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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The Honda Ruckus has earned cult status thanks to its minimalist styling, exposed frame, and seemingly endless customizability. The scooter, also known in international markets as the Honda Zoomer, has spent years being seen as a blank canvas for scooter tuners, urban commuters, and anyone who just wanted something simple, small, and kind of weird to zip around town. A few years ago, Honda finally answered the call for an updated version by announcing and producing the “Zoomer e:”, which was an electric version of the Honda Ruckus. So where is it?
When Honda launched the all-electric version of the Ruckus, the Zoomer e:, back in 2023, many fans hoped it was only a matter of time before we saw it quietly glide onto U.S. streets.
But two years later, there’s still no sign of a stateside release, and no indication that Honda plans to change that anytime soon.
The Zoomer e: was first introduced in China in early 2023 alongside two other retro-inspired electrics: the Cub e: and Dax e:.
The Zoomer e: keeps the stripped-down, industrial look of the classic gas-powered Ruckus, but swaps the 49cc engine for a 400W rear hub motor and a 48V 24Ah battery (around 1.15 kWh).
It was originally given a top speed of a mere 25 km/h (15.5 mph) to keep it street legal as an electric bicycle in its first market of China, where it also came with functional but stubby pedals so riders could pretend it was actually pedalable.
The first version of the electric scooter claimed a range of up to 80–90 km (50–56 miles) from its removable lithium-ion battery, depending on conditions.
We’ve since seen the performance bumped up to 40 km/h (25 mph) top speeds when the scooter was introduced into the Philippines market, where the local L1B classification allowed for higher speeds. It’s fairly obvious that the performance can be software-tweaked by Honda depending on the market, though likely to a limit. To achieve speeds much higher than 25 mph, a motor and controller swap may be required, though neither would be complicated.
In other words, the electric Ruckus’ debut revealed an ultra-lightweight, street-legal runabout designed for countries with expansive low-speed e-bike laws. But in the U.S., these types of quasi-e-bikes that are actually scooters are few and far between. The same performance can be had from a $1,000 electric bicycle, and in fact, Class 3 e-bikes in the US can go nearly twice as fast as the original electric Ruckus.
So Honda obviously hasn’t been in a rush to bring its low-spec version of the bike to the US market, where it would be a slower and heavier competitor to the wide range of cheap imported electric bicycles. However, its iconic design and cultural legacy have kept enthusiasm up for riders who have managed to privately import their own models. One Redditor appears to have imported two Honda Zoomer e: models in parts to assemble in the US, while someone else posted a YouTube video of his completely assembled Honda Dax e: model that was launched along the Zoomer e:.
Despite clear consumer interest and a growing market for low-speed electric vehicles, as well as Honda’s own proven interest in growing its electric scooter market, the company hasn’t made any moves to release the Zoomer e: in the US. That’s not surprising since America still lacks a robust electric scooter culture (or even a gasoline scooter culture, for that matter), and anything motorcycle-shaped that doesn’t hit 30+ mph tends to get passed over by mainstream buyers.
But perhaps that could change one day. Technically, bringing the Zoomer e: to the US wouldn’t be a monumental task for Honda. The U.S. is a self-certify country, meaning Honda could design a version that meets federal vehicle safety standards, beef up the motor and controller for higher speeds, and sell it as either a Class 2/3 e-bike, or perhaps more appropriately, as a low-speed motorcycle with a top speed in the 35-45 mph range (55-70 km/h).
With the rise of micromobility, electrification, and growing frustration with car-centric cities, now might actually be the perfect time for a reborn electric Ruckus to hit US roads. But until Honda decides to take that step, American riders will have to keep dreaming – or start importing.
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BMW Motorrad’s futuristic electric scooter just got its first real refresh since beginning production in 2021. The BMW CE 04, already one of the most capable and stylish electric maxi-scooters on the market, now gets a set of upgraded trim options, new aesthetic touches, and a more robust list of features that aim to make this urban commuter even more appealing to riders looking for serious electric performance on two wheels.
The BMW CE 04 has always stood out for its sci-fi styling and high-performance drivetrain. It’s built on a mid-mounted liquid-cooled motor that puts out 31 kW (42 hp) and 62 Nm of torque. That’s enough to rocket the scooter from 0 to 50 km/h (31 mph) in just 2.6 seconds – quite fast for anything with a step-through frame.
The top speed is electronically limited to 120 km/h (75 mph), making it perfectly capable for city riding and fast enough to hold its own on highway stretches. Range is rated at 130 km (81 miles) on the WMTC cycle, thanks to the 8.9 kWh battery pack tucked low in the frame.
But while the core performance hasn’t changed, BMW’s 2025 update focuses on refining the package and giving riders more options to tailor the scooter to their taste. The new CE 04 is available in three trims: Basic, Avantgarde, and Exclusive.
The Basic trim keeps things clean and classic with a Lightwhite paint scheme and a clear windshield. It’s subtle, sleek, and very much in line with the CE 04’s clean-lined aesthetic. The Avantgarde model adds a splash of color with a Gravity Blue main body and bright São Paulo Yellow accents, along with a dark windshield and a laser-engraved rim. The top-shelf Exclusive trim is where things get fancy, with a premium Spacesilver metallic paint job, upgraded wind protection, heated grips, a luxury embroidered seat, and its own unique engraved rim treatment.
