Hyundai Staria vs JAC T9 UTE

What's the difference?

The Staria Load HEV offers numerous advantages over its diesel equivalent including superior fuel economy, lower exhaust emissions, higher power output and a bigger payload. However, it also has a higher purchase price and no tow rating, so careful analysis of your specific work requirements will determine if Hyundai’s new hybrid van is fit for purpose.

The JAC T9 Tradepro is not only tailor-made for ute owners who like to fit custom-made trays or service bodies but also comes with an enticing sub-$40K purchase price, one tonne payload, three tonne-plus towing, generous warranty/service package and five-star ANCAP safety. In summary, it's a bargain for tradies on a budget.

The updated Staria Load range brings mild styling revisions of the headlights and front bumper along with a more conventional and (in our eyes at least) stylish grille design.

The roomy and practical cabin has also been refreshed with a new four-spoke leather-trimmed steering wheel and a more spacious and versatile centre console (see Practicality).

The refreshed Staria Load is available only in a two-seater configuration, as the five-seater ‘crew’ variant with a bench seat in the cargo bay has been discontinued.

The Tradepro cab-chassis rides on the same 3110mm wheelbase as its ute siblings. Therefore, it shares the same off-road credentials including 27 degrees approach and 23 degrees departure angles, 210mm of ground clearance and 650mm wading depth.

The body styling is chunky and purposeful with its prominent grille surrounded by unpainted dark grey plastic that extends to the front wheel arch flares, to best withstand the bumps and scrapes often inflicted on hard-working utes in these vulnerable zones.

The cabin is not only spacious but looks and feels far more upmarket than you’d expect in a workhorse model, combining stylish chrome and satin chrome highlights with numerous soft-touch surfaces including the dash, door trims and centre console trimmed in contrasting red stitching.

JAC recently displayed the customising capability of its cab-chassis platform (see images) with a purpose-built three-door service body made from powder-coated aluminium and equipped with an internal drawer system, roller ladder roof rack, conduit holder and other features clearly designed with tradies in mind.

With its peak kerb weight of 2091kg and 3130kg GVM, our test vehicle has a one-tonne-plus payload rating of 1039kg which is slightly higher than its diesel sibling (997kg). And it can legally carry up to 100kg of that payload on the roof.

However, unlike the diesel version which is rated to tow up to 2500kg of braked trailer, our HEV variant is not rated for towing. Obviously, this could be a deal breaker for tradies and other users who rely on being able to haul trailers to get the job done.

The cargo bay is 2500mm long and 1640mm wide with (according to our tape measure) 1250mm between the rear wheel housings, which means it can carry up to two 1165mm-square Aussie pallets or up to three Euro pallets, secured by a choice of eight load anchorage points.

It can also accommodate load heights up to 1436mm and offers a total (VDA) load volume of 4935 litres. That’s a snip under 5.0 cubic metres which is significantly less than the 6.2 cubic metres offered by the segment-leading Toyota HiAce LWB. Walls and doors are lined to mid-height and there’s a rubber load floor covering.

The cargo bay is accessed through sliding doors on each side with 870mm openings (just wide enough for a Euro pallet) or through the rear via the standard swing-up tailgate. However, for working roles that need rear forklift access, optional twin-swing doors with 180-degree opening are available. Our example is also equipped with a sturdy mesh-type cargo barrier from Hyundai’s genuine accessories range.

The cabin is a comfortable and practical workspace with its work-focused vinyl floor (ours also has genuine accessory all-weather floor mats), dark fabric-trimmed seats and wipe-clean hard surfaces.

There’s also plenty of storage courtesy of a glovebox, two overhead shelves, wide-opening doors with three tiers of storage including large-bottle holders, long shelves on either side of the dash plus a cup-holder next to the driver’s instrument display.

The centre fascia adds a wireless phone-charging pad, two USB-C ports, 12V socket and more small bins while the new centre console between the seats provides a cavernous open bin and two cup/small-bottle holders.

With its 1935kg kerb weight and 3100kg GVM the Tradepro has an 1165kg payload rating. However, after deducting the weight of the JAC genuine aluminium tray fitted to our test vehicle (around 150kg in dual cab configuration) the payload limit drops to just over one tonne, which is still ample for most working roles.

