Key Takeaways

  • PHEV owners aren't plugging in enough, leading to higher fuel consumption and emissions, defeating the purpose of owning an electric hybrid.
  • PHEVs offer flexibility between electric and gas power but have low electric-only range, impacting their efficiency and environmental benefits.
  • Solutions to increase PHEV charging include incentives for electric mileage and faster charging options to promote electric powertrain usage.

The all-electric car revolution is in full swing, but PHEVs are equally crucial. It acts as a sort of ice-breaker for an ICE car owner before jumping into the silent world of EVs. So, plug-in hybrids are becoming one of the most popular forms of vehicle on the planet as we move away from pure internal combustion power. We already have many plug-in hybrid luxury cars and supercars to drool over. However, while there are several things PHEV owners love about their cars, research shows that PHEVs, even in 2024, are not getting plugged in as much as they should be by owners.

UPDATE: 2024/03/25 00:07 EST BY OLAKUNLE BALOGUN

We have updated this article with more interesting information on why PHEV owners don't plug in their cars. We also discuss how this does more harm than good, while also highlighting some changes that could aid PHEV charging adoption.

Of course, if people are not plugging their PHEVs in as intended, it defeats the purpose of owning such a vehicle. The whole ethos behind hybrids and electric cars is to be as efficient and green as possible. Yet, according to a study from the International Council on Clean Transportation (ICCT), many PHEV owners simply aren't plugging in their PHEVs. This habit hurts efficiency and emissions, too, and in this post, we analyze reasons why gearheads indulge in it.

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Owners Feel It Is Not Mandatory To Plug In Their PHEVs

With an all-electric vehicle (also known as a BEV), gearheads are more likely to plug their cars in daily, to ensure they always have enough charge for their daily commute. Simply put, charging is mandatory on an all-electric vehicle. Don't charge it; you won't get anywhere in it. Compulsory charging is not an issue with PHEVs, even if they are hybrid at heart. Notably, in comparing hybrid vs plug-in hybrid, the plug-in hybrid car can be powered strictly by electricity, while a hybrid cannot be powered by electricity alone. PHEVs can, of course, drive purely on the gasoline engine. However, what the ICCT's research has found is that this leads to a rather negative fuel consumption rate.

According to the ICCT's study, as far as regulators are concerned, PHEVs are simply not being charged as much as they should, and this is having quite an impact on their maximum emissions benefit. The ICCT states that PHEVs should be plugged in daily to take advantage of their emissions benefit over regular ICE cars.

The study shows that early adopters of PHEVs are more than likely to get access to charging either via a charging station near their home or a charging point at their house itself. More mainstream adopters can't be assumed to plug their car in as often. The ICCT is hoping that this can be remedied. To do this, they have recommended looking at actual electric miles driven by PHEVs. This can then be used to inform regulatory decisions. They argue that the EPA could easily generate the data needed via on-board reporting diagnostics.

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PHEVs Have Very Low Electric-Only Range Even In 2024

2024 Alfa Romeo Tonale Hybrid front third quarter accelerating view
Alfa Romeo

The stats regarding just how low the miles are make for an interesting read. The California Bureau of Automotive Repair (BAR) found that real-world electric miles driven by PHEVs are much lower than they could be. They have put it in the region of 25%-65% lower, a huge percentage range.

Fuel consumption, conversely, is some 42%-67% higher, thanks to that lack of miles done on electric power only. This is all based upon the EPA-sanctioned window-sticker labels, making for some pretty shocking reading. People are simply not maximizing the potential of their cars.

Plug-In Hybrid Car Of 2024

Maximum Electric-Only Range

Alfa Romeo Tonale PHEV

31 miles

Audi Q5

23 miles

BMW 330e

23 miles

BMW 530e

62 miles

BMW XM

30 miles

Chrysler Pacifica Plug-In Hybrid

32 miles

Ferrari 296 GTB

15.5 miles

Ferrari SF90

16 miles

Ford Escape PHEV

37 miles

Hyundai Tucson Plug-In Hybrid

33 miles

Hyundai Sportage Plug-In Hybrid

34 miles

Jeep Grand Cherokee 4xe

25 miles

Jeep Wrangler 4xe

22 miles

Kia Sorento Plug-In Hybrid

32 miles

Lexus NX Plug-In Hybrid

37 miles

Lincoln Corsair Plug-In Hybrid

27 miles

Porsche Panamera 4 E-Hybrid

59 miles

Porsche Cayenne E-Hybrid

20 miles

Toyota Prius Prime

44 miles

Toyota RAV4 Prime

42 miles

Volvo XC90 Recharge

32 miles

Volvo XC60 Recharge

35 miles

Volvo S60 Recharge

41 miles

Volvo S90 Recharge

38 miles

Volvo V60 Recharge

41 miles

Drivers need to begin maximizing the electric mileage within their cars as frequently as possible. The ICCT says it is recommending a minimum electric range requirement for PHEVs. California currently has something similar for its range of requirements regarding zero-emission vehicles. California will require a 50-mile range from PHEVs in the future, depending on a few testing cycles.

