Latest news with #J7
Saudi Gazette
20-07-2025
- Automotive
- Saudi Gazette
Not just off-road, the JAECOO family shines in the Middle East
Driving is not just about reaching a destination; it's about enjoying the journey. On July 3rd, three Middle Eastern countries gathered in the UAE, where 50 guests and 8 J5 vehicles embarked on a unique test drive adventure along a specially customized 26-kilometer route. Equipped with a 540° panoramic camera system, the J5 provides drivers with a full field of vision, ensuring every trip is safe and worry-free, even in narrow or complex road conditions. The J5's thoughtful music ecosystem, featuring a karaoke mode and noise-cancelling microphone, ensures that even during off-road bumps, passengers can enjoy clear and pure sound, releasing their voices freely. The J5's camping ecosystem is equally impressive guests gathered around the vehicle, with soft lighting creating an ambiance, and an impromptu camping event spontaneously unfolded. JAECOO, More Than Just Off-road, But a Reflection of the Heart's Desire. Since the official entry of OMODA JAECOO into the Saudi Arabian market, it has already passed an exciting year. From the J7 to the J8, JAECOO has won the admiration and recognition of consumers with its classic rugged design and cutting-edge technological features. Craftsmanship & Technology First. The OMODA JAECOO Annual Technology Competition is about to begin, focusing on core technical capabilities and showcasing the brand's deep accumulation of expertise in research and development. In this context, the full JAECOO product lineup will first gather in Saudi Arabia, and the highly anticipated J5 will officially debut in the Middle Eastern market in August. At that time, the JAECOO family's all-star lineup will shine on this vibrant land, promising an event full of excitement. The JAECOO 7, with its exquisite design, has become a striking presence on the streets of Saudi Arabia. The 14.8-inch large screen not only enhances the technological feel of the interior but also provides a clear and convenient interface for drivers. The JAECOO 8, as the flagship of the family, has showcased its strong appeal in Saudi Arabia. Its luxurious exterior design exudes the owner's distinguished status, while the meticulously crafted interior offers an ultimate comfort experience. As the newest member of the JAECOO family, the JAECOO 5 continues the family's exquisite design tradition, with outstanding performance in terms of intelligent technology. The in-car microphone and karaoke functionality add an extra layer of fun to every outdoor trip, turning the car into a mobile karaoke venue for unforgettable moments with family and friends. JAECOO's One-Year Anniversary Celebration in the Middle East, A Dazzling Moment Awaits! JAECOO DAY, this monumental event, will bring together key dealers, leading media outlets, and industry experts from four countries to join OMODA JAECOO in witnessing this historic moment. This event will not only feature the grand unveiling of the products but will also provide a deep dive into the brand's spirit and vision. On this day, JAECOO will celebrate its new chapter in the Middle Eastern market with consumers and partners. Of course, the allure of JAECOO DAY doesn't end there. In addition to the exciting product unveilings, there will be a series of mysterious segments waiting to be revealed. Will JAECOO's new energy products make their debut on this stage? What stunning designs and technologies will break traditional boundaries and bring new driving experiences? Who will join the J5 on stage and become the center of attention? All these mysteries will be unveiled during the event, offering each participant an unforgettable surprise and excitement. Please give your opinion via the below quick brand surveys: OMODA: JAECOO:
The Advertiser
27-06-2025
- Automotive
- The Advertiser
2025 Jaecoo J7 SHS vs BYD Sealion 6 Essential comparison: Spec battle
A plug-in hybrid (PHEV) mid-size SUV is the ideal solution for Australian families on a one-car budget. Until recently though, with the exception of the popular Mitsubishi Outlander PHEV, Haval H6 GT PHEV and MG H6 Plus EV, the fuel-saving powertrain technology has been largely out of reach for many buyers and reserved mostly for large and expensive luxury SUVs. But a bunch of Chinese newcomers, including Jaecoo and BYD, are making it more accessible with models like these, the Jaecoo J7 SHS Summit and BYD Sealion 6 Essential. Both are roughly the same size, both cost less than $50k, both are loaded with the latest safety equipment and digital technologies, and both feature a petrol-electric drivetrain with battery packs that are big enough to