Yet another study shows plug-in hybrids aren’t as clean as we thought
A new report by the European Commission adds yet another real-world data point showing that plug-in hybrid electric vehicles create much more emissions than we previously thought – by an average of 3.5 times as much as lab testing indicates.
Plug-in hybrids (PHEVs) are thought to bring the best of both worlds – a large enough battery to take care of your daily tasks, paired with a gas engine for longer trips or when you can’t find a charger. There are downsides in cost and complexity, but the powertrain choice does provide more options than others.
For this reason, PHEVs have long been thought of as an ideal transitional technology between gas vehicles and electric ones. People would be able to do most of their driving on electricity and only occasionally use gas.
The problem is… that doesn’t happen.
Multiple recent studies have shown that in the real world, plug-in hybrids pollute much more than their labels would indicate – though still less than pure-fossil vehicles – both because they overstate their capabilities in electric-only mode and because people simply don’t plug them in.
The latter is referred to as “utility factor” – the percentage of time that a PHEV gets used on electric drive rather than its combustion engine. In reality, PHEV utility factors are much lower than emissions testing credits them for, which means that in practice, PHEV emissions are much higher because they use the combustion engine more often than expected.
Previous studies were done in Europe by T&E and TU Graz (T&E has done multiple studies on this) and by the ICCT utilizing data from California. In each case, PHEV emissions and fuel use were much higher than expected, though it differs for various regions and car models. Models with larger batteries – “EV-first” designs – tended to have higher utility factors and lower emissions.
However, this report is important because it was done by a government entity, rather than by NGOs.
The new EU Commission report shows “emissions gaps” – that is, the difference between expected and real-world emissions for PHEVs – that are very high in all examined countries in Europe. Gaps fell between 176% (Finland), up to 287% (Poland).
The “emissions gap” differs from country to country due to patterns in vehicle use. For example, Germany tends to have lower utility factors, and thus a high emissions gap of 284%, because PHEVs are often leased as company cars, giving companies significant benefits, and then driven like gas cars and never plugged in. But the numbers are high regardless of country.
An emissions gap also exists for petrol- and diesel-fueled vehicles, with each of them also emitting more than WLTP numbers would indicate – and therefore getting lower mileage, and having higher fuel costs, than consumers would expect by looking at the label. But those emit about ~20% more, whereas PHEVs emit on average over 200% more.
This data is particularly relevant given recent discussions about regulatory requirements for vehicles. Regulators have softened some targets, in many cases giving PHEVs additional credit for emissions reductions that data shows us are underwhelming.
For example, California’s 2035 phaseout for gas vehicles still allows 20% of cars to be PHEVs – which we now have additional evidence will emit much more than expected. Though those rules do have certain minimum requirements for PHEVs (which nevertheless could perhaps use updating to reflect real-world findings).
Also, the EPA’s new rules, finalized last week, offered multiple pathways for manufacturers to comply, one of which relies heavily on PHEVs. But it also explicitly acknowledged that current utility factor estimates are too high and need to be revised downwards, but pushed back implementation of the new utility factors to 2031 instead of 2027 – allowing PHEVs to continue to pollute for years further.
The Commission’s report will be used in future EU regulations to inform utility factors in official test procedures. A rule change is already in the plans for 2025, but the report says that the rules might need to “further adjusted” given the real-world data within it.
Electrek’s Take
We’ve long thought that PHEVs are only good if they actually get used, and in order to do that, you need to design PHEVs to be used on battery charge only.
There are a few good PHEVs that fit this description, like the Chevy Volt and BMW i3, and these models tend to have much higher utility factors than other models do. But cars which, for example, kick you out of EV mode as soon as you hit the accelerator, aren’t particularly useful in terms of avoiding fossil fuel use.
And now here we have data to confirm, once again, that PHEVs are not as clean as some – like Toyota, for example – might have you think.
I certainly know people who have had less-serious PHEVs and never or rarely plugged them in – like a friend who had an early Plug-in Prius that he didn’t even bother to plug into 120V because of its minuscule battery, and because his car’s electricity use wouldn’t be enough to make it worthwhile to install a charger and set up time-of-use charging for discounted electricity as his house.
Fortunately (?), PHEVs have also historically had the least consumer uptake, so there aren’t that many cars currently affected by this undercounting of emissions. But it is still important that we arrange regulations around this new knowledge of real-world emissions.
While EV and conventional fossil-fueled hybrid sales are both rising rapidly, PHEV sales have had significantly more modest sales growth. Part of the reason for this is likely because people who aren’t interested in plugging in will just buy a conventional hybrid, and people who are interested in plugging in would prefer the simplicity of full electric drive.
