Driving a PHEV isn’t as complicated as CR wants people to believe. We own a gen 2 Volt and a RAV4 Prime. Never any range anxiety and mostly EV driving. These vehicles are amazing. Chevy should have kept the Volt alive.
I think you got 2 of the best PHEV's. Some don't disable the gas engine ever and will kick on the engine if you ask for more than a certain amount of throttle. Also some have laughably short ranges - I know someone with an X3 PHEV and it gets 12 miles of EV range. Volt and RAV4 are some of the best PHEVs with long ranges and strong EV defaults.
If you are trying to minimize your use of gas and you don't want to hunt down chargers on long trips, it can be difficult to predict whether a PHEV or regular hybrid will be more efficient for your own likely driving. For me and my PHEV it has been the opposite of what they tell you -- yes my EV range is down in the winter, but I do fewer long trips, so the PHEV beats the hybrid in the winter while the hybrid beats the PHEV in the summer. Overall, so far, it has been a toss up.
“Who should get one?” Me. The guy who plugs in to 110v each night and drives to work about 25 miles each day. Never needs gas. But I also take long drives on weekends to visit aging family and don’t want the hassle or delays of dealing with charging stations. Gas stops are in and out in minutes.
CR makes this seem complicated. It's actually simple. I've had a 2021 Toyota RAV4 Prime PHEV for more than two years now. I love it. I use electric in town. I buy gasoline when I go out of town. PHEVs are for everyone.
Here in Alaska, my Rav4 Prime is the perfect car - and I almost never plug it in. In the dead of winter, my 2 mile drive to work every day would be hell on any ICE-only car. (Short trips and never warming the engine up) I just use electric. Milage per KWH is as expected in cold. Couple 2 or 3 days a week after work - and weekends I hit the gym about 20 minutes away - so I use Charge mode maybe once or twice per week. Warm the engine up nice, and put EV miles in the coffer for the week's short trips to & from work. The car's heat pump heating is ineffective on a lot of colder days and would otherwise force an engine start so my fix is to use my little 400W fan heater instead. Gotta love that nice 120v 1500 watt AC outlet. (Edited - In dead of summer heat of 65 - 70deg (F) heat I'm getting 3.5 - 4 miles per KWH electric. Not bad at all). Summer time if I'm stuck following someone on a dry dusty gravel road I go EV and avoid packing the ICE's air filter full of crap. When I need to pass, this thing just teleports me in front and I'm on my way again. Longer roadtrips like to Anchorage - WOOT - I'm on the road system again - unlike Nome ... or to "the States", I enjoy some "energy management" tasks to stay engaged, and the geek in me LOVES it.
You make it sound very complicated and confusing. It's a hybrid with a bigger battery that you can charge by plugging it in. We plug ours into a regular outlet on our garage. With the amount of driving we do, we seldom burn any gas. When we take a long trip, we treat it as a hybrid. And when you talk about waste, think about the giant batteries in most EVs with capacity that's never used. That's a lot of weight to carry around, a lot of resources wasted.
Average just over 100 mpg in 7000 miles. On a trip to Quebec, just over 1000 miles, 56 mpg driving as a hybrid. No range anxiety. No switching back and forth as you describe. Leave it in EV mode. When it runs out of charge, it automatically switches to hybrid mode. Just leave it alone and drive it.
@@jmatt98 Have a 2004 Toyota Prius and 2019 Kia Niro. Prius has 390,000 miles and finally broke last year. A rusted out brake line. Other than that just routine fluid changes. The 2019 Kia has had zero problems at 70,000 miles. Not seeing any real problems at all and awesome mileage with both.
Bought a RAV4 Prime last year. Thought about going full EV, but didn't feel the infrastructure is quite there yet to support them everywhere. It has been a great vehicle so far. (And it is quick!) Driving it in the city for daily local commutes or just tooling around town, I use practically no gas. As long as my daily usage is under ~ 45 miles. Which is 98% of the time. But then my family enjoys (very) long road trips and it gives me piece of mind that I can just operate it as a regular Hybrid on those trips. Pulling over at Any gas station, Anywhere and be fully fueled in less than 5 minutes. (Out in the sticks, there aren't very many charging stations.) At this time, I think PHEVs are the best of both worlds for some people. Certainly for my usage.
Hi Doc, I bought a used 2018 RAV4 hybrid earlier this year and love it. I drove a friends RAV4 Prime before I bought it and would have bought one if my finances would have allowed it. Oh well, maybe a used one in a couple of years. I totally agree with your conclusions though.
Everywhere? You're driving "everywhere"? No... this goes back to their point about people buying based on what they might need. If you really need to go somewhere that you cannot charge... just rent a car. Or, buy a Tesla. BTW, your usage... is based on your uninformed perspective. I have been driving EVs for 6 years. We don't own an ICE vehicle. Our first EV was a PHEV and no... you really don't want one unless you really need it... not your "might need" situation. Driving a PHEV turns into a game. As soon as you get one based on your perspective, you will try to never use fuel (unless you're silly because electricity is cheaper than fuel). And it is just going to leave you wishing you had bought an EV with sufficient range.
If I am reading the spreadsheet correctly, there was a fundamental error (which may affect the choices) in that electricity in Saskatchewan is C$0.15¢/KWhr. Jake has converted this to US$20.25¢/KWHr, which is the "wrong" way. That is, 15¢ Canadian is more like US11¢/KWhr . Then this error is repeated with the gas price calculation - a litre of gas in SK is is about C$1.80. That's ~US$1.32. There are about 3.8L in a US gallon, so the price per US gallon of gas in Sask is about US$5.28 - nowhere near what Jake calculated and further muddying the waters. It may be that the same mistake applied to both factors evens out, but I'd want to rerun the numbers. Hopefully someone at CR will notice It's an easy mistake to make (Google will try and do it wrong for you) but obvious to any Canadian viewer (the CDN$ is typically 75% of the US$ in value). While gas is expensive in Canada (compared to the USA) electricity tends to be less expensive (obviously varies by location). And BTW Mike - it is pronounced Re-JEYE-na :-)
I'm glad I'm not the only one who caught this. The first error I noted is when he said Canadians are paying nearly $9 per gallon of gas. Since I know there are roughly 3.79 liters per gallon, I knew that even if gas was $2 per liter, there's no way that equals $9/gallon, did the quick math and realized his numbers were off. When you're with your buddy or just posting on line like we are, who cares if you're wrong. If you're posting an informative video that many will see and you're making decisions based on those numbers, you better check and recheck your numbers. I stopped watching after I caught their mistake, because I realized everything after is based on a mistake and what's the point?
I agree. When I heard his errors it greatly reduced my confidence in anything else he said. If you can't get simple arithmetic right how wrong will you be on anything complex.
I didn’t watch this video at all. Just seeing the negative title.. just want to say I had a Volvo xc90 t8 phev and it was great. 21 miles all electric before gas engine turns on. Was averaging 35-45mpg. Best was 60mpg with in town driving. Loved it.
I owned a gen1 volt from 2012 to 2017. I changed it due to seating comfort and related issues for long drives. After 70k miles and five years, I used gas only for about 5% of the miles. Visted dealer only two times for oil change. Total service costs under $200. Great car. PHEVs are a great choice for most people.
@@clarkkent9080 Not really an issue. You can check the stats on the Volt, including the oil life. Since I drive mostly on electricity, the ICE standard rule of "change oil and filter every 3000 miles" is utter nonsense. I only change when the theoretical oil life (a factor of engine use) is down to around 10-15%. Maybe a bit sooner if I'm planning a road trip (all gas-powered) in the near future.
@@kayl456jennaI'm also a gen 2 volt owner. Unless you're a volt owner, you won't understand. 25k kms was the best distance per tank of gas I've ever gotten. My avg is 90% electric to gas ratio. I honestly wish they'd bring back the voltec system. I love driving on battery power 100% of the time, even when the ICE generator is running. Such an amazing car
@@alisatrelivingVoltec (sadly) was its own worst enemy. Most folks don’t understand it and GM didn’t try to explain it. An enormous amount of thought clearly in execution and engineering. Voltec would be the perfect bridge to future when reliable EV charge grid in place. Love my ‘16. Best car I’ve owned in 50 yrs of driving.
Zero complexity needed. I'll help you CR guys with this PHEV user guide! Charge it every night. Drive it wherever/ whenever you want every day. Put gas in it as needed. Don't over-complicate it.
I found driving was not complicated, just let the car do it’s thing and switch modes as necessary. Don’t bother worrying about plugging in on a trip, just drive. What I found incredibly complicated was what charger to use at home and what electrical work was needed. The Logistics of outlet placement, cable length and what level charger was a challenge. I eventually realized that we did not really need anything more than a level 1 charger and most importantly that there are better level 1 chargers with longer cables than what the dealer gives you. Just by purchasing an after market charger/cable made a 30 percent faster charge with a 4 foot longer cable.
and it's ridiculous that the car mfr doesn't provide that info which would enhance the value of the car. OR, the gvt should regulate this info so that ppl can easily get it. These united states, our country, is not wel regulated, like our cousin countries are, namely Oz/nz and europe. Really getting sick of this crap.
@@18_rabbit I mean, they literally provide you with a cable that just plugs into an ordinary wall socket. People have these ideas in their head that they need a level 2 charger at home, but that's not something that manufacturers told them.
@@AUniqueHandleName444 Yes one doesn't need level 2 charging at home but it really cuts down the time to charge and allows one to use the cheapest times available form the grid or solar to recharge the PHEV battery. I've been doing that with a 2023 Volvo XC 60 ReCharge T8. Very fast PHEV and after 3500 miles I'm averaging 81 MPG and loving it. 42 miles EV range.
I agree my Mitsubishi Eclipse Cross PHEV is just charged every night at home from a standard 3pin wall plug and this system works really well for me. You don't really need to upgrade to a bigger and faster charger. Greetings from downunder!
I see the attraction of plug-in hybrids is for those who take long trips. For me, a long trip in an EV is currently affected by the relative scarcity and time waiting at charging stations. A plug-in hybrid doesn’t have that issue. Additionally, there are the benefits the reviewers mention (especially using electric only for shorter commuting and errands).
Having a phev for long trips doesn't make any sense at all. The initial charge gets you a few miles, the you're just dragging dead weight and using more fuel.
Glad I'm not alone in thinking this. Plug-in hybrid EVs should just be EVs which kick in an ICE generator to supply the juice when the battery runs low. If they have two separate drivetrains and an ICE *motor,* then whether you can plug them in or not, I think they're still just regular hybrids.
After a ton of research, I decided I wanted a RAV4 Prime (to replace my 2008 Outback), and I spent two years trying to find one without a huge markup (they're not sold in Washington state where I live). I also looked at the KIA Sportage PHEV which is sold in my state. I live on a small island in a condominium with only one allotted parking space. I wanted all electric for my short island drives, but I also wanted a vehicle large enough for car camping and off the beaten path road trips (including the potential to sleep in the car). In an ideal world, with the luxury of owning two parking spaces, I would have gotten an old Leaf for my local drives and a hybrid for the camping trips. The RAV4 Prime is over-priced, but I view it as owning two vehicles in one, with the reliability and resale value of the Toyota brand. I finally bought a used RAV4 Prime in July and I love it!
Good choice. I think you unknowingly dodged a bullet. Leaving batteries to sit unused, shortens their lifespan. If you wanted a second vehicle, exclusively for road trips, I wouldn't recommend an EV, or hybrid.
Rav4 Primes are not sold in Washington state? What's up with that? I just bought one at list price off the lot in Massachusetts. (a red XSE with PP). There were several others just sitting there. Mass. has no special tax incentives or rebates for PHEV.
I’ve owned my RAV4 Prime XSE for 2 1/2 years. In that time I’ve accrued 50,000 miles; 60% electric. 40% gasoline. The gasoline engine, which most often is used on the highway, has averaged 38 mpg. Acceleration is phenomenal. The AWD works well especially since I installed Michelin Cross Climate 2 tires a year ago. If you pay attention and drive as this auto was designed the results will make you a believer. It has my wife who at first was very skeptical.
My 2021 Pacifica Hybrid gets plugged in to a standard wall socket and charges overnight. I get 30-35 miles of electric range with each overnight charge, depending on the temperature. I don’t commute, so, unless we go somewhere on the weekends, I’m running on pure electric about 75% of time. That means I fill up with gas about once per month. When we drive 1,000 miles to Florida twice a year, we run on gas at 30 mpg. So, it’s the best of both worlds. No range anxiety whatsoever.
Sorry Gents but the spreadsheet calculations (27:41) are fundamentally flawed because the exchange rate was incorrectly applied for both the cost of the Electricity and Gas. The Electricity should have been almost half of what is shown => $0.11 instead of $0.2025 USD. Similarly the Gas per US Gallon => $4.91 instead of $8.94 USD. I still liked the episode and I am a long term subscriber.
A PHEV is not really that complicated. When I drive the Clarity, I really enjoy the whole "let's see what this thing can do" puzzle. My wife on the other hand is just a, "turn it on and go" type of person. They work perfectly fine either way. So if you are deciding about one, leave all this nonsense on the table and know all you have to do is plug it in and drive it like a normal car. Because of the bigger battery, efficiency can be slightly greater because if there is a big dynamic charging event, the battery is big enough to absorb all of it. If you are a nerd and want many things to play with, they are there for you also. Quite frankly though, you may be able to squeeze another 5% out of it, not worth it to my wife, but quite enjoyable to me. I also only change the oil every 2 years because it only burns about 10 gallons of gas per year, so maintenance, while still there, is considerably less than a strait gas car and is still less than a hybrid.
if the oil minder system is not suuuper smart (which i seriously doubt it is) u probably should change oil once a year. This is bcuz the PHEV's tend to have the engine come on for brief periods, sometimes super brief and brief means condensation accumulates, and that is very degrading of both the oil and metal components. How smart Honda made the whole system, i dunno, ie if they made it smart enough to get hot enough to burn off all the condensation and fuel (fuel dilution is a major thing in engines nowadays), i dunno. I'd deifnitely change once a year at a cheaper indy mechanic ship or DIY at home if u like to.
@@18_rabbit Yep in my Volt I change the oil once a year, just regular temperature changes will cause moisture to accumulate in the oil. Even though it has a maintenance mode that idles the engine after a certain period of time of not running (like months) I still change the oil in it when I do the rest of my vehicles. Takes about ten minutes since everything is really easy to get to in the Volt.
Some hybrids are very complicated unfortunately (from a mechanical standpoint). For example the Hyundai hybrids use a parallel system with a dual-clutch transmission, which introduces a ton of wear components.
As a somewhat frequent car renter, I'm really frustrated by rental car agencies who have embraced EV rentals, but for decades now, basically ignored hybrids in their fleets. On a recent trip to the southwest, we flew into Las Vegas where we could have had our pick of a dozen EVs, but with lots of driving to National Parks as part of the plan, and hundreds of miles driving on desert highways, we just couldn't risk not having a place to charge. But if there were a traditional hybrid, the gas savings would have been spectacular.
European fleets from the mainstream car rental companies have more hybrids this year, but I agree that they have been slow to change. Hybrid in my opinion is better than EV for rental, no need to worry about charging, way better fuel efficiency than regular gaz or diesel engines.
Interestingly, I read recently that Hertz is dumping thousands of EV's from its fleet and not purchasing more as they had promised to do. Mostly seems to apply to Teslas.