handle the average daily commute without using a drop of unleaded. So which one is best? Let's find out… The BYD Sealion 6 range has been revised for 2025, with a renamed entry-level Essential variant (previously known as the Dynamic) that sets a new benchmark as the most affordable plug-in mid-size SUV available in Australia, priced from $42,990 before on-road costs. Buyers can also choose to pay $10k more for the flagship BYD Sealion 6 Premium that features an additional electric motor, giving it all-wheel drive, plus more standard equipment. Jaecoo only offers a single variant of its new J7 with a plug-in powertrain, the range-topping SHS Summit that costs $47,990 drive-away, which makes these two pretty much lineball on price once their in your driveway. There are, however, three cheaper non-hybrid J7 variants that sit under the SHS Summit, including the entry-level Core 2WD that costs just $34,990 drive-away, the higher grade Track 2WD that costs $5k more, and the all-wheel drive Ridge with a $42,990 drive-away price tag. If you're curious about how the Jaecoo J7 compares to its rivals, check out our comparison tool Both the Jaecoo J7 SHS Summit and BYD Sealion 6 come with a generous level of standard equipment. Common features to both vehicles include: The Jaecoo brings a few extras that are missing from the BYD in Essential trim, such as heated and ventilated front seats, a head-up display, wireless phone charger and embedded satellite navigation. While the Sealion 6 has a larger 12.3-inch digital instrument cluster (compared to 10.25-inch in the J7), its central 12.8-inch touchscreen that can be rotated to either landscape or portrait configurations is smaller than the J7's fixed 14.8-inch unit. If you're curious about how the Jaecoo J7 compares to its rivals, check out our comparison tool Both the Jaecoo J7 SHS Summit and BYD Sealion 6 have been given a maximum five-star ANCAP rating. Standard safety kit for both models includes: The Jaecoo adds a few more features that are missing from the entry-level Sealion 6, including front parking sensors, a 360-degree camera, and the previously mentioned head-up display, plus it has eight airbags including a driver's knee and centre airbag, while the BYD only has seven. If you're curious about how the Jaecoo J7 compares to its rivals, check out our comparison tool As you'd expect for a mid-size SUV, both the Jaecoo and BYD offer plenty of space with seating for five and decent cargo carrying capacity. The BYD is fractionally larger in overall length and width, but the Jaecoo rides on a slightly longer wheelbase which opens up the cabin a bit more, matching the Sealion 6 for rear seat room, but compromising boot space. With 340 litres of total volume behind the rear seats, the Jaecoo J7 is more on par with a small hatch, while the BYD boot is significantly larger and offers more depth. As for what they look like inside and how they function, the Jaecoo J7 has a classy yet much simpler aesthetic with a horizontal dashboard design that features floating digital screens and a dominant centre console running the length between the driver and passenger seats. It looks good and the quality of materials present well, with soft-touch faux leather and brushed aluminium highlights throughout. And it feels spacious and airy thanks to the panoramic glass roof and lighter-coloured roof liner. The seats are comfortable and it's nice to have both heated and cooled ventilation to combat our extreme climate, but they don't have much lateral support. The large tablet-style infotainment screen in the centre is bright and clear, with a logical menu structure to access the myriad of functions available. It would be nice to have a selection of physical controls for often-used elements such as the audio volume and ventilation, but it becomes easier once you're familiar with the shortcuts available. There are some strange elements in the Jaecoo that take more time to get accustomed to, such as the convex shape of the rear-view mirror, the upside-down controls for the power windows, and the alarming noise of the door handles retracting into the body every time you set off. The BYD Sealion 6's cabin has more wow factor on face value thanks its contrasting brown-on-black colour palette, sweeping dashboard layout, and its rotating touchscreen party trick. But, even though it too has a full-length glass roof, it feels a little more cosy than the Jaecoo with a darker headliner. Otherwise, both have excellent headroom and plenty of space across the back seats, plus rear vents, power outlets and cupholders in the centre armrest, as well as many convenient options for small item storage. The BYD's greater boot space is more handy