Why Ram Chose V6 to Reduce Range Anxiety
In the upcoming years, the electric pickup truck sector is expected to be particularly captivating. Because Americans are so drawn to pickups, any carmaker that can come up with a strategy to adequately meet the needs of these drivers without gasoline could secure substantial profits. For instance, Ram has opted for an intriguing combination approach regarding the future of pickups: they’ve announced the 2025 Ram 1500 fitted with an abbreviated inline-six motor as well as a coming all-electric vehicle, and on top of this, there’s the new 2025 Ram Ramcharger – most likely one of the more striking trucks present.
The Ramcharger offers a unique approach to addressing range anxiety and towing issues in the electric vehicle (EV) market: a gasoline engine that is used to power the battery, but not the wheels themselves. This is similar to the strategies employed by the Chevrolet Volt and range-extended BMW i3; however, the two cars differ in whether their internal combustion engines drive the wheels at any point. Unlike the Volt and i3, the Ramcharger does not have a “direct mechanical path from the engine to the wheels,” according to Ram.
Boasting an impressive range of almost 700 miles, with towing/payload capacity rivaling the Ford F-150 Lightning and Chevrolet Silverado EV, Ram looks to have a potential winner for the discerning consumer.
I was intrigued to find out why Ram decided to install a 3.6-liter V6 engine to drive the 130-kilowatt generator of this vehicle. After all, the Ramcharger as well is armed with an impressive 92-kilowatt-hour battery pack, which is on the average-to-large side for electrical units (although almost half of that of the Silverado EV.) That’s two strong energy sources.
Why did Ram’s decision concerning the power source for their generator fall on a different option rather than going with Stellantis’ turbocharged 2.0-liter four-cylinder engine? Wasn’t that an appropriate choice in terms of improved fuel efficiency and lessened emissions?
Objectively speaking, it may not be false. But whilst enquiring why Ram chose this option with its spokesperson Trevor Dorchies, he argued that the provision of enough power for towing and hauling purposes was a factor.
“The 3.6-liter V-6 is a perfect choice for those who need to tow, as it provides the necessary strength and dependability,” remarked Dorchies. “In situations where a large load is being towed or the throttle is fully open, both the battery and generator are used for power.”
Moreover, Dorchies posited that NVH concerns figured into Ram’s choice – meaning, design engineers desired to create a top-notch experience that was seamless and tranquil. I cannot fault their judgement in the slightest; the battery-powered BMW i3 had as its reserve power unit a petite 647cc two-cylinder petrol engine, and when it worked energetically, it roared like a heavy machinery motor.
“The 3.6-liter V-6 engine and accompanying on-board generator were the optimal selection for ensuring the power output of the engine would be sufficient to power the generator,” Dorchies remarked. “We also determined that the 3.6-liter V-6 was the best option in terms of Noise, Vibration, and Harshness (NVH) and would provide a quiet, smooth operation even when the generator was running.”
Finally, I wanted to gain an understanding of why the payload and towing ratings on the Ramcharger appear to be so much higher than its competitors. Dorchies was a bit more guarded when discussing this particular topic, but he did mention that it is related to the truck’s new platform. “The 2025 1500 Ramcharger benefits from the all-new STLA Frame platform that has been created especially for full-size electric vehicles and features a body-on-frame design,” he stated. “Thanks to this new frame, the Ramcharger is able to provide additional towing and payload capacity.”
I still possess various queries that Ram has yet to make public, encompassing the official EPA range rate, the fuel economy utilizing the V6 motor, as well as tailpipe emissions. (I’m also pondering how much better any of said items could’ve been in the presence of a smaller fuel engine.) Our colleagues at The Autopian ran some math approximations and they figure around 20 MPG for the gasoline engine solely, though that may be less important than the total eMPG and range.
Notwithstanding, it is an exceptionally intriguing pickup truck. And taking into account the immense victory of the F-150 hybrid as recently, it probably would do exceedingly well. Moreover, it grants a multitude of other electric party stunts, similar to vehicle-to-vehicle and vehicle-to-home bi-directional charging, so it could be what persuades lots of truck devotees to pick the electric life. I anticipate exploring further details in the upcoming months and hopefully listening to Ram’s engineers concerning exactly how this is going to function.
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