It’s also rated to tow up to 3200kg of braked trailer which is 300kg less than the category benchmark. And to avoid exceeding its 5630kg GVM (or how much it can legally carry and tow at the same time), towing its maximum trailer weight would require a reduction in vehicle payload to 495kg and even less when including the weight of a tray or service body.

Even so, most owners of utes this size would rarely (if ever) need to tow more than three tonnes (3000kg) so the Tradepro’s rating is adequate for hauling most trailers in real-world use.

The JAC alloy tray is 1910mm long and 1800mm wide with 250mm-high drop-sides. It’s equipped with a sturdy front bulkhead frame with steel mesh protection for the rear window plus full-length external rails along each side for securing loads. However, it does not have internal load anchorage points.

The interior is spacious even for tall people, given I’m 186cm and when seated behind the driver’s seat when set in my position I have ample knee and headroom.

There’s also enough floor space behind the centre console for the rear centre passenger to sit with their feet together rather than splayed either side of a transmission tunnel like some rivals. However, like all dual cabs short of a full-size US pick-up, shoulder room can be tight for three adults so a limit of two would be preferable for long journeys.

Cabin storage for front seat occupants includes a bottle holder and bin in each door plus an overhead glasses holder, single glove box and a handy drawer for small items in the dash near the driver’s right knee.

The centre console adds two USB-A ports, a 12V socket and wireless phone-charging pad up front, bottle and cupholders in the centre and a box at the rear with an internal cooling/heating vent (to keep food and drinks cool or warm) and a padded lid that doubles as a driver’s elbow rest.

Rear passengers also get a bottle holder and bin in each door plus three storage pockets on each front seat backrest. The centre console offers adjustable air vents and a USB-A port and the rear seat’s centre backrest folds forward to serve as an armrest with two cupholders.

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. However, the rear seatbelt buckles reside in deep recesses in the base cushions when not in use and can be awkward to access.

Our JAC T9 Tradepro test vehicle is available only in dual cab configuration and comes standard with the same 2.0-litre four-cylinder diesel engine, eight-speed automatic transmission and part-time dual-range 4x4 as its ute-bodied siblings.

Its low $38,990 list price (not including tray or on-road costs) is competitive with Chinese rivals and looks like a bargain compared to base model 4x4 dual cab-chassis equivalents from the major players like the Ford Ranger XL ($49,230), Isuzu D-Max SX ($50,700) and Toyota HiLux Workmate ($52,490).

As its name suggests, the Tradepro is a workhorse aimed at tradies, farmers and fleet buyers with standard equipment that includes 18-inch steel wheels with 265/60 R18 tyres and a full-size spare, steel side-steps, LED headlights/daytime running lights/tail-lights, front and rear fog lights, rear parking sensors and a reversing camera to name a few.

Inside you’ll find smart keyless entry and push-button start plus ‘heavy-duty’ seat fabrics, wipe-clean vinyl floor, electronic parking brake, six-way adjustable front seats (with power adjustment for the driver), wireless phone charging, a 12V accessory socket, USB ports front and rear and more.

The driver also gets a digital 7.0-inch colour instrument cluster plus there’s a portrait format 10.4-inch touchscreen to control the multimedia system which includes six-speaker sound, digital radio and (wired only) connectivity for AppleCarPlay and Android Auto devices.

The Staria Load HEV is powered by Hyundai’s 1.6 T-GDi (Turbocharged-Gasoline Direct Injection) hybrid drivetrain, which comprises a 1.6-litre four-cylinder turbo-petrol engine producing 132kW at 5500rpm and 265Nm across a wide peak torque band between 1500-4500rpm. It also has combined CO2 emissions of 147g/km which is lower than the diesel’s 183g/km output.

This engine is paired with a single electric motor that produces up to 54kW of power and 304Nm of torque. Their official combined power output is rated at 180kW (50kW more than the diesel’s 130kW) but there’s no official combined torque figure, given the petrol engine and electric motor do not produce their peak torque values at the same time. Even so, based on our test drive, its torque is ample for mid-size van duties.

