, it’s likely that the company is still figuring out the design. So, I wanted to offer some unsolicited advice GM and everyone else going back to PHEVs need to think as they put new designs together and bring them to production.My first EV was a bit of a failure. I bought a used 2011 Nissan LEAF that had spent a good part of its life roasting in the Phoenix sun sitting at 100% battery. By the time I got it, the thing had only 50 miles of range, and that was assuming city driving.
But it didn’t take me long to find that I needed a little more power. I’d take the kids to school in the morning, drive home, work on stuff at home while it charged back up, and then go pick the kids up. On most days, I had just enough electric range to do what I needed to do, and when the gas tank got low, I didn’t fill it back up. Though, one day one of the kids forgot a backpack at home, and I didn’t have enough range to make the trip again on electric power.
Since then, I’ve had a newer Nissan LEAF with 40 kWh of battery , and then a Bolt EUV with almost 250 miles of EPA-rated range using about 60 kWh of battery. For almost everybody in most situations, that’s more than enough range to never worry about running out, especially for local driving. There’s still a lot of work to do to get the charging network for BEVs ready for everybody, but the range isn’t a problem for affordable EVs these days.
My interpretation of this data is a little different from the ICCT’s. If we ignore everything below 30 miles to exclude crazy small batteries, it’s pretty clear that the line is more linear than they’re saying. It even fits in the data at the top-right corner of the graph, showing electric usage for cars with around 80 miles of range being used about 90% of the time under EV power!Today, a PHEV can’t really be compared to an ICE vehicle.
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