Ford Ranger vs JAC T9 UTE

What's the difference?

Ford has hit a sweet-spot with the Ranger PHEV XLT, as it can tow up to 3.5 tonnes of braked trailer, carry almost one tonne of payload and serve as a powered site anywhere you need to work or explore. Overall, it’s a well-engineered, practical and versatile all-terrain workhorse that’s as well suited to the needs of tradies and farmers as it is to adventurers.

The budget-priced JAC T9 Haven is a traditional one-tonne turbo-diesel ute with plenty going for it. Sure, there are things that could be improved like any ute, but those issues are more about refinement than major design flaws. And when you consider it has five-star safety and is backed by a generous warranty, capped-price servicing and a 60-strong Australian dealer network, it represents excellent value for tradies on a sub-$50K budget. 

At first glance most would struggle to pick the subtle visual differences between a Ranger PHEV XLT and a turbo-diesel equivalent. These include discreet ‘PHEV’ chrome garnishes on the front fenders and an additional spring-loaded flap on the passenger side to access the traction battery's charging port.

It also has unique wheel designs which are wider than those fitted as standard to diesel variants, which along with new lip mouldings and bespoke tyres have been developed to carry the higher loads of the hybrid powertrain while maintaining payload, towing and handling ability.

The only potential negative for tradies is that the Ranger PHEV is not available in cab-chassis form and the standard load tub cannot be replaced by an aftermarket tray or service body, given the hybrid drivetrain’s traction battery and Pro Power Onboard systems are fully integrated in its design.

The T9 rides on a 3110mm wheelbase with 5330mm overall length, 1983mm width (with door mirrors folded) and 1920mm height.

It adheres to a traditional body-on-frame design with double-wishbone coil-spring front suspension, leaf-spring live rear axle, electronic power steering and four-wheel disc brakes.

Off-road credentials include 27 degrees approach and 23 degrees departure angles, 210mm ground clearance and 650mm wading depth.

The Haven's styling has a chunky and purposeful appearance and its spacious interior offers a tasteful blend of tones and textures with chrome and satin chrome highlights, contrasting red stitching and numerous soft-touch surfaces including curved diamond-quilting on the seat facings and door trims.

Our XLT PHEV has a hefty 2527kg kerb weight which is 318kg more than its 2.0L Bi-Turbo diesel equivalent due largely to the extra weight of the hybrid drivetrain. However, by keeping the battery relatively small, Ford has prioritised workhorse capability over EV driving range based on customer feedback that influenced its design.

The XLT is the lightest of the four Ranger PHEV models which share the same 3500kg GVM, so it has the highest payload rating of 973kg. This is an excellent result, as it’s only 48kg less than the 2.0L Bi-Turbo diesel XLT and exceeds the payload ratings of its Chinese rivals.

The PHEV XLT also matches its diesel equivalent with a 3500kg braked tow rating and with its 6580kg GCM (or how much weight it can legally carry and tow at the same time) it can tow its maximum trailer weight with a drop in payload to 553kg, compared to 641kg for the diesel XLT.

The PHEV’s unique load tub has a floor that’s slightly higher to cater for the plug-in battery mounted in specially-designed chassis frame rails beneath it, which importantly allows the full-size spare wheel to be carried out of the way in its usual position under the tail.

The load floor is also 174mm longer at 1638mm, which combined with 1233mm between the rear wheel housings allows it to carry either a standard 1165mm-square Aussie pallet or two 800mm x 1200mm Euro pallets; the latter unmatched by the diesel XLT. The load tub also has a drop-in composite liner, lift-assisted tailgate, internal lighting and six sturdy load-anchorage points.

Like its Chinese rivals, the Ranger PHEV has V2L (Vehicle to Load) electrical capabilities. Ford’s 6.9kW system is called Pro Power Onboard comprising a single 10-amp 2.3kW three-pin electrical socket in the cabin and two 15-amp 3.45kW three-pin sockets housed in the left-side wall of the load-tub.

So, the Ranger PHEV is effectively a mobile generator, which eliminates the need to carry a portable one as it uses the vehicle’s traction battery (charged by the Ranger’s petrol engine as required) to provide potentially hours of energy for worksite equipment or campsites (see Engine).

Driver and front passenger storage includes a bottle-holder and bin in each front door plus an overhead glasses-holder and decent sized glove box with an open shelf above it. The centre console offers a phone pad and two USB ports up front, plus a handy slot for storing keys, two cupholders in the centre and a big lidded box at the back with a 12V socket inside.

The rear bench seating is spacious, given I’m 186cm and have about 60mm of headroom and 40mm of knee clearance when sitting behind the driver’s seat set in my position. Shoulder room can be squeezy for three large adults, though.

