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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

Mazda CX-60 Diesel review

We get behind the wheel of an intriguing new version of Mazda’s big SUV…

I can’t remember the last time I tested a new diesel. There’s an avalanche of new hybrids and EVs, but diesels are a bit niche these days.

Diesel once accounted for more than half of UK car sales, but the market has now collapsed closer to 10%.

However, diesels are still the car of choice for commercial drivers, towing, farmers and rescue services, plus many high-mileage motorists yet to make the switch to hybrids and electric vehicles.

The latest addition to the Mazda CX-60 range (there’s already a petrol plug-in hybrid version) is powered by a big, clean and efficient all-new e-Skyactiv D diesel engine.

Apparently, the 3.3-litre in-line six-cylinder features Distribution-Controlled Partially Premixed Compression Ignition (DCPCI) Technology. Mazda claims this advanced combustion technology makes it one of the cleanest diesel engines in the world, achieving a thermal efficiency of over 40%.

The Mazda CX-60 turbo diesel is mated to an eight-speed automatic gearbox and is offered with a choice of two power outputs. The more powerful version has 251bhp and 550Nm (406lb ft) delivered through all four wheels, while the lower spec engine has 197bhp and 450Nm (332lb ft) fed through the rear axle only.

With the help of a 48-volt mild-hybrid boost set-up, the 197bhp engine has an official fuel economy of 56.5mpg with CO2 emissions as low as 129g/km, while the all-wheel drive comes in at 54.3mpg with a CO2 output of 137g/km.

Performance from the two is similar with the smaller output engine managing a 0-62mph acceleration time of 8.4 seconds (top speed 132mph), while the 251bhp unit tops out at 136mph and sprints to 62mph in 7.4 seconds.

Apart from the new engine, Mazda’s flagship SUV is much the same as its petrol and PHEV siblings, which is no bad thing, because its blend of equipment, tech, classy materials and build quality closes the gap on premium rivals from Europe, such as Audi, BMW, Jaguar, Range Rover and Volvo.

Externally, the CX-60 is very similar to the slightly smaller CX-5, but can be distinguished by its more athletic stance and bluff nose, which polarises opinion. Let’s just say that it’s not the most attractive Mazda head-on.

There’s nothing revolutionary inside the cabin. It’s still very much a Mazda, which means there’s a large centrally-located 12.3-inch infotainment screen on top of the dashboard and a rotary controller near the gear selector. So, rather than dabbing and swiping a touchscreen, much of the car’s functionality is accessed by a twist and click of the controller or via voice recognition.

If you’re not used to a touchscreen, it works well from the off (though using a ‘daisy wheel’ to input a place name in the sat nav is tiresome).

Thankfully, Mazda has also kept some buttons and dials, so the climate control can be accessed separately and there’s still an audio volume knob. Additionally, there’s extra functionality, such as cruise control via the steering wheel, while the clear head-up display is one of the best.

The cabin itself is spacious, though little different to the CX-5 in the back, so while adults can sit comfortably in the rear, there’s not class-leading legroom.

That said, the boot is a substantial 570 litres, expanding to 1,726 litres with the rear seats folded down.

The driving position is great, with plenty of adjustment available (unusually for an SUV, it is possible to sit lower if you prefer). Whichever you choose, there’s a commanding view of the road.

Mazda isn’t pretending it’s a hardcore 4×4, but the extra traction and raised ride height should help you out at festivals and on those rare extreme weather events.

I tested the all-wheel drive version of the Mazda CX-60 diesel in mid-range Homura trim.

It seemed incongruous to be driving a big new diesel like this, but once I got some serious miles under my belt, it was easy to appreciate the advantages of a diesel again.

There’s stacks of torque and I achieved more than 50mpg on a long journey, mostly consisting of A roads and motorways.

It may be cleaner and more efficient, but there’s no mistaking the fact that it’s a diesel. For the most part it’s smooth, but it clatters a bit until it’s up to temperature and under heavy acceleration.

The smooth and responsive automatic gearbox works nicely, and is only hesitant when you put your foot down after the mild-hybrid system has shut off the engine for brief periods when coasting.

For instance, when using adaptive cruise control set at 70mph on the motorway, it’s usually possible to indicate and move out to the fast lane to overtake, but the CX-60 diesel seemed reluctant to kick down.

Initially, the CX-60 feels big and heavy, but you soon settle in, and it feels surprisingly agile and controlled in more challenging corners.

