Jaecoo J5 vs Mercedes-Benz Eqa350

What's the difference?

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.

On one hand, the EQA 350 4Matic has the styling, interior presentation, forceful performance and handling prowess to make you forgive its very expensive price tag, especially when so many rival EVs are also so talented.

But there’s too much that’s ordinary about this Mercedes to justify its huge ask, including a lack of that final polish in the way it drives and rides.

Despite being a recent release, the EQA is already feeling beyond its age. For the money, the 350 4Matic feels out of its depth.

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.

A high-riding hatchback (its handy 209mm ground clearance is only 4.0mm shy of the GLA equivalent), the smooth and handsome EQA is like an EQC that’s been left in a tumble dryer for too long, shrinking into its smaller proportions.

Along with the EQA's obvious electric powertrain inclusion, differences compared to the GLA include a blanked-out grille, a redesigned bumper, fresh wheel styles and a full-width LED tail-light treatment. 

All add some character to the rather amorphous donor car.

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.

Like the second-gen (H247) GLA, the EQA sits up high, offering lofty seating. That’s core to this range’s appeal, making getting in and out a less acrobatic feat compared to smaller and lower EVs.

The cabin is very similar to many of the second-generation MFA2 transverse-engine/front-drive-based Benzes like the current A-Class. That means solid looking and feeling doors and dash, upping the sense of quality. Very on-brand stuff.

This is a very modern and inviting interior, with those aforementioned screens set within a large rectangular binnacle. To the centre there are the trio of turbine-style air vents that still bring a spark of joy to the cabin (as well as seriously effective ventilation), along with the row of metallic toggle switches; both provide pleasing, high-quality sensory experiences.

It can lean towards overkill with a trashy night-club ambience if restraint is not exercised with the (configurable) coloured light show dotting the EQA's cabin. 

Not to everybody’s liking, but thankfully you can turn that stuff off, so no complaining necessary here.

You wouldn’t call the EQA particularly spacious with its curvy roof, snug sports seating, high waistline, narrow glass areas and thick pillars, but even 200cm-tall people should find enough legroom up front. There’s a sense of cosiness rather than crampedness.

The 350 4Matic’s sports seats do a great job holding and caressing you in, providing excellent bracing through tight corners. Three’s ample (powered) adjustment, including for lumbar and lower-back areas, as well as enough support for thighs. The cushions themselves are typically firm yet comfy. And the seats look great. 

The driving position is superb, ahead of a set of vibrant digital instrumentation choices that run the gamut of tastes, with the 'Classic' dial-like look and minimalist settings (reminiscent of Saab in its essentials-only display) included, so as to not scare away traditionalists. There is also a 'Progressive' screen that’s colourful and techy, though the info presented is a lot to take in.

What may not please conservative Benz buyers are the cheap-looking plastics dotted throughout the interior, along with the rattles that are regular companions, especially over less-than-smooth roads. 

This has been a bugbear of all MFA-platform vehicles for more than a decade now, and while better than in some previous models, the EQA at $100K should possess vault-like build quality, not squeaky trim.

And when will that small and flimsy gear selector stalk be binned?

Our test car’s ‘Hey, Mercedes’ voice control system was erratic at best, barely providing any assistance and regularly annoying/entertaining with misunderstood responses and laughably limited functionality. Was our example glitchy? Perhaps.

Storage is good. And, ergonomically, everything’s within reach of the driver, but there’s a lot to take in, with scattered switchgear.

It’s also worth noting that, if you’re new to the MBUX multimedia system, taking the time to learn its many functions and capabilities is advisable, as it’s more logical and simpler than the intimidating first impression suggests. 

A deft thumb is required for the steering-wheel spoke-actuated tabs for instrument data, but even technophobes ought to master it all eventually. 

The central part of the screen can be swiped to access the vast array of features, including the excellent audio system and detailed vehicle control settings.

Further back, passengers sit up high, giving a wide view of what’s happening up front, while the backrest is angled at just the right position. 

There’s not much fun to be had sitting on the raised middle bit, and shoulder space is seriously limited with three abreast, but otherwise, even adults should find sufficient legroom and headroom – even with the panoramic sunroof fitted.

Deep door pockets, face-level air outlets, reading lights and a folding armrest are to be found back there, though the latter includes a flimsy slide-out cupholder set that’s not worthy of the brand. 

Because there’s a battery pack in the rear half of the EQA, cargo capacity shrinks from the donor GLA's 435 litres to just 340L, while dropping the 40/20/40 backrests extends that into the cabin for a 1320L load space. Note there’s no spare wheel, just a tyre inflation kit.

