Plug-in Jaecoo J7 and Omoda C9's shock goes further than power
Omoda & Jaecoo has officially launched its first plug-in hybrid models in South Africa, the C9 SHS (right) and J7 SHS (left). Images: Charl Bosch
Known to be in the pipeline for South Africa since being founded as the standalone brand from parent company Chery now almost two years ago, Omoda & Jaecoo officially debuted its first hybrid models this week under the newly created SHS or Super Hybrid System banner.
Shock to the system
A moniker unveiled at the Shanghai International Auto Show in March, and set to be used by the Chery as well, the setup utilises a plug-in hybrid configuration as a way of what the brand views as being the ideal new energy propulsion method for the local market.
ALSO READ: Intensely shocked plug-in hybrid Omoda C9 SHS arriving in June
Initially, this entails two models, the Omoda C9 and Jaecoo J7, with the former's C7 set to be the third SHS model come later this year.
Having grown steadily with sales combined sales this year so far of 4 110 units, the division's SHS launch in Muldersdrift outside Johannesburg involved a trek to and from the Gerotek testing facility where a series of normally uncommon exercises was to take place.
Petrol vs SHS
Teased in select details throughout May after being finally approved in February, the J7 SHS and C9 SHS seemingly differ little from their respective petrol siblings on first glance, though closer inspection soon reveals the hybrid specific touches.
Besides the second flap that hides the charging outlet on the left rear wing, both get PHEV badges on the bootlid and, in the case of the J7, 19-inch aero wheels.
Modelled on the mid-range Glacier with the C9 using the top-spec Explore as a base, the biggest difference reside underneath the bonnet where the former loses the 1.6 T-GDI engine and the latter the 2.0 T-GDI unit.
J7 SHS's biggest exterior difference from the normal petrol are the 19-inch aero alloy wheels
Losing their respective seven-speed dual-clutch and eight-speed torque converter automatic gearboxes as well, both utilise the 1.5 T-GDI from the Chery Tiggo 7 Pro and Omoda C5, albeit connected to a Dedicated Hybrid Transmission (DHT) with a single-speed in the J7 and a three-speed in the C9.
For the former, the electric hardware consists of an 18.3-kWh battery pack powering a single electric motor on the rear axle.
Combined, the setup develops 255kW/525Nm, which Omoda & Jaecoo claims will take the J7 SHS from 0-100 km/h in 8.4 seconds. The claimed all-electric range is 90 km and the combined with the petrol engine included 1 250 km.
C9's rear visual difference from the regular petrol is the PHEV badge on the tailgate and the secondary charging flap on the rear wing.
At the same time, the fuel consumption is 4.8 L/100 km and the waiting time 20-25 minutes from 30-80% using a DC fast charger.
Officially the most powerful Chinese car now available in South Africa, the C9 SHS not only gets the bigger 34.4-kWh battery pack, but two additional electric motors for a total of three.
The result is a total output of 440kW/915Nm, a claimed 0-100 km/h time of 4.9 seconds and an all-electric range of 150 km.
Its driveline making it all-wheel-drive from the start versus the front-wheel-drive J7, the C9 SHS has a combined range of 1 100 km, fuel consumption of 5.8 L/100 km and the same 20-25 minute waiting time from 30-80% when using a fast charger.
The drive
J7 SHS
Topping their respective line-ups, the first leg of the journey involved the J7, whose inclusion of the hybrid system as seen the lamented combination of a poorly calibrated throttle and mismatched transmission being eradicated almost completely.
Smooth on take-off and no longer as laggy, the J7 feels more responsive and, even at highway speeds, able to travel a significant distance on EV power than its supposed range claim.
Despite its smaller battery than that of the C9, the J7 SHS also supports DC fast charging.
In total, the J7 SHS comes with two hybrid modes; the default HEV and fully-electric EV, plus three drive modes; Eco, Normal and Sport.
Once depleted, or at higher speeds, the powerplant reverts to the petrol engine, a transition that goes relatively smoothly without any jerks being present.
That being said, once fired-up, the smaller capacity petrol becomes audible at the national limit, and with a strained noise which does smoothen once at a constant speed.
Spec
Besides a new centre console, which has seen the aircraft-style gear lever being dropped and replaced by a steering column-mounted selector, the rest of the J7 SHS's cabin is unchanged and feels not only premium and well put together, but spacious despite the standard fitting of the panoramic sunroof.
