JAC Motors has released more details regarding its incoming Hunter PHEV – the plug-in hybrid version of the T9 ute that landed on Australian shores back in 2024 – set to wear a starting price starting from “under $50,000” before on-road costs.

 

This pricing is likely to make the Hunter PHEV the cheapest plug-in hybrid ute on sale in Australia when it hits Australian showrooms later this year. 

 

For reference, the GWM Cannon Alpha Lux PHEV – which kicks off the Chinese importer’s PHEV ute range – is priced from $54,490 drive away until 31 May 2026, while the entry-level Shark 6 cab chassis model is priced from $55,900 before on-road costs.

 

The base-model plug-in hybrid Ford Ranger – which is currently on run-out – starts from $62,000 drive away as of 1 April 2026.

 

As of 5 May, prospective customers can secure a Hunter PHEV reservation for a fully refundable $1000, with the first 1000 customers to place a reservation and take delivery receiving either a home EV charger or a $500 JAC genuine accessories voucher.

 

JAC has also officially detailed some of the Hunter PHEV’s specifications.

 

The four-wheel drive powertrain consists of a turbocharged 2.0-litre four-cylinder petrol engine, dual electric motors, a 31.2kWh lithium-iron phosphate battery (supporting 3.3kW vehicle-to-load functionality), and a dedicated hybrid transmission for a combined system output of 360kW.

 

A combined torque figure is yet to be officially announced, but the internal combustion engine makes 370Nm, while the front and rear electric motors produce 300Nm and 340Nm respectively.

 

These output figures are good for a 3500kg braked towing capacity, regardless of the battery’s state of charge. JAC also quotes a 915kg payload for the Hunter PHEV.

 

Claimed combined fuel economy is 1.6 litres per 100km on the NEDC cycle with a claimed total driving range of 1005km.

 

It also benefits from local testing, with JAC detailing its 50,000km validation program earlier this year.

 

Two variants will make up the Hunter PHEV dual cab ute range – the entry-level Pro variant and the range-topping X model. However, a cab-chassis variant is also expected soon.

 

JAC is yet to reveal a full list of variant-specific features for the Hunter PHEV.

 

What we do know is that the Hunter Pro will be equipped with chrome exterior elements, a leather-accented interior – complete with black quilting and black stitching – while front and rear differential locks will be available as an optional extra.

 

Meanwhile, the Hunter X receives front and rear differential locks as standard, black exterior elements, red accent stitching in the interior while a sunroof is available as an optional extra.

 

When it was unveiled at the 2025 Melbourne Motor Show, the show car was equipped with a10.4-inch portrait infotainment touchscreen with Apple CarPlay and Android Auto compatibility, as well as a 10.25-inch digital instrument cluster.

 

Whether the 10.25-inch infotainment cluster will be found in Australian customer cars – as opposed to the seven-inch unit found on its T9 stablemate – remains to be seen.

 

While a full list of safety features is also yet to be confirmed, autonomous emergency braking, adaptive cruise control with stop and go, and a 360-degree camera have been previously listed among the Hunter PHEV’s ADAS suite. 

 

Based on the T9’s testing results under 2024 protocols, the Hunter PHEV has been awarded a five-star ANCAP safety rating.

 

The Hunter PHEV will be offered with a seven-year/unlimited-kilometre warranty (including for commercial use, a seven-year capped-price servicing program (intervals and pricing to be determined), seven years of roadside assist, and a ute-for-ute warranty loan program.

 

Speaking with media gathered at a pre-production drive of the JAC Hunter PHEV in the Hunter Valley this week, JAC Australia managing director Ahmed Mahmoud said the vehicle can meet the many and varied requirements of Australian buyers.

 

“We have built this vehicle through disciplined localisation, sustained testing, and direct feedback from Australian conditions,” he said.

 

“Over 50,000km of local validation has shaped (the Hunter PHEV). Extreme heat, heavy rain, unsealed roads, towing loads, long distance touring, we have put the vehicle through it all; and along the way, we have done three simple things – we have observed, we have listened, and we have absolutely acted.

 

“For months, Australian new buyers have been weighing up rapidly changing landscapes. Increasingly, they are being shaped by a new reality – the rise of electrification, efficiency, and of course, predominantly for fleets, the total cost of ownership.

 

“What we’re seeing is a clear surge in interest in electrified vehicles as buyers look for stronger performance with lower running costs, improved efficiency without compromise, and technology that can better support both work and lifestyle demands.

 

“So, against that backdrop, the questions have evolved, but the expectations have not. Capability still must come first.

