If you owned the Chevy Volt, you have my respect. Not because the Volt was an extraordinary hybrid. It wasn’t. It wasn’t even a hybrid, considering how we think about them. Instead, it was what’s known as a series hybrid, or an extended-range EV. Unfortunately, the acronym EREV has now stuck for this form of “fangle,” and EREV means…just about nothing to anyone. And that’s a problem, because despite the shortcomings of the Volt—it was an under-powered EV that became lawnmower loud with its engine running—extended-range EVs are finally about to have their moment in the spotlight.
EREVs promise all the benefits of EVs, minus the headaches of plugging in to publicly charge. Intrigued? You should be! In fact, the research firm, Escalent, which studies consumer sentiments around all matters automotive, says that if consumers understood that they could get way more range than a standard PHEV—and rarely have to plug into a public charger—these cars would take off in popularity. But wait, can you even buy an extended-range EV right now? Nope. But here’s how they work and why you might want one.
To provide the most accurate and up-to-date information, this article uses data sourced from various manufacturers and authoritative sources.
The Pros: Range, Convenience, And Ease Of Use
Plug-in hybrids exist in theory, so that an owner can charge the car at home. Do that, and you get a limited range of about 40 miles if we’re talking about the Toyota RAV4 PHEV, to drive on purely electric power. That’s enough for a lot of drivers’ daily needs, and means never using gas, which lowers the fueling costs as well as means you’re not contributing to greenhouse gases.
But an extended-range EV offers way more range. Volkswagen-owned Scout serves as a useful example. The company, which should begin sales by the end of next year, is promising two flavors of its vehicles. The Traveler SUV will have up to 350 miles of range as an EV. Get the extended-range Harvester, instead, and you can see up to 500 miles of range. Ah, but how?
How An Extended-Range EV Powertrain Works
First, while we don’t know Scout’s exact formula—for instance, whether they’ll reduce the battery size in the Harvester vs. the Traveler—the point of extended-range EVs is to give them enough battery-only range to mostly not use the gas motor. Here’s the scenario:
- You charge at home, just like with any EV
- You get (likely) at least 100–150 miles of electric-only range
- The total range, with the gas motor, is more like 400 miles+
But, there’s another element. The gas motor never drives the wheels. That’s different from a PHEV, where two powertrains are combined, both electric and gas. Instead, in an EREV, the gas motor is just an onboard generator, recharging the battery. This lowers the weight, because the gas motor doesn’t need to be connected to the driveline, only the electric motors are. And the gas motor can operate exceptionally efficiently as a generator; it doesn’t have to be large or operate beyond a basic idle speed. This also means:
- The gas motor can be relatively small and light; not having a connection to the wheels makes for way less mechanical complexity and lower weight.
- Electric motors are way more powerful. That’s the chief advantage of them.
Towing Becomes Much Less Of A Hassle With An EREV
Right now, if you buy a Ford Lightning and want to tow with it, you’re going to see your range falter rapidly. We’ve reported on tests that show range falling by half or worse. That’s not a big deal if you’re towing a couple of quads to a nearby trailhead, but it becomes a much bigger problem if you’re barging something heavy like a boat and the body of water isn’t nearby. Plus, towing means you now have a very large, cumbersome package that somehow you have to maneuver into a public charging station. Not good.
But with an extended-range EV, even with poor electric-only propulsion, it doesn’t matter: You’re carrying the “plug” in the form of the gas motor, and you can refuel at any gas pump. No, that’s not the ideal way to operate for daily use, because plugging in to charge is a lot cheaper than gas, but the point is that you’re not stopping nearly as frequently to charge, and when you do stop, you’re not maneuvering to a charging station with that trailer.
The Tech Is Coming To Hyundai, Genesis, And Nissan
It’s not clear exactly which carmakers will jump into the extended-range EV marketplace. In 2024, the Hyundai Group said it wanted to offer this technology as an alternative to EV-only models for Genesis, Kia, and Hyundai vehicles.
