Big pickups are by far the best selling light vehicles in the US, occupying ranks one, two and three. In the immortal words of Bub Lutz “electrification is inevitable”, but in the case of pickups, the path to inevitability has not been very smooth. The heavy weight, poor aerodynamics and the load/trailering capacity of big pickups presents a very real challenge to pure (battery) EVs. Sure, it’s been done; Ford, Rivian and Tesla all have EV pickups on the market, but their limitations in terms of their range when hauling a heavy and/or boxy trailer are obstacles for many buyers. Some tests with trailers have resulted in less than 100 miles of range.
In addition to their pure-EV 2025 Ram 1500 REV, Stellantis has now announced an interesting if not exactly new alternative to specifically address this issue: a serial hybrid system on the 2025 Ram 1500 Ramcharger. In the case of the Ramcharger, Stellantis is targeting a 690 mile maximum range (combined electric and gas). But there’s a price — or two — to pay.
Let’s revisit the distinction between parallel and serial hybrids. The parallel hybrid utilizes two discreet power sources (typically an IC engine and batteries) in various configurations to optimize efficiency. It can typically run on either one or some combination of the two. There are many variations, from mild to strong hybrids, as well as power-split hybrids that allow straight mechanical drive at higher speeds for optimum efficiency.
1900 Lohner-Porsche “Siemper Vivus” (Always Alive) Serial Hybrid
A serial hybrid system is essentially a pure BEV (battery-powered EV) with an IC-driven generator to recharge the battery as needed as well as to provide electricity directly to the drive motors. This allows a smaller battery pack to be used, but incurs some inherent efficiency losses from both the generator and electric motors, thus it is not as efficient as a parallel hybrid system that allows direct energy transfer from the IC engine to the wheels. This why the Chevy Volt, commonly assumed to be a serial hybrid, did actually have a power splitting function to apply some IC engine power to the wheels at higher speeds.
The Ramcharger has essentially the same system used by Ferdinand Porsche on his 1900 Siemper Vivus, where he mounted two 3.5 hp gasoline engines and generators on his Lohner-Porsche EV to give it substantially more range. But that was just a brief intermediate step from Porsche’s earlier pure battery Lohner to the next one, where he eliminated the battery altogether in his gas-electric “Mixte” cars and trucks, which enjoyed some real success by eliminating the crude clutches and transmissions of the time. A gas-electric or diesel-electric system — as used so widely in locomotives — is not a hybrid anymore, as there’s no batteries.
Here’s the chassis of the Ramcharger:
- #1 is the 3.6 L Pentastar V6 that drives a 130-kW generator, as needed.
- Underneath it is #2, the front electric drive axle motor, which can be deactivated to optimize efficiency.
- #3 are the regenerator and power electronics, where the transmission would be in a conventional pickup.
- #4 is the 92-kWh battery pack, which can provide up to 141 miles of range (under optimum conditions).
- #5 is a 27 gallon fuel tank.
- #6 is the rear electric drive axle.
The full-EV Ram 1500 REV has a standard 168 kWh battery pack (max. range estimated at 350 miles) and an optional huge 229 kWh pack with an estimated range of some 500 miles. Your mileage may (will) vary, especially at higher speeds and drastically so when hauling a trailer. Various tests with the Ford F150 Lightning show that range can easily be cut in half or more when hauling a trailer.
Essentially what Stellantis has done here is to take the upcoming 1500 REV, reduce its battery pack size and add the engine and generator. It’ll be interesting to see what they will charge for this. It’s a lot to haul around, but for some haulers, it might be a boon. Efficiency (fuel economy) when operating in serial hybrid mode (IC engine-generator providing all or most of the power) will probably not be stellar, due to the inherent inefficiencies.
The hybridization of pickups so far has been a bit disappointing, as both the Ford and Toyota RWD truck systems are not “strong” hybrids, and the results are somewhat modest. The Ford F150 does get an EPA combined rating of 25 mpg, a pretty decent improvement over the non-hybrid’s 20 mpg combined. Toyota’s Tundra meanwhile is a real disappointment, with a mediocre 20 mpg combined rating.
GM once had a very complex and expensive Two-Mode RWD hybrid system in 2008-2009, but it was rumored to be creating huge losses for GM given its cost and the very low volumes. One wonders how it would perform with today’s more efficient engines, say teamed up with the 2.7 L turbo four.
But then this Ramcharger isn’t really so much a hybrid in the usual sense but an EV with a built in gas-powered range extender. It would certainly be a solution for those that can and will take advantage of its EV range in around-town short-range use and absolutely need or want a long range vehicle without any issues with charging availability or time.
