Jaecoo J7 vs Mercedes-Benz Evito

What's the difference?

Based on our initial drive I certainly think the J7, especially the SHS Summit, does make a pretty compelling case to be on the consideration list for anyone looking to buy a mid-size hybrid SUV - plug-in or not.

It has a polished design, loads of tech and a fuel-efficient powertrain that provides adequate performance. But the real selling point is the price, which undercuts its key rivals to ensure it has your attention, especially in these days of increasingly expensive family vehicles.

And while the J7 certainly has appeal to design-oriented buyers and people that want something ‘cool’ or just different, the value it offers gives it mainstream appeal.

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

It’s arguably the best-looking mid-size van on the market, particularly with the optional enhancements fitted to our example. And its longer (km-based) service intervals and capped-price servicing costs offer substantial savings compared to a diesel Vito equivalent.

However, the eVito has a much higher purchase price, smaller payload, shorter driving range, can’t tow a trailer and feels a tad under-powered at low speeds. Plus filling its battery with fresh charge takes much longer than filling a tank with diesel, which may or may not be an issue depending on planned usage.

Therefore, a buyer would need to have not only a sizeable purchasing budget but also very specific and resolute criteria for this vehicle to shine in a commercial role.

Design is an interesting subject to discuss with the J7, as it manages to simultaneously have a bold and distinctive look from some angles and yet has clearly been inspired by some other, more famous, premium brands from others.

To be blunt, from certain angles - namely the side profile and rear three-quarter - the J7 could be mistaken for a Range Rover Evoque at a distance. Obviously taking inspiration from rivals is nothing new in the car industry and the Jaecoo designers have also managed to give the J7 its own look when you get a bit closer and notice the details.

The most noticeable of these is the ‘waterfall-like’ grille, that the brand says symbolises “the life force of nature”, but also gives it a front profile that can’t be mistaken for anything else. Especially with the prominent ‘Jaecoo’ badge large and proudly placed in the middle of the grille - leaving you in no doubt what this is.

Overall, I’d call the exterior look of the J7 cohesive and leaving a more premium impression that what we’ve seen with Chery.

Inside, Jaecoo has followed the modern trend of going digital, with a small digital instrument display and then a larger central touchscreen. It provides a clean, modern look that leaves a good impression.

The Jaecoo designers also focused their attention on the touchpoints, elements like the door handles and arm rests, to try and give them a more premium feel. The trims used inside are also a cut above what we’ve experienced on other Chery models, and while not at a true luxury level, do stand out for what is a mainstream SUV.

One other major element of the SHS interior design worth mentioning is the central console, between the front seats. That’s because it’s unique in the SHS, offering a completely different layout to the petrol-powered models. The SHS moves the gear selector to the steering column, freeing up more small item storage space and cup holders, as well as a split-opening central storage box (instead of a rear-hinged one).

The eVito’s front-mounted electric motor drives the front wheels. Its lithium-ion battery is located beneath the standard Vito floor to ensure load volume is not reduced. This substantial battery is as wide as the load floor and extends from just behind the front wheels to just ahead of the rears. Its charging port is located behind a spring-loaded body flap ahead of the left front wheel.

It rides on a 3200mm wheelbase with 5140mm overall length, 1928mm width and a kerb-to-kerb 13-metre turning circle, with 1916mm height allowing access to underground and multi-storey carparks. It’s equipped with strut-type front suspension, semi-trailing arm/coil spring rear suspension and four-wheel disc brakes.

From a space perspective the J7 offers up reasonable room for an SUV of this size, but falls short of the class-leaders in a few key areas. The front seats are nice and comfortable, and while the rear seats are well-appointed (with air-con vents and USB inputs) space is adequate rather than generous.

The same can be said about the boot, at least on the SHS grade. It’s on the smaller side for an SUV of this size, measuring 500 litres, compared to 542 litres offered by the RAV4 and 574 litres in the Sealion 6. And it’s even more disappointing when you factor in the lack of a spare wheel, with only a tyre repair kit under the floor.

Thankfully the 4WD offers the same space (500L) but gets a full-size spare, while the 2WD models have a claimed 584L and a temporary spare. 

As for the technology, the decision to go for the one big central screen for all infotainment provides a hi-tech, clean look but it does lead to some obvious compromises.

Namely, the lack of any physical buttons (save for the hazards, unlocking and EV function) is disappointing from a user experience perspective. As many brands have found, screens have a ‘wow factor’ and save on the cost of buttons but are more challenging to operate when you’re on the move and that’s the case with the J7.

Obviously having Apple CarPlay or Android Auto makes for a familiar experience, but if you have to dive into the extensive Jaecoo-specific menus it can become difficult and distracting.

