Holden Commodore vs Jaecoo J5

What's the difference?

So will the new Commodore become Australia's favourite car? I strongly doubt it, but it's not the car's fault, and it wouldn't be any different if it was a rear-wheel drive, V8, Australian-built sedan. Australian buying habits have just moved on, and diversified into a range of SUVs, small hatches and dual-cab utes. 

Taken as an all-new entry in Holden's revitalised line-up though, the new Commodore ticks all the important boxes required of a mid-size to large passenger car these days. It may not be anywhere near as exciting as a 6.2-litre Redline sedan, ute or wagon, but it’s objectively a far better car overall, and you should definitely give it a drive before dismissing it. 

The pick of the bunch in my eyes is the $39,490 RS Sportwagon with the 2.0-litre petrol engine. Yep, the best new Commodore is now a four-cylinder station wagon.   

Be sure to check out what James Cleary thought of the new Commodore in prototype guise here:

The Jaecoo J5 EV makes a strong first impression and a quieter long-term one. The J5 looks the part, feels comfortable and covers all the basics well, making it an easy choice for buyers who want an affordable, practical EV without too many compromises.

It’s a solid effort overall, though even at this lower price point a few more rear-seat features would be welcome - especially given this is the only grade currently available. However, it hits the right notes when it comes to ownership and value which will be its strongest pull.

Aside from the move to a front-drive basis, the other key difference between the new Commodore and those of the past is its shift from a classic three-box sedan shape to a sleek, five-door Liftback. Even the Sportwagon has an elegant arc to its roofline, which is arguably their most appealing design element. There are no Ute or Caprice bodystyles, and there never will be. 

The European-designed look is less macho than the bulging wheelarches of the VE and VF, but more in line with its European rivals like the Ford Mondeo, Volkswagen Passat and Skoda Superb. 

The best way to identify specific models is by their wheels, with the trim levels split between a more elegant body trim on the entry, Calais, Calais-V and Tourer variants, and sportier body kits with side skirts and a rear spoiler on the RS, RS-V and VXR flagship.

The interior look is also best described as elegant, with fresh shapes that flow cohesively into the door trims and centre console. There’s a general air of quality about it, but it’s let down by some cheap-feeling controls and switches, particularly the climate control knobs. 

The ZB’s overall size is bigger than you might think, with most dimensions fitting neatly between the VE/VF and the VT-VZ generation that preceded it. 

You might be surprised to learn it’s no lightweight either, with the heaviest Calais-V Tourer actually outweighing the portliest VF by 31kg. 

Interior dimensions are comparable with its predecessor, with the most significant differences being a narrower back seat thanks to its 36mm thinner body and 13mm less rear headroom in the Liftback (but 3mm more in the wagon).  

Before the decision was made to source the new car from Germany, Holden was planning a longer wheelbase for Australia. One specific requirement that did reach fruition is the availability of a V6 engine, which isn’t fitted to European versions.

Under the skin it rides on GM’s E2XX platform, which is a significant evolution of the chassis that underpinned the previous Insignia and the now-defunct Holden Malibu. 

Aside from having a say in every step of its design process, Holden engineers covered more than 200,000 kilometres of testing on Australian roads and at the Lang Lang proving ground.

This has been to fine tune the drivetrain calibrations, the steering, suspension, and even details like the sat nav and radio reception to suit our tastes and unique demands. 

Specific suspension tunes have been developed for four cylinder models, the V6 Calais, V6 RS-V and the Tourer, with unique setups between Liftback and Sportwagon bodies. 

The only version not to score an Australian suspension tune is the VXR, which was treated to a performance-focused setup at the Nürburgring in Germany. 

The Jaecoo J5 EV is a handsome-looking small SUV. Its suite of LED lighting, 18-inch alloy wheels and upright, robust silhouette give it plenty of presence, particularly for something positioned at the affordable end of the EV market. That said, originality isn’t really its strong suit. The design, especially from the rear, feels heavily inspired by a Range Rover. Imitation may be the highest form of flattery but Jaecoo could have pushed the design in a slightly more distinctive direction.

It looks good on the road, though, and inside, the J5 has a genuinely airy feel. Light-coloured synthetic upholstery and the expansive panoramic glass roof help the cabin feel open and welcoming, particularly from the front seats. The design is modern and tech-focused, with the large 13.2-inch display taking centre stage on the dashboard.

The overall layout is clean and undeniably premium in its presentation, though it doesn’t bring a great deal of personality with it. That’s becoming a familiar theme, especially in this part of the EV market, where minimalism and screens often take priority over character.

Another traditional Commodore trait to have taken a step backwards is its ability to carry three adults across the back seat. Admittedly only really an issue for taxi use, the ZB will certainly still swallow three, and likely three child seats, but less comfortably and more like the similarly sized Camry.

