Lead

Introduction

A detour—right or wrong?

Six years ago, Thomas Schäfer, then CEO of Volkswagen China, publicly lambasted range-extended electric vehicles (REEVs) as the worst solution, with the R&D head going so far as to label them outdated technology with limited development potential. At that time, Li Auto was virtually the sole automaker committed to the range extender route, with the entire industry rife with skepticism about this technical path.

Amid a climate of public opinion that insisted pure electric was the industry's only correct path, range extenders were slapped with many negative labels, such as "unnecessary complexity," "technologically backward," and "merely a transitional solution." Li Bin, founder of NIO, also positioned REEVs as transitional products for a specific phase, while executives from Great Wall Motors repeatedly emphasized on various occasions that they would "never develop range extender vehicles."

However, the market did not halt its progress due to controversies over technical routes. As Li Auto rapidly expanded its market share with range extender technology, brands like Aito and Leapmotor followed suit. Consumers also voted with their wallets, with REEV sales soaring from 30,000 units in 2020 to 1.235 million units in 2025.

This momentum is compelling automakers to reevaluate their technical strategies. Between 2025 and 2026, new forces like XPeng and Zhiji, previously focused on pure electric vehicles, launched range extender versions, while joint venture giants like Toyota and BMW also pivoted collectively. Most notably, in March 2026, Volkswagen—once the harshest critic of range extenders—proudly unveiled its first range extender flagship SUV, the ID.ERA 9X.

Despite the dramatic reversal of range extender technology's fortunes in the Chinese auto market, from being looked down upon to embraced by all, not all multinational giants are rushing to adopt it. Represented by Volkswagen and BMW, two German automakers currently maintain a clear wait-and-see attitude toward range extender technology, especially in non-Chinese markets.

01 Is a Range Extender Needed as a Transition?

Yes, you read that right—Volkswagen, the automaker that launched the range extender SUV ID.ERA 9X in the Chinese market, had media reports point out before the new vehicle's pre-sale that Thomas Schäfer, CEO of Volkswagen Passenger Cars, explicitly stated in an interview that range extender technology makes no sense in Europe.

His exact words were: "We have this technology in China because traffic conditions there generally involve slow-moving congestion, but I'm skeptical about its applicability in European driving. The only visible case on the market right now is the Nissan Qashqai e-Power."

Schäfer further explained that European road conditions are complex and driving rhythms intense, starkly different from China's smoother traffic. Kai Grünitz, Volkswagen's R&D director, added: "Why add an extra engine? It's a lose-lose proposition—an expensive large battery paired with an expensive engine. Moreover, the range extender system itself is heavy, making the vehicle far from efficient."

He also pointed out that European emissions regulations offer no policy incentives for range extender technology: "This technology is costly. While we have the capability to launch it, it lacks practical value." From Volkswagen's perspective, mainstream models in the European market already come equipped with plug-in hybrid systems offering up to 150 kilometers of pure electric range—"that's more than enough."

Grünitz even set a precondition: "If pure electric vehicles can achieve 400 miles (about 643 kilometers) of range and 15-minute fast charging, range extender technology will become obsolete." Clearly, while Volkswagen has embraced range extenders in China, its attitude remains negative in its home European market.

A recent series of foreign media reports also indicate that BMW is evaluating the possibility of introducing range-extended electric versions of models like the X5 and 7 Series in the Chinese market but has yet to make a global decision or provide official confirmation. BMW emphasizes that everything depends on "demand scale" and "alignment with BMW's driving experience standards."

An executive named Kolb made it clear that regardless of the technology used, "one thing must never be compromised: BMW's iconic driving experience. If the range extender system fails to meet these standards, then the technology is deemed not worth adopting."

In fact, BMW once experimented with a range extender solution itself—the BMW i3 REx, equipped with a small twin-cylinder engine as a generator. However, as battery performance continuously improved, the importance of this compromise solution diminished, and the model eventually disappeared from the lineup.

Today, BMW states that its development strategy relies on two pillars: pure electric vehicles and plug-in hybrid vehicles. Notably, the BMW Group pins its hopes on the new model platform, Neue Klasse.

Joachim Post, BMW's head of R&D, bluntly summarized the manufacturer's stance in a BMW blog column: The sixth-generation in-house-developed battery already offers over 800 kilometers of range and supports charging power of up to 400 kilowatts—"so BMW believes the range extender argument no longer holds water."

Post said: "We will, of course, closely monitor all solutions on the market and consider whether we need to integrate range extenders into our lineup. But for now, especially considering the battery performance of our new models, we believe our range is fully sufficient even without range extenders."