for larger families, but the seats don't fold fully flat like they do in the Jaecoo, which allows loading of larger items. If you're curious about how the Jaecoo J7 compares to its rivals, check out our comparison tool Philosophically, there's not a lot that separates these two. Both the Jaecoo J7 SHS Summit and BYD Sealion 6 Essential pair a 1.5-litre four-cylinder petrol engine with a single electric motor that drives the front wheels and is powered by a relatively large 18.3kWh battery. However, the Jaecoo's internal combustion engine incorporates a turbocharger, whereas the BYD is naturally aspirated, which helps the former produce significantly higher outputs. In the Jaecoo, the petrol engine alone develops 105kW of power and 215Nm of torque, compared to just 72kW and 122Nm for the BYD. With the addition of an electric motor for each vehicle, which produce almost identical outputs (150kW/310Nm versus 145kW/300Nm), Jeacoo claims the J7 has a maximum combined power of 255kW and a V8-like 525Nm of torque, while the Sealion 6 produces significantly less at 160kW/300Nm. However, the net result is that both SUVs can be used to cover the average daily commute as an electric-only vehicle, with the ability to cover around 90km of driving on battery power alone, and super-low combined fuel consumption figures of 1.0L/100km and 1.1L/100km respectively. If you're curious about how the Jaecoo J7 compares to its rivals, check out our comparison tool Both of these newcomer brands provide excellent long-term owner benefits, but Jaecoo comes out ahead with a longer eight-year, unlimited-kilometre warranty compared to the Sealion 6's six-year/150,000km warranty. They each come with free roadside assistance for the first year, which is reactivated for the duration of the warranty period when scheduled servicing is completed within their authorised dealer networks. Both require servicing every 12 months, but BYD allows for greater annual mileage, and its capped price servicing scheme extends for more than a decade. If you're curious about how the Jaecoo J7 compares to its rivals, check out our comparison tool With both of these cars, you can have you cake and eat it too. Each of them provides all you need – and more – from a mid-size family soft-roader, including plenty of space, a long list of standard equipment, the latest in safety technology and conveniences, and efficient long-range driving capabilities. The BYD' Sealion 6's list price (excluding statutory on-road costs) might look more attractive, and its larger boot could be more convenient for larger families, but the Jaecoo J7 offers more kit, more power and is (ever so fractionally) more affordable to own. Interested in buying a BYD Sealion 7? Let CarExpert find you the best deal here Interested in buying a Jaecoo J7? Let CarExpert find you the best deal hereMORE: Explore the BYD Sealion 6 showroom MORE: Explore the Jaecoo J7 showroom Content originally sourced from: A plug-in hybrid (PHEV) mid-size SUV is the ideal solution for Australian families on a one-car budget. Until recently though, with the exception of the popular Mitsubishi Outlander PHEV, Haval H6 GT PHEV and MG H6 Plus EV, the fuel-saving powertrain technology has been largely out of reach for many buyers and reserved mostly for large and expensive luxury SUVs. But a bunch of Chinese newcomers, including Jaecoo and BYD, are making it more accessible with models like these, the Jaecoo J7 SHS Summit and BYD Sealion 6 Essential. Both are roughly the same size, both cost less than $50k, both are loaded with the latest safety equipment and digital technologies, and both feature a petrol-electric drivetrain with battery packs that are big enough to handle the average daily commute without using a drop of unleaded. So which one is best? Let's find out… The BYD Sealion 6 range has been revised for 2025, with a renamed entry-level Essential variant (previously known as the Dynamic) that sets a new benchmark as the most affordable plug-in mid-size SUV available in Australia, priced from $42,990 before on-road costs. Buyers can also choose to pay $10k more for the flagship BYD Sealion 6 Premium that features an additional electric motor, giving it all-wheel drive, plus more standard equipment. Jaecoo only offers a single variant of its new J7 with a plug-in powertrain, the range-topping SHS Summit that costs $47,990 drive-away, which makes these two pretty much lineball on price once their in your driveway. There are, however, three cheaper non-hybrid J7 variants that sit under the SHS Summit, including the entry-level Core 2WD that costs just $34,990 drive-away, the higher grade Track 2WD that costs $5k more, and the all-wheel drive Ridge with