The Liftback’s reduced headroom didn’t matter for this 172cm tester, but if you were marginal in a VF you’d probably want to avoid spiking your hair.  

The cabin ticks all the other important boxes for a modern family car, including twin cupholders front and rear, bottleholders in each door and two ISOFIX child seat mounts in the rear. 

All get a good cluster of USB and 12V charge points, while the RS-V models upwards get a big bonus with wireless phone charging. 

The Liftback's boot space is only slightly down on before at 490 litres, but the huge opening created by the five-door design is so much more useful in the real world. It also brings a split-fold back seat for the first time in a non-wagon Commodore. 

The Sportwagon has lost around 100 litres in capacity though, but is still a very useful 560 litres to seat height or 793 litres to the roof. 

Holden’s local team has also developed a range of optional accessories for the Commodore, which includes a bonnet protector, weather shield, towbar, boot liner, floor mats, headlight protectors, sill guards, locking wheel nuts, roof racks and a cargo net, but there’s no sign of a cargo barrier, nudge bar or bullbar at this stage.

The Jaecoo J5 EV's cabin is spacious with both rows offering ample head- and legroom. A flat floor also helps the middle rear seat feel more usable than usual, which is always appreciated. Up front, the seats are very comfortable, with their added adjustment, heating and ventilation making a noticeable difference on longer drives. The rear seats are well padded with decent back support, so passengers in the second row shouldn’t feel short-changed.

Access to both rows is good with wide door apertures and an easy step in/step out height. My main quibble here is the keyless entry set-up. Unless you enable proximity unlocking through the multimedia system the doors aren’t truly keyless. Even then, the system can be inconsistent. That means occasionally having to reach for the key fob, which is frustrating when your hands are full.

Storage is one of the J5’s stronger suits. Up front, it’s easy to keep things neat thanks to a large glove box and a deep, if slightly narrow, middle console. There’s also a clever open shelf beneath a centre console that houses cupholders and phone storage, including a wireless charging pad. A small hidden pocket behind the media display adds to the storage count, although I’ll admit I regularly forget it exists.

Rear passengers get a couple of map pockets, drink bottle holders and cupholders. Beyond that, amenities are limited. There’s a single directional air vent and a USB-A port, but not much else to keep older kids or adults entertained.

Technology is fairly straightforward, although almost everything is accessed through the touchscreen. The multimedia system is crisp and responsive, with wireless Apple CarPlay and Android Auto working well, however it misses out on built-in satellite navigation and any meaningful apps. That said, there is a karaoke app tucked away in the system, which will undoubtedly delight someone, somewhere.

Charging options up front include a USB-A and USB-C port, along with a 12-volt socket. There’s also a USB-A port near the rear-view mirror, which is handy if you’re planning to install an aftermarket dash cam.

Jaecoo pitches the J5 as pet-friendly, with upholstery designed to be easy to clean and resistant to wear. In practice, I’d say that claim comes with caveats. Jaecoo clearly hasn’t met my son or my German Shepherd, and it took a fair bit of elbow grease to properly clean the cabin. Staying on top of messes will be key if you want the interior to keep looking fresh.

The boot offers up to 480L of capacity, which is strong for the class, and the flat load floor makes it easy to slide items in and out. There are no power ports or sockets, which feels like an odd omission for an EV. You also get a repair kit instead of a spare tyre, despite there being enough space to accommodate one. A 35L frunk adds some extra storage flexibility, and the powered tailgate is a welcome inclusion.

We’re testing the only Jaecoo J5 EV variant available at the moment, ahead of petrol and hybrid versions due to arrive later this year. Right now, it’s being offered with a limited-time drive-away price of $36,990. Once that offer expires, it reverts to a $35,990 MSRP, which sees it tie with the BYD Atto 2 Premium as the most affordable EV in its segment.

Step up from there and you reach the J5’s sister model, the Chery E5 Ultimate, priced from $40,990 MSRP. The MG S5 EV Essence 62 sits close by, starting from $40,490 MSRP.

On paper, the J5 hits a few more notes than its key rivals and that’s worth acknowledging. There’s a solid list of premium-style features, including electrically adjustable front seats with heating and ventilation, a panoramic glass roof, powered tailgate and synthetic leather-style upholstery.

Technology is similarly generous. You get a large 13.2-inch touchscreen multimedia display paired with an 8.88-inch digital instrument cluster, along with wireless Apple CarPlay and Android Auto. A 360-degree camera system is standard, as are two USB-A ports, a single 12-volt socket up front and a wireless charging pad.

That said, there’s only one USB-C port in the entire cabin, and no charging ports or power sockets in the boot, which feels like an odd omission in an electric SUV. Accessing the vehicle-to-load function also requires an adapter via the external charging port, rather than a more user-friendly internal outlet.