 

“The Hunter Plug-in Hybrid will start from under $50,000 MSRP. A breakthrough position indeed for a vehicle delivering this level of capability, performance and efficiency.”

 

Further details are set to be revealed closer to the Hunter PHEV’s official sales start in mid-2026.

JAC Motors Austraia said an expected 50:50 sales volume split between the JAC T9 diesel ute and the inbound Hunter Plug-In Hybrid will greatly help its New Vehicle Efficiency Standard (NVES) position. 

 

Like every car manufacturer in Australia, JAC must meet the requirements of NVES emissions regulations introduced in January 2025.

 

The JAC T9 is classed as a Light Commercial Vehicle or a Type 2 Vehicle under the NVES regulations, meaning under 2026 standards it must emit on average 180 grams of CO2 per kilometre or less to avoid incurring NVES penalties.

 

However, the T9 is rated at a non-compliant 202g/km, but JAC is confident it can balance the NVES scales with its low emissions Hunter PHEV according to its local director of technical and Product Hongjian Jiang.

 

“The CO2 emissions on the NEDC testing cycle for the PHEV is 38 grams per kilometre. It’s very low. So, we will be in a very good position to balance the T9 diesel,” he told GoAuto at a recent preview drive for the Hunter PHEV in NSW.

 

Save for the BYD Shark 6 Performance – for which the brand quotes its WLTP test figure of 23 grams per kilometre – the JAC Hunter PHEV’s carbon emissions are the lowest in Australia’s plug-in hybrid ute segment.

 

For reference, the cab-chassis and non-performance dual cab variants of the BYD Shark 6 are rated at 46g/km on the NEDC cycle.

 

Meanwhile, the Ford Ranger PHEV emits 66g/km while the GWM Cannon Alpha PHEV emits 39g/km.

 

JAC Motors Australia managing director Ahmed Mahmoud said he is expecting a 50:50 volume split between the diesel-powered T9 and the plug-in hybrid Hunter, although production remains flexible enough to accommodate a vast majority of either powertrain.

 

“If it’s 100 per cent diesel or 100 per cent hybrid, the factory is agile enough to be able to accommodate what we need here in Australia,” he said.

 

“But I would say it will settle to a point where we’d be around 50:50.

 

“At launch, because there’s going to be your natural early adopters that jump on board, I think you’ll find the ratio will be more in favour of the Hunter before it settles out, because there are still plenty of customers out there that need a diesel ute and (for whom) electrification or plug-in (hybrid technology) just doesn’t work for.”

 

The proposed 50:50 volume split seems to contradict trends in the wider Australian automotive industry.

 

While the PHEV space has grown dramatically in recent years, the technology still holds a relatively small market share compared with vehicles powered solely by internal combustion.

 

According to the latest available data on the Australian Automobile Association’s Electric Vehicle Index, 64.23 per cent of new vehicle sales so far in 2026 are ICE-powered only, while plug-in hybrids make up 6.82 per cent of all new vehicles sold.

 

Looking at 4WD utes, ICE-powered models make up just shy of 90 per cent of new vehicle sales while plug-in hybrids take up 9.55 per cent.

 

The leading success story when it comes to plug-in hybrid ute sales is unquestionably the BYD Shark 6.

 

With 18,073 examples sold in 2025, the Shark 6 was the best-selling plug-in hybrid ute in Australia, but also the best-selling PHEV regardless of segment and the 18th best-selling vehicle overall.

 

Since its Australian arrival back in 2024, just shy of 2000 examples of the JAC T9 diesel ute have been sold on local shores.

 

When the Hunter PHEV goes on sale in the middle of this year, the range will comprise the entry-level Pro and the range-topping X variants, with pricing starting “under $50,000” before on-road costs.

 

A cab-chassis variant of the Hunter PHEV is also expected in the near future.

 

This pricing is likely to make the Hunter PHEV the cheapest plug-in hybrid ute on sale in the Australian market.

 

With an exact figure yet to be revealed, it remains unclear precisely where it will sit relative to its T9 stablemate, which is currently available from $38,990 + ORCs.

Overview

 

THE Ford Transit is a top seller in Australia, behind only the Toyota HiAce on the light van sales ladder, but it now offers more powertrain options than ever as the Blue Oval looks to capture a fleet audience pursuing decarbonisation.

 

While a diesel-swigging Transit – or any van for that matter – will get the job done, Ford is betting that a portion of forward-thinking tradies, couriers and fleet managers are ready to swap the clatter of a diesel donk for something a little more current.

