Evotrex just announced the PG5, a $119,900 power-generating RV that tackles one of the most persistent friction points blocking EV truck adoption: range anxiety during towing. The trailer combines a 43kWh lithium-phosphate battery, solar panels, and a gas-powered generator to deliver 270kWh of usable energy per charge cycle. It's a clever hardware solution to a real problem. But while the product addresses immediate buyer concerns, it highlights a deeper transition still waiting to happen—one that requires OEM receivers and grid-level infrastructure, not just third-party accessories.
Electric trucks are facing a credibility crisis in the real world. Not among early adopters hunting social media validation, but among the actual buyers who tow—contractors, farmers, small fleet operators who measure success in completed jobs, not likes. Last year Stellantis quietly cancelled the Ram 1500 EV RamCharger, signaling that the factory solution to range anxiety during towing simply wasn't ready. That vacuum is where Evotrex is stepping in.
The company's new PG5 is pragmatic engineering: a 43kWh lithium-phosphate battery paired with 1.5kW of solar panels and a Horizon gas generator—all integrated into what Evotrex calls a "unified energy system." The total package delivers more than 270kWh of usable energy on a single cycle, according to the company. That's real capacity. The trailer charges your truck while you're actually using it. Solar tops off during the day. The generator fires up when demand spikes. When you're done towing, plug your EV in and draw 60kW of DC charging power off the Tesla-NACS standard. It's not elegant—it's a workaround—but it works.
Pricing starts at $119,900. The fully loaded Atlas trim hits $159,990. For context, that's premium pickup truck territory, though the PG5 also functions as living quarters and, notably, as a home backup power system during grid blackouts. Evotrex expects first deliveries in early 2027.
Here's what matters: This is product-level innovation addressing a known buyer friction point. It's useful for the specific segment experiencing it. It's also entirely dependent on individual purchase decisions, not market-wide infrastructure or standardization. A construction company can buy one tomorrow. Ford doesn't have to change anything. The grid doesn't move. That's fundamentally different from an inflection point.
The real transition in EV truck viability happens when one of the Big Three (Ford, GM, Ram) builds charging receivers directly into their vehicles—making the tow-and-charge cycle a manufacturer-backed feature, not a third-party add-on. Or when grid operators standardize wireless charging pads at truck stops, shifting from "bring your own solution" to "it's just there." Evotrex's approach is a bridge. A good one. But bridges aren't destinations.
The tactical advantage is real for its target market. A towing contractor who previously faced 40% range loss when pulling a loaded trailer now has on-demand charging onboard. The Power Calculator tool (Evotrex's management system) helps operators figure out how long they can stay off-grid based on usage patterns and weather. V2L (vehicle-to-load) support means you're not just charging the truck—you're powering job site equipment directly from the trailer's battery system. That's workable economics for someone paying per mile for efficiency.
But adoption remains fragmented. Early movers in niche segments (off-grid seekers, specialty fleet operators) will buy. Mainstream truck buyers will wait for OEM integration or cheaper alternatives. The mass-market inflection—where EV trucks stop being "brave purchases" and become routine fleet assets—requires integration, standardization, and scale that a single accessory company can't provide, no matter how well-engineered the solution is. Evotrex has built the current best workaround. That's valuable. But it's not yet the shift from workaround to standard.
The Evotrex PG5 solves a real problem for a specific audience today. For EV fleet managers evaluating towing capability, this is a tactical workaround worth considering—but make your decision based on 12-18 month delivery timelines and total cost of ownership, not as a signal of broader market readiness. For truck buyers, this is evidence that range anxiety during towing is solvable, just not yet standardized. For professionals in logistics and construction, watch what OEMs do in response—integration into factory systems is the true inflection point, and it's still months away. The next threshold to monitor: Will Ford, GM, or Ram announce direct charging receiver integration within the next 18 months? That's when EV trucks truly cross from niche to essential.