People don’t buy these small crossover Mercedes models for space or practicality – that’s why the GLB/EQB exist – but the EQA isn’t too bad for the urban demographic which wants/needs a compact, high-riding EV with impressive ground clearance.

Does it represent good value for the price? We’re not so sure.

Starting from $96,900, before on-road costs, the EQA 350 4Matic all-wheel drive (AWD) costs over $15,000 more the established EQA 250 front-drive version.

That’s a lot of dosh, even in the world of expensive EVs, given that’s nearly in Tesla Model 3/Y Performance, new flagship Kia EV6 GT and range-topping Hyundai Ioniq 5 Epiq (with change) territory.

These are bespoke electric vehicles in that they’re designed from the ground up to be electrified, not internal combustion engine (ICE) models modified to take electric motors and batteries, as the EQA is. It doesn’t take much imagination to see the popular GLA small-car/crossover behind the badge.

The same applies to the GLB-based EQB, which at least offers a seven-seat version in the base 250, giving it a unique selling proposition. The 350 4Matic benefits from no such advantage against its fierce volley of foes.

Additionally, the Mercedes must battle some pretty impressive yet cheaper ICE-based EV AWD rivals, including the Volvo XC40/C40 Recharge Twin fraternal twins, Polestar 2 Long Range Dual Motor and coming BMW iX1 xDrive30.

As the Stuttgart EV isn’t measurably ahead and is sometimes even behind these in performance, efficiency, range and charging capacity, its pricing seems needlessly steep.

Unfortunately, the 350 4Matic isn’t brimming with extra standard features to compensate, either.

Along with that second motor and AWD, your $15,200 premium over the 250 scores an AMG makeover inside and out, with an AMG Line Sports exterior treatment, 20-inch AMG alloys, AMG interior trim with synthetic leather and suede seat material, a leather AMG steering wheel, aluminium pedal covers and a top-stitched dash.

The 250’s optional 'Vision Package' is also thrown in, bringing a panoramic sunroof and surround-view camera.

You’ll also find dual keyless entry/go, electric and heated front seats, dual-zone climate control, ‘Hey, Mercedes’ voice control, a wireless smartphone charger, two 10.25-inch screens (for instrumentation and multimedia touchscreen), Bluetooth connectivity, wired Apple CarPlay/Android Auto, digital radio, satellite navigation, 10-speaker audio, ambient lighting, a powered tailgate and adaptive dampers.

On the safety front there are LED headlights with high-beam assist, autonomous emergency braking, blind-spot monitoring, lane-keep assist, adaptive cruise control, evasive steering assist and parking sensors all-round.

However, items that can dial up the glamour for potential buyers in EQA adverts, also cost thousands of dollars extra, such as a head-up display, hand gesture activation for several vehicle functions and the 'MBUX' augmented reality for navigation.

There’s a Wallbox from $1710 (before fitment) for personal parking-space charging, bringing a Type 2 AC Charger, 22kW single-phase and three-phase charging. 

A free Chargefox subscription is also part of the deal. But are all these enough?

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'.

The EQA 350 4Matic features an asynchronous motor and a single-speed reduction gear transmission under the bonnet, delivering 140kW of power and 385Nm of torque to the front wheels, and supported by a second, permanently excited synchronous motor located on the back axle.

'Dual E-motor' total outputs are 215kW between 7130-9506rpm up front and 5746-7661rpm for the rear motor, for a 520Nm torque total, from zero rpm. 

Drive is infinitely variable on both axles, for AWD capability. Tipping the scales at 2091kg (kerb), the 350 4Matic’s power-to-weight ratio is an impressive 103kW per tonne.

Result? Some six seconds is required to race from 0-100km/h, on the way to a 160km/h top speed.

The EQA employs a 66.5kWh lithium-ion battery pack fitted between the axles, with a maximum 11kW AC and 100kW DC charging capability.

Suspension is via MacPherson-style struts up front while a multi-link arrangement is out back. Steering is by electrically assisted rack-and-pinion.

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.

Using WLTP figures, the EQA 350 4Matic’s official consumption figure is 17.9kWh/100km. Maximum range is rated at 400km.

At pick-up, our EQA was displaying a 395km maximum range availability. After 273km of a mix of city, urban and freeway driving, our car showed 47km of range left, which means we could expect up to 320km in real-world driving scenarios. 

That did include some performance testing, which tends to suck out the kilowatts, by the way.