Update: Just yesterday an internal memo was leaked that Ford is cutting production of its F150 Lightning EV by 50%.
I’m guessing there are going to be several variations of partially-electrified cars and (especially) trucks over the next decade, the serial hybrid being one of them.
I knew of Ferdinand Porsche’s early hybrids but had never seen a photo of one.
I’m hoping this is a) works effectively and b) is successful so others try the same approach. It feels like it would fit my use case perfectly … other than being a full size truck with 5.5’ bed. As a Dakota size with extended cab and 6-6.5’ bed I’d be all over it as a potential Tacoma replacement.
Note the Ford/Toyota PowerSplit style hybrids can not provide straight mechanical drive. The starter/generator must provide some drag for power to transfer mechanically. Ford did provide provisions for a clutch to stop the starter/generator in the case of their first generation PowerSplit transaxle, but for whatever reason chose not to implement it, left the cases un-machined for the control circuit and of course left out the clutch.
Now the Honda serial/direct system does connect the starter/generator to the traction motor above a certain speed for pure mechanical drive. According to reports at its introduction Honda claimed it gained ~4% improvement on the hwy test by doing it purely mechanically.
The F-150’s Hybrid system definitely is a “strong” hybrid system as it can operate in pure EV mode and it is also used in PHEV applications, specifically the Aviator Grand Touring and the European only Explorer PHEV.
Regarding the Ramcharger I do think they are on the right track. The big question is how it will be programmed to operate. That will determine whether it operates as a true range extender or as a PHEV. Will they only run the engine at max efficiency, once up to temp, or will vary the RPM to meet the current demand? If it is only operated at max efficiency, charging the battery when power generated exceeds power demand, then shutting down when a target SOC is reached then it should give excelent MPG.
The only thing I question about the design is the size of the battery pack. It does seem a bit big, I think sizing it to provide 75~100 miles of range would be a better choice. That would definitely lower the battery cost and weight while still providing pure EV mode for most people’s daily driving.
The F-150’s Hybrid system definitely is a “strong” hybrid system as it can operate in pure EV mode
Like maybe a half mile or so, at very low speed. But yes, I agree that technically it’s a “strong” hybrid system.
The original Prius couldn’t stop the engine at a speed of above 2X mph, if it did it would cause the starter/generator exceed it’s critical speed. The F-150 can shut off it’s engine at any legal speed and certainly can propel the vehicle at speed if the needed power is low enough. From Edmond’s long term test of a 2021 “The truck drives very smoothly when in all-battery mode and is capable of doing so at freeway speeds when you’ve already got it up and running.” https://www.edmunds.com/ford/f-150/2021/long-term-road-test/ Sure it won’t go very far at that speed, but then standard Hybrids just aren’t designed for that. It is primarily to recapture energy through regen braking and also to allow the engine to operate at a more efficient point and store the energy that exceeds the current demand.
We still have a long way to go to full electrification. Our neighbours some days spent all day hauling cattle in trailers with their pickups. I haven’t seen the electric replacement for that truck yet.
Theoretically, a system like this, upgraded a bit more, would certainly be able to do the job. In fact, except for being installed in a non-HD pickup, it’s pretty much designed for it.
Beyond the vehicle technology, I think western US and Canada ranch use is an ideal scenario for EV’s – truck, farm equipment and ATV/UTV. But it would take a change in infrastructure. And mindset. Many ranches are fairly close to high voltage power lines. And many are in areas of good summer sunshine, wind, and low cost hydro power. At the same time, many are far from fuel stations and rely on on-site diesel tanks. Electrification, including battery storage, of these ranches doesn’t seem that difficult. A good use of government incentives to help get things started …
This is a great solution for folks who need to tow or haul long distances. You have easy electric power (will all that sweet instant electric torque) for most of your daily drives and then easy gas refueling for long-distance travel. Stellantis also said that a version of this is coming to the full-size Grand Wagoneer around 2025 and the next Wrangler around 2028.
Hmmm. Seems we (I) have an imposter using my info?? I just saw this article and read it now. Imagine my surprise to see a comment ^^^ from (????) me? Either that, or this site has allowed another “Dan B” to be used.
This user name is similar but not the same as your user name.
Thanks Paul. On a site that I frequent the most, it shows me just as Dan B. I forgot that on here is give the full name. My bad.
5mpg seems like a worthwhile improvement, but good golly that chassis photo looks complicated.
For the number of empty giant pickups I see driving around, why not just drive a 35mpg Maverick and all the fuel saved could power the conventional big pickups that actually have to pull loads?
