Plug-In Hybrid EVs have proven a worldwide mobility solution instead of an interim technology
The year 2024 marked some significant developments for the EV industry. Growth continued with sales of plug-in vehicles increasing by 26% YoY (year on year) to a total of 17.2 million and an increased global market share of 22%. Of this volume, 63% comprised Battery Electric Vehicles (BEVs), with the balance of 37% being Plug-in Hybrid Electric Vehicles (PHEVs). This share grew from 31% in 2023, following YoY PHEV growth of 53% vs just 14% for BEVs.
This trend contradicts previous industry assumptions that view hybrids as merely an interim solution in the transition from internal combustion engines (ICE) to BEV adoption, suggesting that the current overall BEV offering is not appealing to motorists to the extent as much as originally forecast. Those switching from an ICE vehicle to a PHEV in preference to a BEV, will have their own reasons for doing so, but these will likely include concerns over vehicle pricing, charging infrastructure, range anxiety, and resale value.
The same BEV market growth forecast formed the basis of vehicle manufacturers' planning regarding future products, manufacturing facilities and development expenditure. Many planned to phase out ICE vehicles by 2030, had moved development resources away from ICE powertrains and towards new BEV line-ups on dedicated platforms, while building new BEV-dedicated manufacturing facilities, or converting existing facilities. The past year has seen numerous announcements revising these plans in line with the change in customer demand. These include extended life cycles for some existing ICE models, the inclusion of PHEV derivatives in models originally intended to be BEV-only, and resumption of ICE development, including optimisation for use in PHEV drivetrains. In addition, the launches of some planned BEV models, as well as the dedicated facilities for their production, have been delayed.
As indicated by their naming, all hybrid vehicles feature both an ICE and electric motor(s). The way these complement one other determines their categorisation as mild hybrid (MHEV), hybrid (HEV) or PHEV. Each of these categories provides a different solution in terms of performance, fuel consumption, driving range and cost.
The entry point to vehicle electrification is the MHEV, an ICE vehicle fitted with a Belt Driven Starter Generator (BSG) or an Integrated Starter Generator (ISG), powered by a compact 48 V battery. In addition to acting as a powerful starter, it provides an additional 10-15 kW to the ICE under high load conditions. Charged primarily by regenerative braking, the battery can also be utilised to drive ancillaries such as power steering, to further reduce engine load. The system has become popular with European manufacturers seeking a cost-effective means of reducing vehicle emissions, while Toyota recently introduced it on some Hilux derivatives, providing benefits in performance, along with reductions in fuel consumption and emissions.
The next step up in electrification is the HEV, in which the ICE and electric motor(s), are usually combined in a series-parallel hybrid configuration. Here the ICE drives a generator which powers an electric motor. This, in turn, drives the wheels (series) but is capable of driving the wheels directly in certain driving conditions (parallel). The driving experience is like a conventional ICE vehicle, the power management controller engaging the electric motor to assist during acceleration when ICE consumption is at its worst, but allowing ICE-only operation at steady speeds when it is at its most efficient. The small battery is both cost-effective and has adequate capacity in this application, as it is quickly and frequently recharged by the ICE and regenerative braking. Originally popularised by the Toyota Prius and certain Honda models, the Toyota Corolla Cross Hybrid models are primarily responsible for the significant growth of HEVs in the SA market, providing cost effective fuel consumption and emission reduction benefits.
In addition to charging via regenerative braking or the ICE driving a generator, PHEVs can be plugged in to the mains supply network and their traction batteries charged via an onboard charger. However, their recent popularity has seen the emergence of different PHEVs types, each with their own characteristics and benefits.
Related: All of the CAR Magazine Top 12 Best Used Buys for 2025
The most common are PHEV derivatives included in predominantly ICE model ranges. Battery capacities are smaller than equivalent BEVs, usually in the 10-20 kWh range, and typically provide EV-mode ranges of 45 – 90 km, adequate for most daily commutes. Coupled with overnight charging, this battery capacity is sufficient to permit EV mode commuting in urban areas where tailpipe emissions have the most impact on human health, while overall driving range is better than their ICE equivalents. Most current PHEVs offer AC charging, either via a normal electric socket or via a home or public fast charger. Owing to the small battery size, this will prove adequate for most owners, however, those motorists requiring frequent public fast charging might prefer a model capable of DC fast charging. An interesting new development, mainly in China, has been the emergence of longer-range PHEVs with larger batteries. These can extend the EV-only range to around 200 km, reducing the necessity for frequent charging. Overall driving ranges are also increased to 1 000 km or more.
