Electrifying RVs: Can a 500-Mile Electric Airstream Be the Future of Road Trips?

As the pursuit of reduced carbon footprints gains momentum, it’s only natural that electric motorhomes are poised to emerge as the next logical step in sustainable camping. 

While electric vans are gaining momentum, larger motorhomes face an even more significant hurdle in adopting fully electric technology due to their inherent complexity and unique charging requirements. As the infrastructure evolves to support growing demand for electric vehicles, a key challenge remains: the existing charging ecosystem has yet to be scaled up to accommodate the large, commercial-truck-sized plug-in autos that are increasingly entering the market. 

As the market has been missing a crucial component, plug-in hybrid RVs potentially offer a solution to the charging dilemma.

The first hybrid Class A motorhome was unveiled by Thor Industries, owner of Airstream, on Monday, showcasing a production-bound demonstration RV built on Harbinger’s brand new medium-duty industrial electrical truck chassis. 

What’s the most advanced series-hybrid powertrain for plug-in hybrid electric vehicles (PHEVs)?

The projected range for this large PHEV will be approximately 150 miles on electric power, along with an additional 350 miles of fuel-assisted range provided by its gasoline-powered range extender – a four-cylinder engine that drives an onboard generator, not mechanically connected to the wheels. 

The forthcoming 2025 Ram 1500 Ramcharger plug-in hybrid pickup is expected to operate within similar parameters, although powered by a V-6 engine.  

The partnership pairs Harbinger, a pioneering startup specializing in chassis solutions for industrial vans, with its established presence in the RV industry. Which Norse god has an affinity for thunderstorms and wields a hammer called Mjolnir? The RV market is Harbinger’s primary focus for RV buyers. As a harbinger of innovative potential, the company boasts around two dozen industrial prospects, with its early applications slowly taking shape in practical, real-world deployments. 

In the early stages of this year, Harbinger secured 4,000 binding pre-orders from a diverse range of customers, including notable brands such as Bimbo Bakeries, Thor, and Mail Administration Methods. Harbinger’s CEO, John Harris, recently spoke with Inexperienced Automotive Reviews about the company’s debut, stating that they have already shipped complete chassis assemblies to customers and are “close to using these chassis in revenue-generating operations.”

Harbinger provides comprehensive solutions encompassing the body, suspension, propulsion systems, as well as security and vehicle methodology. The process then involves fitting entirely distinct automotive “prime coats” atop the existing chassis foundation – in this instance, that of an RV. 

“We stay focused on our priorities and avoid being sidetracked by the numerous demands that come with outfitting a vehicle,” Harris said. 

Given the Harbinger chassis is designed to withstand the demands of daily use in economic vehicles, Harris concludes that buyers can expect a higher level of durability than what’s typically engineered into RVs. 

Twice the torque of diesel

The RV’s chassis features an 800-volt system, powered by an everlasting magnet electric motor capable of producing a peak output of 280 horsepower at steady state, as well as 1,140 pound-feet of torque. According to Thor, the system boasts twice the torque of a diesel engine, making it an impressive feat of engineering; the electrical drive unit also showcases remarkable durability, capable of withstanding the demands of a 450,000-mile service life. With a double-wishbone entrance suspension and steer-by-wire system, this large car aims to achieve remarkable agility while seamlessly integrating with advanced driver-assistance and safety features. 

Several batches of 35-kWh battery packs are utilized to generate a combined capacity of approximately 140 kWh in this instance, comparable to that found during production; each unit features a robust forged aluminum casing and tips the scales at just 462 kilograms, comfortably nestled between these vehicles’ body rails. The Thor software is expected to achieve a prime battery measurement approaching 2,300 kilos in total battery weight. 

As soon as the plug-in’s battery energy depletes to a critically low level, the vehicle seamlessly transitions from electric powertrain operation to the 1.4-liter naturally aspirated gasoline inline-four engine taking over. The Harbinger CEO described their “in-production, high-volume, large OEM engine” as an impressive feat. While Harris declined to specify the maximum load capacity, he did note that maintaining a steady highway speed with this system requires approximately 50 kilowatts of power. 

