Skoda Kamiq vs Jaecoo J7

What's the difference?

The Skoda Kamiq continues to be an overlooked gem. It’s cleverly designed and well equipped, even in base form, and what sets it apart from many other dull options in this segment is how fun it can be to drive.

Despite all of this and keen ownership terms it continues to account for a tiny number of sales in the segment, and I don’t think it’s destined to change as, value or not, its positioning remains the same in a small SUV space where it’s increasingly hard to stand out.

Still, for those who dare to choose something different, there’s a great little car to be found.

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

The Kamiq's design is distinctly European for better or worse, but it stands out from its crossover rivals by looking (and feeling) more hatchback than SUV.

If you’re wondering what’s changed for this update, I don’t blame you, the changes are very subtle. Looking closely will reveal a tweaked front bumper and a new rear diffuser, as well as progressive LED indicators.

The style of the two variants has also been subtly altered with new wheel choices and the increase in the use of gloss black on the Monte Carlo, but there are more distinct changes on the inside.

Each grade gets its own theme for the highlight trim across the dash reflected in the seats, and honestly I don’t miss the leather, cloth seats are back in in a big way, and in both grades here they’re pretty rad.

Other new features include a tweaked set of multimedia screens, with the base car maintaining a set of dials, and the larger unit re-working its touch-based shortcut buttons.

As usual, the digital dash treatment (courtesy of Volkswagen Group) is well above par in terms of customisation and information.

Ultimately then, it’s not too different from how it looked and felt before, but there’s certainly an argument to be made that it didn’t need to change. The Kamiq has always been a distinctive and well-appointed choice in this segment.

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.

Practicality is one of Skoda’s big selling points. The deal is this. Skoda models sit between entries in the Volkswagen range to provide strategic alternatives to its parent company's hero brand.

The Kamiq, for example, sits size-wise between the T-Cross and T-Roc, although once you’re in the cabin it feels bigger than both.

A nice low seating position makes the roof feel distant, while massive windows grant excellent visibility. It's easy for me (at 182cm) to find a nice seating position thanks to plenty of adjustability, although some might find it feels a bit more hatch-like than other SUVs in this class which have taller seating positions.

The overall spacious feeling in the front is boosted by ample storage, including pockets and bottle holders in the doors, a triple cupholder in the centre console, a large storage bay under the climate unit and a small armrest console box.

Unlike rivals in this space which are quick to offer synthetic leathers as you work your way up the range, even the top-spec Monte Carlo has seats clad in cloth trims.

While this might not be great if you have kids prone to spilling liquids, I think design-wise the car is better for it and certainly no less comfortable.

Also notable is the commitment to dials for the climate unit, and a change for this model year is the introduction of fan speed buttons so this function no longer needs to be controlled through the touchscreen.

Interestingly, dials only appear on the smaller of the two touchscreens available on the base Select, while the Monte Carlo’s larger screen only has touch-based volume controls.

The back seat is enormous, offering me leagues of knee room behind my own driving position and the roof remains almost as distant as it is in the front seats.

It also feels wide enough and has decent amenities, like dual USB-C sockets, adjustable rear air vents and dual-tiered pockets on the backs of the front seats. 

You also get a decent-sized bottle holder in the door and a drop-down centre armrest and the soft trims continue into the rear unlike some segment rivals which switch to hard plastic door cards.

The biggest downside for back seat passengers is the raised floor in the centre position (a platform restriction) which unfortunately makes it a bit squeezy for adults. Best leave this centre position for kids.

At 400 litres the boot punches well above its weight for this crossover segment, expanding to 1395L with the second row folded.

There’s a space-saver spare wheel under the floor and the Kamiq is also rated to tow, albeit at a limited 610kg or 630kg for an unbraked trailer and 1200kg or 1250kg (braked) for the Select and Monte Carlo, respectively.

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.

Two grades, two engine choices, doesn’t really get simpler.