There’s plenty of grip and traction, while the steering is light and precise, and the brakes are reassuringly effective.

The ride is on the firm side though, and it’s at its most relaxed and refined best cruising along. My test car came with big 20-inch wheels, which probably didn’t help in the comfort stakes, so it might be worth trying an entry-level Exclusive-Line which sits on 18-inch rubber.

It’s also worth noting that the CX-60 has a decent towing capacity of 2,500kg.

The Mazda CX-60 e-Skyactiv D range is priced from £43,010 (the 251bhp costs £45,655) and its rivals (in terms of size) include the Volvo XC60, Lexus NX, Audi Q5, BMW X3 and Genesis GV70.

Verdict: The mild-hybrid diesel version of the classy, boldly-styled Mazda CX-60 is a powerful, frugal and surprisingly engaging big SUV. A car that proves there’s still mileage in diesels, but it is a shrinking market.

Mazda UK

Mazda CX-60 review

We road test the plug-in hybrid version of the classy new Mazda CX-60 mid-sized SUV…

Slotting in above the slightly smaller CX-5, the all-new CX-60 is Mazda’s new flagship SUV.

Not only does it close the gap on premium rivals from Europe, such as Audi, BMW, Jaguar, Range Rover and Volvo, but it’s available as Mazda’s first ever plug-in hybrid.

The Japanese company still hasn’t given up on the internal combustion engine and the PHEV version is a natural progression.

What’s more, plug-in hybrids look like they will get a stay of execution for five years after the sales of new petrol and diesel cars are banned in 2030, so there’s life in the technology yet.

The CX-60 PHEV combines a normally aspirated 2.5-litre four-cylinder petrol engine with a 100kW electric motor and a 17.8kWh battery.

The result is a total output of 323bhp and 369lb ft of torque, making it the most powerful road car Mazda has ever produced, capable of sprinting from standstill to 62mph in just 5.8 seconds.

What’s more, on paper, fuel economy could be as high as 188mpg with CO2 emissions as low as 33g/km.

Offering up to 39 miles of pure electric driving from a full charge, your visits to a petrol station could be few and far between if you have a modest daily commute. And if you’re a business user, considerable tax advantages come with that meagre CO2 figure.

Further down the line, Mazda will also be offering the CX-60 with 3.3-litre diesel and 3.0-litre petrol engines – both six-cylinders paired with a 48V mild hybrid system.

Priced from £43,950, there’s a choice of three plush trim levels – Exclusive-Line, Homura and Takumi.

You can also choose from two option packs across all grades (Convenience Pack and Driver Assistance Pack), while a Comfort Pack is available on Exclusive-Line.

Highlights of the £1,000 Convenience Pack include privacy glass, a 360 view monitor and wireless phone charging, while the Driver Assistance Pack adds extra active safety technology for £1,100.

The £1,400 Comfort Pack includes goodies such as 20-inch alloy wheels, electric front seats, front seat ventilation and heated rear seats.

Not only is the CX-60 PHEV well equipped, it’s superbly put together and the quality of the materials used inside the cabin is excellent.

Externally, the CX-60 is very similar to the CX-5, but can be distinguished by its bold nose, which polarises opinion. Let’s just say that it’s not the most attractive Mazda head-on.

And at just 190mm longer, 50mm wider and about the same height, there’s not much between them in size, though the CX-60’s more athletic stance hides its height a little better.

There’s nothing revolutionary inside the cabin. It’s still very much a Mazda, which is no bad thing.

There’s a large centrally-located 12.3-inch infotainment screen on top of the dashboard, while Mazda’s sticking with its rotary controller near the gear selector. It’s not a touchscreen, and much of the car’s functionality is accessed by a twist and click.

If you’re not used to a touchscreen, it works well from the off, and even if you are, it becomes second nature after a few hours.

Thankfully, Mazda has kept some buttons and dials, so the climate control can be accessed separately and there’s still an audio volume knob. Additionally, there’s extra functionality, such as cruise control via the steering wheel, while the clear head-up display is one of the best.

The cabin itself is spacious, though little different to the CX-5 in the back, so while adults can sit comfortably in the rear, there’s not class-leading legroom.

The CX-60’s substantial 570-litre boot is about 50 litres bigger than the CX-5’s, expanding to 1,726 litres with the rear seats folded down.

The driving position is great, with plenty of adjustment available (unusually for an SUV, it is possible to sit lower if you prefer). Whichever you choose, there’s a commanding view of the road.