a $42,990 drive-away price tag. If you're curious about how the Jaecoo J7 compares to its rivals, check out our comparison tool Both the Jaecoo J7 SHS Summit and BYD Sealion 6 come with a generous level of standard equipment. Common features to both vehicles include: The Jaecoo brings a few extras that are missing from the BYD in Essential trim, such as heated and ventilated front seats, a head-up display, wireless phone charger and embedded satellite navigation. While the Sealion 6 has a larger 12.3-inch digital instrument cluster (compared to 10.25-inch in the J7), its central 12.8-inch touchscreen that can be rotated to either landscape or portrait configurations is smaller than the J7's fixed 14.8-inch unit. If you're curious about how the Jaecoo J7 compares to its rivals, check out our comparison tool Both the Jaecoo J7 SHS Summit and BYD Sealion 6 have been given a maximum five-star ANCAP rating. Standard safety kit for both models includes: The Jaecoo adds a few more features that are missing from the entry-level Sealion 6, including front parking sensors, a 360-degree camera, and the previously mentioned head-up display, plus it has eight airbags including a driver's knee and centre airbag, while the BYD only has seven. If you're curious about how the Jaecoo J7 compares to its rivals, check out our comparison tool As you'd expect for a mid-size SUV, both the Jaecoo and BYD offer plenty of space with seating for five and decent cargo carrying capacity. The BYD is fractionally larger in overall length and width, but the Jaecoo rides on a slightly longer wheelbase which opens up the cabin a bit more, matching the Sealion 6 for rear seat room, but compromising boot space. With 340 litres of total volume behind the rear seats, the Jaecoo J7 is more on par with a small hatch, while the BYD boot is significantly larger and offers more depth. As for what they look like inside and how they function, the Jaecoo J7 has a classy yet much simpler aesthetic with a horizontal dashboard design that features floating digital screens and a dominant centre console running the length between the driver and passenger seats. It looks good and the quality of materials present well, with soft-touch faux leather and brushed aluminium highlights throughout. And it feels spacious and airy thanks to the panoramic glass roof and lighter-coloured roof liner. The seats are comfortable and it's nice to have both heated and cooled ventilation to combat our extreme climate, but they don't have much lateral support. The large tablet-style infotainment screen in the centre is bright and clear, with a logical menu structure to access the myriad of functions available. It would be nice to have a selection of physical controls for often-used elements such as the audio volume and ventilation, but it becomes easier once you're familiar with the shortcuts available. There are some strange elements in the Jaecoo that take more time to get accustomed to, such as the convex shape of the rear-view mirror, the upside-down controls for the power windows, and the alarming noise of the door handles retracting into the body every time you set off. The BYD Sealion 6's cabin has more wow factor on face value thanks its contrasting brown-on-black colour palette, sweeping dashboard layout, and its rotating touchscreen party trick. But, even though it too has a full-length glass roof, it feels a little more cosy than the Jaecoo with a darker headliner. Otherwise, both have excellent headroom and plenty of space across the back seats, plus rear vents, power outlets and cupholders in the centre armrest, as well as many convenient options for small item storage. The BYD's greater boot space is more handy for larger families, but the seats don't fold fully flat like they do in the Jaecoo, which allows loading of larger items. If you're curious about how the Jaecoo J7 compares to its rivals, check out our comparison tool Philosophically, there's not a lot that separates these two. Both the Jaecoo J7 SHS Summit and BYD Sealion 6 Essential pair a 1.5-litre four-cylinder petrol engine with a single electric motor that drives the front wheels and is powered by a relatively large 18.3kWh battery. However, the Jaecoo's internal combustion engine incorporates a turbocharger, whereas the BYD is naturally aspirated, which helps the former produce significantly higher outputs. In the Jaecoo, the petrol engine alone develops 105kW of power and 215Nm of torque, compared to just 72kW and 122Nm for the BYD. With the addition of an electric motor for each vehicle, which produce almost identical outputs (150kW/310Nm versus 145kW/300Nm), Jeacoo claims the J7 has a maximum combined power of 255kW and a V8-like 