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Tired of thirsty diesel and petrol utes? Here are some of the electric and plug-in hybrid electric options available in Australia right now and what’s on the way.
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It is difficult to believe that, until 2022, all utes sold in Australia were either diesel or petrol-powered.
No hybrids or plug-in electric vehicles (PHEV) or electric vehicle (EV) options were available. LDV of China changed all that with the historic eT60 four years ago. Overpriced and under-developed, it found few takers.
Today, while choices remain limited, more electrified utes are on their way.
Here’s a rundown of what’s here and what’s coming over the next few months.
Note: Despite their lab-tested circa-2.0L/100km official fuel consumption ratings, in the real world these PHEV utes average between 6.0 and 10.0L/100km (or more), usually after their batteries deplete. Coming legislation will change the methodology to reflect this.
A top five seller amongst utes last year, the Shark 6’s appeal lies in its keen pricing, pleasing styling, spacious cabin, plentiful features, low fuel consumption and decent 80km WLTP EV-only range, extending to 640km in combined petrol/electric hybrid mode.
This year sees the introduction of two new models.
The first is the Dynamic Cab Chassis (CC), a new entry-level grade that swaps out the rear tub for a tray (Australia’s first-ever with electrification). Priced from $55,900, it is a workhorse proposition aimed at tradies.
Also joining the Shark 6 family is the Performance flagship. Starting from $62,900, it bypasses the 321kW/650Nm 1.5-litre four-cylinder turbo petrol engine/dual-electric motor PHEV all-wheel drive combination found in the Dynamic CC and continuing Premium (from $57,900) with a 350kW/700Nm 2.0-litre PHEV AWD upgrade.
Battery size stays the same at 29.58kWh.
While powerful enough before the upgrade, the larger engine boosts braked towing capacity by 1000kg to 3500kg, matching its diesel competition, while also ushering in better off-road capability.
However, whether there have been improvements to the ute’s at-times uncomfortably stiff ride quality and irritating and interfering advanced driver-assist system (ADAS) safety technologies remains to be seen.
Our previous experience shows that the Chinese carmaker has not developed or tuned the Shark 6’s steering and (advanced double-wishbone) suspension set-up to the extent rivals like the Ranger have, meaning there are deficiencies in the way the BYD feels and drives.
The Ranger PHEV is struggling, hobbled by high pricing and a low EV-only range of just 45km WLTP (though its combined figure mirrors the BYD’s).
Changes are coming, led by the new base XL workhorse from $59,000 drive-away. The more-civilised Sport is now from $66,000 and the Wildtrak from $70,000. All are about $15,000 cheaper than before, while the Stormtrak range-topper is gone.
We’re yet to drive the updated models, but we’re assured the PHEV will retain the virtues that help make the Ranger series so popular.
These include locally tuned steering and suspension bringing class-leading handling control and ride comfort, decent four-wheel drive abilities, a user-friendly interior layout, a wide choice of personalisation accessories and 3500kg braked towing capacity.
Additionally, the PHEV’s 2.3-litre four-cylinder turbo petrol engine and electric motor make 207kW and 697Nm, for punchy acceleration and smooth performance.
On the other hand, the small 11.8kWh battery remains, and while the Ranger offers a nicely presented tub featuring tailgate-lift assist and useful step access, the battery underneath raises the floor slightly over the diesel version.
Known as the P500 in some overseas markets, the Cannon Alpha is the larger of the two utes that GWM sells in Australia.
Launched in mid 2024 initially as a diesel as well as a petrol-electric hybrid, the latter powertrain was replaced just over a year later due to poor sales.
Its replacement is a 2.0-litre four-cylinder turbo petrol PHEV version branded Hi4-T, delivering a combined 300kW of power and 750Nm of torque to all four wheels.
GWM is believed to have fast-tracked the Hi4-T tech as a result of the instant success enjoyed by the BYD Shark 6 PHEV in Australia.
Fitted with a 37.1kWh battery, the Cannon Alpha Hi4-T provides up to about 90km of EV-only range, while over 900km between refills is possible.
Just like the Shark 6 Performance, the GWM PHEV is a rugged, off-road ready four-wheel drive dual-cab ute with lots of muscle and 3500kg braked towing capacity.
Also following in the BYD’s footsteps, the Cannon Alpha’s steering lacks the on-road precision of some better utes like the Ranger, while the suspension can likewise feel a bit unsettled at times.
Inevitably, the Cannon Alpha’s on-road dynamic tune needs more finessing, particularly when it comes to the ADAS safety tech chiming in too early and/or too often. GWM promises all its models including the utes will gain a local chassis upgrade before the end of this year.
The dual-cab’s vast interior is modern and civilised, with big soft seats and many thoughtful touches to give it big showroom appeal. The $67,990 Ultra is also jam-packed full of features.
