A 92 kWh battery provides 70 kWh of usable energy. By the way, this is designed for towing purposes.
- The Ram Ramcharger features a 91.8 kWh battery, though only 69.7 kWh of that capacity can be utilized.
- Ram states this is intended to ensure a uniform driving experience whether the truck operates using electric power or relies on its gasoline engine.
- The truck features a robust frame along with 8-lug wheel hubs, enabling it to carry heavier loads than its internal combustion engine counterpart.
I have previously criticized oversized batteries in trucks. And that encompasses even the fully electric variant of this particular model. When Stellantis unveiled the technical specifications of the 2026 Ram Ramcharger to journalists earlier this week, its 91.8 kWh battery seemed somewhat modest alongside fully electric pickup trucks. What was even more surprising was Stellantis' claim that merely 69.7 kWh of that capacity would actually be available for use, leaving an unused reserve of around 22.1 kWh within the battery pack itself. This piqued my curiosity about the reasoning behind such design choices.
It turns out, this feature is designed for towing. Actually, it seems that the entire Ramcharger undergoes several enhancements beneath its exterior compared to its internal combustion engine counterpart, making it a superior transporter among electric vehicle rivals. The battery is only one aspect of these improvements.
If you've operated a first-generation Chevrolet Volt, or a BMW i3 REX, If you reside in China and frequently encounter numerous Extended Range Electric Vehicles (EREVs) available there, you might be acquainted with certain peculiarities of such vehicles. For instance, I previously had a 2015 Chevrolet Volt which I enjoyed immensely; however, sometimes during intense acceleration after exhausting the vehicle’s electric capacity, it seemed excessively strained. This wasn’t just my usual complaint about the handling of a sluggish hybrid. Instead, it reflected the challenge faced by a compact engine attempting to perform multiple tasks simultaneously.
I’ll explain: Extended-range electric vehicles essentially utilize a conventional internal combustion engine to enhance the capabilities of their electric powertrain. The vehicle comes equipped with a gasoline engine whose sole function is to recharge the battery rather than propel the wheels directly. This setup enables the car to travel significantly farther using just a small battery.
Indeed, it might be more intricate compared to both conventional internal combustion engine vehicles and electric cars. However, with my Volt, I can travel over 300 miles using its 17.1 kWh battery (of which about 10.9 kWh is actually usable). Approximately 40 miles come directly from the battery, whereas the remainder is powered by its 1.4-liter naturally-aspirated engine. Likewise, once the Ramcharger’s 92 kWh battery (which has around 69.7 kWh available for use) runs out, its 3.6-liter Pentastar engine drives a 150 kW generator to maintain adequate charge levels during typical operation. This operational method is often termed "charge-sustaining" mode.
When the battery runs low, the vehicle's speed is essentially capped at whatever pace the internal combustion engine (ICE) can maintain by replenishing the battery. In the instance of the Volt, with an approximately 74-horsepower engine tasked with powering the car and maintaining the battery charge, this arrangement works well for brief accelerations. There is also some extra battery capacity beyond what is typically used to ensure consistent performance during these bursts.
However, sometimes during extended high-power usage, this limitation might not suffice. In such cases, the vehicle’s speed will be capped by the maximum electrical output of the engine, leading to sluggish acceleration. Older Volt owners often mention encountering the "Propulsion Power Reduced" notification and the introduction of "mountain mode." You could also observe this issue in various online videos demonstrating the phenomenon. Chinese EREV when it has no battery power left. Acceleration times can balloon.
Stellantis has confirmed that their strategy involves conserving battery life by avoiding the depletion of all available power, thus maintaining a larger reserve for critical moments when it is essential.
What we discovered is that once the battery level falls below 10%, the available power significantly decreases," explained Dale Jewett, a spokesperson for Stellantis Engineering. "Even with the generator operating at maximum capacity, extracting additional energy from the battery remains restricted. Our research showed that customers prefer stable performance across all ranges. Therefore, we deliberately set the charge-sustaining limit higher to avoid entering this low-power zone.
When the Ramcharger launches officially, we'll need to verify these claims in real-world conditions. However, according to Ram CEO Tim Kuniskis, the truck promises to deliver an uncompromised experience specifically for towing purposes. It’s worth noting that maintaining vehicle speed requires only moderate power output. Therefore, theoretically, with almost 23 kWh available as reserve from the battery pack, the truck could potentially handle moments where it utilizes its full capacity of 647 horsepower and 610 lb/ft of torque—even under tow.
Kuniskis really highlighted the Goldilocks quality of the truck The Ramcharger’s battery and the company's emphasis on an EREV directly address the current political and economic climate in the United States.
"I believe that more individuals would be inclined to opt for a BEV if it were less expensive. A few years back, we assumed that battery prices would be temporary," Kuniskis stated, alluding to the notion that Stellantis's battery expenses would ultimately decrease to approximately $50 per kWh, consequently reducing electric vehicle costs. (By the close of 2024,) They were approximately $115 per kWh. Stellantis representatives chose not to disclose the precise cost of their batteries. However, Kuniskis mentioned that the Ram’s battery capacity was designed partly with cost reduction in mind, aiming to make the truck more affordable for potential buyers.
Theoretically, the Ramcharger appears to hold an advantage over Rivian, Chevrolet, and Ford when it comes to towing capabilities. However, we will need to wait and see how it actually performs on the road later this year.
Contact the author: Kevin.Williams@InsideEVs.com
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