525Nm of torque, while the Sealion 6 produces significantly less at 160kW/300Nm. However, the net result is that both SUVs can be used to cover the average daily commute as an electric-only vehicle, with the ability to cover around 90km of driving on battery power alone, and super-low combined fuel consumption figures of 1.0L/100km and 1.1L/100km respectively. If you're curious about how the Jaecoo J7 compares to its rivals, check out our comparison tool Both of these newcomer brands provide excellent long-term owner benefits, but Jaecoo comes out ahead with a longer eight-year, unlimited-kilometre warranty compared to the Sealion 6's six-year/150,000km warranty. They each come with free roadside assistance for the first year, which is reactivated for the duration of the warranty period when scheduled servicing is completed within their authorised dealer networks. Both require servicing every 12 months, but BYD allows for greater annual mileage, and its capped price servicing scheme extends for more than a decade. If you're curious about how the Jaecoo J7 compares to its rivals, check out our comparison tool With both of these cars, you can have you cake and eat it too. Each of them provides all you need – and more – from a mid-size family soft-roader, including plenty of space, a long list of standard equipment, the latest in safety technology and conveniences, and efficient long-range driving capabilities. The BYD' Sealion 6's list price (excluding statutory on-road costs) might look more attractive, and its larger boot could be more convenient for larger families, but the Jaecoo J7 offers more kit, more power and is (ever so fractionally) more affordable to own. Interested in buying a BYD Sealion 7? Let CarExpert find you the best deal here Interested in buying a Jaecoo J7? Let CarExpert find you the best deal hereMORE: Explore the BYD Sealion 6 showroom MORE: Explore the Jaecoo J7 showroom Content originally sourced from: A plug-in hybrid (PHEV) mid-size SUV is the ideal solution for Australian families on a one-car budget. Until recently though, with the exception of the popular Mitsubishi Outlander PHEV, Haval H6 GT PHEV and MG H6 Plus EV, the fuel-saving powertrain technology has been largely out of reach for many buyers and reserved mostly for large and expensive luxury SUVs. But a bunch of Chinese newcomers, including Jaecoo and BYD, are making it more accessible with models like these, the Jaecoo J7 SHS Summit and BYD Sealion 6 Essential. Both are roughly the same size, both cost less than $50k, both are loaded with the latest safety equipment and digital technologies, and both feature a petrol-electric drivetrain with battery packs that are big enough to handle the average daily commute without using a drop of unleaded. So which one is best? Let's find out… The BYD Sealion 6 range has been revised for 2025, with a renamed entry-level Essential variant (previously known as the Dynamic) that sets a new benchmark as the most affordable plug-in mid-size SUV available in Australia, priced from $42,990 before on-road costs. Buyers can also choose to pay $10k more for the flagship BYD Sealion 6 Premium that features an additional electric motor, giving it all-wheel drive, plus more standard equipment. Jaecoo only offers a single variant of its new J7 with a plug-in powertrain, the range-topping SHS Summit that costs $47,990 drive-away, which makes these two pretty much lineball on price once their in your driveway. There are, however, three cheaper non-hybrid J7 variants that sit under the SHS Summit, including the entry-level Core 2WD that costs just $34,990 drive-away, the higher grade Track 2WD that costs $5k more, and the all-wheel drive Ridge with a $42,990 drive-away price tag. If you're curious about how the Jaecoo J7 compares to its rivals, check out our comparison tool Both the Jaecoo J7 SHS Summit and BYD Sealion 6 come with a generous level of standard equipment. Common features to both vehicles include: The Jaecoo brings a few extras that are missing from the BYD in Essential trim, such as heated and ventilated front seats, a head-up display, wireless phone charger and embedded satellite navigation. While the Sealion 6 has a larger 12.3-inch digital instrument cluster (compared to 10.25-inch in the J7), its central 12.8-inch touchscreen that can be rotated to either landscape or portrait configurations is smaller than the J7's fixed 14.8-inch unit. If you're curious about how the Jaecoo J7 compares to its rivals, check out our comparison tool Both the Jaecoo J7 SHS Summit and BYD Sealion 6 have been given a maximum five-star ANCAP rating. Standard safety kit for both models includes: The Jaecoo adds a few more features that are