Despite its sharp pricing, the J5 is offered in just one high-spec grade and that raises expectations. In that context, the rear seat feels a little underdone. It misses out on several amenities you’d reasonably expect in a flagship-style model. While that’s not unusual for an EV at this end of the market, it still feels like a missed opportunity to stand out.

No, there’s no more V8, manual transmission or rear wheel drive, but the ZB’s options are more in sync with its newer rivals. 

For the first time since the VH, or 1984, the base engine is a four-cylinder petrol unit, but uses modern tech like direct injection and a turbo to boost power statistics to more than triple that of the infamous Starfire engine. Also seen in the Equinox, the new turbo motor’s 191kW is also notably 6kW more than the 5.0-litre V8 in the VL Group A SS (Walkinshaw), and 1kW more than the 3.6-litre V6 was making in top-spec VZ Commodores – so pretty good horsepower for its engine size.

MORE: If any Commodore engine problems or automatic transmission problems crop up, you’ll likely find them here.

The real story is its healthy 350Nm of torque, which is also more than what the same VZs were making, but on tap from a useful 3000-4000rpm.

The latest version of the 3.6-litre Alloytec V6 that’s seen duty in VZ, VE and VF models makes a reappearance as the new performance leader, but mounted sideways and turning all four wheels this time. In ZB trim, it produces 235kW and 381Nm, the latter from 5200rpm.

MORE: Find all ZB Commodore specifications here.

For the first time, you can also choose a diesel option with LT and Calais trims, which is a version of the engine used in the previous Opel Insignia. You’ll also find it under the bonnet of the Jeep Cherokee and Compass, and its applications spread as wide as the Alfa Romeo 159 that ended production in 2011. In Commodore guise, the turbo 2.0-litre engine specs are 125kW and 400Nm (available from 1750-2500rpm), and therefore taking out the torque trophy for the ZB range. 

Both petrol engines are paired with a nine-speed torque converter automatic transmission, while the diesel has an eight-speed gearbox. Both four-cylinder engines are front-wheel drive, while all V6 variants are all-wheel drive. 

MORE: What’s the difference between 4X4, 4WD and AWD

The all-wheel drive system is actually quite clever, using what’s called a Twinster twin-clutch rear differential for finite torque vectoring, or sending the just the right amount of power to each wheel. The system varies torque distribution between 100 per cent front and a 50/50 split. 

If you think the Commodore has gone soft, its towing capacity ratings also suggest otherwise, with a 2100kg maximum braked rating for V6 models matching the best offered previously. The four cylinder models are rated at 1800kg, which is 200kg better than what the previous 3.0-litre V6 and LPG models carried.

The Jaecoo J5 EV is powered by a single electric motor sending 155kW/288Nm to the front wheels. That’s enough to see it sprint from 0-100km/h in a claimed 7.7 seconds. Those figures stack up well relative to the J5's positioning in the segment.

This isn’t a performance-led EV and it doesn’t pretend to be. Instead, the J5 delivers its power in a way that feels competent and predictable rather than 'exciting'.

As you’d hope, the ZB sets a new Commodore benchmark for fuel consumption, with the diesel models managing a best official combined figure of 5.6L/100km. The petrol four-cylinder models also pip the VF’s best combined fuel economy figure of 8.3L/100km with 7.4 and 7.6L/100km for the LT, RS and Calais Liftbacks respectively. The Sportwagon versions wear 7.7 and 7.9L/100km figures, while V6 versions span 8.9-9.3L/100km combined ratings. 

It’s worth noting that the petrol four-cylinder engine needs premium 95RON unleaded to do its best, while the V6 is happy to run on regular 91RON unleaded. All versions have a 61.7-litre fuel tank. 

The Jaecoo J5 EV uses a Type 2 CCS charging port and can accept up to 10.3kW on AC power via a three-phase connection, along with DC fast charging speeds of up to 130kW. On a suitable fast charger, Jaecoo claims a 30 to 80 per cent charge can be completed in as little as 28 minutes. That’s a solid result for this segment, with only the MG S5 EV offering higher DC charging capacity and quicker top-up times.

The J5 has a 58.9kWh lithium-iron phosphate battery and a 402km (WLTP) driving range. Both its sister model, the Chery E5, and the MG have slightly longer ranges. It's not surprising but it means it's an EV better suited to the city where you can keep it regularly topped up.

Official energy consumption is listed at 14.3kWh/100km. After a mix of longer drives and urban running, my average settled around 15.4kWh/100km, which is a respectable result overall and broadly in line with expectations.

The Commodore we know and most of us love is just as famous for its quality driving experience as its local production and motorsport successes. So, the ZB has some big shoes to fill in this area. 

At the ZB’s media launch, we drove everything aside from the base LT or any diesel variant, over several hundred kilometres of pretty much every road condition. 

