2025 Maserati Jaecoo: Latest Updates and Analysis

2025 Jaecoo J7 PHEV launched in Malaysia – 106 km EV range, 1,300 km total, 10k more than ICE, RM159k

Jaecoo Malaysia promised that it will launch the Jaecoo J7 PHEV in February, and it has delivered on the final day of the month. Now, those considering the hot-selling J7 can choose between a pure ICE powertrain or a plug-in hybrid that promises up to 1,300 km of range on a full tank, for a premium.

That’s what you want to know, so here it is – the Jaecoo J7 PHEV is available in a single high-spec variant, priced at RM158,800 on-the-road without insurance. That’s lower than the estimated RM170k figure, and is just RM10k more than the petrol-only J7 AWD, which goes for RM148,800 (the 2WD is another RM10k cheaper). Like the ICE-powered J7, the CKD PHEV rolls out of Chery’s plant in Shah Alam.

What’s different here is under the hood, where the J7’s [website] turbocharged four-cylinder engine and seven-speed dual-clutch transmission is replaced by a hybrid-specific version of the Omoda 5’s [website] turbo engine. Here, it makes 141 hp and 215 Nm of torque – paired with a 204 PS/310 Nm electric motor and a single-speed dedicated hybrid transmission (DHT), total output of the Super Hybrid System (SHS) is 347 PS and 525 Nm.

That’s a big jump from the regular J7’s 194 hp/290 Nm, and the front-wheel-drive 1,795 kg PHEV is seven tenths of a second quicker than the ICE from 0-100 km/h at [website] seconds. Top speed is 180 km/h. However, the PHEV’s main selling point is fuel economy. Jaecoo indicates petrol consumption of [website] litres per 100 km (NEDC) when the battery is depleted (at the minimum 20% SoC).

Speaking of the battery, it’s a BYD-sourced [website] kWh Blade lithium iron phosphate (LFP) unit that’s capable of 106 km NEDC-rated electric range – good enough for a few days of school/grocery runs. Jaecoo says that the system never allows charge levels to fall below 20%, which ‘guarantees optimal battery health and performance throughout its life cycle’. The IP68-rated ‘puncture-proof’ battery is claimed to last up to one million km.

If you’re going on a road trip, the battery combines with a 60-litre fuel tank for an overall claimed range of up to 1,300 km (NEDC). Sounds big, but that headlining range figure is realistic, conservative even.

Our man Jonathan Lee was part of a fuel efficiency drive last month and the group drove 1,066 km from Singapore to Hat Yai in Thailand. His car averaged [website] litres per 100 km almost entirely on highways and still had 190 km of range remaining, as estimated by the SUV’s trip computer. By the way, while Jaecoo Malaysia quotes NEDC range figures, the WLTP numbers are 88 km EV and up to 1,200 km total.

By the way, the J7 PHEV supports up to 40 kW of DC fast charging power, which tops up the battery from 30% to 80% in 20 minutes. The more likely charging scenario is at home, and Jaecoo sells a wallbox separately. At [website] kW max AC, a full charge takes less than four hours. Again, the pure EV range is 106 km NEDC.

The rest of the car is as per the J7 except for minor details such as the aero-design 19-inch alloys (we noticed that they’re similar to the Omoda E5’s but with different covers), curvier door mirrors, a chequered flag pattern on the door trim strips and the removal of the ICE variant’s fake tailpipes. There’s a ‘PHEV’ logo on the tailgate.

Inside the black interior, the PHEV gets a simpler, sleeker door card design (no more chunky door grab handles and physical wing mirror switches) and a revised centre console that dispenses with the ICE’s large drive mode selector and gear lever. In place of the latter is a steering column stalk. The freed up space between the seats gets a row of physical buttons for the EV and HEV powertrain modes. The [website] digital instrument display gets PHEV-related graphics.

Surprisingly, the PHEV has more cargo volume than the ICE at 500 litres, despite having a battery under the boot floor. The catch is there’s no full-size spare tyre here, just a can of tyre foam. Fold the rear seats and you’ll get 1,265 litres of space. There’s a party trick here (literally) in the Cinema Tonneau Cover, where the white underside of the tonneau cover can double up as a screen for your projector. There’s a [website] kW V2L function for your accessories.