missing from the entry-level Sealion 6, including front parking sensors, a 360-degree camera, and the previously mentioned head-up display, plus it has eight airbags including a driver's knee and centre airbag, while the BYD only has seven. If you're curious about how the Jaecoo J7 compares to its rivals, check out our comparison tool As you'd expect for a mid-size SUV, both the Jaecoo and BYD offer plenty of space with seating for five and decent cargo carrying capacity. The BYD is fractionally larger in overall length and width, but the Jaecoo rides on a slightly longer wheelbase which opens up the cabin a bit more, matching the Sealion 6 for rear seat room, but compromising boot space. With 340 litres of total volume behind the rear seats, the Jaecoo J7 is more on par with a small hatch, while the BYD boot is significantly larger and offers more depth. As for what they look like inside and how they function, the Jaecoo J7 has a classy yet much simpler aesthetic with a horizontal dashboard design that features floating digital screens and a dominant centre console running the length between the driver and passenger seats. It looks good and the quality of materials present well, with soft-touch faux leather and brushed aluminium highlights throughout. And it feels spacious and airy thanks to the panoramic glass roof and lighter-coloured roof liner. The seats are comfortable and it's nice to have both heated and cooled ventilation to combat our extreme climate, but they don't have much lateral support. The large tablet-style infotainment screen in the centre is bright and clear, with a logical menu structure to access the myriad of functions available. It would be nice to have a selection of physical controls for often-used elements such as the audio volume and ventilation, but it becomes easier once you're familiar with the shortcuts available. There are some strange elements in the Jaecoo that take more time to get accustomed to, such as the convex shape of the rear-view mirror, the upside-down controls for the power windows, and the alarming noise of the door handles retracting into the body every time you set off. The BYD Sealion 6's cabin has more wow factor on face value thanks its contrasting brown-on-black colour palette, sweeping dashboard layout, and its rotating touchscreen party trick. But, even though it too has a full-length glass roof, it feels a little more cosy than the Jaecoo with a darker headliner. Otherwise, both have excellent headroom and plenty of space across the back seats, plus rear vents, power outlets and cupholders in the centre armrest, as well as many convenient options for small item storage. The BYD's greater boot space is more handy for larger families, but the seats don't fold fully flat like they do in the Jaecoo, which allows loading of larger items. If you're curious about how the Jaecoo J7 compares to its rivals, check out our comparison tool Philosophically, there's not a lot that separates these two. Both the Jaecoo J7 SHS Summit and BYD Sealion 6 Essential pair a 1.5-litre four-cylinder petrol engine with a single electric motor that drives the front wheels and is powered by a relatively large 18.3kWh battery. However, the Jaecoo's internal combustion engine incorporates a turbocharger, whereas the BYD is naturally aspirated, which helps the former produce significantly higher outputs. In the Jaecoo, the petrol engine alone develops 105kW of power and 215Nm of torque, compared to just 72kW and 122Nm for the BYD. With the addition of an electric motor for each vehicle, which produce almost identical outputs (150kW/310Nm versus 145kW/300Nm), Jeacoo claims the J7 has a maximum combined power of 255kW and a V8-like 525Nm of torque, while the Sealion 6 produces significantly less at 160kW/300Nm. However, the net result is that both SUVs can be used to cover the average daily commute as an electric-only vehicle, with the ability to cover around 90km of driving on battery power alone, and super-low combined fuel consumption figures of 1.0L/100km and 1.1L/100km respectively. If you're curious about how the Jaecoo J7 compares to its rivals, check out our comparison tool Both of these newcomer brands provide excellent long-term owner benefits, but Jaecoo comes out ahead with a longer eight-year, unlimited-kilometre warranty compared to the Sealion 6's six-year/150,000km warranty. They each come with free roadside assistance for the first year, which is reactivated for the duration of the warranty period when scheduled servicing is completed within their authorised dealer networks. Both require servicing every 12 months, but BYD allows for greater annual mileage, and its capped price servicing scheme extends