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Let’s talk about the Ramcharger 1500 — and why it’s different from a plug-in hybrid.
The American car buyer is a hard one to satisfy.
The freedom of the open road is embedded in our consciousness in a way it is in few (if any) other countries. A typical American consumer may want to be able to embark on a summer road-trip across the United States’ vast distances, to cram in a family of five and all their camping supplies (and maybe a dog and a canoe!), or to hitch up a trailer to haul a boat or RV wherever they might want to adventure.
We may not use all those features most of the time, but we don’t want to make a major purchase like a car, truck, or SUV to meet the average use case; if we can afford to, we buy for the edge case.
That’s why I can’t stop thinking about a recent announcement made by Stellantis, the Euro-American conglomerate behind brands like Dodge, Jeep, Ram and Alfa Romeo.
For model year 2025, Stellantis will electrify its full-size Ram 1500 pickup, following in the footsteps of GM and Ford. But unlike its rivals, Stellantis will offer the Ram 1500 REV in both an all-electric model (with 350-500 mile range) anda "range extender" Ramcharger 1500 that features around 140 miles of electric range — plus a V6 engine mated to a generator to power the vehicle when the battery is depleted.
I think it’s brilliant.
This kind of range-extended EV seems like the ideal near-term product to satisfy some of the trickiest American market segments to electrify: namely the uniquely American demand for full-size pickups and massive SUVs.
I’ve been a critic of plug-in hybrid vehicles as a bridge to an electrified future in the past. But I’ve leveled that critique against the popular “parallel” plug-in hybrid architecture, which features both a conventional internal combustion engine and mechanical transmission plus a battery and electric motor/generator.
Despite Toyota’s reputation for hybrids, Stellantis is actually the undisputed king of plug-in hybrids in the U.S. already, with plug-in hybrid versions of popular models like the Jeep Wrangler and Cherokee and the Chrysler Pacifica minivan selling at a record pace in recent months.
While this common plug-in hybrid architecture could be right for many Americans reluctant to fully electrify (especially those without access to dedicated Level 2 charging), they suffer from one big drawback: they carry around the full drive train — and all the baggage and cost — of both a conventional gas-burning vehicle and a full battery EV. Duplicate drivetrains means they’ll never be cheaper than a pure internal-combustion or electric car. And with limited space on board to cram in a big battery, these vehicles sport a modest 20-40 mile all-electric range.
(Listen to this recent episode of Shift Keyfor more on my problems with plug-ins and a discussion of recent U.S. electrified vehicle trends)
In contrast, a “range-extended EV” or “series” plug-in hybrid (or whatever we start calling this other third thing) like the new Ramcharger is a fully electric-drive vehicle. There’s no mechanical transmission to power the wheels. It simply has a compact gasoline engine, tuned to run at a single, most-efficient speed, married to a generator that can produce electricity to run the electric motors when the battery is depleted.
Thanks to the extended range provided by the gasoline generator, these vehicles can drop battery mass and cost, squeeze in a gasoline engine and fuel tank, and still come out comparable on cost as a pure EV with substantially longer range than parallel plug-in hybrids.
The Ram 1500 EV needs a massive 229 kilowatt-hour (kWh) pack to deliver an as-advertised 500 mile range. (The 168-kWh battery for the 350-mile-range version is also huge, 85% larger than the pack in my extended range Mustang Mach-E which gets about 300 miles range.)
In contrast, the Ramcharger has a 92 kWh pack and offers about 145 miles of all-electric range.
The range-extended series hybrid thus sheds 137 kWh of batteries vs. the 500 mile range EV. At about $100+ per kWh to manufacture and assemble those incremental battery cells, that saves Stellantis at least $14,000 to manufacture the truck. A new V6 engine costs about $5,000-10,000 retail and surely much less for an automaker to manufacture, so swapping batteries for the V6 nets a significant cost savings.
The economics and capabilities of a range-extended EV thus make a lot of sense, especially for massive vehicles like the full-size trucks and SUVs so many Americans love. And they squash any concerns about range anxiety that might give buyers pause — especially those interested in towing something, which decimates the range of the all-electric pickups on the market today.
At the same time, more range-extended EVs on the road would reduce demand for D.C. fast chargers — which are especially scarce in the more rural areas of America where the full-size pickup is king. You can still charge these vehicles at a D.C. fast charger (if you can find one), but you can also pull into any gas station to extend range on road trips.
Meanwhile, a 100+ mile electric range is sufficient to cover around 99% of trips taken in personal vehicle in America. Plus, even when running in generator mode, a series electric drive train with regenerative braking is more efficient than a pure internal combustion drive (especially when the internal combustion generator can bypass the battery to directly power the electric motors, as it can in the Ramcharger). Near-term adoption of range-extended EVs could deliver substantial reductions in both emissions and gas use.