The kit list is pretty much like the ICE car’s – you get full LED lights at both ends, keyless entry and push start, dual-zone climate control (there’s a single rear vent), powered front seats with memory and ventilation (heating too, it comes in a pack), front passenger seat ‘boss switch’, faux leather upholstery, a panoramic glass roof and a powered tailgate with proximity-based hands-free opening.

In the screen and tech department, you get the above-mentioned digital meter panel, head-up display and a [website] portrait infotainment touchscreen with wireless Apple CarPlay and wired Android Auto, with sound coming from eight Sony speakers. There’s also a wireless charger, 360-degree camera system and a built-in dashcam.

Safety wise, it’s the full ADAS pack together with front departure alert, a camera-based driver attention monitor, blind spot monitoring, rear cross traffic alert with auto brake, door opening warning and auto high beam. The airbag count is eight, including a front centre airbag and one for the driver’s knee.

Again, the Jaecoo J7 PHEV is priced at RM158,800 on-the-road with insurance and you can have one in Carbon Crystal Black, Moonlight Silver and Khaki White. The latter is a limited edition colour of sorts, and only 100 units will be available. After that, Jaecoo will replace white with the rather fetching Olive Grey colour you see below.

The factory warranty is for seven years or 150,000 km, and there’s a separate eight-year or 160,000 km warranty for the PHEV battery, motor and controller unit. Jaecoo Malaysia promises a one-to-one exchange when the battery’s state of health falls below 70% during the warranty tenure.

“The SHS with its best-in-class technology and performance is what we believe enhances Malaysia’s vibrant hybrid vehicle landscape and creates room for competitive growth. Essentially, we’re happy to provide greater options to drivers looking to make the transition to hybrid mobility, in support of Malaysia’s energy transition ambitions,” revealed Jaecoo Malaysia VP Emily Lek.

So, if you’re set on the Jaecoo J7, will it be the simplicity of the ICE model or are you drawn to the fuel-efficiency and long range of the PHEV for just RM10k more? A carrot for the PHEV is the early bird package for bookings from now till March 2, where you’ll get 10 years or one million km of vehicle and battery warranty, plus a free V2L charger. Yes, that’s two days to get the extra perk.

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2025 Maserati GranCabrio

The 2025 Maserati GranCabrio exists in a sunny reality of its own creation. There's a solid foundation beneath that flight of fancy, however, as the droptop GranCabrio is built on the bones of its GranTurismo coupe sibling, and it shares the coupe's enthusiastic twin-turbo [website] V-6, eight-speed automatic transmission, and standard all-wheel drive. Maserati says this convertible was part of the plan from day one, and although the rear seats are more accommodating than many sports-luxury coupes and convertibles, legroom is still tight. Amplifying the issue is an available turbulence-taming wind blocker that, when installed, renders the rear seats useless. The cramped rear quarters will be of little concern to the front passengers, however, as they select from five available drive modes, and mat the throttle. While more powerful or dynamically aggressive rivals such as the Mercedes-AMG SL and Porsche 911 may offer more favorable spec sheet comparisons, the Maserati GranCabrio delivers elegant style that other competitors cannot match.

A new base GranCabrio with 483 horsepower has been added for 2025, but otherwise there are no changes to the drop-top grand tourer this year.

The price of the 2025 Maserati GranCabrio is expected to start around $175,000 and go up to $205,000 depending on the trim and options. GranCabrio $175,000 (est) GranCabrio Trofeo $205,000 (est).

The GranCabrio Trofeo may command a significant price premium over its coupe sibling, but both offer numerous options to spec the car with personalized capabilities. We'd spring for the comfort package with ventilated seats and a wind deflector. Color choices include six "standard" colors (Bianco Astro, Nero Assoluto, Blu Modena, Verde Giada, Grigio Incognito, and Grigio Maratea Matte) as well as an available choice of 26 Fuoriserie shades offered as part of the Corse and Futura Collections that also include interior options. There's also a premium sound system option, an available head-up display, and a driver-assist package with adaptive cruise control, lane-keeping assist, and additional safety tech. Though Maserati has suggested a less expensive Modena trim is in the cards, details remain elusive.

