Kia Sportage vs Jaecoo J7

What's the difference?

The Sportage still feels like a super solid offering in its segment, plus the addition of more hybrid options is only going to help.

It does feel a little under-specced in the lower grades, though, considering the everything-and-the-kitchen-sink approach taken by its Chinese rivals.

I feel like I should almost whisper this bit, given it's a dirty word at the moment, but that diesel engine, it's a real peach, and if I wasn't afraid of being run out of Sydney's inner west with pitchforks, that's probably the one I'd be choosing.

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

The Jaecoo J7 SHS Track enters the medium SUV segment with a sharp drive-away price and generous equipment list. The ongoing ownership benefits add strong value but the on-road driving experience needs some finessing and the cabin doesn't quite hit every mark for practicality. Although it's ‘on track’ to make waves in this corner of the market, it hasn't yet carved out an iron-clad niche for itself. It's worth a look but it's not class-leading.

All new Sportage models feature a redesigned front and rear end, but they actually have a slightly different look. There's one look for the cheaper models and then one for the top-spec cars, the SX+ and GT-Line.

The changes aren't overwhelming, though. There are fog lights in the more expensive models, but also just more use of black edging, as opposed to the silver edging that frames the bottom of the grille and rear end in the cheaper cars.

Either way, I still really like the way the Sportage has come together. The front end looks bold and powerful, mostly because of the vertically stacked headlights and and the DRLs that really frame the front end, but they've also done a good job of making a fairly big and spacious SUV feel small and not too imposing.

Now, inside the top-spec cars it’s very modern Kia, with a big twin-screen setup, and the dual-function bar beneath them that handles things like climate control, but also mapping and media and those kinds of functions. The cheaper models also get the same look, but swap the second 12.3-inch screen for a smaller driver display.

It means you don't have to dig through the screen for everything, which is always a nice touch. And I also like some of the materials used in the GT-Line, too, like the synthetic wood grain that’s actually nice to touch.

But there are a couple of key downsides. Not quite so much in the top-spec cars, but in the cheaper versions. I hate those constant reminders that you didn't spring for a more expensive model, and there are plenty of those in the lower-spec cars.

In the more expensive models, there are buttons alongside the gearshift, but in the cheaper cars, those buttons are still there, just blacked out and inactive. And even the cutout for the head-up display still exists in the cheaper cars, but of course, there's no head-up display.

All of that combined with some hard and scratchy plastics front and back makes you really want to dig deep for a more expensive Sportage.

The J7 is, in essence, a scaled-up version of its smaller sibling, the J5 - a car my family affectionately dubbed the “Temu Range Rover” during our week with it. The resemblance remains.

The squared-off proportions, upright grille and slim lighting signatures lean heavily into that premium off-roader aesthetic, and there’s no doubt the look will appeal to buyers chasing presence without the associated price tag.

Compared to the J5, the J7 carries a touch more personality. 

There’s a small racing-flag accent panel along the flanks, flush-fitting door handles and a set of 19-inch aerodynamic alloy wheels that add some visual flair.

Inside, the cabin is cleanly executed with its pared-back styling and the 13.2-inch central display dominates the dashboard. This makes it the visual anchor of the interior as physical buttons are minimal and most functions are accessed via the media screen. That screen-led design will divide opinion, but it does create a modern aesthetic.

The synthetic leather upholstery feels convincingly premium, and the materials do enough to lift the ambience beyond what you might expect at this price point.

The Sportage measures 4685mm long, 1865mm wide and between 1665mm and 1680mm tall, depending on the trim.

Slip into the backseat of the Sportage and you’ll find legroom is ample, at least for my 175cm frame, and headroom is ok, without being great - though our test car had the sunroof fitted which could be eating into the space.

Elsewhere in the back though, even the top spec GT-Line just doesn't feel that plush. And by that, I mean some of the materials are a bit hard and scratchy, you don’t get your own temperature controls for the air vents, and it generally just lacks a premium air.

Now, to the all-important point in this segment, and that is boot space. The official VDA numbers are 543-1829 litres for the petrol and diesel cars, and 586-1872L for the hybrid, but the real-world reality is a boot that is deep and wide and really has enough space to carry plenty of groceries.

