After revealing the Ram 1500 REV (Revolution Electric Vehicle) and Ramcharger (extended range electric) full-size pickups earlier this year, Stellantis has provided more information on underlying hardware and timing.  The REV was touted for late 2024, but the website detailed the 500 mile-capable variant would launch in 2025 as a 2026 model. However, the entire REV line is due in the first half of 2025 with the Ramcharger to follow.  Although there aren’t official EPA numbers, targets given earlier for the Ram trucks appear confirmed: 500 miles Electric Vehicle (EV) or 690 miles of Extended Range Electric Vehicle (EREV) range; 2,700-pound payload and 14,000 pounds towing capacity (both best in class); 800V architecture with 350kW fast charging capability (EV). Although Jeep is mentioned in the press release, Stellantis didn’t provide further details. The most recent UAW contract specifically noted a Wagoneer EREV launching in 2025 and a Wagoneer electric in 2027. Both vehicles are likely to share hardware with their Ram 1500 counterparts.

Why it matters
Stellantis’ strategy in the industry is unique. Every architecture it’s developing is multi-energy—capable of supporting internal combustion and electric powertrains.  The argument is economies of scale—It will build one “platform” for all trucks rather than having a separate platform for EVs (like General Motors and Ford’s upcoming “T3” program). The argument against has been this strategy results in a non-optimized engineering approach —The EV platform also has to accommodate ICE components like an exhaust system and a radiator. But after promising the Ram 1500 would offer the best combination of towing, payload, range, and performance, the carmaker appears to have actually done so without having to develop a clean-sheet EV platform. The only remaining question is price—because that 226kWh battery on the long-range Ram (and Wagoneer) won’t be cheap. It will be interesting to see how the EREVs—with smaller batteries but with a Pentastar V6 acting as a generator under the hood—are priced relative to the EVs.

Who should care
With Ford’s next-generation F-150 Lightning—off its new dedicated body-on-frame EV truck platform—delayed to 2027, Ford will have an uncompetitive electric truck (its production has been slashed) and a competitive (but not plug-in) hybrid. The Expedition and Navigator were expecting to launch with the same hybrid setup as the F-150, but that hasn’t materialized. Ford has talked about both plug-in hybrids and EREVs but hasn’t confirmed either for the future. General Motors is in better EV shape, especially since EV production is increasing. With its late pivot to hybrids—and the lack of any hybrid systems on the shelf—it’s behind the electrified internal combustion competition. It’s likely GM’s fullsize pickups and/or SUVs will get the plug-in hybrid setup GM promised. But that hardware will have to be developed from scratch and takes time. Toyota is still a bit player in this segment. While its new hybrid received praise, the carmaker hasn’t committed to anything with a plug in this market. The new Sequoia also took a step backward with a live rear axle that cuts into passenger and cargo space. Finally, Tesla’s Cybertruck may be selling at the impressive rate of about 60,000 units a year. But Tesla says it will be able to build 250,000 annually by the middle of 2025. If Ram offers a better looking truck with a more upscale interior and better towing and payload numbers, where will those 190,000 extra Cybertruck buyers come from?

The bottom line
Ram may be late to the electric truck market, but it appears to be making up for tardiness with a competitive product. If the vehicle can launch smoothly, it may be able to take significant market share from the existing players.