The GranCabrio gets the same [website] twin-turbo V-6 engine as the GranTurismo coupe. Rated for 483 horsepower in base models and 542 horsepower in the Trofeo, the engine is a detuned version of the MC20 sports car's twin-turbo V-6 engine, and shares its unique twin-combustion design derived from Formula 1 racing. An eight-speed automatic is the sole transmission option. The GranCabrio comes with four driving modes: Comfort, GT, Sport, and Corsa; the option of turning off all electronic control is available for the truly confident. While we haven't yet driven the Gran Cabrio, we can safely deduce that it will share many of the same dynamic characteristics as the GranTurismo coupe. That means a versatile chassis with an air suspension that can switch from a smooth, even ride in comfort mode to a more aggressive calibration in sport mode, which firms up the suspension settings, dials some weight into the steering and ramps up the exhaust note. Maserati has not yet indicated if hybrid or all-electric versions are in the cards.

Maserati hints at a 0-60 time of [website] seconds for the Trofeo, which is just [website] second behind the time quoted for the GranTurismo coupe with the same engine tune and transmission. Maserati specifications list the GranCabrio's weight at 4317 pounds, 245 pounds more than its claim for the GranTurismo, which jibes with its fractionally slower time. Still, we think that's a tad conservative, as we recorded a [website] time for the GranTurismo coupe in C/D testing.

More on the GranCabrio Convertible 2024/25 Maserati GranCabrios: Under the Tuscan Sun.

EPA fuel economy estimates for the 2025 GranCabrio are 17 mpg city and 26 mpg highway. Those numbers are just 1 mpg behind those of the GranTurismo coupe. When we get a production model in for testing, we'll also put it through our 75-mph highway fuel economy test and findings our findings. For more information about the GranCabrio's fuel economy, visit the EPA's website.

The GranCabrio adheres to the classic GT two-door-with-seating-for-four formula but accents it with a convertible roof. The cabin is draped in high-end materials and upscale finishes, and Maserati has baked in plenty of amenities throughout the design. It shares the coupe's comfortable front seats and good outward visibility, both of which should make GranCabrio easy to live with. Feature content includes a few items intended to ensure the convertible provides a level of comfort on par with the coupe. They include a standard neck warmer that swirls warm air around the neck and head and can be set to three levels of intensity, and an optional wind-stopper that mounts behind the front seats. Though it eliminates the use of the rear seats, it reduces buffeting when the top is down, provides protection for items placed on the rear seats and, hopefully, doesn’t destroy the GranCabrio's otherwise attractive profile. Maserati hasn't revealed how the folding top and its attendant mechanism affect trunk measurements ([website] cubic feet in the GranTurismo coupe) but does note that an optional cargo divider is available to keep things organized when the top is down. It can be removed to increase cargo capacity when traveling with the top in place.

As expected, the GranCabrio gets the same infotainment system as the GranTurismo. A Google-based system that debuted on the Grecale, it capabilities a [website] touchscreen mounted centrally on the dashboard with a smaller [website] display below to handle climate control settings. Apple CarPlay and Android Auto integration are included and work wirelessly. A head-up display provides at-a-glance info such as speed and navigation directions in the driver's line of sight. Italian audio tuner Sonus Faber created the GranTurismo's stereo system; the standard Premium audio system capabilities 13 speakers and 2D surround, while the optional High Premium audio system capabilities 16 speakers, 2D and 3D surround sound programs, and 1195 watts of amplifier power.

The GranCabrio offers the same standard driver-assistance aspects as the GranTurismo but more advanced aspects are bundled together in the ADAS Package 2 safety suite. For more information about the GranCabrio's crash test results, visit the National Highway Traffic Safety Administration (NHTSA) and Insurance Institute for Highway Safety (IIHS) websites. Key safety aspects include:

Available lane-departure warning with lane-keeping assist.

Maserati's standard warranty is nothing special, with coverages that stretch for four years or 50,000 miles. Rival sports cars, such as the Porsche 911, offer complimentary scheduled maintenance plans to enhance their value in this category.

Limited warranty covers 4 years or 50,000 miles.

Powertrain warranty covers 4 years or 50,000 miles.

Specifications Specifications 2024 Maserati GranCabrio Trofeo.

