chinese – Pulpaddict

Omoda 9 review

We get behind the wheel of a bold SUV that sets a new benchmark for plug-in hybrids…

Before we begin, a bit of background about Omoda, which is one half of a “dual brand” created by Chery International – China’s largest vehicle exporter for more than 20 years.

Launched only last year in the UK, there are already some 70 Omoda/Jaecoo retail sites dotted around the country. Chery says the Omoda line-up focuses on “futuristic compact SUVs”, while Jaecoo offers “premium off-roaders”.

The first Omoda model was the Omoda 5 mid-sized family SUV, available with either a 1.6-litre petrol engine or as a 100% electric vehicle (badged Omoda E5).

My focus here is on the next car – the bigger Omoda 9 SHS, which will compete with similarly-sized plug-in hybrid SUVs including the Skoda Kodiaq, Volkswagen Tayron, BYD Seal U DM-I and Renault Rafale, plus the more upmarket Lexus RX, Volvo XC60, Mercedes GLC, Audi Q5 and BMW X3.

The Omoda 9 doesn’t just stand out from the crowd because of its distinctive styling – it boasts the longest electric-only range of an PHEV currently on the market.

Thanks to its relatively large 34.46kWh battery, it can travel up to a claimed 93 miles of pure electric driving. Just to put that into perspective, the battery in the cheapest fully electric vehicle currently available (the Dacia Spring city car) is just 26.8kWh.

The Omoda 9 also comes with a 1.5-litre turbo petrol engine mated to dual electric motors. The result is 443bhp, 516lb ft of torque, a 0-62mph time of just 4.9 seconds, low emissions of 38 g/km, and an impressive total combined driving range of more than 700 miles.

Drive is via all four wheels and a three-speed DHT (Dedicated Hybrid Transmission), which offers alternative gear ratios to maximise efficiency or performance.

And just in case you’re wondering, SHS stands for Super Hybrid System – Omoda-speak for its plug-in hybrid solution.

Priced from £44,990, the Omoda 9 is a class act and delivers a lot of car for the money. The kit list includes the kind of goodies you’d expect in a much more expensive vehicle, including a 540-degree panoramic view camera with transparent view, vegan leather seats, an air purification system, rear reclining seats that are also heated and ventilated, plus a Sony sound system with speakers in the headrests.

It’s well put together with a quality finish, and where there is plastic on show (the upper dashboard and doors), at least it’s soft to the touch. I guess it’s knocking on the door of a premium car, but things like the “aluminium-finished” controls for window and seat adjustments are the giveaway.

Up front in the cabin there’s a good balance of hi-tech minimalism and physical dials for essentials such as climate control and drive modes.

The two-in-one 24.6in infotainment and driver display screen is clear and responsive, though I’d need a week or so to give a proper verdict on its usability.

Inside, it oozes space and if you open up the blind, the 1.3-metre long sunroof is capable of bathing the cabin in sunlight.

Rear passengers have limo-like comfort with loads of head and legroom, while the boot has a useful luggage capacity of 660 litres (expanding to 1,783 litres if you flip the 60/40 rear seats).

However, it’s worth noting that unlike some rivals, the Omoda 9 is not a seven-seater.

There’s a commanding view of the road thanks to the high driving position and visibility is generally good.

That said, I’d prefer to be given the option of sitting a little lower and feeling more involved with the car, while the steering wheel adjustment is limited and I found I had to lower mine in order to see essential information on the driver’s display.

The seats are on the firm side, but the overall refinement in the cabin is very good, partly down to the acoustic glass and Michelin Silent Tyres.

The SHS hybrid system is clever and very slick. It starts on EV power, so pulling away is silent, and when the engine does fire up, it’s pretty quiet. It’s only under heavy acceleration that the petrol engine makes itself heard.

Unlike conventional PHEVs, the Omoda 9’s battery pack never fully discharges, so even once you’ve used most of the electric-only range on offer, the engine acts more like a generator, but the car will still drive like a full hybrid, giving you the best of both worlds.

The transition between EV and HEV, and vice versa, is super smooth, and you can choose whether you want it to run electric-only, hybrid or charging on-the-go (if you’re approaching a city and want to go full EV, for instance), while the gear changes are imperceptible.

On the road it delivers an EV driving feel, with plenty of torque and straight-line speed, and it’s only when it’s pushed in faster, more challenging corners that it starts to feel unsettled.