Incorporating the electric motor also provides a significant performance boost, but where this is not required, the ICE is downsized for further improved fuel efficiency. Typically, the electric motor is fitted between the ICE and transmission, coupled via an automated clutch, allowing series-parallel hybrid operation. However, the electric motor is sometimes mounted on the undriven axle, providing AWD capability as an added benefit. Technically, these PHEV drivetrains are relatively straightforward, and the challenge is ensuring smooth driveability through seamless transition between the two power sources at all speeds, throttle openings, and load conditions.
Related: 2025 Toyota GR Yaris Pricing Unearthed
In an interesting development, BYD has become the tenth manufacturer to enter the SA PHEV market with the launch of its Shark 4×4 Double Cab. It features a 1.5T ICE primarily used to charge the 29.6 kWh battery powering front and rear electric motors, but also capable of driving the front wheels directly at higher speeds. Expected combined outputs of 320 kW and 650 N.m will make it SA's most powerful bakkie, with an impressive range of 840 km.
In addition to these mainstream PHEVs, the technology is increasingly being used in supercars, covered in detail in the December 2024 issue. The focus in these applications is purely on maintaining performance when using a smaller ICE, the motor providing additional power and torque. In some cases, additional electric motor(s) are incorporated on the front axle, providing 4WD and torque vectoring to improve traction and handling. A reduction in emissions and the ability to cover short distances in EV mode are added benefits.
A recent trend has been renewed interest in Extended Range Electric Vehicles (EREV), as initially seen in BMW's i3 REx model which used a 650 cc motorcycle engine to power a generator, charge the battery, and extend vehicle range. While technically series hybrid PHEVs, they differ from ICE-derived PHEVs in that they are derived from BEVs, with an ICE only working to charge the battery and not drive the wheels directly. Initial interest is coming from US full-size pick-up and SUV manufacturers, where BEVs, despite 130 kWh batteries weighing 800 kg or more, do not provide sufficient range, particularly when towing. RAM has already announced the 1500 Ramcharger, which utilises a relatively small 92 kWh battery to power its front and rear 250 kW electric motors. EV-only range is 225 km but with additional charging provided by the familiar Pentastar 3.6-litre V6 this increases to 1 100 km. Hyundai also recently confirmed an EREV version of its Ioniq 9 BEV; a large SUV due in select markets next year, describing the technology as a bridge between ICE and EV.
Other than being built on EV platforms, where production volumes are possibly falling short of original forecasts, costs are contained by fitting a smaller battery to offset the cost of the ICE generator. As it doesn't drive the vehicle directly, the ICE can also be managed to run at its most efficient engine speed, or linked to vehicle speed, making it sound and feel 'normal' to the driver.
The upturn in worldwide PHEV sales combined with the increase in models offered, and new developments such as long-range PHEVs and EREVs, confirm their growing appeal to consumers. Pricing is slightly lower than BEVs, smaller batteries offsetting the additional ICE cost, but the real benefit is useable EV driving without range anxiety. With BEV prices slowly falling and ranges expanding, their appeal may be relatively short-lived in markets where BEVs are already well established. However, in markets with large travelling distances and less-developed charging infrastructure, PHEVs could provide an extended transition from ICE vehicles to BEVs.
Find the full feature in the May 2025 issue of CAR Magazine.
Browse thousands of new and used cars here with CARmag.
The post PHEVs Have Proven a Worldwide Mobility Solution Instead of an Interim Technology appeared first on CAR Magazine.
Hashtags
Try Our AI Features
Explore what Daily8 AI can do for you:
Comments
No comments yet...
Related Articles
eNCA
4 hours ago
- eNCA
Toyota insurers sue eThekwini Municipality, Department of Transport, and Transnet
ETHEKWINI - Kwazulu Natal is facing a landmark court case. Toyota South Africa operates in the province. Toyota's insurer, Tokio Marin and Nichido Fire Insurance has reportedly filed a R6.5 billion lawsuit in the Durban High Court against the Department of Transport in the Province, Transnet and the eThekwini Municipality. It wants to be compensated for the enormous financial losses it suffered due to infrastructure failures of various government and state role players in 2022 during floods.