That’s interesting. In my province in Canada we have a car rental service whose fleet consists primarily of hybrids. The rest are a mix of ICE and EVs.
I had a 2g Volt and I loved it. And as an engineer I was amazed at how sophisticated it was and how seamlessly it could manage the power. However, my daily commute was 54 miles and it could only do it in non-winter. So instead of "range anxiety" I had "dont let the engine come on anxiety" and I did a lot of planning to find the optimum time to run the engine (usually first thing on cold days so I could get heat for "free"). And I hated carrying all that stuff around with me and almost never needing it; and it took up a lot of room. So I sold it and got a Bolt. Not as fun a car but way more practical. But the Volt was the "maximum" electric-like PHEV you could get. It IS an electric car, just with a 2010-sized battery and an engine to provide electricity when you exceed 53 miles.
Not sure when this was recorded but wanted to double check the math here. Given that today's CAD/USD rate is $1CAD to $0.73USD, at $1.75CAD/liter, would that equate to $1.28USD/liter. If I multiply that by 3.785, would that be $4.83USD/gal?
You are correct. I mathed the conversion rate wrong (mult instead of the divided) so the costs look much higher. The good part - is it affects both gas and electricity proportionally so the advice is still right. Sorry Canadians!!
Here's the latest version of our PHEV cost calculator with all the correct info: docs.google.com/spreadsheets/d/1AHW1tUQIXa5NMWAKLHxKh1Xoro6tkOHpyV6cDbAu6U8/edit?usp=sharing
Model Y maintenance schedule: Brake Fluid Health Check: Every 4 years, replace if necessary12. A/C Desiccant Bag Replacement: Also every 4 years. Cabin Air Filter Replacement: Standard cabin air filter: Every 2 years. HEPA and carbon filters (if equipped): Every 3 years. For vehicles in China: Replace HEPA and carbon filters every year2. Clean and Lubricate Brake Calipers: Annually or every 12,500 miles (20,000 km) if you drive in areas where roads are salted during winter1. Tire Rotation: Every 6,250 miles (10,000 km) or if the tread depth difference is 2/32 inch (1.5 mm) or greater, whichever comes first13. HEPA Filter Replacement: Every 3 years (or every year in China)12. PHEV maintenance per Microsoft bing: Regular Maintenance: Oil and Filter Changes: Just like conventional gasoline-powered cars, PHEVs require regular oil and filter changes. Coolant Checks: Monitor the radiator coolant levels to ensure proper cooling. Fluid Checks: Regularly inspect brake fluid and power steering fluid. Hose and Spark Plug Checks: Examine hoses and spark plugs for wear. Tire Rotations: Rotate tires to ensure even wear. Suspension and Fuel System: Check suspension components and inspect the fuel filter and pump. PHEV-Specific Systems: Hybrid Battery: The hybrid battery powers the PHEV when the gasoline engine is not in use. Regular health checks ensure optimal performance and efficiency. Inverter Coolant: Different from engine coolant, the inverter coolant is crucial for converting DC power to AC power for the electric motor. Regenerative Braking: PHEVs use regenerative braking to store kinetic energy in the battery during braking. Technicians check for brake binding. Charging Port: Inspect the charging port for any damage and replace parts as needed. Frequency of Checks: Every 3,000 to 5,000 Miles: Have the hybrid components inspected during oil changes. Refer to the Owner’s Manual: Follow the automaker’s recommendations for specific service intervals1. Per PHEV manufacturers don't park inside as >100 times more fire prone than BEVs
This may be a short-term issue, but I think you also have to consider price and availability when selecting a PHEV. When I first started looking, around 18 months ago, the PHEV concept sounded great for my typical use, so I started shopping. What an eye opener! I learned a number of things. First of all, manufacturers don't always offer PHEVs in all states. They seem to focus more on the "blue" states. The cars sellout fast, so good luck finding one, and if you do, be prepared to pay a big dealer add-on. When I first started looking, dealers were tacking $10k on top of the MSRP for the RAV4. Are you effing kidding me?! Sorry, just can't do it. I decided to wait. I finally gave in last month and bought a 2024 Hyundai Tucson PHEV. I still paid MSRP, which is more than I wanted to pay, but I was able to buy it off the lot. Maybe price and availability are becoming more reasonable now. So far, I'm very pleased with the Tucson.
My sister lives in surrey bc and she's enjoying her hyundai tucson phev without being added to the list she went to the dealership and there was 1 available as it was supposed to have been ready for delivery and the buyer was transferred to Europe
If by blue you mean ZEV status states. Take that up with your representative. This isn’t a political thing. Most PHEVs are “compliance vehicles” meant to fit certain laws and standards so manufacturers can get incentives. If your state reps and lobbies don’t desire ZEV status that’s a decision you can raise your voice on.
I drive a Hyundai Santa Fe Hybrid in Texas. I had to buy it out of state - it wasn’t offered in Texas and certainly not PHEV. I love it but can’t wait to go fully electric next time.
@@davetupling2678 "Can a regular hybrid be charged on home power?" From what I've seen, only if it is called a PHEV (plug in electric vehicle). I think PHEVs are the way to go in the future where it is the best of both worlds, EV and ICE. The optimum compromise especially if the manufacturers continue to improve EV range (battery capacity), simplicity (separate ICE and EV components) and more overall power (both ICE and electric motor) for the "fun factor".
Apparently, PHEV is complicated for CR folks. We have owned two of the Ford cars in the past eight years. The AUTO setting prioritizes EV and automatically kicks in the ICE engine on demand. I never use the EV only setting (the one he complained about). But on a road trip, I can save EV miles for in town driving and use EV Later for the highway. No problem. No brainer...
Most people get groceries or run errands at least once a week and go out for a social life or kids' activities. Add that to a work commute, and that's a few times a week they need the ICE to drive farther. PHEV makes it so a gas tank will go about a month for the typical driver. This is then way to go for reducing emissions since the batteries are much smaller than full electric, so more cars can be built and make a bigger impact. Go PHEV!!!
So the question I have which I didn’t hear and maybe missed is “will PHEV charge the battery when you’re cruising down the highway?” I would think so but I don’t know for sure. Also do any manufactures offer a PHEV that has a choice like ICE only, EV only and Hy-bryd options ?
They have a switch to choose but if you run out of battery it goes to ice mode. Pretty sure it does charge while burning gas but it is a minor amount to help acceleration from a stop (along with the regen) not as a means to recharge the battery.
A couple of observations: You are making this more complicated than it needs to be. Buy a PHEV if your normal use profile fits with what they are good at. Most people are not going to try to optimize every trip, and will leave the car in its automatic setting, where it will mix and max the power trains to provide the best result. In that setting, full power will always come on if you floor it. BEV's are not difficult to charge, and only delay the start of charge when the owner sets it that way. If you have a level 2 charger, plug it in after the last trip of the day, unplug it when you start the first trip. You can set it for off-peak charging if you want. Road tripping a Tesla is not an anxiety producing event. It's quite simple, the car tells you when to charge and routes you to the charger. No looking at a cell phone. Tesla public chargers are 99% reliable. You will usually go from10% to 80% in 20 minutes. There are many reasons to have a larger battery, than you need for day to day use. Get as much range as you can afford.
Been driving my Prius Plug-in since 2013. Took it from SF area to Vancouver BC and back, Denver area and back, Oregon, Yosemite, etc. 50 MPG on the highway. At home, plug in at night to a wall outlet. Half my total miles are electric. Favorite car ever. These guys make it WAAAY too complicated.
Some PHEVs will not use the gas engine unless you select it or the battery is depleted (Chevy Volt, Ford Fusion are two that I've owned that work this way)
As Tesla owner for two years road tripping is not an anxiety producing event. You do have to be knowledgeable about charging options if you stray from the Interstate and large towns. But otherwise it’s easy with the Tesla charging network and the car does all the work for you.
Right now I love PHEV because they weigh less and cost less than BEV. I can charge every night in my garage to start every morning with a full battery, so I almost never use gas, but when I do need to take a trip I have no anxiety with range or finding charging stations. Yes I'm carrying around a gas engine I rarely need, but a 200mi battery weighs even more than a 40mi battery and a small gas engine
The main issue I had with hybrids when I was last buying a 2nd car for the family (and decided on a commuter type EV, 2019 Hyundai Ioniq) was why should I buy the headaches of an ICE (oil changes, etc.). My older ICE car would be the 'road tripper' while the EV would be for daily driving. Both would be more efficient operating in their 'sweet spot'. If you are a one car family, a hybrid (plug in or not) would be the right choice. But for a 2 car family, let the two cars create your 'hybrid system'.
I get a kick out of people thinking oil changes are a massive hassle. Most modern vehicles only require that a few times per year and you can get it don't drive in, drive out for several tens of dollars. Takes less time than some electric car chargers :).
Oil changes aren't a frequent thing with a PHEV. With my C-Max Energi it's every 2 years or 20,000 miles, or if the oil monitor light comes on before that.
We have a Honda Clarity PHEV for road trips and a Nissan LEAF for local use. In the summer the Clarity gives us >45 mpg in hybrid mode and 60 miles range on the battery on surface streets.
what was overlooked in this video is the unique benefit of PHEV in cold weather. you have to make no compromises like you do with a pure EV in the cold. you dont worry about range in the cold because the gas motor can provide super efficient cabin heating and if youre going on a long highway trip, your electric range doesnt change. more important to most consumers is the durability of the battery. PHEV protect their batteries from negligent users by preventing them from over discharging the battery by keeping it above a minimum state of charge while also disincentivising harmful fast charging. why fast charge on a trip when you could fill up with gas much more quickly and reliably while you also ironically end up paying less. the durability of these vehicles is why chevy killed the volt. gen 1 volts are well known to have over 500k miles on them with no noticeable battery degradation, and if there is an issue with the battery, it just reverts to a regular car. with the volt example, the gen1's i know have a bulletproof cast iron block, which will really only get use on the highway and will wear exponentially slower than a gas car in town which is constantly heat cycling on short trips.
27:50 your conversions are out - 1 US gallon = 3.785 litres that's correct and that $1.75 (which is actually $1.60 today) is in Canadian Rubbles, your conversion from CAD to USD is the wrong way around. Using the CAD$1.75 per litre - CAD$6.62 per US gallon = USD$4.82 per gallon not $8.94, $1 CAD = 73 US cents not $1.39 USD
Its ironic that for a video that was astonishingly condescending to its viewers from the title onwards, they messed up the spreadsheet so badly. My first and last CR video.
My last new car, 2013 Volt. Most reliable car I have ever owned. I use hold mode when traveling from Seattle to Spokane. Volt, the original originator.
I don't understand why they can't do a straight EV with an easily/detachable attachable generator. No extra drivetrain. They could put less battery capacity in it to lower weight and you could add the generator when you need to take a long trip. If the car sees the trip is going to be 500 plus miles it could start the gennie and keep it running even when the car is stopped for food or bathroom breaks. If consumption outstrips demand say with big loads or high speeds, you might eventually need to stop at a supercharger to top off, but for most long distance trips EV with the generator topping off the batteries should keep everything rolling. It could run all night if you are at a campsite or offgrid if need be. Batteries would be charged when you wake up. The gennie could be removed from the car and save weight / increase frunk space if the day to day requirements are just around 40 miles of EV with charging at night. That's my kind of EV/hybrid!⛰🌎
I understand why. Because small gas engines in generators are highly polluting compared to any car engine or any electricity source for an EV. Buying an EV and charging it with a terrible little gas engine, is simply a terrible idea. It is no different than saying that all new cars no longer have to meet any emission standards at all. Plus, no longer having to deal with gasoline any longer, is one of the greatest benefits of an EV. Going backwards and having to deal with funneling gas from a can into a generator, is absolutely ridiculous, 100x dirtier than just filling up a car's gas tank. Where, pray tell, would this generator be carried? Inside the passenger compartment of the EV, creating a fire hazard? Externally, ruining the car's aerodynamics and reducing range? In a little trailer every EV owner would have to pull? Thanks, but no. For now, I'll stick with my PHEV, and not be smelling gas vapor as I drive, from carrying a generator. And EV owners will stick with paying for however much range they need, and charging up without spilling gas on their hands.
Here in the UK, I have a prius phev Excel 2020 and I get abt 30miles on EV only. The telsa owners here drive slow on the motorway, driving about 60mph on a 70mph. I just quickly overtake them, on my way to work. 😂
One thing to note. Owning Camry hybrid. It uses engine for heat. In winter mpg goes down too. Also highway driving is not efficient for hybrids or evs. Might want to touch on heat pump system in RAV4 prime. I suspect that's more efficient then engine heating. All things being considered RAV4 prime over Camry but at 10k more it's tough to digest.
Drove a Model Y for 3 months a couple of years ago, bought a used RAV4 Prime recently and absolutely love the Prime. in the first 2 weeks I drove about a mile in hybrid mode. It fits my typical driving perfectly and is so easy to deal with in terms of plugging in to a normal outlet etc.
We have a 5 year old Hyundai Ioniq Plugin. My wife drives 15km each way to work. Full electric in mild weather. We do all our local shopping on weekends on full electric. After 5 years it still goes 50km full electric. Charging is around 60 cents a day. It takes 2 hours to charge on our level 2 charger. If we need to use the heater the engine will idle. Driving distances, We switch over to Hybrid mode. It gets about 3.5 litres per 100kms. In the summer time we fill up once every 2 months. It goes 1000kms + on a full tank, with electric assist. I wouldn't hesitate to buy another PHEV. My other car is a Rav4 Hybrid. I drive distances daily so, a plugin wouldn't work for that. Just depends on how you are going to use a car. A plugin works well for most, who want efficiency. The sacrifice is performance. They are built for efficiency not performance.
Make sure you test the Outlander PHEV which is what I have. Fuel economy isn’t great which I am seeing anywhere from 25-35 mpg after depleting the battery. However, that is not as important when I am averaging 1500+ miles between fill ups. EV range is useful for me at 30-50 miles. PHEV won’t work for people who live in apartments because having access to overnight charging is the key.
Yes, I’ve had an Outlander PHEV for 6 mos and I’ve used a total of 2 tanks of gas. I drive 5-40 miles per day, and therefore hardly ever use gas. It makes me use it after 3 months. Power management is fine. Very smooth. I generally don’t manage the EV vs gas settings. “Train conductor” is really exaggerating the experience. I chose the Outlander for the 3rd row jump seat capability (kids). My husband has a Tesla. Both vehicles are great, different use cases. (2 L2 chargers)
I recently got a 9 year old PHEV and am digging it, but I'm a renter and need to move and it's tricky to find another place to live that fits my needs where I'll be able to plug in outside
Unless we get some dope charging infrastructure, the future is homeowners in cool EVs and everyone else spending 6hrs/day on the bus or something something
34:36 that depends on the EV. Some like the Chevy Bolt, if the traction battery is above 30%, it will check the 12v battery about once a week and charge it if it's not plugged in. If it is plugged in, it will constantly monitor the 12v battery and keep it topped off.
The Volt was a complicated system but mine worked fine for the 11 years I owned it. It got great mileage, was wonderful to drive (the final drive was electric so it was like driving something special). Complicated yes, but IT WORKED! If it was not reliable or was in the shop all the time, a complicated car is a problem. But the Volt was carefully executed. I experienced no battery degradation over 11 years - GM really understood what needed to keep the battery happy which is the key. I miss it terribly.