There are solutions going forward, though. As suggested in the previous T&E and ICCT studies, PHEVs should be designed with an electric-first mentality, with large enough batteries to be practical for everyday use, and regulatory schemes should use these real-world values and be centered around ensuring these vehicles be used on electric power instead of being given tax breaks for just driving around on gas. Regulators should change their schemes to take this knowledge into account – and they should do it now, not in 2031.
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Japanese equipment giant Komatsu dropped its new, 320-ton Power Agnostic 930E mining truck at MinsExpo trade show in Las Vegas, calling it a future-ready solution that can run on diesel, hydrogen, or pure electric power.
Komatsu continues to develop alternative engine technology with the release of its first commercial rigid-frame dump truck with a “power agnostic” platform for running on diesel, hydrogen, or even battery electric power.
That’s because the platform is designed around the concept of a modular powertrain. The design not only gives the Komatsu assembly line an easy way to build diesel, BEV, and hydrogen fuel cell rigid haulers on the same line, but also enables customers to upgrade from diesel to battery electric or hydrogen down the road, if and when whatever logistical obstacles that are preventing them from running an electric or hydrogen solution today are overcome.
“This platform enables mining companies to start with conventional diesel engines and gradually transition to cleaner energy sources as needed, including utilization of trolley assist for diesel or as one of the future dynamic charging solutions for battery trucks to reduce fuel consumption and emissions,” reads Komatsu’s press material. “Whether adopting battery technology, hydrogen fuel cell technology or a combination of energy systems, the Power Agnostic 930E provides the infrastructure and adaptability necessary to meet evolving sustainability goals.”
Potential customers got a sneak peek at the concept truck, which they were apparently allowed to test at Komatsu’s Arizona proving grounds ahead of MineExpo (I wasn’t invited). The first pre-production Power Agnostic 930E prototype will make its way to Sweden in the coming months, where it will be put to work alongside other electric Komatsu machines in Boliden’s Aitik copper mine, one of the largest such operations on the European continent.
Electrek’s Take
Converting gas and diesel-fueled cars to electric at scale is a concept that’s fraught with problems. Far too many to list here, in fact. But heavy equipment?
Everything from excavators to loaders to heavy trucks are already built to be powertrain agnostic, and manufacturers will often offer the same basic vehicle with Cummins, Detroit Diesel, or Volvo Pentapower, so there’s a degree of openness baked into those systems already. Komatsu is just taking that to the next level by adding a modularity of energy storage (fuel tanks, hydrogen cells, or battery packs) to the mix. And, if the project is successful, it could be the first of many.
SOURCE | IMAGES: Komatsu; Equipment World.
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isinwheel’s terrific personal EVs “bring all the things you want closer to you.” Whether it’s an electric scooter, an e-bike, or an e-skateboard, the three things you’re guaranteed to get no matter which you choose are fun, safety, and affordability.
We’re taking a closer look below at six of isinwheel’s personal EVs – could one of these be your next electric ride?
Table of contents
isinwheel S9Pro commuting electric scooter
Meet the isinwheel S9Pro, the best value-for-money electric scooter that zips you through your day at speeds up to 19 mph with a range of 19 miles – perfect for your daily commute.
The S9Pro‘s powerful 350W motor delivers a smooth, efficient ride without breaking the bank. With a lightweight, foldable aluminum frame, it’s easy to carry, store, and even pop into your car trunk or onto public transport. Plus, the quick one-step folding mechanism makes it the ultimate on-the-go companion.
You can find the S9Pro on Amazon here.
isinwheel S10Max long-range electric scooter
The isinwheel S10Max is your ultimate high-performance ride, powered by a beastly 1000W motor that conquers any terrain with ease. With an impressive range of up to 37 miles, you can enjoy long-distance adventures without worrying about recharging.
The S10Max‘s all-terrain 10-inch off-road tires, paired with dual shock absorption, provide unbeatable grip and stability whether you’re cruising through city streets, on country paths, or on muddy trails.
You can find the S10Max on Amazon here.
isinwheel GT2 off-road electric scooter
Unleash your adventurous side with the isinwheel GT2. With a powerful 1000W motor, it rockets up to 28 mph, effortlessly conquering steep hills and challenging landscapes for a thrilling ride every time.
Its 11-inch off-road tires are built for all terrains, whether you’re cruising through the city or tackling rugged countryside paths. Plus, with four advanced shock absorbers, every ride is smooth and stable, no matter where your journey takes you. Get ready to ride the GT2 and experience performance like never before!
