Subaru Crosstrek vs Jaecoo J7

What's the difference?

The Crosstrek is good to drive with great ground clearance and an excellent all-wheel drive system for light off-road adventures. I’m also a fan of the styling and features for the money. But The letdowns comes in the form of limited boot space and cabin storage, a short warranty and pricey servicing. Still, it’s great to see Subaru has updated the car's safety systems, the most important part of any car.

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.

While SUVs tend to come in either a tall and boxy or coupe-like shape, the Crosstrek has a uniquely sleek and sporty wagon look that has stayed much the same over three generations.

Also while the Crosstrek competes with the Honda HR-V, Hyundai Kona, Mazda CX-30 and Toyota Corolla Cross the Subaru is the most off-road suitable thanks in part to its high 220mm ground clearance

As if to signal those adventurous aspirations the Crosstrek has a more rugged appearance with robust-looking plastic guards and chunky roof rails.

Inside the Crosstrek looks so much the same as most other new Subarus it's hard to work out which one you’re in. The materials are dark and soft, there is not much in the way of glitzy trimmings but there’s a high quality feeling throughout. 

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 Crosstrek is a small SUV but its low and sleek shape doesn’t do it any practicality favours in terms of exiting and entering or storage in the boot.

Boot capacity is 291 litres which is very small compared to its rivals which have capacities closer to 350 or 400 litres.

People space inside, however, is good, and even for a tall (189cm) person like me there’s plenty of space up front and behind my driving position.

Storage space is passable with three cupholders and thin door pockets and a decent-size console bin.

Given the Crosstrek’s adventurous intent, the cabin should be more reflective of that rugged aspiration.

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 Crosstrek 2.0S uses a 2.0-litre, four-cylinder, horizontally-opposed 'boxer' petrol engine which makes 115kW and 196Nm. A continuously variable transmission (CVT) with eight 'speeds’ isn’t the most exhilarating automatic but all Subaru now use CVTs.

The boxer engine has advantageous in terms of a lower centre of mass and helps deliver better driving feel thanks to more adept handling. Boxer engines also sound better to my ears with their throaty burble.

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.

The Crosstrek 2.0S's combined cycle (urban/extra-urban) fuel consumption is 7.2L/100km which aligns closely with our real-world test average of 8.7L/100km returned over mainly urban and city driving. That’s not bad, but given the price of fuel as well as the availability of EVs and excellent hybrids from other brands the Crosstrek is seriously behind the times.

Yes, yes, there is a hybrid Crosstrek, but it’s a mild-hybrid and the electric motor doesn't drive the wheels and doesn’t save much fuel. The hybrid Crosstrek has a claimed combined cycle consumption figure of 6.5L/100km, so there’s not much difference between the efficiency of the two. When you consider the price premium you need to pay it’s not worth stepping up into the hybrid.

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’ve never met a new Subaru that wasn’t good to drive, apart from that time a friend sent me his 30-year old Brumby minus brakes. But even that was fun, until it was time to stop… Anyway, in my view the Crosstrek is better than its rivals in multiple areas except one, which I’ll get to in a moment.

The Crosstrek 2.0S is comfortable to sit in and its ride and handling balance is exceptional for a vehicle in this class. Honestly, the ride quality, body control and steering outshines the HR-V, Kona, CX-30 and Corolla Cross in my view.

A big call out has to go to the Crosstrek's all-wheel drive system, which is exceptional. I have tested this vehicle in some pretty adventurous settings and the kind of terrain it can devour would frighten its rivals.  

But the one area that lets the experience down is the CVT auto. I feel this way about this type of transmission in any car and I’m not alone. CVTs provide smooth acceleration and deceleration but if you’re hoping for an engaging, sporty experience you’ll be left wanting.

That said, my wife also drove the car and thought it was perfect for city traffic. And I agree, it’s just on the motorway where you might notice the lack of oomph when overtaking.

Visibility is good and you sit quite high for a little SUV. That small size makes it easy to park and manage in the city’s tighter spaces.

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.

Subaru’s five year united kilometre warranty is becoming less appealing as other brands offer seven or even 10 years of coverage. 

Servicing is recommended every 12 months/15,000km and a capped schedule is pricey relative to its competitors at more than $2400 over five years or about $400 on average per service.

The brand is represented by a long-established and stable network of close to 130 dealers covering metro, rural and regional locations across every state and territory.

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.