Sound familiar? That’s because this was exactly how the original Chevy Volt and BMW i3 range extended option were configured way back in 2011. Why GM didn’t continue down this path to electrify their massive Silverados, Sierras, and Escalades is beyond me.
Stellantis isn’t the only automaker going down this path. Mazda has struggled to get a competitive EV out, with their MX-30 offering a paltry 100-mile range. So they’re launching a range-extended version with a compact 830cc rotary engine (one of Mazda’s core IPs), which could turn the compact SUV into a truly viable product. Across the Atlantic, Nissan also offers a series hybrid drivetrain marketed as e-POWER in Europe and the U.K.
Building range-extended battery EVs is also a good way for manufacturers to develop experience with all-electric vehicle architecture and achieve economies of scale in production. A series hybrid can ride on the same all-electric platform as a full battery electric variant — as in the case of the Ram 1500 REV and Ramcharger — which is key to keeping manufacturing costs low. (Several Chinese automakers took this route.) In contrast, a parallel plug-in hybrid always shares a platform with its pure fossil fueled siblings.
Finally, the U.S. is embarking on a strategic effort to onshore and “friend shore” the whole EV battery and critical minerals supply chain. It’s going to be a serious challenge. Cutting the size of battery packs in electric full-size pickup and SUVs in half makes that a lot easier.
So are range-extended EVs with 100 mile range the electrified vehicle Americans are waiting for? If they're demanding big vehicles, towing capacity, and long-distance travel away from cities and interstates — e.g. exactly the segments hardest to satisfy with a pure EV — the answer might be yes.
Editor’s note: A previous version of this article used “personal vehicle miles traveled” instead of trips taken in personal vehicles. It’s been updated.
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Rob and Jesse talk with John Henry Harris, the cofounder and CEO of Harbinger Motors.
You might not think that often about medium-duty trucks, but they’re all around you: ambulances, UPS and FedEx delivery trucks, school buses. And although they make up a relatively small share of vehicles on the road, they generate an outsized amount of carbon pollution. They’re also a surprisingly ripe target for electrification, because so many medium-duty trucks drive fewer than 150 miles a day.
On this week’s episode of Shift Key, Rob and Jesse talk with John Henry Harris, the cofounder and CEO of Harbinger Motors. Harbinger is a Los Angeles-based startup that sells electric and hybrid chassis for medium-duty vehicles, such as delivery vans, moving trucks, and ambulances.
Rob, John, and Jesse chat about why medium-duty trucking is unlike any other vehicle segment, how to design an electric truck to last 20 years, and how President Trump’s tariffs are already stalling out manufacturing firms. Shift Key is hosted by Jesse Jenkins, a professor of energy systems engineering at Princeton University, and Robinson Meyer, Heatmap’s executive editor.
Subscribe to “Shift Key” and find this episode on Apple Podcasts, Spotify, Amazon, YouTube, or wherever you get your podcasts.
You can also add the show’s RSS feed to your podcast app to follow us directly.
Here is an excerpt from our conversation:
Robinson Meyer: What is it like building a final assembly plant — a U.S. factory — in this moment?
John Harris: I would say lots of people talk about how excited they are about U.S. manufacturing, but that's very different than putting their money where their mouth is. Building a final assembly line, like we have — our team here is really good, that they made it feel not that hard. The challenge is the whole supply chain.
If we look at what we build here in-house at Harbinger, we have a final assembly line where we bolt parts together to make chassis. We also have two sub-component assembly lines where we take copper and make motors, and where we take cells and make batteries. All three of those lines work pretty well. We're pumping out chassis, and they roll out the door, and we sell them to people, which is great. But it’s all the stuff that goes into those, that's the most challenging. There's a lot of trade policy at certain hours of the day, on certain days of the week — depending on when we check — that is theoretically supposed to encourage us manufacturing.
But it's really not because of the volatility. It costs us an enormous amount to build the supply chain, to feed these lines. And when we have volatile trade policy, our reaction, and everyone else's reaction, is to just pause. It’s not to spend more money on U.S. manufacturing, because we were already doing that. We were spending a lot on U.S. manufacturing as part of our core approach to manufacturing.
The latest trade policy has caused us to spend less money on U.S. manufacturing — not more, because we're unclear on what is the demand environment going to be, what is the policy going to be next week? We were getting ready to make major investments to take certain manufacturing tasks in our supply chain out of China and move them to Mexico, for example. Now we’re not. We were getting ready to invest in certain kinds of automation to do things in house, and now we're waiting. So the volatility is dramatically shrinking investment in US manufacturing, including ours.
Meyer: And can you just explain, why did you make that decision to pause investment and how does trade policy affect that decision?
Harris: When we had 25% tariffs on China, if we take content out of China and move it to Mexico, we break even — if that. We might still end up underwater. That's because there's better automation in China. There's much higher labor productivity. And — this one is always shocking to people — there’s lower logistics costs. When we move stuff from Shenzhen to our factory, in many cases it costs us less than moving shipments from Monterey.
