Plug-in hybrids use more gas than estimated, dieselgate whistleblower says
Plug-in hybrids use far more gasoline in the real world than regulatory agencies account for, according to a new analysis of data by the International Council on Clean Transportation, the research group that broke the Volkswagen dieselgate scandal.
The ICCT analyzed data both from Fuelly, an app which helps drivers track their fuel efficiency, and from the California Bureau of Automotive Repair (BAR). It then compared this data to regulatory agency estimates and found that PHEVs are not driving on electric power nearly as often as the EPA had assumed they are.
This could have significant implications for the way plug-in hybrid cars are regulated since they seem to produce more emissions and use more gasoline in practice than previously thought.
The data showed that PHEVs spend 26-56% less time in all-electric drive mode (this is called the “utility factor”), and therefore consume 42-67% more fuel than EPA labeling suggests.
Further, the unbiased data from BAR looked worse than the self-reporting data from Fuelly:
Researchers think this is because self-reported MPG data will skew towards drivers who pay more attention to efficiency, and thus are more likely to drive in a more efficient manner and remember to plug in their cars. But the data from BAR doesn’t include this bias, so in reality, PHEV shortcomings probably skew on the high end of these percentage estimates.
The ICCT had even more drastic results in an earlier study in Europe. In that study, fuel usage and emissions for PHEVs were 3-5 times higher than WLTP estimates suggested. Part of this was due to company cars where a company would pay for fuel, but not electricity, and thus were never plugged in, but were purchased by the company in order to get PHEV incentives. But even for non-company cars, the disparity between WLTP and real-world estimates was even larger than in the US.
Research lead Aaron Isenstadt showed us a table of the best- and worst-performing PHEV models, and pointed out that, as expected, “range-extended” models (like the i3 and Volt) which focus on using the engine as a backup generator for an ample battery tended to have higher electric usage. Whereas PHEVs with vestigial batteries like the original Plug-in Prius, or where the target customer was less environmentally-minded like the Range Rover and Panamera, were barely ever plugged in.
| BestEDS | BAR data (MY19+, automatic collection) | Electric drive share | Fuelly data (MY11+, user-reported) | Electric drive share |
| 1st | 2019 Chevrolet Volt | 0.623 | 2014 BMW i3 REX | 0.900 |
| 2nd | 2019 Volvo S60 AWD | 0.548 | 2016 BMW I3 REX | 0.875 |
| 3rd | 2022 BMW 530e Sedan | 0.499 | 2017 BMW i3 REX | 0.864 |
| 4th | 2021 BMW 330e xDrive | 0.486 | 2015 BMW I3 REX | 0.824 |
| 5th | 2019 Volvo XC60 AWD | 0.442 | 2016 Cadillac ELR | 0.807 |
| WorstEDS | BAR data (MY19+, automatic collection) | Electric drive share | Fuelly data (MY11+, user-reported) | Electric drive share |
| 5th | 2020 BMW 530E | 0.116 | 2014 Porsche Panamera S E-Hybrid | 0.115 |
| 4th | 2022 Volvo XC90 T8 AWD Recharge | 0.080 | 2013 Toyota Prius Plug-in Hybrid | 0.113 |
| 3rd | 2020 Land Rover Range Rover PHEV | 0.062 | 2014 Toyota Prius Plug-in Hybrid | 0.082 |
| 2nd | 2022 Hyundai Tucson Plug-in Hybrid | 0.054 | 2014 Honda Accord Plug-in Hybrid | 0.045 |
| 1st | 2022 Kia Niro Plug-in Hybrid | 0.051 | *** | 0.000 |
Isenstadt said that the only model he would consider a high-achiever is the BMW i3 REX. Other models fell far short of expected EPA numbers. The EPA generally expects PHEVs to use electric drive 80% of the time or more (though this scales up and down based on battery size), and only the i3 crossed the EPA’s bar.
The i3 was notable for its large (~100 mile) battery and small, optional engine (with a corresponding very small gas tank). This resulted in it being treated more like an electric car with occasional gas capability, as opposed to many of today’s PHEVs which operate in blended mode.
We also spoke with Stephanie Searle, the study’s project manager, about the results. She wanted to highlight just how large the disparity was between regulatory and real-world numbers – not just a few percent, but more than 50%.
Searle noted that the BAR numbers were the first time ICCT had used unbiased, non-self-reported numbers in its analysis, and the fact that they were worse than the self-reported numbers means that the problem is perhaps worse than previous research indicates. She considers the BAR numbers to be more robust, but also noted that even the self-reported numbers from Fuelly, where you would expect efficiency-conscious drivers to live, showed a massive disparity.
