7 seater

A new family SUV from Honda could be headed to Aussie shores. Honda Australia has just teased the Avancier, which is a hybrid large three-row SUV.  While the local branch has not officially confirmed its arrival in showrooms, the announcement is a strong indication that it will.  The Avancier would provide competition for other hybrid three-row SUVs the Hyundai Santa Fe, Kia Sorento and Toyota Kluger. It’s expected to be revealed globally in the coming days, but CarsGuide has contacted Honda Australia to find out about the car’s local future.  Honda has revealed limited details on the Avancier, with more information likely to be forthcoming at its official announcement.  The Avancier is a globally targeted model that will feature the brand’s next-generation hybrid technology.  Production on the car is rumoured to begin in early 2027 in Thailand and China, with sales to begin soon after.  Honda will fit the Avancier with three rows of seats, as it targets family buyers. Honda Australia said the Avancier will feature the brand’s new design direction, emphasising "elegant and progressive styling with innovative technology."  It said the car has a bold silhouette, distinctive lighting signature and a confident presence.  Honda Australia has not officially confirmed the Avancier for local launch just yet, but there are strong signs it will arrive. The car will be built in Thailand, which is another right-hand drive market, while importing the Avancier is also more viable because Thailand is relatively close to Australia. The brand will reveal more details in due course.  The Avancier would provide Honda with a dedicated large seven-seater SUV choice in Australia - a segment it currently doesn’t compete in.  Its hybrid status could also provide relief from potential fines under the New Vehicle Efficiency Standard (NVES).  Pricing remains a while away for the Avancier, but buyers can expect it to be more expensive than the seven-seater CR-V ($54,900, drive-away).  It would also need to be competitive with the Kia Sorento ($51,630) and Toyota Kluger ($62,410), both before on-road costs. 

Toyota is the long-serving hybrid king, but its crown is slipping as a gaggle of new petrol-electric rivals from brands new and familiar line up to take their shot. The big Kluger family SUV is the prime example. It’s rare for a Toyota hybrid not to absolutely dominate its rivals in the sales charts, but the tastes of Australians on the look out for a big, comfy family SUV have changed. The current Kluger is more than five years old now, and not much has changed in that time except for a few nips and tucks. We’re piloting the top-of-the-range Grande grade, which starts at $85,065 (before on-road costs). That’s a pricey number, which is a cool $8000 more than the equivalent Hyundai Santa Fe, $10,500 more than the Kia Sorento and $15,000 more than the plug-in hybrid BYD Sealion 8. There are cheaper options in the range, the GX ($62,410) and GXL ($71,930). Toyota backs its vehicles with a five year/unlimited km warranty, which is the industry standard. It is starting to look underwhelming compared to seven years, and even 10-year terms offered by some rivals. Toyota’s servicing costs still beat the competition, with the first five scheduled log book visits costing $335 each, with intervals every 15,000km or 12 months. The Kluger has everything you need, if not necessarily everything you want. The Grande gets 20-inch wheels, up from 18-inch units on lesser grades, there is LED lighting front and back, roof rails, rear spoiler and chrome covered grille. Inside buyers can expect a 12.3-inch multimedia screen - up from eight inches in the GX - and a digital driver display of the same size. A head-up display, which projects vital information such as travelling speed, prevailing speed limit and safety warnings onto the windscreen in front of the driver, is standard. There is wireless Apple CarPlay, but you’ll need a cord to connect to Android Auto.  