The six-speed automatic transmission replaces the conventional hydraulic torque converter with a hybrid electric motor/engine-disconnect clutch assembly. However, it still shifts and behaves much like a conventional auto, including the choice of sequential manual shifting.

It also offers three drive modes comprising ‘Eco’, ‘Sport’ and ‘Smart’ with the latter offering the best balance of performance and fuel efficiency which we mostly used during our test.

The hybrid system is also equipped with what Hyundai calls ‘e-Motion Drive’ which incorporates a series of automated control strategies for the electric motor that actively enhance chassis dynamics to optimise ride quality, handling and stability.

New front subframe bushings bring additional rough-road comfort while rear hydro bushings allow for more natural body movement over bumps. NVH (Noise/Vibration/Harshness) has also been addressed with greater noise insulation within the dash structure and body mountings.

The Euro 5-compliant 2.0-litre four-cylinder turbo-diesel produces 120kW of power at 3600rpm and 410Nm of torque between 1500-2500rpm.

Its German ZF-designed eight-speed torque converter automatic provides the choice of sequential manual-shifting and several drive modes comprising Normal, Eco, Snow and Sport. The part-time, dual-range 4x4 system is enhanced with an electronic rear diff-lock.

The T9 adheres to traditional body-on-frame truck architecture with double-wishbone coil-spring front suspension, a live rear axle with sturdy five-leaf spring packs, electronic power steering and four-wheel disc brakes.

Hyundai claims HEV combined consumption of only 6.5L/100km and the dash display was close to that at 6.8 when we stopped to refuel at the completion of our test. We covered a total distance of 339km comprising our usual mix of suburban, city and highway driving, of which more than 100km was carrying a heavy payload.

Our own figure, calculated from fuel bowser and tripmeter readings, came in slightly higher at 7.1L/100km. Even so, that’s outstanding economy for a mid-size commercial van in real-world use, given the much higher figures we recorded with a Toyota HiAce LWB (10.7L/100km) and Staria Load diesel (10.9L/100km) during our most recent tests of those models using similar test procedures.

So, based on our numbers, you could expect an extensive real-world driving range of around 900km from its 65-litre petrol tank, which is 10 litres less than its diesel sibling.

JAC Motors claims official average combined (urban/extra-urban) cycle consumption of 7.6L/100km which is among the best of its many 4x4 diesel dual cab rivals but the dash display was showing a thirstier 10.3 at the completion of our 301km test, which comprised the usual mix of suburban, city and highway driving of which about one third was hauling a heavy payload.

Our own figure, calculated from fuel bowser and tripmeter readings, was identical to the dash display at 10.3L/100km which is within the usual discrepancy of 2.0-3.0L/100km between manufacturer lab-based figures and those achieved in daily road use.

So, based on our test results, the T9 Tradepro should achieve a real-world driving range of around 730km from its 76-litre tank.

Driving a hybrid van is no different to driving a non-hybrid van. Apart from accelerating, braking and switching between drive modes, the driver has no input in how the vehicle performs as it continuously monitors and distributes outputs from the petrol engine, electric motor and hybrid battery to ensure sufficient charge, good response and optimum fuel efficiency at all times.

So, the driver only needs to concentrate on driving while the hybrid components talk among themselves. You can feel and hear the smooth transitions between petrol and electric power which are also visually tracked by information on the digital screens.

Although the HEV has more power than its diesel sibling, we didn’t sense a dramatic performance increase given its kerb weight is also higher.

Even so, it’s an energetic performer with good acceleration from standing starts combined with surefooted handling and braking. The unladen ride quality is firm, as you’d expect given its one-tonne payload, but with enough suppleness to maintain acceptable ride comfort.

To test its GVM rating we forklifted 650kg into the cargo bay which with driver equalled a total payload of around 750kg. The rigid-beam axle/leaf-spring rear suspension only compressed about 20mm under this weight which ensured it had plenty of wheel travel remaining to avoid any bottoming-out on our test route.

