China’s latest one-tonne for NZ is configured for an assault with battery, but there’s local caution in going there.

THE latest ute to arrive from China will next year also regionally deliver as a plug-in hybrid and is also produced in a full electric form, but neither figure in the New Zealand distributor’s plan.

On top of this, JAC in China also seems keen to steer the wholly electric edition of its T9 one-tonne (pictured) clear of our nationally-relevant crash test audit.

JAC Motors New Zealand’s general manager says regardless of what eventuates there. he’s far from sure he wants that variant, let alone a plug-in hybrid type that will be going to Australia in 2025.

Speaking at yesterday’s event for a diesel version of the double cab (below) Andrew Craw said he will at least want to extensively test the electric-involved types in NZ conditions before committing to them.

As things stand, he just wants to focus on the diesel model which will go on sale in January for $49,000.

The electrics are already available in China and JAC has signalled both will be produced in right-hand drive.

Yet while the PHEV in this region next year, with sale in Australia seemingly set for some time after June, the full electric T9EV probably won’t, Craw believes.

That’s the message he received from JAC - Jianghuai Automobile Company - headquarters in Hefei just last week.

The reason? The Australasian New Car Assessment Programme crash test that the diesel flew through with a highly-regarded five star score seems to be more challenging for the electric. 

ANCAP made clear when issuing the diesel rating last month that it would consider the battery models as separate vehicles, because regardless of being similar in look and identical in dimension, structurally they are different.

Craw said he was told by the factory last week it has no intention to subject the vehicle to an ANCAP test.

“From my understanding, it won’t get ANCAPed,” he said yesterday. 

The exact reason for JAC’s reluctance has not been shared.

“I actually don’t know why they have decided this …. we were told last week.”

Even before this, Craw had reservations about how well any electric-involved ute can truly earn its keep until the technology is up to par with diesel in respect to towing and range.

In respect to the full EV: “We’d already told them we were unlikely to take it … unless you’re going to get towing and range on an EV ute in New Zealand, there’s no point in bringing one in.”

As for the PHEV? “Again, no. Not at this stage. I haven’t had that conversation with them. And, again, we would not bring that to market without having one down here for testing first.

“But there are no plans beyond just the T9 (diesel) at this stage).”

When revealing what it labels the ‘T9EV Hunter’ at the Beijing motor show in April, JAC did not mention if it had any towing capability but announced it would have 205mm ground clearance and come with two levels of battery and motor sets.

One has a maximum driving range of 300 kilometres and the other is set to achieve 500km.

However, the estimates come from the China Light-Duty Vehicle Test Cycle (CLTC), which is much more generous than the Worldwide Harmonised Light Vehicle Test Procedure (WLTP) barometer that became NZ’s preferred tool in 2021.

Both editions appear to be dual motor with power sent to all four wheels, the base edition citing 150kW and 290Nm, feeding from a 77kWh battery pack, and the higher level having 230kW and 518Nm and a 88kWh battery.

The LDV eT60 that since 2023 has represented as the sole fully electric ute here is cited to deliver 330km from a 88.5kWh battery; it’s rear drive only, can tow up to 1500kg and has a 750kg payload. The model has discontinued after a poor reception, with stock holdings being firesaled to move them. 

LDV itself has gone on to develop a new ute, called the Terron 9, in full electric as well as diesel. The battery edition avails out of China with single 200kW or dual 325kW (200kW at the rear and 125kW at the front) electric motors, fed by a 102kWh battery. A WLTP range of 430kms has been mentioned.

JAC favours lithium ion phosphate batteries, which aren’t as energy dense as conventional lithium-ion cells, but are advantaged by excising rare and expensive materials such as nickel and cobalt and also presenting a lower risk of fire.

Technical details in respect to the PHEV are still scarce, but the brand indicates it will deliver 100 kilometres’ electric range.

That configuration has already been promised to JAC’s distributor in Australia and though the operation there has no commercial link to JAC New Zealand, the countries achieve common stock.

JAC’s Australia distributor wants to site the PHEV as a competitor for the impending petrol-electric BYD Shark and Ford Ranger  PHEV.

The battery-involved products have the same basic styling as the diesel-powered T9, but feature a closed-off front grille and flashy aerodynamic alloy wheels. 

Black cladding around the wheel arches, headlights and where the grille remain, as do the roof rails and the bonnet hump.

As on the diesel, there is a big JAC badge up front and the company’s name is embossed on the tailgate, too.

JAC also has another electric model in the wings. The JS6, also known as the Sehol QX in China, is a mid-sized PHEV sports utility wagon that conceivably could stand as a Mitsubishi Outlander PHEV or MG HS Plus EV rival.

It uses a 1.5-litre turbocharged petrol engine and electric motor developing 150kW and 300Nm, combined with a 21.67kWh battery which can be charged at up to 26kW.