Motor Mouth: How to make internal-combustion engines greener than EVs

What makes that all pertinent — and the reason for that ICEs-are-better-than-EVs headline — is that manufacturing battery-powered electric vehicles currently produces more CO2 than building a piston-powered vehicle. Much more. Some 70 per cent more, in fact, says Volvo. According to the company’swhile producing an ICE-powered XC40 sport-cute produces a total of 15.7 tonnes of “CO2-equivalents,” the same Life Cycle Assessment puts the manufacture ofat 26.4 tonnes of the same greenhouse gasses.

But, if the gas car is not emitting any carbon dioxide — or, more accurately only emitting recycled CO2 — then the BEV, at least in this case, would remain a consistent 10 or so tonnes behind its ICE-powered equivalent, a point confirmed by the project leader in charge of Porsche’s eFuels program, Marcos Marques. It is probably, at this time, worth taking a moment to remember that Porsche is, and remains, committed to electrifying 50 per cent of its fleet by 2025, and 80 per cent by 2030.

The resultant synthetic gas emits no CO2 not previously scrubbed from the atmosphere—it is, for all intents and purposes, green gasoline For one thing, producing synthetic gasoline is hugely energy-intensive, and, for syn-gas to be truly “net-zero,” all of the energy used to make it needs to be renewable. Some interesting calculations — again, by our own Elle Alder — suggest that to replace the production of all the fossil fuels used today — an incredible 100 million barrels a day —, and more than 10 per cent of all the electricity produced globally by any means.

Besides, its formulation is so energy-intensive, synthetic gas will also be expensive, as much as five times as costly as using that same electricity to charge a vehicle directly. Current projects — Porsche’s in Chile; and another, by

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