I’ll cut to the chase. There’s a genuine quality to the way they handle Australian road conditions. We drove them back to back with a UK-spec model at Lang Lang, and while you’d expect the local car to excel at its own test facility, the rear and front suspension work in harmony to handle mid-corner bumps with far greater stability than the alternative. The electric power steering weighting was also lighter, but it didn’t seem to lose any precision. 

You probably wouldn’t notice it driving to the shops every day or cruising on the highway, but this on-limit controllability could easily be the difference between life and death in an emergency. 

The turbo four is a surprisingly capable and refined package, and would honestly be my pick if I were in the market. It’s smoother and more tractable than the V6, so feels like it would deliver speed more readily than the bigger engine unless you were going flat out. 

Holden isn’t quoting official 0-100km/h acceleration figures, but we hear the petrol four is good for a 7.0 second-ish time, and the V6 will manage just over 6.0sec. So there’s really not much in it outright. 

Therefore it’s a shame you can’t get the Tourer with the petrol four, but because the combination is available in Europe, Holden could shift the line-up if there’s enough demand. 

The nine-speed auto does a pretty good job with either engine, and its electronic brain does a slick job of seamlessly adjusting its shift behaviour to your driving style. 

Holden isn’t quoting ground clearance figures, but all have enough to handle dirt roads, and while the 17-inch wheel equipped models match the VF II’s 11.4m turning circle, be aware that the 18-inch wheel variants blow out to 11.7m, the 19s are 12.7m, and Holden doesn’t quote a figure for the 20-inch equipped Calais-V Liftback and VXR.   

The only other surprise among the group we drove is the Calais-V Liftback, which is likely to be a bit too sharp in its ride for some luxury buyers on its big 20-inch alloy wheels. The Calais or one of the Tourers would be your best bet for comfort.  

The VXR performance flagship is a completely different personality to the SS models of the past. It’s nowhere near as fast, but is more of a grownup package that’s easier to get the best out of. 

Its more demure than the brash final VF IIs, and the V6 does make a pretty sweet note, even if half of it is coming from the speakers.

Nothing was ever going to replicate the romance and pride of the last SS, but all is not lost for fans of fast Holdens.

The Jaecoo J5 EV has plenty of power on hand, with good pick-up when you need it for hills or overtaking. It feels responsive enough for everyday driving, without ever feeling aggressive or overly eager.

Steering is light, and the suspension leans towards the softer side. Around town that works well, offering a comfortable ride. On faster roads or through corners, however, it can feel a little unsettled, and the J5 isn’t particularly convincing on the open road.

Visibility out the front and sides is strong and the driving position gives you a fairly commanding view of the road, which makes day-to-day city driving straightforward.

There are three levels of regenerative braking, but even on the lowest setting it can feel abrupt. Some passengers reported feeling queasy and maintaining a smooth, consistent speed can be tricky as the car has a tendency to lurch.

Parking is generally easy thanks to the J5’s compact footprint and a clear 360-degree camera system. That said, the aggressive regen braking can make low-speed manoeuvres, particularly reversing, more challenging than necessary, as it’s hard to get the car to creep smoothly.

The J5 hasn’t been assessed by ANCAP yet and is unrated but it has a good suite of safety equipment included. There are seven airbags, intelligent seat belt reminders, ISOFIX anchors, three top-tether anchor points, front/rear parking sensors and a 360-degree view camera system.

There’s also blind-spot monitoring, lane departure alert, lane keeping aid, forward and rear collision warning, side exit assist, a driver monitoring system, autonomous emergency braking and adaptive cruise control. The J5 EV misses out on emergency call capability.

Most of the driver assist systems aren’t intrusive, although the driver attention monitoring can ping more than it’s needed and the adaptive cruise control is best without the assisted steering on.

Holden is currently offering a seven-year, unlimited kilometre warranty with roadside assistance to help boost sales, but be on the lookout for the return of this deal if you miss out this time. Normally, the Commodore carries the standard three year/100,000km warranty. 

Service intervals are now 12month/12,000km, which have shifted from the previous 9month/15,000km terms.

Service costs are capped for the first seven trips to the workshop, with petrol models costing $259, $299, $259, $359, $359, $359 and $259, or a total of $2153 over seven years or 84,000km. The diesel is actually slightly better value at $259, $359, $259, $399, $359 and $399, or $2134 over the same period.

Ownership is one of the J5’s stronger points. The number eight is associated with good fortune in Chinese culture and Jaecoo has clearly leaned into it here!

It's offered with an eight-year/unlimited km warranty, eight years battery cover and roadside assistance, plus eight years of capped-price servicing where workshop visits average a low $190 per visit (which is very good).

Servicing is required every 12 months or 20,000 kilometres and for now the service network is fairly small, with around 50 centres nationwide. They’re mostly found in major cities, which is something to keep in mind depending on where you live.