Mentioned:
CalStart’s data on medium-duty electric trucks deployed in the U.S.
Here’s the chart that John showed Rob and Jesse:
Courtesy of Harbinger
It draws on data from Bloomberg in China, the ICCT, and the Calstart ZET Dashboard in the United States.
Jesse’s case for EVs with gas tanks — which are called extended range electric vehicles
On xAI, residential solar, and domestic lithium
Current conditions: Indonesia has issued its highest alert level due to the ongoing eruption of Mount Lewotobi Laki-laki • 10 million people from Missouri to Michigan are at risk of large hail and damaging winds today • Tropical Storm Erick, the earliest “E” storm on record in the eastern Pacific Ocean, could potentially strengthen into a major hurricane before making landfall near Acapulco, Mexico, on Thursday.
The NAACP and the Southern Environmental Law Center said Tuesday that they intend to sue Elon Musk’s artificial intelligence company xAI over alleged Clean Air Act violations at its Memphis facility. Per the lawsuit, xAI failed to obtain the required permits for the use of the 26 gas turbines that power its supercomputer, and in doing so, the company also avoided equipping the turbines with technology that would have reduced emissions. “xAI’s turbines are collectively one of the largest, or potentially the largest, industrial source of nitrogen oxides in Shelby County,” the lawsuit claims.
The SELC has additionally said that residents who live near the xAI facility already face cancer risks four times above the national average, and opponents have argued that xAI’s lack of urgency in responding to community concerns about the pollution is a case of “environmental racism.” In a statement Tuesday, xAI responded to the threat of a lawsuit by claiming the “temporary power generation units are operating in compliance with all applicable laws,” and said it intends to equip the turbines with the necessary technology to reduce emissions going forward.
Shares of several residential solar companies plummeted Tuesday after the Senate Finance Committee declined to preserve related Inflation Reduction Act investment tax credits. As my colleague Matthew Zeitlin reported, Sunrun shares fell 40%, “bringing the company’s market cap down by almost $900 million to $1.3 billion,” after a brief jump at the end of last week “due to optimism that the Senate Finance bill might include friendlier language for its business model.”
That never materialized. Instead, the Finance Committee’s draft proposed terminating the residential clean energy tax credit for any systems, including residential solar, six months after the bill is signed, as well as the investment and production tax credits for residential solar. SolarEdge and Enphase also suffered from the news, with shares down 33% and 24%, respectively. You can read Matthew’s full analysis here.
Chevron announced Tuesday that it has acquired 125,000 net acres of the Smackover Formation in southwest Arkansas and northeast Texas to get into domestic lithium extraction. Chevron’s acquisition follows an earlier move by Exxon Mobil to do the same, with lithium representing a key resource for the transition from fossil fuels to renewable energy sources “that would allow the company to pivot if oil and gas demands wane in the coming decades,” Bloomberg writes.
“Establishing domestic and resilient lithium supply chains is essential not only to maintaining U.S. energy leadership but also to meeting the growing demand from customers,” Jeff Gustavson, the president of Chevron New Energies, said in a Tuesday press release. The Liberty Owl project, which was part of Chevron’s acquisition from TerraVolta Resources, is “expected to have an initial production capacity of at least 25,000 tonnes of lithium carbonate per year, which is enough lithium to power about 500,000 electric vehicles annually,” Houston Business Journal reports.
The Federal Emergency Management Agency prepared a memo titled “Abolishing FEMA” at the direction of Homeland Security Secretary Kristi Noem, describing how its functions can be “drastically reformed, transferred to another agency, or abolished in their entirety” as soon as the end of 2025. While only Congress can technically eliminate the agency, the March memo, obtained and reviewed by Bloomberg, describes potential changes like “eliminating long-term housing assistance for disaster survivors, halting enrollments in the National Flood Insurance Program, and providing smaller amounts of aid for fewer incidents — moves that by design would dramatically limit the federal government’s role in disaster response.”
In May, FEMA’s acting administrator, Cameron Hamilton, was fired one day after defending the existence of the department he’d been appointed to oversee when testifying before the House Appropriations subcommittee. An internal FEMA memo from the same month described the agency’s “critical functions” as being at “high risk” of failure due to “significant personnel losses in advance of the 2025 Hurricane Season.” President Trump has, on several occasions, expressed a desire to eliminate FEMA, as recommended by the Project 2025 playbook from the Heritage Foundation. The March “Abolishing FEMA” memo “just means you should not expect to see FEMA on the ground unless it’s 9/11, Katrina, Superstorm Sandy,” Carrie Speranza, the president of the U.S. council of the International Association of Emergency Managers, told Bloomberg.
