A garage-built range extender is now running under its own power
Edison Motors and Deboss Garage say their diesel-electric Ram pickup prototype is now assembled and running, a milestone that puts a small Canadian effort unusually close to a commercial product in a segment major automakers have struggled to bring to market. According to the supplied report, the truck has only been driven enough to confirm that its systems work properly, but the fact that it now moves under electric power is a meaningful step for the project.
The development stands out because it comes as Stellantis’ own extended-range Ram pickup remains delayed. The source says the automaker originally planned that model as a 2025 launch and that a revised timeline targeting customer orders in the first half of this year now also appears unlikely. That gap has created an opening for alternative approaches, including retrofit systems aimed at older trucks rather than brand-new factory models.
How the conversion is designed
The prototype began as a 1995 Dodge Ram and is part of Edison Motors’ push to turn its series-hybrid trucking experience into conversion kits for pickups. Edison previously focused on diesel-electric semi trucks. The pickup program extends that concept into a lighter-duty package built for owners who want electric-style drivability without relying solely on charging infrastructure.
In the configuration described by the source, a Cummins 2.8-liter diesel crate engine sits under the hood. But unlike a conventional truck, that engine does not directly power the wheels. Instead, it drives a generator mounted behind the engine. That generator supplies electricity to a battery pack mounted between the frame rails.
The truck’s actual propulsion comes from a pair of e-axles with integrated electric motors. This removes the need for driveshafts and transfer cases while delivering the immediate torque associated with electric propulsion. The result is a series-hybrid layout: the diesel engine extends range and provides onboard energy generation, while the truck itself behaves more like an EV at the wheels.
Why the packaging matters
One of the more practical achievements in the build is packaging. The source says Edison and Deboss Garage worked to keep major powertrain components out of the bed and package the battery management and cooling hardware in a repurposed housing from Edison’s semi trucks. That housing reportedly fit between the frame rails and rear cross member without hanging below the truck.
That may sound like a detail, but it matters for any conversion intended for real work. A pickup retrofit that sacrifices bed usability or leaves expensive hardware exposed underneath quickly becomes harder to sell. Keeping the layout clean and functional improves the odds that a conversion kit could appeal to fleet users, tradespeople and rural owners who need practicality first.
Why this could matter beyond one prototype
The core idea is not simply to build an interesting custom truck. Edison is working toward launchable diesel-electric conversion kits for older pickups, including Rams. If the concept proves durable and serviceable, it could offer a different pathway into lower-emission trucking: upgrade existing vehicles instead of waiting for complete platform replacements.
That has several potential attractions. Older trucks remain deeply embedded in work fleets and personal use, especially in regions where towing demands, long distances or limited charging access make full battery-electric adoption difficult. A series-hybrid conversion could reduce fuel use while preserving long-range operation and avoiding some of the anxiety attached to charging-heavy duty cycles.
There is also a cost-and-timing argument. When large automakers miss timelines, niche builders can move faster with lower-volume products for specialized buyers. They do not need nationwide dealer readiness or mass-scale factory output to start proving demand. The tradeoff, of course, is that conversions face their own hurdles in engineering validation, support, regulatory compliance and price.
A sign of pressure on legacy truck makers
The prototype’s emergence is also a reminder that innovation pressure does not come only from other global manufacturers. It can come from startups, retrofit shops and technically capable small teams willing to work outside the normal product cycle. The supplied report frames the effort as a case where a startup and garage collaborators may beat one of the world’s largest automakers to a functioning range-extended Ram.
That does not mean Edison will beat Stellantis to large-scale customer deliveries. But it does show that the technical concept is no longer theoretical. A running prototype gives the project credibility and turns the conversation from “could this work” to “can this be industrialized.”
The bigger transportation signal
Series-hybrid pickups remain a niche idea, but they are increasingly relevant. Battery-electric trucks promise low operating emissions and strong torque, yet many buyers still want refueling flexibility and long-distance dependability. A diesel-electric architecture offers a compromise, especially for vehicles that spend their lives hauling, towing or operating far from dependable chargers.
The supplied report does not claim the Edison prototype is road-ready at scale. It does show, however, that a working truck exists and that the conversion path is moving forward while a high-profile OEM program remains in limbo. In a market where delays can shape buyer behavior as much as product launches, that alone makes the project worth watching.
This article is based on reporting by The Drive. Read the original article.
Originally published on thedrive.com
