The amount of distillate you get for your dollar is disappointing these days, and that is putting pressure on typical ute choices from the likes of Nissan, Toyota, and Ford for everyday buyers.
The BYD Shark 6 broke ground as the first plug-in hybrid ute in Australia, and has since garnered a big slice of the monthly ute sales pie. That’s something that’s probably only going to get stronger, if we face continued instability in fuel prices.
It was followed by the Ford Ranger PHEV and GWM Cannon Alpha PHEV, both of which provided a different take on a similar recipe.
And while BYD cannot be accused of resting on its laurels – after updating the Shark 6 range with a new Performance top-line contender – JAC has also entered the fray.
Similar to the Ranger and the Cannon Alpha, the JAC Hunter uses a dinosaur bones platform and has adapted it to include both electric and petrol power.
In comparison, the BYD Shark 6 is wholly and solely a hybrid offering.
BYD Shark 6 vs JAC Hunter: What’s the difference?
Mechanically speaking, the JAC Hunter PHEV is an interesting mix of elements we have seen before. Compared to the leaf-sprung rear axle of the donor JAC T9, this Hunter keeps the live axle but moves to a five-link panhard rod setup with coil springs.
One electric motor is bolted directly onto the rear axle housing, which means rear-wheel drive is 100 per cent electric only. There is no mechanical connection between the front and rear wheels here, as there is a 31.2kWh LFP battery in the way.
The 2.0-litre turbocharged petrol engine runs through a four-speed automatic transmission with integrated electric motor, but powers the front wheels only. Interestingly, the engine is mounted in a longitudinal format, which means drive is sent backwards, before turning around at a single-speed transfer case back towards the front.
So, it’s kind of like a Shark. But it’s also kind of like a Ranger. There is an underslung spare in the right place (I’m looking at you, GWM) and the ute capability credentials are good: 3500kg towing and a 915kg payload means this ute outperforms others…. On paper.
JAC Hunter vs BYD Shark 6: Powertrain specifications
If you continue that on-paper trend, the Hunter continues to impress. 360kW and 1010Nm are the combined figures of power and torque quoted by the car maker. This comprises 160kW and 370Nm from the petrol engine, 150kW/340Nm from the rear electric motor and 130kW/300Nm at the front.
Impressive, especially for the money.
In comparison, the BYD Shark makes 180kW and 380Nm from the 2.0-litre petrol engine, but this can only power the front wheels at speeds above 70km/h. The Hunter can be front-wheel petrol-powered at all speeds.
200kW and 360Nm from the front electric motor of the Shark 6 Performance is an upgrade over the Premium, while 150kW and 340Nm at the rear hold steady.
| Key details: Hybrid Ute Comparison | BYD Shark 6 Performance | JAC Hunter Pro |
| Engine | 2.0-litre turbo petrol four-cylinder, plug-in hybrid electric | 2.0-litre turbo petrol four-cylinder, plug-in hybrid electric |
| Battery | 29.2kWh LFP | 31.2kWh LFP |
| Power | 180kW (petrol) 200kW (front electric motor) 150kW (rear electric motor) 350kW (combined) | 160kW (petrol) 130kW (front electric motor) 150kW (rear electric motor) 360kW (combined) |
| Torque | 380Nm (petrol) 360Nm (front electric motor) 340Nm (rear electric motor) 700Nm (combined) | 370Nm (petrol) 300Nm (front electric motor) 340Nm (rear electric motor) 1010Nm (combined) |
| Kerb weight | 2775kg | 2555kg |
| Drive type | Electric all-wheel drive Petrol front-wheel drive +70km/h | Electric all-wheel drive Petrol front-wheel drive |
| Transmission | Dedicated hybrid transmission | Four-speed dedicated hybrid transmission |
| Length | 5457mm | 5330mm |
| Width | 1971mm | 1965mm |
| Height | 1925mm | 1920mm |
| Wheelbase | 3260mm. | 3110mm |
Combined power of 350kW and 700Nm is impressive, but not as big as the Hunter. But hold that thought, because it’s what is beyond the paper that is important.
The JAC Hunter has a marginally larger battery at 31.2kWh versus 29.6kWh for the BYD, both of which are LFP.
The BYD gets a claimed 80-kilometre electric-only driving range, and a 60-litre fuel tank gets a claimed combined driving range of 650km.
The JAC Hunter fights this with a claimed 100km electric driving range and 1005km total range (claimed), via a 77-litre fuel tank.
Those numbers cannot be compared, though. The Shark gets the number via more onerous WLTP testing, while the JAC Hunter uses NEDC testing that is seen to be much more lenient and forgiving. So in the real world, those electric-only driving range numbers would be much closer.
Both utes have a 3.5-tonne braked towing capacity, but the 915kg payload of the Hunter betters the 725kg of the Shark 6.
The Shark 6 is 200kg heavier than the Hunter (2775kg vs 2555kg), and has a commensurably higher Gross Combination Mass (6650kg vs 6430kg).
Off-road performance: Which hybrid ute is more capable?
