America’s electric vehicle transition is entering a different phase, and one of the world’s largest automakers believes consumers are helping determine its direction.
Speaking at the Paris Motor Show on October 13, 2026, Stellantis CEO Antonio Filosa said electric vehicles account for roughly 7% of U.S. vehicle sales. But the executive responsible for Jeep, Ram, Dodge and Chrysler sees growing interest in a technology that combines electric driving with the reassurance of a gasoline-powered generator.
The shift matters for pickup owners concerned about towing and long-distance travel, and for Canadian automotive workers whose jobs depend heavily on American vehicle demand. As Stellantis prepares range-extended trucks while reconsidering conventional electric pickup plans, its decisions illustrate a larger challenge facing the industry: convincing customers to embrace electrification without asking them to compromise on the capabilities they already depend on.
The 7% Figure Reveals a Complicated American EV Market
At an automotive industry event in Paris, Stellantis CEO Antonio Filosa said electric vehicles represented approximately 7% of U.S. vehicle sales in 2026. He argued that government regulations had previously accelerated electrification, while changes in American policy were allowing consumers to select other powertrains. Filosa nevertheless expressed confidence that electric vehicles would eventually gain wider acceptance, although he expected the American transition to proceed more slowly than in Europe. His remarks came as manufacturers were reassessing how much production capacity to dedicate to battery-powered models.
Independent sales estimates offer a more precise snapshot. Cox Automotive reported that Americans purchased approximately 266,630 new electric vehicles during the third quarter of 2026, representing 6.5% of new-vehicle sales. That was an improvement from 5.8% in the preceding quarter, although sales remained 38.6% below the unusually strong third quarter of 2025. Filosa also described the market share as unchanged over five years, but Kelley Blue Book estimated EVs held only 3.2% of U.S. sales in 2021. His assessment therefore captures the current slowdown more accurately than the industry’s entire five-year history.
Buyers Are Showing More Interest in Alternatives to Fully Electric Vehicles
Consumer research helps explain why automakers are broadening their strategies. An April 2026 Pew Research Center report found that 44% of American adults would seriously consider purchasing a hybrid as their next vehicle, compared with 32% who would consider a fully electric model. The findings came from a nationally representative survey of 3,524 adults conducted in March. The gap suggests many consumers appreciate electrification but remain hesitant about depending exclusively on batteries, particularly when charging access and vehicle prices remain important considerations.
For pickup buyers, those concerns can become especially practical. A household using the same truck for commuting, hauling construction materials and towing a camper has different requirements from someone driving a small electric car around a city. Filosa said Stellantis was observing growing interest in range-extender technology for large pickups and SUVs, describing that interest as customer-driven rather than regulatory. His statement identifies a market opportunity, not a confirmed volume of orders. Nevertheless, the appeal is understandable: consumers may want the smooth acceleration of electric motors without depending on charging stations during every long journey.
Range-Extended Trucks Combine Electric Motors With a Gasoline Generator
A range-extended electric vehicle operates differently from both a conventional gasoline truck and a battery-only electric pickup. The proposed Ram 1500 REV uses electric motors to drive the wheels, with a battery supplying energy during electric operation. A gasoline engine powers an onboard generator that can supply additional electricity when needed. Unlike a conventional hybrid arrangement, the engine does not directly provide mechanical power to the wheels. The design attempts to preserve electric driving characteristics while reducing dependence on public charging infrastructure.
Ram’s published specifications describe a 92-kilowatt-hour battery, a 130-kilowatt generator and a 3.6-litre Pentastar V6 gasoline engine. The company also lists combined output of up to 647 horsepower and 610 pound-feet of torque. Owners would be able to recharge the battery externally, just as they would with a plug-in vehicle. However, the distinction matters environmentally and financially: using the gasoline generator consumes fuel and produces tailpipe emissions. The technology is not equivalent to a completely emissions-free electric vehicle, and its real-world operating costs will depend partly on how frequently drivers recharge instead of relying on gasoline.
