The JAC Hunter is now Australia’s cheapest plug-in hybrid (PHEV) dual-cab 4×4 ute, but does that mean it’s not as good as its rivals?
JAC means business with the Hunter PHEV, which will take on the hot-selling BYD Shark 6, as well as another Chinese competitor in the GWM Cannon Alpha PHEV, and the slower-selling Ford Ranger PHEV.
It’s also arriving here with an armada of other new PHEV utes on the horizon, from rivals including Chery, Nissan, Mitsubishi and potentially – gulp – Toyota.
In essence, the Hunter is an upgraded version of the existing JAC T9 dual-cab 4×4 ute, but with chassis revisions along with its new plug-in hybrid petrol-electric powertrain.
On the outside, its rugged design includes a few Ranger-esque touches – the front guard panel, for example – while the orange-yellow hero paint may be a nod to the lifestyle-focused Ranger Wildtrak.
Inside, there are five seats and – in the top-spec version tested here – leather trim, a large central infotainment touchscreen, and enough safety tech to achieve a five-star ANCAP safety rating.
It will be launched initially as a pickup with integrated tray, but a cab/chassis version to match the Shark is due before the end of 2026.
There’s also significant local chassis tuning, with more than 50 different shock absorber calibrations tested during the electrified ute’s Australian development program led by former Holden engineer Michael Barber.
On paper, the Hunter PHEV looms large: for less than $50,000 before on-road costs, it boasts the lowest price of any PHEV ute sold here; at 360kW it has the most power; and it matches its rivals with a benchmark 3500kg braked towing capacity to boot.
Furthermore, it’s backed by a seven-year warranty which includes commercial use – meaning tradies, small businesses and rental companies receive the same cover as private buyers, with JAC looking to attract both retail and fleet customers.
But can it actually deliver in the real world? We drove a pre-production version of the Hunter ahead of its imminent release to find out.
How much does the JAC Hunter PHEV cost?
The Hunter is currently the cheapest PHEV ute on sale in Australia, where a sub-$50,000 starting price was announced before the order book opened on May 5, and ahead of first customer deliveries in the third quarter of this year.
| Model | Price before on-road costs |
|---|---|
|
2026 JAC Hunter PHEV Oasis pickup |
$49,990 (estimated) |
|
2026 JAC Hunter PHEV X pickup |
TBC |
JAC Motors Australia hasn’t confirmed exact pricing, but it’s likely to be $49,990 before on-road costs for the cheapest of two available model grades.
Find your perfect new car with CarExpert
The company has not confirmed equipment details either, but the Oasis will be the entry-level variant and the X flagship tested here will bring more goodies for a higher price.
There is also a cab/chassis version due to arrive later this year. It’s expected to start from around $48,500 before on-roads – although that’s yet to be confirmed – but buyers will need to factor in the extra cost of a tray or canopy.
To see how the JAC Hunter PHEV lines up against the competition, check out our comparison tool
What is the JAC Hunter PHEV like on the inside?
The cabin in the top-spec prototype we tested is simple, effective and reasonably well-equipped.
The standard dark-charcoal quilted leather seat trim is paired with largely fingerprint-resistant brushed aluminium-look highlights, while the seats and steering wheel feature traditional red stitching.
If you’ve driven a T9, it’s familiar territory, but there is a major improvement for the driver: the addition of telescopic steering adjustment means the awkward driving position in the T9 has thankfully been banished.
Fit and finish are reasonable and, in isolation, the Hunter doesn’t feel like a bargain-basement ute. The hard door trim toppers and slightly flimsy indicator stalks are the only indications of its low price.
The digital instrument cluster is sharp and crisp, although some icons could be more prominent, such as the display showing which drive mode the Hunter is in.
While that’s good news, the portrait-style 10.4-inch infotainment touchscreen in our pre-production vehicles was slow to start up and featured outdated welcome graphics, though its actual operating graphics looked much better – so showroom versions may be quicker and more polished.
There are also some quirks, such as needing to select drive modes in a specific order on the screen – meaning that, painfully, you must start from the left and select each to reach your preferred setting.
The second-row seat base is a fixed one-piece bench, although the rear backrest can tilt as a single unit and also features a centre armrest with two cupholders.
There’s reasonable head, leg and shoulder room for the outboard rear seats, while rear occupants also get two air vents, and USB-A, USB-C and 12-volt sockets mounted low beneath the rear centre console.
The tray comes standard with a tub liner and is essentially the same as the T9’s, with changes for the upcoming cab/chassis version expected to be minimal.