Glacier-spec based means the standard inclusion of the 14.8-inch infotainment system with Apple CarPlay and Android Auto, a wireless smartphone charger, the eight-speaker Sony sound system, an integrated dashcam, electric, heated and ventilated front seats, Head-Up Display, dual-zone climate control with rear vents, an electric tailgate and ambient lighting.
J7 SHS' interior sports a new centre console and a column-shift gear lever.
Safety and driver assistance system, which sadly still includes the frustrating Driver Monitoring System, comprises the following:
360-degree surround-view camera;
front and rear parking sensors;
Automatic Emergency Braking
Adaptive Cruise Control;
Rear Cross Traffic Alert;
Auto High Beam Assist;
Traffic Jam Assist;
Lane Departure Warning
Blind Spot Monitoring
In the confines of Gerotek, the task with the J7 involved manoeuvring it through a series of strategy placed cones without knocking them down.
With the surfaces wetted, the front-wheel-drive J7 felt largely composed, but, unsurprisingly, tended to oversteer when turned sharply.
A PHEV logo has been added to the tailgate on the right-hand side.
Admittedly, and highly unlikely to be driven in the same manner as the media by future buyers, the J7's steering felt slightly better than that of its petrol sibling, though still recognisable as an over assisted electric setup.
Notably, an all-wheel-drive model is in the works and could arrive either by year-end or in 2026 depending on the rate of development.
C9
Swapping from the J7 to the plusher but much more powerful C9, the pair of line-up tests included a high-speed braking exercise and the dreaded moose test.
Feeling its weight when jarred from side-to-side as found with the normal Explore tested last year, the C9 SHS' greater power becomes apparent, but not with the same potency as its figures suggest.
Despite its smaller battery than that of the C9, the J7 SHS also supports DC fast charging.
Braking from an eventual 158 km/h, the C9 didn't feel as lacking in the brake department as the petrol variant did, however, the overly assisted steering prevailed.
Away from Gerotek, the continues adaptive dampers have been retuned to accommodate the electric system and as such, no longer result in the C9 being as floaty as before.
In an opposite from the J7 though, the electric motors and battery pack haven't solved the C9's throttle calibration foibles as a noticeable delay and hesitation remains before it eventually accelerates.
New to the interior are hybrid graphics within the instrument cluster and infotainment system, and a two-tone brown-and-black Nappa leather finish.
Refined and quiet, the transition from petrol to electric is just as unobtrusive as in the J7, with three hybrid modes being available: HEV, EV and EV+, along with the carryover six driving settings: Eco, Normal, Sport, Mud, Snow and Off-Road.
As with the J7, the firing of the power engine comes is anything but pleasant on the ear and becomes badly strained when accelerating as a likely result of it having to work harder with the added weight of the battery pack and trio of electric motors.
Given that all of the models still had to be run-in and that some had done less than 1 000 km, a more thorough determination will be given once the first units arrive for the seven-day test.
Spec
As for standard equipment, the C9 SHS comes standard with Nappa leather upholstery, a fragrance dispenser, heated, electric and ventilated front seats, a 12-speaker Sony sound system, heated steering wheel, heated rear seats and a panoramic sunroof.
Centre dashboard dial now comes with integrated HEV and EV buttons.
Include further are two wireless smartphone chargers, Head-Up Display, ambient lighting and a pair of 12.3-inch displays for the instrument cluster and the infotainment system – the latter furnished with wireless Apple CarPlay and Android Auto.
Standard safety and driver assistance tech comprises:
540-degree camera system;
Auto High Beam Assist LED headlights;
Driver Attention Monitor;
Adaptive Cruise Control;
Lane Departure Warning;
Blind Spot Monitoring;
Lead Vehicle Alert;
Rear Cross Traffic Alert;
Lane Keep Assist;
Reverse Automatic Braking
Conclusion
With the mentioned sales growth experienced throughout the year so far, the introduction of the SHS variants of the Jaecoo J7 and Omoda C9 adds an element of assurance given the uncertainty and range anxiety still associated with fully electric vehicles.
At the same time providing a near-on 100 km electric range – in the case of the J7 – self-charging hybrids cannot match it still remains to be seen how both will be accepted come the monthly sales figures.
