despite the bulky kerb weight of 2195kg. There's also a bigger battery pack here, rated at 34.46kWh. This allows the Omoda to travel up to 150km on electric power alone, which is claimed to be among the longest EV ranges for any PHEV available globally right now, and when combined with the big 70L fuel tank the C9 should be capable of more than 1200km of total range with careful driving. Due to the big battery pack and the oddities of WLTP testing, the official fuel consumption figure is somewhere south of a deeply impressive 2.0L/100km, but bear in mind Omoda Jaecoo would like you to work on the premise of 7.0L/100km, which is what the car will do when its battery is depleted as far as it will go. On that basis, our recorded figure of 5.9L/100km across 80km of mixed-roads driving doesn't look too bad, although we obviously had lots of battery charge to play with from the off, while the traffic conditions on the test route were conducive to better fuel economy (ie: we weren't often going that quickly). Recently sighted government approval documents in Australia show this market is set to get the even gruntier tri-motor PHEV powertrain, which offers total system outputs of 440kW and 915Nm. Rather well, all told, and it's certainly one of the more assured, likeable efforts from China that we've tried so far. Of course, it's not perfect either, but it's a mainly positive dynamic report card. First of all, there's no doubting those 300kW and 700Nm output claims, because the Omoda C9 SHS does feel suitably rapid. The three-speed transmission deserves particular praise, as the company claims it is seamless in operation and, from our brief experience of this UK-spec dual-motor car, it certainly feels it. Thus, driving the Omoda is merely a case of clicking the column-mounted shifter into D and then deciding just how much forward momentum you want with presses of the accelerator pedal. If you decide you want a lot of it, then the C9 can oblige, with excellent traction from the dual motors and a real feeling of power, particularly when it comes to roll-on acceleration. There are supposed to be three different modes for the Continuous Damper Control (CDC) adaptive suspension, the steering, the accelerator response and the brakes, but trying to find them involves going through the complex infotainment system – it's not the work of a moment to pick and choose your settings. We eventually found a system that allowed us to switch all of the above settings according to which drive mode we chose from the main central dial on the fascia, but there wasn't an awfully great degree of light and shade to any of the major inputs when going from Eco to Normal to Sport and then back again. We reckon most people will just leave the C9 in the middle of these, as it drives quite sweetly thus configured. Certainly, the secondary ride and the impressive level of rolling refinement both serve to make this a comfortable car to travel long distances in. It's supple and it's quiet, and there's not a great deal of movement in the shell of the SUV either, so you never feel like you're rolling around in an automotive waterbed. Granted, there are times the 20-inch wheels do thud through larger imperfections in the road, so the primary ride isn't quite as polished, yet the Omoda is perfectly fine for just ambling about the place at a leisurely speed. The handling isn't quite so memorable, but it's not bad at all. The decent body control couples to lots of grip, ample traction and nicely weighted, reasonably accurate steering, so while you might not exactly enjoyhustling the C9 through the corners, it's more than capable of putting on a respectable show if you decide to get a move on. Our complaints, then, basically amount to some idiosyncrasies of the Omoda, such as hesitance when you're moving off from a standstill. Or brakes which felt wooden underfoot and too aggressive in their initial bite at lower speeds. Or a driver's seat which is too high-mounted and not quite comfortable enough in the coccyx region to worry Volvo's engineers any time soon. All things considered, the Omoda felt nicely composed for most of the time we were behind its wheel, and it's definitely in the same sort of dynamic range as something like a Volkswagen Tiguan – itself a fairly safe and uninspiring thing to drive most of the time, but perfectly comfortable and amenable. We'd expect a lengthy standard kit list for the Omoda C9 when it lands here, as that's a typical trait of 'new' Chinese manufacturers trying to break into fresh markets. Going on the car we tested overseas, we'd be hoping for some of the highlights below to make it into the Australian cars as standard. 