It’s hard to believe that the former SsangYong company is now at the forefront of electric utes in Australia.
Foreshadowing a global trend that is taking off in North America thanks to the runaway success of the Ford Maverick Hybrid, the Musso EV is a monocoque-bodied, SUV-based dual-cab ute with contemporary design, boxy proportions and an ultra-modern interior, complete with a massive touchscreen display and kitchen-sink levels of equipment.
Two models are available, both using a large, 80.6kWh battery tucked underneath the spine of the vehicle.
About the size of a Ford Ranger, the front-wheel drive Musso EV features a 152kW/339Nm electric motor under the bonnet for a WLTP range of 420km, while a second, 152kW/339Nm motor lives over the rear axle in the all-wheel drive version from $64,000, for a system total of 266kW and 630Nm and 380km of range.
KGM provides a fast DC charging capacity of 300kW, while braked towing capacity is 1800kg. Remember, this is based on an SUV, not a ladder frame chassis as other utes are.
Civilised refinement is the key here, with modest performance in Eco mode, but a sizeable boost of power in Sport. The steering and handling are light and predictable, and the ride is comfortable for a ute. Highway cruising is effortless and serene for a ute-shaped vehicle.
As pioneered by Ram with the full-sized 1500, the Tundra is an American dual-cab pick-up converted to right-hand-drive in Australia.
Uniquely, the Toyota ute comes with a strong hybrid powertrain, adding an electric motor and tiny battery to a 3.5-litre twin-turbo petrol V6.
Developed for caravan-towing performance rather than economy, it boasts 326kW and 790Nm of power and torque respectively, for instant throttle response. There’s also enough low-down pull for effortless off-roading.
However, its size does take some adjustment on the part of the driver. At six metres long the Tundra struggles to fit in normal parking spots. And, in the $172,990 Platinum Hybrid model as tested, we found the suspension was too-stiffly tuned, resulting in a jittery ride.
The Tundra’s cabin is vast, with exceptionally comfortable seating, heaps of luxury features in line with its premium pricing, and a long list of safety items, while the tub out the back is massive.
Finally, as with its Ram, Ford F-150 and Chevrolet Silverado rivals, the Toyota includes a braked towing capacity of 4500kg. But none can match its hybrid efficiency.
On sale from the middle of this year, the HiLux EV is Toyota’s first electric ute for Australia.
Offered as a dual-cab-only model, the plain SR Cab Chassis kicks things off from $74,990, while the pick-up body adds $1500. There is also a slightly more-glamourous SR5 from $82,990, with more equipment.
Toyota says the Thailand-sourced HiLux EV has been created with Australian construction, mining and government fleet requirements firmly in mind, where reliability in adverse conditions and fast charging are more important than outright range.
To that end, a 59.2kWh battery pack returns a WLTP range of just 268km, while charging to 80 per cent happens under an hour using a 150kW DC outlet.
Likewise, two electric motors – one on each axle for four-wheel drive – deliver 144kW of power and 468Nm of torque, to provide high-traction response rather than sustained acceleration.
However, braked towing capacity is 2000kg – 1500kg shy of the HiLux diesel auto equivalent.
Starting from under $50,000, the JAC Hunter PHEV from China is a real wildcard, with leading combined power (360kW) and decent range (around 90km) from a 31kWh battery.
It will also offer 3500kg of braked towing capacity, highlighting the highly competitive nature of this challenger dual-cab plug-in ute.
Thankfully, some Australian road-test tuning is also being carried out.
Not to be confused with its larger P500 Alpha sibling, the P300 is the smaller (and older) Cannon ute from GWM, with a lower price point and fewer luxury features. It is basically the entry-level workhorse proposition.
Coming in August as an adjunct to the diesel range, the PHEV version is expected to use a variation of the 2.0-litre four-cylinder turbo petrol engine and electric motor combo as found in the Cannon Alpha.
In its native China, the smaller PHEV ute’s lighter weight means it can sprint from 0-100km/h in about 6.5 seconds, making it a rapid performer. That lower mass should also pay dividends in efficiency.
At the time of publishing, Chinese carmaker Chery had yet to confirm some important details about its first dual-cab ute for Australia, including what the name will be.
What we do know is that it will be competitively priced, with $50,000 being the approximate starting point for the dual-cab four-wheel drive ute, while it will also be this country’s first diesel-powered PHEV, beating others including GWM to the punch.
Along with potentially better fuel economy, this means that the Chery should match the best of the mid-sized ute fraternity with a braked towing capacity of 3500kg.
A payload of 1000kg should also exceed most of its direct competition by at least 200kg.
Finally, the Chery is still undergoing final Australian road testing and engineering, ahead of a late-2026 launch date.