But that’s just me, I know this is not the way of the world.
The real benefit, to the owner at least, of a PHEV or this range extender, that sees a lot of short local use, is that it can be charged at home, perhaps taking advantage of residential solar or at least off-peak rates, for 90%of the usage. So effective mpg can be much better than just 5 mpg improvement. And if local utilities are heavily renewable or at least not coal or oil, there should be environmental payoffs as well. My own vehicles tend to see 0, 5-20, or 400 mile days. Not much in between.
Ah, good point.
Stellantis really seems to be getting their money’s worth out of the Pacifica Hybrid PHEV, now entering its eighth year of production essentially unchanged from the beginning, other than new colors, along with minor styling and software tweaks.
With that said, there will need to be some serious number crunching to justify what will surely be a high price for the 5mpg improvement of a Ram pickup PHEV. It’s not exactly panic-time at Stellantis, but the just announced 50% cut in Ford Lightning production surely isn’t comforting for any kind of new plug-in, whether it be PHEV or BEV.
Probably some serious hand-wringing by Mary Barra over at GM, too, over the upcoming Silverado EV, as well. That’s the one I’m waiting for with its return of the Swiss Army knife, Avalanche-style midgate.
I agree. It’s about using the right tool for the job. The Maverick works great for some folks. A fully electric truck like the Lightning or Rivian works great for others. I think a (strong) plug-in hybrid pickup (and similar body-on-frame SUV) is a long overlooked market. The RAM Ramcharger may be pricy, but then again, so is a modern F250/Chevy 2500 diesel that is compete against.
I’’m Dan B. Not sure if I can go back and change the user name to something more unique than my own name.
Yes you can, if you have registered with CC. In your profile you can choose what you want to be displayed publicly.
I’’m Dan B. Not sure if I can go back and change the user name to something more unique than my own name.
LOL. Maybe I can go by the short one? haha.
I’m not a truck guy and will probably never spend more than 30 grand (35 grand before incentives and/or discounts) on any vehicle again. But this Ram is one nice looking truck. I’m happy to see that they are working on a solution to the range issue, as it’s looking like EV trucks are not up to the task yet. So for those who actually use a truck for what a truck was made for, this is a fantastic choice over the normal gas/diesel trucks. Sadly, I feel that the real answer is a total change in what people buy and for what reason they buy it. In other words, we have too many people driving trucks as personal commuters and getting 15 mpg doing so with 1 or 2 people inside at most. To make matters worse, they never or almost never use the box for anything. Huge waste and not good for the environment.
You’re right Dan. Gas/diesel is too cheap (ducks and dodges rock). It’s interesting in Europe that most trades largely use small or midsize vans, with the occasional cabover Class 3/4 flatbed serving as pickups.
I like the concept but wonder how it would be in daily use, regarding durability and reliability? How does a shorter functional life, and greater energy and carbon input in construction play into net results?
Personally I think ending the horsepower wars would do more for the environment in all ways than complex engineering solutions.
Imagine how efficient vehicles would be if power to weight ratios were those of 30 years ago?
I’ve operated and maintained quite a few Diesel gensets. And while I don’t fully understand the engineering theory, it’s clear that a Diesel engine can be designed to run with *extreme* fuel efficiency when the engine is designed to run in a VERY narrow RPM range, which is what gensets do. Also, I assume that such Diesel engines give off less emissions for the same reasons.
I know there’s a major stigma around Diesel engines these days, but it seems to me that for a serial hybrid, a Diesel engine makes tons more sense.
All IC engines have a max efficiency rpm, but a diesel is not going to be extremely more efficient at a given rpm; somewhat more so. Certainly a giant gen set running for long duration will run at the engine’s max efficiency.
Diesels still have to meet EPA emission regs, no matter at what rpm they run at. And diesels are intrinsically more expensive; significantly more so. And then diesel fuel has been averaging a buck more a gallon for some time now. And…
A gas engine can also be optimized to run more efficiently at certain rpm/load levels; that’s the case with the Atkinson cycle as used by Toyota and many other hybrids. They can approach diesel efficiencies. No word as to whether this engine witl be modified for this application; I wouldn’t be surprised if it is.
Ah, thanks for helping me understand, Paul. I completely ignored Atkinson engines.
I’ve also read where Mazda is messing around with rotary engines for this sort of fixed RPM use. It seems that some of the inherent flaws in the rotary engine can be overcome or at least minimized when the engine runs at a fixed RPM.