The base Select is offered only with the smaller 1.0-litre three-cylinder turbocharged 85TSI engine (85kW/200Nm) paired with a seven-speed dual-clutch automatic transmission, driving the front wheels.

Meanwhile, the top-spec Monte Carlo is only offered with the larger 1.5-litre four-cylinder turbocharged 110TSI engine (110kW/250Nm). It is also paired with a seven-speed dual-clutch auto and also only drives the front wheels.

These engine options are notable in the segment as they are both lean turbo units in a sea of older naturally-aspirated engines, and while some will rightfully have reservations around dual-clutch automatics, they’re certainly snappier and more efficient than torque converters or dull CVTs.

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.

You’ll note Skoda doesn’t offer a hybrid option in its range, although one of the benefits of its more complicated engine and transmission is a fuel consumption which falls between what a plug-less hybrid or naturally aspirated rival might score.

The official/combined consumption of the 85TSI engine is just 5.5L/100km and for the 110TSI engine it is 5.6L/100km.

On our lengthy drive program at the launch both variants seemed to be landing a little over 6.0L/100km, which is more impressive than many rivals, which score in excess of 7.5L/100km in our testing.

Perhaps to even things out a little, the Kamiq’s turbocharged engines require mid-shelf 95 RON unleaded.

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.

What immediately sets the Kamiq apart the moment you hop in the driver’s seat is how hatch-like it feels. While a lot of small SUVs and crossovers in this price-bracket grant a really high seating position to make them feel bigger than they are, the Kamiq lets you sit closer to the floor.

This has the effect of making it feel even smaller than it is, but also lends it a sporty feel from behind the wheel. This is reinforced as soon as you start driving by its lightweight, agile feel.

Keen steering in both grades is backed by firm suspension, making the Kamiq responsive and agile, and because both engines are turbocharged they offer something quite different in this space normally dominated by dull naturally-aspirated 2.0L engines.

First, the catch. The dual clutch transmission can be a bit fiddly, particularly in the 85TSI which comes with a fair dollop of turbo-lag.

This means you’ll have to factor in a moment of delay before acceleration arrives at T-junctions or green lights. It can be frustrating at times, but the trade-off is the small capacity turbo engine pairs with efficient ratios to make for lean fuel consumption.

The fun factor is also boosted. Once you overcome the initial laggy moment, the little turbo engines surge to life with an agreeable gruff tone, and the dual-clutch transforms from fiddly to snappy once you’re at speed.

This means when you’ve got a nice road to carve up, the Skoda is a hell of a lot more entertaining to drive than almost any rival in this space.

It doesn’t have the clumsy handling of Chinese rivals, nor does it have the lifeless drone of a bigger, less efficient engine paired to a continuously variable automatic. It’s a rare slice of excitement in a small SUV category dominated by average drive experiences.

The cabin manages to feel upmarket in most ways, and is relatively easy-to-use on the go thanks to a commitment to the dials and switchgear. It is a comfortable companion on a long journey.

While the suspension is keen and keeps the car agile though, keep in mind the ride can be quite hard. This Skoda doesn’t quite have the poise or breadth of ability of its VW relations. Large wheels in both grades don't help this equation.

There is also a notable amount of tyre roar entering the cabin, particularly on coarse chip or at freeway speeds which, to be fair, is a common trait in this part of the market.

To summarise, the Kamiq is a uniquely European drive experience in an otherwise dull segment, and despite some drawbacks, it’s a real stand-out as a result.

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.

Skoda is going to great lengths to try and challenge the idea that a European car can’t be as easy to own as a Japanese or Korean rival.

As a result, it is the first European brand to offer a seven-year, unlimited kilometre warranty, which is backed by a seven-year prepaid service pack.

This pack is reasonable. At $2650 it works out to $379 a year, which is not quite as affordable as Toyota or some Chinese rivals, but it’s also not expensive when you consider the service pricing of brands like Subaru or Kia.

It also offers a guaranteed future value program and the brand’s keen finance terms, on paper at least, make a Kamiq cheaper to own over five years than many of its competitors.

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.