If you’ve had your CX-60 on charge (it takes 2hr 20 min via a 7kW home charger), or you have some charge left, it will start off in EV mode.

Unlike some PHEVs, there is a vague whine from the off, but it’s smooth going and, in theory, if you take it easy the petrol engine won’t kick in until you hit 62mph.

The transition from EV to petrol and vice versa is seamless if you’re not in a hurry. However, if you’re heavy with your right foot there’s a little hesitation and the petrol engine becomes more vocal.

There are four drive modes accessed by a selector (Mi-Drive) near the rotary controller – Normal, Sport, Off-Road and EV.

Frankly, Normal is just fine. The driver’s display turns an angry red if you select Sport and the engine can get a little harsh, but it does firm up the throttle response and handling.

Obviously EV will keep you driving in electric mode until the battery runs out, while Off-Road will help you along if the going gets tough.

Mazda isn’t pretending it’s a hardcore 4×4, but the extra traction and raised ride height should help you out on those rare extreme weather occasions.

The petrol engine is mated to a new eight-speed automatic transmission, and for the most part it works perfectly well. However, it can be hesitant on kickdown and hold onto a gear for a little longer on hills. Should that happen, it is possible to manually hurry things along via the steering wheel paddle shifters.

Initially, the CX-60 feels big and heavy, but thanks to that excellent driving position and Mazda’s “Kinetic Posture Control” technology, you soon settle in, and it feels surprisingly agile and controlled in more challenging corners.

There’s plenty of grip and traction, while the steering is light and precise. As with most hybrids, the brakes aren’t the most progressive, but they are effective, and you soon get used to them.

The ride is on the firm side, and even though there’s plenty of power on tap, it is at its most relaxed and refined best cruising along.

As with any PHEV, fuel economy will depend on whether you keep the battery charged up, journey length, speed and driving style. So, while 100mpg is quite possible on shorter runs where the petrol engine is hardly used, your MPG can dip into the 30s on longer trips when the battery charge is used up and the 2.5-litre petrol engine does the heavy lifting.

It’s also worth noting that the CX-60 is one of the few PHEVs able to pull a caravan or trailer with a decent towing capacity of 2,500kg.

The CX-60 is a welcome addition to the plug-in hybrid club that includes some formidable opposition in the shape of the Toyota RAV4, Volvo XC60, Lexus NX, Audi Q5 and BMW X3.

Verdict: The boldly styled new Mazda CX-60 is a class act. Practical, powerful, engaging to drive, generously equipped and well put together with quality materials, it’s very much a premium SUV.

Mazda UK

Lexus NX Plug-in Hybrid review

We test drive the first plug-in hybrid vehicle from premium Japanese brand, Lexus. Has it been worth the wait?

The Lexus NX 450h is not to be confused with the NX 350h – the former is a plug-in-hybrid, while the latter is a self-charging hybrid, which means there are no leads or plugs.

Both share a 2.5-litre petrol engine working in tandem with an 18.1kWh lithium-ion battery and an electric motor (or motors).

The 350h can manage a very respectable 47.9mpg with CO2 emissions of 129g/km.

However, the 450h is – in theory – capable of travelling in pure electric mode for 40 miles at speeds of up to 83mph and can return up to 313.9mpg, while CO2 emissions are as low as 21g/km.

Low emissions means a low Benefit-in-Kind (BiK) tax rate, making the PHEV an appealing choice for company car drivers looking to cut running costs.

Whether you are a business user or private owner, if you keep the battery charged up (0-100% takes less than three hours using a 7kW chargepoint) your trips to the petrol station could be few and far between (especially if you’re a low mileage driver), because most of your journeys will be completed in near-silent EV mode.

The second generation NX luxury SUV was launched in 2021 and boasts serious road presence and badge appeal.

Bigger and more aggressive looking than the best-selling Mk 1, the new NX sports a massive version of the trademark Lexus “spindle grille”, flanked by slim new LEDs and daylight running lights.

A sculpted profile, short overhangs and distinctive rear haunches result in an SUV that stands out from the crowd, and its competitors, which include PHEV versions of the Audi Q5, BMW X3, Volvo XC60 and Range Rover Evoque.

It’s a class act inside too. Attractive and driver-focused up front, there’s a wrap-around dashboard and centre console with a huge 14-inch touchscreen.

Thankfully, Lexus hasn’t gone full-on minimalist so there are still some buttons. And naturally, there’s Android Auto and Apple CarPlay connectivity.

