Jaecoo J5 vs Volkswagen Amarok

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.

It’s been developed with adventurous four-wheel-drive enthusiasts in mind, but we don’t know exactly what it will cost. However, given the current ballpark estimate, the value equation will likely stack up well and things like safety and the ownership package are solid. And we know it’s tough and capable in rough going, which is the main point, after all. This package works brilliantly well.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

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.

The Amarok is already a sleek-looking dual cab and the ‘Clear White’-only 10 Deserts Edition picks up unique black badging, a standard black tonneau cover and 17-inch satin ‘Asphalt Black’ alloy wheels shod with all-terrain rubber. More hardcore off-road tyres are a no-cost option, which is a nice touch, and there are black side steps and a ‘Asphalt Black’ mesh grille with ‘Bolder Grey’ inserts.

An ARB lift kit raises ground clearance by 40mm, from an already decent 235mm to 275mm, and ‘Genuine VW’ underbody protection is added.

The interior is cool, calm and collected in typical VW fashion with a predominantly dark grey colour palette highlighted by silver and brushed metal accents.

The 8.0-inch digital instrument display and 10.1-inch multimedia screen look contemporary without being garish, and there’s a workable mix of digital and physical controls, with climate being the former and audio the latter.

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.

At just over 5.3m long, a little more than 1.9m wide and close to 1.9m tall (with a 3270mm wheelbase) the Amarok lives within the same dimensional footprint as key competitors like the Ford Ranger, Toyota HiLux and Isuzu D-Max.

Up front, it's easy to get in and out thanks to big door apertures and this limited edition’s slightly higher ride height. There’s plenty of breathing space and good separation from your co-pilot.

In terms of storage there are door bins with room for decent size bottles, a couple of cup/bottle holders in the centre console, a lidded storage box between the seats (which doubles as a centre armrest), a wireless charging pad ahead of that, two glove boxes, a shallow well in the centre of the dashtop and a drop down sunglasses holder.

In the back, sitting behind the driver’s seat set to my 183cm position, there’s plenty of head, leg and toe room.

Three full-size adults across the second row will be okay for short to medium trips and a trio of up to late teenage kids will be fine. There are bins in the doors with room for medium-size bottles, a fold-down centre armrest with a pair of cupholders and map pockets in the front seat backs.

On the not so good side, there’s no individual ventilation control for back-seaters and the only power option is a 12-volt socket with USB-A and -C ports confined to the front only. Shout out for the USB input in the mirror housing for a dash cam, though.

The roughly 1.5m long by 1.2m wide illuminated tray will accommodate a Euro pallet between the wheel arches. There are multiple tie-down rings and tailgate closing is assisted.

Maximum towing capacity for a braked trailer is 3500kg (750kg unbraked), a full-size spare is on-board and there are two towing hooks at the front.

Although it’s being cagey on exact pricing at this stage, Volkswagen says the Amarok 10 Deserts Edition will be positioned between $65 and $70K (likely closer to former than the latter).

The Amarok Life TDI500 this car is based on boasts a healthy standard equipment list including LED headlights, daytime running lights and fog lights, adaptive cruise control (with stop/go), alloy rims, a towbar, wireless charging and tailgate lift assist plus wireless Android Auto and Apple CarPlay. 

There’s also six-speaker audio (with digital radio), single-zone air-con, electrically folding and heated exterior mirrors (with courtesy lamps), auto headlight and high-beam control, a leather-trimmed steering wheel and gearshift, and auto rain-sensing wipers.

Not a bad fit-out, even before adding the extra 10 Deserts kit (see Design) and that prospective price puts it between the existing Amarok TDI500 Life ($59,490) and Style $69,740), both before on-road costs, and a step up from Ford’s close to $57K limited-run (1500 unit) Ranger Black Edition.

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 record-breaking Amarok was a V6 Style, but this limited edition is based on the Amarok TDI500 Life, so a 2.0-litre turbo-diesel four-cylinder engine sits under the bonnet, sending 154kW/500Nm to the rear, or all four wheels, via a 10-speed automatic transmission.

This twin-turbo, dual-overhead cam unit is shared with the Amarok’s twin under the skin, the Ford Ranger (where it’s referred to as the ‘Bi-Turbo’), and the selectable all-wheel-drive system features three driving modes - 2H, 4H & 4L - and there’s a mechanical rear diff lock.  

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 TDI500’s official fuel consumption figure on the combined (urban/extra-urban) cycle is 7.2L/100km. With an 80-litre fuel tank on board, theoretical range is around 1100km.

