Test Car Specifications
Model: 2024 Omoda E5 Noble 61kWh Prototype
Price: From £33,500 (expected)
Motors: 150kW electric motor
Battery: 61kWh
Transmission: single-speed automatic, front-wheel drive
Power: 204hp
Torque: 340Nm
Emissions: 0g/km
Efficiency: 4.0miles/kWh
Range: 240 miles (estimated)
0-62mph: 7.6 seconds
Top speed: 107mph
Boot space: 292-1,075 litres
Styling
Although the 5 and E5 are essentially the same car underneath, the E5 has a very different front-end design. Where the 5 has a wide, Tucson-style grille, the E5 has a slightly more streamlined and more individual nose, although we still think there's a bit of Toyota bZ4X in there. Whatever, it's more aerodynamically thought out, and we think it's more handsome than the standard 5, with a more upmarket feel and a bit less of an inane 'face' to it.
Interior
Just as the E5’s bodywork is different to that of the 5, so too is the cabin, with a much more minimalist centre console design. Where the standard, petrol-powered 5 has its gear selector between the seats, the E5 hides it on a stalk off the steering column, freeing up space for cubby holes and storage.
In that, it’s a bit like a Mercedes-Benz, and that isn’t the only similarity. The window switches and ignition button are Mercedes knock-offs, too, and the door catches? They’re from a Hyundai. But while copyright law doesn’t seem to be Omoda’s strong suit, it is at least taking ideas from some of the best in the business.
And it doesn’t feel that far behind the leaders in terms of quality. Some of the materials feel a little on the cheap side in places, but no more so than in any other car of this size. And they all feel pretty well stitched together.
The weak spot, if there is one, is the technology, which feels a bit overly fussy and complicated. There’s nothing wrong with the touchscreen per se – it has a quick processor and sharp graphics – but some of the menus are a little too cleverly hidden and it isn’t always obvious where things are. Still, the digital instrument display is very clear, and with the pace of change at Omoda we’re sure numerous updates in the coming months will improve the touchscreen’s user interface. After all, our test car was only a prototype.
Practicality
As with the petrol-powered 5, the E5 has a bit of an issue with boot space. At present, Omoda is quoting a capacity of 292 litres, and though UK representatives have told us to expect a higher official figure when the car launches on these shores (apparently it's something to do with the way the Chinese measure it), it'll need a huge uplift to match the class leaders. In comparison, the Hyundai Kona Electric has a similar footprint to the Omoda, but it has a 466-litre boot.
Normally, Chinese-built cars make up for this lack of boot space with rear cabin space, and though the Omoda is hardly cramped in the rear, it isn't exactly palatial, either. Four adults can sit there comfortably, even if they're reasonably tall, but nobody would call the leg- or headroom especially generous.
Performance
With a 150kW electric motor driving the front wheels and power coming from a 61kWh battery, the E5 has a pretty simple powertrain. The 204hp power output is perfectly adequate, and it gets the car from 0-62mph in around seven-and-a-half seconds, which makes it fractionally faster than the petrol Omoda 5.
More importantly, almost all of that 61kWh battery capacity – more than 60kWh – is readily available, so we’re expecting an official range of around 240 miles on a single charge. That’s reasonable, but not especially impressive, especially as we reckon real-world range will be more like 180 miles, particularly on the motorway. But you might top 200 if you drive carefully, or mostly drive in urban areas, and that’s pretty good going for a relatively cheap SUV. A ‘long range’ version with a bigger battery would be nice to have, though.
That said, it might take a while to charge given Omoda’s so-so charging speeds. With a maximum DC charge speed of 80kW, Omoda makes a song and dance about charging to 80 per cent in less than half an hour, but that time assumes a starting charge of 30 per cent. Most other manufacturers quote similar times for charges from 10 or 20 per cent. Still, most customers will probably charge at home most of the time, and overnight charging to 100 per cent should be easily achievable overnight.
Ride & Handling
Like the standard 5, the prototype E5 manages to slot into the middle ground of new cars quite easily, offering a balance between handling and comfort. The ride isn't exactly pillowy soft (although Omoda has said it may look at the rear suspension tuning before the car is launched in the UK), but it's comfortable enough once it's up to speed.
Similarly, the steering has a pleasant weight and substance to it, but it isn't as engaging as that of, say, a Mazda CX-30. Nevertheless, with decent body control thanks in part to the low-slung battery under the floor, the E5 is more than happy to be driven with a bit of gusto.
However, the most impressive thing about the whole experience is the refinement. Road and wind noise are kept subdued, and the motor system obviously makes very little noise. Admittedly, the E5 isn't much quieter than the 5, but that's testament to the 5's insulation, not an issue with the electric model.
Value
Omoda is yet to announce full prices and specifications for the new E5, but the company has given us a steer on pricing for the basic E5 Comfort model, which is expected to start at around £33,500, while more upmarket Noble versions are expected to command a premium of around £2,000. We don't quite know what you'll get for that money, but we do know the E5 will be around £9,000-£10,000 more expensive than the equivalent petrol version, and it'll be around £1,500 cheaper than the basic Hyundai Kona Electric. That will likely make it decent value for money, but nowhere near as impressive as its petrol-powered brethren.
Verdict
In many ways – namely refinement and performance – the E5 is better than its petrol-powered sibling, but the price isn’t quite as competitive and the range is a bit so-so, despite decent economy. Whether a bigger-battery model will follow remains to be seen, but the fact is that more range and a few other refinements would quickly turn the E5 from a solid if uninspiring electric option to a top-tier contender.