With its hefty 2318kg kerb weight and 3200kg GVM, the eVito has an 882kg payload rating. That is 183kg less than a diesel equivalent (119 Vito MWB RWD), given that the eVito is around 300kg heavier than the ICE version largely because of its battery.

And unlike the diesel alternative, which is legally rated to tow up to 2500kg of braked trailer, the eVito has no tow rating, which is consistent with other electric vans we’ve tested and a potential deal-breaker for tradies.

The cargo bay offers a competitive 6.0 cubic metres of load volume and is accessed through sliding doors on each side (822mm openings), with large internal assist-handles on the bulkhead. Rear cargo bay access is through a swing-up tailgate, which can limit the use of forklifts not fitted with extendable tynes. All doors and walls are internally lined.

The load area is 2678mm long, 1709mm wide and 1392mm high. With 1270mm between the rear-wheel housings, it can carry two 1165mm-square Aussie pallets or up to three 1200 x 800mm Euro pallets, secured by eight sturdy load-anchorage points.

The cabin bulkhead has a cavernous open storage area at its base which is handy for storing ropes, straps etc. The upper section of the bulkhead protrudes about 20cm into the openings of the side sliding doors which may obstruct loading of large items.

Cabin storage includes a large-bottle holder and bin in the base of each door, with smaller bins at mid-height. There’s also an overhead glasses holder, two cupholders and three open bins across the top of the dash, a single glovebox and a hidden compartment beneath the passenger seat which is handy for storing small items or valuables out of sight.

Our test vehicle is the eVito Panel Van MWB (Medium Wheel Base), which comes equipped with a single 85kW/360Nm electric motor and a 60kWh battery for an eyebrow-raising list price of $91,051 plus on-road costs.

Our sparkling example looks more upmarket than the standard offering, as it’s equipped with the optional $2779 Sport Package comprising metallic paint (Brilliant Silver on ours), body-coloured front and rear bumpers, black roof rails, fog lamps, black leatherette upholstery and a choice of 17-inch alloy wheels. These good-looking rims are fitted with 225/55R17C Dunlop Econodrive tyres and there’s a standard full-size steel spare.

Other options, including premium infotainment and electronic interface functions, cargo bay wood-flooring/LED lighting and more, raise the as-tested list price to $99,871 - which means you’re looking at six figures to drive away in this stylish two-seater.

So, what’s a $100K electric Mercedes-Benz van include as standard equipment? Let’s start with a conspicuously long (8.0 metres) charging cable stored in a vinyl bag. There’s also a chrome grille, tinted windows and heated door mirrors, but headlights/daytime running lights/tail-lights are halogen when you’d expect to see LEDs at this price.

Inside, there’s a full steel bulkhead (with large window) separating the cabin from the cargo bay, a leather-wrapped and two-way adjustable multi-function steering wheel, two USB ports, high-gloss black trim appointments in the upper central console, and a chrome interior package including air-vents, air-con dials, door-handles and surrounds.

Also standard are ‘Comfort’ bucket seats for driver and passenger with heating, base-cushion length adjustment, fold-down inboard armrests and powered adjustments including height/reach lumbar support. The infotainment system has a relatively small 7.0-inch touchscreen, but there’s digital radio, voice command and multiple connectivity including Apple/Android devices.

The J7 range has a choice of two powertrains, an internal combustion engine and the plug-in hybrid.

The 2WD and AWD are powered by the same 1.6-litre turbocharged four-cylinder petrol engine that makes 137kW and 275Nm. It’s paired to a seven-speed dual-clutch transmission, with the only major difference between the two models (obviously) being the driven wheels.

The SHS combines a newly-developed 1.5-litre four-cylinder turbocharged petrol engine, which makes 105kW, with a 150kW electric motor and a single-speed transmission.

Despite the electric motor, the SHS isn’t what you’d call ‘fast’ with a 0-100km/h time of 8.5 seconds, which the 2WD can reportedly better by taking just 8.1 seconds.

The eVito’s single electric motor drives the front wheels via a single-speed transmission. It produces 85kW of power and 360Nm of torque from the energy stored in its 60kWh battery.

Using the steering wheel paddles, drivers can switch between five energy-recuperation modes to optimise battery range and reduce manual brake use. These range from D- (strongest deceleration/recuperation) through D, D+ and D++ which progressively reduce these effects. DAuto uses a radar sensor to automatically adjust the recuperation level according to surrounding traffic.

There are also three switchable drive modes comprising E+, E and C, which allow drivers a choice of energy consumption/performance levels.

The SHS is equipped with an 18.3kWh lithium-iron-phosphate battery that provides a claimed 90km of electric-only driving range and helps the J7 achieve a claimed fuel consumption figure of just 1.0L/100km.

