Ford Mustang vs Omoda 9

What's the difference?

Having driven the latest example of the Mustang GT, I hope Bill Ford is true to his word and keeps the V8-powered Mustang for as long as possible. It isn’t the most razor-sharp sports car or the most powerful muscle car, but it offers the kind of driving thrills and enjoyment that have made the car an icon.

The price increase is steep but the new technology inside drags the Mustang into the modern era and will add more youth appeal to a car that is largely unchanged in concept for the past 60 years.

But now that I’ve driven it in the USA and France, I can’t wait for it to finally reach Australia.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

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.

While this is considered a ‘new generation’ Mustang, the reality is this is more of a major overhaul than a complete, blank sheet redesign. As such, there’s a lot of carry over to the design, but that’s not to say there aren’t some significant changes.

For example, it’s still clearly a Mustang in its silhouette, sharing that with the sixth-generation model it replaces, as well as the now-iconic 1960s Fastback models, but the details are noticeably different.

To try and create more differentiation between the GT and EcoBoost models, Ford has designed unique front ends for each. Both are characterised by a strong horizontal line across the front of the more angular grille that meets the new ‘tri-bar’ daytime running lights.

The EcoBoost has an upper grille similar in size to the out-going model, the GT is a much larger upper section which incorporates a pair of ‘nostrils’ as well as a bonnet vent - both of which are functional for cooling and aerodynamics.

Down the sides Ford has lowered the beltline and created a more defined rear fender ‘shoulder’ that helps create the impression of a wider car. 

At the rear the famous ‘tri-bar’ lights remain and there are unique diffusers for each model, with the EcoBoost running two exhaust tips and the GT getting quad pipes.

But it’s inside where the biggest design changes have happened. The retro-inspired cabin of the sixth-generation - which features shiny silver plastic toggle-like switches and round air-con vents - has been overhauled.

The iconic ‘double brow’ design to the dashboard, which dates back to the original 1964 Mustang, has been dropped and replaced with a pair of digital screens. There’s a 12.3-inch display for the digital instrument cluster and a 13.2-inch multimedia touchscreen.

This change is designed to appeal to a younger audience but also allows for greater customisation and variety of displays, with Ford developing six different instrument panel options depending on the setting the driver chooses.

The primary three are the 'Normal', 'Sport' and 'Track' modes, which have been inspired by the GT supercar and the Mustang Mach-E electric SUV, while there’s also a 'Calm' setting, providing only the necessary data, such as speed, in a simplified format.

The final two have been created to tailor to fans of the brand’s 1980s ‘Fox Body’ Mustang, with digital versions of its round analogue dials in both a ‘Day’ and ‘Night’ mode, with the former using white graphics and the latter getting retro green dials.

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.

The sixth-generation Mustang copped a lot of criticism for its interior look and feel, and while it certainly wasn’t at European levels of quality it was more affordable than any European V8-powered coupe.

The introduction of the new digital displays certainly adds a more premium impression to the cabin when you get inside, but you can still see a lot of the previous generation in this model, in particular the doors and centre console.

It’s pretty practical, for a sports car, with a pair of cupholders and a lidded centre console box for small item storage. 

One noticeable issue with the screens is the control virtually everything to do with the multimedia, including the air-conditioning, so trying to make small temperature adjustments is more complicated than just pressing a physical button. 

Not surprisingly space feels very similar to the outgoing Mustang with supportive and comfortable seating up front that made long stretches behind the wheel feel easy, which is nice for a sports car.

As for the rear seats, they remain incredibly tight for space and are better for soft item storage rather than squeezing people into.

Despite the largely carried over body and interior, the boot is slightly smaller than the previous model, with the coupe measuring 376 litres compared to the 408 litres offered previously. 

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.

During the top secret development of this seventh-generation model there were plenty of rumours that Ford was considering a hybrid system for this Mustang. Fortunately for lovers of old-school V8 engines that proved not to be the case.

Instead it’s powered by a 5.0-litre V8 that's an evolution of the ‘Coyote’ unit from the previous ‘Stang but now featuring some technical changes, including dual throttle-bodies and separate airboxes to help improve performance. In the GT it’s tuned to make 345kW and 550Nm.

It can be paired with either a six-speed manual gearbox or 10-speed automatic transmission, both sending all the power to the road via the rear wheels.

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.

While it hasn’t been confirmed by Ford, the Federal Government's Green Vehicle Guide has the Mustang GT rated at 12.8L/100km. And while that’s quite a thirst for unleaded petrol, it shouldn’t come as a surprise given it’s a 345kW 5.0-litre V8 engine.

If you value efficiency in your American muscle car, the four-cylinder turbocharged EcoBoost is rated at 9.4L/100km. But based on previous evidence, Mustang buyers are likely to opt for power over saving petrol.

The claimed consumption figure translates to a driving range between fills of around 650km.

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.

As promised earlier, here’s how the Mustang GT felt powering through the French countryside…

But first, it’s worth acknowledging that, in truth, it wasn't hard work getting through the traffic even in the manual Mustang. While the clutch is on the heavier side, it’s got a smooth action and the engine's torque and flexibility make darting in and out of gaps in the traffic a breeze.

However,  once out on the open roads the Mustang really could run free. The V8 engine sounded fantastic bellowing out across the fields and through the quaint little villages we passed through.

As you'd expect, the V8 provides plenty of grunt, it's an incredibly flexible engine pulling hard right across the rev range and makes us appreciate even more that this now remains the last of its kind since the demise of the V8-powered Chevrolet Camaro and Dodge Challenger.

Driving the Mustang in conditions like this makes you understand why it has been such a popular sports car not only in Australia but around the world for decades.

While the manual transmission has fallen out of favour with Aussie buyers, the truth is it's the pick for this GT. The fact it has less ratios to choose from than the 10-speed automatic means it feels more urgent and (again) the flexibility of the engine allows it to shine.

Not that the auto is bad, it does a fine job, it just lacks the buzz and engagement the manual ‘box provides.

What arguably impresses even more than the engine is the handling. Having driven the Dark Horse last year and being so impressed by its handling, particularly with the 'Performance Package', there was some concern prior to driving the GT that it would feel less impressive and, dare I say, duller.

But that's far from the case. Instead, the GT feels responsive and well sorted across a variety of road conditions. While it may lack the precise handling characteristics of a European sports car, it’s clear Ford has made this latest Mustang better suited for the rest of the world, not just America.

Not that Ford has made the Mustang too serious, as the introduction of the Drift Brake demonstrates. This rally-style electronic handbrake allows you to, as the name suggests, snap the car into a slide - when the circumstances allow.

Ford finally gave us our first (official) use of the Drift Brake when it paid us up with stunt driving expert, Paul Swift, who taught us how to slide the Mustang into a parallel park.

Obviously this is not designed for road use but for those who want to take their Mustang to the track it will no doubt lead to a lot of fun and some shredded tyres.

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.

There are no details confirmed at this stage but there’s no reason to believe the Mustang won’t be covered by Ford Australia’s usual five-year/unlimited kilometre warranty.

Similarly, service intervals are likely to be 12 months/15,000km.

For reference, capped price servicing on the out-going Mustang GT came in at $299 for each of the first four services, up to four years/60,000km. Not bad.

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.