I've had a BMW 530e plug-in hybrid for some 5+ years and love it. I always plug it in to 110 volts at home overnight using the charger that came with the car, and it's never seen a public charger. As a retiree, almost all of my driving is short local trips, the great bulk of it in electric-only mode. I do occasionally take a long trip in it, so the gas engine comes on, but not enough to significantly affect the average fuel economy much, which to date has been about 42 mpg, not too shabby for a large luxury car. Part of that is on long trips the car is operating as a full hybrid. So I figure I have most of the advantages of a full BEV but with no range anxiety at all. One thing that I feel doesn't get enough press is the performance advantages of hybrids and plug-in hybrids. The new eCorvette and a lot of racecars utilize hybrids, not for their fuel economy but for their performance due to their low-end torque. In fact, BMW designates mine as an iPerformance model.
PHEV is two cars in one. If you manage to use EV mode for majority of your driving, the engine will be reserved and it would be almost as new when the battery degraded. Then you can use your PHEV as a hybrid.
@@DonziGT230care to provide a citation for this opinion? It contradicts many owner videos here on YT of old Volts and Camrys with completely flat battery packs that now run exclusively on the gas engine.
I can't speak to anything more recent, but I had to scrap my 2003 Civic Hybrid when the battery died and the tab to replace it was more than the car was worth.@@morstyrannis1951
I'm a retiree and own a 2022 Toyota RAV4 Prime. I drive short commutes every 2-3 days. I drive long trips (100 miles+) about 2-3 times a year. Daily EV driving range is 48-50 miles (38-40 miles at first but has now settled closer to 50 miles). I installed a 240 EV system in my garage and charge the car about twice a week (when the remaining EV range has reached 0%). I only charge between midnight-6:00am when rates are about 11 cents per kwh. I use approx. 4 - 5 kwh for a full charge (usually from 35-37% to 100%). Also, the utility company provides a rebate of approx. 1.5 kwh (between 12 and 6am), so overall charging costs are minimal. Toyota did the right thing when they built this car which is why they are so popular but difficult to find. I love the car. Peace of mind is an extra benefit so its money well spent imo!
I was driving an early Volt borrowed from the car pool at the office when I met one of the engineers who'd worked on it. He flagged me down (this was in a parking lot at a research institute, so not quite as weird as it sounds) and asked me what I thought. I said I hadn't been driving long so I couldn't give him a very informed opinion, but I thought there was really nothing wrong with it at all. He said “whoo-hoo! We succeeded.” As time has passed, I've really come to appreciate that thought.
My 2018 Volt LE is great. Pretty much the best of electric driving with no range anxiety and I can plug it into the 110 outlet in my garage overnight for a full charge. For me the major negative is the lack of meaningful cabin heat during winter driving unless the ICE is running. My Volt's specified electric range is 53 miles but during warm weather, I've reached 70+ miles multiple times on electric only. I typically carry no more than 1/2 tank of gas unless I'm planning a lot of highway driving, during which I switch to ICE mode. After having a PHEV, I would not consider a 100% EV until there is a truly supportive infrastructure and EVs have batteries that can be fully recharged within 15 minutes.
25:00 It likely delays charging because the grid is cleaner if it is delaying charging and no timed charging was programmed (intentionally or accidentally)
The biggest thing that went into my choice to go full electric was the moving parts. In a phev, you have the motor, battery, and a mechanical interface with the gasoline engine. In the gasoline engine alone there are hundreds of components plus the transmission which has to shift gear to gear. In an ev you just have one gear, a motor and a battery.
Yeah, we are currently in the market for a new car and considering among hybrid/PHEV (Toyota) and pure EV (Tesla), and spent a lot of time debating. We test drove RAV4, Venza, and Model Y. Think we have finally reached our conclusion, a Tesla. Just don’t want to deal with the hybrids. They are essentially still an ICE car that come with pretty much the same maintenances, and on top of that, a separate electrical system. Plus, the overall fuel efficiency is good but not that great. We like the overall experience with Tesla!
@@lindenlee3705 the Mitsubishi Eclipse-cross PHEV gets a claimed 1.9 litres/100 km. No idea what that is in US mpg, but it's more efficient than a Prius. Yes, an EV ought to be a lot simpler mechanically, but you have all the range anxiety issues. It depends on your use-case.
Between me and my wife we've driven 132,000 pure electric miles between our cars (Chevy Bolt and Tesla Model 3) since 2019. We've never once wished we had a hybrid. This includes several multi-k mile road trips in the Tesla.
@@lindenlee3705 'overall efficiency' is a total cost issue i assume? if just the physics, then by definition, it's a wash since of course, the principles of thermodynamics rules the roost, ie it's all the same efficiency-wise, or very close. But total owner cost indeed includes maintenance, and if u dn't use an indy mechanic/shop for that or DIY, then yeah i guess the EV could end up cheaper, by a bit. But obviously the elecricity cost vs fuel, will be your main comparison and that will be the main difference probably. But to me, for those who dn't need a car for road trips or specifically road trips into the deep country, then an EV is often the no brainer choice. That said, for those who need very small range, then these Teslas are way way more EV than needed. But i guess there are few EV's with small range right now , maybe? but soon we will have quite a few including possibly great chinese ones, bcuz the chinese, wrt the the actual EV systems, are just as good as the best, ie Tesla, if not better, apparently. We shall see.
@@lindenlee3705 I only buy used vehicles and wound up with a PHEV Cadillac ELR (a fancy Chevy Volt). I just couldn't justify the $20k extra for a used Tesla over the Caddy I bought. How many gallons of gas do I have to save to make that up? I burn between 0.7 -1.2 gallons a day depending on the season for my 93 mile work commute with a charge at home and a charge at work. That's a lot of trips to make up for buying the used Tesla. The other thing I learned about the Tesla when I was researching them is their owners like to claim they can charge to 80% in 20 minutes, but what they leave out is that Tesla recommends supercharger use only on occasion as it does stress the battery and will shorten its life. The best way to charge the battery is slowly, overnight at home. If you don't have a charger at home then you're looking at potentially a lot of supercharger use. Then there's the cost of the battery when it's time to replace it. I saw around $25k to replace the battery in a Tesla and it's not even a new battery from Tesla, it's refurbished.
I’ve been driving a Model 3 for 4 years. The biggest unexpected difference between this a my Prius is the massively reduced maintenance cost (and bother). Also I couldn’t be happier to not have a dealership to deal with.
Keep it for the avg 10 years and let's talk. Oil change maintenance my be reduced but when something goes wrong or wears out aha you see the shocking extra cost and availability of parts and service code and time and it won't feel better at all. If not you then that's for others that keep cars. Even my Gen 1 Chevy volt only needed oll changes every 20k miles so about 8 months for me. Many people take over a year. It ain't that bad but all the exotic service issues still exist done day so though it's been the most robotic car I've ever had. Just goes everywhere, every day untouched.
With respect to Ford’s PHEV It might be better to prompt for return to EV mode after you ease off on the accelerator. Jake at 27:41 you got the conversion backwards for CAD to USD and way overpriced Electricity and Gasoline in USD. 0.15 CAD per KWh is approximately 0.11 USD per KWh and 1.75 CAD per liter is 4.91 USD per US Gallon. Also, gas mileage also drops significantly in cold weather for shorter trips, but not much impact on a 180Km trip as the ICE engine will reach full operating temperature.
The Volt is simple: if there's power in the battery it defaults to EV mode; deplete it enough and it switches to gas by itself. If I'm on a road trip, I press the Mode button a few times to reach "Hold" which runs the engine and reserves the battery for later. If the car needs some extra oomph on the highway, it just grabs the power from the battery without asking me for permission.
With PHEV 80% of my driving is EV. There is no compromise. Even when burning dinosaurs, I still average 40mpg. By the way, Volt was a pure EV, the engine didn’t turn on for full acceleration. The engine maintained the drive battery.
I have 2023 Volvo S60 T8 PHEV and it's a great car. It drives like a normal S60 - just a lot more powerful. It's faster than most cars on the road (including most BEVs), it can do ~40 miles of pure electric range so if you daily commute is shorter it's like a BEV, it's actually smart on longer trips (if you use the Google Maps built-in navigation) to optimize battery/gas usage. You have no range anxiety because if you run out of battery it's still a 2.0 Turbo, 310HP regular gas car. Oh, since it's a Volvo, it's super comfortable, safe beyond belief, built quality is terrific, materials are good-to-great. The same would apply to the XC90 and XC60 T8 PHEVs - just with less range as SUVs are heavier and less aerodynamic.
I am averaging 79 mgp after 1 year of owning my 2016 Ford Fusion Energi. I mostly use it for short trips to the grocery store. Affect on my electric bill is undetectable since I only shoo about once per week. I love the car.
2018 Porsche Panamera plug in hybrid works great for me. 30 miles of electric range gets me back and forth from work and long trips are great. Performance is more than I will ever need.
We just bought a vehicle from Ottawa earlier this year, but we live in rural Renfrew County. It was a used 2023 Chevy Bolt EVU Premier with only a few thousand kms on it. My wife commutes to Kanata 145km everyday, and our goal was to save money. A PHEV wouldn't have been logical for us financially. Plus I'd miss the performance and fun of driving a BEV.
I went with the Jeep Wrangler 4xE . I mainly purchased it because with the four cylinder turbo plus the electric motor in the transmission it gives you a lot more combined horsepower regardless of battery state than the non-plug-in hybrid version. I didn't want to spend the extra money for their big 492 and the horrible gas mileage it gets. The bonus was since I have a level two charger in my garage for months on end for running errands around town I never use gasoline. And yes when I leave town and go on vacation it's a hybrid with just a lot of extra power. Jeep replaced the alternator with a generator that powers the electric motor regardless of battery state so for me it's a win.
People (who likely haven't experienced) complain that PHEVs are complicated. PHEVs can get by with a small, simple ICE focused on charging, no starter, a simpler transmission, and a much smaller, lighter battery than BEV. If & when battery degrades on our i3 REx, we'll simply notice the ICE kick on sooner than at 120 miles (its current EV range at 94k miles). We won't be compelled to trade in due to decreased range like with BEV. Best of all, PHEVs won't complicate your lifestyle. You wake up to a full charge that covers commuting at cheap residential rates (80% less costly than gasoline, no need for a third car dedicated to long trips, no need to be hostage to public charging (often broken, occupied, ICED).
Thank you for focusing an entire installment on PHEVs. Very informative, especially the (very granular) discussion of costs at the end. A topic that wasn't covered, though, was the basic topic of plugging in. Given how poorly informed some are about EVs, PHEVs, HEVs, etc., it might haven been useful to discuss the importance of plugging in daily and that there is no need to upgrade the wiring in the garage to accommodate a PHEV. Because there is no consequence to forgetting to plug in-you'll still be able to get to work-owners may fall out of the habit of routinely plugging in at night. Still, a very lively and useful discussion overall.
We don't. I think in the past 2.5 years of ownership we've forgotten maybe twice. The biggest issue is to not plug in the vehicle after every short trip. Batteries have a limited number of recharge cycles - in the case of the Rav4 Prime that number is thought to be around 5,000 before the battery hits the 20% down mark. So if we are doing a series of short trips over successive days we'll avoid plugging in. As a result, we have now put the battery through around 250 cycles. This means the batteries will likely last for our lifetime or the car's lifetime (whichever ends first). Our goal is to drive the car, with the current battery, for 20 years.
@@davidgapp1457So what about someone who can’t charge at home and needs to charge at free chargers on the road. I picture myself only being able to charge a Prius Prime a few times a week sporadically 1/2 to 1 hr intervals. I’m planning on getting a regular Prius because of this but I’m concerned in about 5 yrs I will regret not getting the Prime. I’m not in the position to replace my car every few years. I commute about 45 mins about 2-4 days per week and use my car every day for errands etc.
Adding to the many comments stating that CR makes driving a plug in hybrid sound complicated. Not true. I own a Volvo XC60 plug in hybrid. Easy to drive. Quiet and smooth. Once you set it to pure, it will drive Electric for about 45 miles. Longer trips? Switches over to hybrid mode automatically. Best of all worlds right now while we are all dealing with some range anxiety on longer trips.
We goofed! But we have gone back and made changes to the PHEV cost calculator, so all the info is now correct: docs.google.com/spreadsheets/d/1AHW1tUQIXa5NMWAKLHxKh1Xoro6tkOHpyV6cDbAu6U8/edit?usp=sharing
Sorry Canadians! I mathed the conversion rate wrong. I multiplied when I should have divided to convert to USD. But since both gas and electricity are proportionally lower, the advice still stands. -Jake
Finally! While watching the video, I nearly yelled at the TV! Basic rules for unit conversion: CD/kWh * USD/CD = USD/kWh. Simply logic dictates that since USD > CD, costs fall when converting CD to USD. FYI, gas costs 4.906 USD/gal not 8.94.
It all depends on use case. Good to plug in overnight (fill up). We are retire and can run around town, go to food store, see doctor, go to restaurant locally. This way we use battery and given electric cost save money. However, for our longer road trips (800 mi.), the gas engine gives us the range ! While I don't have an PHEV I am definitely interested (Mazda CX-70)
I *LOVED* our 2016 Hyundai Sonata PHEV, when it was new. My wife's work took her less than the rated distance on battery only, round trip. But, it also required her to drive further too--making an all electric very impractical for her. But, it would sometimes fail to charge up overnight. Eventually, it spent months in the service department, as the replacement parts had to be shipped in from South Korea. This told me that more Sonata PHEV's failed, just like mine. Eventually, I used our state Lemon Laws, and Hyundai bought it back. We decided to go with an extremely reliable Honda Accord gasoline model, and have not stopped loving it.
i don't know if i missed it in the conversation, but does the engine in a plug-in hybrid car charges the battery when its depleted just like a regular hybrid car? or does it only charge by plugging it in?
Jake, you need to check your spreadsheet. Your numbers are wrong. eg. CDN$1.72/Liter converts to USD$4.75/gallon and CDN$0.15/kwh converts to USD$0.11/kwh. BTW: Mike, it's pronounced rej-eye-nah.
Remembering the gas lines of the 1970s, the most fundamental advantage of the PHEV is being able to drive on multiple fuel sources - gas, electricity and if you have a home generator, natural gas/propane independently.
I would love to see cold weather testing done on all of these electric vehicles. Come on up to Michigan's Upper Peninsula in February and test the battery in the cold.
I drive a Hyundai Ioniq (original, not the 5 or 6) PHEV and generally lose about 20% of the EV only range in the winter. The main issue mine has is that it still relies on the engine to run for heat (but not AC) which means to prepare the cabin when it's minus 20 out there it needs to sit and idle. I really wish it had a resistance heater that could run off the AC for a preheat or a cold climate heat pump, which would be best, since the AC system would just have to be set up to run backwards for that to work. My car has an exit vent from the cabin which makes the air flow over the battery, so once the cabin warms it also warms the battery which helps when it can cycle the engine off to not lose so much of the battery capacity.
we've always heard that most engine wear occurs at start-up. wondering what is the impact on the plugin hybrid ice engine from not warming up? and also, if you almost always just use the all-electric range, what about gas that sits in the tank for many months?