The Spanish government on Tuesday released its report on the causes of the April 28 blackout that left much of the nation, as well as parts of Portugal, without power for more than 12 hours. Ecological Transition Minister Sara Aagesen, who heads Spain’s energy policy, told reporters that a voltage surge in the south of Spain had triggered a “chain reaction of disconnections” that led to the widespread power loss, and blamed the nation’s state-owned grid operator Red Eléctrica for “poor planning” and failing to have enough thermal power stations online to control the dynamic voltage, the Associated Press reports. Additionally, Aagesen said that utilities had preventively shut off some power plants when the disruptions started, which could have helped the system stay online. “We have a solid narrative of events and a verified explanation that allows us to reflect and to act as we surely will,” Aagesen went on, responding to criticisms that Spain’s renewable-heavy energy mix was to blame for the blackout. “We believe in the energy transition and we know it’s not an ideological question but one of this country’s principal vectors of growth when it comes to re-industrialisation opportunities.”
Metrograph
“It seems that with the current political climate, with the removal of any reference to climate change on U.S. government websites, with the gutting of environmental laws, and the recent devastating fires in Los Angeles, this trilogy of films is still urgently relevant.” —Filmmaker Jennifer Baichwal on the upcoming screenings of the Anthropocene trilogy, co-created with Nicholas de Pencier and photographer Edward Burtynsky between 2006 and 2018, at the Metrograph in New York City.
Shares in Sunrun, SolarEdge, and Enphase are collapsing on the Senate’s new mega-bill draft.
The residential solar rescue never happened. Shares in several residential solar companies plummeted Tuesday as the market reacted to the Senate Finance Committee’s reconciliation language, which maintains the House bill’s restriction on investment tax credits for residential solar installers and its scrapping of the tax credit for homeowners who buy their own systems.
The Solar Energy Industries Association, a solar trade group, criticized the Senate text, saying that it had only “modest improvements on several provisions” and would “pull the plug on homegrown solar energy and decimate the American manufacturing renaissance.”
Sunrun shares fell 40% Tuesday, bringing the company’s market cap down by almost $900 million to $1.3 billion, a comparable loss in value to what it sustained the day after the passage of the House reconciliation bill. The stock price had jumped up late last week due to optimism that the Senate Finance bill might include friendlier language for its business model.
Instead the Finance Committee proposal would terminate the residential clean energy tax credit for any systems, including residential solar, six months after the bill is signed. The text also zeroes out investment and production tax credits for residential solar when “the taxpayer rents or leases such property to a third party,” a common arrangement in the industry pioneered by Sunrun.
Sunrun’s third party ownership model well predates the Inflation Reduction Act and is about as old as the company itself, which was founded in 2007. The company had been claiming investment tax credits for solar before the IRA made them tech neutral. The company began securitizing solar deals in 2015 and in a 2016 securities filling, the company said that it had six deals where investors would be able to garner the lease payments and investment tax credits.
“Ain’t no sunshine for resi,” Jefferies analyst Julien Dumoulin-Smith wrote in a note to clients on Tuesday. “Overall, we view Senate's version as a negative” for Sunrun, as well as SolarEdge and Enphase, the residential solar equipment companies, whose shares are down by about 33% and 24% respectively.
“If this language is not adjusted before the bill passes the Senate floor,” Morgan Stanley analyst Andrew Perocco wrote in a note to clients, “we believe Sunrun, SolarEdge, and Enphase will trade towards our bear cases.”
Morgan Stanley had earlier estimated that cutting off home solar from tax credits would lead to a “85% contraction in residential solar volumes” due, in many cases, to solar products no longer resulting in savings on electricity bills.
That’s because the ability to lease solar equipment (or have homeowners sign power purchase agreements) and then claim tax credits sits at the core of the contemporary residential solar model.
“Our core solar service offerings are provided through our lease and power purchase agreements,” the company said in its 2024 annual report. “While customers have the option to purchase a solar energy system outright from us, most of our customers choose to buy solar as a service from us through our Customer Agreements without the significant upfront investment of purchasing a solar energy system.”
This means that to claim tax credits for the projects, they have to be investment tax credits, not home energy credits. These credits play a role in Sunrun’s extensive business raising money from investors to finance solar projects, which can then be partially monetized via tax credits.
Fund investors “can receive attractive after-tax returns from our investment funds due to their ability to utilize Commercial ITCs,” the company said in its report. The financing then “enables us to offer attractive pricing to our customers for the energy generated by the solar energy system on their homes.”
Without the ability to claim investment tax credits, Sunrun could be left having to charge higher prices to homeowners and face a higher cost of capital to raise money from investors.
“Last night’s draft text confirms the Senate intends to abruptly repeal tax credits available to homeowners who want to go solar – effectively increasing costs and limiting choice for countless Americans,” Chris Hopper, chief executive of Aurora Solar, said in an emailed statement.