Dual-cab utes are the preferred vehicles on sale today in Australia, but if you happen to’re after a workhorse that does the job and doesn’t cost an arm and a leg, will a cheaper alternative manage the identical workload?
We decided to place the brand new JAC T9 up against the tried and tested (and undeniably popular) Toyota HiLux.
The tests? We loaded them each as much as their Gross Vehicle Mass (GVM) and got down to see whether the Chinese-made JAC ute could achieve the identical final result because the Japanese-designed, Thai-built HiLux across our hill road, and over the grueling durability track at our proving ground.
First test: The Hill Road Load Test
The primary test on our hill road focused on performance under load.
Each the JAC T9 Haven and Toyota HiLux SR were loaded with a similar amount of weight, specifically calculated to match the GVM of the HiLux – this meant the Toyota was at its maximum legal loaded capability.
Considered one of the primary things we noticed when loading the vehicles was that a typical pallet carrying a 500kg weight block matches into the tray of the JAC T9 but not the HiLux, which required loading it with bags to realize the identical weight and similar distribution.
Toyota HiLux
The HiLux SR we tested featured the optional ‘V-Energetic’ 48V mild-hybrid system.
As is common with many leaf-sprung utes, the HiLux felt significantly higher and more comfortable with weight within the tray in comparison with being unladen. When unladen, the HiLux tends to be quite firm and unforgiving.
On the hill road – designed to simulate a typical Australian country road with various gradients (including a steep 15 per cent climb) – the HiLux performed confidently.
Acceleration felt strong, even up the steepest climb, and the ride was superb under load – significantly higher than when unladen.
On the ultimate bumpy section, which encompasses a few undulations, the HiLux maintained its composure and luxury even at around 70km/h.
JAC T9
Setting off within the T9, we immediately noticed the quieter turbo-diesel engine in comparison with the HiLux.
While the T9 has less torque (just over 400Nm in comparison with the HiLux’s 500Nm), its acceleration under load was decent and surprisingly capable, not feeling completely underdone with this much load within the tray.
Just like the HiLux, the T9’s ride quality improved significantly when laden, feeling settled and cozy on the hill road.
Unloaded, the T9 may be quite busy on even smooth roads, lacking ride comfort and compliance when unladen.
It handled the 15 per cent gradient well, accelerating adequately – not as strongly because the HiLux, but confidently enough to make it up the hill with none great concern.
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JAC T9 -
Toyota HiLux
Moving back down gears was just a little fiddly, and the T9 could definitely profit from paddle shifters to assist control its speed on long downhill stretches.
On the undulating section at 70km/h, the T9 felt settled and composed – the identical if not barely higher than HiLux.
Second test: The Torture Test
The second a part of this test was all about accelerated wear testing.
While in addition they test ride quality, these roads were also designed to simulate long-distance driving by accelerating wear on suspension and body components during vehicle development.
Our test road featured two parts:
- Belgian Pave: A specifically constructed paved road with a rough, uneven surface designed to global standards to emphasize suspension components.
- Torture Test Road: A 2km custom-built track designed to exceed the stress of the Belgian paving, featuring sections of exposed rock and harsh bumps to simulate extreme Australian conditions. This road was historically used for rigorous vehicle development and is thought to be physically demanding on automotive and their drivers, who were limited when it comes to how long they might stay behind the wheel without breaks during testing.
Throughout these tests, an iPhone with a tri-axis accelerometer was attached to the driving force’s seat to measure the G-forces transmitted to the occupant.
The information was then analysed using the Root Mean Square (RMS) method, a statistical measure quantifying the typical intensity of vibrations – a lower RMS value indicates a more comfortable ride with less intense shaking.
Each vehicles accomplished two laps of every torture section.
Belgian Pave results:
- The HiLux felt surprisingly comfortable on this surface, with no unusual rattles or squeaks noted. Its RMS value was calculated at 4.84.
- The JAC T9 also felt good, although some movement of the tray (independent of the cabin) was visible. Its RMS value was 4.39.
- The information showed the JAC T9 was roughly 10 per cent more comfortable than the HiLux on the Belgian Pave, based on its lower RMS figure. While there wasn’t an enormous difference felt during testing, it indicated the inexpensive T9 performed barely higher on this specific test.
Torture Test Road results:
- The HiLux handled the extremely rough road reasonably well, feeling fairly comfortable considering the severity of the surface, especially in comparison with the previous testing we conducted here using a LandCruiser 70 Series and Mahindra Pik-Up. It experienced significant jolts, particularly over a paved section with large ‘whoops’. Over this stretch of the torture test, the HiLux recorded a median RMS of 10.05.
- The JAC T9 felt composed even on the roughest sections, not getting thrown around excessively in comparison with the HiLux, which suggests good stability on corrugated roads. It handled the varied harsh elements well, though the experience was still physically demanding.
- This test data here showed essentially the most significant difference. The JAC T9 recorded a median RMS value roughly 50 per cent lower than the HiLux’s (around 5.0 in comparison with 10.05). This means that substantially less vibration and fewer intense jolts were being transmitted through the seat to the driving force within the T9 over the identical brutal stretch of road at the identical speed. While it’s hard to translate RMS on to perceived comfort, the information clearly showed the T9 subjected its occupants to significantly less physical stress on this extreme course.
CarExpert’s Take
Based solely on the particular load-hauling and sturdiness tests conducted here, we got here to the next conclusions…
- Load Hauling: While the HiLux offered stronger acceleration attributable to its higher torque, the JAC T9 performed capably and comfortably when loaded to the HiLux’s GVM. The performance difference didn’t feel proportionate to the numerous price difference – getting a HiLux with the same level of specification to the JAC T9 Haven would cost significantly greater than the SR, which is pretty sparsely equipped.
- Comfort & Durability Simulation: Within the unladen torture tests, the JAC T9 proved to be measurably more comfortable than the HiLux, absorbing bumps higher on each the Belgian Pave and, most notably, the extremely rough torture track – showing a 50 per cent lower RMS vibration reading.
So where did we land with all of this? It’s necessary to recollect this was a short-term test focused on specific performance facets.
It doesn’t predict long-term reliability over a few years, but if you happen to are specifically after a workhorse with added comfort and luxuries, our testing showed that the T9 was as capable because the HiLux across these tests.
There was also additional headroom on GVM with the T9 above and beyond the HiLux. Ultimately, you’ll want to balance that GVM with the lower power output from the JAC’s engine.
We’ve now done this comparison test with the Toyota LandCruiser 70 Series and Mahindra Pik-Up, in addition to the JAC T9 and Toyota HiLux – are there other combos you’d like us to check?
Share your thoughts with us within the comments below!
This Article First Appeared At www.carexpert.com.au
