Ford (F.US), Strantis (STLA.US) and others want to use additional programs to solve battery life bottlenecks, gasoline generators become new “power banks” for electric vehicles

The Zhitong Finance App learned that traditional car companies such as Ford (F.US), Strantis (STLA.US), and Hyundai are planning to launch a new generation of extended-range electric vehicles (EREVs). On the basis of a pure electric drive, this type of model is additionally equipped with a gasoline generator to recharge the battery when it runs out of power.

According to reports, Strantis plans to launch the Jeep Grand Wagoneer extended-range SUV later this year or early 2027, after which it will launch a second extended-range model — the Ram 1500 REV pickup. The pickup will be equipped with a high-capacity electric vehicle battery and a V-6 gasoline engine specially designed to charge the battery, with a comprehensive range of up to 690 miles (about 1,110 km).

Hyundai will launch an extended-range version of the next Santa Fe SUV in 2027, with a range of about 600 miles; its luxury brand Genesis will also launch a similar model.

Ford discontinued production of the all-electric F-150 Lightning pickup truck at the end of last year, but is now planning to “revive” the model in the form of an extended range.

Most plug-in hybrid vehicles (PHEVs) currently commonly found on the road still essentially fall into the category of fuel vehicles, and only small-capacity batteries are installed to provide a limited range of pure electric range. Unlike this, extended-range electric vehicles (EREVs) use a pure electric architecture as the origin of the design. The gasoline generator is only used as a battery refueling device, and there is no mechanical transmission connection between the generator and the wheel.

Engineer Nick Phucas said that the extended range concept is very appealing, but there are doubts about actual performance: “If I fill up gasoline after running out of pure electric battery life, how much is the vehicle's total range at this point?”

From a business perspective, compared to pure electric models, EREVs can modestly reduce battery capacity (for example, from 150 kWh to about 100 kWh), significantly reducing material costs; at the same time, gasoline generators are technologically mature and the supply chain is stable, and there are no production capacity bottlenecks like high-voltage electric drive systems. For traditional car companies that urgently need to increase profit margins, this route can not only meet strict carbon emission regulations (EREVs can still be classified as “zero emissions” under most operating conditions), but also continue to use existing internal combustion engine plants and engineering capabilities to avoid large-scale layoffs and asset depreciation.

However, investors still need to be aware of the risks. Analysts pointed out that EREV is not the ultimate solution; its long-term competitiveness depends on the comparison of fuel prices, electricity costs, and the speed at which charging infrastructure improves. If the US overcharging network achieves “gas station level” coverage in the next few years, EREV may become a transition technology, and car companies may face sinking costs today.