Mercedes-Benz C63 vs Omoda 9

What's the difference?

The Mercedes-AMG C 63 S Aero Edition is an absolute beast of a car, but it comes at a pretty hefty price. Yes you get a lot of performance, and the fact there are only 63 examples being made for Australia and New Zealand could be enough to get you to sign on the line. For me, though, if I was after a C 63, it’d have to be a wagon. It doesn’t need an Aero pack to look better.

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’ve never been the biggest fan of the current C-Class Coupe’s styling. To me, it has always looked a little droopy, a little melted at the back. 

I have to say, the Aero Edition has changed my opinion somewhat, as the new graphic elements help lift it up a bit, visually raising its rear up like a stretching cat, tail in the air. I’m still not 100 per cent on it, but to my eye it’s better.

The carbon-fibre trim elements that have been added to the exterior certainly add some menace to the look, too, and I simply can’t help but constantly notice out of the corner of my eye the AMG pressing in the staggered, dished rims. At a glimpse, from a distance,  it looks like rim damage, but thankfully it’s not!

The staggered set-up does really add some width and mongrel to the look, as if it needed more, with its open maw lower bumper air dam, and the signature 'Panamericana' grille treatment which looks like an evil character out of a movie. If you know the one I’m talking about, let me know in the comments.

As much as the look matters when it’s parked in your driveway, it’s the cabin that arguably matters more, right? That’s where you spend your time, after all. Check out the interior images to see if you think it lives up to the exterior look.

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.

No two-door coupe is going to offer you the space and comfort of a sedan or wagon, that’s just a fact. But that only matters if you plan to actually use the rear seats. If you don’t, then the Coupe version of the C 63 S might be perfect for you.

Even so, I managed to (only just) squeeze myself between the seat and the door opening to slide into the rear row. This won’t be easily achieved by all attempters, especially on the driver’s side.

Let’s just say I probably looked like I was doing something very weird to the driver’s seat as I spider-manned my way in. 

The rear space is tight for someone my height (182cm/6’0”) behind their own driving position, with knees hard-up against the seat in front and not much headroom (my noggin’ was brushing the ceiling) or toe space (size 12s don’t fit so well) to speak of.

It’s certainly a selfish car. Or maybe it’d be fine for smaller kids. There are two spaces in the back, both with ISOFIX child seat anchors and top-tether points.

But there is storage in the back - cupholders and storage caddies either side of the seats, though the storage situation improves in the front zone, with bottle holders in the doors, cupholders between the seats, loose item storage under the media screen and a covered centre armrest bin, too.

The front cabin is a special looking place, with carbon-fibre abounding across the dash and nice trim on the doors. The AMG steering wheel is a sight to behold - it’s a flat-bottomed unit with carbon-fibre and Dinamica (that’s Benz talk for microsuede) trim: perfect for sapping sweat as you manhandle the C63 through the bends.

The seats are AMG Performance sports units up front, and the trim used is reserved for this model specifically: Nappa leather with yellow stripes. There are yellow details elsewhere, including on the rear seats, centre console and dash, and it certainly adds some visual excitement.

Media is controlled by a 10.25-inch display and Mercedes-Benz’s touchpad control system, but there is no touchscreen - rendering the Apple CarPlay and Android Auto smartphone mirroring technology somewhat tedious.

I’ve always had a gripe with screens that don’t allow touch but feature the tech that’s designed to transfer your phone’s screen to the media unit, and I can tell you the longer you spend twiddling the dial to get where you want to go, the more annoying it becomes.

The Burmester sound system has 13 speakers and is rather good, but I prefer the sound from the standard fit variable sports exhaust. So maybe that quibble with CarPlay isn’t that big a deal.

And if you just want to charge your phone, and there’s a second USB port up front, as well. Note: in non-Aero Edition C 63 models without the carbon-fibre interior pack, you also get Qi wireless phone charging, but it’s deleted from this variant and any model with the carbon pack.

The driver has a 12.3-inch digital info display to show where you are and what the car is up to, and there’s a head-up display as well. Yep, there’s standard sat nav with live traffic updates (and even live fuel price updates) - it’s just a shame the maps still look early 2000s-spec in 2D layout.

Cargo space is okay. The claimed cargo capacity or boot volume is 355 litres (VDA) with the rear seats in place. That’s small for a coupe of this size, and the shape of the boot (with a hump behind the rear seat) isn’t great as things do move around quite a bit.

