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Electric Vehicles

I Was Wrong About Plug-in Hybrids

Maybe the PHEV really is the starter EV America needs.

A gas nozzle and electricity.
Heatmap Illustration/Getty Images

When my sister’s long-lived Scion met a sudden, destructive end last month, she was ready to take the leap into electric. She tried one plug-in hybrid she could find in Topeka, Kansas — an old Chevy Volt — before rejecting it in favor of a gently used Nissan Leaf.

Across town, my parents had been car-shopping, too. And while they thought about a plug-in hybrid as a way to dip their toes into electrification, they found only one on the nearby lots — a used car the dealer tried to sell above MSRP because, well, they could. Mom and dad wound up with a traditional hybrid Hyundai crossover instead.

Such struggles are no surprise. The PHEV has become an uncommon sight as most automakers have introduced fully electrified vehicles and, increasingly, left the plug-in hybrid behind. However, as full EVs have run into headwinds, the PHEV might be due for a comeback. Five years after giving up on plug-in hybrids to go all-electric, General Motors now says it will start making them again.

This is good news for a country that, frankly, needs a starter EV.

I admit it: Five years ago, when GM ditched hybrids to go fully electric, I was glad. Yes, the Chevy Volt had shifted lots of people to electrified driving. But the plug-in hybrid is a paragon of “jack of all trades, master of none.”

With electric car components jammed in alongside its traditional hoses and belts, a PHEV is never going to be a great gasoline car. And because it must contain all the parts for petroleum propulsion, a plug-in hybrid can fit only a small battery with a limited range. The new Toyota Prius Prime PHEV can deliver up to 44 miles of electric driving, and that meager figure is a major leap from the around 25 miles of the previous model. The soon-to-be-axed Subaru Crosstrek PHEV delivers only 17 all-electric miles, and costs thousands more than a normal gas version.

From a climate perspective, PHEVs also looked like an easy way out for carmakers who should have been fully electrifying their lineups instead — a way for brands like Toyota to call their cars “electrified” without actually building battery EVs. It was a half-measure, a “stepping stone,” in a world that needs to completely turn over its car fleet.

For drivers, though, the core argument for the PHEV has always been a compelling one. Its battery range is limited, yes, but the electric miles are probably enough to accomplish a commute or local errands. Local electric driving drastically cuts one’s gasoline budget. On longer trips, there’s no need for the range anxiety that comes with a true EV since the gas engine has your back.

Yet PHEVs struggled to catch on fully during their first wave. A decade ago, when precious few mainstream EVs were on sale, plug-in hybrids accounted for about half of electrified U.S. car sales. About five years ago, when mass-market EVs like the Tesla Model 3 and Y arrived — and the Chevy Volt departed the scene — things changed. By 2023, PHEVs made up only 20 percent, meaning Americans bought four times as many pure EVs as plug-in hybrids.

Perhaps the America of five years ago simply was not yet familiar enough with electric driving to understand the benefits a plug-in hybrid could deliver. Buyers who were truly bullish on electric, like me, jumped right past the hybrid and bought a full EV. The fact that plug-in hybrids cost a lot more while delivering a pittance of electric miles didn’t help.

But that was then. In 2024, the legacy car companies sound far less enthusiastic about their plans to electrify completely. While EV demand is not cratering, as some apocalyptic headlines would suggest, it is possible that electric cars are entering a holding pattern, or at least a gap year or two. Drivers willing to buy a pricey new EV have mostly done so. Millions more are biding their time, waiting for better charging infrastructure where they live, a wave of truly affordable EVs, or some other factor to push them toward pure electric.

These people need a starter EV — something to get their feet wet in electrified driving that isn’t a $40,000 new car. Now that a handful of decent electrics have been on the market for several years, a used full EV could fill that role. That’s especially true for families that have a combustion vehicle or hybrid as their other car, and can drive a used Chevy Bolt or Nissan Leaf around town without having to worry so much about its diminishing battery.

Still, most Americans want their car to do everything, including a long road trip if necessary. They should consider the PHEV. In parts of the country without a lot of charging infrastructure, the plug-in hybrid would make an ideal beginner EV, given the security of the gas engine to ease one’s range anxiety.