The Grande is the only grade to get a wireless device charger, but all get five USB-C charging ports. Sat-nav is standard and the Grande gets an 11-speaker JBL stereo, ambient lighting, driver’s seat memory and a panoramic sunroof. You’ll find more in competitors for less. The Kluger is like a big comfy couch. Its power-adjustable front seats are wrapped in good-quality synthetic leather and are heated and ventilated. The cabin is festooned with soft-touch materials, with supple coverings on the dash, door trims and most high-touch areas. Faux-wood inserts add to the cabin’s living-room feel. A high seating position and plenty of steering wheel adjustment give you great vision out the front and make it easy to find a comfy driving position for all shapes and sizes. The second row can easily accommodate taller teens and adults, but the third row is best left for smaller kids. I had two child seats - one forward and one rear facing - in the second row with room for a small adult to fit in between. There are Isofix points for the two window seats in the second row and each has a seat-back anchor point. There are none in the third row. One big fail is the second row has a 60:40 split, except the 60 is on the driver’s side. This means to load people through to the third row they either have to go through a narrow opening or do it from the road side. The boot is decent at 552 litres when five seats are deployed but it shrinks to 241L when all seven are in place, ballooning to 1150L with the second row folded down. There is a full size spare tyre. Under the bonnet is the Kluger’s crown jewel, Toyota’s 2.5-litre four-cylinder petrol engine paired with three electric motors and a small battery. All this adds up to 184kW of grunt sent to all four wheels and a combined fuel use of 5.6 litres per 100km. It does require pricier premium unleaded fuel. The Kluger’s American bent shines through the engine. It sounds gruff, with an uncanny rumble for a hybrid when you put your foot down, and it has plenty of oomph for a big rig. It is easy to see why Toyota’s tech is so popular, as the electric motors and petrol engine work seamlessly together blending petrol and electric grunt when needed. It isn’t as efficient as it reads on paper, with it nearly impossible to hit the 5.6-litre claim. The Kluger is built for comfort with softly sprung suspension that soaks up bumps and lumps of all sizes. The trade-off is there is more leaning and pitching through corners that you might like, but it is a fair compromise for a big rig made for moving people around, not for race tracks. It is quiet on the road, with the outside world kept at bay. As with most Toyotas it is an easy machine to pilot, with well-balanced steering that provides a good amount of feedback and inspires confidence in all conditions. Toyota has ticked all the Kluger’s safety boxes, as you’d expect for a vehicle pitched at growing families. It will automatically hit the brakes if it detects a potential collision with a car, pedestrian or cyclist. You’ll be warned if a car is in your blind spot and if one is approaching from the side as you reverse. A range of sensors will help keep you centred in your lane, and tug the steering wheel if it thinks you are drifting out of your lane. The beauty of this Toyota tech is it actually works as intended, when needed and isn’t constantly beeping and intruding when it is not welcome. There are also front and rear parking sensors, reversing and bird’s-eye view cameras to make parking the big rig as easy as possible.

My 2017 Kia Carnival is out of warranty can I still claim any diagnostic repairs?

Hyundai's flagship family electric SUV is under investigation for a safety concern in Australia, following similar reports overseas.  The South Korean brand is looking into an issue on its Ioniq 9 in Australia over a potentially dangerous problem with the second-row power-folding seats. It relates to the seat assemblies failing to detect passengers or objects on the seats and continuing to close even when using excessive force. This can lead to the seats squashing occupants and cause serious injury or worse. The Ioniq 9 is Hyundai’s most expensive car on sale, and is its biggest electric SUV offering Down Under. Virtually every Ioniq 9 sold in Australia could be affected by the issue, with more than 100 vehicles being looked into. The issue is expected to be able to be fixed with an over-the-air software update like in other markets, or owners can option to have it resolved at a Hyundai dealer. Owners should take extra care during the folding of seats in the meantime, according to the brand.  In the United States, 5360 Ioniq 9 examples have been recalled, according to reports. The brand said all vehicles recalled have the fault.  It’s not just the Ioniq 9 impacted in the United States, with it also linked to power-folding seats in the Palisade and the Telluride SUVs.  At this stage, only the Ioniq 9 is under investigation in Australia.