Ram Has Already Changed Course on Its Fully Electric Pickup
Stellantis has made a significant strategic adjustment. In September 2025, the company announced it would discontinue development of its planned fully battery-electric Ram 1500 pickup, citing slowing North American demand for full-size electric trucks. At the same time, it renamed its range-extended pickup, previously known as the Ram 1500 Ramcharger, as the Ram 1500 REV. The name change was potentially confusing because the REV designation had previously been associated with Ram’s battery-only pickup project. These were different vehicle concepts, not simply two versions of the same completed product.
The decision reflected more than a change in marketing language. Developing a full-size electric pickup requires substantial investment in batteries, software, engineering and manufacturing, and those costs are difficult to recover if sales fall short of expectations. Range-extended technology offers Stellantis another way to introduce electric propulsion while responding to customers concerned about towing and travel distances. Ram’s current product information describes the range-extended REV as a preproduction vehicle with projected availability in 2026. Its published performance specifications are manufacturer targets, not proof of independently verified customer performance or established retail sales.
A 690-Mile Range Target Addresses One of Pickup Buyers’ Biggest Concerns
Ram estimates that its range-extended 1500 REV will deliver as much as 690 miles of total driving range using its battery and gasoline generator. The manufacturer also advertises maximum towing capability of 14,000 pounds and payload capacity of 2,625 pounds. These figures are particularly relevant in the North American pickup market, where trucks frequently serve as both personal vehicles and equipment-hauling workhorses. A long combined driving range could make the technology attractive to owners who regularly travel through regions with limited charging infrastructure.
However, maximum range and maximum towing capacity should not be interpreted as capabilities necessarily achievable at the same time. In independent testing, Consumer Reports found that towing a trailer weighing nearly 10,000 pounds substantially reduced the range of two battery-electric pickups. Under those particular test conditions, the organization estimated a theoretical maximum of 91 miles for a Ford F-150 Lightning and 85 miles for a Rivian R1T. Those results were not tests of the Ram 1500 REV, and a gasoline-backed design behaves differently. They nevertheless demonstrate why towing efficiency deserves attention. Ram’s actual performance with heavy trailers, highway speeds and winter temperatures will require testing of production vehicles.
Stellantis’ Latest Results Show Why Different Powertrains Matter
On October 13, Stellantis released estimated worldwide vehicle shipments for the third quarter of 2026. The company shipped approximately 1.3 million vehicles, down 1% from a year earlier. North American shipments declined 12%, or roughly 47,000 vehicles, primarily because of planned production interruptions affecting several Jeep models. Shipments of the Grand Cherokee and Compass each fell by approximately 25,000 units. These figures measure vehicles supplied to dealers, distributors and certain customers, rather than representing a direct count of retail purchases.
Ram provided a counterweight to that weakness. Stellantis reported approximately 17,000 additional Ram shipments compared with the same quarter a year earlier, supported by products including the HEMI V8-powered Ram 1500 and the new Ram 1500 TRX. That increase came from existing and refreshed offerings, not from sales of the planned range-extended REV. In Europe, meanwhile, Stellantis reported 10% shipment growth, helped by battery-electric models and vehicles distributed through its Leapmotor partnership. The regional differences help explain Filosa’s preference for flexibility: a strategy successful in Europe may not automatically fit buyers in the United States or Canada.
Canada’s Automotive Industry Has a Direct Stake in American Truck Demand
Canada’s manufacturing relationship with the United States makes shifts in American vehicle preferences especially important. According to the federal government, more than 90% of Canadian-made vehicles and approximately 60% of Canadian-made automotive parts are exported to the United States. The Canadian automotive sector supports roughly 125,000 direct jobs, with additional employment throughout parts manufacturing, transportation and equipment supply. Decisions about American pickups and SUVs can therefore influence Canadian businesses even when the finished vehicles are assembled south of the border.
