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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Ride1Up has carved out a name for itself in the e-bike world by delivering sleek, well-equipped electric bikes that punch well above their price tag. Their latest model, the Ride1Up Vorsa, takes that formula and beefs it up into something more versatile… literally.
The Vorsa is Ride1Up’s answer to the growing demand for SUV-style e-bikes – those do-it-all electric rides that can handle your commute, your grocery runs, your kid-hauling trailer, and your backroad detours without flinching. And at $1,595, the Vorsa might just be the most affordable ticket into that category right now – at least for an e-bike that still includes a pile of interesting and high-value tech features.
To see what I mean, check out my video review of the Ride1Up Vorsa below. Then keep reading for the full details on this highly versatile ride.
Ride1Up Vorsa video review
Ride1Up Vorsa Tech Specs
- Motor: 750W and 95Nm rear hub motor
- Top speed: 28 mph (45 km/h) on pedal assist or 20 mph (32 km/h) on throttle
- Range: 30-60 miles (48-96 km)
- Battery: 48V 15Ah (720Wh) UL-certified with Samsung 50GB cells
- Weight: 65 lb (29.5 kg)
- Load Capacity: 440 lb (200 kg)
- Frame: Aluminum alloy 6061
- Brakes: Star Union hydraulic dual-piston disc brakes on 203 mm (front) and 180 mm (rear) rotors
- Extras: Shimano Acera 8-speed derailleur, new highly-detailed color LCD display, two frame styles of step-over and step-thru, semi-integrated rear rack with optional rack extender, and a wide range of other accessories
- Price: $1,595
Goes anywhere, does almost anything
E-bikes are getting more versatile, but the Vorsa takes versatility to the extreme.
This is already a powerful e-bike capable of 28+ mph Class 3 speeds (though ships out of the box with a Class 2 setting of 20 mph) from its 750W motor capable of a heart-thumping 95 Nm of torque. That means its a fast hill climber and ready for just about any challenge that a high-performance e-bike should be.
But then, on top of that, the bike’s design allows it to tackle very different styles of riding, from cargo needs with its semi-integrated rear rack to touring and trekking style rides with its 27.5×2.6″ Schwalbe touring tires.
That means the same e-bike you use to take the kids to school at in the morning can transform into your commuter bike to work and then into your single-track bike for weekend recreational riding.
And with a 720 Wh battery (UL-compliant, no less), you’ll have plenty of charge to do all of those things in the same day!
It’s par for the course at Ride1Up, something I learned when touring their factory last year and seeing firsthand just how important a combination of quality, practicality, and affordability are to the company. It’s obvious that the folks at Ride1Up want to give us riders as much battery, as much performance, and as much versatility as they can while keeping the price reasonable.
Packed with tech, but only the good stuff
It’s fun to see more tech enter the e-bike space, but some companies don’t seem to understand that more isn’t always better. It’s only a net benefit to me if it’s stuff I’ll actually use. Ride1Up has eschewed smartphone apps and other things that don’t add much usability and has now given us the stuff that actually matters.
For example, the new display on the Vorsa is much more involved, with more than just a higher-resolution color display. It shows metrics that actually mean something to me, like how much time I spend in different riding modes. This helped remind me to not only use the highest power modes but also drop the pedal assist down a few notches for more exercise.
There’s also built-in Apple FindMy tracking now, which is a HUGE added value for me. It’s not a guarantee that you’ll get your bike back if it’s stolen, but it’s a major headstart in recovering it. It may not be as helpful for you Android phone users out there, but for us iPhone folks who are held captive by Apple’s golden handcuffs, it’s a great system for finding just about anything, especially your e-bike. From my phone, I can see where my Vorsa is, and I can find it if someone tries to abscond with it.
Then there’s the new torque sensor from MiVice, which is honestly one of the most responsive torque sensors I’ve ever had the pleasure of pedaling. It’s fast, and it feels like my legs are just extra strong that day. Throttle-only riders won’t really benefit from it, and in fact may want to use the sensor selector option to put the bike back in cadence sensor mode to enable more of a ‘foot throttle’ feel, but most of us will prefer the torque sensor because of how impressively dialed in it feels.
Hardware design
That technology is nice, but it needs to complement good hardware, not replace it. In this case, the design of the Ride1Up Vorsa complements the tech, adding versatility and value without jacking up the price.
The semi-integrated rack is a really cool design that helps the bike achieve its 440-lb weight capacity. There’s even a rack extender that helps turn the bike into a longtail cargo bike, even if that tail sticks out in a slightly funny way.
Then there are the other nice upgrades over the usual suspects we see on $1,500-range electric bikes. Instead of plastic fenders, we get nice metal alloy fenders that look and feel better quality. Instead of a cheap 7-speed Shimano Altus derailleur, we get a nicer 8-speed Shimano Acera derailleur. Instead of a basic suspension fork, we get a longer travel 100mm fork. Instead of a compliance stem, we get an adjustable stem to dial in the handlebar angle to our liking. You name it, the upgrades are there.
The LED lighting, including the fender integrated lights, is also clearly higher quality than you’d expect on a value e-bike, making this an even higher value.
What’s not to like?
Don’t get me wrong, the Ride1Up Vorsa is great. It sets a new high watermark in what can be delivered at this price, especially considering the rampant inflation in e-bike prices brought on by new tariffs. But I can always complain about something, and so why stop now?
The Ride1Up Vorsa brings us a lot of cool tech and new hardware, but it comes at a cost, and that cost is weight. At 65-70 lb, depending on how many of the cool add-ons you install, the bike isn’t lightweight. You’ve got chunkier tires, a bigger battery, a more powerful motor, a more robust frame, a larger fork, metal fenders, and other parts that all add to the weight.