Ultimately, it’s a relatively heavy, substantial car, so it’s at its best cruising along, soaking up the worst of our roads’ lumps and bumps via its adaptive suspension (the three settings are Normal, Mid and Sport).

The brakes are powerful and effective, and there’s plenty of grip, but would be an exaggeration to call the Omoda 9 it agile.

The choice of six driving modes – Normal, ECO, Sport, Snow, Mud, and Off-road – should give peace of mind, whatever the weather. As ever, Normal delivers the best balance of performance and efficiency.

So, while driving the Omoda 9 won’t necessarily put a smile on your face, it’s a serene cruiser and boasts serious kerb appeal.

If you have a charger at home, then plugging in overnight will replenish the battery. If you stop off on a journey, a rapid connection will recharge the pack from 30-80% in as little as 25 minutes.

Vehicle-to-load (V2L) is also possible, so it is possible to power lights etc for camping or outdoor gatherings, for instance, via a three-pin plug.

Naturally, the Omoda 9 is packed with the latest safety and driver assistance systems, and it’s likely to achieve a maximum five stars in Euro NCAP crashing tests.

Omoda claims the 9 is capable of as much as 201.8mpg, but of course, that makes various assumptions, such as starting every journey with a full battery. The official hybrid mode figure is 43.6mpg, but the reality is that your economy will be somewhere in-between, depending on the length of your journey, driving style and topography. Either way, the Omoda is very economical.

This, and the low emissions, will also appeal to company car drivers, because it sits in the low 6% benefit-in-kind (BiK) tax bracket.

All buyers will appreciate the seven-year/100,000-mile warranty (whichever comes first), with no mileage limit for the first three years, alongside an eight-year battery cover.

I also like the fact that Omoda has kept things simple, unlike so many rivals. There is just one trim level with everything as standard. And unless you choose a colour other than white, £44,990 is what you’ll pay.

Ultimately, the Omoda 9 isn’t perfect, but there’s a lot to like about it, and that price makes it a serious contender, which means it could take sales away from the likes of BMW, Audi, Mercedes-Benz and Lexus, as well as more obvious competitors, such as the Skoda Kodiaq.

Verdict: The bold new Omoda 9 SHS is a welcome addition to the plug-in hybrid SUV scene. Competitively priced, spacious, safe, refined, well-built and packed with tech, its clever hybrid system delivers a class-leading electric range.

Omoda UK

Xpeng G6 review

We test drive a new car from a new brand – the all-electric Xpeng G6 mid-sized electric SUV…

The latest EV brand from China to reach Europe has its work cut out. Just for starters, its family SUV is pitched against the Tesla Model Y – the world’s most popular new car of 2023, with sales totalling 1.22 million.

The fact that the G6 is an SUV will help matters because this is the fastest rising sector, but starting from scratch is a big challenge.

Founded in 2014 by a group of entrepreneurs with a shared vision to transform future mobility with technology, Xpeng launched its first car (the G3 compact SUV) in 2018, followed by others including the P7 saloon in 2019 and the big G9 SUV in 2023.

In fact, Xpeng is held in such high regard that Volkswagen announced a partnership with the company earlier in 2024 to jointly develop two smarts EVs.

So, is the G6 any good and will it be able to compete with the mighty Tesla Model Y and other rivals including the Kia EV6, Volvo EX30, Hyundai Ioniq 5, Skoda Enyaq. Smart #3 and Ford Mustang Mach-E?

Well, if you just consider the car, then it’s a worthy rival. Whilst I respect the game-changing success of Tesla and the Model Y’s massive sales, I’m not a huge fan of the vehicle itself.

From the dumpy front styling to the firm ride, so-so quality of materials and dull driving dynamics, the Model Y is something of an enigma to me.

The Xpeng G6 is marketed as an “ultra-smart coupe SUV” and is almost identical in size and weight to its American rival. It’s also likely to be competitively priced when it goes on sale in the UK later in 2024. Xpeng hasn’t announced pricing yet, partly because of tariff issues, but the Model Y is priced from £44,990.

For me, the “robot face” of the Xpeng G6 gives it the edge aesthetically, while its streamlined body shape (which boasts a drag coefficient of just 0.248Cd) is similar to the Tesla and comes complete with pop-out door handles and frameless doors.

Inside, there’s the same minimalist, tech-led feel of the Model Y, but with the welcome addition of a 10.2-inch display ahead of the driver, showing essentials such as speed, battery range and navigation instructions. Beats me why the Model Y and Volvo EX30 have decided to do away with this necessity and opt for only a central touchscreen.