This change could see the range of some PHEVs jump by an incredible 40 miles, showing just how poor the range on some of these vehicles actually is. The only PHEVs on sale today that have an electric-only range of over 40 miles include the Toyota Prius Prime, Toyota RAV4 Prime, Volvo S60 Recharge, Volvo V60 Recharge, and Porsche Panamera 4 E-Hybrid. It's little wonder people tend to use their gasoline engines all the time.

More Changes Could Help Increase PHEV Electric Range

Ferrari SF90
Ferrari

Some Changes That Could Aid PHEV Charging Adoption

  • Reduced fuel tank sizes
  • Charging and electric mileage milestone incentives
  • Education on cost implications of gas-powered car
  • Faster charging and increased access to charging ports
  • Increase energy storage capacity

Some recommendations that could aid PHEVs getting plugged in include increasing the electric range of the vehicles, as low range is one of the reasons this type of car isn't so popular. Besides these, reducing the size of the fuel tanks, while increasing the battery capacity or maximum electric range in PHEVs could also discourage gearheads from relying solely on ICE, thereby cutting down significantly on greenhouse gas (GHG) emissions.

By so doing, gearheads will see their plug-in hybrid vehicles more as an electric car that can alternatively be gas-powered over a short distance, to avoid getting stranded when the battery gets low, as opposed to a gas-powered car that can be electric-powered over a short distance.

Furthermore, factors that affect the real cost of charging electric vehicles are diverse. Hence, adding an incentive to the charging process and subsequent usage of the charger could be a great way of improving the adoption of the electric propulsion option in PHEVs. The ICCT's report established that gearheads often opt for PHEVs over other non-plug-in car options to benefit from federal and state incentives. Many people are said to have claimed up to a $7,500 tax credit among other rebates, but ended up driving their cars more like ICE-powered cars than EVs. Therefore, tying some of these rebates to electric mileage milestones could be a better way of accurately measuring and rewarding environmentally conscious drivers.

According to a study by Forbes, it costs a lot more to fuel an ICE-powered vehicle over a distance, than to power an EV over the same distance. Seeing that most PHEV owners drive their vehicles more with the ICE powertrain, one can easily deduce that they are oblivious of the cost implications of their actions. To reverse this wasteful trend, manufacturers and the government have to do more to sensitize the automotive world about the negative cost implications of such an action.

Some of the fastest-charging electric cars take as little as 15 minutes to get to full charge. Nonetheless, this impressive feat will still have to be improved upon if more people are to ditch the ICE powertrain of their PHEV for electric powertrain. With the constant improvement in technology in the automotive sector, this might soon be a reality. All these efforts have the potential to push PHEVs more in the direction of electric propulsion, thereby bringing the usage of those electric miles up while bringing fuel consumption down. This will also ensure that PHEVs stay relevant in the face of the fully electric powertrain revolution.

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PHEVs Vs BEVs Vs Hydrogen Fuel-Cell EVs: The Question Of Relevancy

2023 Mitsubishi Outlander PHEV Front Three Quarters View Image
Mitsubishi

Are the emission benefits of PHEVs really worth it? Many feel that all-electric cars should be the focus of automotive manufacturers. But PHEVs offer a good alternative for those not yet ready to commit to fully electric cars. There are also a lot of other factors at play, such as reliability and cost compared to all-electric cars.

Step one of making PHEVs more relevant in 2024 is to dial up the electric-only range. The battery pack shouldn't be minuscule, and owners should feel the urge to charge them without being intimidated. Currently, the electric powertrain of PHEVs makes sense only for city runabouts and for chores, too. Plug-in hybrid owners have to resort to using the ICE engine when taking the freeway. So, bumping up the electric-only range will also expand the use cases of a PHEV. It will start becoming a more relevant competitor to BEVs, which are evolving rapidly. PHEVs then might stand a chance against the onslaught of the all-electric cars.

Notably, BEVs are not the only threat to PHEVs. Hydrogen-cell-powered electric cars, albeit rare and less popular, can replace PHEVs if they break out of limbo. Currently, two hydrogen fuel-cell cars are on sale — the 2024 Toyota Mirai and the 2024 Hyundai NEXO. These are also only available to buy in California. Honda used to make the Clarity hydrogen fuel cell car, but it was discontinued in 2021 owing to poor sales.

Sources: ICCT, Fuel Economy, BAR, Forbes