for more than a decade. If you're curious about how the Jaecoo J7 compares to its rivals, check out our comparison tool With both of these cars, you can have you cake and eat it too. Each of them provides all you need – and more – from a mid-size family soft-roader, including plenty of space, a long list of standard equipment, the latest in safety technology and conveniences, and efficient long-range driving capabilities. The BYD' Sealion 6's list price (excluding statutory on-road costs) might look more attractive, and its larger boot could be more convenient for larger families, but the Jaecoo J7 offers more kit, more power and is (ever so fractionally) more affordable to own. Interested in buying a BYD Sealion 7? Let CarExpert find you the best deal here Interested in buying a Jaecoo J7? Let CarExpert find you the best deal hereMORE: Explore the BYD Sealion 6 showroom MORE: Explore the Jaecoo J7 showroom Content originally sourced from: A plug-in hybrid (PHEV) mid-size SUV is the ideal solution for Australian families on a one-car budget. Until recently though, with the exception of the popular Mitsubishi Outlander PHEV, Haval H6 GT PHEV and MG H6 Plus EV, the fuel-saving powertrain technology has been largely out of reach for many buyers and reserved mostly for large and expensive luxury SUVs. But a bunch of Chinese newcomers, including Jaecoo and BYD, are making it more accessible with models like these, the Jaecoo J7 SHS Summit and BYD Sealion 6 Essential. Both are roughly the same size, both cost less than $50k, both are loaded with the latest safety equipment and digital technologies, and both feature a petrol-electric drivetrain with battery packs that are big enough to handle the average daily commute without using a drop of unleaded. So which one is best? Let's find out… The BYD Sealion 6 range has been revised for 2025, with a renamed entry-level Essential variant (previously known as the Dynamic) that sets a new benchmark as the most affordable plug-in mid-size SUV available in Australia, priced from $42,990 before on-road costs. Buyers can also choose to pay $10k more for the flagship BYD Sealion 6 Premium that features an additional electric motor, giving it all-wheel drive, plus more standard equipment. Jaecoo only offers a single variant of its new J7 with a plug-in powertrain, the range-topping SHS Summit that costs $47,990 drive-away, which makes these two pretty much lineball on price once their in your driveway. There are, however, three cheaper non-hybrid J7 variants that sit under the SHS Summit, including the entry-level Core 2WD that costs just $34,990 drive-away, the higher grade Track 2WD that costs $5k more, and the all-wheel drive Ridge with a $42,990 drive-away price tag. If you're curious about how the Jaecoo J7 compares to its rivals, check out our comparison tool Both the Jaecoo J7 SHS Summit and BYD Sealion 6 come with a generous level of standard equipment. Common features to both vehicles include: The Jaecoo brings a few extras that are missing from the BYD in Essential trim, such as heated and ventilated front seats, a head-up display, wireless phone charger and embedded satellite navigation. While the Sealion 6 has a larger 12.3-inch digital instrument cluster (compared to 10.25-inch in the J7), its central 12.8-inch touchscreen that can be rotated to either landscape or portrait configurations is smaller than the J7's fixed 14.8-inch unit. If you're curious about how the Jaecoo J7 compares to its rivals, check out our comparison tool Both the Jaecoo J7 SHS Summit and BYD Sealion 6 have been given a maximum five-star ANCAP rating. Standard safety kit for both models includes: The Jaecoo adds a few more features that are missing from the entry-level Sealion 6, including front parking sensors, a 360-degree camera, and the previously mentioned head-up display, plus it has eight airbags including a driver's knee and centre airbag, while the BYD only has seven. If you're curious about how the Jaecoo J7 compares to its rivals, check out our comparison tool As you'd expect for a mid-size SUV, both the Jaecoo and BYD offer plenty of space with seating for five and decent cargo carrying capacity. The BYD is fractionally larger in overall length and width, but the Jaecoo rides on a slightly longer wheelbase which opens up the cabin a bit more, matching the Sealion 6 for rear seat room, but compromising boot space. With 340 litres of total volume behind the rear seats, the Jaecoo J7 is more on par with a small hatch, while the BYD boot is significantly larger and offers more depth. As for what they look like inside and how they function, the Jaecoo J7 has a classy yet much simpler aesthetic with a horizontal dashboard