Double the power. $30k cheaper. JAC Hunter settles every $80k ute argument.

JAC Hunter PHEV Review Summary

Key Features and Value

• The top-spec Hunter X is priced at about $55,000 and produces 360 kW and 1,005 Nm. The reviewer describes its performance for the price as “absurd,” comparing it rhetorically with getting roughly twice a Ranger’s power for about $25,000 less.
• It is a large, heavy plug-in hybrid ute, weighing about 2.5 tonnes unladen. The reviewer tested it with 500 kg of sand aboard, bringing its total mass to roughly three tonnes. He cites a payload of around 915 kg and a 3.5-tonne towing capacity.
• The Hunter X comes standard with front and rear differential locks; these are optional on the Pro.

Driving Experience and Strengths

• Strong rolling acceleration: Once underway, the Hunter pulls impressively, particularly from 70 to 100 km/h, even with an extra half-tonne aboard. The reviewer says its power is easy to control.
• Delay from a standstill: Full response can take a moment as the systems bring the engine and transmission into action. The delivery feels less immediate and dramatic than that of a high-performance BMW or AMG.
• Better-than-expected handling: On a narrow, winding road with a load aboard, the Hunter behaved well. Its steering and responses felt intuitive and predictable, without major delays or unpleasant surprises.
• The reviewer credits Australian dynamic tuning by Michael Barber for making the ute notably better to drive than its basic platform might suggest.
• Convenient ADAS controls: The vehicle’s ADAS warnings can be switched off from the centre screen, which the reviewer considers a welcome usability feature.

Weaknesses and Calibration Issues

• The Hunter is not the segment’s dynamic benchmark; the reviewer identifies the Ford Ranger as the benchmark.
• The body and chassis show some limitations. The body can sway over uneven surfaces, an unfastened passenger seatbelt can bang against the B-pillar, and some rubber components creak under dynamic loads.
• The reviewer encountered frustrating low-speed and off-road behaviour. On a steep driveway, reverse emergency braking intervened unnecessarily. In two-wheel-drive mode, the ute then struggled to climb the slope despite full accelerator, making it necessary to select a four-wheel-drive mode.
• When the system detects braking, it cuts power. This makes it harder to blend the accelerator and brake smoothly at low speeds, such as when reversing uphill.
• The reviewer sees these as software and calibration shortcomings, rather than fundamental flaws, and believes further development could substantially improve the vehicle.

Hybrid System and Comparisons

The powertrain combines a 2.0-litre turbocharged direct-injection petrol engine, a four-speed automatic, and electric motors. The front motor is described as a P2.5 arrangement, while a separate rear electric motor drives the rear differential.

Unlike the BYD Shark 6, the Hunter’s multi-speed transmission allows the petrol engine to drive the front wheels across a wider range of speeds, including at lower speeds. The reviewer says engine engagement still takes time while the system matches engine speed and selects a gear.

Unlike the GWM Cannon Alpha PHEV, the Hunter has no conventional front-to-rear driveshaft and transfer-case arrangement. This makes packaging easier: the battery sits between the axles, the fuel tank is transverse and ahead of the rear axle, and there is room for a conventional underbody spare wheel.

The reviewer considers the Hunter’s battery placement better for dynamics and rear-impact protection than the Cannon Alpha’s rear-mounted battery. However, he acknowledges that the Cannon Alpha’s mechanical reduction gearing may offer an advantage for slow, high-torque off-roading.

His broader point is that plug-in hybrid utes involve different architectural trade-offs, with no universally perfect layout.

Under-Bonnet Observations and Buying Advice

• The engine bay is presented as neatly finished, with carefully applied insulation, heat shielding and material choices. The reviewer contrasts it favourably with an earlier JAC T9 he inspected.
• He noticed three separate coolant reservoirs, suggesting multiple cooling circuits, though he could not confirm the purpose of each. He notes that this level of system complexity can make development and long-term integration challenging.
• Standard tyres are road-oriented. For off-road use, he recommends the dealer’s Pirelli Scorpion off-road tyre option.
• For buyers planning to go off-road, he recommends the Hunter X over the Pro. Adding differential-lock options to the Pro may make the X the better-value choice, and the X also brings other equipment.

Verdict

The Hunter offers exceptional headline power and equipment for its price, and its loaded-road performance and handling impressed the reviewer. However, it is not a Ranger-equivalent all-rounder: its low-speed powertrain behaviour, off-road calibration and some chassis refinements need work.

It looks compelling for buyers prioritising value and performance. Off-road buyers should favour the X and consider the off-road tyres.

No formal product rating was given. The reviewer jokingly praised the manufacturers’ ambition with a “13 out of 10”—not a score for the Hunter itself.

Speaker Perspectives

The subtitles contain one continuous reviewer’s commentary. He is strongly positive about the Hunter’s value, acceleration and Australian-tuned handling, but critical of its calibration, low-speed behaviour and unfinished dynamic details.