Electric Meets Classic: Testing the Neta GT Against the Jaguar F-Type

For the first time in the history of Auto Review tests, we introduce a Chinese coupe! While we’ve seen a variety of crossovers, flamboyant liftbacks, occasionally attractive sedans, and even the HiPhi Z, a classic sports car has never graced our pages. As coupes become a dwindling breed globally, one must wonder if Hozon Auto has erred with its Neta GT model. This concern arises particularly as traditional manufacturers like Jaguar wind down their sports car productions—the F-Type’s production at the Castle Bromwich plant will cease in June. Currently, it is making a farewell appearance in Auto Review’s comparative tests.

The F-Type’s roar is unmistakable. While we don’t have the F-Type R with its five-liter supercharged engine that could stir neighborhoods, the S version with its three-liter V6 and supercharger growls adequately without veering into the grotesque. I remember a comparison from a decade ago when the ‘R’ version was overshadowed by its competitors. The Chevrolet Corvette outshone it with its flamboyance, and both the Porsche 911 and BMW M4 offered much sharper handling. In the end, the street tough persona attributed to Jaguar left me indifferent.

However, I have always respected its striking exterior and unique interior, complete with beautiful rigid seats. Crossing the aluminum threshold and settling into the cockpit, one is immediately enveloped by a special ambiance. The enormous hood, the largest single piece of aluminum in automotive manufacturing, confirms that the Jaguar F-Type is a vehicle with distinct personality—exactly what one seeks in a coupe.

Even after clocking over a hundred thousand kilometers, the car remains vigorous and accelerates close to its official specifications. The eight-speed ZF automatic prefers higher gears in normal mode but quickly dismisses them in sport mode, punctuating each shift with a light jolt as if to say, ‘Keep up, I’m trying not to interrupt the power flow.’ It’s noticeable that, with age, the rear shock absorbers have started to show fatigue: the rather sharp steering requires them and the stabilizers to work hard to maintain control, though not always successfully.

The excessive sharpness, now a hallmark of all Jaguars from this generation, does not appeal to me. Driving one is a constant high-tension experience: with 295 mm wide rear tires, the F-Type does little to maintain a straight trajectory, instead, it constantly sways from side to side. Additionally, the worn tires meant we refrained from testing its top speed capabilities, even though the F-Type S can exceed 250 km/h. The need for heightened focus persists even on straight stretches, and precision is far from optimal when maneuvering.

Yet, every journey in the F-Type is an event in itself! Especially when the stability system is switched off. Here lies a rear-wheel drive with a genuine mechanical limited-slip differential, and the 380 hp and 460 Nm from the V6 engine adequately handle the broad tires. However, the Jaguar is temperamental in power slides, reluctant to maintain a steady drift angle, fluctuating between adding and attempting to stabilize—a truly restless cat.

This winter, I had the chance to drive a similar all-wheel-drive coupe and found it enjoyable. Yes, its overly drifty nature meant constant steering adjustments during turns, but it proved to be a fascinating and unconventional choice for snowy conditions. On icy asphalt, it did not exhibit the significant trajectory shifts it shows now.

The F-Type’s performance is highly sensitive to the choice of tires and their dimensions. Clearly, the 295 mm width is ill-suited for our conditions. A few days post-test, Danila, the owner of this Jaguar, switched to 275 mm wide rear tires (also factory approved), rendering the F-Type more manageable. If you are considering purchasing the last gasoline-powered Jaguar coupe, bear this in mind. Prices for relatively recent models hover around the 5 million ruble mark.

That’s precisely what eTiger asks for the brand-new Neta GT 580 AWD.

Indeed, what doesn’t it have? It lacks a gasoline engine, a supercharger, comfortable seats, a stylish exterior, a cozy interior, and a rear… Actually, I am mistaken here—Neta is also available as a single-drive, featuring one 231 hp electric motor on the rear axle. The dual-motor GT 580 AWD version delivers 462 hp and boasts a swift 0-100 km/h time of 3.7 seconds. As typical for a Chinese electric car, Neta falls just over half a second behind its advertised performance. Nevertheless, the acceleration remains vigorous, albeit without special effects. You feel a thump in the back from the seat while the front wheels slightly spin, and 4.4 seconds later, you hit 100 km/h, with the speed capping at 180 km/h on the speedometer nine seconds later.

Not impressed? Hozon Auto aims to astonish with different numbers. In its homeland, the dual-motor Neta GT is priced just over $31,000, with the base model asking for $26,000. It is the most affordable vehicle with a sporty image on the market!

And yet, it doesn’t feel cheap at all. The meticulously fitted body panels, the eclectic but memorable detailed design, the two-tone interior with an expansive glass roof all speak volumes. Consider the front aluminum double-wishbone or the complex arrangement of rear levers. Neta GT looks far more expensive than its asking price in China.

Moreover, Hozon Auto is not merely a one-hit wonder hastily crafted from borrowed funds. Since entering the market six years ago with the compact and straightforward N01 crossover, it has significantly broadened its model lineup. The large Neta S sedan, the Neta U crossover, the GT coupe, and the independent platforms Yuhne and Shanhai are all part of its portfolio. By the end of last year, Hozon Auto had produced a total of 380,000 vehicles!