design that features floating digital screens and a dominant centre console running the length between the driver and passenger seats. It looks good and the quality of materials present well, with soft-touch faux leather and brushed aluminium highlights throughout. And it feels spacious and airy thanks to the panoramic glass roof and lighter-coloured roof liner. The seats are comfortable and it's nice to have both heated and cooled ventilation to combat our extreme climate, but they don't have much lateral support. The large tablet-style infotainment screen in the centre is bright and clear, with a logical menu structure to access the myriad of functions available. It would be nice to have a selection of physical controls for often-used elements such as the audio volume and ventilation, but it becomes easier once you're familiar with the shortcuts available. There are some strange elements in the Jaecoo that take more time to get accustomed to, such as the convex shape of the rear-view mirror, the upside-down controls for the power windows, and the alarming noise of the door handles retracting into the body every time you set off. The BYD Sealion 6's cabin has more wow factor on face value thanks its contrasting brown-on-black colour palette, sweeping dashboard layout, and its rotating touchscreen party trick. But, even though it too has a full-length glass roof, it feels a little more cosy than the Jaecoo with a darker headliner. Otherwise, both have excellent headroom and plenty of space across the back seats, plus rear vents, power outlets and cupholders in the centre armrest, as well as many convenient options for small item storage. The BYD's greater boot space is more handy for larger families, but the seats don't fold fully flat like they do in the Jaecoo, which allows loading of larger items. If you're curious about how the Jaecoo J7 compares to its rivals, check out our comparison tool Philosophically, there's not a lot that separates these two. Both the Jaecoo J7 SHS Summit and BYD Sealion 6 Essential pair a 1.5-litre four-cylinder petrol engine with a single electric motor that drives the front wheels and is powered by a relatively large 18.3kWh battery. However, the Jaecoo's internal combustion engine incorporates a turbocharger, whereas the BYD is naturally aspirated, which helps the former produce significantly higher outputs. In the Jaecoo, the petrol engine alone develops 105kW of power and 215Nm of torque, compared to just 72kW and 122Nm for the BYD. With the addition of an electric motor for each vehicle, which produce almost identical outputs (150kW/310Nm versus 145kW/300Nm), Jeacoo claims the J7 has a maximum combined power of 255kW and a V8-like 525Nm of torque, while the Sealion 6 produces significantly less at 160kW/300Nm. However, the net result is that both SUVs can be used to cover the average daily commute as an electric-only vehicle, with the ability to cover around 90km of driving on battery power alone, and super-low combined fuel consumption figures of 1.0L/100km and 1.1L/100km respectively. If you're curious about how the Jaecoo J7 compares to its rivals, check out our comparison tool Both of these newcomer brands provide excellent long-term owner benefits, but Jaecoo comes out ahead with a longer eight-year, unlimited-kilometre warranty compared to the Sealion 6's six-year/150,000km warranty. They each come with free roadside assistance for the first year, which is reactivated for the duration of the warranty period when scheduled servicing is completed within their authorised dealer networks. Both require servicing every 12 months, but BYD allows for greater annual mileage, and its capped price servicing scheme extends for more than a decade. If you're curious about how the Jaecoo J7 compares to its rivals, check out our comparison tool With both of these cars, you can have you cake and eat it too. Each of them provides all you need – and more – from a mid-size family soft-roader, including plenty of space, a long list of standard equipment, the latest in safety technology and conveniences, and efficient long-range driving capabilities. The BYD' Sealion 6's list price (excluding statutory on-road costs) might look more attractive, and its larger boot could be more convenient for larger families, but the Jaecoo J7 offers more kit, more power and is (ever so fractionally) more affordable to own. Interested in buying a BYD Sealion 7? Let CarExpert find you the best deal here Interested in buying a Jaecoo J7? Let CarExpert find you the best deal hereMORE: Explore the BYD Sealion 6 showroom MORE: Explore the Jaecoo J7 showroom Content originally sourced from:
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:
