Abarth 124 vs Omoda 9

What's the difference?

The Abarth 124 Spider is a flawed but dramatic little car that should put a smile and a big, fat Italian moustache on any weekend warrior’s face.

As long as you don’t expect it to do much more than that in terms of its daily driving ability, it hits the nail on the head as a spicy alternative to the well-rounded MX-5 formula.

Whether it hails from Hiroshima or not is irrelevant. Its ancestors would be proud.

Now, if only all of them had this Monza Edition’s glorious exhaust…

The arrival of Omoda and Jaecoo so soon after Chery’s Australian return just feels like a huge task to take on for the company. And given the amount of other new brands hitting local roads there is a real danger that customers will either feel overwhelmed or simply ignore many of these new models.

Trying to position Omoda as a genuine alternative to luxury brands, and even the likes of Mazda and Volkswagen, is a tough ask for the brand and its dealers. Certainly the price and styling will help attract potential buyers but to cement itself in the local market it will need to make sure it makes an impact early.

Judging the Omoda 9 on its merits, it’s a nice enough SUV and does many things well but doesn’t have any elements that really ensure it stands out from the numerous competitors it faces.

I love the way the 124 looks. The more you pore over its small frame, the more you discover how different it is to its MX-5 counterpart.

It’s angrier. It’s more beautiful, and it’s definitely more Italian.

References to the original have been tastefully applied without transforming it into bloated caricature. These include the dual indents on the hood, the rounded-out light clusters, and the squared-off rear.

From there it goes beyond the original 124 and seems to take influence from contemporary Italian designs. I would argue there’s more than a little modern Maserati in this car’s tough wheelarches, scoopy mouth, rear light fittings and alloy wheel design.

The quad-exhaust pipes (actually just two tailpipes with four apertures) is arguably overkill, but adds a bit of extra aggression to this car’s rear. I’m not a fan of the oversized Abarth badgework on this car’s nose and rear. It removes a bit of subtelty from the equation, and the one on the bootlid is entirely unnecessary.

I’d also argue our test Monza Edition car looks best with its white paint and red highlights throughout. It’s also available in red and black.

The inside breaks the illusion a little. I’d argue not enough has been done to differentiate the 124 from its MX-5 roots here. It’s all Mazda switchgear.

There’s nothing wrong with that switchgear, of course. It’s well built and ergonomic, but I’d love to have something different to mix it up here. A Fiat 500 steering wheel… some switches that look cool but barely function properly… Just a little more of the Italian personality that’s so well expressed on the outside…

The seats are unique to the Abarth and are lovely, and the red highlights carry through them onto the dash and wheel stitching. The Monza edition has the official logo of the famed Italian circuit between the seats, with the build-number etched on it.

From a design perspective, the Omoda 9 certainly stands out as different from the Chery and Jaecoo range. It has a distinctive look that speaks to its ‘premium’ and ‘technology’ aspirations, both on the exterior and interior.

However, to this reviewer’s eyes, there are also quite clearly some visual similarities to the Cadillac Lyriq, both in the overall silhouette but also the details and cabin design. This isn’t unusual in the car industry, especially from Chinese brands. Jaecoo’s designers clearly took inspiration from Range Rover, so it makes sense that the Omoda would find an equivalent luxury brand to be inspired by. Or perhaps it’s just a coincidence…

The important thing is that it’s notably different to what Chery is offering with its Tiggo models, which form the core of its Australian line-up. Omoda needs to be distinct and more upmarket if it is to justify its price premium. On that front, the wider group has done a nice job of making each brand stand out visually.

Judging the interior of the Omoda 9 on its own, it's actually a very pleasant place to be. The level of design, fit and finish also feels like a big step up on what Chery offers, even if it does feel familiar. The materials don't feel truly premium, but given the price that's understandable and acceptable.

When it comes down to a practicality score, it’s only fair to compare a car like this to its direct competitors. A sports car like this is never going to take on a hatch or SUV in the practicality stakes.

Even so, and just like the MX-5, the Abarth 124 is tight on the inside. I fit inside it perfectly, but there are problems.

Legroom is super tight for me at 182cm tall. I had to adjust to having my clutch foot at an angle, otherwise I’d smack my knee on the bottom of the steering wheel, a problem that also makes this car tough to clamber into. The handbrake takes up a massive amount of room in the limited centre-console space, and as to storage in the cabin? You may as well forget it.

There’s a tiny flip-up binnacle in the centre, shallow enough maybe for a phone and nothing else, a slot under the air-conditioning controls seemingly designed expressly for phones, and two floating cupholders between the seats.

There’s no storage in the doors, nor is there a glovebox. You do get a rather large storage area behind the cupholders, accessible through a hatch opening, but it’s a little awkward to use.

Once you’re in, though, this car fits like a glove in terms of ergonomics. The wheel is nice and low, the seats are surprisingly supportive and your elbow rests nicely on the centre, leading your hand to the excellent short-action shifter. Headroom is tight no matter which way you cut it, but it’s such a small car you hardly expect more.

How about the boot? It’s better than you might hope, but with just 130 litres on offer it’s still no more than a weekender. It’s also less than the Toyota 86/BRZ (223L) which also have back seats, always handy no matter how small they are.

There’s no spare to be found. The 124 has a repair kit only.

One of the standout features of the Omoda 9 is its size, measuring 4775mm long with a 2800mm wheelbase. That makes it longer in both measures than the likes of the Toyota RAV4 and Mazda CX-5, pushing it to the upper end of the ‘medium-sized’ SUV segment.

That liberates more space inside, with good room up front and a generous back seat, at least in terms of knee and foot room. The rear seats are compromised slightly by the large sunroof and sloping roofline, with headroom tight for anyone over 180cm.

Unfortunately, the space isn’t utilised as best as it can be, thanks to the lack of seat height adjustment for the driver. It’s not unique to Omoda and is becoming a common issue among Chinese-built cars for reasons I can’t explain. What it means is I couldn’t get the seat to a point I was 100 per cent happy with, which is a problem for what should be a very comfortable vehicle.

Omoda compensates for this with some clever technology, beyond just the pair of 12.3-inch screens (housed in a single setting, which again looks very similar to the Cadillac Lyriq), and the option of wired or wireless Apple CarPlay and Android Auto. 

The 14-speaker Sony sound system includes two speakers inside the driver’s headrest. This is a clever addition that allows you to take phone calls via these speakers only, so you don’t annoy the rest of the occupants in the car.

The other notable luxury element is the fragrance system, which can diffuse three different scents into the car. While the names are a bit hard to interpret (Natural, Cure and Sport), the fact you can choose from three different scents and have them gently fill the cabin is a nice luxury touch.

In terms of storage, there's plenty of small item spaces around the cabin and the boot measures a roomy 660 litres and offers a nice flat floor with a square load area. However, that comes at the expense of any sort of spare tyre, with a tyre repair kit located under the floor.

For those who have been paying close attention the Omoda name will be familiar, as the Chery Omoda 5 was the first model the Chinese brand launched on its return to Australia. That has now evolved into the Chery C5, so the Omoda 9 becomes the first standalone model for the brand as it tries to position itself as a more premium, luxury and lifestyle brand separate from Chery.

While there are no confirmed plans for further Omoda models yet, the Omoda 9 is being positioned as the flagship of the range. It’s a medium-sized SUV but at the larger end of the segment so it will compete against the likes of the Mazda CX-60, BYD Sealion 6 and even the Mitsubishi Outlander PHEV.

In keeping with the more premium image the brand is trying to create, there will be a single, high-specification model offered, the Virtue SHS, which will be priced from $61,990 plus on-road costs.