Even though one of these utes has twin diff locks and a live rear axle, off-road performance is one area of this comparison that was a left-of-field surprise.
To set the context, I have separate interesting histories on this test hill with both.
On one hand, the BYD Shark 6 has been out here a few times. I’ve managed to get the car up the hill once, but it was in a way that was dangerous and at the limit of control. At other times, I’ve raised the white flag, and put the failure down to a lack of torque and traction at the wheels.
On the other hand, the JAC T9 fared even worse the first time it was here. We had a significant mechanical failure, when one of the CV joints left the chat.
This time it was different. Both vehicles, in their respective new trim levels, fared better.
Firstly, the BYD Shark 6 has changed my thoughts on the capability limits in this car. Where I initially thought the lack of a reduction gear and locking differentials meant it’s never going to be particularly good off-road, this updated Shark 6 Performance has proved me wrong.
Now with an updated range of off-road software – but still with the same electric motor layout (albeit with more power at the front) the Shark 6 Performance is a demonstrably better off-road vehicle.
Key here is the so-called Leopard Mode, which is an indication of where this technology has trickled down from.
I’m not sure how they have done it, but the Shark now feels much more controllable and confident going up a rutted hill. Steady pedal inputs allow the brains to do the heavy lifting, controlling the wheels much better than what I have previously experienced. It’s a significant change.
Where older variants of the Shark 6 would struggle to keep forward momentum – either stalling at the wheels or spinning them viciously, this new ute was able to control progress much better.
While the Shark 6 might still not feel as inherently or naturally capable as other traditional utes out there, the gap has tightened significantly now.
The JAC Hunter was a little bit more rocks and diamonds, in comparison to the Shark 6. Testing capability in reverse on a steep hill showed a lack of available torque here, something the Shark felt much better at.
And despite the fact that the Hunter Pro had the advantage of dealer-fit Pirelli all-terrain tyres in this company (Shark making do with much less aggressive Continental highway terrains), the Hunter Pro felt less capable and pliable off-road.
Both of these utes lack a traditional low-range transfer case, and instead are driven primarily from the two electric motors at each axle.
The live rear axle of the Hunter – compared to the independent rear suspension of the Shark 6 – does not appear to yield any off-road benefit. It’s stiff and restricted, pushing more pressure onto the electronics of the car to make up the deficit.
Differential locks are the main difference here, and take the Hunter from being slippy and unsure to being more confident. It’s good, and able to climb our test hill with poise.
Safe to say, if you want a JAC Hunter and you’re thinking about going off-road, then you’ll need to get those locking diffs. These are optional on the Hunter Pro but standard fitment on the Hunter X.
JAC Hunter vs BYD Shark: Interior and comfort
Where off-road performance is a close call between these two utes, the interior experience sees the BYD Shark 6 as a clear-and-away winner.
It’s worth pointing out that the Shark 6 is the more expensive of these two utes. It can be had at a lower price ($57,900 plus on-road costs) in Premium, rather than Performance trim, but the same can also be said for the Hunter Pro, whihc offers a more upmarket Hunter X model.
Regardless, the Shark 6 comfortably does enough to justify the extra spend required of it. It’s a larger vehicle, and really feels it from the inside. It’s better equipped and more comfortable, with noticeably more width on offer.
The screen is bigger, the seats are more comfortable, the tech is better, and the second row is significantly more spacious.
While JAC went to the effort of including reach and tilt adjustment in the Hunter (the T9 only has tilt), the horn goes off when you bang on the rim of the steering wheel. A tap will set it off, but a larger bang with your fist makes for a louder blip. The horn also goes off when you loosen the steering wheel adjustment and drop it to its lowest position. It’s disconcerting, and a bit of a worry.
Electric seat adjustment is nice for a ute at this price, but overall seating comfort isn’t good. You tend to sit on the seat rather than in it, and never feel as comfortable astride the Hunter as you do in the Shark.
The second row of the Shark really drives the space advantage home, in comparison to the Hunter. The JAC feels a bit cramped and pokey, and would start to fill up noticeably with four or five large adults inside.
The Hunter has an advantage of offering underseat storage similar to a Ford Ranger or Kia Tasman, but occupant space and comfort lag behind.
The Shark 6 also wins on the screen front, with a larger 15.6-inch display that no longer rotates, but that doesn’t matter. It’s a quality display, responding well to inputs and providing a quality 360-degree camera view.
The 10.4-inch portrait display of the Hunter is not as good, in terms of responsiveness, screen quality, features or usability.
Both vehicles have a 10.25-inch instrument cluster in front of the driver, but the Shark 6 ups the ante with a head-up display as standard kit.
There’s more worry at the back end, with one of our test vehicles completely seizing up the tailgate and not allowing us to open it. The worst we might have done was stand on it, but that could have been enough to throw it out of whack and cause problems.
This happened on the white entry-level Hunter Pro we tested, but not the top-spec Hunter X.
The Hunter is also missing any kind of vehicle-to-load capability out of the tub, missing the required power outlets for things like camping gear and tools. There is a single power outlet in the second row of the Hunter X, but it is not included in the more basic Hunter Pro).