The Xpeng G6 gets one of those too (15 inches, no less) and it works well enough (the graphics aren’t class-leading), but – as ever – there is a high learning curve. The system is due to have an over-the-air upgrade later this year, which should make it more intuitive, while new mapping from TomTom will also be welcome.

Ultimately, just like many other EVs, there are too many necessities controlled via the centre touchscreen, taking your eyes off the road ahead. Controls for everything from drive modes (Standard, Eco, Sport, and All-Terrain), brake regen and steering weight options, wing mirror adjustment and air conditioning are accessed via the screen.

Unfortunately, the Xpeng G6 also follows another annoying trend. The right hand steering wheel stalk is now the gear shifter, while the left doubles up indicators and wipers. No prizes for guessing what comes next until you get used to the system.

On the plus side, the cabin oozes space front and back, it’s bathed in light thanks to the panoramic sunroof, it’s all well put together and it had a classy feel with the use of quality materials, though delve down in the cabin and there’s still some scratchy black plastic.

Oh, and a special mention for the leatherette seats, which are comfortable, even if the driving position is a little on the high side for my liking.

Luggage capacity is a decent, if not class-leading 571 litres, expanding to 1,374 litres with the rear seats down, but there’s no ‘frunk’ under the bonnet for storing cables and no passenger glovebox.

Three versions of the Xpeng G6 are available. The entry-level RWD Standard range combines a 66kWh battery with a 262bhp rear-wheel-drive motor. The RWD Long Range version gets a larger 87.5kWh battery and slightly more powerful 290bhp motor, while the range-topping dual-motor AWD Performance version uses the same 87.5kWh battery but with 483bhp driving all four wheels.

The RWD Standard range delivers a claimed potential of 272 miles and a 0-62mph time of 6.9 seconds. The RWD Long Range offers an impressive 356 miles of range and a slightly faster sprint time of 6.7 seconds. Finally, the AWD Performance is properly fast (4.1 seconds), though overall range takes a hit (344 miles).

Just as importantly, the Xpeng G6 uses state-of-the-art ultra-rapid 800V charging architecture, meaning a 10% to 80% boost can take just 20 minutes with a fast enough charger.

We tested the AWD Performance, which is just as well because it was tanking down on our test route in the Netherlands, so the extra traction was more than welcome.

On the road, the Xpeng G6 is smooth and refined with Standard drive mode offering the best balance of efficiency and performance. Sport is fun for overtaking and acceleration demos, but the effort of going into the touchscreen to switch drive modes is likely to mean it will be rarely used.

The ride is firm, which is par for the course with electric SUVs, and body lean is kept in check, though we didn’t really get the chance to stretch the G6’s legs on the flat, mostly residential road route. On balance, I’d say it’s a tad more dynamic than the Model Y, so job done.

The steering is best left in standard (Sport is too heavy) and visibility is good except for the slim rear window. Thankfully there are plenty of cameras and sensors to help with tighter manoeuvres. What’s more, it has a memory-based automatic parking functionality and it can be parked remotely via a smartphone app.

We achieved a decent 3.8 miles per kWh during our limited test run, and we’d expect a real-world range for the AWD Performance closer to 300 miles.

Xpeng has kept things simple with the G6. You just choose the powertrain, one of five exterior colours, and white or black artificial leather. In fact, the only option is an electrically deployable tow bar (maximum towing capacity: 1,500kg).

Ultimately, the success of the Xpeng G6 in the UK could rely on a combination of keen pricing, clever marketing and a proper dealer network for sales, servicing and parts.

Verdict: The Xpeng G6 is a welcome addition to the seriously competitive mid-size electric SUV sector. Boldly styled, spacious, well built, comfortable and packed with tech, it’s more than a match for the Tesla Model Y.

Xpeng

ORA Funky Cat review

We road test the first car from a new brand to the UK – the ORA Funky Cat EV…

With its cool name and retro looks, this affordable electric hatchback is our introduction to ORA – one of five brands owned by Chinese car giant, Great Wall Motor.

Founded in 1984, GWM is China’s largest producer of SUVs and pick-up trucks, and the Funky Cat will be followed by more 100% electric siblings, probably all with cute feline names.

Apparently, ORA stands for “Open, Reliable and Alternative” and so far the strategy seems to be working well because ORA sold 135,000 cars in China during 2021 and several thousand UK motorists have already registered an interest in the Funky Cat.