There are also a few new tech upgrades baked into the options list. Riders can now spec a 6.9 kW quick charger that reduces the 0–80% charge time to just 45 minutes (down from nearly 4 hours with the standard 2.3 kW onboard charger). Tire pressure monitoring, a center stand, and BMW’s “Headlight Pro” adaptive lighting system are also available as add-ons, along with an emergency eCall system and Dynamic Traction Control.
BMW has kept the core riding components in place: a steel-tube chassis, 15-inch wheels, Bosch ABS (with optional ABS Pro), and the impressive 10.25” TFT display with integrated navigation and smartphone connectivity. The under-seat storage still swallows a full-face helmet, and the long, low frame design means the scooter looks like something out of Blade Runner but rides like a luxury commuter.
With these updates, BMW seems to be further cementing the CE 04’s role at the high end of the electric scooter market. It’s not cheap, starting around €12,000 in Europe and around US $12,500 in the US, with prices going up from there depending on configuration. However, the maxi-scooter delivers real motorcycle-grade performance in a package that’s easier to live with for daily riders.
Electrek’s Take
I believe that the CE 04’s biggest strength has always been that it’s not trying to be a toy or a gimmick. It’s a real vehicle. Sure, it’s futuristic and funky looking, but it delivers on its promises. And in a market that’s still surprisingly sparse when it comes to premium electric scooters, BMW has had the lane mostly to itself. That may not last forever, though. LiveWire, Harley-Davidson’s electric spin-off brand, has teased plans for a maxi-scooter-style urban electric vehicle in the coming years, but as of now, it remains something of an undefined future plan.
Meanwhile, BMW is delivering not just a concept bike but a mature, well-equipped, and ready-to-ride electric scooter that keeps improving. For riders who want something faster and more capable than a Class 3 e-bike but aren’t ready to jump to a full-size electric motorcycle, the CE 04 hits a sweet spot. It delivers the performance and capability of a commuter e-motorcycle, yet with the approachability of a scooter. And with these new trims and upgrades, it’s doing it with even more style.
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If you’ve ever wondered what happens when you combine a fruit cart, a cargo bike, and a Piaggio Ape all in one vehicle, now you’ve got your answer. I submit, for your approval, this week’s feature for the Awesomely Weird Alibaba Electric Vehicle of the Week column – and it’s a beautiful doozie.
Feast your eyes on this salad slinging, coleslaw cruising, tuber taxiing produce chariot!
I think this electric vegetable trike might finally scratch the itch long felt by many of my readers. It seems every time I cover an electric trike, even the really cool ones, I always get commenters poo-poo-ing it for having two wheels in the rear instead of two wheels in the front. Well, here you go, folks!
Designed with two front wheels for maximum stability, this trike keeps your cucumbers in check through every corner. Because trust me, you don’t want to hit a pothole and suddenly be juggling peaches like you’re in Cirque du Soleil: Farmers Market Edition.
To avoid the extra cost of designing a linked steering system for a pair of front wheels, the engineers who brought this salad shuttle to life simply side-stepped that complexity altogether by steering the entire fixed front end. I’ve got articulating electric tractors that steer like this, and so if it works for a several-ton work machine, it should work for a couple hundred pounds of cargo bike.
Featuring a giant cargo bed up front with four cascading fruit baskets set up for roadside sales, this cargo bike is something of a blank slate. Sure, you could monetize grandma’s vegetable garden, or you could fill it with your own ideas and concoctions. Our exceedingly talented graphics wizard sees it as the perfect coffee and pastry e-bike for my new startup, The Handlebarista, and I’m not one to argue. Basically, the sky is the limit with a blank slate bike like this!
Sure, the quality doesn’t quite match something like a fancy Tern cargo bike. The rim brakes aren’t exactly confidence-inspiring, but at least there are three of them. And if they should all give out, or just not quite slow you down enough to avoid that quickly approaching brick wall, then at least you’ve got a couple hundred pounds of tomatoes as a tasty crumple zone.
The electrical system does seem a bit underpowered. With a 36V battery and a 250W motor, I don’t know if one-third of a horsepower is enough to haul a full load to the local farmer’s market. But I guess if the weight is a bit much for the little motor, you could always do some snacking along the way. On the other hand, all the pictures seem to show a non-electric version. So if this cart is presumably mobile on pedal power alone, then that extra motor assist, however small, is going to feel like a very welcome guest.
The $950 price is presumably for the electric version, since that’s what’s in the title of the listing, though I wouldn’t get too excited just yet. I’ve bought a LOT of stuff on Alibaba, including many electric vehicles, and the too-good-to-be-true price is always exactly that. In my experience, you can multiply the Alibaba price by 3-4x to get the actual landed price for things like these. Even so, $3,000-$4,000 wouldn’t be a terrible price, considering a lot of electric trikes stateside already cost that much and don’t even come with a quad-set of vegetable baskets on board!
I should also put my normal caveat in here about not actually buying one of these. Please, please don’t try to buy one of these awesome cargo e-trikes. This is a silly, tongue-in-cheek weekend column where I scour the ever-entertaining underbelly of China’s massive e-commerce site Alibaba in search of fun, quirky, and just plain awesomely weird electric vehicles. While I’ve successfully bought several fun things on the platform, I’ve also gotten scammed more than once, so this is not for the timid or the tight-budgeted among us.
That isn’t to say that some of my more stubborn readers haven’t followed in my footsteps before, ignoring my advice and setting out on their own wild journey. But please don’t be the one who risks it all and gets nothing in return. Don’t say I didn’t warn you; this is the warning.
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