Stop-start is standard, but we’ll have to wait for an as-tested figure, as this launch drive leant heavily into arduous off-road work.

For reference, in previous testing we’ve recorded real-world consumption closer to 10.0L/100km for this Amarok powertrain, which would deliver a driving range of around 800km.

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 Amarok TDI500 is easy and effortless to drive on the open road. Peak power of 154kW (at 3750rpm) is adequate, but it’s the 500Nm of pulling power, delivered exactly where you want it at just 1750rpm, that sets the tone.

With 10 ratios to cycle through, the auto transmission also helps keep things in the sweet spot and while you’re aware of a certain amount of diesel thrum under acceleration, in this type of ute that’s more reassuring than annoying.

Suspension is by double wishbones and coil springs at the front with leaf springs supporting a live axle at the rear. And as is typical for a ute with this set-up (particularly unladen) bumps on a typical B-road make their presence felt, but not to an alarming degree.

We drove it on loose dirt roads and some challenging trails (which we’ll get to shortly), but overall it feels capable and pretty well planted on the road.

The steering is electrically assisted and there’s a good connection between your hands on the wheel and the tyres on the road.

Standard 17-inch alloys are shod with 225x70 Continental CrossContact ATR (all-terrain) tyres and they’re civilised on the highway. Also worth noting more aggressive off-road-focused rubber is a no-cost option, which is a nice touch.

The brakes are discs front and rear, which is notable because the entry-level Amarok Core is fitted with drums at the back.

On the open-road and in slow-going off-highway, where you’re constantly feathering the brakes during steep declines, braking remains strong with a progressive pedal feel. 

The off-road section of the launch drive was more about the nature of the terrain than ultra-steep inclines or declines.

Big boulders, cavernous ruts, bulging tree roots as well as loose gravel and sand surfaces were the flavours of the day and the Amarok did a great job.

Standard approach, departure and ramp-over angles for the Life TDI500 are pretty solid, but an extra 40mm of ground clearance makes a big difference. 

Worth noting the 10 Deserts Edition held its own with the more heavily modified V6 Style that set the Guinness record, which we also had a chance to steer.

With around 80kg less weight on the front axle, the four-cylinder feels agile and eager in the rough stuff and we saw some impressive axle articulation as the suspension and drive systems helped the Amarok pick its way through the most difficult sections.

We stepped our way through two-wheel high, four-wheel high and 4WD low modes, pulling in the diff lock only when things got hairy.

In terms of miscellaneous observations, it’s worth noting the turning circle is 12.8m. The Amarok is a sizeable vehicle and you’d expect the turning circle to be up there, but just be prepared for a reasonably wide arc when you’re parking or making three-point turns. 

And the front seats are a stand-out. They’re pretty much sports editions - grippy and comfortable even after a full day behind the wheel on- and off-road. And their lateral support keeps you nicely located in the corners.   

The Amarok was given a maximum five-star ANCAP assessment in 2022 and active (crash-avoidance) tech includes AEB (with pedestrian and cyclist monitoring), lane keeping assist and lane departure warning, adaptive cruise control (with stop and go function), rear cross-traffic alert, blind-spot monitoring, hill-descent control, tyre-pressure monitoring, driver fatigue alert, roll-over mitigation and trailer sway control.

There’s also ‘Swerve Steer Assist’, road and speed sign recognition, front and rear parking distance controls, and a reversing camera. That’s an impressive suite for the category.

If a crash is unavoidable, there are nine airbags onboard - dual front and front side, dual front knee, full-length side curtain and a front-centre bag to help reduce the chance of head clash injuries in a side-on crash. Again, above average.

The Amarok scores well with ANCAP for vulnerable road user protection, multi-collision braking minimises the chances of secondary collisions following an initial impact and there’s an auto emergency call-out function able to sense if the driver is incapacitated following an airbag deployment.

Important to note there are top tethers and ISOFIX anchors for baby capsules and/or child seats on the outer rear seat positions only.

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.

Volkswagen covers the Amarok with a five-year/unlimited-km warranty, which is expected in the mainstream market.

Service is recommended every 12 months/15,000km, which is pretty handy, and the price averages $360 for the first five years, which is competitive for the class and price point.

Fixed price three- or five-year plans are also offered, which brings a modest discount and locks in the pricing. Twelve months of roadside assistance is complementary, renewed for another year each time you service the car at an authorised VW dealer.