Jaecoo J8 vs Mitsubishi Triton

What's the difference?

It is hard to argue with the sheer amount of stuff you get in the J8 for the price. And that long warranty and capped price servicing program remove the stress of buying into a new brand.

The J8 might be more car than most people need due to its size and lack of third row seating.

It’s okay to drive but isn’t class leading and no hybrid option will count it out for the ever increasing number of Aussies looking to petrol-electric power.

The J8 is a solid machine and well worth a look if you are after glitz and glamour on a budget.

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

Apart from its distracting driver attention monitor, we can't see any major flaws that would detract from this vehicle’s comfort, practicality and performance when serving as either a utilitarian 4x4 workhorse or back-to-basics 4x4 dual cab for adventures off the beaten track.

The J8 looks familiar but it's hard to remember where you’ve seen it before. There are shades of Mazda, Mercedes-Benz and Range Rover scattered throughout.

The J8 looks more native Jaecoo than the smaller J7, but either way it's a handsome machine in the metal.

Its large, prominent front grille with thick vertical slats gives it presence on the road. This is paired with a big JAECOO badge on the grille and dynamic LED headlights and DRLs.

It has a sleek side profile and does away with gaudy panel creases and sharp edges, which helps project its premium persona. This design is highlighted by its hidden door handles, well integrated roof rails and rear spoiler.

There is a rear light bar, which is the current must have styling item, and connects the tail-lights

Inside is where the action is.

It looks proper luxe, with soft touch and textured inserts all over. We spent the majority of our time in the Ridge AWD and on top of the dash is a type of soft synthetic suede and there are wood veneer-type inserts that give it a touch of class as well as some piano black highlights and plenty of premium feeling materials.

Even in the back seat, where some brands can cut costs, the J8 has a quality feel to it.

It is an impressive space for circa-$50,000.

Our test vehicle rides on a compact 3130mm wheelbase and is 1865mm wide and 1795mm tall, which combined with a 12.4-metre turning circle makes it agile and easy to manoeuvre both on and off-road.

Speaking of which, its all-terrain credentials include 228mm of ground clearance, a useful 30.4 degrees approach angle (without bull-bar) and 23.4 degrees ramp breakover angle, with the departure angle dependent on the type of tray fitted. These numbers would be more than adequate for accessing rugged worksites.

Its front suspension is double-wishbone with coil-springs, paired with a robust leaf-spring live rear axle. Brakes are front discs and rear drums and it has electric power-assistance for the rack and pinion steering.

Looks are subjective of course but we reckon it has a robust and purposeful appearance in cab-chassis form, particularly with the accessories fitted to our example.

Chrome is all but extinct in its predominantly grey interior. However, hard surfaces on the centre console and door-pulls have a synthetic carbon-fibre finish, which adds a touch of style to a low-maintenance cabin that won’t get trashed by spilled coffee or muddy boots.

You also won’t find fancy features like digital instruments (it has analogue speedo/tacho) or an electronic handbrake (this one’s the good old manual lever). Plus there’s physical dials for audio volume/tuning and ‘piano key’ buttons for the cabin’s climate control, which ensures no distracting touchscreen prompts when driving.

Having only five seats in a car this big feels like a waste of space, and in reality it is. You’re now driving a very big and bulky car without the people carrying pros.

Very rarely will you need to use the giant 738-litre boot, but the ability to carry children’s friends or extended family is probably a more useful and regular scenario.

Up front there are plenty of storage options with lots of nooks and crannies in the centre console, including a sizeable and deep bin and good size pockets on the doors. Cupholders for both rows are a plus, too.

USB charging points for both rows are great. If you like to connect to Apple CarPlay via a cord and not wirelessly the port is down near the front seat passengers right foot, which is hard to access.

Additionally the wireless device charger is on the passenger side of the console. Both are hallmarks of a car originally designed to be driven on the other side of the road.

