Why are hybrids not popular width

Plug-in hybrids are a great way to adapt to the electric-car future without having to rely on it, cold turkey. Those considering plug-in hybrid models this year have a number of better product choices than in previous yearswith longer electric range, better drivability and additional off-road capability.

Yet suddenly, far fewer of them are making as much financial sense versus hybrids, due to the abrupt loss of the federal EV tax credit for many of the markets PHEVs after President Biden signed the Inflation Reduction Act (IRA).

2021 Jeep Wrangler 4xe

The revamped credit under IRA, called the Clean Vehicle Credit, only applies to plug-in hybrids and EVs that are American-made. And with the exception of a handful of PHEVs from Chrysler, Ford, Jeep, and Lincoln, plus a few more select models from Audi, BMW, and Volvo, EV tax credit eligibility has been drastically cut.

Do your calculations on cost, fuel, electricity

Until recently, plug-in hybrids have been a smart choice if you value low operating costs and the best overall valuewhile maximizing battery resources and making, in most cases, a greener choice versus hybrids.

Loren McDonald, founder and chief analyst of the consultancy EVAdoption, cites the Kia Niro Plug-In Hybrid as an example. It previously qualified for a $4,585 tax credit, nearly negating the $4,900 price difference with the Niro Hybrid. But now? Well, it depends on whether or not you still might be eligible for state or even local incentives applying to plug-in hybrids.

Opting for the PHEV version may have been a no-brainer for many buyers, McDonald notes, when adding in state and utility incentives, plus lower fuel costs, but now it will require more consideration.

While its certainly too early to tell based on market data, there may be cases where prospective buyers turn around and get a hybrid instead.

U.S. EV and PHEV sales share - EVAdoption

PHEVs have seen steady growth along with EVs over the past few years. And while EVs appear to be locked onto a rapid-rise trendline, theres not as strong a long-term prognosis for PHEVs. As of Julybefore the passage of the IRAS&P expected that in 2030 just 5% of U.S. new vehicle sales would be plug-in hybrids, versus 47% fully electric vehicles. Thats up from the 1.5% PHEVs and 5.5% EVs anticipated by EV Adoption for the second quarter of 2022.

No tax credit, yet PHEV sticker prices rising?

There have been a few plug-in hybrid market introductions in recent weeks, and the pricing decisions have been a bit surprising. Despite the loss of the tax credit, these prices on newly ineligible PHEVs have gone up versus eligible predecessors.

Mitsubishi confirmed one such example this past week. Its 2023 Outlander Plug-In Hybrid will start at $41,190, including the mandatory $1,345 destination fee. Thats up nearly $3,000 in sticker price, from $38,240 for 2022.

In bottom-line money for most purchasing households, the Outlander PHEV is up more than $9,500 versus last year. The Outlander PHEV used to be eligible for the federal EV tax creditan amount of $6,587 based on its battery capacity. The 2023 version, with its larger 20-kwh battery pack, would have been eligible for the full $7,500 amount had it reached the market before the August 16 signing.

2023 Mitsubishi Outlander Plug-In Hybrid

As we reported in a first drive of the Outlander PHEV, this models bigger battery, stronger electric motors and expanded electric-only operation provide an excellent 38 all-electric miles of operation plus a seamless transition between power sources in hybrid mode. It represents the best technology from the Japanese brand and is a strong alternative to the Toyota RAV4 Prime, best that vehicle with an additional row of seats.

Kia also, since the tax credit demise, hiked the base price of its Sorento Plug-In Hybrid by more than $5,000 for 2023, versus 2022. That roomy, three-row model was also eligible for $6,587 under the outgoing EV tax credit, meaning that the 2023 Sorento PHEV, at $51,185, now costs about $11,600 more than last years model. Thats for a streamlined lineup putting all the focus on the top-of-the-line SX-P trim, including all-wheel drive, a suite of driver-assistance features, and an AC inverter good for powering a laptop.

Will more PHEVs be made in America?

While Stellantis' Jeep Wrangler 4xe and Chrysler Pacifica Hybrid are two of the top-selling American-built plug-in hybrids for which the EV tax credit still apply, the buyers of the popular Toyota RAV4 Prime and Prius Prime can no longer claim it due to their Japanese assembly.

The loss of the EV tax credit for imported models also includes some of the PHEVs with the longest electric range, such as all but one of Volvos Recharge PHEVs recently given larger battery packs. While the XC60 Recharge PHEV we drove last year is among those counted out for their European assembly, Volvos South Carolinabuilt S60 T8 Recharge sedan, at 41 EPA-rated electric miles, is its sole PHEV that currently qualifies.

2022 Volvo XC60 Recharge

McDonald doesnt see that the IRA will necessarily cause a shift of more plug-in hybrids from foreign-made to American-made. Thats because one of the key issues isnt just the potential sales volume that might make U.S. assembly worthwhile, but whether or not they can meet future battery cell and mineral requirements as laid out for the Clean Vehicle Credit.

Since they are both selling at a significant volume (from an EV perspective) and assembled overseas, they may not believe it is worth the investment to shift manufacturing to North American factories, he says about the Toyotas.