For this price you get 20-inch alloy wheels, LED headlights and tail-lights, dual-zone climate control, a 14-speaker Sony-branded sound system, inbuilt navigation, surround view camera, automatic parking function, head-up display, wireless smartphone charger, leather seats with memory function, heated seats and steering wheel and even an in-built fragrance system.

Unlike the MX-5 and 86/BRZ combo, which offer a choice of naturally aspirated engines, the 124 carves its own path by dropping Fiat’s 1.4-litre ‘MultiAir’ turbo four-cylinder under the hood.

The word ‘turbo’ should rightly prick your ears in a car this size, but this this is hardly a high-performance unit when compared to its non-turbo counterparts.

Outputs are set at 125kW/250Nm. That power figure might seem a little low when compared to the new 2.0-litre MX-5 (135kW/205Nm) and 86 (152kW/212Nm), but the extra torque is welcome. It comes at a cost,  which we’ll explore in the driving section of this review.

The Super Hybrid System may sound fancy, but it’s effectively a plug-in hybrid powertrain, which is a technology that is becoming increasingly familiar to Australian drivers as it fills the gap between internal combustion and electric vehicles.

Omoda’s SHS system combines a 1.5-litre turbocharged petrol engine with three electric motors - two at the front, integrated into the transmission package and one at the rear - to create a potent SUV. This complex system can send power to either the front wheels or all four wheels via a three-speed ‘Dedicated Hybrid Transmission’.

Omoda claims the combined output of the Super Hybrid System is 395kW, allowing this family friendly SUV to sprint from 0-100km/h in just 4.9 seconds.

It’s backed up by a 34kWh battery, which allows for meaningful electric only range too.

The 124 has a bold-souning official combined fuel consumption figure of 6.4L/100km, which I overshot by quite a margin. At the end of my week, (involving truly mixed freeway/city driving) I landed on 8.5L/100km, which was exactly on this car’s ‘urban’ estimate, so take that as a realistic figure.

It’s also less than I’d expect to consume in an 86 and perhaps also the MX-5, so all-in-all it's not too bad.

The turbo Fiat engine requires a minimum of mid-grade 95 RON unleaded to fill a 45-litre tank.

What gives Omoda some confidence to use the Super Hybrid System name is its claim that the battery allows the 9 to drive up to 145km (WLTP) on electric power alone, which is more than both a conventional hybrid and many existing PHEV models. For example, the Mitsubishi Outlander PHEV has an EV range of 84km and the Mazda CX-60 can make 76km.

Fuel economy is officially rated at 1.4L/100km, although that relies on using the battery to its maximum and once that is depleted, you can expect to see a much higher figure. Realistically somewhere around 5.0L/100km is what you should expect if you do mostly urban driving and anything below that is a good result.

Omoda claims that the Virtue SHS can drive up to 1100km, but that is theoretical and based on achieving both the full EV-only range and then the 1.4L/100km figure, which isn’t actually achievable in the real world.

I drove the 124 up NSW’s Old Pacific Highway from Hornsby to Gosford at dusk on a Saturday. Talk about the right car in the right place at the  right time.

It was absolutely in its element, darting around tight hairpins, then blasting up straights, giving the short shifter a thorough workout. That new exhaust added 150 per cent to the theatre of it as each aggressive down-shift was accompanied by crackling, spitting and barking.

It’s an absolute joy, a proper nod to how cars used to be in the good old days of a ‘Sunday drive’, and thus a proper nod to the 124’s history.

And, of course, it has flaws. Many of them fall into the subjective category on a car like this, however.

Take the engine, for example. I’ve heard endless criticisms of it as laggy and annoying. And it is. Catch the wrong gear and get the revs too low and no matter how hard you stomp that go pedal, you will be stuck fighting a mountain of lag. Seriously. Several seconds of it.

Even trying to ascend my steep driveway had me concerned it was simply going to stall out in first gear.