The back seat is huge, there is ample leg, shoulder and head room and it can easily accommodate adults or large teenagers.

With a kerb weight of only 1993kg (without tray) and 3200kg GVM, our test vehicle has a 1207kg payload rating. However, after you add the combined weight of its steel tray and other accessories (417kg), the payload rating is reduced by the same amount to 790kg. Even so, that still leaves a sizeable weight capacity for up to five tradies and their tools.

It’s also rated to tow up to 3500kg of braked trailer but with its 6250kg GCM (or how much it can legally carry and tow at the same time) the payload would have to be reduced by 450kg (from 790kg to 340kg) to avoid exceeding the GCM.

In real-world use it’s unlikely that many (if any) Triton owners would need to tow 3500kg but it’s important to be across these numbers to avoid overloading, which is dangerous and illegal.

The genuine accessory galvanised steel tray is internally 1650mm long and 1780mm wide. It has a robust checker-plate floor and a tube-frame front bulkhead with sturdy wire-mesh rear window protection.

There’s also swing-up load retainers on top of the tube-frame on each side, which when paired with the matching rear tube-rack accessory provides secure carrying space for extension ladders or long lengths of timber and PVC pipe/conduit.

There’s also external rope/strap rails along each side but like all steel trays we’ve come across there’s no internal load-anchorage points.

The driver and front passenger have access to a bottle holder and storage bin in each front door plus an overhead glasses holder and a large open compartment above the glovebox. The centre console offers more open storage plus two bottle/cupholders in the centre and a usefully-sized box at the back with a lid that doubles as a driver’s elbow rest.

The rear bench seat is comfortable and surprisingly spacious for tall people, given I’m 186cm and when seated behind the driver’s seat when set in my position, I have about 40mm of kneeroom and 60mm of headroom.

There’s also adequate head clearance for those seated in the slightly higher centre position, but the floor’s prominent transmission tunnel requires one boot either side and knees together between the front seat backrests.

And like all dual-cab utes short of a full-size US pick-up, rear shoulder room is squeezy for three adults, which is tolerable for short trips but a maximum of two adults would be ideal for longer drives.

Rear seat storage includes a bottle-holder and bin in each door plus pockets on each front seat backrest. The centre seat’s backrest also folds forward to serve as an armrest with dual bottle/cup-holders.

The bench seat’s base cushion is fixed, so unlike numerous rivals it can’t swing up and be stored vertically if more internal carrying space is required.

The Triton’s cab-chassis list pricing (without tray) starts at $34,490 for the GLX single-cab 4x2 manual and finishes at $61,540 for the premium GSR dual-cab 4x4 auto.

Our GLX test vehicle comes standard with a 2.4-litre twin-turbo four-cylinder diesel engine (shared by all Tritons) and optional six-speed automatic for $49,490. This pricing is competitive with base-model 4x4 dual-cab-chassis equivalents like the Toyota HiLux Workmate ($48,735), Ford Ranger XL ($49,230) and Isuzu D-Max SX ($51,200).

However, our example is loaded with numerous items from Mitsubishi’s genuine accessories range including a steel tray ($5775), rear ladder rack ($951.42), steel bull-bar ($4755), driving lights ($1295), side-steps ($1750) and 3500kg towing kit/electronic brake controller ($2370).

This desirable ensemble adds almost $17,000 to the price, which with on-road costs would be nudging $70K to drive away. So, buyers must keep their budgets in mind, as it’s easy to get carried away in genuine accessory lolly shops.

Our test vehicle comes standard with 17-inch steel wheels and 265/65R17 all-terrain tyres plus a full-size spare. It also has heavy-duty rear suspension and underbody armour, front/rear parking sensors, reversing camera, tyre-pressure monitoring and more.

The work-focused cabin has wipe-clean fabric seat trim and vinyl floors, power-adjustable driver’s lumbar support, twin 12-volt accessory sockets and USB ports, 7.0-inch driver’s instrument cluster and a four-speaker audio system controlled by a 9.0-inch multimedia screen with Android Auto, Apple CarPlay and Bluetooth connectivity.