Californias 50-mile requirement

Furthermore, the tighter regulations from Californiaadopted by at least nine other statesare another factor. They require that PHEVs deliver 50 miles of electric range, starting with the 2026 model year, to earn the full ZEV credit amounts from the states Air Resources Board.

2023 Hyundai Tucson Plug-In Hybrid

That requirement could be a last straw for automakers, in terms of the number of PHEVs they can produce with bigger batteries and added complexity while also adding more fully electric models, and it might potentially swing automakers that are currently very bullish on PHEVs, like Hyundai and Kia, away from them. They might instead focus on a few U.S.-sourced, U.S.-assembled EVs that would qualify and be more cost-effective.

Some automakers may simply use this requirement as a catalyst to exit the PHEV business and focus on regular hybrids and full BEVs, said McDonald.

Market forces could fix this

Michael Fiske, associate director for powertrain forecasting at S&P Global Mobility, suggested that the market forces around simple supply and demand might be limiting the growth of PHEVs as a greener possibility for some shoppers.

Demand far outpaces supply, and it will for the next year or so, said Fiske, inflating sticker prices and transaction prices. These vehicles are positioned to be competitive in the current environment, and the current environment is anything but normal, he said.

The manufacturers, they have shareholders, and need to maximize their profits, and thats an easy way to do it, Fiske added. Theres no need to try to discount it to try to attract more buyers because youre going to be selling out no matter what.

Fiske said theres a sense within the industry that the market will normalize and prices may need to come back down, but as some manufacturers will qualify for the new credit and others wont, pricing will be readjusted differently. As such, some automakers will decide that plug-in hybrid is a good transition technology and others wont.

Model lineups will change

How the combination of the IRA and the California requirements will affect plans for PHEVs vs. EVs remains to be seen, and its going to be a new and different calculation for each company.

Manufacturers trying to figure out how to qualify or if it's worth it anymorethats definitely going on, Fiske said. But as well, we still have a continuing semiconductor shortage, and that is playing a significant role, along with this overall inflation.

Most new hybrid owners justify the higher initial purchase cost of their vehicle by saying that they'll make up the difference in fuel savings. Well, that plan may take a little (or a lot) longer than most new car owners think.

Oftentimes, it can take several years to make up that cost of a hybrid car in gas savings. When gas was setting new record-high prices in the summer of 2008, people penciled out the time it would take to recoup in fuel savings the extra dollars they had paid for a hybrid car.

At the time, a hybrid car may have sounded like a great idea. In fact, when gas prices are high, hybrid cars can make up the price difference in as little as two years like in the case of the Toyota Camry Hybrid. At that time there were also tax credits and incentives available from the federal government, and some state governments, for purchasing new hybrids. Those credits have all dried up, though. There are still tax incentives available for plug-in hybrids and purely electric vehicles, but even those will likely end in a few years as more of these vehicles become available on the marketplace.

But when you're talking about an extreme case, like the Lexus LC hybrid sports car (which happens to have an almost six-figure price tag), even when gas prices are relatively low, it would take decades to make up the difference in price.

OK, gasoline is great, but you can do better. You can plug your car in.

MIT Technology Review

Several major car companies, including GM and Volvo, have announced plans to produce only electric cars by or before 2035, in anticipation of the transition. But not all automakers are on the same page.

Notably, Toyota, the worlds largest automaker, has emphasized that it plans to offer a range of options, including hydrogen-fuel-cell vehicles, instead of focusing exclusively on electric vehicles. A Toyota spokesperson told MIT Technology Review that the company is focused on how to reduce carbon emissions most quickly, rather than how many vehicles of a certain type it can sell.

The company has continued releasing new hybrid vehicles, including plug-in hybrids that can drive short distances on electricity using a small battery. In November, Toyota announced the 2023 edition of its Prius Prime, a plug-in hybrid.

Some environmental groups have criticized the companys slow approach to EVs. To get to zero emissions, they argue, we will need all-electric vehicles, and the sooner the better.

But in recent interviews, Toyota CEO Akio Toyoda has raised doubts about just how fast the auto industry can pull a U-turn on fossil fuels, calling the US target of making EVs reach half of new car sales by 2030 a tough ask. While Toyota plans for EV sales to reach 3.5 million by 2030 (or 35% of its current annual sales), the company also sees hybrids as an affordable option customers will want, and one that can play a key role in cutting emissions.

A tale of two hybrids

Two different categories of vehicles are referred to as hybrids. Conventional hybrid electric vehicles have a small battery that helps the gas-powered engine by recapturing energy during driving, like the energy that would otherwise be lost during braking. They cannot drive more than a couple of miles on battery power, and slowly at that. Rather, the battery helps boost gas mileage and can provide extra torque. The original Toyota Prius models are among the most familiar traditional hybrid vehicles.

Plug-in hybrid vehicles, on the other hand, have a battery about 10 times larger than the one in a traditional hybrid, and that battery can be plugged in and charged using electricity. Plug-in hybrids can typically run 25 to 50 miles on electricity, switching over to their gasoline engine for longer distances. The Prius Prime, introduced in 2012, is a plug-in hybrid.

Conventional hybrids are far more common in the US than either all-electric or plug-in hybrid vehicles, though sales of electric vehicles have grown quickly over the past several years.