2025 Omoda C9 SHS equipment highlights: With the car not tested by Euro NCAP or ANCAP and considering Omoda Jaecoo is not yet established as a manufacturer in its own right, we can't say exactly what safety spec the C9 will offer when it lands in this market. That said, the company confidently cites the fact that 20 advanced driver assistance systems (ADAS) are fitted as standard to the SUV, and that products under the Chery and Jaecoo banners have picked up good safety ratings – most pertinently the related J7 SHS, which has a five-star Euro NCAP rating. Again, we don't have exact details on aftersales provisions as Omoda does not exist here yet, but going on what Jaecoo offers we'd be disappointed if the C9 didn't come with the eight-year, unlimited-distance warranty that covers the J7 SHS, along with other impressive levels of customer back-up. It should obviously prove cheap to run compared to a straightforward petrol SUV, thanks to its PHEV drivetrain and big battery pack. Speaking of which, Omoda offers DC fast-charging for its power packs at up to 70kW. This should see the battery go from 30-80 per cent of charge in as little as 25 minutes on the right connection. And furthermore the clever hybrid system in the C9 ensures that the battery is never fully depleted – it always reserves some charge in the unit, and manages its self-charging functions carefully, so that the SUV can operate like a regular hybrid when the battery is low, rather than exhausting all of its useable capacity and then making its driver rely solely on the combustion engine for forward progress. Despite being an unknown quantity – of sorts – here in Australia as a standalone auto brand, our first sample of the Omoda C9 SHS uses technology we're already familiar with from cars in the Chery and Jaecoo stables – even if we're likely to get an even more powerful tri-motor version. As tested, the Omoda C9 SHS is a convincing luxury SUV that, if the pricing and specifications are right once they're confirmed for our market, ought to be worth serious consideration. Sure, it could do with some added engineering polish in certain areas, most specifically the brakes, and the driving experience is okay without being exceptional. But there's plenty to recommend and much to like here – so much so that we're eager to try the Omoda C9 on home roads to really get the lay of the land. MORE: 2025 Omoda C9: Flagship PHEV mid-size SUV locked in for Australia Content originally sourced from:
The Citizen
06-06-2025
- Automotive
- The Citizen
Plug-in Jaecoo J7 and Omoda C9's shock goes further than power
Chery division's first hybrid models not only come with dramatic outputs, but a market first decade-long warranty on various battery and electric motor components. Omoda & Jaecoo has officially launched its first plug-in hybrid models in South Africa, the C9 SHS (right) and J7 SHS (left). Images: Charl Bosch Known to be in the pipeline for South Africa since being founded as the standalone brand from parent company Chery now almost two years ago, Omoda & Jaecoo officially debuted its first hybrid models this week under the newly created SHS or Super Hybrid System banner. Shock to the system A moniker unveiled at the Shanghai International Auto Show in March, and set to be used by the Chery as well, the setup utilises a plug-in hybrid configuration as a way of what the brand views as being the ideal new energy propulsion method for the local market. ALSO READ: Intensely shocked plug-in hybrid Omoda C9 SHS arriving in June Initially, this entails two models, the Omoda C9 and Jaecoo J7, with the former's C7 set to be the third SHS model come later this year. Having grown steadily with sales combined sales this year so far of 4 110 units, the division's SHS launch in Muldersdrift outside Johannesburg involved a trek to and from the Gerotek testing facility where a series of normally uncommon exercises was to take place. Petrol vs SHS Teased in select details throughout May after being finally approved in February, the J7 SHS and C9 SHS seemingly differ little from their respective petrol siblings on first glance, though closer inspection soon reveals the hybrid specific touches. Besides the second flap that hides the charging outlet on the left rear wing, both get PHEV badges on the bootlid and, in the case of the J7, 19-inch aero wheels. Modelled on the mid-range Glacier with the C9 using