Jetour is coming to Australia, but please, please don’t call it Chery’s off-road brand.
It may be part of the big Chinese automaker’s amalgam of marques, but Jetour really does do its own thing.
While there may be some shared technology, this business is about bold vehicles with big practicality, huge off-road capability, and adventurous design.
And I tell you what – this G700 is a baller machine, with brutal speed, too…
How much does the Jetour G700 cost?
That is still to be confirmed, but the way BYD’s Denza has priced its big plug-in hybrid luxury off-road SUVs could be a good guide.
That would mean a possible price point of about $90,000 plus on-road costs, which would make it cheaper than a base model LandCruiser 300 or Nissan Patrol. But don’t count on it.
What’s clear is that Jetour execs don’t want to get into a price war with other brands from China.
But the G700 will be comprehensively equipped when it arrives in Australia early next year, as I’ll detail below.
What is the Jetour G700 like on the inside?
The cabin in the model I experienced in China was finished in a lavish orange leather trim, and it made quite the impression on me – though there are some familiar elements that we’ve already seen in the modern automotive era.
Yes, it’s got a large touchscreen media system, which is the hub of all your main controls and tech, though I had zero time to interact with the software.
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From what I saw as a passenger for the ‘off-road’ drive, the expected speedy processing time and high-resolution display mean you’ll get to grips with it all easily enough, hopefully.
But what’s even better is the fact the G700 has an array of physical controls for the air-con system, including dual-zone climate adjuster toggles, fan speed buttons and more. They’re positioned down near your knees, so it will take some learning, but at least they’re there!
The cabin finishing is exceptional, with a boldly designed steering wheel, thick grab handles on the doors and some cool dashboard treatments.
As with the Denza B8, there is a console section between the seats with buttons for a number of off-road systems and drive modes, though I found the glossy buttons to be a little hard to read in sunlight.
To the rear of that panel is a split-opening console with a hidden fridge compartment, but unlike others I’ve seen, it doesn’t open from the back seat, so the kids might be constantly asking for treats instead of helping themselves… which is worse?
The storage compartment is extensive, so it will be able to do the job for families who collect a lot of rubbish on their road trips.
In the second row, there was heaps of space for (182cm/6’0”) me to sit behind my own driving position, with no shortage of leg, foot, shoulder and head room.
The 2+2+2 seating layout means the middle-row captain’s chairs offer a pretty special space, and there is a recline function with electric adjustment, not to mention heating, ventilation and massage functions mirroring the front seats.
The space between the second-row seats allows a hallway-style walk-through corridor, and even clumsy people like me can clamber through without too much hassle.
But in the third row, with the middle-row section adjusted for comfort, there’s a bit less room to move. Head space is going to be better for anyone shorter than 170cm, and the leg- and toe-room also left a little to be desired.
However, there are ISOFIX child seat anchors for all of the rear positions, not to mention ventilation, cupholders and charging options, and the back seats also have a level of electric tilt adjustment.
The side-swinging tailgate moves the correct way for Australia, meaning when you park on a kerb, you will be able to open the tailgate without having to walk around it to load things in.
It doesn’t have a separate opening glass section, but the gate itself is assisted and has a locking strut to stop it from swinging in. As with these sorts of boot doors, it will mean you’ve gotta park nose-in rather than reverse in when you’re at the shops, if you need access to the boot space in its entirety.
In the boot there’s a good amount of space with the third-row seats up, with 224 litres allowing enough room for shopping, small suitcases or school backpacks. Fold the rearmost seats down with the electronic switches, and there’s a decent 719L of space. The rear has good amenities like bag hooks on the tailgate, netted sections, tie-down hooks and a vehicle-to-load power outlet. Neat!
| Dimensions | Jetour G700 |
|---|---|
| Length | 5198mm |
| Width | 2050mm |
| Height | 1956mm |
| Wheelbase | 2870mm |
| Cargo capacity | 224L (all seats up, six-seat models) 719L (third row folded, six-seat models) 966L (five-seat models) |
What’s under the bonnet?
The Jetour G700 has a lot of power. It needs it, because it’s a very hefty machine, but wow, some of these specs are amazing.
| Specifications | Jetour G700 |
|---|---|
| Engine | 2.0L 4cyl turbo-petrol PHEV |
| Engine outputs | 155kW 340Nm |
| Electric motor outputs | 510kW 795Nm |
| System outputs | 665kW 1135Nm |
| Battery | 34.1kWh LFP |
| Transmission | 2-speed auto |
| Drive type | All-wheel drive |
| Weight | 3070-3200kg |
| 0-100km/h (claimed) | 4.6 seconds |
| Fuel economy (claimed) | 1.4L/100km (WLTC) 8.6L/100km (battery at or below 25 per cent) |
| Electric driving range (PHEV) | 100km (WLTC) |
| Max DC charge rate | 170kW |
Yes, that 0-100km/h time means the G700 is quicker than some ‘performance’ cars, but also has the plug-in hybrid capability that customers are warming to. And 100km of electric-only range and DC rapid charging faster than some budget EVs seems good, right?
