The future is always on the way, even if, in the automotive world recently, it hasn’t exactly been on time. Some forecasts indicated that the American fleet would be mostly electric by 2035. This aggressive schedule was delayed by a combination of high prices, misinformation and sudden changes in the political landscape.
Years of automakers’ planning were thrown out, with tens of billions of dollars quickly written off by accounting departments. Still, most manufacturers believe electrification is inevitable. The next phase will likely include extended range electric vehicles, or EREVs.
Also read:
They especially make sense in North America. To understand why, it’s best to know the acronyms for electrification.
HEVs (hybrid electric vehicles)
These are classic hybrids, with the Toyota Prius as the main reference. In essence, a gasoline engine is combined with electric motors powered by a small battery. Without a charging socket, energy is replenished through regenerative braking and inertia displacement. Power is sent to the wheels by a transmission — unless it’s Honda’s system or Nissan’s upcoming e-Power, in which the engine drives a generator and electric motors drive the wheels.
BEVs (battery electric vehicles)
Think about Tesla, although today most automakers already offer electric cars. With the exception of Porsche’s Taycan, these vehicles do not require multi-speed transmissions and promise less maintenance — no oil changes and less brake wear. They offer the convenience of refueling at home, quiet operation and impressive acceleration.
Continues after advertising
But the large batteries needed to achieve the roughly 300 miles of range deemed necessary by automakers to reduce consumer anxiety are expensive lithium and cobalt sets. Yet statistically, most Americans average only 40 miles a day. It is worth remembering, however, that these vehicles are not ideal for towing: weight and aerodynamics can reduce range by half.
PHEVs (plug-in hybrid electric vehicles)
Think of the late Chevrolet Volt. Compared to traditional hybrids, PHEVs add a charging socket, larger batteries and more powerful electric motors. They drive around the city like electric vehicles and imperceptibly switch to hybrid mode when the battery runs out.
Many of these vehicles can carry out their entire daily commute using only electricity, but ranges vary. The 2026 Toyota RAV4 PHEV has an electric range of up to 84 kilometers. The Ferrari 849 Testarossa, priced at US$565,000, can cover around 16 kilometers (although with much more enthusiasm).
Continues after advertising
These cars can drastically reduce gas mileage—my wife typically fills up her Volt only three times a year. However, there is evidence that some owners never plug their vehicle into an outlet, eliminating the intended efficiency gain.
Now, the EREVs
Extended range electric vehicles are very similar to plug-in hybrids, but they have important differences. The batteries follow the “ideal size” logic: larger than those of plug-ins and smaller than those of pure electric batteries. The significant battery range allows most journeys to be carried out by powerful and refined electric motors.
The combustion engine and generator come into operation less frequently and only to produce electricity. There is no transmission: the wheels are driven exclusively by electric motors.
Continues after advertising
As batteries represent around 40% of the cost of an electric car, smaller sets generate relevant savings. The engine always operates in its maximum efficiency range, which favors reliability. Maintenance is reduced, but EREVs still require oil changes and are more complex than all-electric cars. Initially, they will also cost more than conventional gasoline and hybrid vehicles.
These cars are nothing new. The innovative electric BMW i3 could be equipped with a range extender. However, with the battery flat, the noisy twin-cylinder engine struggled to generate enough electricity in demanding situations, such as highway travel or steep hills.
Furthermore, the tiny tank limited autonomy. Modern versions should improve this behavior, but operating exclusively with the generator may reduce performance. This factor, added to the lower cost of electricity, should encourage owners to recharge the vehicle at the socket.
Continues after advertising
Advances in batteries could make these super-hybrids a transitional technology. For many drivers, an all-electric vehicle already makes a lot of sense, offering refinement, convenience and lower operating costs. Additionally, public charging infrastructure is improving rapidly.
But Americans, who typically drive much greater distances than Asians and Europeans, are driven by the “what if I have to?” mentality. For those who want the immediate, smooth response of electric propulsion, along with the peace of mind of knowing that gasoline is available, EREVs couldn’t come at a better time.
The Hyundai Motor Group, including Kia and Genesis, has already signaled that it intends to launch extended-range electric vehicles. There are rumors that Nissan will resurrect the XTerra SUV with this system. Transmission giant ZF Friedrichshafen is expected to supply complete range extension systems to automakers later this year, reducing development time.
Ford, Jeep, Ram and Volkswagen’s resurrected Scout brand have already made concrete announcements about EREVs. Did you notice that they are all brands linked to pickup trucks and SUVs? It’s no coincidence. This technology is particularly suitable for pickup trucks and SUVs. Its larger size easily accommodates additional components.
The technology also solves towing problems. Owners of the Ford F-150 Lightning, Rivian R1T, and Tesla Cybertruck know that hauling heavy loads destroys range, and few public charging stations were designed with trailers in mind.
EREVs do not rely on chargers. They can operate quietly, efficiently and even economically using electricity during the week, and turn to gasoline when necessary so they don’t become dead weight when towing a Boston Whaler boat to Tampa Bay. The stress of long trips also disappears.
The first extended-range electric vehicles to reach dealerships should be the Jeep Grand Wagoneer REEV and the Ram 1500 REV, both from Stellantis.
Scheduled for the end of 2026, these trucks with a chassis on beams use a V6 engine coupled to a 130 kilowatt generator, which works together with a 92 kilowatt-hour battery. This configuration should eliminate the loss of performance so hated by BMW i3 owners.
Micky Bly, senior vice president of propulsion systems engineering at Stellantis, said, “Our range extender electric vehicle propulsion system delivers a premium experience, with smooth, instantaneous power delivery and towing capability, in a configuration that helps reduce battery size, weight and cost,” compared to an all-electric car.
Stellantis claims the vehicle can travel 233 kilometers on battery alone. Full autonomy? Well over 960 kilometers. This Ram’s 647 horsepower guarantees a load capacity of 1,179 kilograms and a towing capacity of up to 7 tons.
Although they are often purchased just for what they promise to offer, these vehicles are designed for long trips, trailer towing and off-road adventures (after all, there are no Superchargers on the Rubicon Trail).
Self-sufficiency enthusiasts should also pay attention: the system can serve as an emergency source of energy for the home in the event of a power outage.
After suspending production of the all-electric version of the F-150 Lightning, Ford will use the same name on an extended-range model.
Doug Field, the company’s director of electric vehicles, digital and design, said: “Our next-generation Lightning EREV is just as revolutionary as the Lightning BEV. It keeps everything customers love—all-electric power delivery and sub-five-second acceleration—and adds an estimated range of more than 700 miles, plus towing capacity comparable to that of a locomotive.”
The most likely expectation is that it will hit the market in early 2028, when the next generation of the F-150 is expected to be launched.
Less is known about Scout Motors’ technology, but the company projects that its vehicle with a chassis on spars and a rigid rear axle will allow towing capacity of up to 4,536 kilograms in the future Terra pickup truck and 3,175 kilograms in the Traveler SUV.
Acceleration from zero to 100 km/h can be done in just 3.5 seconds. The expected range is 563 kilometers for the all-electric version and 805 kilometers for the EREV system equipped with a four-cylinder engine, nicknamed “Harvester”.
c.2026 The New York Times Company
