In my book, effort counts for a lot. Even if the result isn’t perfect, so long as I can see a desire to impress and a genuine effort to do well, that is good in my books. I can work with it. That’s how I approach work, my team, and even the cars we review. 

With Jetour, that’s exactly what I’m seeing too. And the newly-launched G700 is a prime example of this. 

Let’s not beat around the bush: Jetour is targeting customers who would otherwise go for a Toyota Land Cruiser or a Nissan Patrol with the G700. They’re not even being shy about it, as Jetour Philippines established a separate (and more premium) dealership for G700 customers and called it GAIA after the platform of the G700. 

Yes, they have lofty ambitions for this, and we can see that with the look. This SUV seems to take styling cues you’d associate with other boxy 4x4 vehicles like the LC Prado, H3, and Defender, but is upsized to be more LC300 or Patrol. The vehicle is deceptive when it comes to dimensions; in pictures, it looks narrow, but in person, it is massive at 5.2 meters long and 2 meters wide. 

We’re actually liking this trend of going classic boxy 4x4 with modern touches rather than aerodynamic sleek crossover SUV; that appeal is why models like Jimny sell well and why many still miss the second-gen Pajero and ladder-frame Defender. 

On the grille, JETOUR is neatly spelled out in crystal-like plastic (at least we think it’s plastic); that can be blacked out if you so wish (and I would do so if I bought one). The headlights are square-ish and do remind me of the Prado’s. The extended black wheel arches are nice and match up with those wheels. It’s actually a shame they opted for tires that aren’t optimal for off-road.

What I do like is how Jetour really wants this to be capable off-road. The front bumper sits pretty high up, and gives the G700 an approach angle of 35 as standard, with a departure angle of 28 because they positioned the spare tire on the swing-out tailgate. Take note: standard height. Those numbers improve (up to  40 approach and 32 departure angle)when the air suspension (yes, it’s equipped) is put to the highest setting at 300mm. In standard height mode, it’s at 230mm. Further improving ground clearance (and making entry/exit easier) are the retractable side steps that tuck in when the vehicle is moving. 

What makes the G700 different from its intended rivals like the Patrol and LC300 is the fact that it’s a 4x4 PHEV with a 2.0-liter turbo gasoline engine and EV motor in front, another motor on the rear axle (hence why the spare is on the tailgate), and a 34.1 kWh LFP high voltage battery that is protected by plates and the frame rails under the floor; yes, this is a ladder-frame SUV. It also means that there is no mechanical connection between the front and rear axles. So Jetour will have to be on point with how the drive syncs up for off-road use, and mind you, this comes with a lot of different modes like rock, mud, and even snow.

Jetour says it has 904 PS in total, but we’re not quite sure if adding up the power of the engine and the two motors is the right way to get that number. What we do know is that they’re quoting a WLTC EV-only range of 100 km; that means it can cover most of our daily drive routes, or a significant portion of it if you’re always on the go. That is key for those who want a vehicle that offers more features but consumes far less fuel. And when it comes to fuel economy, we’re getting 16.9 km/l in HEV mode at an average of 30 km/h in the city. 

The vehicle itself is a three-row SUV. The third row is quite spacious, given how big the vehicle is, and can be (somewhat) folded down or folded forward electrically from the back. That also means rear space is somewhat limited for cargo compared to other vehicles that have fold-flat seats on the third row because the G700’s third row doesn’t tuck into a recess.

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The second row in this unit is actually not a row per se, as it is fitted with two relaxation seats like you would find on an Alphard. Both seats recline electrically and have legrests that can extend upward. There is even a glass roof above, along with a drop-down entertainment system that you can mirror your phone on for the rear. 

The best part is that if you sit on the right side, you have access to a tray table that folds down from the front passenger seat. It’s big enough and secure enough to enjoy a meal on or use as a laptop table, though it is a bit higher than preferred. If you really want to relax and stretch out, you can push a button, and that front passenger seat folds forward and serves as a footrest. A lot of luxury Chinese vehicles have this feature, as taking a siesta (or whatever the Chinese equivalent is) in your car is something quite a few of them do over there. 

Nice as it may be to just chill, the driver’s seat is where we must be. And yeah, it’s really nice up here too: leather on many of the touchpoints, metal on key details, nice torque on all the buttons you push, and an overall attention to quality and detail that you normally don’t find in a Chinese vehicle. You get this silhouette of a mountain on the doors and topographical map details on the leather. Even the wireless charging pad is in suede, the term I would use is that this feels swanky. 