Rear passenger storage includes a bottle-holder and bin in each back door plus pockets on the rear of both front seat backrests. The rear of the centre console has adjustable air-vents plus one of the three 230V three-pin outlets for the Pro Power Onboard system.

The centre seat backrest also folds down to serve as an armrest complete with two cupholders. The bench seat’s base cushions can also swing up and be stored vertically if extra internal cargo space is required and to access two underfloor storage compartments.

With its 2055kg kerb weight and 3100kg GVM, our test vehicle offers a sizeable 1045kg payload rating so it’s a genuine one-tonner.

However, it’s only rated to tow up to 3200kg of braked trailer, which is 300kg less than the category benchmark. And with its 5630kg GCM (or how much it can legally carry and tow at the same time), to tow that weight would require a substantial 670kg reduction in payload to avoid exceeding the GCM.

That would also leave only 375kg of payload capacity, which could be used up by a crew of four tradies before you could throw their tools on board. Fact is, most owners would rarely (if ever) need to tow the maximum 3200kg, but should be aware of these GVM/GCM numbers to avoid overloading.

The load tub is protected by a spray-in liner and is 1520mm long, 1590mm wide and 470mm deep, with 1175mm between the wheel arches allowing just enough room for a standard Aussie pallet.

However, the front and rear load-anchorage points are positioned in the upper half of the sidewalls, which is not ideal for securing loads of lower height (anchorage points near floor level are ideal).

Even tall people will find the interior accommodating, given I’m 186cm and have ample space to not only find a comfortable driving position but also sit behind the driver’s seat (set to my position) with plenty of knee clearance.

There’s also generous rear headroom and enough floor space behind the centre console for the centre passenger to sit with their feet together, rather than either side of a transmission hump like numerous rivals. However, like all dual cab utes short of a full-size American pick-up, shoulder room is squeezy for three adults, so a limit of two would be preferable for long trips.

Front of cabin storage includes a large-bottle holder and bin in each front door plus an overhead glasses holder, single glove box and a handy drawer for small items near the driver’s right knee.

The centre console, with its two USB ports, 12-volt socket and wireless phone-charging pad, has a large-bottle and cupholder plus a small box at the rear with an internal air-con cooling vent and a padded lid that doubles as a driver’s centre elbow rest.

Rear passengers get a large-bottle holder and bin in each door plus three storage pockets on each front seat backrest. The centre seat’s backrest also folds down to reveal two cupholders while the centre console offers adjustable air vents, a pair of USB ports and a handy 220V three-pin domestic socket.

The rear seat is split 60/40 and both base cushions can swing up and be stored vertically if more internal load space is required.

Our only criticism is that the rear seatbelt buckles fall into deep recesses in the base cushions when not in use and can be difficult to fish out by hand when you need to buckle-up.

The T9 range is only available in 4x4 dual cab specification with a 2.0-litre, four-cylinder, turbo-diesel engine, eight-speed automatic transmission and part-time, dual-range 4x4.

It’s offered in two model grades, comprising the entry-level Oasis for a list price of $42,662 and the top-shelf Haven (as per our test vehicle) for $45,630, which is competitive with Chinese turbo-diesel rivals. Our example is finished in ‘Karak’ black metallic paint, which is an extra cost option ($595).

The T9 Haven offers compelling value when you consider how much standard equipment is included for well under $50K.

Like the Oasis, the Haven comes standard with 18-inch alloy wheels and 265/60R18 tyres with a full-size steel spare, tubular ‘iron’ side-steps, black metal sports bar, LED lighting with DRLs, electronic parking brake with auto-hold, heated door mirrors, leather-accented interior trim and steering wheel, power-adjustable driver’s seat, climate control, wireless phone-charging, colour 7.0-inch driver’s instrument cluster and six-speaker audio with a 10.4-inch multimedia touchscreen and Apple CarPlay/Android Auto connectivity.

The Haven adds decorative (non-load carrying) roof rails, privacy glass, ‘welcome’ puddle lamps, a 360-degree camera, front/rear parking sensors, auto-folding chrome door mirrors, heated front seats, choice of black or brown leather-accented interior, an auto-dimming rear view mirror, power-adjustable front passenger seat, rear 220V accessory socket and more. JAC also offers a range of genuine accessories.

The Ranger’s PHEV powertrain consists of a 2.3-litre turbocharged four-cylinder 'EcoBoost' petrol engine that produces 138kW of power at 4600rpm and 411Nm of torque at 2700rpm.

This is paired with a 75kW electric motor which draws its energy from the 11.8kWh lithium-ion traction battery. Combined they produce total outputs of 207kW at 4600rpm and a towering 697Nm at 2500rpm. This is the second-highest power output and highest torque output of any Ranger to date, making it ideal for heavy load hauling and towing.

