Already tested in its purely internal combustion version, the Jaecoo 7 Super Hybrid is the plug-in hybrid version of the first model from the Chinese brand, Chery’s mid-range offering for Europe.
With this particular plug-in hybrid version, the Jaecoo 7 competes with the Ford Kuga, Hyundai Tucson, Kia Sportage, Toyota C-HR, and other compact plug-in SUVs, boasting an electric-only range of 90 km and a rather lively 1.5-liter gasoline engine that kicks in when the battery is depleted, delivering a total power output of 347 hp and front-wheel drive (AWD is only available in the internal combustion version).
Jaecoo 7 Super Hybrid: our top & flop
I admit I was initially skeptical because, while nice-looking, the gasoline-only version of the Jaecoo 7 did not convince me in terms of setup. However, I was warned that this is a completely different car, and they were right. The only version that could also be sold in Denmark and Sweden (I doubt Norwegians will see it), the Jaecoo 7 Super Hybrid loses all-wheel drive but gains comfort and a lot of sense. Starting with more refined materials and a design that feels like that of an electric car: the floor is completely flat—perhaps a bit high due to the battery—and the center tunnel is very spacious and filled with compartments, as the gear selector has been moved to the steering column. Then, there’s a complex system to explain, with 347 hp coming from a 1.5 turbo gasoline engine and two electric motors, which ensure that the gasoline engine almost never kicks in, leading to a total real-world range of up to 1,300 km with fuel consumption reaching 21-22 km/l. Truly excellent, along with the overall construction of the car, which features an 80% reinforced and hot-stamped steel chassis, as well as double-laminated glass for superior acoustic comfort.
What we like:
- The driving experience is smooth and pleasant
- Very well soundproofed
- Fuel consumption is impressive
What we don’t like:
- There is still some body roll, especially in corners
- Almost everything is controlled via the touchscreen
- Switching between D, N, and R is a bit cumbersome
Prices in Scandinavia
Omoda & Jaecoo is not yet available in Scandinavian countries. In Denmark, operations will begin at the end of 2025 with the Omoda 5 EV, but it is still uncertain whether the Jaecoo 7 SHS will arrive.
Jaecoo 7 Super Hybrid’s performance
The key difference is, of course, the electrified powertrain, powered by an 18.7 kWh LFP battery, offering a 90 km range on the WLTP mixed cycle and 130 km in urban driving—sufficient for most daily commutes. With CO₂ emissions of just 23 g/km, the Jaecoo 7 is also an interesting option for companies struggling with new fringe benefit regulations.
Even more interesting is the 1,200 km total range, which is not just theoretical: in some tests, the car was able to travel even farther. You immediately notice this when driving—it’s really hard to drain the battery, and the internal combustion engine rarely activates, resulting in incredibly low fuel consumption. In my case, I averaged 19 km/l, with peaks of 22-23 km/l, a figure I have rarely achieved with a plug-in hybrid over such long distances.
This is thanks to a truly refined system that is also difficult to explain. The 1.5 TGDI turbo gasoline engine with direct injection delivers 145 hp, combined with two electric motors:
- The first, more powerful one, generates 204 hp (the same as in the Omoda 5 EV) and drives the wheels.
- The second, dedicated to recharging, produces 136 hp.
These are paired with a special transmission, better described as a speed reducer, which optimally manages energy flow both in and out. This system offers multiple driving modes, mostly activated automatically by the car, which is surprisingly intelligent in recognizing the context, but they can also be selected manually.
Specifically:
- Pure EV, with fully electric drive
- Pure ICE, where the gasoline engine provides traction
- Parallel mode, where both engines work together to drive the wheels
- Series mode, where the electric motor drives the wheels while the gasoline engine powers the second electric motor to assist the first
- Parallel charging, where the gasoline engine provides traction while also supporting the electric motor
- Regeneration mode, where the electric motor regenerates energy
- Double regeneration mode, where both the electric and gasoline engines regenerate energy
- Pure stationary charging, where the gasoline engine recharges the battery while the car is stationary
For the user, understanding these complex mechanisms isn’t necessary. Beyond the three drive modes (Eco, Normal, Sport, with the latter being particularly lively), the driver simply chooses whether to drive in pure electric mode, hybrid mode (HEV), or forced charging mode, where the gasoline engine recharges the battery.
From the app or the infotainment system, the driver can also opt to use the engines to maintain a high battery charge—up to 80%—for instance, when planning urban driving after a stretch of highway.
Another advantage is DC fast charging, still rare in plug-in hybrids of this segment, with up to 40 kW of power, enabling a 30-80% charge in under 20 minutes. This makes it usable even on highways without significantly impacting fuel consumption. In AC, it charges up to 7 kW, taking 6-7 hours, while with a home socket, it takes 8-9 hours.
Another interesting feature is Vehicle-to-Load (V2L), rarely found in plug-in hybrids, which allows the car to be used as an external power source through a 220V socket in the trunk. The hybrid system is also quite intelligent: it always reserves some energy in the battery to activate electric mode whenever possible, enhancing overall efficiency.
Driving Experience
The driving dynamics are similar to many other Chinese cars we have tested. The system works well, so the 1.5 turbo gasoline engine and the electric motors operate smoothly together. Since the gasoline engine rarely engages, the car behaves almost like a full electric vehicle, and even when it does, it remains barely noticeable. I expected it to be noisier, considering it’s a small engine.
This is also thanks to soft-touch materials in the redesigned Jaecoo 7 SHS interior and double-layer laminated glass, ensuring excellent sound insulation.
High-speed ride comfort is acceptable, but at lower speeds, the suspension struggles to absorb road imperfections. Body roll in corners is still noticeable, though less than in the regular Jaecoo 7, thanks to the battery’s presence.
The car retains the high-strength steel frame (over 80%) from the internal combustion version, designed to protect passengers in the event of a rollover, with a reinforced roof structure and pillars.
It also deserves mention for its safety rating: 5 stars in the Euro NCAP tests, proving that while the chassis setup has some issues, the ADAS and overall build quality are solid.
Design & interior space
Aesthetically, the Jaecoo 7 Super Hybrid is identical to the standard Jaecoo 7. Boxy and squared-off, it looks modern with clean surfaces, interrupted only by a large front grille contrasting with the slim headlights, incorporating the Jaecoo logo.
Inside, the cabin is spacious, accommodating three rear passengers (though not very tall ones), with heated seats in both the front and rear. The completely flat floor, typical of full-electric cars, highlights its unique transmission design.
The trunk has a 412-liter capacity, enough for daily use and even a double stroller. The rear seats fold in a 60/40 split to expand cargo space.
The center console has been redesigned for more space, thanks to the gear selector being moved to the steering column.
The 14.8-inch touchscreen controls all car functions. The UI is smooth and responsive, but some usability quirks exist, such as losing climate controls when Apple CarPlay is active and a less intuitive voice command system.