How does the Jetour G700 drive?
A decommissioned air force runway outside Beijing doesn’t seem like the ideal spot to see what an off-road-focused SUV like this can do, especially one in the shadows of the mountains near the Great Wall of China.
But that’s where I found myself for a very, very limited drive of the G700. And the driving was limited to the runway, despite the fact Jetour had set up some off-road obstacles to show off the credentials of this monster wagon.
They included a steep ramped ascent and descent, some offset moguls to test the suspension travel and articulation, and an angled ramp to make you feel like the car was about to have inverted door handles.
I went for a passenger ride across those challenges, and while it is always hard to figure out the potential prowess when the surfaces are clear and don’t crumble under the rubber, it was evident that technology on board is clinically precise.
The surround-view camera system allowed an excellent view for the driver to negotiate angles of attack and also to see over the crest on the ramp, while the suspension and traction management made for smooth progress over the moguls.
Low speed? Good.
High speed? MANIC.
Before I got to drive the G700, I had the chance to watch other media take the helm and slam their foot to the floor on the runway. And my goodness, what a show it was.
There’s so much power and torque to be channelled to all four wheels in the most dynamic drive mode that the G700’s nose rose up like a praying mantis, then dived back down under hard braking.
The soft suspension means the body moves around a lot, and in the driver’s seat it’s no less alarming in terms of the outright pace this big rig offers.
The 0-100km/h time is very much replicable, based on my drive, though the squirmy nature of getting that much grunt down with so much mass to contend with won’t be for the faint-hearted.
You need to be mindful of physics in corners, too, as there’s clearly less of a focus on outright corner-carving in this hulking hero SUV. Through a slalom section, it was manageable enough and produced measured pace, but turn too hard when you’re moving too fast and it might take some time to reel the momentum in.
There is no doubt this is a mega SUV, and there’s also no doubt there’s a lot more to learn about the colossal driving experience on offer here.
What do you get?
Exact standard spec levels are still a while away from being confirmed for the Australian market, but the G700 is likely to be extremely well-equipped based on international versions.
2026 Jetour G700 equipment highlights:
- Full LED exterior lighting
- 18-, 19- or 20-inch wheels depending on configuration
- Spare wheel
- Keyless entry
- Push-button start
- Sunroof
- 15.6-inch touchscreen media system
- Apple CarPlay and Android Auto
- Connected services
- Satellite navigation
- 18-speaker sound system by Lexicon
- LCD control display
- 17.3-inch rear entertainment screen
- Active noise cancellation
- Head-up display
- Electric front seat adjustment with memory settings
- Electric steering wheel adjustment with memory settings
- Leather seat trim
- Heated, ventilated and massaging front seats
- Heated, ventilated and massaging second-row seats
- Electric third-row seat adjustment
- In-car refrigerator
- Boot space power outlet
Is the Jetour G700 safe?
The Jetour G700 is in the modern era for safety technology, so it’s loaded to the gills with gear to prevent accidents, but also to keep occupants safe if one does happen.
Standard safety features include:
- Surround-view camera system with see-through view
- Front and rear parking sensors
- Adaptive cruise control
- Traffic jam assist
- Level 2 semi-autonomous driving tech
- Rear collision warning
- Lane change assist
- Lane keeping assist
- Blind-spot monitoring
- Auto parking assist
- Autonomous emergency braking
The G700 also has an array of airbags, including dual front, front side, front centre, driver’s knee, second-row side, and side curtain coverage.
There are ISOFIX points in the second and third rows, too.
How much does the Jetour G700 cost to run?
We have zero information about the ownership program Jetour plans to offer in Australia, but the aftersales provisions its parent company has in place for its other brands here could provide an idea.
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For instance, Chery offers a seven-year, unlimited-kilometre warranty for its models, and seven years of roadside assistance if you service through the brand’s dealer network. There’s a seven-year capped-price service program for Chery models, too.
Meanwhile, Omoda Jaecoo has a slightly more appealing after-purchase promise, with an extra year of vehicle warranty for a total of eight. So you can expect Jetour to be solid on its ownership promise, and it should offer an eight-year battery warranty, too.
CarExpert’s Take on the Jetour G700
This one is going to be a big play for the Chinese brand. Literally and figuratively.
If Jetour gets the pricing and spec right for this large SUV in our market, it could find itself in a very strong position, appealing to family buyers, those looking to move upmarket, and also fans of electrification.
There’s a lot to like about the G700. And we can’t wait to see what it’s really like to drive.
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