A 10-speed torque converter automatic integrates the motor between the engine and transmission and offers the choice of sequential manual-shifting.

This drivetrain also offers four selectable drive modes. These comprise ‘Auto EV’ which automatically switches between the petrol engine and battery to prioritise power or fuel efficiency depending on driver demands, ‘EV Now’ which only uses battery power for maximum fuel saving, ‘EV Later’ which prioritises the petrol engine to maintain the current state of battery charge (ideal if planning to use it at your destination or for EV-only driving later) and ‘EV Charge’ for charging the battery between destinations. And if it should become depleted, the Ranger’s petrol engine switches on and starts charging to ensure continued supply.

Traction battery charging is generated by the petrol engine when idling/accelerating/cruising and the motor when decelerating/applying the brakes thanks to regenerative braking. This function can be monitored by the driver using the ‘EV Coach’ display on the instrument cluster.

The PHEV drivetrain offers 2H (2WD High Range) and a full-time 4WD setting (4A) for optimum traction in all on-road conditions. For off-road use there's 4H (4WD High Range) and 4L (4WD Low Range) which both lock the front/rear axle torque split at 50:50, plus a rear diff-lock. The driver can choose from an additional seven drive modes to tailor performance to suit specific off-road terrain and other requirements.

The T9 is equipped with a Euro 5-compliant 2.0-litre, four-cylinder, turbo-diesel engine that produces 120kW of power at 3600rpm and 410Nm of torque at 1500-2500rpm.

It’s paired with a ZF-designed eight-speed torque converter automatic with the option of sequential manual-shifting. It also offers different drive modes ('Eco', 'Sport' etc) and the part-time, dual-range 4x4 system features an electronic rear diff-lock.

Ford claims an official combined average petrol consumption of only 2.9L/100km in ideal laboratory conditions, which is largely irrelevant in real-world use.

Our week of testing is a good example given a mix of suburban, city, highway and backroad driving that totalled 409km, during which we often switched between drive modes and hauled a heavy payload for about a quarter of that distance (see Driving).

The dash display was claiming a more realistic 9.3L/100km when we stopped to refuel and our own figure calculated from fuel bowser and tripmeter readings was identical, which highlights the accuracy of Ford’s onboard diagnostics. That’s also thrifty sub-10L/100km economy for a vehicle weighing more than 2.5 tonnes.

So, based on our real-world consumption figure, you could expect an ‘Auto EV’ hybrid driving range of around 750km from its 70-litre tank.

Ford also claims an electric-only driving range of up to 49km, again in ideal lab conditions, but the most we were able to achieve in the real world was 29km. However, we discovered that even that relatively short driving range was more than adequate for many urban requirements (see Driving).

The battery can only be plug-in charged using AC supply (no DC fast-charging) with a maximum charge rate of 3.5kW. However, another benefit of its relatively small battery is that it can be charged from zero to 100 per cent in less than seven hours using a standard 2.3kW domestic three-pin wall socket, as we did each night. And that charge time shortens to around four hours with a 3.5kW charger.

Using the ‘EV Charge’ mode is also efficient at charging the battery with the petrol engine when driving, as it took less than 200km to go from zero to 100 per cent.

JAC Motors claims official average combined cycle (urban/extra-urban) consumption of 7.6L/100km but the dash readout was showing 9.8 at the completion of our 288km test, which comprised a mix of suburban and highway driving of which about one third was hauling a near-maximum payload.

However, our own numbers calculated from fuel bowser and tripmeter readings came in at a lower 8.3L/100km. So, any vehicle weighing more than two tonnes that can achieve sub-10L/100km in daily driving gets a big tick from us in terms of fuel efficiency.

Therefore, based on our consumption, the JAC T9 should achieve an extensive real-world driving range of around 900km from its 76-litre tank.

Handling and braking are beyond criticism as is the ride quality, which is no doubt enhanced by the extra sprung weight of the PHEV hardware that helps iron out the bumps when being driven without a load.

We soon discovered that around 30km of electric-only driving range is more than adequate for the daily chores of suburban ownership within a typical 5.0-10km radius from home, where the modest performance of its 75kW motor (and we assume around 300Nm of torque) did the job with silent efficiency.

We were also impressed by the PHEV's spirited performance in petrol-electric hybrid mode, with almost 700Nm of torque ensuring a strong surge of acceleration from standing starts and outstanding load-hauling ability that belies its higher kerb weight.

The battery reserves enough charge in hybrid mode (even when it’s displaying zero) to ensure the motor is always assisting the petrol engine to deliver the PHEV’s huge combined torque output.

It’s also a quiet and effortless highway cruiser, with the petrol engine requiring only 1800rpm to maintain 110km/h.