the top-spec Explore as a base, the biggest difference reside underneath the bonnet where the former loses the 1.6 T-GDI engine and the latter the 2.0 T-GDI unit. J7 SHS's biggest exterior difference from the normal petrol are the 19-inch aero alloy wheels Losing their respective seven-speed dual-clutch and eight-speed torque converter automatic gearboxes as well, both utilise the 1.5 T-GDI from the Chery Tiggo 7 Pro and Omoda C5, albeit connected to a Dedicated Hybrid Transmission (DHT) with a single-speed in the J7 and a three-speed in the C9. For the former, the electric hardware consists of an 18.3-kWh battery pack powering a single electric motor on the rear axle. Combined, the setup develops 255kW/525Nm, which Omoda & Jaecoo claims will take the J7 SHS from 0-100 km/h in 8.4 seconds. The claimed all-electric range is 90 km and the combined with the petrol engine included 1 250 km. C9's rear visual difference from the regular petrol is the PHEV badge on the tailgate and the secondary charging flap on the rear wing. At the same time, the fuel consumption is 4.8 L/100 km and the waiting time 20-25 minutes from 30-80% using a DC fast charger. Officially the most powerful Chinese car now available in South Africa, the C9 SHS not only gets the bigger 34.4-kWh battery pack, but two additional electric motors for a total of three. The result is a total output of 440kW/915Nm, a claimed 0-100 km/h time of 4.9 seconds and an all-electric range of 150 km. Its driveline making it all-wheel-drive from the start versus the front-wheel-drive J7, the C9 SHS has a combined range of 1 100 km, fuel consumption of 5.8 L/100 km and the same 20-25 minute waiting time from 30-80% when using a fast charger. The drive J7 SHS Topping their respective line-ups, the first leg of the journey involved the J7, whose inclusion of the hybrid system as seen the lamented combination of a poorly calibrated throttle and mismatched transmission being eradicated almost completely. Smooth on take-off and no longer as laggy, the J7 feels more responsive and, even at highway speeds, able to travel a significant distance on EV power than its supposed range claim. Despite its smaller battery than that of the C9, the J7 SHS also supports DC fast charging. In total, the J7 SHS comes with two hybrid modes; the default HEV and fully-electric EV, plus three drive modes; Eco, Normal and Sport. Once depleted, or at higher speeds, the powerplant reverts to the petrol engine, a transition that goes relatively smoothly without any jerks being present. That being said, once fired-up, the smaller capacity petrol becomes audible at the national limit, and with a strained noise which does smoothen once at a constant speed. Spec Besides a new centre console, which has seen the aircraft-style gear lever being dropped and replaced by a steering column-mounted selector, the rest of the J7 SHS's cabin is unchanged and feels not only premium and well put together, but spacious despite the standard fitting of the panoramic sunroof. Glacier-spec based means the standard inclusion of the 14.8-inch infotainment system with Apple CarPlay and Android Auto, a wireless smartphone charger, the eight-speaker Sony sound system, an integrated dashcam, electric, heated and ventilated front seats, Head-Up Display, dual-zone climate control with rear vents, an electric tailgate and ambient lighting. J7 SHS' interior sports a new centre console and a column-shift gear lever. Safety and driver assistance system, which sadly still includes the frustrating Driver Monitoring System, comprises the following: 360-degree surround-view camera; front and rear parking sensors; Automatic Emergency Braking Adaptive Cruise Control; Rear Cross Traffic Alert; Auto High Beam Assist; Traffic Jam Assist; Lane Departure Warning Blind Spot Monitoring In the confines of Gerotek, the task with the J7 involved manoeuvring it through a series of strategy placed cones without knocking them down. With the surfaces wetted, the front-wheel-drive J7 felt largely composed, but, unsurprisingly, tended to oversteer when turned sharply. A PHEV logo has been added to the tailgate on the right-hand side. Admittedly, and highly unlikely to be driven in the same manner as the media by future buyers, the J7's steering felt slightly better than that of its petrol sibling, though still recognisable as an over assisted electric setup. Notably, an all-wheel-drive model is in the works and could arrive either by year-end or in 2026 depending on the rate of development. C9 Swapping from the J7 