Arguably the year’s most anticipated new model has finally broken cover, and initial reports are promising. After being poured over by the global press and driven briefly under strictly controlled conditions in Japan, the general consensus is that the latest-generation, NU-series Mitsubishi Pajero will be a formidable 4x4 wagon contender when sales commence in December. This is what it has going for it and what concerns still need to be addressed. Strong points include design presence, an unexpectedly refined interior, thoughtful packaging, a competent yet refined on- and off-road chassis tuned with Australian preferences in mind, and competitive pricing. Only the lack of a hybrid powertrain option could hold the new Pajero back, though company executives have indicated one is coming in time. Still, a conditional 10-year warranty, should give popular rival 4x4 wagons like the Toyota Prado, Ford Everest and Isuzu MU-X something new to worry about. But it is the choice of an old name that Mitsubishi has resuscitated for its large SUV that might create confusion. Particularly when the advertising tag line screams: “All-New Pajero: The Legend is Returning.” That’s because the 2026 Pajero is not a modernisation of the previous, third/fourth-generation, NM-NX-series 4WD from 2000 to 2021 that the badge and promotion clearly imply. Instead, it is a successor to the smaller, cheaper and less-sophisticated Pajero Sport (now defunct), which was derived from generations of previous Triton utes. That started off as the Challenger initially, in the late 1990s, until the name changed in 2015. As such, expectations of the NU Pajero need to be tempered. Mitsubishi used to offer 4x4 wagon buyers real choice. Despite being smaller and less expensive, the previous Pajero was considered a strong alternative to the Toyota LandCruiser and Nissan Patrol. This was so even as the latter two grew into the Upper Large SUV category four-wheel drive (4WD) as they changed. Meanwhile, it was the simpler Challenger and Pajero Sport’s job to chase the Prado, as well as the 2000s-era Nissan Pathfinder, Everest, MU-X and the Holden Colorado 7/Trailblazer. It’s true that, although based off the current Triton, the NU Pajero is considerably bigger than the Pajero Sport was, and larger even than the old Pajero. But people expecting an alternative to the full-sized LandCruiser 300-Series and Y63 Patrol giants, which are bigger again, will find the Mitsubishi is not in the same official size category. That point alone should have had the company thinking twice about using the Pajero nameplate. The previous Pajero was a revolution when the NM series debuted at the 1999 Tokyo Motor Show. That’s because it was designed and engineered to be at the forefront of large off-road-capable SUV technologies, and did it with such aplomb that it cemented the Mitsubishi’s reputation along the way. Among many progressive features was an advanced monocoque body with an integrated ladder-frame chassis, eschewing the old-fashioned body-on-frame construction for a lighter, more-rigid and roomier solution. The upshot provided the old Pajero with far more car-like on-road dynamics, control and safety than the previous (1981 original and 1991 second-gen) iterations, while still being able to deliver exceptional off-road capability and robustness. This happened years before Land Rover, then under BMW ownership, managed something similar in the full-sized 4WD wagon space with the L322 Range Rover of 2002. Mitsubishi got there first, and it was a revelation LandCruiser and Patrol has never matched. Cash-strapped Mitsubishi reportedly didn’t have the funds to develop another monocoque, truly full-sized Pajero, so upsized and improved the body-on-frame Triton ute and its Pajero Sport SUV offshoot to fill that role. It makes economic sense, because the competition has long done something similar, but it is still a retrograde step from the old Pajero. Already comfortably better than the previous Pajero Sport, whether the NU Pajero will have the same elevated bandwidth of dynamic capabilities when we drive it in Australia remains to be seen. The final old Pajero used a 147kW/441Nm 3.2-litre four-cylinder turbo-diesel engine dubbed DiD, giving it sufficient low-down torque capabilities as well as adequate on-road performance. On paper, the NU Pajero’s 150kW/480Nm 2.4L turbo-diesel’s outputs exceed the old version. Around 62kW per tonne versus 59.5kW per tonne in the power-to-weight ratio stakes. But how will that translate in actual Australian conditions, especially against the V6 turbo-diesel alternatives as found in the latest LandCruiser and Patrol? And that's not even taking in the electrified big 4x4s from China like the Denza B8 PHEV. With diesel prices still spiking this year, the electrification of the NU Pajero cannot come soon enough. Especially as the New Vehicle Efficiency Standard (NVES) that limits carbon dioxide tailpipe emissions becomes stricter over time. Like we said, the 2026 Pajero falls into line with its popular rivals in being an affordable entry point into 4x4 wagon motoring without having to pay LandCruiser and Patrol prices in order to do so. In all likelihood, a ground-up monocoque-bodied Pajero replacement would have cost a lot more to buy, so Mitsubishi’s decision ultimately does make sense.