My 2022 Plug-in Prius is the perfect car for me. I would 20 miles from home so I arrive at work with about 10% of the battery left. I plug it in at work and it is charged up for my trip home. I often run errands and the car automatically switches over to hybrid mode when the battery goes down, with no intervention from me. Some of these other plugins sound way too complicated. All I have to do is remember to plug in when I arrive at home and at work.
How does this work when you go in a long trip? Does the electric battery run out and then you just running a small horsepower engine in a heavy car? Or does it recharge the battery and does then the battery degrade by recharging it too much?
Very good episode CR. You should also point out that not all PHEVs have the ability to control how and when the vehicle uses only Batteries or set when to use the ICE to recharge the Batteries (Pacifica PHEV/Hybrid for example). Some PHEVs, ownership is as simple as fill it up with Gas when it gets empty and plug it in every night.
I love my PHEV sedan. I use it as a commuter and it's basically an EV...no gasoline purchase required. When I go on a road trip it's a regular hybrid. Good mileage, no range anxiety, no frequent stopping for charging. Best of both worlds.
Hi folks - very interesting video, I have learned some more than I knew before... so thanks for that. Just one point that was made right near the end:- the reason the 12 volt battery dies in many modern cars (not necessarily hybrids, but particularly hybrids of any type) after only a few weeks is that power from this source is being used by various systems monitoring all sorts of aspects of vehicle/engine/accessories etc. Unless you disconnect the 12 volt battery when leaving a vehicle unused for some time, it will run down, like it or not. But DON'T disconnect the 12 volt, because you will probably find a dash full of warning lights come on after reconnecting it! It's part of the overall system, and ECUs and other electronic systems won't like being disturbed. This is one of many things that are completely different in the modern era - EVERYthing needs a lot or a little electrical input, even when the two battery systems might appear separate. Everything is interconnected, like it or not. Just a thought.
Just discovered this video. It is part of the “Talking Cars with Consumer Reports” series. However, after watching the entire video, I didn’t see any talking cars! 🤔
Great episode! You didn't address my question about tailpipe emissions when a cold engine is suddenly tapped for duty, then shut off again for long enough for the ICE to cool down. Then rinse and repeat. Also I would think that starting an ICE from cold and revving it to, say, 4,000 RPM is not the best thing for that engine. Do these vehicles start the engine when you start your drive to ensure that there's some oil someplace other than the oil pan? I get that this question wasn't really in the spirit of your discussion, but I hope you'll address it at some later date. Thanks again.
Great post! Yes, cold starts are the most wear and the most pollution operating times for the ICE. No one wants to talk about this inconvenient truth/fact of the hybrid and the PHEV.
Can’t speak for all manufacturers but this not an issue with RAV4 Prime. Toyota has lots of programming to keep both ICE and traction battery happy. That’s why it regulates when ICE automatically comes on
Hi! I have 2004 Toyota Tacoma that I used to go to work every day (45-50 miles round trip) and during the weekend if I’m going mountain biking maybe I add 60-80 miles more. Could you please let me know which Crosssover will be better for me? Hybrid, Plug-in or Ev? Florida resident.
I’ll weigh in here as well and mention a couple of observations. First, living in northern New England, most (all?) PHEVs probably can’t be run in ev mode for a few months of the year unless you don’t care about having heat. My 1981 Toyota Tercel (RIP) didn’t have heat but I was 20 and didn’t care. I do now. Unless it has a heat pump or resistance element (range?), the heat comes from the engine which will run when it’s cold and you turn on the heat. (Are there any with heat pump?) So no ev range at all, but rather runs in hybrid mode or fully gas. Second point is that PHEV still has all the maintenance of a gas car. Third, they are as expensive or more than a decent ev with all the headaches of a gas car and the headaches of a very low range ev with no heat. Some say they are the best of both worlds but they have attributes of the worst of both.
A PHEV has the same maintenance _items_ as a gas car, but if you drive mostly on electricity those need service less often. Not counting wipers, cabin air filters or tires of course, which will wear about the same on any car. Thanks to regenerative braking, the brake pads get _very_ little use.
I live in NH. My 2017 Prius Prime has heat without the engine coming on. It has a heat pump, electrically driven. It also has heated seats, even in the base model. I wish it had a heated steering wheel, but I wasn't going to buy the top trim level with all sorts of stuff I don't need, just to get that. I take it offroad out west, believe it or not, so an EV made no sense for me in 2017. Probably by the time I replace this in 2035, an EV might work for me. For now, I'd need 2 cars if I got an EV, due to how I travel, where I go and what I do. I do all my own maintenance, and there have been zero repairs needed so far in 6.5 years and 116K miles. Doing an oil change, is not a big deal to me. An air filter takes 2 minutes. Replacing coolant, trans fluid, and fuel filter every 100K miles isn't a big deal, either. It's been probably 30 years since I've changed spark plugs on a car, they seem to be lifetime items now. Last exhaust/muffler problem was almost 20 years ago on a used car I bought one of my kids.
I'm pretty sure conversion from Canadian dollars per liter to US dollars per liter at 27:45 is wrong. Since 1 CD equals $0.73, 1.75 CD would equal $1.28, not $2.36.
Speaking as an owner of a RAV4 Prime PHEV, this video is a heavy dose of clickbait and false hype. I love driving electric only most days, I love not worrying about finding a charger that actually works, I love 4 hour L2 charging time, I love the acceleration 5.5 seconds 0 to 60, and I love getting 40+ mpg. It's pretty uncomplicated - just get in and drive and the car handles the details. You just have to learn how to plug and unplug, which is dead simple.
The spreadsheet you made is great. I had elderly friends that wanted to buy the plug-in Mazda, CX 90 and after doing some research on my own I told him it is a very inefficient hybrid. In fact, shockingly poor. Your numbers just backed up my impression.
We have 200,000 km on our 2017 Volt. Great car! Mostly EV travel, but no range anxiety on the occasions when we take a longer trip. But we are ready for a full EV because of the lower cost of ownership, and long term environmental benefits.
IF you are motivated to get a PHEV to get a lot of EV miles, you should be aware (A) if it is at all cold outside, the ICE will run to heat the cabin (unless you shut off the air completely), and (B) In terms of longevity, you have to worry that you are probably DEEP-CYCLING the drive battery EVERY DAY. Contrast this with a full EV, where you deep-cycle the battery maybe once a week -- and only if you want to let that happen. As a consequence of heavy use (in hot weather), my 2017 Hyundai Sonata PHEV's drive battery went below 70% capacity after 44,000 miles. The car actually started to throw an error that forced me to pull over - three times in two days. To Hyundai's credit, they replaced the big battery under warranty, but I had to drive a 'gas guzzling' loaner car for 6 MONTHS. This is also a caution about low-volume 'special' vehicles -- Hyundai made a few thousand of these Sonata PHEVs and had stopped selling this car, so replacement parts are scarce. The dealer confided that they actually had to BUY BACK another PHEV owner's car in one case. I should mention that the cabin heat problem should have a simple solution: Give me a 'VENT' button! Both of my PHEVs have automatic climate control, so it is nearly impossible to tell the car "I just want some outside air". With the lowest thermostat setting being around 65, it doesn't take much to convince the computer that it should be adding heat, and then boom -- the ICE fires up -- even when your battery is full. In medium-cold weather, I keep the air off completely and crack the windows. But cracking the windows has numerous downsides.
Deep-cycling the battery is an issue IF the manufacturer don't give enough thought to it. The first gen Volts were very conservative and used only 65% of the battery capacity, never fully depleting or charging to full. They allowed 76% on the second generation. Volt batteries really last a long time with negligible range loss. The Volt uses heated seats as a less power-intensive way to keep you comfortable. But you can also heat the cabin air if you want.
The rav4 prime always keep 30% of the energy to keep the hybrid system active. So the battery is never empty even if the electric mode is not available anymore. I imagine all PHEV are the same. So no deep discharge every day.
Our 8 year old Ford Fusion Energi displayed a wrench icon in the instrument panel and it would be slow and jerky when going from a full stop. After 8 years the warranty was finished , we had 131 000km on it, after 8 years we could see the battery gave a lower range, much lower. We brought it to the dealership and they replaced the small battery but the problem came back in cold weather. We sold it, we didn't inquire the cost of a new hybrid battery since we didn't need two cars anyway. We drive another PHEV but in the future we will get a regular hybrid, the cost of the PHEV battery replacement is just too uncertain; cost, warranty, performance..
PHEV are the perfect fit for most consumers that don't live in a large city, it gives one the ability to use electric on our daily commute to work and then the freedom to go on an adventure away from the population centers without being a slave to a charging station.
Really interesting and entertaining. Great crew. I would have liked to learn more about charging a plug-in like how long it takes and level 1,2,3 what’s advised. Also the two-powertrain conundrum. If I have a couple adults in the backseat isn’t that about the same weight as a gas powertrain? How much does having passengers really hurt your mileage? Worth a little test?
im wondering how much the engine and transmission. do suffer from going through mountains daily. I know our regular cars suffer a lot from shifting and such but since its part electric how much is the engine/transmission safed from abuse? where can i find more information about that?
PHEV are great stop gap vehicles before EV charging is more readily available for people who make a few short city trips (within EV range) a day and occasionally some long distance driving. When the price premium for a PHEV over the gas only is within 2K like the 2023 X5 then it's worth it (BMW jacked up the 2024 prices so it's now a $10K difference). But if it's $10K like the Outlander that has a 38 mile EV range, it's going to take a long time to make back that difference. Also, the extra 900lbs of a PHEV will wear out consumables like brakes and tires faster
We had 2 PHEV's and as far as tire and break wear, I didn't feel it needed replacement more often. I also choose the best quality in terms of brakes. I think that since we drive in relaxed way, we dont drive in a sporty manner, the tires and breaks lasted longer.
If the PHEV has a “one pedal driving” mode, to use the electric motors for braking (and recouping some of the charge used, then the brakes are used far less often, which should at least offset the brake wear of it being a heavier vehicle.
I had a Mach-E (EV) for 18 months. It was fun to drive and great for local trips, but the cold range was below my weekend trip needs. I now have an Audi Q5 55e (PHEV) and feel more balanced. During the week I only use the battery and on the weekends I can travel without having to worry about planning for charging and issues with charging stations.
Might it be possible or efficient in a home power outage to replace a small emergency gas electric power generator by using a hybrid car as a generator?
For us going with a full EV made the most sense. PHEVs didn't have enough range or frankly enough power in EV only mode, and even in EV only mode they often weren't very efficient either. We use our ID.4 for probably 80% of our miles and our old Sienna for the rest. The total efficiency is still better than the 3 row PHEVs we were looking at, and the overall user experience is vastly superior
If you have the luxury of being able to keep a larger ICE vehicle in reserve for the relatively rare times you need it, a BEV for daily use is perfect. Many people don't have the parking space and/or financial resources to do that.
I drove the new Prius and love it. I noticed that battery really small. Tried to climb a mountain and then recover energy on a way down. What i understand plugin car have a bigger battery. Will it be ideal for people leaving on the hill? Or driving up the mountain daily? Does it have that advantage to recover more energy from driving downhill?
One thing I noticed that people often make a mistake on is the effect of cold. Yes you lose range on electric in cold. But that is also true of gas too. I never realized that until I had gotten a Prius and I could watch on the screen my milage. In winter I got a lot less efficiency on the Prius. Bottom line is that a gas vehicle will have roughly a similar percentage loss in efficiency as the battery will in an EV, or PHEV.
Great discussion... What about phevs not having heaters that operate without the engine?? Doesn't cold climates hamstring all the phevs without electric heating - which i think is all of them??
CR Plug-in Cost Calculator: docs.google.com/spreadsheets/d/1AHW1tUQIXa5NMWAKLHxKh1Xoro6tkOHpyV6cDbAu6U8/edit?gid=1090265007#gid=1090265007
You guys converted CAD to USD incorrectly. $1.75 CAD/litre = $4.75 USD/gallon
Driving a PHEV isn’t as complicated as CR wants people to believe. We own a gen 2 Volt and a RAV4 Prime. Never any range anxiety and mostly EV driving. These vehicles are amazing. Chevy should have kept the Volt alive.
Hybrids are CRAPPY , its a fact.
I think you got 2 of the best PHEV's. Some don't disable the gas engine ever and will kick on the engine if you ask for more than a certain amount of throttle. Also some have laughably short ranges - I know someone with an X3 PHEV and it gets 12 miles of EV range. Volt and RAV4 are some of the best PHEVs with long ranges and strong EV defaults.
Glad Toyota bumped the range on their Prius Prime, filling in the gap left by the Volt.
I agree with @skcbiol. Former Gen 1 Chevy Volt owner here. Even with the shorter EV range, I drove all electric 95% of the time. Amazing vehicle.
If you are trying to minimize your use of gas and you don't want to hunt down chargers on long trips, it can be difficult to predict whether a PHEV or regular hybrid will be more efficient for your own likely driving. For me and my PHEV it has been the opposite of what they tell you -- yes my EV range is down in the winter, but I do fewer long trips, so the PHEV beats the hybrid in the winter while the hybrid beats the PHEV in the summer. Overall, so far, it has been a toss up.
“Who should get one?”
Me. The guy who plugs in to 110v each night and drives to work about 25 miles each day. Never needs gas. But I also take long drives on weekends to visit aging family and don’t want the hassle or delays of dealing with charging stations. Gas stops are in and out in minutes.
Which one do you have ?
CR makes this seem complicated. It's actually simple. I've had a 2021 Toyota RAV4 Prime PHEV for more than two years now. I love it. I use electric in town. I buy gasoline when I go out of town. PHEVs are for everyone.
It sounds to me like, when it comes to PHEV's, there's Toyota and then there's everyone else.
I love my 2023 Hyundai Santa Fe PHEV!
@@justingroen3235IDK - I have a BMW 330E and it's brilliant.
But how much over sticker!? How many gallons of gas would that have been
Yeah have a RAV4 Prime also. EV on town / city roads. HV on the highway. Flick of the switch, enough said.
Here in Alaska, my Rav4 Prime is the perfect car - and I almost never plug it in. In the dead of winter, my 2 mile drive to work every day would be hell on any ICE-only car. (Short trips and never warming the engine up) I just use electric. Milage per KWH is as expected in cold. Couple 2 or 3 days a week after work - and weekends I hit the gym about 20 minutes away - so I use Charge mode maybe once or twice per week. Warm the engine up nice, and put EV miles in the coffer for the week's short trips to & from work. The car's heat pump heating is ineffective on a lot of colder days and would otherwise force an engine start so my fix is to use my little 400W fan heater instead. Gotta love that nice 120v 1500 watt AC outlet. (Edited - In dead of summer heat of 65 - 70deg (F) heat I'm getting 3.5 - 4 miles per KWH electric. Not bad at all).
Summer time if I'm stuck following someone on a dry dusty gravel road I go EV and avoid packing the ICE's air filter full of crap. When I need to pass, this thing just teleports me in front and I'm on my way again.
Longer roadtrips like to Anchorage - WOOT - I'm on the road system again - unlike Nome ... or to "the States", I enjoy some "energy management" tasks to stay engaged, and the geek in me LOVES it.
You make it sound very complicated and confusing. It's a hybrid with a bigger battery that you can charge by plugging it in. We plug ours into a regular outlet on our garage. With the amount of driving we do, we seldom burn any gas. When we take a long trip, we treat it as a hybrid. And when you talk about waste, think about the giant batteries in most EVs with capacity that's never used. That's a lot of weight to carry around, a lot of resources wasted.
