PHEV is a solution looking for a problem. You only add a little bit more range versus a plain ICE, and that's at the expense of lugging around an extra motor and battery array. The whole carpool lane eligibility for hybrids is a crutch and the only selling distinction for PHEVs. (If you're driving far enough for a carpool lane to even matter, you're going beyond your battery range on the trip... so you're ultimately releasing as much carbon.)
> If you're driving far enough for a carpool lane to even matter, you're going beyond your battery range on the trip... so you're ultimately releasing as much carbon.)
I’d be surprised to see this is actually true, but I guess it depends on where you live. There are some cities where a long commute time can be significantly cut by an HOV/carpool lane, even if the number of miles traveled isn’t that great. If you have a 40 mile commute then the Volt can run on electric for pretty much the whole thing, but that’s plenty long enough to save significant time bypassing traffic in a dedicated lane.
Even half the trip as electric is halved carbon emissions from the car, so I don’t understand the statement that carbon emissions between a PHEV and a ICE are the same in the end (which is what I understand you to be saying by “so you're ultimately releasing as much carbon”)
You could also say that having large batteries is a solution looking for a problem. If 95% of your driving is under 50 miles a day, then you are lugging around 150 miles worth of extra batteries (to get that 200 mile range) that still need a long charge cycle, where you could easily replace that 150 miles of batteries with an ICE that will get you unlimited miles with a 5-minute fuling stop in between. And still end up saving you on gas during 95% of your other driving.
Most people drive more than X miles on Y% of their trips. For any given (X, Y) where Y is non-trivial — and 5% is non-trivial for most people — you can augment an X-mile battery limit by adding public charging stations. However the smaller X is, the more numerous and densely spaced those stations will have to be, which is deeply challenging given the layout of roads, and the cost of building charging stations. (This leaves aside the relative annoyance of making many brief stops vs. occasional longer stops.)
Manufacturers like Tesla control both “X” and the charging station layout, and have limited influence over “Y” except insofar as it affects their ability to sell cars. Presumably they’ve crunched the numbers and concluded that they can’t support a reasonable customer base on small values like X=50.
Plug-in hybrids have not been a commercial success. If you take away the artificial carpool-lane eligibility, they almost vanish from individual purchase as a category (only taxi and commercial fleet demand would remain relevant).
PHEV is a solution looking for a problem. You only add a little bit more range versus a plain ICE, and that's at the expense of lugging around an extra motor and battery array. The whole carpool lane eligibility for hybrids is a crutch and the only selling distinction for PHEVs. (If you're driving far enough for a carpool lane to even matter, you're going beyond your battery range on the trip... so you're ultimately releasing as much carbon.)