Traditional automakers including Ford, Stellantis NV, and Hyundai are preparing to launch a new generation of Extended-Range Electric Vehicles (EREVs), which combine pure electric drive with an onboard gasoline generator that recharges the battery when power runs low.

According to reports, Stellantis NV plans to debut the Jeep Grand Wagoneer extended-range SUV later this year or in early 2027, followed by a second extended-range model—the Ram 1500 REV pickup truck. This truck will feature a large-capacity EV battery paired with a V-6 gasoline engine dedicated solely to battery recharging, delivering a combined range of up to 690 miles (approximately 1,110 kilometers).

Hyundai is set to introduce an extended-range version of its next-generation Santa Fe SUV in 2027, offering around 600 miles of range, while its luxury brand Genesis will also roll out a similar model. Meanwhile, Ford discontinued its pure-electric F-150 Lightning pickup late last year but has now decided to revive the model in extended-range form.

Most plug-in hybrid electric vehicles (PHEVs) currently on the road remain fundamentally fuel-powered cars, equipped with small batteries that provide limited all-electric range. In contrast, EREVs are designed from the ground up as pure electric architectures, with the gasoline generator serving only as a battery recharging device—there is no mechanical connection between the generator and the wheels.

Engineer Nick Phucas noted that the extended-range concept is appealing but raised doubts about real-world performance: "If I run out of battery and then fill up with gasoline, what is the vehicle's actual total range at that point?"

From a business perspective, EREVs allow automakers to moderately reduce battery size compared to pure EVs—for example, from roughly 150 kWh down to around 100 kWh—significantly lowering material costs. Additionally, gasoline generator technology is mature with stable supply chains, unlike high-voltage electric drive systems that face capacity bottlenecks. For traditional automakers eager to boost profit margins, this route helps satisfy stringent emissions regulations (EREVs still qualify as "zero-emission" under most operating conditions) while continuing to leverage existing internal combustion engine plants and engineering expertise, avoiding large-scale layoffs and asset write-downs.

However, investors should remain cautious about potential risks. Analysts point out that EREVs are not a final solution, as their long-term competitiveness depends on the relative pricing of oil versus electricity and the pace of charging infrastructure expansion. If the U.S. ultra-fast charging network achieves "gas station-level" coverage in the coming years, EREVs could become a transitional technology, leaving automakers' current investments as sunk costs.