Average just over 100 mpg in 7000 miles. On a trip to Quebec, just over 1000 miles, 56 mpg driving as a hybrid. No range anxiety. No switching back and forth as you describe. Leave it in EV mode. When it runs out of charge, it automatically switches to hybrid mode. Just leave it alone and drive it.
Hybrids have more parts that can potentially go bad vs an all electricitic vehicle. Evs have like 70% less moving parts.
Complexity here isn't the complexity of use, but rather the mechanical complexity of the drive train.
@@jmatt98 Have a 2004 Toyota Prius and 2019 Kia Niro. Prius has 390,000 miles and finally broke last year. A rusted out brake line. Other than that just routine fluid changes. The 2019 Kia has had zero problems at 70,000 miles. Not seeing any real problems at all and awesome mileage with both.
@@jmatt98 Yeah but electrics have that one big part.
Bought a RAV4 Prime last year. Thought about going full EV, but didn't feel the infrastructure is quite there yet to support them everywhere. It has been a great vehicle so far. (And it is quick!)
Driving it in the city for daily local commutes or just tooling around town, I use practically no gas. As long as my daily usage is under ~ 45 miles. Which is 98% of the time.
But then my family enjoys (very) long road trips and it gives me piece of mind that I can just operate it as a regular Hybrid on those trips. Pulling over at Any gas station, Anywhere and be fully fueled in less than 5 minutes. (Out in the sticks, there aren't very many charging stations.)
At this time, I think PHEVs are the best of both worlds for some people. Certainly for my usage.
Hi Doc, I bought a used 2018 RAV4 hybrid earlier this year and love it. I drove a friends RAV4 Prime before I bought it and would have bought one if my finances would have allowed it. Oh well, maybe a used one in a couple of years. I totally agree with your conclusions though.
RAV4 prime is the best PHEV since the Volt itself, imo. Test driving one today!
Everywhere? You're driving "everywhere"? No... this goes back to their point about people buying based on what they might need. If you really need to go somewhere that you cannot charge... just rent a car. Or, buy a Tesla.
BTW, your usage... is based on your uninformed perspective. I have been driving EVs for 6 years. We don't own an ICE vehicle. Our first EV was a PHEV and no... you really don't want one unless you really need it... not your "might need" situation. Driving a PHEV turns into a game. As soon as you get one based on your perspective, you will try to never use fuel (unless you're silly because electricity is cheaper than fuel). And it is just going to leave you wishing you had bought an EV with sufficient range.
@@dus10dnd Yet another insufferable EV cult member telling people what to do.
@@larder548
If I am reading the spreadsheet correctly, there was a fundamental error (which may affect the choices) in that electricity in Saskatchewan is C$0.15¢/KWhr. Jake has converted this to US$20.25¢/KWHr, which is the "wrong" way. That is, 15¢ Canadian is more like US11¢/KWhr . Then this error is repeated with the gas price calculation - a litre of gas in SK is is about C$1.80. That's ~US$1.32. There are about 3.8L in a US gallon, so the price per US gallon of gas in Sask is about US$5.28 - nowhere near what Jake calculated and further muddying the waters. It may be that the same mistake applied to both factors evens out, but I'd want to rerun the numbers. Hopefully someone at CR will notice
It's an easy mistake to make (Google will try and do it wrong for you) but obvious to any Canadian viewer (the CDN$ is typically 75% of the US$ in value). While gas is expensive in Canada (compared to the USA) electricity tends to be less expensive (obviously varies by location). And BTW Mike - it is pronounced Re-JEYE-na :-)
They are not mudding the water, just pouring oil into it.
Hopefully they will correct those figures in the next exciting episode but don't hold your breath waiting.
Amazing what bias will cause to happen, isn't it?
I'm glad I'm not the only one who caught this. The first error I noted is when he said Canadians are paying nearly $9 per gallon of gas. Since I know there are roughly 3.79 liters per gallon, I knew that even if gas was $2 per liter, there's no way that equals $9/gallon, did the quick math and realized his numbers were off. When you're with your buddy or just posting on line like we are, who cares if you're wrong. If you're posting an informative video that many will see and you're making decisions based on those numbers, you better check and recheck your numbers. I stopped watching after I caught their mistake, because I realized everything after is based on a mistake and what's the point?
I agree. When I heard his errors it greatly reduced my confidence in anything else he said. If you can't get simple arithmetic right how wrong will you be on anything complex.
I didn’t watch this video at all. Just seeing the negative title.. just want to say I had a Volvo xc90 t8 phev and it was great. 21 miles all electric before gas engine turns on. Was averaging 35-45mpg. Best was 60mpg with in town driving. Loved it.
I owned a gen1 volt from 2012 to 2017. I changed it due to seating comfort and related issues for long drives. After 70k miles and five years, I used gas only for about 5% of the miles. Visted dealer only two times for oil change. Total service costs under $200. Great car.
PHEVs are a great choice for most people.
Hybrids are a CRAPPY car w/ a Vibrator sized battery , for your Girlfriend.
Changing oil only 2 times in 5 years is not good for that ICE
@@clarkkent9080 Not really an issue. You can check the stats on the Volt, including the oil life. Since I drive mostly on electricity, the ICE standard rule of "change oil and filter every 3000 miles" is utter nonsense. I only change when the theoretical oil life (a factor of engine use) is down to around 10-15%. Maybe a bit sooner if I'm planning a road trip (all gas-powered) in the near future.
@@kayl456jennaI'm also a gen 2 volt owner. Unless you're a volt owner, you won't understand. 25k kms was the best distance per tank of gas I've ever gotten. My avg is 90% electric to gas ratio. I honestly wish they'd bring back the voltec system. I love driving on battery power 100% of the time, even when the ICE generator is running. Such an amazing car
@@alisatrelivingVoltec (sadly) was its own worst enemy. Most folks don’t understand it and GM didn’t try to explain it. An enormous amount of thought clearly in execution and engineering. Voltec would be the perfect bridge to future when reliable EV charge grid in place. Love my ‘16. Best car I’ve owned in 50 yrs of driving.
Zero complexity needed. I'll help you CR guys with this PHEV user guide! Charge it every night. Drive it wherever/ whenever you want every day. Put gas in it as needed. Don't over-complicate it.
Yes but they have to make it complicated to validate their podcast 😂
I found driving was not complicated, just let the car do it’s thing and switch modes as necessary. Don’t bother worrying about plugging in on a trip, just drive. What I found incredibly complicated was what charger to use at home and what electrical work was needed. The Logistics of outlet placement, cable length and what level charger was a challenge. I eventually realized that we did not really need anything more than a level 1 charger and most importantly that there are better level 1 chargers with longer cables than what the dealer gives you. Just by purchasing an after market charger/cable made a 30 percent faster charge with a 4 foot longer cable.
and it's ridiculous that the car mfr doesn't provide that info which would enhance the value of the car. OR, the gvt should regulate this info so that ppl can easily get it. These united states, our country, is not wel regulated, like our cousin countries are, namely Oz/nz and europe. Really getting sick of this crap.
@@18_rabbit I mean, they literally provide you with a cable that just plugs into an ordinary wall socket. People have these ideas in their head that they need a level 2 charger at home, but that's not something that manufacturers told them.
@@AUniqueHandleName444 Yes one doesn't need level 2 charging at home but it really cuts down the time to charge and allows one to use the cheapest times available form the grid or solar to recharge the PHEV battery. I've been doing that with a 2023 Volvo XC 60 ReCharge T8. Very fast PHEV and after 3500 miles I'm averaging 81 MPG and loving it. 42 miles EV range.
Yeah PHEV are not intended to be charged on trips, it is just not worth it at all, you would be stopping all the time.
I agree my Mitsubishi Eclipse Cross PHEV is just charged every night at home from a standard 3pin wall plug and this system works really well for me. You don't really need to upgrade to a bigger and faster charger. Greetings from downunder!
I see the attraction of plug-in hybrids is for those who take long trips. For me, a long trip in an EV is currently affected by the relative scarcity and time waiting at charging stations. A plug-in hybrid doesn’t have that issue. Additionally, there are the benefits the reviewers mention (especially using electric only for shorter commuting and errands).
This was the prime reason I went with a PHEV. Usually just use all electric tange, but when 8 take longr trips I’ e got no range concerns.
Great if they have decent sized batteries ( 30kw+) but this pushes up the price and the weight and the long term service costs
Having a phev for long trips doesn't make any sense at all. The initial charge gets you a few miles, the you're just dragging dead weight and using more fuel.
how to make something quite simple sound complicated and draging it out for 35 minutes
35min of absolute ignorance.
@@geofflecren8827 ...and awkward jokes and laughter
Exactly
True for you talking rubbish
Glad I'm not alone in thinking this. Plug-in hybrid EVs should just be EVs which kick in an ICE generator to supply the juice when the battery runs low. If they have two separate drivetrains and an ICE *motor,* then whether you can plug them in or not, I think they're still just regular hybrids.
After a ton of research, I decided I wanted a RAV4 Prime (to replace my 2008 Outback), and I spent two years trying to find one without a huge markup (they're not sold in Washington state where I live). I also looked at the KIA Sportage PHEV which is sold in my state. I live on a small island in a condominium with only one allotted parking space. I wanted all electric for my short island drives, but I also wanted a vehicle large enough for car camping and off the beaten path road trips (including the potential to sleep in the car). In an ideal world, with the luxury of owning two parking spaces, I would have gotten an old Leaf for my local drives and a hybrid for the camping trips. The RAV4 Prime is over-priced, but I view it as owning two vehicles in one, with the reliability and resale value of the Toyota brand. I finally bought a used RAV4 Prime in July and I love it!
Good choice. I think you unknowingly dodged a bullet. Leaving batteries to sit unused, shortens their lifespan. If you wanted a second vehicle, exclusively for road trips, I wouldn't recommend an EV, or hybrid.
@@chuckwilliams6261 blah blah
Rav4 Primes are not sold in Washington state? What's up with that? I just bought one at list price off the lot in Massachusetts. (a red XSE with PP). There were several others just sitting there. Mass. has no special tax incentives or rebates for PHEV.
I’ve owned my RAV4 Prime XSE for 2 1/2 years. In that time I’ve accrued 50,000 miles; 60% electric. 40% gasoline. The gasoline engine, which most often is used on the highway, has averaged 38 mpg.
Acceleration is phenomenal. The AWD works well especially since I installed Michelin Cross Climate 2 tires a year ago.
If you pay attention and drive as this auto was designed the results will make you a believer. It has my wife who at first was very skeptical.
Same experience here. Toyota hit the sweet spot on electric range and hybrid gas efficiency and a super practical car for winter weather driving.
Range of the plug-in is important . Plug-in EV need minimum 40 miles + Range.
what's your total range on a full tank and charge?
@@mcbjvhgurl600 miles in the summer. Mind you, the empty gas light will come on when there’s still 3 gallons left in the tank.
What year is Your Rav4? Was it higher priced than other PHEV?
My 2021 Pacifica Hybrid gets plugged in to a standard wall socket and charges overnight. I get 30-35 miles of electric range with each overnight charge, depending on the temperature. I don’t commute, so, unless we go somewhere on the weekends, I’m running on pure electric about 75% of time. That means I fill up with gas about once per month. When we drive 1,000 miles to Florida twice a year, we run on gas at 30 mpg. So, it’s the best of both worlds. No range anxiety whatsoever.
Sorry Gents but the spreadsheet calculations (27:41) are fundamentally flawed because the exchange rate was incorrectly applied for both the cost of the Electricity and Gas. The Electricity should have been almost half of what is shown => $0.11 instead of $0.2025 USD. Similarly the Gas per US Gallon => $4.91 instead of $8.94 USD.
I still liked the episode and I am a long term subscriber.
Yes I had to laugh at this gaffe!! Makes u wonder when basic math is lacking. lol
A PHEV is not really that complicated. When I drive the Clarity, I really enjoy the whole "let's see what this thing can do" puzzle. My wife on the other hand is just a, "turn it on and go" type of person. They work perfectly fine either way. So if you are deciding about one, leave all this nonsense on the table and know all you have to do is plug it in and drive it like a normal car. Because of the bigger battery, efficiency can be slightly greater because if there is a big dynamic charging event, the battery is big enough to absorb all of it. If you are a nerd and want many things to play with, they are there for you also. Quite frankly though, you may be able to squeeze another 5% out of it, not worth it to my wife, but quite enjoyable to me. I also only change the oil every 2 years because it only burns about 10 gallons of gas per year, so maintenance, while still there, is considerably less than a strait gas car and is still less than a hybrid.
if the oil minder system is not suuuper smart (which i seriously doubt it is) u probably should change oil once a year. This is bcuz the PHEV's tend to have the engine come on for brief periods, sometimes super brief and brief means condensation accumulates, and that is very degrading of both the oil and metal components. How smart Honda made the whole system, i dunno, ie if they made it smart enough to get hot enough to burn off all the condensation and fuel (fuel dilution is a major thing in engines nowadays), i dunno. I'd deifnitely change once a year at a cheaper indy mechanic ship or DIY at home if u like to.
@@18_rabbit Yep in my Volt I change the oil once a year, just regular temperature changes will cause moisture to accumulate in the oil. Even though it has a maintenance mode that idles the engine after a certain period of time of not running (like months) I still change the oil in it when I do the rest of my vehicles. Takes about ten minutes since everything is really easy to get to in the Volt.
Some hybrids are very complicated unfortunately (from a mechanical standpoint). For example the Hyundai hybrids use a parallel system with a dual-clutch transmission, which introduces a ton of wear components.
Having two drive trains and a battery seems like a lot of extra weight that would impact mpg
@@jacksmith7726 Probably no more so than lugging around a battery sized for your once a year road trip.
As a somewhat frequent car renter, I'm really frustrated by rental car agencies who have embraced EV rentals, but for decades now, basically ignored hybrids in their fleets. On a recent trip to the southwest, we flew into Las Vegas where we could have had our pick of a dozen EVs, but with lots of driving to National Parks as part of the plan, and hundreds of miles driving on desert highways, we just couldn't risk not having a place to charge. But if there were a traditional hybrid, the gas savings would have been spectacular.
European fleets from the mainstream car rental companies have more hybrids this year, but I agree that they have been slow to change. Hybrid in my opinion is better than EV for rental, no need to worry about charging, way better fuel efficiency than regular gaz or diesel engines.
Hybrid already selling so well, they don't want to discount for those fleet cars. Agencies can only get what other people don't want.
Interestingly, I read recently that Hertz is dumping thousands of EV's from its fleet and not purchasing more as they had promised to do. Mostly seems to apply to Teslas.
That’s interesting. In my province in Canada we have a car rental service whose fleet consists primarily of hybrids. The rest are a mix of ICE and EVs.
I had a 2g Volt and I loved it. And as an engineer I was amazed at how sophisticated it was and how seamlessly it could manage the power. However, my daily commute was 54 miles and it could only do it in non-winter. So instead of "range anxiety" I had "dont let the engine come on anxiety" and I did a lot of planning to find the optimum time to run the engine (usually first thing on cold days so I could get heat for "free"). And I hated carrying all that stuff around with me and almost never needing it; and it took up a lot of room. So I sold it and got a Bolt. Not as fun a car but way more practical.