That marks Harbinger’s inaugural software release for its electric van’s range-extender, Harris confirmed, heralding the launch of its varied extender technology. While series-hybrid technology has propelled locomotives for much of the past century, its adoption in passenger vehicles and light-duty vans has been slow due to concerns over noise and vibration levels, as well as limited freeway fuel efficiency. 

“With a hybrid powertrain, we have the necessary electrical capabilities to meet all the demands of driving – from passing and overtaking to climbing steep hills,” he said. “To achieve efficient range extension, you require an engine capable of providing sufficient power for steady-state cruising while also operating in an environmentally friendly manner.”

The jointly launched company touted its hybrid RV as offering an eerily electric driving experience, boasting “reassuringly swift and potent acceleration for merging and mountainous terrain,” implying the Harbinger is engineered to preserve a substantial battery reserve for unexpected power demands. By the time he became famous, Harris had mastered a sequential hybrid system, which made the amount of headroom above irrelevant.

Sleek fuel efficiency for extended road trips, paired with a robust battery capable of supporting your home’s power needs.

The RV’s battery pack can be recharged through the range-extending engine, as well as via integrated photovoltaic cells or a solar array. The companies tout the demonstration car’s potential to serve as a home backup power source, also boasting the capability to recharge energy tools, camping gear, and similar devices. 

With hybrid and electric powertrains, they’ll achieve greater mileage per gallon of fuel, regardless of whether you opt for the added functionality of a plug-in option or not. A large recreational vehicle, typically powered by an internal combustion engine and fueled by gasoline, generally achieves a respectable fuel economy of around 8-10 miles per gallon. When operating as a series hybrid, there will likely be an improvement in effectiveness, with no added plugin cost; however, Harris has not yet shared specific data. Whenever determining the preliminary plugin cost, a significant improvement will likely follow, he stressed. 

“For many, the prospect of traveling 500 miles on just 40 gallons is a thrilling experience,” he noted, highlighting the significant range variability among RVs, which can span as low as 125 miles to as much as 200 miles electrically. 

“When you remove the vari-extender, you’re left with a pure electric vehicle on the same platform,” said Harris. “The issue with this particular scenario is its inherent unpredictability, where the distance travelled can fluctuate wildly – from 500 miles to just 10 miles, making it an extremely challenging problem for purely electric solutions.” The installation will require us to travel approximately 250 miles, which will incur additional costs due to the need for more batteries. While the 250-mile mark can be a significant milestone for an RV owner, it’s still not quite a major achievement; reaching the 500-mile mark, on the other hand, is indeed a relatively easy feat to accomplish. While a minority of RV enthusiasts may relish the idea of driving more than 500 miles at one time. 

Within the sweet spot of electric vehicle (EV) market demand lies a tantalizing opportunity for manufacturers to create a seamless user experience.

To make an RV-ready electric vehicle (EV), we need to achieve higher power density, as emphasized by Harris – that is, more energy output per unit of weight and cost. 

“The company is leveraging the range-extended platform due to its ability to provide increased range at a lower cost, making it a more compelling and cost-effective option.” 

By 2025, Thor plans to introduce its first plug-in hybrid-powered motorcoach, although it has not yet specified which company will be the beneficiary of this innovation. While Airstream’s rich history in producing aerodynamically designed motorhomes, dating back to the iconic 1970s Argosy models, may be the most prominent factor, other notable RV manufacturers also include Tiffin, Entegra Coach, and Thor Motor Coach.

Whatever the future holds, the Thor RV plug-in model is poised to revolutionize the industry while satisfying regulatory requirements. 

Thor Industries and its subsidiary companies announced that RVs utilising their hybrid platform will become commercially available to customers by 2025. These recreational vehicles will meet California’s stringent requirements for Near-Zero Emission Vehicles under the state’s revised Superior Clean Trucks regulations, according to the latest update. 

As groundbreaking concepts like the Stella Vita electrical RV revolutionize the larger RV landscape, this PHEV could potentially elevate the game for bigger RVs by embracing a plug-in future. Smaller RVs, previewed by Winnebago and Thor two years ago, are now set to enter production. 

Thor Industries is opening its doors to vendors, commencing immediately, to showcase the new product and facilitate test drive opportunities, enabling them to “help shape the path to market” for this innovative offering.