Our trip computer showed the vehicle had consumed 20.8kWh/100km on average.

Like the EQB, the EQA offers varying levels of energy recuperation to help recharge the battery pack. In ‘D Auto’ it figures out the level of resistance automatically, but drivers can also choose to do this manually via ‘D+’ that provides coasting, ‘D’ that brings mild regeneration off-throttle, and ‘D—’ that activates maximising regen for close to single-pedal driving. These are paddle activated.

Cables for home charging with three-prong outlets are included – an eight-metre long one plus a five-metre public charging cable.

Mercedes says a 100kW DC charger will take an EQA from 10-80 per cent charged in 30 minutes, while an 11kW AC public outlet needs seven hours, and at home using a regular 3.0kW 10-amp socket requires at least 34 hours.

Mercedes also offers a Wallbox with up to 22kW charging capability for your home or office from $1710, not including installation. That drops the charging time to under eight hours, which is ideal for overnight-home or all-day work charging scenarios.

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.

Probably the most impressive thing about the EQA 350 4Matic is how effortless, easy, and fun it is to drive, whether around town or out on the open road.

Slot the flimsy drive selector to D and this wastes no time moving off the line, streaking past 100km/h even more swiftly than the 6.0s official time suggests. 

The Mercedes powers along with strong acceleration available at all times. With such instant torque on tap, this is a treat weaving through traffic, zipping into rapidly closing gaps like a little go-cart.

At slower speeds, even in slippery conditions, the 350 4Matic feels glued to the road, possessing tons of grip wearing Pirelli P Zero 235/45R20 rubber, to help it carve through without breaking a sweat, pulled along by endless torrents of torque. Just a slight flex of your right foot has this car bounding ahead in no time.

Armed with nicely weighted and responsive steering and a planted yet agile chassis, all the makings are present for a premium electric hot hatch experience. 

However, there’s just a bit too much weight, which seems to manifest itself in somewhat top-heavy handling at higher speeds or through fairly tight corners. 

In such conditions, the Benz feels a bit nervous and a tad skittish, and not quite as composed as we’d hoped.

Disappointingly, while there’s regenerative braking using the steering paddles, it doesn’t quite bring the car to a full stop, but instead slows it down with enough force to wipe off most but not all of the speed. You can’t rely on full stop/go single-pedal braking, then.

Finally, there’s the suspension’s ability to cope with our patchy road surfaces. Over big bumps, ride comfort is fine, but smaller-frequency ones are all-too-often felt. 

There’s an underlying firmness to the chassis tune that’s in keeping with the EQA’s German heritage, but we expected more suppleness and isolation in a high-riding SUV equipped with adaptive dampers.

Plus, there’s more tyre/road noise than we’d like.

So, as a sprightly urban runabout, the EQA is ideal, with forceful acceleration and a slick powertrain. Backed up by the security of AWD, the 350 4Matic is great in inclement weather, too, with exceptional roadholding dynamics. But it isn’t quite as agile nor sophisticated and refined as we’d like a $100K Mercedes EV to be.

On the ANCAP website, a EuroNCAP-tested EQA scored a five-star crash-test safety result. This was conducted in 2019.

Included is Mercedes’ 'Driver Assistance Package' that features, among other safety items, autonomous emergency braking, blind-spot monitoring with an exit warning that alerts the driver to approaching cyclists or vehicles if the door begins to open into their path, lane-keep assist and adaptive cruise control, as well as evasive steering and a ‘Parking Package’ featuring front and rear parking sensors and a surround-view camera.

There are also nine airbags, made up of front, pelvis side and window bags for driver and front passenger, and side and curtain airbags for rear occupants. There’s also a knee airbag for the driver.

The AEB with forward collision warning works between 7.0km/h and 200km/h, and offers pedestrian and cyclist protection day or night. The 'Active Lane Assist' tech operates between 60km/h and 200km/h.

The EQA makes a sound for pedestrians and other warns other road users that’s audible at speeds below 20km/h, plus a reversing tone.

Along with a trio of child-seat tether anchorages, the EQA’s rear seat base is fitted with two ISOFIX attachments.

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.

Mercedes-Benz offers a five-year/unlimited kilometre warranty.

The battery pack warranty is also industry-standard, valid for the usual eight years/160,000km. Service intervals are every year or 25,000km.

There is no capped-price servicing, however buyers can purchase up-front when new to save money. 

The EQA 'Service Plan' starts at $1600 for the first three years/75,000km (whichever occurs first), $2200 for four years and $2650 for five years.