Price
Included with each model's price tag, the J7 SHS and C9 SHS introduce a series of warranty firsts to the local markets.
In addition to the first owner-only 10-year/1 000 000 km engine warranty, both come standard with a 10-year/200 000 km guarantee on not only the battery, but also various other electric components Omoda & Jaecoo refers to as the power motor control unit.
Completing the back-up guarantees is a seven-year/200 000 km warranty, a five-year/75 000 km service plan and, for the first 250 buyers only, free installation of a wallbox charging unit as a premises of choice.
J7
J7 1.6 T-GDI Vortex DCT – R519 900
J7 1.6 T-GDI Glacier DCT – R579 900
J7 1.6 T-GDI Inferno AWD DCT – R679 900
J7 SHS – R689 900
C9
C9 2.0 T-GDI Inspire AT – R785 900
C9 2.0 T-GDI Explore AWD AT – R885 900
C9 SHS – R999 000
ALSO READ: Plug-in hybrid Jaecoo J7 becoming one with the grid in June
Try Our AI Features
Explore what Daily8 AI can do for you:
Comments
No comments yet...
Related Articles
The Citizen
11 hours ago
- The Citizen
Omoda C5 X Series doesn't just marks the spot, it hits the spot
New crossover SUV models swap out much-criticised CVT for dual-clutch transmission. Opinions vary over every aspect of Chinese carmaker from manufacturing to after sales backup. Except for one thing. The Chinese learn damn fast and apply what they've learned in no time. The Omoda C5 is just another case on point. The crossover SUV has been the cornerstone of Chery-owned Omoda & Jaecoo's local success since its debut just over two years ago. During this time, O&J twice introduced a lower-priced entry-level model to the C5 range. And more recently, two X Series models have joined the range below the S variants. These offer dual-clutch transmission (DCT) as an alternative to the much-criticised CVT gearbox. At a reduced price nogal. Omoda C5 X Series arrives The Omoda C5 Lux X DCT and Elegance X DCT have replaced the standard Lux CVT and Elegance CVT models. At R425 900, the Lux X DCT is R52 000 cheaper than before and the Elegance X DCT R42 000 less at R465 900. The Citizen Motoring recently sampled the Omoda C5 in Elegance X DCT guise. Lowering pricing usually goes with cutting some fat, but in this case, O&J actually found a way of adding a whole lot. These come under the skin, styling, space, spec and after sales backup. Apart from the gearbox upgrade, the X Series also features hardware enhancements in the form of improved brake pedal response and replacing of the torsion beam rear suspension with a multi-link setup. Improved looks The front end, which futuristic styling helped the Omoda C5 make a grande local entrance in 2023, now features a redesigned matrix grille and headlights and new bumper. The LED daytime running lights motif is also more in line with its bigger C9 sibling. No changes were made to the rear, while we thought new 17-inch black alloy wheels adds to C5 X Series' overall appeal. Inside, the materials on the doors have been upgraded, along with the addition of a more powerful 50-watt wireless charger. These features alongside the carried-over set of goodies which includes dual 10.25-inch screens, wireless Apple CarPlay and Android Auto and Hello Chery voice recognition system. The comprehensive set of safety features also stay unchanged. The Omoda C5 Elegance X rides on 17-inch black alloy wheels. Picture: Jaco van der Merwe Designers have also somehow managed to eek out more boot space in a structure featuring the same architecture. It has gone up from 378 litre to a very respectable 442 litres. Omoda C5 X sticks to familiar mill The service plan, which is standard alongside a five-year/150 000km warranty and 10-year/one-million km engine warranty for the first owner, has been upgraded. It goes from a two-year/30 000km plan to a five-year/70 000km contract. ALSO READ: Omoda C5 range adjusted again to include new X Series pair Besides all these valuable additions, the real hardcore deal breaker for Omoda C5 X Series – besides its price – is the six-speed DCT gearbox. Like the CVT, it is mated to a 1.5-litre turbo petrol engine which sends 115kW of power and 230Nm of torque to the front wheels. The drive mode selector also now include Normal mode alongside the Eco and Sport modes. While a DCT box over a CVT must be regarded as an upgrade all day every day, is it by no means perfect. Our biggest gripe with it the shuddering when coming to a stop. The Omoda C5 Elegance X features two 10.25-inch digital screens. Picture: Jaco van der Merwe Slow to react But to be fair to the box, it is not solely to blame for drivetrain annoyances. Loads of low-down turbo lag and typical Chinese throttle calibration issues do not help its cause. A much-delayed response during acceleration from a standstill, followed by too much power, is all to familiar. And that is sadly something that no driving mode software or gearbox mechanism can fix. ALSO READ: Omoda C5's price drops below R350 000 with new Street variant Omoda claims the DCT will sip 6.9 litres per 100km compared to the CVT's 7.4L/100km. But as we've seen so many times with this mill in various models regardless of transmission, our consumption just dipped under 10L/100km after a week of city traffic. All in all, the Omoda C5 Elegance X DCT is a very appealing package at a very competitive price. Even if your heart isn't completely sold because of the drivetrain issues, your head is likely to overrule it taking into account what is on the table.