There were rumors at the time that they might do this for the Santa Fe and possibly the Ioniq 9. The latter’s sales have been pretty soft so far, and it’s not hard to imagine the appeal of this family hauler as an extended-range EV, instead. Last month, Genesis’ leaders told TopGear that there is a game plan for extended-range EVs for future products, and Automotive News reported that Nissan is exploring the technology for some models of the revived Xterra.
EREV Tech Offers Tremendous Range Potential
If you think the Scout Harvester going 500 miles per fill-up and charge is great, China’s IM LS6 comes in one trim with a full-sized, 66-kWh battery. Run it as an EV and you get up to 280 miles. Which makes it a full-fledged, long-range EV. But when combined with its gas generator (and a full fuel tank), the LS6 can travel up to 933 miles. That’s cool—if we have our doubts about the range claims.
A far more likely setup is something like the Changan Hunter, seen above. This is yet another Chinese brand that sells this pickup in Mexico and the Philippines, equipped with a relatively small, 31-kWh battery, which is enough to give it 100 miles of EV-only range.
Yet Another Kind Of Range-Extender EV
Just to confuse matters further, Germany’s transmission maker, ZF, has developed a different kind of range-extender motor. It’s a generator motor, like you’d see in any extended-range EV, but in this case, it can also power the wheels, not just charge the battery. Sort of.
Essentially, there’s a different style of electric motor attached to the generator. That electric motor can turn the wheels, augmenting the extant EV motors. ZF says their system is tiny, and could be connected to any current EV that’s already in development, or possibly already on the market. Meaning this system could also be used on the car’s front axle, and by incorporating both a clutch and differential, it’s sort of a plug-and-play solution for converting a carmaker’s existing EV platform into an EREV.
The Confusion Surrounding EREVs Could Be A Boon For Manufacturers
According to Escalent’s research, nearly half of all car buyers have no clue what EREV technology is or does, with buyers either thinking that the cars are just EVs, or that they can only run on gas or only on electricity. And because no single brand has sought to own the EREV space, the way Toyota took up the mantle of hybrid technology in the late 1990s, Escalent’s research suggests some clever marketing could enable “owning” the EREV market.
That could even be Volkswagen, which is already producing EREVs for China, and is exploring Scout’s technology for in-house VWs. That would also give the group (including Audi) the capability to make this tech in the U.S., in Scout’s new South Carolina plant. Having that lead would be huge for VW. Imagine an ID. Buzz as an EREV marketed to adventurers who want to #vanlife with zero range anxiety.
The Potential Halo Effect Would Help Long-Term Success
Escalent’s data shows that today, EV car shoppers conflate Toyota’s prowess in hybrids with EVs. That’s even though, until their most recent aggressive EV push, Toyota had very few EVs to sell. K.C. Boyce, a vice president at Escalent, says there’s a golden opportunity for a brand to lead on extended-range EVs the way Toyota won this space on hybrids:
If a brand is able to successfully do this, they could similarly attain a halo effect that drives consumer consideration for all of its alternative powertrains.
—K.C. Boyce, Automotive & Mobility, Escalent
TopSpeed’s Take: The Benefits Are There, But The Buzz Isn’t
With federal incentives evaporating, it’s not surprising carmakers have to figure out how to adapt to shifting market forces. But even prior to governments’ goosing EV sales, anyone who tows quickly learned about the limitations of owning an EV. Likewise, while hybrid sales have exploded over the past few years, and carmakers are offering more of them than ever, they’re kind of like nonfat milk. You’re not getting the full benefits of an EV, such as exceptional fuel-cost savings, nor are you getting the full-power benefits that only EVs offer, particularly instantaneous torque.
EREVs, potentially, would be the best of both worlds: no public charging headaches, full electric power, and zero range anxiety. Now, those manufacturers that choose to take up the mantle must market them better. A lot better.