It’s a bit strange, but then when you’re on the open road it’s worth relishing the challenge that it offers. Grab the wrong gear and this car will let you know how foolish you are. And yet, when you get it right it offers a surge of excitement in the straights that’s arguably far more dramatic than either the MX-5 or 86 can muster.

Another annoyance is the speedometer. It’s tiny and counts 30km/h increments all the way up to 270km/h. How fast was I going, officer? No idea. I have about two inches to tell whether I’m going between 30 and 90, so it’s anyone’s guess.

An obvious benefit of the MX-5 chassis is its go-kart handling, and it seems as though the excellent, fast and direct steering hasn’t been messed with, either. Sure, the suspension is a little crashy, and the convertible chassis a tad rattly, but it’s all part of being that much closer to the road. It would be tough to ask to find a better transmission with its fast, short action and sensible ratios.

Ultimately, the 124 is just plain (literally) old-fashioned weekend fun, offering a challenging but rewarding drive.

While a generous level of standard equipment is one key measure of a luxury/premium vehicle, driving is another. For a vehicle to be truly premium it must have effortless performance, a comfortable yet controlled ride and confidence-inspiring handling.

This sets the bar quite high for the Omoda 9 and that makes it hard to really live up to the brand’s aspirations. 

From a performance perspective the SHS powertrain does a great job. Certainly 395kW means the SUV feels quick and easy to punch into gaps or call for a burst of acceleration. But the rest of the driving experience doesn’t really live up to the premium standard buyers might expect.

The ride is too busy most of the time, never feeling settled and often fussing over the bumps in the road. It lacks the smooth, relaxed ride that premium buyers are looking for.

The same is true for the handling, with the steering too light and vague off-centre and lacking feeling when you find yourself on the open road. 

The Omoda 9 is by no means a bad car to drive, but it does lack the precision and elevated comfort that genuine premium cars need to have. Perhaps with some local ride and handling optimisation it could get closer to what buyers in this part of the market expect.

The Omoda 9 ticks all the boxes that customers and, just-as-importantly, the safety authorities expect, like autonomous emergency braking (AEB), forward collision warning, emergency lane keeping, driver monitoring system and adaptive cruise control. 

Omoda even goes a step further and offers 'Traffic Jam Assist' and 'Integrated Cruise Assist', which can centre you in the lane when cruise control is active to create a low level of autonomous functionality.

However, like so many modern cars these safety systems are not integrated smoothly into the driving experience. Instead, the Omoda likes to distract you with graphics and warnings on the dashboard and then warn you that you’re distracted. To be blunt, it’s both annoying and - ironically - very distracting. 

To the credit of Omoda, as well as Chery and Jaecoo, the company has invested in a local tuning program for the active safety features and there has clearly been a dramatic improvement since the first Chery model I experienced less than 12 months ago. Hopefully with a bit more time and tuning the systems will become better integrated and the car won’t tell you you’re distracted looking at warnings.

In terms of a crash test safety rating the Omoda 9 hasn’t been tested by ANCAP yet but has five-stars from Euro NCAP so there’s little reason why it would be dramatically different if crashed locally.

It’s a shame that the 124 is only offered from Abarth with a three-year 150,000km warranty. Its counterpart MX-5 is now offered with a five-year unlimited promise, and Fiat could really do with a bit of positive warranty coverage right now.

You’ll need to service the 124 once a year or every 15,000km. Capped price servicing? Ha. No such thing over at Abarth, apparently. You’re on your own.

In a bid to give customers confidence to try a new brand Omoda is applying the Jaecoo ownership model, which means an eight-year warranty as well as eight years of capped-price servicing and roadside assistance.

Service intervals are every 15,000km or 12 months, whichever comes first and across the eight years you’ll be spending a total of $3343, which averages out to just over $418 per year.

The decision to offer such extended coverage is a commendable move from Omoda and will no doubt help its bid to convince customers to give it a chance.