Portuguese 
Spanish 
Faraday Future has registered a patent for a hybrid transmission system that separates engine, generator, and wheels, allowing different modes of operation. The idea is to extend the range of extended-range electric cars, reduce complexity, and improve performance, but the technology still needs to undergo real tests.
The transmission system patented by Faraday Future targets an old challenge in the automotive industry: combining extended range, strong performance, and less dependency on recharging without turning the hybrid setup into a heavy and complex solution.
The electric vehicle company received patent nº 12,630,004 for a “Range-Extending Hybrid Transmission System”. The architecture was designed to separate engine, generator, and drive wheels, allowing each part to work with more flexibility.
In traditional and plug-in hybrids, the combination of combustion and electricity usually requires gears, clutches, and engines in sophisticated arrangements. This can raise costs, increase weight, and make it harder to optimize the response between different energy sources.
-
GM Developed the Chevette to Rival the Beetle, Launched it in Brazil Before Europe, Sold 1.6 Million Units, and Left a Generation with Gas Station Trauma
-
Caoa Changan CS75: New Model with 1.5 Turbo Flex Engine and 8-Speed Automatic Priced $4,000 Less in Brazil
-
Cost Analysis: Maintaining a Fiat Cronos 1.3 Drive 2026 – Parts, Taxes, Insurance, Fuel, and Maintenance
-
New Spanish Engine with Just 500cc Promises Power of 2,000cc, Is 70% Lighter, Crankshaft-Free, Seeks $14 Million to Exit Testing by 2026
Transmission system separates engine, generator, and wheels
Faraday Future’s proposal shifts the importance from the engine itself to the way power circulates through the vehicle. The design uses multiple shafts and clutches to control the flow between combustion engine, generator-motor, and differential connected to the wheels.
In practice, these components do not need to remain mechanically attached to each other all the time. The engine can generate electricity, directly assist in traction, or work together with the electric motor, depending on the usage situation.
The generator-motor can also contribute independently. When maximum performance is needed, all power sources can operate simultaneously. When efficiency is the priority, the set can operate separately.
This logic reduces the dependency on a fixed configuration. Instead of forcing engine, generator, and wheels to always operate in the same arrangement, the transmission system allows different combinations of operation.
Greater range with simpler hybridization
Faraday Future describes the technology as a way to achieve “strong range extension with weak hybridization”. The idea is to extend autonomy without requiring an overly complicated hybrid system.
This point is central for extended-range electric vehicles, known by the acronym EREV. They combine electric driving with an onboard generator capable of recharging the battery on long trips.
If it works as planned, the architecture can reduce manufacturing complexity, improve reliability, and lower costs. The ability to use multiple power sources at the same time can favor acceleration and performance.
The company also claims that the solution can be useful in very cold climates, where battery performance often decreases. In these cases, the additional range support can become valuable.
Patent still needs to prove results on the streets
Despite the potential, the transmission system is still in the patent field. The registration protects the intellectual property of the concept, but does not prove, by itself, performance in commercially produced vehicles on a large scale.
The true test will depend on validation in real use, durability, costs, and industrial integration. These factors will determine if the technology can deliver the promised efficiency, simplicity, and performance.
Faraday Future intends to incorporate the solution into the AIHER platform, launched in 2025 to combine features of conventional hybrids and extended-range electric vehicles. It also foresees application in future models with AIHER, including proposed versions of the Super One.
For the market, the patent shows an attempt to create another path for EREVs. For the driver, the interest lies in something straightforward: more range, better response, and reduced charging anxiety.
What do you think of this solution: can a simpler transmission system make extended-range hybrids more attractive, or does success still depend on price, durability, and real tests? Leave your opinion in the comments and tell us if you would buy a car with this technology.
