Jetour introduced the G700 as a body-on-frame SUV available with a plug-in hybrid (PHEV) powertrain. The model forms part of the brand’s international expansion under parent company Chery, having entered Europe in late 2025 through a local distributor.
Neither Jetour nor the G700 is sold in the UK, but we recently spent some time with the global-spec Jetour G700 to see if it fits the bill for the British market.
Design
The Jetour G700 adopts an upright SUV design with a large front grille, rectangular LED headlamps and a sculpted front bumper.
Its boxy proportions, high bonnet and wide stance follow the traditional ladder-frame off-roader format. Roof rails, large alloy wheels and matrix LED headlights are among the exterior features.
Interior
In international markets, the Jetour G700 is available in both five-seat and six-seat configurations. The six-seat version uses a 2-2-2 seating layout with second-row captain’s chairs.
The dashboard features a 15.6-inch central infotainment touchscreen and a 35.4-inch integrated LCD instrument panel. Apple CarPlay, Android Auto, Bluetooth connectivity and a four-zone offline voice assistant are included.
The driver’s seat offers eight-way electric adjustment with four-way lumbar support, memory and welcome functions. The front passenger seat includes electric adjustment, lumbar support and a leg rest. Depending on the trim level, the audio system comprises either 12 or 18 speakers.
Experience in the G700
I spent time in the Jetour G700, and it immediately felt like a large, rugged SUV with a premium edge. The chunky door handles, heavy doors and solid door shut gave it a substantial feel.
Getting in requires some effort because of the height, but the deployable side step and dashboard-mounted grab handle make it manageable. This was a left-hand-drive model.
Once inside, the front seat felt very supportive. I had great shoulder support, good back support and strong under-thigh support. With the seat set to my driving position, I had about 15 cm of headroom to the roof liner.
The oblong steering wheel is wide and grippy, and I liked the knurled rollers and physical buttons instead of haptic controls. The chunky centre console, large dashboard screen and wide instrument display also give the cabin a modern, off-roader-inspired feel. Overall, the cabin felt well built and tactile, with decent outward visibility.
The second row uses individual captain’s chairs. Access is helped by the deployable side step and B-pillar grab handle. With the front seat set to my position, I had about 4 cm of knee room, helped slightly by the scooped-out front seatbacks.
My UK size 11.5 shoes partly slid under the front seat. I had about 10 cm of headroom below the panoramic glass cover.
The individual captain chairs are wide, with decent shoulder support, abundant side bolstering, individual armrests, USB ports, a mobile phone holder, individual air vents and a display for temperature and fan speed. I also liked the tray table behind the front passenger seat.
However, I would have liked the second-row seats to slide further back. The flat floor, large rear windows, two sunroofs, cantrail air vents, door graphics, ambient lighting and Lexicon sound system help lift the rear-cabin experience. The third row is mainly for children or shorter adults, as knee room becomes limited when adults use the second row.
Specifications
The Jetour G700 measures 5,198 mm in length, 2,050 mm in width and 1,956 mm in height, while the wheelbase measures 2,870 mm. Ground clearance is 230 mm, the approach angle is 35 degrees, the departure angle is 28 degrees, the maximum gradeability is 45 degrees, maximum wading depth is 900 mm, and the towing capacity is 2,500 kg.
The powertrain combines a 2.0-litre turbocharged four-cylinder petrol engine producing 155 kW (211 PS) and 340 Nm with dual permanent magnet synchronous electric motors.
The combined system develops 665 kW (904 PS) and 1,135 Nm of torque. Jetour quotes a 0-100 km/h (0-62 mph) time of 4.6 seconds, while top speed is 180 km/h (112 mph). The vehicle uses a two-speed Dedicated Hybrid Transmission (DHT) and an electric all-wheel-drive system.
The hybrid system uses a 34.13 kWh lithium iron phosphate (LFP) battery. The company quotes a WLTC pure-electric range of 100 km (62 miles) and a WLTC combined driving range of up to 1,000 km (621 miles).
The G700 supports 170 kW DC fast charging and uses an 800V electrical architecture. Official WLTC combined fuel consumption is rated at 1.39 L/100 km (203 mpg), while electricity consumption is 32 kWh/100 km.
The G700 uses a double wishbone independent suspension at both the front and rear and a body-on-frame chassis. Electric power steering and ventilated disc brakes are fitted as standard.
Off-road equipment includes electronic virtual central locking, four-wheel drive, Tank Turn, crawl mode, a wading sensor system, hill descent control and multiple terrain modes including Snow, Mud, Sand, Rock and Intelligent X Mode. The SUV also offers Expert Mode, Drift Function and Wading Mode.
Driver assistance features include lane departure warning, automatic emergency braking, blind spot monitoring, lane keeping assist, lane centering, adaptive cruise control and forward and rear collision warning.
A 360-degree camera, Transparent Chassis technology and Automatic Parking are also available, while higher specifications add Level 2 driver assistance supported by millimetre-wave radar and multiple cameras.
Water Propulsion System
Global variants feature an IP68-rated Water Propulsion System. According to Jetour, if the vehicle loses wheel traction in deep water, power can be redirected to a dedicated electric thruster.
Pricing & Availability
The Jetour G700 is not officially sold in the UK, although its parent company, Chery, has entered the British market through Jaecoo and Omoda models, with iCaur and Freelander set to follow.
If introduced, the Jetour G700 would likely be positioned in the GBP 50,000-60,000 bracket. At that price, likely rivals would include the Toyota Land Cruiser, Land Rover Defender 110, GWM Tank 500 and Ford Ranger PHEV.
Trained as an automobile engineer, I’ve been following the global car market since 2005. Over the past 17 years, I’ve been involved in online automotive analysis and publishing, traveling the world to drive, evaluate, and experience new cars and technologies.