But there is an important caveat. Under the flat floor there is a temporary spare wheel in the hybrids, where in some of the ICE cars, you get a full-size spare wheel.

Up front, the J7 Track delivers where it matters. The electric front seats offer heating and ventilation functions and feel supportive over longer drives. There’s enough width and shoulder room to avoid feeling hemmed in.

Access is good with wide door apertures and an easy step-in, step-out height from both rows. In the rear, the available space is generous, and the thick seat padding and supportive backrests will make longer journeys quite comfortable. The flat floor also means the middle seat isn’t automatically the punishment position for an adult.

Storage has been thoughtfully considered. Up front, the large centre console shelves make it easy to keep clutter contained, while the dual-opening middle console is deep enough to swallow a small handbag. There’s also a small side pocket beside the driver that’s ideal for keys or a garage remote.

Rear passengers will enjoy four device pockets, as well as a couple of map pockets. There are two cupholders and drink bottle holders in each row, as well as good-sized bins in each door.

With all rows in use, the boot has up to 500L of capacity, and the flat loading floor makes it easy to slide larger items in and out. Overall, it’s a usable and practical space for gear storage but you'll notice the lack of a powered tailgate as there isn't a dedicated handhold on the outside of the lid to easily open the boot.

There's also no charging ports or power outlets in the boot, which feels unusual for a plug-in hybrid. You have to make do with a tyre repair kit rather than a spare wheel but that's not unusual in this corner of the market.

The individual charging options are functional with a single USB-A and C port offered in each row and a 12-volt socket up front but you miss out on a wireless charging pad in this grade. The multimedia touchscreen is responsive and the layout is fairly intuitive to use. However, the lack of physical controls for simple adjustments like side mirror positioning or climate control can become frustrating. Some functions are just better served by buttons.

The wireless Apple CarPlay and Android Auto operate smoothly and the CarPlay has maintained a steady connection this week. The built-in sat nav is also easy enough to use.

There are two plug-in hybrid grades in the J7 line-up and we’re testing the entry-level Track here, priced at $43,990 drive-away. It’s a strategic price point because aside from its close relative, the Chery Tiggo 7 Super Hybrid, which undercuts it at $39,990 drive-away, the Track is the second-most affordable option among its immediate rivals.

By comparison, the GWM Haval H6 GT PHEV lists at $51,990 drive-away, while the MG HS Super Hybrid Excite comes in at $52,696 drive-away. The BYD Sealion 5 undercuts them all as the most affordable plug-in hybrid in the country right now, starting from $33,990 before on-road costs.

It’s worth noting that the H6 GT is offered in a single, well-specified grade, and its higher price reflects that broader equipment list. Even so, the J7 starts from a strong position before you get into its features.

For a base variant, the Track gets some good stuff like electric front seats with heating and ventilation, synthetic leather upholstery, remote start with pre-entry climate control and a full suite of LED exterior lighting. That’s the sort of kit you’d expect to climb trim levels for.

Practical touches are scattered throughout. The centre console is air-cooled, the driver’s seat has a memory function, there are steering wheel-mounted controls and dual-zone climate control comes as standard. Then there’s the built-in karaoke app. Entirely unnecessary, but mildly amusing, however, you will need to supply your own microphone!

Technology feels well-considered as there’s wired and wireless Apple CarPlay and Android Auto, built-in satellite navigation, a large 13.2-inch multimedia display and a 10.25-inch digital instrument cluster. The 360-degree camera system is clear and complemented by front and rear parking sensors.

You do miss out on a powered tailgate and some charging options as there’s no internal vehicle-to-load (V2L) AC outlet and no charging ports in the boot. Still, as a base offering, the J7 Track presents as a neat package.

The big news about this mid-life update for the Sportage is the expansion of Kia’s hybrid powertrain, which is now available with AWD, and the inclusion of an eight-speed automatic for the 1.6-litre turbo-petrol variants.

Elsewhere, the 2.0-litre petrol option produces 115kW and 192Nm, pairs with a six-speed automatic, and drives the front wheels. The other pure petrol option is a 1.6-litre turbocharged petrol unit that produces 132kW and 265Nm, paired with an eight-speed auto and powering all four wheels.

