A 92 kWh battery provides 70 kWh of usable power. 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 vehicle 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 the fully electric variant of this exact 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 next to 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 about 22.1 kWh as unusable reserve within the battery system. This discrepancy prompted me to investigate further.

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 (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 after exhausting my vehicle’s all-electric range, the car seemed overwhelmingly strained. This experience surpassed merely expressing dissatisfaction with a sluggish hybrid. Instead, it highlighted how a compact engine struggled to manage multiple tasks simultaneously.

I’ll explain: Extended-range electric vehicles essentially employ 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 turn the wheels directly. This setup enables the car to travel significantly farther using just a small battery pack.

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 (which provides about 10.9 kWh of usable power), where approximately 40 miles come from the battery itself, while the remainder is supplied by its 1.4-liter naturally-aspirated engine. Likewise, once the Ramcharger’s 92 kWh battery (offering around 69.7 kWh of useable energy) runs out, the vehicle relies on its 3.6-liter Pentastar engine to run a 150 kW generator to maintain sufficient charge levels during typical operation. This operational method is often termed "charge-sustaining" mode.

Nevertheless, once the battery is depleted, 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 reserve beyond the available capacity to ensure consistent performance during these bursts.

However, sometimes during extended high-output periods, this limit may not suffice. In such cases, the vehicle’s speed is constrained by how quickly the engine can produce power for the electric motor, leading to sluggish acceleration. Older Chevrolet Volt owners often discuss experiencing the "Propulsion Power Reduced" notification and might mention using the optional "Mountain Mode." You could also observe similar issues illustrated in various online videos. Chinese EREV when it is out of battery power. Acceleration times can balloon.

Stellantis has verified that their strategy involves conserving battery life by not utilizing the full capacity, thus maintaining a larger reserve for critical situations when it is essential.

What we discovered is that once the battery’s state-of-charge 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 showed that customers prefer steady performance across all levels. Therefore, we intentionally set the charge-sustaining limit higher to avoid entering the low-power zone.

When the Ramcharger launches officially, we'll need to put it through real-world testing. However, according to Ram CEO Tim Kuniskis, the truck promises to offer an uncompromised approach to towing capabilities. It’s worth noting that maintaining a vehicle's speed requires far less power than what is needed during acceleration. Therefore, theoretically, with almost 23 kWh available as reserve energy from the battery pack, the truck should manage well under full load conditions—utilizing all 647 horsepower and 610 foot-pounds of torque—even when pulling heavy loads.

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 think more people would be more willing to do a BEV if it was cheaper. We thought that a few years ago that battery pricing would be transitory,” Kuniskis said, referring to the idea that eventually Stellantis’s battery costs would get to around $50 per kWh and in turn bring EV costs down. (At the end 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, ensuring the truck remains affordable and within reach for more consumers.

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 observe its actual performance on the road later this year to confirm these expectations.

Contact the author: Kevin.Williams@InsideEVs.com

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