Eyewitness News
7 hours ago
- Eyewitness News
KZN Transport Department says relationship with Toyota remains intact despite R6.5 billion lawsuit
JOHANNESBURG - The KwaZulu-Natal Transport Department says its relationship with Toyota remains intact despite the motor giant's insurer suing the provincial government for R6.5 billion. Tokio Marine and Nichido Fire Insurance recently filed a lawsuit at the Durban High Court, seeking compensation for damages suffered at Toyota's Prospection Plant during the 2022 floods. Following a meeting with Toyota's senior managers, the Transport Department held a media briefing on Friday to update on the lawsuit. During the 2022 floods, Toyota's Prospection Plant in Durban was forced to shut down for four months, with its cars and machines submerged in water. This led to Toyota claiming billions from its Japanese insurer Tokio Marine and Nichido Fire Insurance. The insurer is now seeking to recoup that money and has lodged a subrogated claim against the KZN Transport Department, Ethekwini Municipality and Transnet. Transport MEC Siboniso Duma says he met with Toyota officials today to clear the air. 'We agreed to sustain our relationship that has revolved over the years, we will do that in the interest of the people of KZN and the whole country. I am sure you know as the private sector they are a major employer in the province of KZN.' Meanwhile, Toyota South Africa Motors says it's not directly involved in the lawsuit and won't benefit even a cent if the Japanese insurer wins.
The Citizen
11 hours ago
- The Citizen
Sued for R6.5 billion by Toyota insurer, KZN transport builds legal team
The floods caused Toyota to pause production for four months, resulting in a R6.5 billion loss. The KwaZulu-Natal department of transport is assembling a legal team to navigate the R6.5 billion lawsuit filed by Toyota insurer Tokio Marine & Nichido Fire Insurance in the Durban High Court over the 2022 floods. The floods caused significant damage at the Toyota South Africa Motors (TSAM) vehicle assembly plant in Prospecton, Durban. Tokio Marine & Nichido Fire Insurance is claiming that the damage caused by the floods was due to negligence of the infrastructure. For this, the insurer is suing KZN transport, eThekwini municipality and Transnet SOC Limited. ALSO READ: Toyota SA says employees won't lose jobs as operations begin after KZN floods Toyota floods The floods damaged the plant, forcing Toyota to pause production for four months, which allegedly resulted in the company incurring R6.5 billion in costs – R4.5 billion for repairs and R2 billion for business interruption. MEC for transport and human settlements Siboniso Duma told journalists at a media briefing on Friday that he had engaged with Andrew Kirby, president and CEO of Toyota South Africa Motors, regarding the lawsuit and was assured that the lawsuit was not brought by Toyota, but by the insurer. 'For the record, in our engagement with Andrew Kirby, he pointed out that the litigation proceedings against the department of transport, eThekwini municipality and Transnet SOC Limited are not being facilitated and/or funded by Toyota South Africa Motors.' Damage caused by the 2022 Durban floods at Toyota. Picture: X/Hein_The_Slayer Toyota not to benefit Duma said he was told that Toyota will not benefit in any way from the subrogated recovery action against the three parties being sued. 'At this stage, we wish to announce that we are assembling a strong team of legal minds to guide us on this lawsuit instituted by Tokio Marine & Nichido Fire Insurance. Therefore, we will not get into the legal technicalities and details of processes that will unfold.' At the time of the damage, the parent company of Toyota SA called the incident 'the most comprehensive damage to one of our global production facilities as a result of a natural disaster'. More lawsuits on the way Craig Woolley, from Norton Rose Fulbright SA, representing the insurance company, said that more companies in the Prospecton area are taking legal action for damage caused by the floods. The lawsuit states that by failing to maintain waterways and drainage systems that carried the floodwater, the defendants are responsible. Damage caused by the 2022 Durban floods at Toyota. Picture: X/Hein_The_Slayer ALSO READ: Hundreds of Toyotas destroyed, 500 survive the floods at Prospecton plant How the parties bear responsibility The lawsuit details how the three parties are to be blamed for the floods. 'During the April floods, the structural integrity of the Umlaas canal and the diversion berm was compromised, leading to stormwater flowing into the Prospecton industrial area where the Toyota plant is situated, causing extensive flooding and damage. 'Transnet owned the Umlaas canal and was responsible for its management, maintenance and the associated flood risk. The concrete-lined canal is intended to channel and divert the uMlazi river around the Prospecton industrial area. Together with the diversion berm, it forms an integral part of the flood control and prevention mechanism for the Prospecton industrial area. 'The Department of Transport was responsible for the management and maintenance of the diversion berm, while the municipality owned, managed, and was responsible for the maintenance and control of the stormwater management system for the Prospecton Industrial Area.' Toyota shares its point of view The Prospecton plant builds the Hilux bakkie, Fortuner SUV, Quest and Corolla Cross cars, as well as HiAce minibuses and Hino trucks and buses. About half of the production is exported, mainly to Europe. NOW READ: KZN flood damage to dent auto industry's contribution to economy
