Toyota’s choice so as to add no less than a 3rd plug-in hybrid nameplate to its U.S. lineup subsequent yr bucks an business pattern that has seen different automakers pull again their PHEV choices as full battery-electric autos proliferate.
The business fall-off in plug-ins is perhaps due to the autos’ added value and complexity or the truth that regulators do not appear to worth them as a lot as full BEVs. However Toyota, sticking to its pioneering hybrid expertise, sees plug-ins as a part of a broader total technique that seeks to chop carbon emissions sooner earlier than full EV charging infrastructure is in place.
A presentation from its chief scientist signifies that Toyota sees a case for increasing plug-ins to a number of various kinds of autos — which suggests the U.S. might see extra plug-in hybrids on roads in coming years.
The automaker promised final month to add a third plug-in hybrid to its lineup subsequent yr, although particulars of what mannequin will be part of the Prius Prime and RAV4 Prime PHEVs weren’t revealed. The Japanese automaker may even add two battery-electric autos — one might be an SUV or crossover, and onewill be Toyota -branded.
The three new autos are a part of Toyota’s broader technique to turn out to be what Toyota Motor North America gross sales head Bob Carter known as “the Macy’s division retailer” of automotive powertrains to chop greenhouse fuel emissions.
An evaluation by Gill Pratt, Toyota’s prime scientist, argues that plug-in hybrids supply the most effective total returns for automakers to scale back carbon emissions, particularly for shoppers who’ve entry to a plug and have common commutes. His evaluation, shared with the media final month, appeared to advocate for an extra plug-in hybrid sedan and crossover as Toyota’s most tasty choice for slicing emissions.
“Not solely do plug-in hybrid autos carry out extraordinarily effectively in lowering carbon emissions, however really even hybrid autos do remarkably effectively when you think about them within the context of different autos, together with full battery-electric autos,” Pratt mentioned. “More often than not, if these autos are used for commuting, they’re getting used within the battery-electric mode, and solely often does the engine run in these automobiles.”
Whereas they may make sense scientifically or as a part of a much bigger technique, PHEVs do have their drawbacks.
Irrespective of which power supply it is utilizing at any given second to propel itself, a plug-in hybrid is basically hauling the opposite portion round as lifeless weight, explains Sam Abuelsamid, principal analyst main e-mobility analysis with Guidehouse Insights.
“Pricing is a problem. PHEVs are going to be considerably dearer than simply a regular hybrid, primarily as a result of you might have a much bigger battery, plus you additionally want a extra highly effective motor, extra highly effective electronics,” mentioned Abuelsamid, a former automotive engineer. “Architecturally, they’re largely the identical as a traditional hybrid, however to essentially profit from it, it’s important to up-size issues just like the motors and the ability electronics so you possibly can really drive it on electrical energy alone.”
That bears out with Toyota’s two present PHEVs. The Prius Prime, launched in 2016 and with a battery-only vary of 25 miles, begins at $29,215, together with transport, a $3,695 premium over the Prius hybrid. The RAV4 Prime, which went on sale final yr, can drive 42 miles on battery alone, and it begins at $39,275, a $9,450 premium over the RAV4 Hybrid.
Toyota offered 14,698 Prius Primes in 2020 within the U.S., down 33 p.c from 2019, whereas the automaker offered 3,200 RAV4 Primes in its first yr available on the market.
Whereas automakers have begun flooding the market with high-profile BEVs, the variety of plug-in hybrids is shrinking.
In accordance with the U.S. Division of Vitality’s Alternative Fuels Data Center, automakers provided 47 PHEVs for the 2020 mannequin yr however simply 35 within the 2021 mannequin yr.
A part of the explanation is perhaps the smaller regulatory profit that PHEVs obtain relative to full battery-electric autos, Abuelsamid mentioned. Automakers can earn greater than 4 instances the zero-emission automobile credit per automobile for every battery-electric they manufacture vs. a comparable plug-in hybrid. Mentioned Abuelsamid: “For firms like [Stellantis], which does not have BEVs available on the market, or Toyota, whose solely ZEV is the Mirai [hydrogen fuel cell vehicle], they will no less than earn some credit promoting PHEVs.”