I like this, especially if you can plug it in. Instead of owning two or three vehicles you have one to do the job. Crew cab for hauling people, decent economy when running around locally and the power to tow. Some may complain its not clean enough but one vehicle doing the work of two or three vehicles is its own efficiency.
I agree a diesel may be more efficient but in this case there may be some other issues.
I would guess the main advantage in this case is an available engine capable to do the job with minimal engineering. Chassis is already using this engine. Maybe some cost savings in the engine if engine is optimized for the application.
Other issues with diesels to consider, expensive fuel system, weight, emission controls, soot trap, catalyst, DEF tank and associated equipment.
It’s very much intended to be plugged in, otherwise the large battery’s capacity would essentially be wasted.
Yup. And a ~140 miles of electric range covers a lot. Cut that in half for towing, but that’s why there’s the gasoline range extender.
Related, this driving data from the Department of Energy is interesting:
https://www.energy.gov/eere/vehicles/articles/fotw-1047-september-17-2018-daily-vehicle-miles-traveled-varies-number
I have read that for conventional hybrids, diesel isn’t good because of the frequent start/stop (ie engine on/off) which is worse for emissions or fuel economy in a diesel vs spark ignition. Depending on what triggers the generator ICE in this type of range extended vehicle, that may be an issue here as well. But as Paul points out, diesel fuel and maintenance costs in the US are going up and the efficiency may not be sufficiently better, if at all.
That’s my understanding as well.
I have not been on the electric vehicle bandwagon yet – but I have to say that now that I’ve had some time in the 2024 F-150 and seen more of what the Tesla Cybertruck can do – I’m thinking it might have legs after all.
But it looks like SpaceX is using their rocket and space laboratory technologies to win this competition over the traditional truck manufacturers. Perhaps the idea that a car company can electrify a car successfully wasn’t how this wasn’t how this was going to happen. Space technologies and labs have the edge here and if you guys could see how a Tesla is built, you’d be wondering how any auto company is going to make it.
It looks like if you want to win the 21st century, you don’t start with a 20th century truck. That is what I’m seeing from Ford, GM, Stellantis, Toyota, Nissan and even Rivian.
Tesla Cybertruck Stainless Steel Shell and Truck Bed Are Just Five Parts
This vehicle is radically efficient on the road and while being assembled. It doesn’t even need to be painted – saving millions of dollars right off the bat. Tesla is expecting customers to enjoy wrapping their trucks any way they want.
I’m commenting way too much here but if you can’t tell, I’m really fascinated (obsessed?) with these electrified trucks. Anyway, I’m sure there’s some SpaceX influence, but the head vehicle engineering guy spent most of his career at American Honda, the design guy worked at VW, GM and Mazda, and the electronics and SW executives have Silicon Valley backgrounds except for one of them who’s worked for Tesla pretty pretty much since he got out of school (the original Roadster). I grudgingly have to concede that Musk is the common thread here; he sets aggressive goals and encourages thinking way out of the box.
You’re right Dan. It would impact the prices of many goods, but IMO gas/diesel are too cheap (ducks and dodges rock).
It’s interesting in Europe that most trades largely use small or midsize vans, with the occasional cabover Class 3/4 flatbed serving as pickups.
May they be successful.
Lots of interest, but when it comes down to signing on the dotted line I feel there will be few takers other than those who just have to “be the first on the block” to own one.
I’ve been wrong before but I personally think this is ridiculous. I believe the potential for problems will be great. Going green by using a full size ICE to charge your batteries (when needed) to get away from fossil fuel really doesn’t make any sense. I don’t see where the generator can be used for anything other than charging the batteries or did I miss something? How much will this thing weigh? With its limited battery range, what happens when the price of fuel inevitably rises?
It makes no difference to me as I won’t be buying one.
Plus, I don’t know anyone who has a 690 mile bladder.
I hear you. IMO, the buyer for the Ramcharger has more in common with those of a F-250 diesel or Silverado 2500 diesel than someone who buys an F-150, a Maverick, or a Ridgeline. Different customer segments.
In the early 70s, there was a company called Petro-Electric motors that developed a hybrid electric car. They modified a 1972 Buick Skylark with a Wankel rotary engine and an electric motor that supplied peak power when it was needed. Lead acid batteries, the only kind available at that time, were used. I remember seeing this car at the EPA Labs for testing on fuel economy and emissions. It passed the emissions standards of the time, although nowhere near as stringent as today’s and also got impressive fuel economy, again compared to the 8-10 MPG cars of the day.
I don’t remember a lot of the details, but I believe the engine was also used to charge the batteries at times.