But the Volt was the "maximum" electric-like PHEV you could get. It IS an electric car, just with a 2010-sized battery and an engine to provide electricity when you exceed 53 miles.
Not sure when this was recorded but wanted to double check the math here. Given that today's CAD/USD rate is $1CAD to $0.73USD, at $1.75CAD/liter, would that equate to $1.28USD/liter. If I multiply that by 3.785, would that be $4.83USD/gal?
You are correct. I mathed the conversion rate wrong (mult instead of the divided) so the costs look much higher. The good part - is it affects both gas and electricity proportionally so the advice is still right. Sorry Canadians!!
Here's the latest version of our PHEV cost calculator with all the correct info: docs.google.com/spreadsheets/d/1AHW1tUQIXa5NMWAKLHxKh1Xoro6tkOHpyV6cDbAu6U8/edit?usp=sharing
@@consumerreports Your price per kWh is still wrong. It should convert to around US $0.11, although that doesn't change the comparison.
Model Y maintenance schedule:
Brake Fluid Health Check: Every 4 years, replace if necessary12.
A/C Desiccant Bag Replacement: Also every 4 years.
Cabin Air Filter Replacement:
Standard cabin air filter: Every 2 years.
HEPA and carbon filters (if equipped): Every 3 years.
For vehicles in China: Replace HEPA and carbon filters every year2.
Clean and Lubricate Brake Calipers: Annually or every 12,500 miles (20,000 km) if you drive in areas where roads are salted during winter1.
Tire Rotation: Every 6,250 miles (10,000 km) or if the tread depth difference is 2/32 inch (1.5 mm) or greater, whichever comes first13.
HEPA Filter Replacement: Every 3 years (or every year in China)12.
PHEV maintenance per Microsoft bing:
Regular Maintenance:
Oil and Filter Changes: Just like conventional gasoline-powered cars, PHEVs require regular oil and filter changes.
Coolant Checks: Monitor the radiator coolant levels to ensure proper cooling.
Fluid Checks: Regularly inspect brake fluid and power steering fluid.
Hose and Spark Plug Checks: Examine hoses and spark plugs for wear.
Tire Rotations: Rotate tires to ensure even wear.
Suspension and Fuel System: Check suspension components and inspect the fuel filter and pump.
PHEV-Specific Systems:
Hybrid Battery: The hybrid battery powers the PHEV when the gasoline engine is not in use. Regular health checks ensure optimal performance and efficiency.
Inverter Coolant: Different from engine coolant, the inverter coolant is crucial for converting DC power to AC power for the electric motor.
Regenerative Braking: PHEVs use regenerative braking to store kinetic energy in the battery during braking. Technicians check for brake binding.
Charging Port: Inspect the charging port for any damage and replace parts as needed.
Frequency of Checks:
Every 3,000 to 5,000 Miles: Have the hybrid components inspected during oil changes.
Refer to the Owner’s Manual: Follow the automaker’s recommendations for specific service intervals1.
Per PHEV manufacturers don't park inside as >100 times more fire prone than BEVs
The 'A' interval service for my Merc is £30 more than the same 'A' service for the pure petrol equivalent.
This may be a short-term issue, but I think you also have to consider price and availability when selecting a PHEV. When I first started looking, around 18 months ago, the PHEV concept sounded great for my typical use, so I started shopping. What an eye opener! I learned a number of things. First of all, manufacturers don't always offer PHEVs in all states. They seem to focus more on the "blue" states. The cars sellout fast, so good luck finding one, and if you do, be prepared to pay a big dealer add-on. When I first started looking, dealers were tacking $10k on top of the MSRP for the RAV4. Are you effing kidding me?! Sorry, just can't do it. I decided to wait. I finally gave in last month and bought a 2024 Hyundai Tucson PHEV. I still paid MSRP, which is more than I wanted to pay, but I was able to buy it off the lot. Maybe price and availability are becoming more reasonable now.
So far, I'm very pleased with the Tucson.
My sister lives in surrey bc and she's enjoying her hyundai tucson phev without being added to the list she went to the dealership and there was 1 available as it was supposed to have been ready for delivery and the buyer was transferred to Europe
If by blue you mean ZEV status states. Take that up with your representative. This isn’t a political thing. Most PHEVs are “compliance vehicles” meant to fit certain laws and standards so manufacturers can get incentives. If your state reps and lobbies don’t desire ZEV status that’s a decision you can raise your voice on.
I drive a Hyundai Santa Fe Hybrid in Texas. I had to buy it out of state - it wasn’t offered in Texas and certainly not PHEV. I love it but can’t wait to go fully electric next time.
Can a regular hybrid be charged on home power?
@@davetupling2678 "Can a regular hybrid be charged on home power?" From what I've seen, only if it is called a PHEV (plug in electric vehicle). I think PHEVs are the way to go in the future where it is the best of both worlds, EV and ICE. The optimum compromise especially if the manufacturers continue to improve EV range (battery capacity), simplicity (separate ICE and EV components) and more overall power (both ICE and electric motor) for the "fun factor".
Apparently, PHEV is complicated for CR folks. We have owned two of the Ford cars in the past eight years. The AUTO setting prioritizes EV and automatically kicks in the ICE engine on demand. I never use the EV only setting (the one he complained about). But on a road trip, I can save EV miles for in town driving and use EV Later for the highway. No problem. No brainer...
Most people get groceries or run errands at least once a week and go out for a social life or kids' activities. Add that to a work commute, and that's a few times a week they need the ICE to drive farther. PHEV makes it so a gas tank will go about a month for the typical driver. This is then way to go for reducing emissions since the batteries are much smaller than full electric, so more cars can be built and make a bigger impact. Go PHEV!!!
So the question I have which I didn’t hear and maybe missed is “will PHEV charge the battery when you’re cruising down the highway?” I would think so but I don’t know for sure. Also do any manufactures offer a PHEV that has a choice like ICE only, EV only and Hy-bryd options ?
They have a switch to choose but if you run out of battery it goes to ice mode.
Pretty sure it does charge while burning gas but it is a minor amount to help acceleration from a stop (along with the regen) not as a means to recharge the battery.
A couple of observations: You are making this more complicated than it needs to be. Buy a PHEV if your normal use profile fits with what they are good at. Most people are not going to try to optimize every trip, and will leave the car in its automatic setting, where it will mix and max the power trains to provide the best result. In that setting, full power will always come on if you floor it. BEV's are not difficult to charge, and only delay the start of charge when the owner sets it that way. If you have a level 2 charger, plug it in after the last trip of the day, unplug it when you start the first trip. You can set it for off-peak charging if you want. Road tripping a Tesla is not an anxiety producing event. It's quite simple, the car tells you when to charge and routes you to the charger. No looking at a cell phone. Tesla public chargers are 99% reliable. You will usually go from10% to 80% in 20 minutes. There are many reasons to have a larger battery, than you need for day to day use. Get as much range as you can afford.
Phev is the best of both worlds many times. However quality of technology is not as even field as EVs.
Been driving my Prius Plug-in since 2013. Took it from SF area to Vancouver BC and back, Denver area and back, Oregon, Yosemite, etc.
50 MPG on the highway. At home, plug in at night to a wall outlet. Half my total miles are electric. Favorite car ever. These guys make it WAAAY too complicated.
Some PHEVs will not use the gas engine unless you select it or the battery is depleted (Chevy Volt, Ford Fusion are two that I've owned that work this way)
Obviously, Tesla thought this all through. All the others just jumped on the EV bandwagon without having any charging infrastructure of their own.
As Tesla owner for two years road tripping is not an anxiety producing event. You do have to be knowledgeable about charging options if you stray from the Interstate and large towns. But otherwise it’s easy with the Tesla charging network and the car does all the work for you.
Right now I love PHEV because they weigh less and cost less than BEV. I can charge every night in my garage to start every morning with a full battery, so I almost never use gas, but when I do need to take a trip I have no anxiety with range or finding charging stations. Yes I'm carrying around a gas engine I rarely need, but a 200mi battery weighs even more than a 40mi battery and a small gas engine
Thank you!!! I was thinking the same thing
The main issue I had with hybrids when I was last buying a 2nd car for the family (and decided on a commuter type EV, 2019 Hyundai Ioniq) was why should I buy the headaches of an ICE (oil changes, etc.). My older ICE car would be the 'road tripper' while the EV would be for daily driving. Both would be more efficient operating in their 'sweet spot'. If you are a one car family, a hybrid (plug in or not) would be the right choice. But for a 2 car family, let the two cars create your 'hybrid system'.
I get a kick out of people thinking oil changes are a massive hassle. Most modern vehicles only require that a few times per year and you can get it don't drive in, drive out for several tens of dollars. Takes less time than some electric car chargers :).
Oil changes aren't a frequent thing with a PHEV. With my C-Max Energi it's every 2 years or 20,000 miles, or if the oil monitor light comes on before that.
We have a Honda Clarity PHEV for road trips and a Nissan LEAF for local use. In the summer the Clarity gives us >45 mpg in hybrid mode and 60 miles range on the battery on surface streets.
My exact thought.
what was overlooked in this video is the unique benefit of PHEV in cold weather. you have to make no compromises like you do with a pure EV in the cold. you dont worry about range in the cold because the gas motor can provide super efficient cabin heating and if youre going on a long highway trip, your electric range doesnt change. more important to most consumers is the durability of the battery. PHEV protect their batteries from negligent users by preventing them from over discharging the battery by keeping it above a minimum state of charge while also disincentivising harmful fast charging. why fast charge on a trip when you could fill up with gas much more quickly and reliably while you also ironically end up paying less. the durability of these vehicles is why chevy killed the volt. gen 1 volts are well known to have over 500k miles on them with no noticeable battery degradation, and if there is an issue with the battery, it just reverts to a regular car. with the volt example, the gen1's i know have a bulletproof cast iron block, which will really only get use on the highway and will wear exponentially slower than a gas car in town which is constantly heat cycling on short trips.
27:50 your conversions are out - 1 US gallon = 3.785 litres that's correct and that $1.75 (which is actually $1.60 today) is in Canadian Rubbles, your conversion from CAD to USD is the wrong way around.
Using the CAD$1.75 per litre - CAD$6.62 per US gallon = USD$4.82 per gallon not $8.94, $1 CAD = 73 US cents not $1.39 USD
I’m wondering if these guys ever correct themselves? It appears the guy in the black long sleeve t-shirt didn’t do well in math.
Its ironic that for a video that was astonishingly condescending to its viewers from the title onwards, they messed up the spreadsheet so badly. My first and last CR video.
My last new car, 2013 Volt. Most reliable car I have ever owned. I use hold mode when traveling from Seattle to Spokane. Volt, the original originator.
I don't understand why they can't do a straight EV with an easily/detachable attachable generator. No extra drivetrain. They could put less battery capacity in it to lower weight and you could add the generator when you need to take a long trip. If the car sees the trip is going to be 500 plus miles it could start the gennie and keep it running even when the car is stopped for food or bathroom breaks.
If consumption outstrips demand say with big loads or high speeds, you might eventually need to stop at a supercharger to top off, but for most long distance trips EV with the generator topping off the batteries should keep everything rolling. It could run all night if you are at a campsite or offgrid if need be. Batteries would be charged when you wake up.
The gennie could be removed from the car and save weight / increase frunk space if the day to day requirements are just around 40 miles of EV with charging at night.
That's my kind of EV/hybrid!⛰🌎
I understand why. Because small gas engines in generators are highly polluting compared to any car engine or any electricity source for an EV. Buying an EV and charging it with a terrible little gas engine, is simply a terrible idea. It is no different than saying that all new cars no longer have to meet any emission standards at all.
Plus, no longer having to deal with gasoline any longer, is one of the greatest benefits of an EV. Going backwards and having to deal with funneling gas from a can into a generator, is absolutely ridiculous, 100x dirtier than just filling up a car's gas tank.
Where, pray tell, would this generator be carried? Inside the passenger compartment of the EV, creating a fire hazard? Externally, ruining the car's aerodynamics and reducing range? In a little trailer every EV owner would have to pull?
Thanks, but no. For now, I'll stick with my PHEV, and not be smelling gas vapor as I drive, from carrying a generator. And EV owners will stick with paying for however much range they need, and charging up without spilling gas on their hands.
This is basically how the Volt worked.
Thanks for testing PHEVs. I’m extremely happy with my 2022 Prius Prime, which has an actual EV range of 32-36 miles.
Only save money when you go shopping?
no POINT in testing Hybrids anymore, the BEV is a SUPERIOR car.
Mitsubishi Outlander PHEV is quite competitive with RAV4 prime, cheaper and readily available.
I hope your not pissing people driving 30 on the freeway to get that 30miles 😉
Here in the UK, I have a prius phev Excel 2020 and I get abt 30miles on EV only. The telsa owners here drive slow on the motorway, driving about 60mph on a 70mph. I just quickly overtake them, on my way to work. 😂
One thing to note. Owning Camry hybrid. It uses engine for heat. In winter mpg goes down too. Also highway driving is not efficient for hybrids or evs. Might want to touch on heat pump system in RAV4 prime. I suspect that's more efficient then engine heating. All things being considered RAV4 prime over Camry but at 10k more it's tough to digest.
Drove a Model Y for 3 months a couple of years ago, bought a used RAV4 Prime recently and absolutely love the Prime. in the first 2 weeks I drove about a mile in hybrid mode. It fits my typical driving perfectly and is so easy to deal with in terms of plugging in to a normal outlet etc.
His comparison of his wife, Priius, to the Testla made me quit watching.
gotta keep the oil stirred up in it sometime. 🙂
We have a 5 year old Hyundai Ioniq Plugin.
My wife drives 15km each way to work. Full electric in mild weather. We do all our local shopping on weekends on full electric.
After 5 years it still goes 50km full electric. Charging is around 60 cents a day. It takes 2 hours to charge on our level 2 charger.
If we need to use the heater the engine will idle.
Driving distances, We switch over to Hybrid mode. It gets about 3.5 litres per 100kms.
In the summer time we fill up once every 2 months.
It goes 1000kms + on a full tank, with electric assist. I wouldn't hesitate to buy another PHEV.
My other car is a Rav4 Hybrid. I drive distances daily so, a plugin wouldn't work for that. Just depends on how you are going to use a car. A plugin works well for most, who want efficiency.
The sacrifice is performance. They are built for efficiency not performance.
Make sure you test the Outlander PHEV which is what I have. Fuel economy isn’t great which I am seeing anywhere from 25-35 mpg after depleting the battery. However, that is not as important when I am averaging 1500+ miles between fill ups. EV range is useful for me at 30-50 miles. PHEV won’t work for people who live in apartments because having access to overnight charging is the key.
Many love that. Especially who need more 4WD capability than Rav4.
Yes, I’ve had an Outlander PHEV for 6 mos and I’ve used a total of 2 tanks of gas. I drive 5-40 miles per day, and therefore hardly ever use gas. It makes me use it after 3 months. Power management is fine. Very smooth. I generally don’t manage the EV vs gas settings. “Train conductor” is really exaggerating the experience. I chose the Outlander for the 3rd row jump seat capability (kids). My husband has a Tesla. Both vehicles are great, different use cases. (2 L2 chargers)
I recently got a 9 year old PHEV and am digging it, but I'm a renter and need to move and it's tricky to find another place to live that fits my needs where I'll be able to plug in outside
Unless we get some dope charging infrastructure, the future is homeowners in cool EVs and everyone else spending 6hrs/day on the bus or something something
34:36 that depends on the EV. Some like the Chevy Bolt, if the traction battery is above 30%, it will check the 12v battery about once a week and charge it if it's not plugged in. If it is plugged in, it will constantly monitor the 12v battery and keep it topped off.