But with the automakers having gone full electric in the past few years, plug-in hybrids are few and far between. Toyota, which has been dragging its feet about pure EVs, makes plug-in hybrid versions of the RAV4 and the Prius. The Wrangler 4xe plug-in hybrid is Jeep’s signature electrified effort so far. BMW, Kia, Hyundai, and others offer PHEV variants of some of their vehicles (though that’s no guarantee you’ll find the one you want at your local dealership, given their niche status.) PHEV sales lag behind both ordinary hybrids and full electric vehicles.

With General Motors ready to revive its plug-in hybrid line, perhaps the technology is due to catch its second wind just as weary buyers look for a more comfortable way to start driving on electrons. As with full battery EVs, it comes down to price and range. If Chevy can cook up a Volt 2.0 that impresses on both fronts, then the PHEV may finally find its footing in the U.S.

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Hotspots

GOP Lawmaker Asks FAA to Rescind Wind Farm Approval

And more on the week’s biggest fights around renewable energy.

The United States.
Heatmap Illustration/Getty Images

1. Benton County, Washington – The Horse Heaven wind farm in Washington State could become the next Lava Ridge — if the Federal Aviation Administration wants to take up the cause.

  • On Monday, Dan Newhouse, Republican congressman of Washington, sent a letter to the FAA asking them to review previous approvals for Horse Heaven, claiming that the project’s development would significantly impede upon air traffic into the third largest airport in the state, which he said is located ten miles from the project site. To make this claim Newhouse relied entirely on the height of the turbines. He did not reference any specific study finding issues.
  • There’s a wee bit of irony here: Horse Heaven – a project proposed by Scout Clean Energy – first set up an agreement to avoid air navigation issues under the first Trump administration. Nevertheless, Newhouse asked the agency to revisit the determination. “There remains a great deal of concern about its impact on safe and reliable air operations,” he wrote. “I believe a rigorous re-examination of the prior determination of no hazard is essential to properly and accurately assess this project’s impact on the community.”
  • The “concern” Newhouse is referencing: a letter sent from residents in his district in eastern Washington whose fight against Horse Heaven I previously chronicled a full year ago for The Fight. In a letter to the FAA in September, which Newhouse endorsed, these residents wrote there were flaws under the first agreement for Horse Heaven that failed to take into account the full height of the turbines.
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  • When asked for comment, FAA spokesman Steven Kulm told me: “We will respond to the Congressman directly.” Kulm did not respond to an additional request for comment on whether the agency agreed with the claims about Horse Heaven impacting air traffic.

2. Dukes County, Massachusetts – The Trump administration signaled this week it will rescind the approvals for the New England 1 offshore wind project.

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How Rep. Sean Casten Is Thinking of Permitting Reform

A conversation with the co-chair of the House Sustainable Energy and Environment Coalition

Rep. Sean Casten.
Heatmap Illustration

This week’s conversation is with Rep. Sean Casten, co-chair of the House Sustainable Energy and Environment Coalition – a group of climate hawkish Democratic lawmakers in the U.S. House of Representatives. Casten and another lawmaker, Rep. Mike Levin, recently released the coalition’s priority permitting reform package known as the Cheap Energy Act, which stands in stark contrast to many of the permitting ideas gaining Republican support in Congress today. I reached out to talk about the state of play on permitting, where renewables projects fit on Democrats’ priority list in bipartisan talks, and whether lawmakers will ever address the major barrier we talk about every week here in The Fight: local control. Our chat wound up immensely informative and this is maybe my favorite Q&A I’ve had the liberty to write so far in this newsletter’s history.

The following conversation was lightly edited for clarity.

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How to Build a Wind Farm in Trump’s America

A renewables project runs into trouble — and wins.

North Dakota and wind turbines.
Heatmap Illustration/Getty Images

It turns out that in order to get a wind farm approved in Trump’s America, you have to treat the project like a local election. One developer working in North Dakota showed the blueprint.

Earlier this year, we chronicled the Longspur wind project, a 200-megawatt project in North Dakota that would primarily feed energy west to Minnesota. In Morton County where it would be built, local zoning officials seemed prepared to reject the project – a significant turn given the region’s history of supporting wind energy development. Based on testimony at the zoning hearing about Longspur, it was clear this was because there’s already lots of turbines spinning in Morton County and there was a danger of oversaturation that could tip one of the few friendly places for wind power against its growth. Longspur is backed by Allete, a subsidiary of Minnesota Power, and is supposed to help the utility meet its decarbonization targets.

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