However, BMW is not entirely ignoring market realities. As reports point out, "believing in your product is one thing, facing reality is another." In countries where fast-charging stations remain scarce or unreliable, range extender systems still offer a pragmatic solution to daily realities—"markets like China and parts of Eastern Europe fully reflect this disparity."

BMW acknowledges this and states that "if the market demands it, we won't rule out adjusting our strategy." In other words, BMW's current attitude toward range extender technology is: In non-Chinese markets (especially Europe), with its pure electric technology offering over 800 kilometers of range and 400-kilowatt fast charging, range extenders are "unnecessary"; but in the Chinese market, due to differing road conditions and user needs, BMW is still evaluating and hasn't completely closed the door.

02 They Are Accelerating Range Extender Layouts

While European giants like Volkswagen and BMW remain cautious in non-Chinese markets, another group of multinational automakers—including Stellantis, Ford, Hyundai, and Nissan—have begun actively deploying range extender models, attempting to seize market opportunities with this transitional technology before pure electric vehicles fully mature.

According to the latest electric vehicle industry research report released by TrendForce in January, range-extended electric vehicles are increasingly becoming a crucial transitional solution for automakers transitioning toward full electrification. The agency predicts that by 2030, global annual sales of range-extended electric vehicles will reach 3 million units, doubling from 2025.

Multiple drivers fuel this growth: The EU recently announced adjustments to its 2035 internal combustion engine vehicle ban, providing significant regulatory flexibility and thus broadening the development space for range-extended electric vehicles; meanwhile, technological maturity and market acceptance continue to improve.

Under this trend, developments in the U.S. market are particularly noteworthy. According to an industry report from March 2026, the U.S. is expected to launch up to 15 range-extended electric vehicle models between 2026 and 2028. This list covers multiple mainstream automakers, with Stellantis, Ford, Hyundai, and Nissan being the most active deployers.

Stellantis, the multinational giant behind brands like Jeep and Ram, is refocusing on a multi-energy portfolio: internal combustion engine vehicles, traditional hybrids, and range-extended electric vehicles, to better meet customer preferences for range, convenience, and lower upfront costs.

According to predictions, the Jeep Grand Wagoneer REEV will hit the market in the first half of 2026, with a starting price slightly above $100,000; the Ram 1500 REV is expected to enter production in the second half of 2026, with the Tradesman version starting at around $65,000—it will become the only range-extended model in the pickup segment.

Ford is flying the range extender flag even higher. Previously, Ford CEO Jim Farley explicitly stated in an interview that Ford now envisions a future where all its models will offer hybrid or range-extended electric vehicle options, supplemented by next-generation low-cost pure electric vehicles.

Farley believes this move responds to actual choices by American consumers today, rather than automakers' past speculations about market direction. He bluntly said: "Those high-end electric vehicles priced at $50,000, $70,000, $80,000 simply aren't selling." After evaluating the market, Ford will instead focus on building its hybrid lineup.

He particularly noted that range-extended electric vehicles are especially suitable for large vehicles, where weight, towing, and long-distance travel all strain pure electric vehicle design. He added that the next-generation range-extended electric pickup will "travel about 1,126 kilometers on a full tank of gas 90% of the time, operate purely electrically, and accelerate from 0 to 96 km/h in just 5 seconds."

Additionally, Hyundai has not only launched the Santa Fe EREV but also plans to release the Genesis GV70 EREV in 2027, with the GV90 EREV in the pipeline. Hyundai also plans to introduce an EREV pickup, further enriching its product matrix. Meanwhile, Kia will also launch EREV models.

Nissan has long entered the range extender race with its e-Power technology, with the Nissan Rogue e-Power expected to debut in the U.S. by the end of 2026, as the company awaits the arrival of its third-generation e-Power system. Additionally, the next-generation Nissan Xterra EREV is also on the predicted list.

Of course, large-scale adoption of range-extended electric vehicles still faces challenges. TrendForce points out in its report that current models are primarily concentrated in the high-end SUV segment, leading to higher prices that may hinder their popularization. Moreover, since range-extended electric vehicles use internal combustion engines for power generation, their energy conversion efficiency is far lower than that of pure electric vehicles.

Compared to other hybrid models, larger battery packs and electric powertrains increase vehicle weight, affecting range. Nevertheless, Ford predicts that by 2030, 50% of its global sales will come from hybrid, range-extended, and pure electric vehicles, compared to just 17% this year.

Editor-in-Chief: Shi Jie Editor: He Zengrong

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