Policy recommendations
The ICCT hopes that its research will influence policy around PHEVs by providing regulators with more data about the actual carbon reductions (or relative lack thereof) achieve by PHEV deployment.
The ICCT issued five specific recommendations to the EPA:
- Adjust the regulatory utility factor downwards for PHEVs to reflect current real- world performance.
- Require in-use data reporting for specific PHEV models to receive a higher utility factor reflective of said in-use data
- Adopt minimum electric driving range requirements, similar to California’s range requirements for zero-emission vehicle crediting in its Advanced Clean Cars II regulation
- Adopt maximum engine power-to-weight limits
- Establish a higher utility factor corresponding to the purchase of PHEV by drivers with demonstrated home chargers or manufacturer assistance with charging access
It also recommended that manufacturers could incentivize regular charging by assisting with home charger installation and by actively reporting cost of driving to users, and that tax administrators could incentivize PHEV purchases by restricting tax credits to PHEV models which display high utility factors. The US government recently expanded EV tax credits in the Inflation Reduction Act, allowing even small-battery (>7kWh) PHEVs access to the full $7,500 credit, a contrast to ICCT’s recommendations.
Will EPA follow California?
Further, the EPA is currently considering new emissions rules for 2027 and later model year vehicles. It’s expected to announce them this coming spring.
Searle hoped that these coming rules would be heavily influenced by California’s recent “Advanced Clean Cars II” standard. When that standard was unveiled, we at Electrek said it could be better, but part of California’s reason for making easier rules was because it wanted to set a standard that could be applied to other states in the country where EV sales aren’t as high as in CA.
If the EPA decides to align its rules with California’s, as previously happened under President Obama, this could reduce light-duty transport emissions by about 75% nationwide compared to current levels, said Searle (light-duty emissions make up 57% of transport emissions). The ICCT recently posted a blog showing that targets roughly in line with California’s are necessary to meet President Biden’s goal to align US policy with the Paris Agreement.
The new California rules ban the sale of new gas cars after 2035, but allow up to 20% of new vehicles to be PHEVs. These PHEVs do need to meet minimum range requirements, in the hopes that cars with larger batteries will be more likely to be plugged in.
These findings show that even those California rules might overestimate the emissions reductions from PHEVs, and more consideration should be put into how to maximize the percentage of time people spend on electric drive, rather than using gasoline.
Do PHEVs matter?
All that said, this grousing over PHEVs may not matter much in the long run. ICCT says production costs are dropping faster for BEVs than PHEVs, which means all this may be a moot point in the future. Since PHEVs are basically two cars in one, falling battery prices may make BEVs an even clearer better choice for both buyers and manufacturers. PHEVs are currently rather popular in Europe, with similar market share as BEVs (partially due to the company car effect mentioned above), but have lagged far behind BEVs in the US, and it doesn’t look like they’re going to catch up.
But as long as we are in the current battery-constrained production scenario we are in, the ICCT’s new data will help regulators understand the relative carbon reduction potential of PHEVs as compared to BEVs, and that the benefit of PHEVs may be smaller than previously expected.
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Donald Trump signed two executive orders today that walked back parts of tariffs he previously imposed on US automakers ahead of a rally in Michigan to mark his first 100 days in office.
The Wall Street Journal first reported today in an exclusive that Trump was “expected to soften the impact of his automotive tariffs, preventing duties on foreign-made cars from stacking on top of other tariffs and easing some levies on car parts.”
Trump signed an executive order making sure the 25% tariffs on vehicles and certain auto parts won’t stack on top of existing aluminum, steel, or Canada and Mexico tariffs. He also gave automakers a credit to help blunt the impact of the 25% duties on imported parts that go into US-built cars.
Trump’s backpedal comes after weeks of meeting with automaker executives, and a week after a coalition that included GM, Toyota, Volkswagen, and Hyundai sent a letter urging him to drop tariffs on foreign auto parts due to land in May.
American Automotive Policy Council (AAPC) president Matt Blunt today said in response to the executive orders, “American Automakers Ford, GM, and Stellantis appreciate the administration’s clarification that tariffs will not be layered on top of the existing Section 232 tariffs on autos and auto parts. Applying multiple tariffs to the same product or part was a significant concern for American automakers, and we are glad to see this addressed. We will review the details of the executive order closely to assess how effectively it will mitigate the impact of tariffs on American automakers, our domestic supply chains and ultimately American consumers.” The AAPC represents Ford, GM, and Stellantis.