Then comes the diesel, which is a 2.0-litre unit making 137kW and 416Nm. It pairs with an eight-speed automatic and powers all four wheels.

Finally, there’s a hybrid option, now with two- or all-wheel drive. It pairs a 1.6-litre turbo-petrol engine and a six-speed automatic with an electric motor and a 1.49kWh lithium-ion battery to produce a total 173kW and 367Nm.

Both plug-in hybrid grades of the J7 share the same powertrain, pairing a 1.5-litre four-cylinder turbo-petrol engine with a single electric motor. Combined outputs sit at a healthy 255kW and 525Nm which is the same as its Chery cousin and makes it more powerful than its MG rival but the GWM Haval H6 GT has bigger outputs.

However, once the EV battery is depleted and the system leans more heavily on the petrol engine, the outputs drop significantly to 105kW and 215Nm. This shifts the J7 from feeling spritely to serviceable on the open road.

Power is sent exclusively to the front wheels, and towing capacity is rated at 750kg unbraked. That’s enough for a small box trailer but it won’t be hauling any serious weekend toys.

All pure ICE Sportage grades are fitted with 54-litre fuel tanks, while the hybrids get 52-litre tanks. But the hybrids more than make up for it when it comes to fuel efficiency, with the FWD sipping a claimed 4.9 litres per hundred kilometres on the combined cycle, while the AWD drinks 5.3 litres.

The diesel is the next most-efficient, using a claimed 6.3L/100km combined, while the turbo-petrol needs 7.5 litres, and the 2.0-litre petrol requires 8.1 litres.

Our calculations suggest that, taking the fuel claims at face value, a 2.0-litre petrol Sportage should carry you 666kms on a full tank, while a turbo-petrol will take you 720kms. The diesel should deliver 857kms, while the FWD hybrid (1061kms) and AWD hybrid (981kms) will take you the furthest.

The J7 Track has a Type 2 CCS charging port and accepts up to 6.6kW on AC power and up to 40kW on fast DC power. On that type of DC charger you can go from 30 - 80 per cent in as little as 20 minutes which is great for when you’re on the go. You can shop and charge without much fuss.

The 18.3kWh lithium-iron phosphate battery supports an electric-only driving range of up 90km (WLTP). That sits below its Haval and MG rivals with their respective WLTP ranges of 153km and 120km. Overall though, the J7 has a theoretical driving range over around 1200km, which is great. Of course, you will only see that type of range if you regularly charge it.

Jaecoo claims a combined fuel cycle usage (urban/extra-urban) of 1.0L/100km but my real-world usage has come out at 5.0L/100km even after regularly charging it. However, it's worth noting that I do a lot of longer, highway driving which is where plug-in hybrids are typically less efficient.

Jaecoo recommends a minimum 91 RON unleaded petrol to be used for the J7.

I want to start this with just a small caveat. It hasn't been the most comprehensive drive of this car so far. And remember, there are a lot of variants.

Petrol, diesel, hybrid, two-wheel drive, all-wheel drive – we haven't driven all of them, and so I feel uncomfortable giving you my rock-solid verdict across the whole range. I can, however, give you my first impressions.

The first of those is that whoever in the vast Hyundai group came up with adding a long-hold function to the stereo mute button deserves a medal. By far the most annoying of the modern safety systems is the overspeed warning, which inevitably reads some signs incorrectly, others not at all, and has no idea when school zones actually start.

Thankfully, Kia, like Hyundai, now has the shortcut to mute it. You just long-hold down mute button and voila, the bing-bongs vanish.

Now elsewhere, as is pretty typical of modern Kias, the ride in this car feels properly well sorted. We've taken it through the city, onto the freeway, along a little twisting road section, and on some typically coarse and broken country B-roads, and the Sportage handled them all really well.

And even when you're getting a little frisky with the driving, there's little in the way of body roll, with the Sportage feeling planted and solid.

I wasn't totally blown away with the refinement in the cabin. On the wrong road surface, you definitely get a bit of road noise in the cabin – mind you, that is pretty hard to avoid on the coarse chip stuff – but you can also hear the engines revving away and working hard when you put your foot down.