BYD Australia has confirmed pricing for the next of its models in line for an Australian launch, its M9 people-mover. The 2026 BYD M9 will start from $61,990, before on-road costs, in Australia for the eight-seat M9 Dynamic, though the first grade to arrive will be the flagship seven-seat M9 Premium priced at $72,990. BYD’s first people mover, the M9, joins a market category dominated by the Kia Carnival, though the Hyundai Staria and Ford Tourneo take up distant second and third places. Other new arrivals to the people-mover category are more expensive, like the BYD-related Denza D9 or the Zeekr 009. On its 3045mm wheelbase, the M9 is 5145mm long, 1970mm wide and 1805mm high and its three-row layout provides "generous accommodation" according to the brand. Its plug-in hybrid (PHEV) drivetrain draws power from a 36.60kWh BYD LFP (Lithium Iron Phosphate) 'Blade' battery, the Dynamic with a 20.39kWh equivalent and features a 1.5-litre turbo-petrol engine to charge the battery and help provide drive. The Premium, the only grade available from launch, boasts 145km of EV range and up to 850km of combined range (under WLTP testing) according to BYD, with AC and DC charging, as well as Vehicle-to-Load (V2L) all supported. Its drivetrain consists of a front-mounted electric motor that provides 200kW and 315Nm, though with the engine’s help total outputs are 218kW and 315Nm. With enough battery charge, the fuel consumption claim for the M9 is 0.4L/100km, but with a low battery that jumps to 7.3L/100km - still a reasonable figure. While features for the entry Dynamic grade are yet to be confirmed, the Premium comes with a long list of luxe features including: A 12.3-inch digital instrument driver display A 15.6-inch multimedia touchscreen Wireless Apple CarPlay and Android Auto Over-the-air updates (OTA)  12-speaker sound system Four-zone voice control Leather upholstery  Heated and ventilated front seats with massage function  Heated and ventilated second-row captain's chairs with massage function An integrated refrigerator and hotbox Augmented reality (AR) projection Power sunroof Acoustic front glass Privacy rear glass Interior ambient lighting LED headlights LED tail-lights 50W wireless phone charger The BYD M9 also features nine airbags and a suite of crash-avoidance safety kit including a surround-view camera system and eight ultrasonic sensors to aid in advanced driver assist (ADAS) functions. BYD Australia Chief Operating Officer Stephen Collins said the M9 is part of the brand’s “commitment to this market”. “The M9 marks the seventh all-new model BYD has introduced within 12 months, and all of them in new segments.  “We also added two significant new Shark 6 variants, the Shark 6 Cab Chassis and Shark 6 Premium pick-up, in response to customer needs. “The acceptance of BYD vehicles is reflected in our continued strong sales, with year-to-date deliveries more than double ahead of last year, which itself was a record year.”