Electrek’s Take
The 25% auto tariffs implemented under Section 232 of the Trade Expansion Act aren’t going anywhere, and most economists say that tariffs will raise car prices and slow auto sales. This White House Fact Sheet is titled, “President Donald J. Trump Incentivizes Domestic Automobile Production.” Where’s the incentive? US automakers are just getting hit with the stick once instead of twice, and they’re thanking Trump for it.
The carrot that worked as an incentive was Biden’s Inflation Reduction Act, along with the stability that came with it. All this whiplash is terrible for the US and global economy.
Read more: Killing IRA EV tax credits will ruin US EV and battery industries – Princeton study
Now is a great time to begin your solar journey so your system is installed in time for those longer sunny days. If you want to make sure you find a trusted, reliable solar installer near you that offers competitive pricing, check out EnergySage, a free service that makes it easy for you to go solar. They have hundreds of pre-vetted solar installers competing for your business, ensuring you get high-quality solutions and save 20 to 30% compared to going it alone. Plus, it’s free to use and you won’t get sales calls until you select an installer and share your phone number with them.
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New data suggests that the Tesla Powerwall 3 is significantly disrupting the US solar inverter market.
The home battery pack’s integrated inverter is changing the game.
Tesla acquired its solar business when it bought SolarCity in a controversial deal due to Musk being a large shareholder of both Tesla and SolarCity, and Musk’s cousin led the latter.
The automaker kept the SolarCity operations going for a few years. In fact, it continued until after Tesla shareholders sued Musk over the acquisition, and Musk defended himself by claiming that SolarCity had become an integral part of Tesla.
Shortly after he won the lawsuit, Tesla virtually stopped all operations that came from its SolarCity acquisition, which primarily consisted of residential solar financing and installations.
Tesla even stopped reporting solar deployment. The company’s energy business now consists almost entirely of Powerwall and Megapack deployments.
However, the launch of the Powerwall 3 has indirectly brought Tesla back into the solar business, as the home battery pack features an inverter that works for both solar and storage applications.
EnergySage is a company that matches solar installers with potential buyers, and as a result, it has a wealth of interesting data about the solar industry in the US. Today, it released its Spring 2025 Marketplace report.
In the report, EnergySage revealed that Tesla became the second-most quoted inverter brand in the second half of last year:
Tesla became the most quoted battery brand in H2 2024, occupying 63% of Marketplace share nationwide. Because the Powerwall 3 includes an integrated inverter, Tesla also became the second-most quoted inverter brand. With batteries increasingly being added to solar systems—the national battery attachment rate jumped to 45% in H2 2024, an all-time high—Tesla’s growth was a key driver of the low storage and solar prices seen on EnergySage. In 2025, we are examining whether brand backlash and equipment shortages will affect Tesla’s Marketplace share.
This is also a byproduct of the increased popularity of energy storage systems when deploying new solar systems.
In big solar markets like California and Texas, the majority of residential solar quotes are attached to batteries, and Tesla is not the top quoted brand, thanks to Powerwall 3:
Powerwall was already the preferred home battery pack for many homeowners, and the fact that it now includes a solar inverter has made it even more attractive, as most home energy storage systems in the US are being deployed along with rooftop solar.
The Powerwall 3’s solar inverter integration is pushing solar plus storage costs down quite a bit.
The popularity of the Powerwall 3 has particularly hurt Enphase, a leader in solar inverter. It had 73% of the US market in 2022, and now it is down to 53%.
Despite Tesla driving prices down, Powerwall 3 is not the cheapest battery pack available. Panasonic and EG4 batteries were both priced lower on a per kWh basis than Tesla’s in the second half of 2024, but Tesla won on cost when also replacing the solar inverter.
However, it’s not all good news from Tesla. EnergySage also recently reported an increase in customers requesting alternatives to Powerwalls in 2025, partly due to Elon Musk’s increasing controversy.
If you’re interested in installing solar panels and/or batteries for your home, we recommend using EnergySage. You will be able to get quotes without any hassle and only talk to someone when you are ready to move forward. Within minutes, you can get on the path to producing your own power with solar and battery storage, including with Powerwall.