That said, the way the gearboxes channel that power is smooth and easy, and when you put your foot down in each of the powertrains we tested, there's certainly enough urge to get you up and moving.

And that is especially true in the diesel, which I do think is a bit of a peach of a powertrain – super torquey and super easy to get the Sportage up and moving. It might find itself on the endangered species list, that engine, so get it while you can.

Now, one small downside. While the ride hasn't changed, at least for any of the ICE-powered cars, the steering has changed for all of them, and at speed, it's really lovely. It's quite direct, confidence-inspiring, and nicely weighted.

But at low speeds it can feel a little bit darty, like it takes a really big bite when you put a little input in, and it takes a little bit of getting used to.

This is where the J7 Track feels less resolved. It's not fundamentally flawed by any means but it's not as polished as it could be.

With a charged battery, acceleration is strong and immediate, and there’s enough punch for hills and confident overtaking. Even when the battery is running low, the drop in output doesn’t feel as dramatic in real-world conditions as the standalone engine figures might suggest. You won't win any drag races but it remains competent. It just loses some of the initial punch when accelerating.

Steering is light, which makes urban manoeuvring easy, and the suspension leans toward the softer side. Around town, that translates to a comfortable and compliant ride. Push it harder through bends, though, and the body control starts to feel a little loose.

Highway refinement is another area where there’s room for improvement. Road noise becomes noticeably more present at open-road speeds, although it remains quiet around town.

Visibility out the front and sides is good, and the driving position gives you a fairly commanding view of the road. I don’t feel like there are any large blind spots from my driving position.

There are three levels of regenerative braking, and running it in the strongest setting does a good job of harvesting energy. However, even on the lowest setting, the braking response feels abrupt. At low speeds when the system tends to remain in EV mode, the transition can feel lurchy.

The 360-degree camera system is clear and outside of the heavy-handed regen braking, the J7 is straightforward to park. Just be prepared for passengers, especially opinionated children, to comment on the body movement.

The J7 plug-in hybrid variant has a maximum five-star ANCAP safety rating from testing done in 2025 and scored well across its individual criteria with an 81 per cent for its adult protection, 85 per cent for child protection, 80 per cent for vulnerable road user and 84 per cent for its safety assist.

Passive safety items include eight airbags including a front centre airbag and drivers’ knee airbag. Families will like that there are two ISOFIX child seat mounts and three top-tether anchor points but realistically, two child seats will fit best. There are also manual child-safety locks on the doors, powered locks for the rear windows and intelligent seatbelt reminders for all five seats. Parking is easy with the front and rear parking sensors and 360-degree view camera system.

Active safety includes forward and rear collision warning, lane keeping aids, lane departure warning and prevention, blind-spot detection, side exit assist and a relatively unobtrusive driver monitoring system.

Other highlights include emergency lane keeping, which will activate when there’s no response from the driver and the rear cross-traffic alert also gets assisted braking. The lane keeping can oversteer at times and the adaptive cruise control is best without the assisted steering on. The J7 misses out on emergency call capability but otherwise, the safety equipment feels pretty robust.

There’s autonomous emergency braking with car, pedestrian and motorcyclist detection and is operational from 4.0 – 85km/h and up to 134km/h for car detection but it is more typical to see that top figure closer to 180km/h.

All Kia models also get the brand’s seven-year, unlimited-kilometre warranty, seven years of capped-price servicing and, should you service with Kia, eight years of roadside assistance.

Turbo-petrol and hybrid models require servicing every 12 months or 10,000kms, where the rest are 15,000km intervals. The Kia website has the full costings for each powertrain choice, but for reference, seven years of hybrid ownership will cost you a not-insubstantial $4510.

The Chinese lucky number '8' is heavily featured in the ownership as the J7 is offered with an eight-year/unlimited km warranty, eight years of battery cover and roadside assistance, plus eight years of capped-price servicing where services average just $422 per visit. That's an impressive suite of terms for the class.

Servicing is well-spaced at every 12 months or 15,000 kilometres and for now the service network is still fairly small, with around 50 centres nationwide.