Vehicle Type: front-engine, all-wheel-drive, 4-passenger, 2-door convertible PRICE.

twin-turbocharged and intercooled DOHC 24-valve V-6, aluminum block and heads, direct fuel injection.

Torque: 479 lb-ft @ 3000 rpm TRANSMISSION.

Curb Weight (C/D est): 4550 lb PERFORMANCE (C/D EST).

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2025 Maserati MC20

Supercars often push the bounds of design with brash styling and purpose-driven aerodynamic elements. For those who prefer a more graceful yet equally eye-catching presence, the 2025 Maserati MC20 seems to have been made just for you. It takes the voluptuous curves of the GranTurismo and wraps it around a mid-engine chassis, upping the aggression considerably while remaining seductively subtle (at least by supercar standards). This year, there's a bolder interpretation in the form of the GT2 Stradale that bridges the styling gap with more angular cuts up front and a racy rear wing and diffuser. Billed as a street-legal version of the Maserati GT2 race car, it has the added performance to match its looks. The biggest news, however, may be the debut of the all-electric MC20 Folgore. Whether you prefer the fixed-roof MC20, the Cielo convertible, or the track-ready GT2 Stradale, Maserati proves it's a good time to be alive, provided you have between $250,000 and $500,000 lying around.

The MC20 stable expands to include the new GT2 Stradale, a street-legal variant of Maserati's GT2 race car. As a further acknowledgment of the enterprise's racing pedigree, the Icona and Leggenda limited editions adopt paint schemes to mimic the MC12 race cars from two decades ago. An all-electric MC20 Folgore is rumored to be launching sometime in 2025, but we'll review that model separately.

The price of the 2025 Maserati MC20 is expected to start around $243,000 and go up to $313,995 depending on the trim and options. Coupé $243,000 (est) Cielo $277,000 (est) GT2 Stradale $313,995.

While the let-the-sun-shine-in appeal of the Cielo's retractable glass top is undeniable, we feel the MC20 Coupé's uncluttered and rakish roofline is a triumph of design purity. Plus, the Coupé is about 200 pounds lighter by Maserati’s measure, and we'll take any performance advantage we can get, particularly when it comes at a significant discount. For most clients, the GT2 Stradale will likely be too rough, wild, and lacking in creature comforts. For deep-pocketed track hounds, we suggest getting your order in immediately.

Whichever your preference, it's worth noting that these are entry-level prices in the exotic-car segment. Most of the MC20's most desirable aspects come standard, but there are all manner of carbon fiber interior and exterior options—including a carbon fiber roof—and the maker's Fuoriserie program opens up a virtually limitless palette of colors to choose from. One item we suggest is the optional front suspension lift mechanism to help that low nose clear any speed bumps.

Power for the MC20 Coupé and Cielo come from a twin-turbocharged [website] V-6 rated for 621 horsepower and 538 pound-feet of torque. Dubbed "Nettuno," the engine represents a new, purpose-built design engineered in Modena by Maserati, sidestepping the previous practice of using engines adapted from corporate siblings. Featuring a unique twin-combustion system borrowed from Formula 1 race cars, the 90-degree V-6 engine is paired exclusively with an eight-speed automatic transmission. Maserati hints at [website] horsepower per liter, a metric that puts it in league with other high-end supercar makers like Lamborghini, Ferrari, McLaren, and Porsche. In addition to all that power, the MC20's handling is race-car sharp. Despite this, the standard MC20 won't punish you with an overtly harsh ride, flinty handling, or unforgiving throttle response; with the adaptive suspension set in its most comfortable mode, the chassis is forgiving enough to consider driving it daily or taking it on a road trip. The new GT2 Stradale gets a slight power increase to 631 hp, but the real magic is found in its weight loss (132 pounds) and improved aerodynamics. We drove the GT2 Stradale and didn't find it to be notably racier than the standard MC20. Maserati also says an all-electric variant of the MC20 with all-wheel drive will hit the market in short order but hasn't released any technical details regarding the battery or electric motors yet. That noted, we expect to hear more about the EV model sooner than later.

In C/D testing, the MC20 coupé hit 60 mph in [website] seconds and knocked off the quarter-mile in [website] seconds, clearing the traps at 131 mph. We estimate the GT2 Stradale will reach 60 mph in [website] seconds.