It hauled this payload with ease which included our 13 per cent gradient, 2.0km set climb at 60km/h. Engine braking on the way down, in a manually selected second gear, was not as robust but within expectations given its relatively small 1.6-litre displacement restraining a heavy payload. Overall, this hybrid drivetrain is well calibrated for commercial van use.

However, for potential buyers doing regular highway travel, we recommend fitment of Hyundai’s genuine accessory solid bulkhead between the cabin and cargo bay, to insulate occupants from considerable tyre noise emanating from the rear wheel housings at these speeds.

Large assist handles on the windscreen pillars combined with the side-steps make it easy to climb aboard, where you’ll find a spacious and comfortable driving position with a large left footrest and powered seat adjustment.

The flat-bottom steering wheel provides additional torso room which is handy given the steering column can only be adjusted for tilt and not reach, which is unusual given most utes offer both adjustments these days.

Large door mirrors provide good rear views, but the intricate honeycomb pattern of the tray’s bulkhead mesh looks a bit cluttered when viewed through the cabin’s central mirror.

The unladen ride quality is quite firm, as you’d expect given its payload rating, but has enough compliance over bumps to ensure comfortable driving. Overall, it has good refinement from its steering feel and handling response to its 'intelligent' eight-speed auto, which enthusiastically starts downshifting to assist with engine-braking when the brake pedal is applied on steep descents.

With 410Nm the 2.0-litre diesel has ample torque for energetic performance, which is optimised by efficient gearing that keeps it operating within its 1500-2500rpm peak torque band most of the time regardless of the drive mode selected.

It’s also a relaxed highway cruiser requiring less than 2000rpm to maintain 110km/h. The most noise at these speeds comes from wind buffeting around the large door mirrors and the tray’s bulkhead, but it’s not intrusive enough to require raised cabin voices.

To test its GVM rating we forklifted 650kg on the tray which combined with our crew of two and tray weight equalled a total payload of around 980kg which was still about 180kg below its legal payload limit.

The stout five-leaf rear spring packs compressed 50mm, leaving enough bump-stop clearance to ensure no bottoming out on our test route. It coped commendably with this payload, maintaining a sure-footed stance during cornering and easily conquering our 13 per cent gradient, 2.0km-long set climb at 60km/h.

On the way down it also displayed the most effective engine braking of any ute or mid-size van we’ve tested. In a manually selected second gear and without touching the brake pedal, it forcefully restrained its payload by not allowing the road speed to exceed 50km/h or the engine to exceed 4000rpm on overrun. Most impressive.

Thankfully, the driver distraction monitor also seemed less intrusive and irritating than the T9 we first tested in 2025, although it still makes some ‘please focus on driving’ demands which are not justified.

The JAC T9 comes with a maximum five-star ANCAP rating (awarded in 2024), multiple airbags and numerous benchmark features like Autonomous Emergency Braking (AEB) including when reversing, lane-keeping assist, blind-spot monitoring, rear cross-traffic alert, tyre pressure monitoring, speed sign recognition, adaptive cruise control, trailer mode, rear parking sensors, a reversing camera and lots more. Junior tradies get ISOFIX child-restraint anchorages on the two outer rear seating positions plus three top tethers.

The Staria Load HEV comes standard with a five-year/160,000km warranty and a separate eight- year/160,000km warranty covering the hybrid battery. There’s also 12 months of complimentary roadside assistance which is renewable annually with scheduled Hyundai dealer servicing.

Scheduled servicing is every 12 months/15,000km whichever occurs first. Hyundai offers a five-year pre-paid servicing plan covering the first five scheduled services but pricing is calculated from a participating dealer's scheduled servicing prices at the time the plan is purchased, rather than a national standard set by Hyundai (hence the lower score in this segment).

JAC covers the T9 with a seven-year/unlimited km warranty (including the tray if installed prior to customer delivery) plus seven years of roadside assist.

Scheduled servicing is every 12 months/15,000km whichever occurs first. Capped pricing applies to the first seven scheduled services up to seven years/105,000km totalling $3340, or an average of $477 per service.

This is among Australia’s most competitive ute ownership packages, backed by JAC Motors’ network of more than 50 dealers across every state and territory including many regional areas.