To test its load-hauling ability we forklifted 650kg into the load tub, which with our two-man crew equalled a total payload of 830kg that was about 140kg under its legal limit.

The rear leaf-springs only compressed 45mm, with ride, handling and braking unfazed by this weight. And it easily conquered our 13 per cent gradient, 2.0km-long set climb at 60km/h without requiring the dedicated 'Tow/Haul' mode.

Regenerative braking on the way down was also robust but Ford recommends using the Tow/Haul mode on steep descents, as it prioritises engine-braking to ensure that the petrol engine and electric motor are harmonised to provide the strongest retardation.

The steering wheel only has height adjustment, which is notable given that most ute rivals have height and reach adjustment. Even so, the driving position offers ample headroom, a good-sized left footrest and, although lacking adjustable lumbar support, a comfortable and supportive seat.

It has good steering feel although we struggled to detect much difference between the various steering modes on offer. Unladen ride quality is firm and a bit jiggly on bumpy roads, but it’s no firmer than a HiLux and acceptable given its one-tonne-plus payload rating.

The engine is reasonably quiet and despite its relatively modest 120kW/410Nm outputs produces good acceleration when unladen, which we suspect is partly a result of its relatively light kerb weight.

However, there's a slight delay in response when using full throttle from standing starts, which feels like turbo lag. However, the response is fine when applying the accelerator with less aggression, so some refinement in this area would be beneficial.

Selecting the Sport mode in the smooth-shifting eight-speed (ZF-sourced) automatic alters the shift calibrations to provide the most eager response. It also displays helpful ‘intelligence’ by automatically downshifting to assist with engine-braking when the driver applies the brakes on descents.

To test its GVM rating we forklifted 890kg into the load tub, which with driver equalled a payload of 980kg that was just under its 1045kg limit. The rear leaf-springs compressed about 60mm yet there was still about 60mm of static bump-stop clearance remaining, which was ample to ensure no bottoming-out on our test route.

It competently hauled this payload around town and proved equally comfortable at highway speeds, where the engine required just under 2000rpm to maintain 110km/h which was right in the middle of its peak torque band.

The adaptive cruise control, which only adjusts in 5.0km/h increments, maintained the set speeds with discipline. However, on some uphill gradients (in cruise control mode) the transmission would rapidly shift between the sixth and seventh gears numerous times before deciding which was the correct ratio.

Even so, it made light work of our 13 per cent gradient, 2.0km-long set climb at 60km/h, decisively downshifting to fourth gear and 2500rpm to easily haul this load to the summit.

We were also genuinely surprised by its powerful engine-braking on the way down. In a manually-selected second gear, it never exceeded the posted 60km/h limit on overrun, with almost one tonne of payload to restrain and no use of the brake pedal. 

It was the strongest engine-braking we’ve experienced from a 2.0-litre turbo-diesel on this descent (in either ute or van) which would be most useful when hauling heavy loads, particularly in hilly terrain.

Our only major gripe is the overly sensitive driver attention monitor located at the base of the driver’s windscreen pillar, which ensures you’re directly in the firing line for constant prompts to ‘please focus on driving’ even though you are doing just that.

Such technology, with constant nagging from audible and visual warnings designed to save us from ourselves, is well intentioned. However, if its questionable judgement of what represents driver inattention is so annoying that it becomes distracting, then it defeats the whole purpose.

The T9 comes with a five-star ANCAP rating (awarded in 2024) and JAC claims it's "Australia’s safest ute" based on its unmatched aggregate scores across all four ANCAP testing protocols.

So, that means benchmark features including multiple airbags, AEB (including autonomous emergency braking when reversing), lane-keeping, blind-spot monitoring, rear cross-traffic alert, tyre pressure monitoring, speed sign recognition, adaptive cruise control, trailer mode and lots more.

Junior tradies get ISOFIX child-restraint anchorages on the two outer rear seating positions plus three top tethers across the second row.

The Ranger PHEV comes standard with a five-year/unlimited km warranty and specific eight years/160,000km warranty for the electric drivetrain and battery. Scheduled servicing is every 12 months/15,000km with capped pricing of $399 applying for each scheduled service up to five years/75,000km, whichever occurs first.

Ford also offers pre-paid service packages with substantial savings compared to pay-as-you-go servicing. The Australian Ford dealer network has almost 200 dealerships located throughout city and regional areas, which also provide vehicle servicing.

The T9 is covered by a seven-year/unlimited km warranty plus seven years' roadside assist.

Scheduled servicing is every 12 months/15,000km, whichever occurs first. Capped-price servicing, which applies to the first seven scheduled services up to seven years/105,000km, totals $3069 or an affordable average of $438 per service.