In the middle is a 15.6” screen that serves as your main control panel for a lot of the features of the vehicle, and by that, we mean a lot. Sure, you have the usual, like wireless Apple CarPlay and wireless Android Auto, but this has so much more. You’ll be going through all kinds of menus to access settings to access the features like the ADAS system (this is Level 2 autonomous, by the way), the drive settings like ride height (though there are buttons on the console too), and many more.

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We haven’t even gotten to the 35.4” display strip that stretches the width of the dashtop. That screen actually serves as your instrument cluster for all kinds of vehicle information. It also acts as an auxiliary rear-view mirror (if the rear entertainment is being used) and as a blind spot camera display when you signal left or right (similar to what Kia does). I do wish there were a manual override to use the rearview camera at all times because the spare tire occupies a good portion of the physical rearview mirror. 

Driving it around for the first time, the G700 can be quite daunting. Yes, the experience is similar to Patrol because you’re basically driving around a house and lot (or maybe a tiny condo) with wheels. Even the parking slots at the office and the condo feel smaller with the G700, but it’s totally worth it given the commanding feel it gives you as the driver. And if it rains (and floods), you can raise up the vehicle using the suspension and have the extra confidence of 900mm of ground clearance. It actually makes me wish that I had the G700 during storm season so I can test it out. It also makes me wish we had the Ark Edition as they have in China; that package turns the G700 into an amphibian. 

The G700 is quite quick for something so big and so heavy (at around 3200 kilograms). Jetour says it can do 0-100 km/h sprints in under 5 seconds, and I don’t doubt that, as the motors deliver outstanding torque when you press the go pedal with gusto. There’s even a race mode in the drive settings; I don’t know why they put it there, to be honest, as it seems practically useless in a vehicle meant for those that demand comfort, but it is what it is.

Speaking of comfort, that has become a bit of a sticking point with my experience in the G700: the ride seemed to be quite firm. On bigger bumps, it’s ok, but when you’re driving on a road with a seemingly endless series of smaller bumps (e.g., EDSA, unpaved or rough roads), then you really feel it. Granted, it was only me in the vehicle, but a vehicle with luxury aspirations has to be comfortable from the get-go. Yes, I checked: I had set the air suspension to comfort, not sport or normal. 

I had the same issue with the Patrol’s air suspension, and my opinion for both the Patrol and the G700 is that they should have an option for standard suspension. But here's the thing: after I had returned the vehicle and given Jetour Philippines my feedback, they checked the system using their diagnostic tablet. What they found was that the air suspension was set to 1.3-bar. They have now dropped it to a more pliant 1.1-bar, and have reported to me that the ride has since improved, but I have yet to verify. I’ll need to drive it again to check, but I have no doubt it will be softer. 

I don’t really do extreme off-roading that would really put the vehicle to the test, but what I do a fair bit of is driving on unpaved roads, common up in Rizal. And what I can say is that the G700’s system works. If you encounter really slippery mud, you can engage the appropriate mode and let the vehicle sort it out, or you can just pop it into low range, lock the front and rear differentials, and just drive it like a normal 4x4. And since you can set the clearance to a maximum of 300mm, you won’t have to worry too much about scraping on the ground. 

With a re-drive pending to check how much softer the suspension is after the check, I can say that the G700 is a testament to Jetour’s ambitions to deliver a luxurious 4x4 with the latest technology and an attention to detail and quality we don’t normally see from a Chinese brand. That’s the next frontier for them: competing in the premium auto space, and we can say that based on what we’re seeing from Jetour, Denza, Aito, and these other brands, it may only be a matter of time before we see them going toe to toe (or lug nut to lug nut) with other premium models and brands from Japan and Germany.

Price, however, may not be as appealing for some at PHP 4.488 million. Mind you, if you look at the size, build, tech, and spec (and we can only mention a few), then the G700 will seem well and truly loaded when compared to the LC300, the Patrol, and many other rivals. Those who are looking for a 4x4 vehicle in the classic sense may not find the electronic 4x4 as optimal for their needs and still go for a shaft-driven 4x4 system with less electronics, and that’s fine; this will be great for a casual adventure enjoyer (and camper, especially with V2L) rather than a hardcore off-road enthusiast. 

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What the G700 offers is a newer way of thinking, and it will take time for it to prove itself as more and more customers take delivery of their vehicles. What’s sure about Jetour is that even if they find an issue that needs fixing, Jetour responds very quickly. They know their after-sales, and that counts for a lot in our books.  

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