Mitsubishi means business with its new Pajero 4WD priced to thrill. Buyers will be able to choose from three grades when the Pajero arrives in Australian showrooms this December. Buyers have already been lining up to get their hands on the new rough-and-tumble machine, with Mitsubishi recording more than 3000 pre-orders from before the reveal yesterday. It’s a head-turner with butch, boxy and rugged looks and a plush interior to pamper. Prices kick off at $68,490 (before on-road costs) for the entry-level GLS with five seats, or $69,990 with seven seats. The mid-tier Exceed jumps up to $79,990 and the range-topping GSR starts at $84,990. Both variants are only available with seven seats. All come in substantially cheaper than the equivalent Toyota Prado, but just a little bit more than the Ford Everest powered by the V6 diesel. Mitsubishi’s deal is sweetened with a conditional 10-year/200,000km warranty, which requires owners to complete every logbook service at a Mitsubishi dealer or it reverts to a five year/100,000km guarantee. Mitsubishi offers up to 10 years of capped-price servicing with scheduled workshop visits required every 15,000km or 12 months. The new Pajero shares its underpinnings with the current Triton ute, which means it uses a rugged ladder-frame chassis that is found underneath serious off-roaders. This is a break from recent tradition with the past few Pajero generations using a car-like monocoque chassis.  Mitsubishi has done some serious work to the Pajero to make it more refined and composed compared to the more workman-like Triton. The chassis is stiffer with greater use of high-quality steel, which increases its stability during cornering but also improves its durability and reliability to better handle the rough stuff. The rear suspension from the Triton has been replaced with a sophisticated five-link set-up to make it more composed on the road. The engine is a 2.4-litre diesel four-cylinder with a single variable geometry turbocharger, which is an evolution of the bi-turbo unit found in the Triton. Mitsubishi has been able to squeeze a little more torque to boost outputs to 150kW and 480Nm. Mitsubishi has ditched the six-speed automatic transmission and installed a new eight-speed unit, which will smooth out the drive experience and lower fuel consumption. It also uses AdBlue to help lower emissions and improve efficiency. The Pajero can play with the big boys with it rated to tow up to 3500kg. It comes with Trailer Load Assist that enhances stability while towing by detecting if the trailer is swaying and can adjust power and braking to each wheel to get the rig back under control. Owners can load up to 300kg of static load, or 100kg dynamic, on the roof, which further boosts its adventure credentials. It is ready to rumble off-road thanks to the company’s Super Select 4WD-II tech. It delivers part-time four-wheel drive for on-road driving, full-time four-wheel drive for all conditions and a rear differential lock and a low range transfer case for heading off the beaten track. There are seven selectable drive modes including Normal, Eco, Gravel, Snow, Mud, Sand and Rock. Rally-bred tech such as Active Yaw Control (AYC) is standard. AYC helps manage the torque delivery to left and right wheels to increase stability when cornering. It is paired with active stability and traction control and anti-lock brakes to help the Pajero manage slippery surfaces. Mitsubishi has put a lot of thought into the third row, with it designed for adults. The third row is able to slide up to 150mm and has a tumble mechanism for easy access to the last pew. Mitsubishi has thought about people actually using the last row, with what it claims is plenty of headroom and room for feet under the seats in front. With the third row folded down the boot can hold 519 litres, which is well below that found in the Prado and Everest This is the most modern-looking Mitsubishi interior by far. Dual 14.3-inch screens - one for the multimedia and the other for the driver’s instruments - dominate the dash. The central screen also houses what the brand calls a Multi Meter, which is a modern, digital version of the old triple meters from previous generations. The new digital readouts will show altitude, compass heading, ambient temperature, vehicle pitch and roll angles and left and right torque distribution. GLS grade come with: 18-inch dark grey alloy wheels Waterproof black fabric seat trim Manual driver and front passenger seat adjustment (slide, recline, height) Electric seat lumbar support adjustment (driver and front passenger) Dual 12.3-inch displays Six-speaker stereo Wireless Apple CarPlay and Android Auto Steering wheel heater and paddle shifters Tyre pressure monitoring system Auto-dimming rear-view mirror Dusk-sensing headlamps and rain-sensing wipers Keyless entry and start Electric tailgate Privacy glass Front dual-zone automatic air conditioning Rear automatic air conditioning system 12.3-inch full digital meter cluster Phone wireless charger Two USB-C ports in every row  Exceed grade adds: 20-inch alloy wheels Black leather seat trim Electric adjustment for driver and front passenger seats Front and rear seat heating function Dual 14.3-inch screens 12-speaker Yamaha stereo Refrigerated console box GSR grade adds: 20-inch black alloy wheels Two-tone camel and black leather seat trim Front-seat ventilation function Front-seat adjustment memory function Steering wheel and door mirrors adjustment memory function Panoramic front sun visors with LED lamps Black headlining Illuminated front scuff plates Front grille LED light Front and rear light animation pattern Front and rear dark bumpers Dark grey side steps Black door mirrors Black wheel-arch mouldings Black panoramic roof with sunroof Adaptive Driving Beam system Digital rear-view mirror Air conditioner with nanoe X air purifier

Skoda has indicated two key SUV electric vehicles (EVs) slated for Australia may have their release dates pushed back. With booming demand for EVs in Europe against a backdrop of war in the Middle East and subsequent spiking oil prices, buyers in Australia may have to wait until the end of next year before they can get behind the wheel of the Epiq small SUV. Likewise, the recently announced Skoda Peaq seven-seater large SUV EV, a companion model to the popular Kodiaq and the stated flagship – or peak – of the Czechian brand’s extensive range, might still be up to two years away from a local launch. According to Skoda Australia Brand Director, Lucie Kuhn, there are a number of factors at play putting pressure on the availability of these two important electric models. “Here in Australia, we are trying to fight to get the launch of global models, the Epiq and Peaq,” she said. “We are awaiting final confirmation.” With sales of EVs expected to eclipse internal combustion engine models for Skoda in Australia, the importance of the Epiq in particular cannot be overstated. Closely related to the just-released VW ID. Polo light car supermini and ID. Cross electric crossover version that are already creating a buzz with strong pre-orders in Europe, it is a key player in the Volkswagen Group’s retaliation against the wave of cheap EVs from China. More specifically, the Epiq uses a modified version of the MEB electrical architecture known as MEB+ designed to slash engineering and production costs. Developed by Seat in Spain (where all models including a Cupra Raval version will be built), it switches from a rear-motor/rear-wheel-drive (RWD) configuration to a front-motor/front-drive layout. Along with a simpler torsion beam rear suspension set-up and the choice of two modestly sized battery packs of 39kWh (for 310km of WLTP range) and 55kWh (for about 440km WLTP) sizes, the goal here is to save money. Speaking of which, while pricing and specification details have yet to confirmed for our market, the entry-level version is expected to kick off from somewhere in the mid-$30,000 region. This would take the fight up to the BYD Atto 2, GWM Ora 5, Jaecoo J5, Leapmotor B10 and Chery E5. Crucially, at the time of publishing, neither VW has been confirmed for Australia as yet. The Peaq, meanwhile, employs a stretched version of the Enyaq’s MEB architecture, and will offer 60 RWD, 90 RWD and 90X all-wheel drive powertrains. Globally unveiled in late June, Skoda has yet to reveal many details about this model, but it is anticipated that the main target will be the successful Tesla Model Y L, which currently retails from around $75,000 and $90,000 before on-road costs in Australia. If the brand can achieve similar pricing to the latter, it would undercut a host of electric alternatives, including the Kia EV9, Volvo EX90, Hyundai Ioniq 9 and Mercedes-Benz EQS. Both models represent strong opportunities for conquest sales for the company. “We are hard at work now, working on Epiq and Peaq,” according to Skoda Australia Head of Product and Marketing, Kieran Merrigan. “The feedback is really awesome, and we can't wait to see the work on them and bring them to market – 2027 for the Epiq, and then late 2027 or 2028 for the Peaq.”

