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 it are available for use.
- 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-llug wheel hubs, enabling it to carry greater loads than its internal combustion engine counterpart.
I have previously criticized oversized batteries in trucks before. And that encompasses even the fully electric variant of this particular model. When Stellantis revealed the technical specifications of the 2026 Ram Ramcharger to journalists earlier this week, its 91.8 kWh battery seemed somewhat modest next to fully electric pickup trucks. What was even more surprising was Stellantis' statement that merely 69.7 kWh of that capacity would actually be available for use, indicating that an excess of 22.1 kWh remains unused within the battery system. This discrepancy prompted me to investigate further as to why this might be the case.
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.
{getCard} $type={post} $title={You might like}
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 (EREV) available there, you might be acquainted with certain peculiarities of such vehicles. Personally, I had a 2015 Chevrolet Volt which I enjoyed immensely; however, sometimes during intense acceleration when the vehicle’s battery ran dry, it seemed genuinely strained. This wasn’t just my usual grumbling about a sluggish hybrid. Instead, this issue stemmed from using 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 features a gasoline engine designed solely for charging the battery rather than driving the wheels directly. This setup enables the car to travel significantly farther using a less bulky battery.
Indeed, it might be more intricate compared to both conventional internal combustion engine vehicles and electric cars. However, with my Volt, I managed to travel over 300 miles using its 17.1 kWh battery (which has about 10.9 kWh available). Roughly 40 miles were powered directly by the battery, whereas the remainder was supplied by its 1.4-liter naturally-aspirated engine. Likewise, once the Ramcharger’s 92 kWh battery (with around 69.7 kWh actually usable) runs out, the vehicle can continue operating normally thanks to its 3.6-liter Pentastar engine generating power through a 150 kW generator. This operational state is often termed "charge-sustaining" mode.
Nevertheless, once the battery is depleted, the vehicle is essentially restricted to the speed at which its internal combustion engine (ICE) can maintain the battery charge. In the case of the Volt, with an approximately 74 horsepower engine, it must continuously recharge the battery just to move the car forward. This arrangement works well for brief accelerations since there is some extra battery reserve beyond the usable capacity, ensuring a consistent driving experience.
However, sometimes during extended periods of high demand, this limit may not suffice. In such cases, the vehicle’s speed will be capped at whatever pace the engine can produce power, leading to sluggish acceleration. Simply inquire with veteran Volt owners regarding the "Propulsion Power Reduced" notification and the introduction of "Mountain Mode," or observe any videos depicting these situations. Chinese EREV when it has no battery power left. Acceleration times can balloon.
Stellantis has verified that their strategy involves conserving battery life by not utilizing full capacity, thus maintaining a larger reserve for critical situations when it truly matters.
What we discovered is that once the battery level falls below 10%, the available power significantly decreases," explained Dale Jewett, a spokesman for Stellantis Engineering. "Even with the generator operating at maximum capacity, extracting additional power from the battery remains restricted. Our research indicated that customers prefer steady 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 testing. However, according to Ram CEO Tim Kuniskis, this truck promises to deliver an unparalleled tow experience without compromises. It’s important to remember that maintaining vehicle motion does not require excessive power; hence, with almost 23 kWh available as reserve from the battery pack, the truck should theoretically manage those peak moments requiring all 647 horsepower and 610 lb/ft of torque—even during towing tasks.
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.
{getCard} $type={post} $title={You might like}
"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 stabilize," Kuniskis stated, alluding to the notion that Stellantis's battery expenses would ultimately drop to approximately $50 per kWh, consequently reducing electric vehicle costs. (By the close of 2024,) They were approximately $115 per kilowatt-hour. 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 to make the truck more affordable for consumers.
In theory, the Ramcharger appears to hold an advantage over Rivian, Chevrolet, and Ford when it comes to towing capabilities. However, we'll need to wait and see how it actually fares on the road later this year to get a true sense of its performance.