But, thankfully, Mercedes has included its clever foldable storage box system under the boot floor - it goes where you might usually expect a spare wheel, but there isn’t one in this car. Instead you get Mercedes’ 'Tirefit' repair kit with an electric pump.

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.

Open the shapely bonnet of the C 63 S and you’ll find a hand-assembled horsepower-monster engine with a printed name plaque to prove it.

The 4.0-litre twin-turbo V8 produces 375kW of power at 6250rpm, and 700Nm of torque from 2000-4500rpm. It runs a standard-fit nine-speed 'Speedshift MCT' (multi-clutch transmission) automatic, and it’s rear-wheel drive. And yes, that means it likes to boogie.

The claimed 0-100km/h time is just 3.9 seconds, and top speed is apparently pegged at 250km/h. Yeesh.

The name on the “Handcrafted by” plaque on this particular engine? Hat tip to you, Julian Rembold. This is quite a piece of work. 

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.

High numbers are what AMGs are about. Sadly that’s the case not only for performance outputs but also fuel consumption.

The official combined cycle fuel use claim for the C 63 S Coupe is 10.3 litres per 100 kilometres, and you need to fill it with 98RON premium unleaded fuel, too.

On test? Well, across a mix of different driving - urban, highway, back road and spirited stints - I saw an 'at the pump' return of 12.2L/100km, while the digital readout stated 12.0L/100km.

Given the performance on offer, and how much I took advantage of it during my week with the car, that’s not bad…

Fuel tank capacity is 66 litres. So go easy if you know there won’t be a fuel stop for a while.

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.

Just one word sprang to my mind when it comes to accurately describing the performance on offer from this car. The word is ‘brutal’.

Smash the accelerator and the power and torque on offer is enough to make your eyes feel like they’re not doing the right thing anymore. You get pushed back in your seat with a surge, and your ears are also rewarded with one of the best soundtracks in the automotive world. 

The engine builds pace with enormous intent, and the sound that comes from under the bonnet and out the back through the exhausts is addictive.

Yes, there is an active exhaust button which you have to press to make sure that you hear all that noise if you’re running around in 'Comfort' mode, and during my time with the car it was active the whole time.

I had some questions from neighbours over the week that I had this car about whether it was actually nice to live with on a day-to-day basis. And the answer is yes, if you put it in comfort mode it’s surprisingly amenable. 

The ride is really well sorted at pace despite having a bit of that trademark low-speed wobble that seems to afflict Mercedes products from A-Class through to the GLE SUV. But it wasn’t bad enough to really bother me, as most of my time was on highways and backroads.

The steering is direct and accurate. The only thing you need to be aware of is that you will lose traction at the rear axle when you put your foot down hard. And for the enthusiast that’s exactly what you want. 

I know I want to feel the thing squirm under throttle. It’s a rear-drive V8 coupe, after all. You want to feel like you’re a vein in its bicep muscle; you know, the one you see in a weightlifter’s arms – the one that wiggles around a lot. You want to have that. Right?

On the performance front it is exceptional. Twist the little dial on the wheel to 'Sport' or 'Sport+' (I didn’t sample 'Race' mode as I wasn’t at a racetrack), and everything feels like it’s had a protein shake.

Even so, in that mode it steers brilliantly, there's a nice feel through the wheel, and the ride, while stiff, controls the body brilliantly when you change directions. 

The transmission is very good, too. In Comfort mode it can take just a second or two at first to become accustomed to the idea that you want to drive aggressively.

But in Sport mode, or when you select the manual transmission mode using the trigger button on the steering wheel, you will certainly get the most out of the engine. That’s what I did when I was driving it in a ‘spirited’ manner.

If you are just after that high-end Coupe cruiser experience, it’s a relatively quiet car (provided the surface below isn’t the coarsest of coarse-chip bitumen), with enough luxuriousness to make it feel premium as well as sporty. That’s an important thing to consider, especially at this price point.

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.

Mercedes-Benz is among the minority of luxury brands now offering a five-year/unlimited kilometre warranty plan - most still have three-year cover. So that’s a tick.

And the service intervals are pegged at 12 months/20,000km. Another tick.

Plus you can either pre-pay your service plan in three-year ($3800), four-year ($6000) or five-year ($6550) plans - roll it into the finance package, and it won’t hurt quite as much.

According to Mercedes, the three-year coverage option makes for a $900 discount over pay-as-you-go servicing.

Roadside assistance covers the five-year new car warranty period, too. So Mercedes seemingly takes good care of its customers. But if you have any concerns or questions over reliability, problems, issues or complaints about the C 63, check out our AMG C 63 problems page.

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.