 

The Transit Custom PHEV exists in that sweet spot for those not quite ready to commit to a full-EV option like E-Transit Custom, but who are tired of filling up at the bowser every other day.

 

See, the PHEV option offers the best of both worlds, capable of driving under only electric power for 54km, or using primarily the petrol engine when the battery is low. Ideally, though, it will use both simultaneously to achieve a ridiculous 1.7l/100km consumption.

 

Even with a low battery, which means the vehicle operates more like a series hybrid where it’s mostly combustion power with a bit of help from the electric motor, our fuel consumption hovered around 5.7l/100km – well and truly besting the diesel-only model’s 8.0l/100km.

 

At $67,590 plus on-road costs, it’s around $10,000 more than a diesel Trend LWB model, making it a hard sell for operators that just want to make miles. But, if you top the battery up each night to unlock the 1.7l/100km fuel economy, it’s quite probable you’ll make back the extra dosh across a year or two.

 

Under the slanted bonnet sits a 2.5-litre four-cylinder petrol engine paired with an electric motor and an 11.8kWh battery. Combined, the system sends 171kW and a beefy 400Nm of torque to the front wheels via a CVT.

 

It’s an efficient powertrain, with the relatively underpowered four-pot petrol engine, which produces just 86kW on its own, helped along nicely by the electric motor. The electric shove makes for an even more responsive setup than you’d get with a turbocharged engine, meaning there’s always grunt at the ready.

 

The total torque future is only 10Nm up on the diesel model, but the electric urgency from zero RPM makes the Transit Custom PHEV a pretty potent performer, even when loaded.

 

Inside, it’s unmistakably Ford, which is a good thing. You get the familiar steering wheel and switchgear from Ranger and Everest models, giving the Transit a more ergonomic interior than other more utilitarian vans out there. The idea is that this acts as a mobile office for operators, and we’d have to agree it achieves that.

 

It also gets all the active safety technology other modern Ford vehicles receive, with particularly useful (for a van) features like rear cross traffic alert and pedestrian warnings.

 

Our tester was the Long Wheelbase (LWB) variant, offering a massive 6.8 cubic metres of cargo space, but the Sport SWB PHEV model only loses one cube. Crucially, the battery placement hasn’t compromised the business end of the van, still offering a 1175kg payload and a 2300kg braked towing capacity, which isn’t far off the diesel’s numbers.

 

Driving impressions

 

I decided to give the Transit  a rather convenient real world test: moving house. This involved six top-to-bottom loads of heavy furniture, gym equipment, car parts, and the multiple runs to the local tip.

 

The Transit offered all the utility of its diesel siblings but with a far more refined delivery, and across that period I used it largely uncharged yet achieved a 5.7l/100km average. This equates to around 1100km on a single tank, but of course that number shoots up if you plug it in.

 

Off the line, it’s genuinely punchy. The electric motor provides instant shove, and when the 2.5-litre Duratec engine joins the party, it does so with a uniquely throaty exhaust note that adds a bit of character to the eco-focused powertrain.

 

It does exhibit a touch of torque steer if you’re too ambitious with your right foot, which adds some drama. It’s a reminder that there’s a decent amount of poke going through those front tyres, though it never feels unrefined or hinders the day-to-day liveability of the van.

 

On electric power alone, Ford claims a 54km range, but we only managed to get about 30km into our testing before the car flicked over to using a mix of petrol and electric power. I suspect much of that is down to how we were driving, so with gentler acceleration the figure is probably fairly accurate.

 

Even when the battery is depleted and it switches to regular hybrid mode, it remains remarkably efficient compared to a traditional internal combustion setup. The engine and motor work seamlessly together and beyond hearing the petrol engine ramping up, it’s all fairly imperceptible.

 

The ride, even when unladen, is commendable for a van of this size. Ford has clearly put the work into getting the Transit Custom range to ride well, with the independent rear suspension really shining when running around empty.

 

Loaded up, with what had to be at least 500kg during the heavier runs, it remained compliant and that instant torque means we barely noticed a performance drop. Vans really benefit from the instant torque of electric motors when loaded, getting them up to speed quicker.

 

Is the PHEV worth the extra money over a standard diesel model, though? On paper it isn’t a convincing sell, but in the real world it makes sense. It all works so well, from the powertrain to the suspension, the interior technology, and it’s arguably the best-looking van out there too.

 

The kicker is you’d need to use this day-in, day-out, putting plenty of kilometers on it to really unlock the electrified benefits. And, you’ll definitely want to plug it in each night to make sure the system is saving as much petrol as possible.