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Here’s something most people don’t know: In the US, switching to solar and battery-based energy can actually save you money on taxes. And it’s not a future promise – it’s happening right now. Under the US Residential Clean Energy Credit, BLUETTI’s eligible solar systems and home batteries qualify for a 30% federal tax credit through 2032. That means with the right model, like the AC500 Home Battery Backup, you’re not only saving on electricity, you could also get a portion of your purchase back during tax season.
Meanwhile, gas generators are quietly costing more
There’s a reason so many people have relied on gas generators: they’re familiar, accessible, and have served us well for years. But as fuel prices continue to rise and usage becomes more frequent, the hidden costs of gas generators are quietly piling up:
- Ongoing fuel expenses, especially during summer or storm seasons
- Routine maintenance and part replacements
- Stricter regulations in certain areas limiting usage times
- Noise complaints and environmental concerns
It’s not about shaming these tools—it’s about recognizing when the cost-to-benefit ratio starts to shift.
Not ready to give up your generator? Start small with the BLUETTI AC60
The move to clean energy doesn’t have to be all or nothing. Sometimes, the right first step is simply trying a lightweight alternative, like the AC60 Portable Power Station (Pioneer 50).
- Compact and powerful: 600W output (1000W surge) covers most outdoor needs
- Historically affordable: Only $269 after subsidy
- Fast charging: 80% charge within an hour
- IP65-rated for water and dust resistance – ideal for outdoor life
- Backed by a 6-year warranty, cutting down on waste and replacement costs
- Expandable to 2,015Wh capacity for powering phones, laptops, and more
Whether you’re into camping, road trips, or just want something for light backup at home, portable power stations like AC60 are an easy way to test the waters – no big commitment needed.
Need something stronger? Apex 300 is built to last
For those looking to level up their home battery backup or long-term savings, the Apex 300 offers a durable, future-forward alternative. With second-gen EV-grade batteries rated for 6,000+ cycles, this power station can last up to 17 years – nearly twice as long as typical models.
More reasons why Apex 300 stands out:
- Ultra-efficient 20W AC idle drain extends fridge runtime by up to 24 hours and boosts CPAP usage by 2.5x compared to typical units
- Built-in 120V/240V dual output with 12,000W bypass that powers 99% of home appliances, even a Tesla EV
- 2-year savings sprint when paired with one Solar X 4K Charge Controller for a massive 6400W solar input
- Whisper-quiet at 40dB, no fumes, no fuel
- Time-of-use savings made easy: Easily schedule and monitor energy usage with a user-friendly app and a clear, intuitive LED screen
- Expandable ecosystem: Add extra B300K batteries or a smart 700W Hub D1 to grow your setup as your needs evolve, from whole-home backup to off-grid RV power
This isn’t about replacing your gas generator overnight. It’s about introducing a better Plan B that’s cleaner, quieter, and built for the long haul.
Thinking about a cleaner future? BLUETTI is offering a little help
In honor of Earth Day, BLUETTI has launched a new Clean Energy Incentive Program. Gas generator owners around the world can submit basic info about their devices and select a clean power product to receive an exclusive subsidy.
The compact AC60 and other select models are already available at subsidized prices through BLUETTI’s Clean Energy Incentive Program – a practical step designed to support a smoother, more affordable transition to greener living.
Meanwhile, early access to the all-new Apex 300 Portable Power Station is now open through May 19, ahead of its official launch on May 20 on Indiegogo.
Going green isn’t about rushing
It’s about small, thoughtful choices that build toward something better – for your home, your wallet, and the planet. BLUETTI believes real change happens step by step, just like the LAFF (Light An African Family) Initiative. By walking the same path as those in need, the team can better understand and manage which solutions will most effectively help families who need affordable, sustainable energy.
So even if your gas generator still works just fine, it might be worth looking at a smarter backup. The future doesn’t have to be all-or-nothing. It can start with one quiet step with BLUETTI’s solutions, and this simple step could lead to a brighter, more sustainable future for everyone.
About BLUETTI
BLUETTI is a dedicated advocate for sustainability, integrating ESG principles throughout product design and corporate initiatives. Through impactful projects like LAAF (Light An African Family), BLUETTI provides affordable, sustainable energy solutions to communities across Africa. By partnering with Leave No Trace, a 501(c)(3) nonprofit, BLUETTI supports responsible outdoor recreation through clean energy solutions that minimize environmental footprints. This blend of craftsmanship, reliability, and a focus on real-world needs is what makes BLUETTI trusted in over 110 countries and regions.
Follow BLUETTI on Twitter/X here and on Facebook here.
All photos: BLUETTI
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