You can find the GT2 on Amazon here.
isinwheel M10 electric commuter bike
The isinwheel M10 electric commuter bike blends style with power. Crafted from lightweight, rust-resistant aluminum alloy, this sleek ride weighs just 47 pounds, making it easy to carry and tough enough to last.
With a professional 35-speed transmission, the M10 adapts to your every need, whether you’re accelerating, cruising downhill, or conquering steep inclines. With a 500W motor capacity, a top speed of 20 mph, 374 Wh battery capacity, and four hours of charging time, it’s the perfect blend of performance and convenience for your daily commute!
You can find the M10 on Amazon here.
isinwheel U1 folding electric bike
Say hello to the versatile isinwheel U1! With folding handlebars, pedals, and a height-adjustable seat, it’s perfect for easy storage and transport. The U1’s 500W motor comes with a smart chip that instantly adapts to give you that extra boost when you hit an incline, face a headwind, or carry more weight.
The U1 has a top speed of 18 mph, 280 Wh of battery capacity, and three hours of charging time. Whether you’re zipping through city streets or tackling hills, the U1 has you covered with power and portability.
You can find the U1 on Amazon here.
Check out isinwheel’s V8, V6 and V10 electric skateboards
The isinwheel V8 electric skateboard is your ticket to thrilling rides, featuring a top speed of 28 mph and a range of up to 12 miles. Its removable, detachable batteries allow for quick swaps, so you can extend your adventure with ease. Choose from four riding modes and let the gorgeous ambient lights make you stand out, whether you’re cruising in daylight or lighting up the night. With its powerful dual 540W motors and regenerative braking system, the V8 delivers a ride that’s as exhilarating as it is stylish.
The V8 is isinwheel’s first-gen electric skateboard, and we’ve also taken it to the next level. The V6 is perfect for teens and beginners, and the high-performance V10 is for those who crave more power. But we’re not stopping there – this September, we’re launching the V6 PRO, the ultimate cool ride for young skaters and newbies. Stay tuned; it’s going to be epic!
You can find the V8/V6/V10 on Amazon here.
Follow isinwheel on Instagram here, on X here, on YouTube here, and on Facebook here.
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It’s no Ferrari, but owning a sporty little Fiat 500e is about as close to putting a cavallino rampante in the garage as most of us will ever get. And if we act soon, we could do just that for 30% less money than before.
Fiat parent company Stellantis is giving dealers the ability to offer buyers up to $3,000 in coupons and incentives to help move its slow-selling 2024 FIAT 500e coupes. When paired with a $7,500 factory lease credit through Stellantis Financial, those coupons lead CarsDirect analysts to call the 500e one of the most affordable new EVs on the market.
The math maths
Between coupons and Stellantis Financial cash, that’s $10,500 in potential discounts before negotiations even begin. With a base MSRP of $34,095 with destination for a 2024 500e, that’s a JC Penney-style 31% off, with an additional 2% (presumably) within easy reach.
According to CarsDirect, the biggest downside of the coupon program is that it’s still unadvertised, which means there’s no way of telling how much of the allowable discount dealers are actually including in prices. But (as GI Joe taught us) knowing is half the battle, so click here to find deals on a new Fiat 500e near you, and make “are you applying those $3,000 in Stellantis coupons” one of your first questions.
Electrek’s Take
Small cars have never sold well in America. Not even great ones like the OG Honda CRX or Suzuki Swift GTi. Americans tend to buy for low use case scenarios, which is a fancy way of saying that, if an American thinks they’ll need a pickup 2-3 days/year, they’ll convince themselves to drive a pickup for the other 362 days. The British want more taxes than Americans wanted to pay in 1775, and today we have more gun shops than McDonald’s … just in case.
The little Fiat, in other words, was never going to be a volume player in the US. And that’s too bad, because the little 117 hp microcar is, by all accounts, fun to drive, zippy, and unquestionably cool. The media at large, though, has complained about the 37 kWh battery and 149 miles of EPA range – calling both “inadequate,” despite the fact that the first-generation Nissan LEAF had objectively inferior specs and sold 200,000 examples before getting its first significant upgrade in 2016. And, frankly, that Nissan had about as much style as a hospital gown.
So, while it may not offer what most car buyers think they need – as a second car, or a fun, urban runabout for lighthearted singles, the little Fiat is tough to beat (especially in red).
Click here to see what it will cost to put one in your garage.
SOURCE | IMAGES: Stellantis, via CarsDirect.
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