The Volt was a complicated system but mine worked fine for the 11 years I owned it. It got great mileage, was wonderful to drive (the final drive was electric so it was like driving something special). Complicated yes, but IT WORKED! If it was not reliable or was in the shop all the time, a complicated car is a problem. But the Volt was carefully executed. I experienced no battery degradation over 11 years - GM really understood what needed to keep the battery happy which is the key. I miss it terribly.
I've had a BMW 530e plug-in hybrid for some 5+ years and love it. I always plug it in to 110 volts at home overnight using the charger that came with the car, and it's never seen a public charger. As a retiree, almost all of my driving is short local trips, the great bulk of it in electric-only mode. I do occasionally take a long trip in it, so the gas engine comes on, but not enough to significantly affect the average fuel economy much, which to date has been about 42 mpg, not too shabby for a large luxury car. Part of that is on long trips the car is operating as a full hybrid. So I figure I have most of the advantages of a full BEV but with no range anxiety at all.
One thing that I feel doesn't get enough press is the performance advantages of hybrids and plug-in hybrids. The new eCorvette and a lot of racecars utilize hybrids, not for their fuel economy but for their performance due to their low-end torque. In fact, BMW designates mine as an iPerformance model.
The Volt was actually the simplest type of PHEV, they all should have been like that. The Prius was horrifyingly complex in comparison.
PHEV is two cars in one. If you manage to use EV mode for majority of your driving, the engine will be reserved and it would be almost as new when the battery degraded. Then you can use your PHEV as a hybrid.
No. When the battery takes a crap in a Hybrid the car stops working properly, or stops entirely.
But that may be 10 years or more
@@DonziGT230care to provide a citation for this opinion? It contradicts many owner videos here on YT of old Volts and Camrys with completely flat battery packs that now run exclusively on the gas engine.
I can't speak to anything more recent, but I had to scrap my 2003 Civic Hybrid when the battery died and the tab to replace it was more than the car was worth.@@morstyrannis1951
@@morstyrannis1951 Hybrid, not PHEV - he means the 12-volt SLI that *no* car can operate without. Purely disingenuous.
I'm a retiree and own a 2022 Toyota RAV4 Prime. I drive short commutes every 2-3 days. I drive long trips (100 miles+) about 2-3 times a year. Daily EV driving range is 48-50 miles (38-40 miles at first but has now settled closer to 50 miles). I installed a 240 EV system in my garage and charge the car about twice a week (when the remaining EV range has reached 0%). I only charge between midnight-6:00am when rates are about 11 cents per kwh. I use approx. 4 - 5 kwh for a full charge (usually from 35-37% to 100%). Also, the utility company provides a rebate of approx. 1.5 kwh (between 12 and 6am), so overall charging costs are minimal. Toyota did the right thing when they built this car which is why they are so popular but difficult to find. I love the car. Peace of mind is an extra benefit so its money well spent imo!
I was driving an early Volt borrowed from the car pool at the office when I met one of the engineers who'd worked on it. He flagged me down (this was in a parking lot at a research institute, so not quite as weird as it sounds) and asked me what I thought. I said I hadn't been driving long so I couldn't give him a very informed opinion, but I thought there was really nothing wrong with it at all. He said “whoo-hoo! We succeeded.” As time has passed, I've really come to appreciate that thought.
My 2018 Volt LE is great. Pretty much the best of electric driving with no range anxiety and I can plug it into the 110 outlet in my garage overnight for a full charge. For me the major negative is the lack of meaningful cabin heat during winter driving unless the ICE is running. My Volt's specified electric range is 53 miles but during warm weather, I've reached 70+ miles multiple times on electric only. I typically carry no more than 1/2 tank of gas unless I'm planning a lot of highway driving, during which I switch to ICE mode. After having a PHEV, I would not consider a 100% EV until there is a truly supportive infrastructure and EVs have batteries that can be fully recharged within 15 minutes.
I understand the Telsa Supercharger can do 80% in 20 minutes.
I like the Volt. But 47 percent of PHEVS drivers don't plug in.
25:00 It likely delays charging because the grid is cleaner if it is delaying charging and no timed charging was programmed (intentionally or accidentally)
The biggest thing that went into my choice to go full electric was the moving parts. In a phev, you have the motor, battery, and a mechanical interface with the gasoline engine. In the gasoline engine alone there are hundreds of components plus the transmission which has to shift gear to gear. In an ev you just have one gear, a motor and a battery.
Yeah, we are currently in the market for a new car and considering among hybrid/PHEV (Toyota) and pure EV (Tesla), and spent a lot of time debating. We test drove RAV4, Venza, and Model Y. Think we have finally reached our conclusion, a Tesla. Just don’t want to deal with the hybrids. They are essentially still an ICE car that come with pretty much the same maintenances, and on top of that, a separate electrical system. Plus, the overall fuel efficiency is good but not that great. We like the overall experience with Tesla!
@@lindenlee3705 the Mitsubishi Eclipse-cross PHEV gets a claimed 1.9 litres/100 km. No idea what that is in US mpg, but it's more efficient than a Prius. Yes, an EV ought to be a lot simpler mechanically, but you have all the range anxiety issues. It depends on your use-case.
Between me and my wife we've driven 132,000 pure electric miles between our cars (Chevy Bolt and Tesla Model 3) since 2019. We've never once wished we had a hybrid. This includes several multi-k mile road trips in the Tesla.
@@lindenlee3705 'overall efficiency' is a total cost issue i assume? if just the physics, then by definition, it's a wash since of course, the principles of thermodynamics rules the roost, ie it's all the same efficiency-wise, or very close. But total owner cost indeed includes maintenance, and if u dn't use an indy mechanic/shop for that or DIY, then yeah i guess the EV could end up cheaper, by a bit. But obviously the elecricity cost vs fuel, will be your main comparison and that will be the main difference probably. But to me, for those who dn't need a car for road trips or specifically road trips into the deep country, then an EV is often the no brainer choice. That said, for those who need very small range, then these Teslas are way way more EV than needed. But i guess there are few EV's with small range right now , maybe? but soon we will have quite a few including possibly great chinese ones, bcuz the chinese, wrt the the actual EV systems, are just as good as the best, ie Tesla, if not better, apparently. We shall see.
@@lindenlee3705 I only buy used vehicles and wound up with a PHEV Cadillac ELR (a fancy Chevy Volt). I just couldn't justify the $20k extra for a used Tesla over the Caddy I bought. How many gallons of gas do I have to save to make that up?
I burn between 0.7 -1.2 gallons a day depending on the season for my 93 mile work commute with a charge at home and a charge at work. That's a lot of trips to make up for buying the used Tesla.
The other thing I learned about the Tesla when I was researching them is their owners like to claim they can charge to 80% in 20 minutes, but what they leave out is that Tesla recommends supercharger use only on occasion as it does stress the battery and will shorten its life. The best way to charge the battery is slowly, overnight at home. If you don't have a charger at home then you're looking at potentially a lot of supercharger use.
Then there's the cost of the battery when it's time to replace it. I saw around $25k to replace the battery in a Tesla and it's not even a new battery from Tesla, it's refurbished.
I’ve been driving a Model 3 for 4 years. The biggest unexpected difference between this a my Prius is the massively reduced maintenance cost (and bother). Also I couldn’t be happier to not have a dealership to deal with.
Do you mean Prius is much cheaper to maintain? Only swap small battery in 170k miles? And Tesla half a car price on 100k? 😅
Keep it for the avg 10 years and let's talk. Oil change maintenance my be reduced but when something goes wrong or wears out aha you see the shocking extra cost and availability of parts and service code and time and it won't feel better at all. If not you then that's for others that keep cars. Even my Gen 1 Chevy volt only needed oll changes every 20k miles so about 8 months for me. Many people take over a year. It ain't that bad but all the exotic service issues still exist done day so though it's been the most robotic car I've ever had. Just goes everywhere, every day untouched.
With respect to Ford’s PHEV It might be better to prompt for return to EV mode after you ease off on the accelerator. Jake at 27:41 you got the conversion backwards for CAD to USD and way overpriced Electricity and Gasoline in USD. 0.15 CAD per KWh is approximately 0.11 USD per KWh and 1.75 CAD per liter is 4.91 USD per US Gallon. Also, gas mileage also drops significantly in cold weather for shorter trips, but not much impact on a 180Km trip as the ICE engine will reach full operating temperature.
Didn't sound right to me, either.
The Volt is simple: if there's power in the battery it defaults to EV mode; deplete it enough and it switches to gas by itself. If I'm on a road trip, I press the Mode button a few times to reach "Hold" which runs the engine and reserves the battery for later. If the car needs some extra oomph on the highway, it just grabs the power from the battery without asking me for permission.
With PHEV 80% of my driving is EV. There is no compromise. Even when burning dinosaurs, I still average 40mpg. By the way, Volt was a pure EV, the engine didn’t turn on for full acceleration. The engine maintained the drive battery.
How is the maintenence? How often do you get an oil change?
I have 2023 Volvo S60 T8 PHEV and it's a great car. It drives like a normal S60 - just a lot more powerful. It's faster than most cars on the road (including most BEVs), it can do ~40 miles of pure electric range so if you daily commute is shorter it's like a BEV, it's actually smart on longer trips (if you use the Google Maps built-in navigation) to optimize battery/gas usage. You have no range anxiety because if you run out of battery it's still a 2.0 Turbo, 310HP regular gas car. Oh, since it's a Volvo, it's super comfortable, safe beyond belief, built quality is terrific, materials are good-to-great. The same would apply to the XC90 and XC60 T8 PHEVs - just with less range as SUVs are heavier and less aerodynamic.
I just saw several TH-cam presentations on the new Volvo X30 and I'm impressed. It's reasonably priced. Volvos seem to have higher prices.
I am averaging 79 mgp after 1 year of owning my 2016 Ford Fusion Energi. I mostly use it for short trips to the grocery store. Affect on my electric bill is undetectable since I only shoo about once per week. I love the car.
Love my 2015 Ford Fusion Hybrid. Still going strong. Now retired and will look at PHEV next time.
2018 Porsche Panamera plug in hybrid works great for me. 30 miles of electric range gets me back and forth from work and long trips are great. Performance is more than I will ever need.
Damn I wish I had the $$ for a Panamara! 🤣
I’ve been shopping for cars in the past week in Ottawa, Canada. Sales person indicated RAV4 Prime has about a 2 year wait period.
We just bought a vehicle from Ottawa earlier this year, but we live in rural Renfrew County. It was a used 2023 Chevy Bolt EVU Premier with only a few thousand kms on it. My wife commutes to Kanata 145km everyday, and our goal was to save money. A PHEV wouldn't have been logical for us financially. Plus I'd miss the performance and fun of driving a BEV.
I went with the Jeep Wrangler 4xE
. I mainly purchased it because with the four cylinder turbo plus the electric motor in the transmission it gives you a lot more combined horsepower regardless of battery state than the non-plug-in hybrid version. I didn't want to spend the extra money for their big 492 and the horrible gas mileage it gets. The bonus was since I have a level two charger in my garage for months on end for running errands around town I never use gasoline. And yes when I leave town and go on vacation it's a hybrid with just a lot of extra power. Jeep replaced the alternator with a generator that powers the electric motor regardless of battery state so for me it's a win.
You don’t buy the 392 because of gas mileage, you get it because having a V8 in a Wrangler is rare and fun.
Everything Jeep makes seems to break, so good luck with a hybrid Jeep.
I’m not trying to be a dick, but adding Jeep “quality” to an ultra-complex engine is a recipe for disaster.
@@jsimmons12 Not if you hardly ever use it except on the highway.
People (who likely haven't experienced) complain that PHEVs are complicated.
PHEVs can get by with a small, simple ICE focused on charging, no starter, a simpler transmission, and a much smaller, lighter battery than BEV.
If & when battery degrades on our i3 REx, we'll simply notice the ICE kick on sooner than at 120 miles (its current EV range at 94k miles).
We won't be compelled to trade in due to decreased range like with BEV.
Best of all, PHEVs won't complicate your lifestyle. You wake up to a full charge that covers commuting at cheap residential rates (80% less costly than gasoline, no need for a third car dedicated to long trips, no need to be hostage to public charging (often broken, occupied, ICED).
Thank you for focusing an entire installment on PHEVs. Very informative, especially the (very granular) discussion of costs at the end. A topic that wasn't covered, though, was the basic topic of plugging in. Given how poorly informed some are about EVs, PHEVs, HEVs, etc., it might haven been useful to discuss the importance of plugging in daily and that there is no need to upgrade the wiring in the garage to accommodate a PHEV. Because there is no consequence to forgetting to plug in-you'll still be able to get to work-owners may fall out of the habit of routinely plugging in at night. Still, a very lively and useful discussion overall.
We don't. I think in the past 2.5 years of ownership we've forgotten maybe twice. The biggest issue is to not plug in the vehicle after every short trip. Batteries have a limited number of recharge cycles - in the case of the Rav4 Prime that number is thought to be around 5,000 before the battery hits the 20% down mark. So if we are doing a series of short trips over successive days we'll avoid plugging in. As a result, we have now put the battery through around 250 cycles. This means the batteries will likely last for our lifetime or the car's lifetime (whichever ends first). Our goal is to drive the car, with the current battery, for 20 years.
@@davidgapp1457So what about someone who can’t charge at home and needs to charge at free chargers on the road. I picture myself only being able to charge a Prius Prime a few times a week sporadically 1/2 to 1 hr intervals. I’m planning on getting a regular Prius because of this but I’m concerned in about 5 yrs I will regret not getting the Prime. I’m not in the position to replace my car every few years. I commute about 45 mins about 2-4 days per week and use my car every day for errands etc.
@@davidgapp1457 nice car, to say the least. Live long and prosper!
Adding to the many comments stating that CR makes driving a plug in hybrid sound complicated. Not true. I own a Volvo XC60 plug in hybrid. Easy to drive. Quiet and smooth. Once you set it to pure, it will drive Electric for about 45 miles. Longer trips? Switches over to hybrid mode automatically. Best of all worlds right now while we are all dealing with some range anxiety on longer trips.
I'm wondering what the payback time is for paying the extra for the plug in vs hybrid...??
I think the currency conversion went sideways CD/USD is ~0.74, not 1.35 as suggested in the spreadsheet
We goofed! But we have gone back and made changes to the PHEV cost calculator, so all the info is now correct: docs.google.com/spreadsheets/d/1AHW1tUQIXa5NMWAKLHxKh1Xoro6tkOHpyV6cDbAu6U8/edit?usp=sharing
@@consumerreports yay y'all are the best! 💯
Do all the PHEVs support charging only at specific times in the day?
Sorry Canadians! I mathed the conversion rate wrong. I multiplied when I should have divided to convert to USD. But since both gas and electricity are proportionally lower, the advice still stands. -Jake
I was just about to make the same comment. As you state, the analysis is still excellent.
Finally!