The Citizen
a day ago
- The Citizen
Chery Tiggo Cross hybrid serious threat to Toyota Corolla Cross
Chery takes on Toyota's star performer in terms of price, performance and fuel economy. We predicted that the Chery Tiggo Cross HEV (hybrid electric vehicle) was going to be a disruptor, based only on the car's on-paper credentials. The caution was because the normal Tiggo Cross minus hybrid did not receive a favourable review from the Citizen Motoring team. The throttle calibration was woeful, the DCT gearbox jerky and the brakes were non-existent. Besides the car's better price, that put it above VW's T-Cross in the pecking order, there was no way one could recommend this model derivative in good faith. This negative sentiment has been comprehensively undone after spending some time behind the wheel of the Chery Tiggo Cross HEV. It's like the two cars came out of different factories. It's so much smoother and more refined than the normal Cross. And this one now also has the firepower to gun down the big dog, the top-selling Toyota Corolla Cross HEV. ALSO READ: Hybrid Chery Tiggo Cross declares war on Toyota Corolla Cross Big undercut in price Coming in at R469 900 for the top-of-the-range Elite spec, the Chery Tiggo Cross HEV is comfortably better priced than the Corolla Cross HEV in XR spec at R545 200. A R75 300 difference in sticker price within this budget-sensitive part of the segment is a massive win in favour of this Chinese offering. A value-for-money offering Chery is backing up by offering their Tiggo Cross HEV with a five-year/150 000km warranty, 10-year/unlimited mileage (for first owner) battery warranty and five-year/60 000km service plan. The Toyota Corolla Cross HEV is offered with a shorter three-year/100 000km warranty and eight-year warranty on the battery. But the Toyota comes with a substantially longer, six-services/90 000 m service plan. And funny first owner small print stuff. The next big talking point is without a doubt the performance of the Chery Tiggo Cross HEV. When you first read that the car comes with 1.5-litre naturally aspirated engine that develops a mere 71kW of power and 118Nm of torque, you would think it is dead in the water. But you need to read a bit further and then the picture changes dramatically. The addition of a battery powered electric motor, shoots the claimed numbers up to 150kW and 310Nm. The Chery Tiggo Cross HEV means business. Picture: Mark Jones Almost too good to be true, right? Are the Chinese taking a chance in overstating their numbers here? Can a small 1.83kWh battery make this much of a difference? Chery Tiggo Cross HEV packs a punch The Corolla Cross HEV has a 1.8-litre naturally aspirated mill that Toyota rate at 72kW. With electrical assistance, the numbers only marginally increase to 90kW while the torque stays quoted at 142Nm. Don't ask me why. It's just how they do it. ALSO READ: PODCAST: Chery Tiggo Cross takes fight to Toyota Corolla Cross Now, all I can tell you is that I don't know what is inside of that Chery battery, but the Tiggo Cross HEV destroys the Toyota Corolla Cross HEV in a sprint and everyday driveability. The Tiggo is over four seconds quicker to 100km/h and hits the national limit a full seven seconds earlier. Even more decisive is the 12-second gap when the cars accelerate from 60km/h all the way to 140km/h. They are honestly not in the same league when it comes to aspect of the road test. One anomaly, and there are always some when road testing Chinese cars, the Chery Tiggo Cross HEV would not go over 150km/h. I couldn't find a claimed top speed anywhere, so you are going to have to accept that doing top speed runs is not in your future. And that you will be on the speed limiter in less than 500m of road anyway. Kind of bizarre, but who needs more from a car like this? The Tiggo Cross features two digital screens. Picture: Mark Jones Fuel consumption on par with Toyota Where they are very much in the same league though is when it comes to fuel consumption. We got a figure of 5.4 litres per 100km when we spent a few months in the Toyota Corolla Cross HEV. And I managed the exact same number in the Chery Tiggo Cross HEV. My wife on the other hand came home and bragged that her day spent in Sandton traffic saw this number drop as low as 4.7 litres per 100km. Either way, both these cars offer exceptional fuel economy, with the Chery's bigger 50-litre tank to the 36-litre tank of the Toyota, allowing you to go a lot further between refills with the Chery Tiggo Cross HEV. Is the Tiggo Cross HEV perfect? Of course not. The steering is ridiculously light. The car also had a few rattles right off the bat and it just didn't feel as solid as the Corolla Cross HEV. Will you regret your decision in a few years' time? Who knows. Probably more importantly right now, does your wife care for all this? No. Why? Because at the price point and with the performance on tap, the Chery Tiggo Cross HEV is impossible to ignore. Chery Tiggo Cross HEV road test results