Priced from £31,995, ORA has kept it simple at launch with just a ‘First Edition’, available in four colours, including Aurora Green and Nebula Green.

Featuring a 48kWh battery offering an official range of 193 miles, power comes from a 169bhp electric motor driving the front wheels, giving a 0-62mph time of 8.3 seconds and a top speed of 99mph.

It can be charged via a 6.6kW home charger in five hours 24 minutes, or 3 hours 12 minutes using an 11kW public charger.

If you can find a rapid 100kW connection, you’ll be back on the road in less than 45 minutes.

The Funky Cat is bigger than it looks in pictures, so it’s more Golf than Polo, or Focus than Fiesta. Crucially, it’s also about the same size as the VW ID.3 – the electric vehicle ORA reckons is the Funky Cat’s closest rival (though we’d say the Citroen e-C4 is closer still).

With its blend of retro features and modern touches, this five-door family hatchback is a breath of fresh air on the road.

There are hints of MINI, VW Beetle, Nissan Micra and Alfa Romeo MiTo, with its round headlights, sloping nose and bonnet creases.

The Funky Cat’s wheel-in-each-corner profile is more unique with clever curves and a high waistline, while its pert rear is not unlike a Nissan Leaf, though the ‘Cat’ has low set lights, a full width lightbar along the bottom of the tailgate window and a sporty spoiler.

The interior is right up there with the MINI Electric in terms of build quality and the near-premium use of materials. It feels solid too (the doors close with a satisfying clunk).

It’s funky inside with a minimalist design and a trim matching the exterior colour. There’s a big two-spoke steering wheel, a row of toggle switches and a 10.25-inch touchscreen, plus a large digital driver’s display (also 10.25 inches).

Note: Apple CarPlay and Android Auto will form part of an over-the-air update in summer 2023.

A special mention for the voice command system, which works surprisingly well. Simply say “Hello Ora” and you’re away. It recognises your voice too and it’s very good at opening and closing windows!

The Funky Cat is spacious too, with enough room for adults to sit behind adults, though the boot is a modest 228 litres (rising to 858 litres with the rear seats flipped down).

The heated and electrically adjustable leatherette seats are comfortable and even feature cool cross stitching usually found on luxury cars (check out the door cards too).

When it’s time to set off, simply select D via a centrally located rotating knob, release the parking brake and you’re away. Accompanied by a distant whine, the Funky Cat is as swift as you’d expect for a relatively lightweight EV.

Smooth, comfortable, fun, and easy to drive with light steering, visibility is good, while cabin refinement is admirable.

There’s also some decent performance (it’s not hard to spin the front wheels if you floor it, especially in the wet) and you can choose from various drive modes.

Stick to Eco for town driving, Normal on more open roads and Sport for occasional bursts of range-sapping run.

You can also select single-pedal drive mode, which almost eradicates the need for brakes – simply lift off and it slows down fast. Or you can choose between three levels of regen via the touchscreen.

However, despite its looks, the Funky Cat is no match for the MINI Electric in the handling department. Push it to the limit in faster corners and it becomes unsettled, but for everyday driving it’s a joy.

So, as long as you don’t go expecting hot hatch driving dynamics, the Funky Cat won’t disappoint, while a real-world range of 150 miles is way above the smaller MINI’s 100 miles.

Standard kit on the Funky Cat Launch Edition includes LED headlights, wireless phone charging, adaptive cruise control and a 360-degree camera system, a rear traffic cross alert and autonomous emergency braking (AEB).

In fact, it’s so safe that Euro NCAP awarded it a maximum five stars in crash testing.

No car is perfect, and the Funky Cat is no exception., because it’s not without its irritations.

For instance, the indicators are tricky to cancel. They require an incredibly light touch and it’s all too easy to activate the opposite signal.

We’re sure it won’t be such an issue after a few weeks of ownership, but it’s not ideal initially.

The various bongs and safety warnings are slightly overbearing too, while the infotainment screen looks cool, but could be much bolder with a larger typeface.

Overall, the Funky Cat is an impressive debut model for GWM in the UK, and if it can keep its pricing competitive, it could be the cat’s whiskers.

Verdict: The all-new ORA Funky Cat is a welcome addition to the EV scene. Not only does it stand out from the crowd, but it also offers practicality, fun driving, good build quality, a useful battery range and a five-year unlimited mileage warranty.

GMM ORA UK