It includes a new soft-opening tailgate that’s integrated with the central locking system, though our test vehicles did not have the soft tonneau covers expected to be fitted to production models.
| Dimensions | JAC Hunter |
|---|---|
| Length |
5330mm |
| Width |
1965mm |
| Height |
1920mm |
| Wheelbase |
3110mm |
| Tub length |
1520mm |
|
Tub width |
1590mm |
|
Tub height |
470mm |
To see how the JAC Hunter PHEV lines up against the competition, check out our comparison tool
What’s under the bonnet?
The Hunter PHEV is powered by a 2.0-litre turbocharged four-cylinder petrol engine paired with two electric motors for a combined system output of 360kW – 10kW more than the new BYD Shark 6 Performance.
| Specifications | JAC Hunter PHEV |
|---|---|
| Engine |
2.0L 4cyl turbo-petrol |
| Engine outputs |
120kW/370Nm |
| Electric motor outputs |
130kW/300Nm (front) 150kW/340Nm (rear) |
| System outputs |
360kW/1000Nm (claimed estimate) |
| Battery |
31.2kWh LFP |
| Transmission |
4-speed Hybrid Transmission |
| Drive type |
Four-wheel drive (on-demand) |
| Weight |
2512kg |
| 0-100km/h (as tested) |
8.5 seconds |
| Fuel economy (claimed) |
1.6L/100km (NEDC) |
| Electric driving range (claimed) |
100km |
|
Combined driving range (claimed) |
1005kg (NEDC) |
| Fuel tank capacity |
77L |
| Fuel requirement |
91-octane standard unleaded |
| CO2 emissions |
38g/km |
| Emissions standard |
Euro 6d |
| Braked tow capacity |
3500kg |
|
Payload |
915kg |
Claimed peak torque figures are 370Nm from the petrol engine, 300Nm from the front electric motor – integrated into the four-speed DHT hybrid automatic transmission – and 340Nm from the rear electric motor.
There’s also a 31.2kWh lithium iron phosphate (LFP) battery pack, which JAC claims enables an electric-only driving range of “more than 100km” which, if accurate, would be close to class-leading. The Shark claims up to 100km and the Cannon Alpha 115km, both also on the NEDC cycle.
Combined, JAC says the Hunter PHEV offers a total touring range of 1005km from its 77-litre fuel tank and electric drivetrain, based on its claimed 1.6L/100km combined fuel consumption figure (NEDC).
The electronic four-wheel drive system includes locking front and rear differentials, selectable via the Off-road mode, while the electrical system offers vehicle-to-load (V2L) functionality, allowing you to power electrical devices.
The Hunter also brings a 3500kg braked towing capacity, multi-link rear suspension, and a 915kg payload.
To see how the JAC Hunter PHEV lines up against the competition, check out our comparison tool
How does the JAC Hunter PHEV drive?
Australian media were the first to drive the Hunter PHEV outside China, taking it away from smooth roads and newer infrastructure there and immediately onto the coarse-chip, pothole-ridden roads north of Sydney.
In fact, the launch drive route went near a quarry, with surrounding roads damaged by heavily laden trucks hauling volcanic rock and other materials. This was not a ‘play it safe’ environment for a new model launch.
The biggest improvement over the T9 is the Hunter’s vastly improved driving position.
Where the T9 is compromised by a lack of steering wheel adjustment – something of a dealbreaker – the Hunter’s telescopic steering column gets things off to an excellent start.
On road, the Hunter feels more polished than its T9 sibling, with the powertrain switching between petrol and electric operation smoothly and seamlessly, with minimal vibration.
There are four powertrain modes – EV Max (electric power), EV Priority, Fuel Priority and Auto – as well as three drive modes: Eco, Standard and Sport.
The drive modes alter throttle response (steering weight can also be adjusted separately), and the switch between petrol and electric power remains smooth with minimal disruption.
We timed several 0-100km/h runs at around 8.5 seconds, but our test vehicle was fitted with 205/60R18 Pirelli all-terrain tyres instead of the standard Giti rubber in the same size.
There was a slight delay off the line after the throttle was planted, though the Hunter delivers strong acceleration once underway.
The quickest launches came in the ‘Fuel Priority’ powertrain setting combined with the Sport drive mode, though it still didn’t feel like a ute producing 360kW of power and a claimed 1000Nm of torque.
On rough roads, the Hunter’s suspension remained smooth over sharp edges but felt slightly jiggly overall, while the steering in its default setting has reasonable weight and feel.
Again, this is not the final calibration, despite more than 50,000km of local testing including extensive suspension revisions, particularly for the multi-link rear suspension setup.
Our brief drive on coarse-chip bitumen revealed a comfortable ride and solid body control, with a stable and planted feel supported by responsive yet lightweight steering, which we hope gains more feel in final production form.
At 100km/h there was noticeable wind noise, though little else to criticise: the powertrain remained smooth and the cabin – even after being cycled through by heavy-footed journalists – remained free of squeaks and rattles.