The Citizen
3 days ago
- The Citizen
Hyundai Alcazar takes ‘new name' and product offering a step up
Described as a premium step-up from the Grand Creta, the Alcazar improves significantly in a number areas, while keeping the favoured turbodiesel engine. Alcazar's redesign has been so extensive so that it will be seen as a brand-new model compared to the pre-facelift model known locally as the Grand Creta. Images: Charl Bosch Although an unfamiliar name to South Africa with seemingly no connotations bar, somewhat humorously, the character of the same name in the Tintin comics, the Hyundai Alcazar is anything but new as it has been sold locally since 2022, albeit under a different name. What's in a name? Unveiled four years ago in India as a three-row version of the Creta, Hyundai South Africa's decision to align it with its sibling, produced at the same plant in Chennai, resulted in it being badged Grand Creta rather than sticking with a name local buyers might have taken a giggle to. With souring of the Creta having moved to the Cikarang facility in Indonesia three years ago though, the aligning strategy no longer applied as the pending first lifecycle update made it seem fit to drop the Grand Creta moniker and revert to Alcazar for the local market. NOW READ: Hyundai Alcazar officially priced as 'facelift' Grand Creta A move defined further by Hyundai as representing a step-up on the Grand Creta, despite it being a facelift, the arrival of what is still Hyundai's most affordable seven-seater in South Africa for the weeklong test promised much on the back of its predecessor's popularity, and main selling point, it's turbodiesel engine. Decked-out in the same Titan Grey Matte hue as the now discontinued limited run Creta Matte Edition, the test unit not only sported the 1.5-litre oil-burner underneath its bonnet, but also happened to be the flagship Elite priced at R669 900. Will be seen as new Sitting atop a range reduced to three models from the Grand Creta's five, the Elite's main exterior difference from the step-down Executive – which also continues to the offered with the normally aspirated 2.0-litre petrol engine as the base model – involves the new 18-inch diamond-cut alloy wheels compared to the former pair's 17-inches. Besides this, and viewed on first glance, the facelift touches can, in fact, be disputed as being representative of a completely new generational model as, beside the side profile, the Alcazar shares very little else with the Grand Creta. Central to this is a new bonnet, a new sealed upper grille, the same H-shaped LED headlight clusters from the Exter connected by a central light bar, wider wheel arches and a new front bumper that houses a now lower-mounted rectangular main grille plus a satin silver imitation skidplate. Not stopping there, the Alcazar's restyled rear facia involves a new bumper and integrated skidplate, H-shaped light clusters also connected by a horizontal LED light bar complete with a block letter name logo, a new tailgate and stacked light reflectors on the flanks of the bumper. Rounded off with satin silver roof rails, the Alcazar, arguably, appears better looking, more distinctive and stylish, and more premium compared to the somewhat bulbous and even divisive Grand Creta. Just as extensive, Hyundai has completely renewed the Alcazar's interior, albeit with the omittance of the new pair of 10.25-inch displays for the infotainment system as well as the digital instrument cluster. Instead, all models receive a reworked version of the Grand Creta's instrument cluster and the older eight-inch infotainment display, now equipped with wireless Apple CarPlay and Android Auto for the first time. Housed within the same 'one-piece' binnacle though, the overall design feels and looks decidedly more modern than in the Grand Creta, bolstered by the latter's ease of use and physical shortcut buttons on either side. Besides the new air vents and a storage shelf above glovebox, the centre console has been reworked to include an Audi-style LCD panel for the dual-zone