It has never been a better time to buy an SUV with seven-seats, with a range of options across all price ranges. But if you're looking for a seven-seater, but don’t want to spend any more than about $45K? We’ve got you covered. Here are the five most affordable seven-seater SUVs on sale in Australia. The MG QS is last on our list for affordability but first on our list for practicality thanks to its giant five-metre length, which offers more third-row room than the others here. The QS is a proper larger SUV, while the others here are on the smaller side of large. The price of $46,990 is a drive-away offer too, so the value is still outstanding.  We have tested the MG QS and liked the roominess, the hefty list of standard features and the 10-year warranty.   Things we didn't like include the fairly small petrol engine, which has to work hard to carry this big car around. We also felt the cabin stying looks great, but some of the materials felt a bit cheap.  The Mitsubishi Outlander has been around for decades and has been a stalwart in driveways of Aussie families. A low list price of $42,540 for this entry grade is also good to see.  We tested the Outlander and liked its value for money and good looks, but found the third row to be cramped and the CVT transmission to offer lacklustre performance.  The Nissan X-Trail is not only one of the original mid-sized SUVs that’s been around for more than 25 years but for a long time it was one of just a few that offered seven seats. The new X-Trail is one of the best SUVs here and it's wonderful to see it priced so affordable at a list price of $41,305. Of course we have tested it and liked the ride comfort and good handling, but we noted that the spare wheel is under the third row seats and little things like the sound system quality weren’t as good as some rivals. Chery has returned to Australia with an array of excellent vehicles and the Tiggo 8 is no exception. At just over 4.7m long the Tiggo 8 is classed as a large SUV, although that’s still not huge. We’ve tested it and liked the quality of the interior, the amount of features for this $41,990 drive-away price and the good ride.  We prefer the super hybrid version of this SUV, which offers better fuel economy although the price tag is more than this petrol version. Indian car maker Mahindra makes a pretty compelling proposition here with the XUV 700, which is our cheapest seven-seater SUV at $36,990 drive-away for the AX7 entry grade. The AX7 is considered a mid-sized SUV at just under 4.7m long. We’ve tested it and liked the punchy 2.0-litre turbo-petrol four-cylinder engine, the mountain of standard features for the price, but felt the interior quality could be better and the ride and handling wasn’t exactly great.

Proving the current popularity of plug-in hybrids (PHEV), one of Chery Group’s many brands, Omoda Jaecoo, is giving buyers another option. Following the launch of the petrol-powered J8 large SUV a year ago, Jaecoo has added the J8 SHS (Super Hybrid System). It’s a plug-in hybrid and, unlike the petrol J8, this one has seven seats. Jaecoo says it’s more of an occasional seven-seater, rather than a dedicated three-row family hauler. More on that later. It’s available in one highly specified Summit grade from $59,990, before on-road costs (BOC), which is the same price as the mechanically identical Chery Tiggo 9 Ultimate Super Hybrid. The Summit is a $5000 bump over the priciest petrol J8, but it is compelling when lined up against other three-row large PHEV SUVs like the BYD Sealion 8 ($56,990-$70,990 BOC), Kia Sorento ($71,175-$86,115 BOC) and Mazda CX-80 ($55,700-$93,419 BOC). Jaecoo has loaded the J8 Summit with standard gear including heated and ventilated front seats with a massage function, head-up display, 14-speaker Sony sound system (two speakers are housed in the driver’s headrest), a 50-watt wireless charger, wireless Apple CarPlay and Android Auto via one of the two 12.3-inch displays, a panoramic sunroof with a sun shade, acoustic glass and luxuries like quilted leather seats, ambient lighting and a built-in fragrance system. Design wise, the Jaecoo J8 is not an unattractive car, it just lacks anything that helps it stand out or identify it as a Jaecoo. The brand is still finding its feet when it comes to design. Inside, the speakers, door-mounted seat controls, air vents, dash panels and even the quilting on the leather seats look to have been borrowed from Mercedes-Benz. It’s not an unpleasant space, it’s comfortable and looks good, but there are issues. The integrated dash element that flows into the door is misaligned. Not a great look. I couldn’t find my perfect driving position because the driver’s seat doesn’t lower far enough. The centre console is too wide and sits too high, meaning you feel a bit hemmed in. But the lovely looking steering wheel feels nice in hand and has clearly identifiable controls. Storage wise you get a huge central bin with a cooling function, under-console space, big door bins for bottles and more. It has dual 12.3-inch screens - exactly the same size as Hyundai/Kia’s setup - and the driver display is clear and well calibrated. The central display is not intuitive and you have to dig through menus