to the plusher but much more powerful C9, the pair of line-up tests included a high-speed braking exercise and the dreaded moose test. Feeling its weight when jarred from side-to-side as found with the normal Explore tested last year, the C9 SHS' greater power becomes apparent, but not with the same potency as its figures suggest. Despite its smaller battery than that of the C9, the J7 SHS also supports DC fast charging. Braking from an eventual 158 km/h, the C9 didn't feel as lacking in the brake department as the petrol variant did, however, the overly assisted steering prevailed. Away from Gerotek, the continues adaptive dampers have been retuned to accommodate the electric system and as such, no longer result in the C9 being as floaty as before. In an opposite from the J7 though, the electric motors and battery pack haven't solved the C9's throttle calibration foibles as a noticeable delay and hesitation remains before it eventually accelerates. New to the interior are hybrid graphics within the instrument cluster and infotainment system, and a two-tone brown-and-black Nappa leather finish. Refined and quiet, the transition from petrol to electric is just as unobtrusive as in the J7, with three hybrid modes being available: HEV, EV and EV+, along with the carryover six driving settings: Eco, Normal, Sport, Mud, Snow and Off-Road. As with the J7, the firing of the power engine comes is anything but pleasant on the ear and becomes badly strained when accelerating as a likely result of it having to work harder with the added weight of the battery pack and trio of electric motors. Given that all of the models still had to be run-in and that some had done less than 1 000 km, a more thorough determination will be given once the first units arrive for the seven-day test. Spec As for standard equipment, the C9 SHS comes standard with Nappa leather upholstery, a fragrance dispenser, heated, electric and ventilated front seats, a 12-speaker Sony sound system, heated steering wheel, heated rear seats and a panoramic sunroof. Centre dashboard dial now comes with integrated HEV and EV buttons. Include further are two wireless smartphone chargers, Head-Up Display, ambient lighting and a pair of 12.3-inch displays for the instrument cluster and the infotainment system – the latter furnished with wireless Apple CarPlay and Android Auto. Standard safety and driver assistance tech comprises: 540-degree camera system; Auto High Beam Assist LED headlights; Driver Attention Monitor; Adaptive Cruise Control; Lane Departure Warning; Blind Spot Monitoring; Lead Vehicle Alert; Rear Cross Traffic Alert; Lane Keep Assist; Reverse Automatic Braking Conclusion With the mentioned sales growth experienced throughout the year so far, the introduction of the SHS variants of the Jaecoo J7 and Omoda C9 adds an element of assurance given the uncertainty and range anxiety still associated with fully electric vehicles. At the same time providing a near-on 100 km electric range – in the case of the J7 – self-charging hybrids cannot match it still remains to be seen how both will be accepted come the monthly sales figures. Price Included with each model's price tag, the J7 SHS and C9 SHS introduce a series of warranty firsts to the local markets. In addition to the first owner-only 10-year/1 000 000 km engine warranty, both come standard with a 10-year/200 000 km guarantee on not only the battery, but also various other electric components Omoda & Jaecoo refers to as the power motor control unit. Completing the back-up guarantees is a seven-year/200 000 km warranty, a five-year/75 000 km service plan and, for the first 250 buyers only, free installation of a wallbox charging unit as a premises of choice. J7 J7 1.6 T-GDI Vortex DCT – R519 900 J7 1.6 T-GDI Glacier DCT – R579 900 J7 1.6 T-GDI Inferno AWD DCT – R679 900 J7 SHS – R689 900 C9 C9 2.0 T-GDI Inspire AT – R785 900 C9 2.0 T-GDI Explore AWD AT – R885 900 C9 SHS – R999 000 ALSO READ: Plug-in hybrid Jaecoo J7 becoming one with the grid in June
Perth Now
06-06-2025
- Automotive
- Perth Now
2025 Omoda C9 review: Quick drive