climate control replete with physical toggle switches and touch-sensitive icons in place of the traditional dials. Although finished in anything but practical piano-key black, the initial concern of the setup being more form than function proved unfounded as it works easy while also being intuitive not to frustrate as the case often is. Largely neat looking and ergonomically sound, interior quality felt on the cheap side in some places and exactly the step-up from the Grand Creta Hyundai claims. What's more, the driver's seat doesn't drop low enough to accommodate taller folk, while the quality of the sound system undelivered when taking the Elite's price into consideration. More accomplished are soft and supportive imitation leather seats, the functionality of the multi-function steering wheel and straight-forward chunky buttons for the electronic handbrake, Hill Descent Control, Auto Hold and ventilated front seats. Practically-wise, the Alcazar also impresses as, apart from head-and-legroom leaving little to be desired – the former even with the standard panoramic glass roof – the second row sports a pair of nifty fold-out tables integrated into the backs of the front seats. Despite its seven seats, the third row is exclusive to children, however, entry is made easy by the second row 'tumbling forward' than simply sliding. In terms of space, the boot accommodates 180-litres with all seven seats in use, which increases to 579-litres in five-seat guise. With the middle row also down, total utility space measures 1 670-litres. Besides the features already mentioned, along with the peculiarity of only ventilated seats, the Alcazar Elite comes standard with rear window blinds, keyless entry plus push-button start, USB ports in each row, a wireless smartphone charger, folding electric mirrors and ambient lighting. Safety and driver assistance come in the form of a tyre pressure monitor, rear parking sensors, a somewhat underwhelming reverse camera, Adaptive Cruise Control, Blind Spot Monitoring, Driver Attention Alert, Lane Keep Assist, Rear Cross Traffic Alert, Forward Collision Avoidance Assist and Lane Follow Assist. As much as it had been the selling point of the Grand Creta in a largely petrol-powered and ever growing hybrid end of the market, the much vaunted 1.5-litre turbodiesel engine isn't most refined nor quietest available. Tasked with moving 1 445 kg unladen, the engine's 84kW/250Nm makes for a slightly underpowered feel similar to the still Indian made Creta tested four years ago. Slightly overcoming its initial breathlessness as the revs climb, a fair amount of engine noise still creeps into the cabin at speed, while the six-speed automatic gearbox goes about its business in a relatively slick manner. As with the Grand Creta, the Alcazar's amount of twist goes to the front wheels only, though it does offer a Terrain mode selector with three settings; Snow, Mud and Sand. On top of this, the conventional drive mode system comes with three modes of its own; Eco, Normal, Sport, the former never being engaged, and the latter seldom as the admittedly sharper throttle response sees the revs climbing too with the result of a terribly sounding strained diesel soundtrack. Equally prone to simply spinning all of the power away without going faster, Normal was selected throughout the Alcazar's seven days and eventual 409 km covered. On the move, and despite the intrusive engine noise, the slightly firm ride still feels acceptable as the suspension dampens imperfections well without sending shudders or other aftereffects throughout the cabin. Unsurprisingly, the Alcazar's main selling point delivered with an indicated best consumption figure of 5.9 L/100 km at the completion of its stay. Conclusion While not without its detractions, some disappointing considering its supposed step-up from the Grand Creta, the Hyundai Alcazar still warrants being a worthwhile improvement both aesthetically and to some extent, internally. Practical and an overall solid product that does what it says on the tin without doing anything spectacularly good or bad, it still comes across as a bit pricey against not only its immediate legacy brand rivals, but also the ever growing number of comparative Chinese products. That being said, it is still worth a second look and given South Africa's still burning love for diesel and top-spec model variants, yet another likely success story in pending for the Korean brand. NOW READ: Hyundai Alcazar has an ace up its sleeve against Chinese SUVs