The Shark has a power bank of outlets ready to go in the tub, which is excellent. You can use the power sources while in transit, and can plug in multiple things at once, with output of up to 2.2kW.
BYD Shark 6 vs JAC Hunter: On-road driving comparison
Headline powertrain stats for the JAC Hunter are mighty impressive, especially for the asking price. 360kW and 1010Nm sounds like some kind of exotic Scandinavian supercar, not a $50,000 work ute.
There are times when the Hunter feels hugely powerful as well, with plenty of charge in the battery and with the engine also ready to deliver.
But it’s quite inconsistent. There are times when it feels doughy and unresponsive, taking a long time to wind up and deliver strong acceleration.
The four-speed automatic transmission – which allows the Hunter to be petrol-powered at all speeds – is partly to blame here. It’s slow and slurring at times, as it has the unenviable task of blending together the three power sources at hand.
| Details: Hybrid ute comparison | BYD Shark 6 Performance | JAC Hunter Pro |
| Electric driving Range | 80km (claimed, WLTP) | 100km (claimed, NEDC) |
| Peak DC charging | 55kW | 46kW |
| Peak AC charging | 7kW | 11kW |
The engine flares up in revs randomly at times – especially when battery charge is low – with a noisy whizzing that interrupts the otherwise quiet ambience.
In comparison, the BYD Shark 6 has a simpler job on its hands. Propulsion is almost always electric only, while the petrol engine is able to drive the front wheels only at 70km/h and over.
While the Shark 6 is down on power and torque on paper, if feels faster, more competent and significantly more responsive through the driving experience. There is more predictability and linearity on offer here, and better straight-line performance.
While firm-feeling and not always able to hide its weight, the Shark is a nicer car to drive overall. Work that JAC undertook with the Hunter, through an Australian development programme spearheaded by vehicle dynamics expert Michael Barber, is beneficial. There is nice absorption on offer here, with a pleasing suppleness over rough surfaces and speed bumps.
In comparison, the Shark is a little more taut and unyielding. Impressive too, that the Hunter does this with a live rear axle and greater payload.
However, that’s the only area where the Hunter is able to land a glove on the Shark 6. The level of smooth refinement on offer through the powertrain is significantly better with the BYD. The petrol engine chimes in and out with more decorum, it brakes and steers a bit nicer, and is generally more enjoyable to drive.
There’s less rattling and vibration here, and you’re left with a vehicle that feels a generation or two ahead.
You can get a BYD Shark at a lower price, and the driving experience is mostly the same. But even if you were forced to pay extra for the Shark 6 Performance only, the improved driving experience goes a long way to justify the extra spend.
JAC Hunter vs BYD Shark: Value for money
If you’re wanting the most bang-for-buck in a hybrid ute, the JAC Hunter takes some beating. It combines good ute credentials with a fuel-saving PHEV powertrain, and the promise of low running costs for some users.
But value for money does go beyond specs, and the quality of the overall product needs to do some heavy lifting as well.
And from that point of view, the BYD Shark is comfortably the better choice.
| Specifications: year/make/model | BYD Shark 6 Performance | JAC Hunter Pro |
| GVM | 3500kg | 3470kg |
| Payload | 725kg | 915kg |
| Braked towing capacity | 3500kg | 3500kg |
| Gross Combination Mass | 6650kg | 6430kg |
| Ground clearance | 230mm | 200mm |
The JAC Hunter can be had for as little as $49,988 plus on-road costs, which is impressively tempting. Prices go up to $54,844 for the top-spec Hunter X, getting you front parking sensors, a 360-degree camera, power-folding mirrors, auto anti-glare rear-view mirror, heated seats and front passenger electric adjustment. Oh, and standard (rather than optional) locking differentials.
You can get into a BYD Shark Premium for similar money ($57,900 plus on-road costs), but you’re limited in that case to 2.5 tonnes of towing capacity and a lower drivetrain output (321kW/650Nm).
In terms of specs, the Shark hits a lot of the same notes. But it does things better.
The screen on the inside is bigger and better, seats have the same specs, but are better. The second row has the same amenities, but is more comfortable. There are similar levels of tech as well, but it’s all done in a way that is better.
Even when you go to the extent of $62,900 for the Shark 6 Performance – which can match the Hunter for towing capacity – the sense of value for money is still strong despite the higher asking price.
If you throw the door open to traditional diesel power as well, then the range of options expands dramatically. Diesel versus PHEV is a Pandora’s box of consideration, and really depends upon the end user’s own situation and desires.
Compared to the JAC T9, the Hunter is a better vehicle. The flexibility, capability and power of this plug-in hybrid powertrain work well, and the improvements in the ride quality and value-for-money are impressive.
But against the BYD Shark 6 – such a hot-button favourite among hybrid ute buyers – the JAC feels compromised. The powertrain is not as well calibrated, the cabin is smaller and less comfortable, and some build quality elements give us concerns.
If you’re looking at these two utes, and you’re purely considering ticking the boxes of payload and towing, the JAC has its place. But the Shark 6 is a comfortable winner in this comparison.
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