Power comes from a 2.0-litre, four-cylinder, turbo-petrol engine that makes 183kW and 385Nm, which is matched to an eight-speed automatic driving either the front or all four wheels.

That’s a decent amount of grunt and is on par with a Volkswagen Golf GTI, but the J8 weights about 1800kg in 2WD guise with AWD adding 100kg.

Those numbers are also short of the 206kW/422Nm delivered by the Santa Fe’s turbo-petrol motor but are better than the 200kW and 333Nm made by the Sorento’s non-turbo V6.

The lack of a hybrid option at launch, which is popular in rival machines, could prove to be a misstep.

Jaecoo said a plug-in hybrid version was under consideration, but is likely to come at a decent premium.

The Triton’s 2.4-litre four-cylinder diesel engine is equipped with two turbochargers that work in sequence to boost efficiency, with the smaller one providing fast response at low rpm and the larger one optimising performance at higher rpm. The result is 150kW of power at 3500rpm and torque peaking at 470Nm between 1500-2750rpm, using AdBlue to minimise emissions.

It’s paired with a six-speed torque converter automatic that offers the choice of sequential manual shifting, which can be preferable when hauling and/or towing heavy loads, particularly in hilly terrain.

The 4x4 system is dual-range, part-time offering 2H (2WD High Range), 4H (4WD High Range) and 4L (4WD Low Range) controlled by a dial on the centre console. However, you need to step up to the GLX+ to get a rear diff-lock.

Jaecoo claims on the combined (urban/extra-urban) cycle the J8 Track 2WD will drink 8.3L/100km and the Ridge AWD will gulp 8.6L/100km, which is better than its similar sized rivals. But those rivals also have hybrid options that are more powerful and drink less fuel.

It also requires premium unleaded fuel, while the others drink the cheaper stuff.

A 65-litre fuel tank gives it a theoretical driving range of 755km in its thirstiest guise.

We didn’t get to spend enough time behind the wheel to do a thorough real-world test, and the majority of our drive was spent on high-speed arterial roads or motorways where petrol cars are at their most efficient. So we’ll reserve judgement until we undertake a more comprehensive test drive.

Mitsubishi claims official combined average consumption of 7.7L/100km but the dash display was showing 9.9 at the completion of our 316km test, which included the usual mix of suburban, city and highway driving of which about one third of that distance was hauling its maximum payload.

Our own consumption figure, calculated from fuel bowser and tripmeter readings, came in higher again at 10.7L/100km which is on the borderline of the usual 2-3L/100km discrepancy between manufacturer claims and real-world consumption.

So, based on our own numbers, the test vehicle should have a real-world driving range of around 700km from its 75-litre tank.

There is a clear line of demarcation between the Chery brand and Jaecoo, and the J8 drives substantially better than Chery’s line of budget-friendly Tiggo SUVs.

We spent most of our time in the Ridge AWD and the fancy active suspension makes a huge impact. It keeps the vehicle in check through corners, exerting excellent body control. It's a bit unnerving how flat the car sits through the bends with next to no body roll.

Despite riding on giant 20-inch wheels the J8 soaks up bumps and road imperfections with ease.

The Track 2WD falls off noticeably in this regard without the active damping.

The steering is light and a bit floaty, which saps confidence when entering corners as there isn’t a lot of feedback on what is happening underneath you.

The steering ratio seems a bit wide of the mark, the wheel needing more input than we'd like.

The engine delivers decent grunt and it's tuned for leisurely acceleration rather than performance. 

There was the odd occasion when the transmission and the motor weren't quite in sync and you might get a bit of hesitation and then too much oomph all at once.

It has no problems getting up to speed on the motorway and handles overtaking with ease. 

