Yes—several major automakers still have substantial gasoline-powered programs in 2026, but “betting big” means different things. Stellantis has published a multi-powertrain launch plan that includes 39 ICE or mild-hybrid vehicles through 2030. Honda is shifting unused North American factory capacity toward gasoline and hybrids. General Motors is manufacturing a new-generation V8 for full-size pickups. Ford continues to sell gas-based hybrids in Europe. Those facts show that combustion power has not disappeared, even as every example here also invests in electrification.
This is an evidence-based industry scan, not a verified list of every automaker worldwide. The strongest documented cases are company announcements, so future launches, plant allocations and spending can change. No common figure shows how much each manufacturer spends specifically on gasoline-engine development.
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What counts as “betting big” on gas engines?
An automaker can demonstrate a serious commitment to gasoline power in several ways:
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- Factory allocation: assigning plants or production lines to gasoline and hybrid vehicles.
- Named product programs: announcing specific models, launches or refreshes that use combustion power.
- Current availability: continuing to offer gas or gasoline-hybrid vehicles in a defined market.
These measures are not interchangeable. A launch count is not a sales forecast, a plant allocation is not the same as an engine-development budget, and a current model does not prove that a new standalone engine is under development. The comparison below keeps those distinctions visible.
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At a glance: the documented 2026 examples
| Automaker | Evidence | Region or segment | Powertrain evidence | Status |
|---|---|---|---|---|
| Stellantis | 39 ICE/mild-hybrid launches in its 2030 plan; more than €24 billion across platforms, powertrains and technologies | Global plan; multiple vehicle segments | ICE, mild hybrid, HEV, PHEV/range-extended EV and BEV | Forward-looking plan announced in 2026 |
| Honda | Excess Ohio capacity reallocated to gasoline and hybrid production; all North American auto plants targeted for hybrid capability | North America, especially SUVs | Gasoline engines in hybrids; next-generation two-motor system | Capacity and product plan; 2027 launches targeted |
| General Motors | $918 million for four U.S. facilities in 2023, including $579 million for sixth-generation small-block V8 preparation at Flint | U.S. light-duty pickups; additional regional projects | Gasoline V8, gasoline and diesel trucks, flexible ICE/hybrid platforms | Investment announced in 2023; sixth-generation V8 described as launched for 2027 models |
| Ford | Ford Blue continues engineering gas-powered and hybrid vehicles; updated Puma mild-hybrid announced in the Netherlands | European product example | Mild hybrid and battery-electric versions of Puma | Current regional offering, not proof of a new global engine family |
| Toyota and BMW | Six-month renewable-gasoline pilot using existing vehicles | Europe | Combustion vehicles compatible with Repsol renewable gasoline | Fuel-compatibility demonstration, not a documented engine-investment program |
The figures in this table should not be ranked. The announcements use different units—vehicles, plants, dollars, euros and fuel trials—and none supplies a comparable cross-company gasoline-engine spending total.
Stellantis: the clearest large-scale multi-powertrain commitment
What the 2030 plan says
In its May 21, 2026 FaSTLAne 2030 plan, Stellantis said it expects more than 60 new vehicle launches and 50 significant refreshes through 2030. Its published powertrain breakdown lists 29 battery-electric vehicles, 15 plug-in hybrid or range-extended electric vehicles, 24 hybrid-electric vehicles and 39 ICE or mild-hybrid vehicles.
Those are planned launch counts, not sales projections. The categories also describe different kinds of vehicles: a mild hybrid still has a conventional gasoline engine, while a plug-in hybrid combines an engine with a larger battery and electric motor. Stellantis says it will broaden “multi-energy” coverage with new hybrids, battery-electric vehicles and highly efficient internal-combustion engines.
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The company says it plans to invest more than €24 billion over five years in global platforms, powertrains and new technologies. That is a corporate total, not a gasoline-only amount. It indicates substantial powertrain spending but cannot be used to calculate how much goes to combustion engines.
In a February 6, 2026 strategy reset, Stellantis said it would offer a growing range of hybrid and advanced ICE vehicles. CEO Antonio Filosa attributed the change to what he called “over-estimating the pace of the energy transition,” describing management’s explanation for aligning products with customer demand. It is a company rationale, not independent proof that all buyers are moving at the same rate.
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Honda: converting North American capacity to gasoline hybrids
Factory and product allocation
Honda’s May 14, 2026 business briefing says the company will reallocate all excess auto-plant capacity in Ohio to gasoline and hybrid production. It also says every Honda auto plant in North America will be made capable of producing hybrid models. That is a direct factory-capacity commitment rather than merely maintaining a few existing models.
Honda plans to begin launching next-generation hybrid vehicles, primarily SUVs, from 2027. The company says it is moving engineering and production resources toward hybrids because of current hybrid demand and its view of future demand trends. Those are Honda’s stated reasons; the announcement does not independently measure demand across every market.
What Honda is—and is not—investing in
Honda describes a next-generation hybrid system paired with a new platform and an electric all-wheel-drive unit. Its target is to improve fuel economy by more than 10 percent. This is a company target, not a measured result from an independent test.
The existing system Honda describes uses two electric motors together with gasoline engines. That supports a strong gasoline-hybrid strategy, but it does not establish a new standalone gasoline-engine family. Calling the program “gas investment” is accurate only when the gasoline role is identified as part of a hybrid powertrain.
General Motors: a new V8 for pickup customers
The Flint investment
In January 2023, General Motors announced $918 million across four U.S. facilities. Of that amount, $579 million was assigned to Flint Engine Operations to prepare for assembly of a sixth-generation small-block V8 and related machining. GM said the work would support a portfolio of internal-combustion vehicles alongside its electric transition.