Jaecoo also quotes an EV-only range of up to 106km, but that is on the NEDC cycle, which is not as relevant for real-world driving than the WLTP test cycle that returns the lower figure. Even with the lesser number, 90km of EV-only driving will be more than enough for most people to do their daily commutes.

Jaecoo claims the SHS has a theoretical driving range of 1200km, thanks to its 60-litre fuel tank. However, to achieve that economy you need to run the J7 in its hybrid state, so somewhere closer to 1000km is more realistic - if you have a really light right foot.

As for the petrol-only models, the 2WD uses a claimed 7.0L/100km and the AWD 7.8L/100km.

This is one area where the entire Chinese car industry, not just Chery/Jaecoo, have a ways to go to become not only competitive but genuinely stand out. Dynamically the J7 is average, not bad, just very ‘mid’ as the kids say. It doesn’t do anything particularly badly, but nor does it do anything particularly well.

The steering is nice and light, which will be good for navigating traffic and car parks, the ride lacks control but isn’t uncomfortable and the performance of the SHS powertrain is smooth but not spectacular, at least from a performance perspective.

This might sound like a ‘motoring journalist’ argument, but we’ve seen in the past when brands, specifically Hyundai and Kia, hired local experts to fine-tune the ride and handling of vehicles it resulted in a better experience and helped translate into sales.

With some more fine-tuning to improve the ride, and therefore the comfort, the J7 could be near the top of the class not only in terms of value but also the driving experience.

It’s easy to get comfortable given the height/reach adjustable leather-wrapped wheel and powered multiple seat adjustments, which include base cushion rake and height/reach lumbar support. The base cushion can also be manually extended for more under-thigh support by sliding the front section forward.

There’s good eyelines to the door mirrors and, thanks to the large window in the cabin bulkhead, the central rear-view mirror has an unobstructed view through the tailgate window. The passenger-side mirror’s wide-angle view, combined with active blind-spot monitoring, help to minimise the large blind-spot over the driver’s left shoulder that all solid-walled vans share.

Steering is nicely weighted and communicative, unladen ride quality is supple thanks to its four-coil suspension, and four-wheel disc brakes provided reassuringly strong braking response. However, there was also noticeable tyre noise intrusion at speeds above 60km/h on coarse bitumen surfaces.

Acceleration from standing starts feels leisurely at best, even when using full power. This is when the eVito’s 2.3-tonne kerb weight is noticeable, which is not surprising when you compare its weight-to-power and weight-to-torque ratios with a diesel Vito (MWB) equivalent.

For example, based on kerb weights, the 119 CDI Panel Van (140kW/440Nm) has to move 14.2kg/kW and 4.5kg/Nm compared to the eVito’s much heavier 27.3kg/kW and 6.4kg/Nm.

However, the power delivery is seamless and once up to cruising speeds the response noticeably improves, fortunately in the 60-80km/h range where much city and suburban travel occurs. The key to fluent progress in traffic is maintaining momentum.

To test its load-hauling ability, we inflated the tyres to the recommended pressures and forklifted 650kg into the cargo bay through the side doors. Combined with driver and equipment, this equalled a 750kg (three-quarter-tonne) payload which was about 130kg short of its maximum rating.

With the cargo bay load positioned well ahead of the rear wheels, the rear suspension only compressed 25mm with no risk of bottoming-out over bumps.

Our 50km test route comprised mostly city and suburban routes (for which this vehicle is tailored) plus some highway driving. There wasn’t a noticeable drop in handling, braking or ride quality with this payload, although standing-start acceleration felt more subdued as you'd expect.

There is currently no ANCAP rating. Even so, it comes with a suite of standard passive and active safety features including front, thorax and window airbags, AEB, blind-spot monitoring with rear cross-traffic alert, lane-keeping, active parking assist, crosswind assist, front/rear parking sensors, DRLs, active cruise control, reversing camera and more. There’s no speed sign recognition, though.

Jaecoo is giving would-be buyers every reason to take a chance on a new name. The J7 will be covered by an eight-year warranty, which again, adds to the premium experience as that’s an extra year to what Chery offers.

Jaecoo is also offering eight years of capped-price servicing and roadside assistance for J7 buyers. The vehicle will require annual services, but you’ll be paying $3372 to keep the SHS maintained those first eight years. 

Naturally, the less-complex 2WD and 4WD models are slightly cheaper, with the 2WD servicing tallying $2952 and the 4WD setting you back $3332.

The eVito has a five-year/250,000km vehicle warranty with an eight-year/160,000km battery warranty and a 24-hour roadside assist support package. Scheduled servicing is every 12 months/40,000km whichever occurs first. Capped pricing for first five scheduled services totals $2432 or an appealing average of $486 per service.