Omoda is getting some big ideas. One of a brace of export-focused brands from Chinese maker Chery (Jaecoo is the other), Omoda was launched in New Zealand last year first with a budget-priced petrol compact-SUV, the C5, followed by a fully-electric version of same, the E5.
Omoda’s latest is something else entirely. The 9 is not only the largest and most powerful Chery-produced SUV available here (how does 395kW and 3 electric motors sound?), it’s also the longest-range plug-in hybrid you can buy from any brand: 145km (WLTP) from its 34kWh battery and a claimed 1100km total petrol-electric driving before you have to stop for a fill or charge.
So there’s plenty to get your attention. Including the styling, which is sharp any way you look at it. Our Omoda 9 test vehicle in Shadow Grey matte ($1500) got a lot of attention. The C5/E5 look interesting but also a bit awkward; we reckon the company has nailed it with the 9, though.
It’s a touch longer than the new Chery-branded Tiggo 8 7-seater (yes, it’s hard keeping track of all the brands), but it’s strictly a 5-chair machine. The emphasis is on luxury rather than utility. Think of it as Omoda’s take on a Lexus RX if that helps, although it comes at half the price: the single Virtue specification offered here is $68,990, compared to $144,900 for the RX 450h+ Limited we tested recently.
Half the price, but twice the range: we got around 65km on EV power from the Lexus during our test (claimed 85km), while we managed 120-130km real-world running from the Omoda. That’s enough to make it a seriously useful EV for day-to-day driving. Especially when you can also fast-charge it at public stations, at up to 70kW (30-80% in 25min).
The 9 is not only the largest and most powerful Chery-produced SUV available here (how does 395kW and 3 electric motors sound?), it's the longest-range PHEV you can buy.
If you understand how the Omoda 9’s powertrain works, you’re doing much better than us. There’s a 1.5-litre turbo-petrol engine, a 3-speed “dedicated hybrid” transmission (but nothing like the 3-speed in your Grandad’s Holden Kingswood) and a trio of electric motors: two up front, and another at the rear. The rear axle is powered exclusively by electricity.
Like Chery’s other Super Hybrid System (SHS) models, the petrol engine is there mainly to act as a generator, although it can also power the (front) wheels at higher speeds. You have full electric drive most of the time, even when the petrol engine is spinning away - not that it needs to very much, if you’re charging the battery every night.
This is a PHEV that really does give a pure-electric experience most of the time. It’s smooth and silent, with plenty of punch.
The car automatically goes into HEV (hybrid) mode when the battery gets to around 30%, although even then it still runs on electric a lot. There’s a special EV+ mode (you have to go looking for it in the infotainment system) that allows more discharge from the battery, although it comes with a warning that it’s only for emergencies.
However, this is a PHEV that really does give an EV experience most of the time. It’s smooth and silent (of course), with plenty of punch. Although it’s perhaps not the road rocket it might appear from the on-paper stats. The outputs depend on the drive mode (around 180kW in Eco, 220kW in Normal); the only way you’ll get the full 395kW is with everything working, in Sport mode with a near-enough-to-full charge in the battery.
It’s all about luxury. While Chery’s smaller models like the Omoda C5 or Jaecoo J7 have massive portrait screens and a heavy emphasis on the digital, the company has been quite measured with the 9's cabin.
Thus configured, it’s certainly brisk: 0-100km/h in 4.5 seconds. And partly thanks to the floaty suspension, enough instant torque to launch your mobile phone off the wireless charger in the centre console, through the air between the front seats and smack into the rear-seat backrest. Yeah, that happened.
Despite a weirdly busy low-speed ride that may imply sportiness to some, the Omoda 9’s dynamics are pretty detached. The brakes are incredibly grabby when you’re slowing to a halt, the steering is numb and chassis hard to place accurately in corners. Yes, it’s fast… but only in a straight line.
But it’s all about luxury, right? While Chery’s smaller models like the Omoda C5 or Jaecoo J7 have massive portrait screens and a heavy emphasis on the digital, the company has been quite measured with the 9: there’s a shallow widescreen layout and modest 12.3in infotainment display. Everything’s in there of course, but you also get a trio of rotary dials that give you shortcuts to the important stuff: climate control/temperature and drive modes.
The steering column-mounted gear selector falls nicely at your fingertips, but it’s the same infuriatingly laggy affair you get in the Jaecoo J7 SHS: to flick between Drive and Reverse you have to make sure the car is completely stopped, hit the lever, wait… and eventually it’ll be ready. Three-point turns in busy streets can be stressful.
The steering wheel controls for cruise and audio, which look like Mercedes-Benz or Volkswagen ID-style haptic touch-controls but aren’t, are also a bit flaky. You have to give them a very deliberate press to get the click in the right place, and after a week we were still getting a lot of missed selections.
You might have gathered that the Omoda 9 has a few frustrating quirks. But the cabin is sophisticated and welcoming all the same, with curvaceous architecture and an air of elegant simplicity. It’s no Lexus in terms of materials (nor should it be for the money), but it’s a nice way to travel and there are some genuinely clever touches, like speakers in the head front head restraints for mobile phone calls.
The Omoda’s 9’s great strengths are interesting technology (including that massive EV range) and refinement, delivered in an impressively spacious package. Yes, you can look at it as a cut-price luxury SUV, but the appeal of the high-end PHEV-tech (sorry, SHS) and the $70k price also makes it an interestingly lavish alternative to hybrid 5-seat SUVs like the Honda CR-V RS, Hyundai Tucson and Nissan X-Trail e-Power.
How much is the Omoda 9 Virtue?
The single Virtue specification is $68,990, with very few options (although our car's $1500 matte paint is one).
What are the key statistics for the Omoda 9 Virtue?
The "Super Hybrid" powertrain combines a 1.5-litre turbo-petrol engine with a big 34kWh battery and 3 electric motors. Combinded power is 395kW (no combined torque figure is quoted) but that's a bit misleading, as it's only available in certain driving secanrios. But the 9 can be quick if you need it to be: 0-100km/h in 4.9 seconds.
Is the Omoda 9 Virtue efficient?
Being a PHEV (of sorts), the idea is that you charge it every night. Do that and you have 120-130km of real-world electric driving to draw upon, so you really can use this as an EV in everyday commuting. And for longer trips it'll do over 1000km in hybrid mode.
Is the Omoda 9 Virtue good to drive?
The performance is strong and smooth, so it impresses there. Dynamically it's not so strong: the brakes are grabby at low speed and the chassis lacks control at speed. It's a cruiser.
Is the Omoda 9 Virtue practical?
It's large and aims to provide comfortable accomodation for five, but with the emphasis on space and luxury - there's no 7-seat option for example, even though there would be plenty of room for a third row. The boot is generous at 660 litres, but again - don't come looking for clever cargo-carrying features.
What do we like about the Omoda 9 Virtue?
It looks fantastic form any angle - it has real presence. The powertrain is technologically fascinating (okay, we're a bit confused as well) and it has the potental to be impressively fast. The cabin is quite restrained for a "new energy" luxury SUV.
What don’t we like about the Omoda 9 Virtue?
The grabby brakes are a chore in city driving, the chassis isn't up to the task of brisk driving on Kiwi country roads and the tow rating is pretty modest at 1.5 tonnes.
What kind of person would the Omoda 9 Virtue suit?
Somebody who wants a large, luxury EV at a bargain price but doesn't want to compromise on longer-range touring ability. Or maybe just somebody who's fascinated by all that tech underneath.