or swipe down for high-use functions. Beyond the dial on the console, the drive mode set-up is confusing and takes some time to navigate, while my co-driver and I could not find the regen braking settings, despite deep dives into the menus. The system’s processing speed is excellent, so it responds quickly to inputs and the graphics are good. I don’t need an automated voice shouting when changing drive modes, however. The second row is well appointed, with air-con vents at knee and chest level, some climate controls, big door bins, central armrest and cupholders, USB ports and more. You also get sun shades for second-row windows and the panoramic sunroof has a solid blind. There’s no transmission tunnel so the middle seat is useful. The second-row seat base slides and the backrest reclines slightly which is a neat feature. However, the Jaecoo has a big flaw that impacts its status as a seven seater. The 60/40 split-fold second row is configured for left-hand drive markets - the J8 is built in China - so the single-seat entry point offering the best third-row entry is on the driver’s side of the car, which, in Australia, is the road side. This should have been changed to the kerb side so it’s safer for parents to get their kids in and out of that third row. You can climb over the seats on the kerb side, but it’s cumbersome. The J8’s Chery Tiggo 9 PHEV twin has the same issue. Boot size is a J8 strong point, swallowing 200 litres with all three rows in place, expanding to 738L with the third row folded. There are hooks, lights and power outlets in there, too. But there’s another packaging issue. There’s no spare wheel and because the PHEV mechanicals take up so much space, there’s no under-floor storage. So the tyre repair kit and charge cable sit in the boot with other luggage. Powering the J8 is a plug-in hybrid powertrain consisting of a 105kW/215Nm 1.5-litre turbocharged petrol engine combined with three electric motors - two at the front and one at the rear. The total system power and torque is hefty 315kW/580Nm, the same as the Tiggo 9. This set-up allows for all-wheel drive traction and it uses a three-ratio dedicated hybrid transmission. Maximum braked towing capacity for the PHEV is 1600kg, but, oddly, the petrol J8 is not rated for towing. Jaecoo has not tested for WLTP EV driving range so could only provide the NEDC figure which is more lenient. It is a healthy 169km, with 1000km possible factoring in the petrol engine’s 70-litre fuel tank. The 34kWh battery can be charged up to 70kW on a DC fast charger. Energy consumption is 19.3kWh/100km and Jaecoo says the official combined cycle fuel use figure is 1.2 litres. As with any PHEV, take that figure with a big grain of salt as it requires the battery to always be charged. The 6.6kW Type 2 charge port is on the rear passenger side of the car and charging from 10 to 100 per cent takes five-and-a-half hours. That powertrain is one of the Jaecoo’s most impressive features. It is technologically advanced, powerful, offers a useful driving range and is mostly smooth. However, on the road the J8 is a mixed bag. It is very quick off the mark, hitting 100km/h in just 5.8 seconds. So straight-line performance is solid. But when accelerating out of a tight corner or a roundabout there’s some hesitation from the powertrain. The J8 SHS has adaptive dampers as standard, which is usually a good thing, but combined with the size and heft of the car, it makes for a wallowy, floaty ride. Go over a speed bump and the front end will feel like it’s bouncing up and down. At urban speeds on completely flat roads, the Jaecoo is composed and lovely to drive. But at higher speeds on a highway or motorway with bends, that boat-like floatiness reappears. Of the three drive modes - Normal, Mid and Sport - the latter is best at keeping the big SUV more tied down, but it never loses the wallowy feeling entirely. It’s not a fan of corners, leaning heavily even on pretty average bends. This is one top-heavy vehicle, and you feel it in the cabin, moving around as it leans. On the flipside, it handles potholes and road imperfections well, mostly soaking up some sizeable holes. It rides on Michelin tyres hugging the 20-inch alloy wheels. Steering lacks any real engagement or connection to the road but it has a bit more feel in Sport mode. Chery Group Australia would benefit from a local ride, handling and steering tune similar to GWM and Kia’s programs. The Jaecoo standard safety list is impressive, and the advanced driver assist systems (ADAS) are not as intrusive as some rivals. The lane keeping aid can get a bit excited but you can adjust the level of some ADAS features via settings. There’s no ANCAP crash rating for the Jaecoo as yet. A big tick for the Jaecoo is its warranty and servicing offer. It comes with an eight-year/unlimited kilometre warranty, eight-year battery warranty, eight years of roadside assistance and eight years of capped-price servicing. The schedule is every 12 months of 15,000km, whichever occurs first. Service pricing ranges from about $300 to $670, depending on the year, but it will cost a total of $3881 all up. That’s pretty competitive pricing when lined up against the BYD Sealion 8 and Mazda CX-80.