The whole cabin feels super spacious. It’s also plush and beautifully put together, while the driving position is commanding.

Meanwhile, the boot can handle a useful 545 litres of luggage, extending to 1,436 litres with the rear seats flipped down.

On the road the Lexus NX 450h is smooth and relaxed. The combined 305hp from the big petrol engine, paired of electric motors and battery gives the car plenty of torque.

Acceleration is brisk when needed, and the 0-62mph time of 6.3 seconds makes it one of the fastest crossovers of its kind.

We’re no great fans of CVT gearboxes because they can create a din during sharp acceleration, but the sound insulation works wonders in the NX, so it’s rarely an issue and the power is delivered smoothly. Anyway, this is a car that’s best enjoyed cruising along in luxury.

Additionally, the transition from electric to petrol (and vice-versa) is superbly smooth.

Soaking up the lumps and bumps of the roads with ease, it offers a refined and relaxing ride, too.

It feels substantial, yet corners surprisingly well with controlled body lean, while the NX’s steering is precise, giving you the confidence to push on in more challenging corners.

Grip and traction are great, partly down to the all-wheel drive system (there’s a second electric motor on the rear axle).

You can choose from three driving modes (Eco, Sport and Normal) which are accessed via a knob in front of the gear lever. Eco is fine for long motorway runs, but Normal will do just fine.

There are three other basic choices too – EV for zero-emissions driving, Auto EV/HV (where the car chooses the perfect mode for the conditions) and HV (which maintains the battery’s state of charge).

Real-world fuel economy will depend on whether you keep the battery charged up and the length of your journeys, but even when it’s running in regular hybrid mode (ie when the battery is depleted) you’re looking at close on 50mpg.

The only disappointment was the EV range which seemed closer to 30 than 40 miles on my test car.

Priced from £50,950 to £59,700, the NX is offered in three trim levels (Premium Pack, F-Sport and Takumi) and like all Lexus cars, it benefits from ‘Lexus Relax’, which extends your car’s manufacturer warranty for up to 10 years or 100,000 miles, whichever comes first.

Add Lexus’ reputation for reliability and superb customer service and the NX PHEV can hold its own against the best on offer from Europe’s top premium brands.

The NX was awarded a maximum five stars for safety by Euro NCAP – and it’s bursting with kit to help you avoid an accident, including Autonomous Emergency Braking (AEB), lane-keeping assistance and traffic-sign recognition, plus driver assistance aids such as blind spot monitoring and rear-cross traffic alert.

Verdict: The Lexus NX Plug-in Hybrid is a practical, premium-quality SUV that’s comfortable, relaxing to drive, economical and beautifully finished. Choose the plug-in version of the NX and you won’t just stand out from the crowd, you’re buying into Lexus’s reputation for reliability and award-winning customer service. And yes, it has been worth the wait – the NX is one of the best PHEV crossovers on the market.

Lexus UK

BMWs star in Marvel’s upcoming Black Widow

Home / Auto Video / BMWs star in Marvel’s upcoming Black Widow

Gareth Herincx

19 hours ago
Auto Video

The BMW X3 and the 2 Series Gran Coupe play key roles in the Marvel Cinematic Universe’s action-packed spy thriller, Black Widow, alongside actresses Scarlett Johansson and Florence Pugh.

“This is the very first time BMW has worked with Marvel Studios and the result is just stunning,” said Jens Thiemer, Senior Vice President Customer and Brand BMW.

“Having the BMW X3 and the 2 Series Gran Coupe playing key roles in ‘Black Widow’ is part of our marketing strategy, adding strong emotional value to the communication of these models.”

In the movie, set for release on July 9, Natasha Romanoff (aka the Black Widow) confronts the darker parts of her ledger when a dangerous conspiracy with ties to her past arises.

Pursued by a force that will stop at nothing to bring her down, Natasha must deal with her history as a spy and the broken relationships left in her wake long before she became an Avenger.

Scarlett Johansson reprises her role as Natasha/Black Widow and Florence Pugh stars as Yelena.

Tags Black Widow BMW BMW 2 Series Gran Coupe BMW X3 Florence Pugh Marvel Cinematic Universe Marvel Studios Scarlett Johansson

Gareth is a versatile journalist, copywriter and digital editor who’s worked across the media in newspapers, magazines, TV, teletext, radio and online. After long stints at the BBC, GMTV and ITV, he now specialises in motoring.

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