Chery, the massive Chinese automotive manufacturing conglomerate, has already made inroads into our market by launching a variety of vehicles under its own banner. 2025 Omoda C9: Quick drive Credit: CarExpert Now, it's rolling out its Omoda Jaecoo brand, which it's calling a step above its namesake brand. And while Omoda Jaecoo showrooms only have Jaecoo-badged SUVs for now, they'll be joined in August by the Omoda C9. This plug-in hybrid (PHEV) large SUV aims to offer Volvo XC60– or BMW X3-like levels of luxury, interior space, equipment and performance, but at the sort of prices you might expect to pay for a mid-spec Volkswagen Tiguan. We got our first taste of the car on the south coast of the UK (badged as simply the 'Omoda 9 SHS' for that market), to see how impressive – or otherwise – this incoming Omoda truly is. We don't know yet, but there's every likelihood the Omoda C9 could start somewhere close to the ballpark of the top-spec Jaecoo J7 SHS, which is priced at $47,990 drive-away. 2025 Omoda C9: Quick drive Credit: CarExpert However, there are a few things to temper the hope that the C9 will land around $50,000: one, the C9 is a physically bigger and longer car than the J7; and two, the PHEV powertrain in the C9 is considerably more powerful and long-legged than the one in the J7. So the C9 PHEV will cost more but, nevertheless, we'd be mighty surprised if the Omoda C9 SHS wasn't considerably cheaper than the $102,500 (plus on-road costs) you need to park your backside in a BMW X3 30e xDrive PHEV, for instance. Therefore we'll reserve final judgement on the new Chinese SUV's value equation until we know for sure how much it's going to cost, and precisely what kit we'll get for our money. There are two types of Chinese car interiors these days, starting with the ones built down to a cheaper price, which normally rely on some kind of gimmick – like a rotating centre screen, for example – to make them interesting. 2025 Omoda C9: Quick drive Credit: CarExpert The second type is a well-appointed, luxurious cabin that clearly takes inspiration from established and premium European marques. Happily, the C9's passenger compartment falls into this category. You climb aboard to be greeted by a swish-looking, solidly put-together main fascia, complemented by some large, deep-bolstered chairs finished in what looks like leather (it's synthetic, rather than real hide, but it's convincing enough as these things go) and then topped off with fancy stitching patterns – echoed in the door cards – that are designed to bring an element of grandiosity to proceedings. In the main, this works, especially when you finally sit behind the (properly) leather-trimmed steering wheel and start experiencing all of the main touchpoints and all of the surface finishes, none of which seem obviously subpar. Technology is handled by a whopping great 24.6-inch curved display which features both the main touchscreen infotainment and the TFT driver's cluster, but Omoda Jaecoo is also proud to say there are no fewer than 53 physical buttons and controls in the C9's cabin – great news for anyone experiencing digital fatigue in modern-era car interiors. 2025 Omoda C9: Quick drive Credit: CarExpert 2025 Omoda C9: Quick drive Credit: CarExpert 2025 Omoda C9: Quick drive Credit: CarExpert 2025 Omoda C9: Quick drive Credit: CarExpert There's also a potent 50-Watt, cooled wireless smartphone charging pad, which you're going to want to employ because you'll inevitably be using the wireless Android Auto or Apple CarPlay connectivity as the proprietary infotainment system is not great. It's one of those typically confusing systems with too many menus, not enough logical order to where various settings and controls ought to be, and a fiddly, somewhat laggy response rate to prods of the screen. Furthermore, there's a weird trip computer in the C9 which will only ever show you your last 50km of fuel and electricity consumption, and you can't reset it no matter what you do. Bizarre. Generally, though, the cabin and the main displays are largely very good, even if the high central construct ramping down from beneath the central screen and running towards the back of the car feels somewhat constrictive to front-passenger space. 2025 Omoda C9: Quick drive Credit: CarExpert 2025 Omoda C9: Quick drive Credit: CarExpert Practicality isn't an issue, though, as there is plenty of legroom and a completely flat floor in the rear of the passenger compartment, which means three adults might just be able to travel side-by-side in the second row if needs be. However, headroom in the outer two seats can be limited if the occupants sit slightly outboard, because the roof curves in quite noticeably above the doors towards the panoramic roof up top. At the back is a sizeable 660-litre boot, rising to 1783L with the 60:40 split-folding rear seats dropped down. The Chinese firm also offers three full ISOFIX child seat anchors on the back bench, recognising thatfamilies will be the end users of this vehicle. But despite its sheer physical size – it's nearly 4.8 metres long – there isn't a seven-seat option for the C9. 