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This is the most explicit standalone gasoline-engine manufacturing investment in the documented examples. It is still a company-announced allocation from 2023, so later production changes should be checked before treating the original budget as current spending.
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Silverado and Sierra applications
A GM article dated September 24, 2026 says the sixth-generation engine has launched in 2027 model-year Chevrolet Silverado and GMC Sierra light-duty pickups. GM also describes a broader truck-and-SUV strategy using advanced gasoline and diesel powertrains while it invests in EV platforms, batteries, charging and software.
GM frames the product decision around what it says customers need: capability, range, affordability, towing confidence and convenience. That statement explains the company’s positioning; it does not show that a gasoline powertrain is the best choice for every buyer or use case.
Flexible regional platforms with Hyundai
A 2025 GM announcement with Hyundai planned four co-developed vehicles for Central and South America, including a compact SUV, a car and pickups. The partners said those vehicles could use internal-combustion or hybrid propulsion. They also planned an electric commercial van for North America.
This is evidence of platform flexibility, not proof that all four vehicles have reached production. It also shows why geography matters: a powertrain plan for Central and South America should not be read as a global GM product commitment.
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Ford: a continuing gas-and-hybrid lineup, with narrower evidence
Ford describes its Ford Blue business as engineering “iconic gas-powered and hybrid vehicles.” In March 2026, Ford’s Netherlands operation announced an updated Puma mild hybrid alongside the fully electric Puma Gen-E.
That announcement supports a precise conclusion: Ford continues to offer a gasoline-based hybrid vehicle in at least one European market while also selling a battery-electric counterpart. It does not establish a broad new global gasoline-engine development program, a worldwide production allocation or a specific engine-investment total.
The distinction matters because a continuing product line and a newly funded engine family are different forms of evidence. Ford belongs in a scan of automakers still selling gas-based vehicles, but the available announcement is weaker proof of a new “big bet” than the factory and engine commitments described by Honda, Stellantis and GM.
Independent reader supportYour contribution helps us test, update, and keep practical guides available for everyone.Toyota and BMW: renewable fuel compatibility is not new-engine evidence
A Toyota Europe announcement describes a six-month pilot that began in July 2026. Toyota and BMW vehicles used Repsol renewable gasoline in the trial. The project examines whether existing combustion vehicles can operate with a lower-carbon liquid fuel.
That is relevant to the future of combustion vehicles, but it does not demonstrate that Toyota or BMW is funding a new gasoline-engine family, expanding engine plants or announcing a large new vehicle program. Fuel compatibility, engine development and model allocation are separate questions.
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Are hybrids still gas cars?
Usually, yes. A conventional hybrid (HEV) combines a gasoline engine with electric motors and a battery charged mainly through regenerative braking and engine operation. A mild hybrid adds a smaller electrical system that assists the gasoline engine but generally cannot drive the vehicle for long distances by itself. A plug-in hybrid (PHEV) uses a larger battery that can be charged externally, while a range-extended electric vehicle uses an engine primarily as a generator after the battery’s usable charge is depleted.
All of these can reduce fuel consumption or emissions compared with a comparable conventional vehicle, but they still involve combustion fuel. A battery-electric vehicle (BEV) has no onboard gasoline engine. Therefore, a launch count that combines ICE, mild hybrid, HEV and PHEV vehicles is measuring continued multi-powertrain coverage, not a single category of standalone gas cars.
How to read claims that an automaker is “still making gas engines”
- Identify the powertrain. Ask whether the announcement concerns a standalone ICE, a mild hybrid, an HEV, a PHEV/range extender or a BEV.
- Check the evidence type. A named engine plant, tooling budget and production start are stronger evidence of engine commitment than a general statement about customer choice.
- Locate the market. A North American factory plan, a Netherlands model announcement and a Central or South American platform program apply to different buyers.
- Separate present products from future plans. “Launching in 2027” is a target; it is not the same as a vehicle already available at dealers.
- Do not turn launch totals into sales forecasts. Stellantis’s 39 ICE/mild-hybrid launches and 29 BEV launches count planned products, not demand or market share.
- Look for the qualification. Company targets, customer-demand explanations and investment announcements are management claims unless independently measured.
What this means for the 2026 transition
The documented plans point to a staggered transition rather than a simultaneous end to combustion power. Stellantis is planning products across five powertrain groupings. Honda is directing unused North American capacity toward gasoline hybrids. GM is pairing a new V8 pickup engine with continued EV investment. Ford maintains a gas-based hybrid in Europe, while Toyota and BMW are testing renewable gasoline with existing vehicles.
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A free scan shows the junk files, broken settings and background clutter dragging Windows down - then fixes them in one click.Free scan · Windows 10 & 11At the same time, none of these announcements proves that gasoline will dominate future sales, that every planned model will launch on schedule or that a hybrid strategy equals a standalone engine-development program. The practical conclusion is narrower and more useful: major automakers are preserving combustion capability—often inside hybrids or high-capability trucks—while building electric products in parallel.
Limits of the evidence
- The examples are not an exhaustive global census of automakers.
- The available figures come from company releases and descriptions rather than a common independent market dataset.
- No source supplies directly comparable gasoline-engine research-and-development spending for each manufacturer.
- Future launch schedules, capacity allocations and investment amounts can change.
- Regional evidence should not be generalized to every market where an automaker sells vehicles.
For a current buying decision, check the automaker’s local lineup and the latest production announcement. For an industry comparison, keep engine investment, hybrid capacity, launch plans and fuel pilots in separate categories instead of treating them as one ranking.
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