Windsor, Ontario, demonstrates the importance of maintaining multiple production options. In February 2026, Stellantis restored a third shift at its Windsor Assembly Plant, employing approximately 1,700 workers on that shift and bringing the plant’s total workforce to about 6,000. The facility produces Dodge Charger models and Chrysler minivans, including vehicles using different propulsion systems. Nearly 250 workers from the Brampton Assembly Plant transferred to Windsor as part of the expansion. For the community, the additional shift meant renewed activity across assembly operations and skilled trades. It also showed how an adaptable production lineup can support employment when demand for individual technologies remains uncertain.
Brampton Shows the Other Side of Stellantis’ Manufacturing Decisions
The outlook is considerably less reassuring in Brampton, Ontario. Stellantis previously planned to bring Jeep Compass production to its idled Brampton Assembly Plant, but redirected the program to the United States in 2025. The company subsequently entered discussions with Canadian armoured-vehicle manufacturer Roshel regarding a potential sale of the facility. In September 2026, Stellantis confirmed that the parties had signed a memorandum of understanding. That step did not mean the sale was completed or that automotive production had been successfully replaced.
The proposed arrangement has become a major dispute between Stellantis and Unifor, the union representing affected Canadian workers. On October 6, Unifor announced plans for strike-authorization votes on October 17 and 18 because negotiations remained at an impasse, including disagreements over Brampton’s future. Authorization would permit a strike if necessary but would not automatically trigger one. Meanwhile, Stellantis has outlined a US$13-billion investment strategy for American manufacturing, including plans to reopen its Belvidere, Illinois, plant for Jeep production. The contrast illustrates why Canadian workers are concerned: changes in vehicle demand and trade policy can determine not only which powertrain gets built, but also which country receives the investment.
Canadian Consumers Are Electrifying at a Different Pace
Canadian vehicle-registration statistics tell a somewhat different story from the latest American sales figures. Statistics Canada reported 58,811 new zero-emission vehicle registrations during the second quarter of 2026, representing a 26.7% increase over the corresponding period in 2025. These vehicles accounted for 10.7% of new registrations. Battery-electric registrations grew 37.4% year over year, while plug-in hybrids increased 8%. Conventional hybrids, which do not require external charging, recorded an even larger increase of 39.5%.
Those categories must be kept separate when comparing the two countries. Canada’s zero-emission registration measure includes battery-electric vehicles and qualifying plug-in hybrids, whereas Cox Automotive’s 6.5% U.S. figure concerns fully electric vehicles. The reporting periods also differ. Still, the Canadian numbers indicate continuing interest in electrified transportation, particularly in Ontario, where zero-emission registrations rose 46.6% year over year. A range-extended pickup could eventually appeal to Canadian motorists who travel between cities and rural areas, tow recreational equipment or face lengthy winter journeys. Whether that potential becomes meaningful demand will depend on pricing, availability, charging convenience and verified performance.
Government Incentives and Real-World Performance Will Determine the Next Phase
Policy differences are increasingly shaping automakers’ decisions. In the United States, federal clean-vehicle purchase tax credits ended for vehicles acquired after September 30, 2025, changing the financial calculation for many electric vehicle shoppers. Canada moved in another direction by introducing the Electric Vehicle Affordability Program in 2026. The program offers incentives of up to C$5,000 for qualifying fully electric vehicles and up to C$2,500 for eligible plug-in hybrids, subject to transaction-price, manufacturing-origin and other requirements. A range-extended vehicle’s eligibility cannot be assumed without checking its official classification and approved-model status.
For Stellantis, the next challenge is turning interest in range-extended technology into actual customer deliveries. Ram still needs to demonstrate how its pickup performs under demanding towing conditions, what consumers will pay for it and whether the added mechanical complexity offers sufficient value. Buyers will also examine fuel consumption, maintenance costs, electric-only range and charging convenience. Filosa’s 7% assessment does not mean that battery-only vehicles have reached their permanent limit. It suggests the transition may involve several technologies competing for consumer confidence. For Canadian factories and suppliers, that flexibility could preserve opportunities, but only if future investments and production assignments keep Canadian operations part of the evolving North American market.