While watching the video, I nearly yelled at the TV! Basic rules for unit conversion: CD/kWh * USD/CD = USD/kWh. Simply logic dictates that since USD > CD, costs fall when converting CD to USD. FYI, gas costs 4.906 USD/gal not 8.94.
It all depends on use case. Good to plug in overnight (fill up). We are retire and can run around town, go to food store, see doctor, go to restaurant locally. This way we use battery and given electric cost save money. However, for our longer road trips (800 mi.), the gas engine gives us the range ! While I don't have an PHEV I am definitely interested (Mazda CX-70)
His math is wrong. The cost of a gallon of gas in US$ is not $9
he said saskatchewan!
It’s so much more simple than they’re making this. Love my 2016 Chevy Volt - just wish Chevy had made a crossover version.
I *LOVED* our 2016 Hyundai Sonata PHEV, when it was new. My wife's work took her less than the rated distance on battery only, round trip. But, it also required her to drive further too--making an all electric very impractical for her. But, it would sometimes fail to charge up overnight. Eventually, it spent months in the service department, as the replacement parts had to be shipped in from South Korea. This told me that more Sonata PHEV's failed, just like mine. Eventually, I used our state Lemon Laws, and Hyundai bought it back. We decided to go with an extremely reliable Honda Accord gasoline model, and have not stopped loving it.
thanks for the cautionary tale!
i don't know if i missed it in the conversation, but does the engine in a plug-in hybrid car charges the battery when its depleted just like a regular hybrid car? or does it only charge by plugging it in?
Jake, you need to check your spreadsheet. Your numbers are wrong. eg. CDN$1.72/Liter converts to USD$4.75/gallon and CDN$0.15/kwh converts to USD$0.11/kwh. BTW: Mike, it's pronounced rej-eye-nah.
Remembering the gas lines of the 1970s, the most fundamental advantage of the PHEV is being able to drive on multiple fuel sources - gas, electricity and if you have a home generator, natural gas/propane independently.
I would love to see cold weather testing done on all of these electric vehicles. Come on up to Michigan's Upper Peninsula in February and test the battery in the cold.
Even the cold I’m sure you drive less than 250 miles per day.
I have a Toyota RAV4 Prime and live in Calgary, Canada. I lose approximately 40% of electric range in winter months.
EVs are very popular in Norway. I think they also have cold weather.
Yeah, it's not really new info or a secret, electric vehicles do lose 40-50% range in very cold weather...
I drive a Hyundai Ioniq (original, not the 5 or 6) PHEV and generally lose about 20% of the EV only range in the winter. The main issue mine has is that it still relies on the engine to run for heat (but not AC) which means to prepare the cabin when it's minus 20 out there it needs to sit and idle. I really wish it had a resistance heater that could run off the AC for a preheat or a cold climate heat pump, which would be best, since the AC system would just have to be set up to run backwards for that to work.
My car has an exit vent from the cabin which makes the air flow over the battery, so once the cabin warms it also warms the battery which helps when it can cycle the engine off to not lose so much of the battery capacity.
we've always heard that most engine wear occurs at start-up. wondering what is the impact on the plugin hybrid ice engine from not warming up? and also, if you almost always just use the all-electric range, what about gas that sits in the tank for many months?
My 2022 Plug-in Prius is the perfect car for me. I would 20 miles from home so I arrive at work with about 10% of the battery left. I plug it in at work and it is charged up for my trip home. I often run errands and the car automatically switches over to hybrid mode when the battery goes down, with no intervention from me. Some of these other plugins sound way too complicated. All I have to do is remember to plug in when I arrive at home and at work.
How does this work when you go in a long trip? Does the electric battery run out and then you just running a small horsepower engine in a heavy car? Or does it recharge the battery and does then the battery degrade by recharging it too much?
Very good episode CR. You should also point out that not all PHEVs have the ability to control how and when the vehicle uses only Batteries or set when to use the ICE to recharge the Batteries (Pacifica PHEV/Hybrid for example). Some PHEVs, ownership is as simple as fill it up with Gas when it gets empty and plug it in every night.
I love my PHEV sedan. I use it as a commuter and it's basically an EV...no gasoline purchase required. When I go on a road trip it's a regular hybrid. Good mileage, no range anxiety, no frequent stopping for charging. Best of both worlds.
Hi folks - very interesting video, I have learned some more than I knew before... so thanks for that. Just one point that was made right near the end:- the reason the 12 volt battery dies in many modern cars (not necessarily hybrids, but particularly hybrids of any type) after only a few weeks is that power from this source is being used by various systems monitoring all sorts of aspects of vehicle/engine/accessories etc. Unless you disconnect the 12 volt battery when leaving a vehicle unused for some time, it will run down, like it or not. But DON'T disconnect the 12 volt, because you will probably find a dash full of warning lights come on after reconnecting it! It's part of the overall system, and ECUs and other electronic systems won't like being disturbed. This is one of many things that are completely different in the modern era - EVERYthing needs a lot or a little electrical input, even when the two battery systems might appear separate. Everything is interconnected, like it or not. Just a thought.
Totally agree....use a trickle charger if possible to maintain the 12 volt while stored.
Just discovered this video. It is part of the “Talking Cars with Consumer Reports” series. However, after watching the entire video, I didn’t see any talking cars! 🤔
Great episode! You didn't address my question about tailpipe emissions when a cold engine is suddenly tapped for duty, then shut off again for long enough for the ICE to cool down. Then rinse and repeat. Also I would think that starting an ICE from cold and revving it to, say, 4,000 RPM is not the best thing for that engine. Do these vehicles start the engine when you start your drive to ensure that there's some oil someplace other than the oil pan? I get that this question wasn't really in the spirit of your discussion, but I hope you'll address it at some later date. Thanks again.
Great post!
Yes, cold starts are the most wear and the most pollution operating times for the ICE.
No one wants to talk about this inconvenient truth/fact of the hybrid and the PHEV.
Avery good point
Can’t speak for all manufacturers but this not an issue with RAV4 Prime. Toyota has lots of programming to keep both ICE and traction battery happy. That’s why it regulates when ICE automatically comes on
This is part of the complexity of hybrids, and why I would recommend Tesla to most people instead.
Hi! I have 2004 Toyota Tacoma that I used to go to work every day (45-50 miles round trip) and during the weekend if I’m going mountain biking maybe I add 60-80 miles more.
Could you please let me know which Crosssover will be better for me? Hybrid, Plug-in or Ev? Florida resident.
I’ll weigh in here as well and mention a couple of observations. First, living in northern New England, most (all?) PHEVs probably can’t be run in ev mode for a few months of the year unless you don’t care about having heat. My 1981 Toyota Tercel (RIP) didn’t have heat but I was 20 and didn’t care. I do now. Unless it has a heat pump or resistance element (range?), the heat comes from the engine which will run when it’s cold and you turn on the heat. (Are there any with heat pump?) So no ev range at all, but rather runs in hybrid mode or fully gas. Second point is that PHEV still has all the maintenance of a gas car. Third, they are as expensive or more than a decent ev with all the headaches of a gas car and the headaches of a very low range ev with no heat. Some say they are the best of both worlds but they have attributes of the worst of both.
I have excellent heat in my phev Fusion that doesn't have a heat pump. The only negative is poor EV range in winter.
A PHEV has the same maintenance _items_ as a gas car, but if you drive mostly on electricity those need service less often. Not counting wipers, cabin air filters or tires of course, which will wear about the same on any car. Thanks to regenerative braking, the brake pads get _very_ little use.
I live in NH. My 2017 Prius Prime has heat without the engine coming on. It has a heat pump, electrically driven. It also has heated seats, even in the base model. I wish it had a heated steering wheel, but I wasn't going to buy the top trim level with all sorts of stuff I don't need, just to get that.
I take it offroad out west, believe it or not, so an EV made no sense for me in 2017. Probably by the time I replace this in 2035, an EV might work for me. For now, I'd need 2 cars if I got an EV, due to how I travel, where I go and what I do.
I do all my own maintenance, and there have been zero repairs needed so far in 6.5 years and 116K miles. Doing an oil change, is not a big deal to me. An air filter takes 2 minutes. Replacing coolant, trans fluid, and fuel filter every 100K miles isn't a big deal, either. It's been probably 30 years since I've changed spark plugs on a car, they seem to be lifetime items now. Last exhaust/muffler problem was almost 20 years ago on a used car I bought one of my kids.
I'm pretty sure conversion from Canadian dollars per liter to US dollars per liter at 27:45 is wrong. Since 1 CD equals $0.73, 1.75 CD would equal $1.28, not $2.36.
Speaking as an owner of a RAV4 Prime PHEV, this video is a heavy dose of clickbait and false hype. I love driving electric only most days, I love not worrying about finding a charger that actually works, I love 4 hour L2 charging time, I love the acceleration 5.5 seconds 0 to 60, and I love getting 40+ mpg. It's pretty uncomplicated - just get in and drive and the car handles the details. You just have to learn how to plug and unplug, which is dead simple.
X5 50e owner agrees!
I had a 2020 Q5 PHEV and loved it. It’s not new and not complicated. I’m confused why this panel is confused.
It’s not very complicated.
Are there any battery fire issues with these hybrid cars?
The spreadsheet you made is great. I had elderly friends that wanted to buy the plug-in Mazda, CX 90 and after doing some research on my own I told him it is a very inefficient hybrid. In fact, shockingly poor. Your numbers just backed up my impression.
We have 200,000 km on our 2017 Volt. Great car! Mostly EV travel, but no range anxiety on the occasions when we take a longer trip. But we are ready for a full EV because of the lower cost of ownership, and long term environmental benefits.
IF you are motivated to get a PHEV to get a lot of EV miles, you should be aware (A) if it is at all cold outside, the ICE will run to heat the cabin (unless you shut off the air completely), and (B) In terms of longevity, you have to worry that you are probably DEEP-CYCLING the drive battery EVERY DAY. Contrast this with a full EV, where you deep-cycle the battery maybe once a week -- and only if you want to let that happen. As a consequence of heavy use (in hot weather), my 2017 Hyundai Sonata PHEV's drive battery went below 70% capacity after 44,000 miles. The car actually started to throw an error that forced me to pull over - three times in two days. To Hyundai's credit, they replaced the big battery under warranty, but I had to drive a 'gas guzzling' loaner car for 6 MONTHS. This is also a caution about low-volume 'special' vehicles -- Hyundai made a few thousand of these Sonata PHEVs and had stopped selling this car, so replacement parts are scarce. The dealer confided that they actually had to BUY BACK another PHEV owner's car in one case.
I should mention that the cabin heat problem should have a simple solution: Give me a 'VENT' button! Both of my PHEVs have automatic climate control, so it is nearly impossible to tell the car "I just want some outside air". With the lowest thermostat setting being around 65, it doesn't take much to convince the computer that it should be adding heat, and then boom -- the ICE fires up -- even when your battery is full. In medium-cold weather, I keep the air off completely and crack the windows. But cracking the windows has numerous downsides.
Deep-cycling the battery is an issue IF the manufacturer don't give enough thought to it. The first gen Volts were very conservative and used only 65% of the battery capacity, never fully depleting or charging to full. They allowed 76% on the second generation. Volt batteries really last a long time with negligible range loss. The Volt uses heated seats as a less power-intensive way to keep you comfortable. But you can also heat the cabin air if you want.
The rav4 prime always keep 30% of the energy to keep the hybrid system active. So the battery is never empty even if the electric mode is not available anymore. I imagine all PHEV are the same. So no deep discharge every day.
Our 8 year old Ford Fusion Energi displayed a wrench icon in the instrument panel and it would be slow and jerky when going from a full stop. After 8 years the warranty was finished , we had 131 000km on it, after 8 years we could see the battery gave a lower range, much lower. We brought it to the dealership and they replaced the small battery but the problem came back in cold weather. We sold it, we didn't inquire the cost of a new hybrid battery since we didn't need two cars anyway. We drive another PHEV but in the future we will get a regular hybrid, the cost of the PHEV battery replacement is just too uncertain; cost, warranty, performance..
PHEV are the perfect fit for most consumers that don't live in a large city, it gives one the ability to use electric on our daily commute to work and then the freedom to go on an adventure away from the population centers without being a slave to a charging station.
Really interesting and entertaining. Great crew. I would have liked to learn more about charging a plug-in like how long it takes and level 1,2,3 what’s advised.
Also the two-powertrain conundrum. If I have a couple adults in the backseat isn’t that about the same weight as a gas powertrain? How much does having passengers really hurt your mileage? Worth a little test?
im wondering how much the engine and transmission. do suffer from going through mountains daily. I know our regular cars suffer a lot from shifting and such but since its part electric how much is the engine/transmission safed from abuse? where can i find more information about that?
PHEV are great stop gap vehicles before EV charging is more readily available for people who make a few short city trips (within EV range) a day and occasionally some long distance driving. When the price premium for a PHEV over the gas only is within 2K like the 2023 X5 then it's worth it (BMW jacked up the 2024 prices so it's now a $10K difference). But if it's $10K like the Outlander that has a 38 mile EV range, it's going to take a long time to make back that difference. Also, the extra 900lbs of a PHEV will wear out consumables like brakes and tires faster
We had 2 PHEV's and as far as tire and break wear, I didn't feel it needed replacement more often. I also choose the best quality in terms of brakes. I think that since we drive in relaxed way, we dont drive in a sporty manner, the tires and breaks lasted longer.
If the PHEV has a “one pedal driving” mode, to use the electric motors for braking (and recouping some of the charge used, then the brakes are used far less often, which should at least offset the brake wear of it being a heavier vehicle.
Is that a rat on the cube walls in the background to the right of the green column? At 2:50 mark and at many other places in the video
I had a Mach-E (EV) for 18 months. It was fun to drive and great for local trips, but the cold range was below my weekend trip needs. I now have an Audi Q5 55e (PHEV) and feel more balanced. During the week I only use the battery and on the weekends I can travel without having to worry about planning for charging and issues with charging stations.
Might it be possible or efficient in a home power outage to replace a small emergency gas electric power generator by using a hybrid car as a generator?
For us going with a full EV made the most sense. PHEVs didn't have enough range or frankly enough power in EV only mode, and even in EV only mode they often weren't very efficient either. We use our ID.4 for probably 80% of our miles and our old Sienna for the rest. The total efficiency is still better than the 3 row PHEVs we were looking at, and the overall user experience is vastly superior
If you have the luxury of being able to keep a larger ICE vehicle in reserve for the relatively rare times you need it, a BEV for daily use is perfect. Many people don't have the parking space and/or financial resources to do that.
I drove the new Prius and love it. I noticed that battery really small. Tried to climb a mountain and then recover energy on a way down. What i understand plugin car have a bigger battery. Will it be ideal for people leaving on the hill? Or driving up the mountain daily? Does it have that advantage to recover more energy from driving downhill?
One thing I noticed that people often make a mistake on is the effect of cold. Yes you lose range on electric in cold. But that is also true of gas too. I never realized that until I had gotten a Prius and I could watch on the screen my milage. In winter I got a lot less efficiency on the Prius. Bottom line is that a gas vehicle will have roughly a similar percentage loss in efficiency as the battery will in an EV, or PHEV.
Except it's much easier to get more gas when you're on trips.
Great discussion... What about phevs not having heaters that operate without the engine?? Doesn't cold climates hamstring all the phevs without electric heating - which i think is all of them??