Another consideration is whether modern technology and manufacturing culture always correlate with the thrill of driving. Here, automotive culture, which Hozon Auto still lacks, plays a vital role. The Neta GT is a commendable car, as evidenced by the objective results of our tests. I’ve already discussed its impressive acceleration, but it also excels in braking: stopping in less than 36 meters from 100 km/h for an electric vehicle with a curb weight of 1972 kg is a remarkable achievement, especially given the relatively modest 245 mm width of the Michelin Pilot Sport 4 tires. Hence, I retract any previous skepticism about the covers hiding the rear floating calipers.

And what about achieving 83 km/h in slalom tests? For the first runs of the season on a dirt-strewn post-winter asphalt track, that’s an exceptional result. The stabilization system intervened minimally, barely reducing speed, so credit goes primarily to the balanced chassis.

If we were to issue diplomas based on test outcomes, Neta would certainly earn top honors! However, a car, especially a coupe, isn’t just about the numbers; it’s also about the theatrical art of driving. Neta has yet to master how to evoke strong emotions in drivers, primarily due to its very poor reactive steering response. Initially, the steering feels vague, and then the electric motor makes it as heavy as a fully loaded dump truck. Even at low speeds, you’re constantly aware of the steering wheel’s resistance. The response timings are more befitting of a family sedan than a coupe. It needs more zest, more vitality! In turns, Neta is docile and dependable, much like a crossover, and calmly understeers if you misjudge the speed. There’s no battle like with the Jaguar, but also, nothing particularly memorable.

It’s clear that the interior of the Neta is much quieter. The F-Type, despite its loud engine, allows the intrusion of wind noise and tire hum, and after an hour of driving, you find yourself contemplating the need for a quiet break. In contrast, Neta is whisper-quiet. Even the simulated sound of the electric motors fails to leave a lasting impression.

If the ride smoothness could be enhanced, then the Neta GT might compare to a Mercedes equipped with batteries, giving it a more unified character. But currently, Neta combines slight bobbing with noticeable jolts on sharp bumps, and rough joints cause vibrations in the unsprung masses. Are the roads in China so impeccably smooth that suspension tuning is a secondary concern? First, the focus seems to be on placing seats around a massive “television,” then decorating the trunk lid with an excessive number of badges, and transitioning window controls to a touch panel (which, incidentally, was executed quite well)—only then does it seem time to address the suspension.

Do not expect to find familiar symbols on this “television”; the interface lacks both English and Russian options. Neta electric vehicles are primarily for domestic use, and functionality is significantly reduced outside of China. This includes not only the multimedia system but also the radar autopilot, which is downgraded to basic cruise control. If it were possible to release the steering wheel and let the car drive itself, perhaps the experience with Neta would be more striking. It could then be envisioned as a futuristic capsule capable of transporting you non-stop over distances up to 400 km—such is the range provided by a calm drive with a 78 kWh battery.

Yet Jaguar, with its rich history and experience, missed the mark on the same fronts! The F-Type sports car lacked proper steering and suspension tuning. When it was introduced in 2012, everyone was captivated by its looks and engine capabilities. But it soon became clear that, despite its high price, it was not assembled with Porsche-like precision, and comparing driving precision was utterly pointless. Even new coupes and roadsters felt overly volatile.

In the first five years, F-Type sales were modest but stable, then declined, unaffected by a facelift. Over time, 60,000 two-door Jaguars were sold in the US and European markets. More expensive Porsche 911s were chosen almost four times more frequently! It appears not that people have abandoned coupes altogether, but rather, their expectations for such cars have evolved. And Jaguar simply wasn’t good enough for its price. If the Neta GT didn’t just fade into the background compared to it…

Objectively, Hozon Auto has produced a robust product. It’s certainly worth its $25—$30 thousand price tag in China. But understanding the motives of those who would buy it in Russia for over five million rubles is challenging for me. As a car, Neta is utterly unremarkable. Not that one.

And yet, we will still miss the Jaguar.

Emergency Maneuvers

The first of this season’s tests on our traditional slalom course—and almost a sensation! Neta GT nearly reached the absolute record of 85.6 km/h, held by Mercedes-Benz C 63 AMG and Geely Tugella. The heavy electric vehicle posed no problems for the tester—Neta precisely and reliably followed the course. Only after reaching 80 km/h did skidding develop, which the stabilization system managed without significantly reducing speed. At 83.3 km/h, the skid became too severe. Had the electronics been stricter, the result could have been even better.

Jaguar was less agile and, unlike Neta, experienced understeer rather than oversteer. At a speed of 79.5 km/h, the understeer became quite pronounced.

Unfortunately, Neta could not impress in the emergency lane change combined with braking from 80 km/h. In the first attempt, it slid as far as 38 meters. There were no obvious unbrakings, but the level of deceleration during steering was insufficient. If the steering pace could be slightly reduced (which is unlikely in a real emergency situation), then Neta stops after 36.5 meters.

Jaguar stops a meter and a half sooner, demonstrating an old-school character: it combines powerful deceleration on straight wheels with brief unbrakings during maneuvers.

Trunk Space

Jaguar is technically not a coupe but a liftback: the lifting rear door allows for easy distribution of items in the trunk. Neta, with its narrow opening, is less convenient.

Visibility

For a coupe, Neta offers excellent visibility, although the mirrors could be larger.

Dimensions, weight and weight distribution along the axes

Photo: Dmitry Pitersky
Expert group: Yaroslav Tsyplenkov

This is a translation. You can read the original article here: Нетто и брутто: новейшее купе Neta GT на фоне уходящего спорткара Jaguar F-Type