JAC Hunter PHEV Prototype 2026 Review

JAC is gearing up for its second crack at the Australian ute market, this time with a petrol-electric offering.

Pricing for the new 2026 Hunter PHEV ute isn’t locked in yet, but the brand has confirmed the range will open under $50,000 before on-road costs. With only two variants, Hunter Pro and Hunter X, the top-spec model is expected to land closer to $60,000 drive-away.

Where most rivals continue with diesel, the Hunter PHEV pairs a 2.0-litre turbo-petrol engine with two electric motors, delivering a combined 360kW.

That puts it ahead of anything else in the segment on paper, though torque figures haven’t been confirmed yet. JAC also claims a combined driving range of up to 1005km (NEDC), alongside a headline fuel consumption figure of just 1.6L/100km.

Underneath, there’s a 31.2kWh LFP battery, a 4x4 system with front and rear differential locks, and vehicle-to-load capability for powering tools and equipment on site.

The Hunter’s tub dimensions are broadly in line with key dual-cab rivals, though its 470mm depth is shallower than options like the Ford Ranger, Nissan Navara and GWM Cannon.

Importantly, the fundamentals haven’t been overlooked. JAC has confirmed a 3500kg braked towing capacity and a 915kg payload across both variants, putting it in line with key diesel competitors.

Safety is also a focus, with the brand having already achieved a five-star ANCAP safety rating.

The dual-cab is set to launch in the third quarter of this year, with a cab-chassis version to follow later.

Full specification details are still under wraps, but the example we drove had a 10.4-inch central display, a 7.0-inch instrument cluster and leather-accented seats with red stitching.

Backing it all is a seven-year/unlimited-kilometre warranty that includes commercial use, along with seven years of capped-price servicing and roadside assistance. Battery warranty details are yet to be confirmed.

On first impression, the 2026 JAC Hunter feels like a meaningful step forward over the not-so-loved T9, even if the fundamentals are largely shared.

There’s clear carryover between the two, but the improvements to the vehicle suggest JAC has actually listened to feedback. Calling it “Hunter” rather than T9 PHEV feels less like a coincidence and more like a deliberate marketing decision.

Crucially, this isn’t just a global product dropped into Australia unchanged. JAC says the Hunter has undergone more than 50,000km of local testing, with ex-Holden engineer Michael Barber at the helm pushing for market-specific adjustments.

While there was reportedly some initial pushback from head office, the brand claims all changes put forward were ultimately signed off.

On paper, it’s also one of the more compelling entries into the growing PHEV ute space. Class-leading 360kW of power, over 1000km of total range (NEDC) and a sharp expected price point of less than $50,000 make it a genuine alternative to the emerging pack of electrified utes.

More importantly, it doesn’t forget the basics, with competitive towing and payload figures and a five-star ANCAP safety result.

The hybrid system feels cohesive and responsive, with a decent hit of performance when you need it, even if it never comes across as especially torque-heavy. Space, even in the rear seats, is also generous and comfortable.

Off-road, the Hunter is impressively composed across a mix of terrain, with strong traction and control that doesn’t immediately call for driver intervention.

On one particularly steep, muddy climb, it made it up without us needing to engage the diff locks, something the driving instructor said he’d only previously seen in a Mercedes-Benz G-Class. It’s a big claim, but it does speak to how well sorted the setup can be.

And while styling is always subjective, it carries a degree of rugged appeal, particularly when accessorised. In a segment that’s increasingly doubling as a lifestyle buy, that could matter more than it once did.

With all the positive said, there are still signs this is a work in progress, which is lucky with JAC asserting that more changes were still underway.

Unfortunately, it’s quality concerns that shape the first impression. As soon as I closed the door there was a noticeable rattle from the glass, the kind of thing that immediately stands out and doesn’t inspire confidence.

It’s the sort of issue buyers will quickly latch onto, particularly when there’s already hesitation around budget brands and perceived build quality.

And interior materials, particularly the chrome-look plastic around the centre console and screen, have a certain je ne sais quoi – and the quoi is that they feel cheap and flimsy.

The driving experience also needs more refinement. Steering is notably light and doesn’t change dramatically between drive modes, which can make it feel vague at times.

Some of the driver assistance systems are also a bit overzealous, particularly the driver monitoring system, which can feel intrusive rather than genuinely helpful.

But a longer drive in the coming months will ascertain if this was due to me looking around the cabin, or a system annoyance.

On sealed roads, there’s a lack of consistency to the ride. It can feel composed one moment, then slightly unsettled the next, particularly over uneven surfaces where it never quite settles into a rhythm.

To JAC’s credit, these were pre-production vehicles, so there’s every chance these concerns addressed before customer deliveries, but as it stands, it’s hard to ignore.

At its core, the Hunter feels like a capable ute built to a price, but its final form will be critical to its success. And JAC was at pains to assert that what we drove wasn’t the production version of this vehicle.

Where pricing actually falls could also be its biggest draw, with JAC undercutting all direct PHEV rivals with stronger credentials, something that will be hard for buyers to ignore.

Plug-in hybrid utes are gaining real traction in Australia, led by the BYD Shark 6, which is now averaging more than 1200 sales per month.

GWM’s Cannon Alpha is also posting strong numbers overall,though the powertrain sales split hasn’t been disclosed, making it unclear how much of that volume is driven by the PHEV.

By comparison, JAC’s existing T9 has struggled to gain momentum, with total volume for this year sitting just over 350 units as of April 30.

The opportunity is clear, but so is the challenge, especially with more competition on the way, including Chery’s upcoming diesel plug-in ute.

So until we get behind the wheel of a final production version, the Hunter remains a promising but not yet proven contender. If JAC delivers on the polish it says is coming, it could be a very compelling option in a fast-growing segment.

If not, it risks landing in the same spot as the T9; lost in the middle of the pack in a segment that doesn’t reward mediocrity.

Following the launch, I jumped back into our decade-old Isuzu MU-X and, harsh as it may sound, too many elements simply felt more resolved.

2026 JAC Hunter prototype at a glance:
Price: TBC
Available: Q3, 2026
Powertrain: 2.0-litre 4-cylinder petrol
Output: 360kW
Combined output: -
Transmission: 8-speed automatic
Battery: 31.2 kWh
Range: 1,005km NEDC
Energy consumption: Unconfirmed
Fuel: 1.6L/100km NEDC
CO2: Unconfirmed
Safety rating: 5-stars 

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