We also sampled the Hunter away from the bitumen, using the ‘Off Road’ mode to lock the front differential. The JAC climbed steep, muddy tracks with ease and demonstrated enough suspension articulation to tackle significant drops along the way.
While far from a definitive test, our limited experience bodes well for the final locally tuned production models and may represent the step forward JAC needs to establish itself as a genuine player in the dual-cab ute segment – and perhaps beyond.
| Off-road dimensions | JAC Hunter PHEV |
|---|---|
| Track front and rear |
1570mm |
| Ground clearance |
220mm |
| Approach angle |
28 degrees |
| Departure angle |
30 degrees |
| Ramp breakover angle |
TBC |
| Wading depth |
700mm |
To see how the JAC Hunter PHEV lines up against the competition, check out our comparison tool
What do you get?
The Hunter’s official equipment list has not yet been announced, but JAC Motors Australia has confirmed it will be offered in Oasis and X grades. The cab/chassis due later this year will only be available in base Oasis specification.
From expert reviews to the right deal
CarExpert brings together reviews, research tools and trusted buying support, guiding you from research to delivery with confidence.
2026 JAC Hunter PHEV X equipment highlights (provisional):
• 18-inch alloy wheels with 205/60 tyres
• Rear sports bar
• Automatic LED headlights and daytime running lights
• Front and rear fog lights
• 10.4-inch touchscreen infotainment system
• 7.0-inch trip computer display
• Wireless phone charger
• Vehicle-to-load capability
• Adaptive cruise control with traffic jam assist
• Automatic wipers
• Leather-accented interior trim and steering wheel
• Powered driver’s seat adjustment
• Climate control air-conditioning
• Rear air vents
• Rear USB ports
• Off-road side steps
• Spray-in tub liner
• Full-size spare wheel
To see how the JAC Hunter PHEV lines up against the competition, check out our comparison tool
Is the JAC Hunter PHEV safe?
The Hunter PHEV carries over the five-star ANCAP safety rating achieved by the T9 (pictured below) in 2024.
| Category | JAC Hunter PHEV |
|---|---|
| Adult occupant protection |
85 per cent |
| Child occupant protection |
87 per cent |
| Vulnerable road user protection |
87 per cent |
| Safety assist |
89 per cent |
The Hunter was additionally crash-tested to ensure the safety of its high-voltage electrical systems during a collision.
The rear seat includes two ISOFIX anchors and top-tether mounts for the outboard seats.
Standard safety equipment (provisional) includes:
• Forward collision warning
• Autonomous emergency braking
• Lane-keeping assist
• Emergency lane keeping
• Driver attention monitoring
• Blind-spot monitoring
• Rear collision warning
• Exit warning
• Front parking sensors
• Rear parking sensors
• Surround-view camera
To see how the JAC Hunter PHEV lines up against the competition, check out our comparison tool
How much does the JAC Hunter PHEV cost to run?
Scheduled service pricing has not yet been announced for the Hunter PHEV, though JAC has confirmed it will offer capped-price servicing and a seven-year, unlimited-kilometre warranty.
| Servicing and Warranty |
JAC Hunter PHEV |
|---|---|
| Warranty |
7 years, unlimited kilometres |
| Roadside assistance |
7 years |
| Service intervals |
12 months/15,000km |
| Capped-price servicing |
Pricing TBC |
| Total capped-price service cost |
TBC |
While service costs remain unconfirmed, the diesel-powered T9 currently averages $473 per visit under its capped-price service program.
The standard warranty spans seven years or unlimited kilometres (whichever comes first), includes roadside assistance and is transferable between owners.
Importantly, the Hunter PHEV warranty also applies to commercial use, offering the same level of cover to both private and business buyers – unlike some rivals which offer the latter reduced aftersales coverage.
To see how the JAC Hunter PHEV lines up against the competition, check out our comparison tool
CarExpert’s Take on the JAC Hunter PHEV
The Hunter PHEV represents a significant step forward for the JAC brand in Australia, which has big ambitions for its first hybrid ute, but should your ambition be to own one?
It may not feel quite as punchy as the BYD Shark 6, but it looks the part and feels solid and capable enough to tackle rough terrain – something it demonstrated during our limited drive.
And although it’s the cheapest PHEV ute on sale, it doesn’t feel cheap. While our test vehicle didn’t fully deliver on its headline performance claims, its smooth and mature power delivery was matched by reassuring on-road performance.
We’re particularly grateful for the improved driving position, and the rest of the cabin showed little evidence of the Hunter’s relatively low price point.
There are still some rough edges to iron out, so we’re looking forward to driving the final showroom version in the coming months, given the promise shown by our first taste of the Hunter PHEV.
Interested in buying a JAC Hunter PHEV? Let CarExpert find you the best deal here
Click the images for the full gallery