2025 Omoda C9: Quick drive Credit: CarExpert 2025 Omoda C9: Quick drive Credit: CarExpert Depending on the market, the Omoda C9 – also sold as the RX or Yaoguang by Chery's premium Exeed brand – is offered with turbocharged petrol power or a choice of two plug-in hybrid powertrains with two or three electric motors respectively. 2025 Omoda C9: Quick drive Credit: CarExpert 2025 Omoda C9: Quick drive Credit: CarExpert Our UK-spec tester uses the familiar Chery-sourced turbocharged 1.5-litre four-cylinder petrol engine, alongside its unusual '3DHT' (dedicated hybrid transmission) three-speed automatic gearbox and dual electric motors. The difference here is that this system is much more powerful than it is in the related Jaecoo J7, summoning up peak outputs of 300kW and 700Nm. That's enough for a claimed 0-100km/h time of 4.9 seconds, despite the bulky kerb weight of 2195kg. There's also a bigger battery pack here, rated at 34.46kWh. This allows the Omoda to travel up to 150km on electric power alone, which is claimed to be among the longest EV ranges for any PHEV available globally right now, and when combined with the big 70L fuel tank the C9 should be capable of more than 1200km of total range with careful driving. Due to the big battery pack and the oddities of WLTP testing, the official fuel consumption figure is somewhere south of a deeply impressive 2.0L/100km, but bear in mind Omoda Jaecoo would like you to work on the premise of 7.0L/100km, which is what the car will do when its battery is depleted as far as it will go. On that basis, our recorded figure of 5.9L/100km across 80km of mixed-roads driving doesn't look too bad, although we obviously had lots of battery charge to play with from the off, while the traffic conditions on the test route were conducive to better fuel economy (ie: we weren't often going that quickly). Recently sighted government approval documents in Australia show this market is set to get the even gruntier tri-motor PHEV powertrain, which offers total system outputs of 440kW and 915Nm. Rather well, all told, and it's certainly one of the more assured, likeable efforts from China that we've tried so far. Of course, it's not perfect either, but it's a mainly positive dynamic report card. 2025 Omoda C9: Quick drive Credit: CarExpert First of all, there's no doubting those 300kW and 700Nm output claims, because the Omoda C9 SHS does feel suitably rapid. The three-speed transmission deserves particular praise, as the company claims it is seamless in operation and, from our brief experience of this UK-spec dual-motor car, it certainly feels it. Thus, driving the Omoda is merely a case of clicking the column-mounted shifter into D and then deciding just how much forward momentum you want with presses of the accelerator pedal. If you decide you want a lot of it, then the C9 can oblige, with excellent traction from the dual motors and a real feeling of power, particularly when it comes to roll-on acceleration. There are supposed to be three different modes for the Continuous Damper Control (CDC) adaptive suspension, the steering, the accelerator response and the brakes, but trying to find them involves going through the complex infotainment system – it's not the work of a moment to pick and choose your settings. 2025 Omoda C9: Quick drive Credit: CarExpert We eventually found a system that allowed us to switch all of the above settings according to which drive mode we chose from the main central dial on the fascia, but there wasn't an awfully great degree of light and shade to any of the major inputs when going from Eco to Normal to Sport and then back again. We reckon most people will just leave the C9 in the middle of these, as it drives quite sweetly thus configured. Certainly, the secondary ride and the impressive level of rolling refinement both serve to make this a comfortable car to travel long distances in. It's supple and it's quiet, and there's not a great deal of movement in the shell of the SUV either, so you never feel like you're rolling around in an automotive waterbed. Granted, there are times the 20-inch wheels do thud through larger imperfections in the road, so the primary ride isn't quite as polished, yet the Omoda is perfectly fine for just ambling about the place at a leisurely speed. The handling isn't quite so memorable, but it's not bad at all. The decent body control couples to lots