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The upcoming debut of the JAC Hunter PHEV moved a step closer this week after the 1000Nm hybrid brute was spied undergoing final localisation testing in Melbourne’s south-east. Specifically, this plug-in dual-cab is aiming to out-muscle heavyweights like the Ford Ranger PHEV and BYD Shark 6 when it eventually hits local showrooms in early 2026.
While the industry has recently fixated on the Blue Oval’s hybrid plans, JAC has quietly been prepping a giant-killer. Spied wearing a “Hunter” camo wrap complete with an “Expression of Interest” QR code, the test mule signals that final local calibration is well underway. Furthermore, a JAC spokesman confirmed that a localisation program is currently using Australian expertise to ensure the ute’s suspension, cooling, and safety systems won’t “wilt” in our harsh outback conditions.
JAC Hunter PHEV outputs that dwarf the competition
The raw numbers behind this powertrain are hard to ignore. The system delivers a combined 385kW of power and a massive 1000Nm of torque from a dual-motor electric system paired with a 2.0L turbo-petrol generator. To put that 1000Nm into perspective, it eclipses the now-discontinued supercharged V8 RAM TRX (882Nm) and offers 100Nm more than the $410,000 Mercedes-AMG GT 63S E Performance.
JAC achieves this giant-slaying performance via a “dedicated hybrid transmission.” Consequently, this system manages power from electric motors on both the front and rear axles (130kW peak front, 150kW peak rear) to ensure maximum traction off-road.
The weight penalty: 2.5 tonnes and counting
For 4X4 enthusiasts planning a build, the most telling data comes from a check of the spied mule’s registration. The JAC Hunter PHEV tips the scales at 2512kg, making it roughly 400kg heavier than its diesel T9 stablemate. To maintain utility, JAC has bumped the Gross Vehicle Mass (GVM) to 3470kg.
While JAC is chasing a 3,500kg braked towing capacity and a payload of nearly one tonne (958kg based on registration data), the “harsh truth” of a 2.5-tonne starting weight remains. Specifically, you’ll have very little headroom for accessories like steel bull bars, winches, and canopy builds before you start knocking on the door of that GVM ceiling.
JAC Hunter PHEV interior and RHD compromises
Inside, the cabin mimics the existing T9 diesel but adds a rotary gear selector, an electronic handbrake, and diamond-quilted leather seats. However, tech-wise, it’s a bit of a mixed bag. While you get a massive 10.4-inch portrait touchscreen, the digital instrument cluster appears to have shrunk from the 10.25-inch unit seen in overseas markets to a smaller 7-inch display for local cars.
In addition, the inclusion of Vehicle-to-Load (V2L) capability is perfect for powering a campsite fridge or tools without a complex dual-battery setup. This will undoubtedly be a massive tick for Aussie tourers.
JAC Hunter PHEV vs. The rivals
| Model | Combined Power/Torque | EV Range | Braked Towing |
|---|---|---|---|
| JAC Hunter PHEV | 385kW / 1000Nm | 100km (est.) | 3,500kg (targeted) |
| BYD Shark 6 | 321kW / 650Nm | 100km | 2,500kg |
| Ford Ranger PHEV | 207kW / 697Nm | 49km | 3,500kg |
| GWM Cannon Alpha PHEV | 300kW / 750Nm | 110km | 3,500kg |
Out thoughts on the JAC Hunter PHEV
We are left feeling skeptical but curious. JAC clearly has a point to prove, and the T9 diesel platform already holds a five-star ANCAP rating, providing some necessary bone fides. With the BYD Shark 6 starting at a disruptive $57,900, there is every chance JAC will attempt to reset the price benchmark even lower. If they can deliver 1000Nm and true 3.5-tonne towing for a competitive price, the established brands will certainly have a serious fight on their hands.
We expect the Hunter PHEV to arrive in local showrooms by the end of March 2026, so stay tuned.
Read next
BYD Shark 6 review: A genuine threat to the old guard?
Ford Ranger PHEV: Launch review
GWM Tank 500 PHEV: Caravan towing test
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