JAC T9 2026 review: Tradepro Cab Chassis 4x4 - GVM test | Isuzu D-Max rival tested

Does it represent good value for the price? What features does it come with?

8 / 10

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.

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Is there anything interesting about its design?

7 / 10

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.

How practical is its space and tech inside?

6 / 10

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.

What are the key stats for its engine and transmission?

7 / 10

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.

What is its fuel consumption? What is its driving range?

6 / 10

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.

What’s it like to drive?

7 / 10

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.

What safety equipment is fitted? What safety rating?

8 / 10

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.

What warranty is offered? What are its service intervals? What are its running costs?

8 / 10

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.

Verdict