of grip, ample traction and nicely weighted, reasonably accurate steering, so while you might not exactly enjoyhustling the C9 through the corners, it's more than capable of putting on a respectable show if you decide to get a move on. 2025 Omoda C9: Quick drive Credit: CarExpert Our complaints, then, basically amount to some idiosyncrasies of the Omoda, such as hesitance when you're moving off from a standstill. Or brakes which felt wooden underfoot and too aggressive in their initial bite at lower speeds. Or a driver's seat which is too high-mounted and not quite comfortable enough in the coccyx region to worry Volvo's engineers any time soon. All things considered, the Omoda felt nicely composed for most of the time we were behind its wheel, and it's definitely in the same sort of dynamic range as something like a Volkswagen Tiguan – itself a fairly safe and uninspiring thing to drive most of the time, but perfectly comfortable and amenable. We'd expect a lengthy standard kit list for the Omoda C9 when it lands here, as that's a typical trait of 'new' Chinese manufacturers trying to break into fresh markets. Going on the car we tested overseas, we'd be hoping for some of the highlights below to make it into the Australian cars as standard. 2025 Omoda C9: Quick drive Credit: CarExpert 2025 Omoda C9: Quick drive Credit: CarExpert 2025 Omoda C9: Quick drive Credit: CarExpert 2025 Omoda C9: Quick drive Credit: CarExpert 2025 Omoda C9 SHS equipment highlights: 24.6-inch curved display 50W wireless smartphone charging pad 20-inch alloy wheels Adaptive electromagnetic suspension LED exterior lighting Leather-effect upholstery Heated and ventilated seats, front and rear Adaptive cruise control Dual-zone climate control 14-speaker Sony surround sound system Panoramic sunroof Panoramic camera system Keyless Go Cruise control With the car not tested by Euro NCAP or ANCAP and considering Omoda Jaecoo is not yet established as a manufacturer in its own right, we can't say exactly what safety spec the C9 will offer when it lands in this market. 2025 Omoda C9: Quick drive Credit: CarExpert That said, the company confidently cites the fact that 20 advanced driver assistance systems (ADAS) are fitted as standard to the SUV, and that products under the Chery and Jaecoo banners have picked up good safety ratings – most pertinently the related J7 SHS, which has a five-star Euro NCAP rating. Again, we don't have exact details on aftersales provisions as Omoda does not exist here yet, but going on what Jaecoo offers we'd be disappointed if the C9 didn't come with the eight-year, unlimited-distance warranty that covers the J7 SHS, along with other impressive levels of customer back-up. 2025 Omoda C9: Quick drive Credit: CarExpert It should obviously prove cheap to run compared to a straightforward petrol SUV, thanks to its PHEV drivetrain and big battery pack. Speaking of which, Omoda offers DC fast-charging for its power packs at up to 70kW. This should see the battery go from 30-80 per cent of charge in as little as 25 minutes on the right connection. And furthermore the clever hybrid system in the C9 ensures that the battery is never fully depleted – it always reserves some charge in the unit, and manages its self-charging functions carefully, so that the SUV can operate like a regular hybrid when the battery is low, rather than exhausting all of its useable capacity and then making its driver rely solely on the combustion engine for forward progress. Despite being an unknown quantity – of sorts – here in Australia as a standalone auto brand, our first sample of the Omoda C9 SHS uses technology we're already familiar with from cars in the Chery and Jaecoo stables – even if we're likely to get an even more powerful tri-motor version. 2025 Omoda C9: Quick drive Credit: CarExpert As tested, the Omoda C9 SHS is a convincing luxury SUV that, if the pricing and specifications are right once they're confirmed for our market, ought to be worth serious consideration. Sure, it could do with some added engineering polish in certain areas, most specifically the brakes, and the driving experience is okay without being exceptional. But there's plenty to recommend and much to like here – so much so that we're eager to try the Omoda C9 on home roads to really get the lay of the land. MORE: 2025 Omoda C9: Flagship PHEV mid-size SUV locked in for Australia Powerful drivetrain Spacious and well-equipped interior Over 1200km of combined range Wooden-feeling brakes Infotainment issues Imperfect driving position