Fuel economy is an afterthought in the realm of high-powered exotics and sports cars, and the MC20 doesn’t upset the algorithm. EPA-rated for 15 mpg city and 25 mpg highway, it's slightly less ludicrous than some supercar players—the Lamborghini Huracan is rated at 15 mpg city and 18 mpg highway, and the Bentley Continental GT W-12 at 12 and 20 mpg for instance—but you won't win any hypermiling competitions. When we get a chance to put the MC20 through our real-world highway fuel-economy test route, we'll upgrade this story with test results. For more information about the MC20's fuel economy, visit the EPA's website.

Once you get past the upward-opening butterfly-style dihedral doors, the MC20 reveals itself to be a driver-focused design refreshingly free of gimmickry and extraneous capabilities that might distract from the core driving experience. The overall interior design is clean and minimalist, the carbon-fiber-finished central tunnel sporting only a few critical controls, with the drive mode selector being the most prominent. Upscale materials include leather seats with contrasting stitching, aluminum pedals, and carbon fiber trim. The GT2 Stradale's cockpit mimics the standard MC20's but wraps most surfaces in racy dark suede-like materials. More aggressive racing seats and additional safety belts are reminders of its race car origins. A rear-facing camera is employed to provide improved rearward visibility by feeding the image to a frameless rearview mirror mounted in the traditional windshield location. Helpful to be sure, similar tech is already in use by numerous manufacturers. Luggage capacity is limited to just 5 cubic feet total between the front and rear cargo areas, though it's unclear if the GT2 Stradale has a frunk.

Although most of Maserati's current lineup uses a reskinned version of Fiat Chrysler's Uconnect infotainment system, the MC20 serves as the launchpad for the brand's new MIA (Maserati Intelligent Assistant) multimedia system, which uses Google's Android Automotive operating system. The new interface is projected upon a [website] horizontally oriented touchscreen tucked under the air vents in the center of the dashboard; a second [website] display serves as the gauge cluster. The Maserati Connect app provides 24/7 information regarding vehicle health and service status via a smartphone or smartwatch or Amazon Alexa and Google Assistant at home. A six-speaker audio system is standard; a Soner Fabus 12-speaker system is available.

Few driver-assistance aspects are available on the MC20 as its focus is on performance rather than day-to-day use. For more information about the MC20's crash test results, visit the National Highway Traffic Safety Administration (NHTSA) and Insurance Institute for Highway Safety (IIHS) websites. Key safety aspects include:

Though MC20 is undeniably special, the standard warranty package is not. It has the same coverage as the other Maserati models, which is average for the industry. Rivals such as the Audi R8 and the Porsche 911 deliver slightly more value here, as both offer the first scheduled maintenance visit free of charge.

Limited warranty covers 4 years or 50,000 miles.

Powertrain warranty covers 4 years or 50,000 miles.

Specifications Specifications 2025 Maserati GT2 Stradale.

Vehicle Type: mid-engine, rear-wheel-drive, 2-passenger, 2-door coupe PRICE.

twin-turbocharged and intercooled DOHC 24-valve V-6, aluminum block and heads, direct fuel injection.

Torque: 531 lb-ft @ 3000 rpm TRANSMISSION.

8-speed dual-clutch automatic DIMENSIONS.

Curb Weight (C/D est): 3600 lb PERFORMANCE (C/D EST).

Top Speed: 201 mph EPA FUEL ECONOMY (C/D EST).

Combined/City/Highway: 18/15/25 mpg 2022 Maserati MC20.

Vehicle Type: mid-engine, rear-wheel-drive, 2-passenger, 2-door coupe PRICE.

Base/As Tested: $215,995/$260,045 ENGINE.

twin-turbocharged and intercooled DOHC 24-valve V-6, aluminum block and heads, direct fuel injection.

Torque: 538 lb-ft @ 3000 rpm TRANSMISSION.

Brakes, F/R: [website] vented, cross-drilled carbon-ceramic disc/[website] vented, cross-drilled, carbon-ceramic disc.

Results above omit 1-ft rollout of [website] sec.

Roadholding, 300-ft Skidpad: [website] g C/D FUEL ECONOMY.

Combined/City/Highway: 18/15/25 mpg C/D TESTING EXPLAINED.

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