Next, Ride1Up has again played it incredibly conservatively with the color options. Your typical dark gray is there, then you get a fairly nice blue, and lastly, you’ve got a slightly confusing two-tone sage grayish-green option. There are no bright colors to choose from, which isn’t a departure for Ride1Up, but still a bit disappointing to me. Go wild, guys! Throw caution to the wind! Hit me with some color someday!
And lastly, Ride1Up continues to ship in smaller boxes that require the fork to be installed by the owner. This isn’t a complicated task when you’ve done it 100 times like it’s your job, which it is for me. But most people have done this zero times, and the ones who have can probably count the instances on one hand. This is an essential step in bike assembly and one that has very little margin for error, so most new owners would be advised to have a bike shop do it if they aren’t comfortable following Ride1Up’s clear and welcomed assembly video.
So I have my complaints like normal, but none are insurmountable. And to be honest, at $1,595, the price is so fair that I can overlook the limited color options and the longer at-home assembly. When it comes to the weight, that’s just the price we riders pay to have more performance and features included in our bikes.
I absolutely recommend the Ride1Up Vorsa to anyone looking for a ‘normal’ style e-bike (i.e., not a folder or a moped) but who wants the versatility to head in highly divergent directions, including everything from cargo hauling to recreational riding and daily commuting. It’s a winner and they stuck the landing on the Vorsa.
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Ford is sweetening the deal for EV buyers in the UK with free home chargers and more, just as its best-selling car, the Puma, gets an electric upgrade. The new incentives are part of Ford’s push to boost EV sales and gain market share overseas.
Ford is giving free EV chargers to buyers in the UK
The “Ford Power Promise” was initially launched in the US last October. It includes a free Level 2 home charger with any Ford EV purchase, including the Mustang Mach-E and F-150 Lightning.
Ford will also cover the cost of standard installation, along with some other goodies to sweeten the deal, like 24/7 live EV support, roadside assistance, and an 8-year, 100,000-battery warranty.
The American automaker is now extending the offer as it looks to win back market share overseas. On Tuesday, Ford launched the Power Promise in the UK to help make owning an EV easier.
Ford’s promo includes a free wall box home charger (with standard installation), an up to 10,000-mile home energy bonus, and an 8-year and 100,000-mile battery warranty.
Other incentives include a free five-year service plan, free five-year towing assistance, and access to over 33,000 public charging stations across the UK through Ford’s Blue Oval Charge Network.
Saving time and money
The offer is available across Ford’s EV lineup, including the new electric Puma Gen-E. Ford’s electric car lineup in the UK includes the Explorer Electric, Mustang Mach-E, Capri EV, E-Tourneo Custom, E-Tourneo Courier, and the new electric Puma. If you already have a home charger, you can opt for a £500 ($650) cash bonus.
Ford EV buyers will also benefit from its partnership with Octopus Energy, the UK’s largest energy supplier. Using “Intelligent Octopus Go,” you can save up to 70% on energy costs by charging overnight (7p/kWh).
According to Ford, charging the new electric Puma Gen-E can cost as little as £3.23, or less than $5. Ford launched the Puma Gen-E, the EV version of its best-selling car in Europe, starting at just €36,900 ($38,800) in December. In the UK, the Puma Gen-E Select starts at £30,795 ($39,300).
Since launching the program, Ford has extended the offer to Canada. In the US (and Canada), Ford’s Power Promise runs until June 30, 2025.
According to Ford’s research, the 2025 Mustang Mach-E eAWD extended-range battery can save $26 compared to filling up a gas tank. The 2025 Ford F-150 Lightning Lariat could save you up to $55 compared to a similar pickup.
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The US solar industry is used to tariffs, but President Trump’s latest round of tariffs is still expected to wreak havoc, like in many other sectors.
But homeowners still have time to go solar, thanks to developers building solar panel stockpiles in the US.
During his first term, President Trump imposed many tariffs that affected the US solar industry.
Since then, the industry has adapted with some domestic solar module manufacturing, but most solar products still come from overseas. Chinese manufacturers moved some of their factories to other Asian countries to adapt, but now Trump’s sweeping tariffs also target those countries, like Vietnam.
But solar developers, who have experience with tariffs, have been savvy enough to build stockpiles of solar panels in the US over the last year.
Some estimates put the current stockpile at 50 gigawatts, which is roughly what the US deployed last year. However, 50 GW does not include all the solar energy deployed in the US last year, residential, commercial, and utility-scale, and most of the stockpile is estimated to be equipment for rooftop solar.
Tariffs coming into effect tomorrow will certainly impact the industry, but the stockpiles are likely to reduce the impact and give homeowners more time to go solar this year without price increases or with smaller price increases.
The timing is good as US homeowners are increasingly turning to solar to reduce their energy costs, which are also expected to increase.
The trade wars started by Trump are increasing the electricity rates in states that get electricity from Canada.
The President is also expected to sign a new executive order boosting the nation’s coal industry this week. The order is expected to involve reductions in environmental requirements to help save coal plants due for retirement.
However, most coal plants are being retired because they are uncompetitive, not because of environmental concerns.
In addition to tariffs on solar panels and inverters imported from overseas, the new tariffs are expected to greatly increase the cost of home energy storage, which is often installed with rooftop solar power systems.
We previously reported that home battery packs, like Tesla’s Powerwall, use battery cells from China, which is about to be hit with massive new tariffs.
If you are interested in going solar, now is the time, and we suggest using EnergySage. It’s a free service that will enable you to get quotes and compare them without any hassle, and you only talk to someone when you are ready to move forward with your project. They work with a great number of solar installers and help you get the best price.
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