Jaecoo, and its parent company Chery, have worked hard on the safety tech calibration and it's much less intrusive on the J8 than some earlier models. This applies especially to the lane keep assist, which only steps in when needed. There are far fewer bings and bongs than before.

You sit up nice and high in the J8, which gives you a good view of the road ahead, but the sloped rear window restricts vision out the back compared to boxier shaped SUVs.

It is a big rig and you feel that on the road, even the Jaecoo team said you’d notice the width of the J8 on the road, which might be an issue if you live in compact inner city areas or deal with cramped car spaces.

Large assist-handles on the A (and B) pillars, combined with the accessory side-steps on our example, make it easy to climb aboard and find a comfortable driving position.

The unladen ride is firm, as you’d expect given its 6.0-tonne-plus GCM rating, but it’s still supple enough to soak up the bumps without the harsh kidney-belting ride suffered in some cab-chassis one-tonners we’ve tested.

This is no doubt helped by the accessories fitted, which provide more than 400kg of additional sprung weight to engage the heavy-duty rear springs and improve the ride quality. That’s something to keep in mind if you often drive unladen.

The steering is firmly weighted and the brakes have good response, with the rear drums offering a terrier-like bite when the manual handbrake is applied on steep hills with a heavy load on board.

The four-cylinder 2.4-litre diesel, with its sequential turbocharging and strong outputs, provides energetic all-round performance with efficient gearing that ensures its operating within its peak torque band most of the time.

However, at highway speeds it does tend to hold top gear for too long, when the engine has dropped below 1500rpm and is clearly wanting a downshift.

To test its payload rating, we strapped 650kg on the tray which when combined with accessories and crew was right on the weight limit. The stout rear springs compressed only 25mm under this load, leaving ample bump-stop clearance that assured there was no bottoming-out on our test route.

The Triton handled this task with competence, maintaining good performance and chassis stability. It easily hauled this load up our 13 per cent gradient, 2.0km set climb at 60km/h, with the six-speed auto self-shifting down to third gear and 2500rpm which was comfortably within its peak torque band. Engine braking on the way down was also commendable.

Our only gripe is the driver distraction monitoring system which is still too reactive in certain situations, like scratching an itch below my eye even though I was looking straight ahead while doing it. Even though Mitsubishi has tried to improve this system, it needs more refinement, as it detracts from an otherwise positive driving experience.

The Triton comes with a five-star ANCAP rating (tested 2024) and a suite of passive and active features highlighted by eight airbags (including side-curtains), auto emergency braking (AEB) with pedestrian/cyclist detection and junction assist, rear AEB when reversing, front/rear cross-traffic alert, traffic sign recognition, adaptive cruise control, lane-keeping, front/rear parking sensors, reversing camera, trailer stability assist and lots more. Rear seat has ISOFIX child-seat anchorages on the two outer rear seating positions and three top-tethers.

Jaecoo backs its cars for eight years and unlimited km, which is one of the most comprehensive in the business. MG, Mitsubishi and Nissan all have 10 year warranties but are not unlimited km and Mitsubishi and Nissan need you to only service at their dealerships.

Jaecoo backs this up with an eight-year capped priced servicing program, which costs $2952 for the Track 2WD and $3452 for the Ridge AWD. That’s slightly on the expensive side but better than being at the whim of the mechanic after five years.

Keep in mind the fourth and eight year services are biggies, costing $699 and $799 in the Ridge AWD and $499 and $599 in the Track 2WD.

You also get eight years of roadside assistance if you service your car at the dealership.

It comes with a five-year/100,000km standard warranty, or 10 years/200,000km if serviced at Mitsubishi dealers.

Scheduled servicing is every 12 months/15,000km whichever occurs first. Pricing is capped at $6860 for 10 scheduled services up to 10 years/150,000km, or an average of $686 per service.

Mitsubishi currently has more than 200 dealers across its national network that spans metro, rural and regional areas. Mitsubishi dealerships are also service centres.