THE Rechargeable hybrids (Phev) are currently presented as a essential step in the energy transition. Faced with the slowdown in the growth of electric cars, many manufacturers intend to relaunch interest in the rechargeable hybrid car and often by inflating electricity autonomies perhaps so that customers can be good aware.
Recent models of Volkswagenof Geely (via Lynk & Co) orAudi Now displays electrical autonomies much greater than 100 km. The Lynk & Co 08 SUV promises 200 km in 100% electric modewhen the future Audi Q3 PHEV will climb to 119 km Instead of 50 for the previous generation. But if we believe some manufacturers, this approach is completely ridiculous, because it is simply not economically viable. Indeed, there would be a Threshold not to be exceeded To prevent costs from exposing.
The real cost of autonomy
The logic would like their electrical autonomy to continue to progress. But on this point, a strategic turnaround takes place in certain major manufacturers. Toyota and Hyundai, for example, announce a refocusing. Their message is clear: lengthening autonomy is expensive and it is not always worth it.
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During the Automotive News congress, Andrea Carlucciproduct and marketing director for Toyota Europe, explained it without detour: oversize the battery of a hybrid vehicle, which remains above all thermal, requires Industrial compromise and economic. Each additional kilowatt hour is paid dearly and requires adapting platformTHE energy management systemseven the production chain. It is moreover exactly for these reasons that a battery of a rechargeable hybrid car is as expensive as that of an electric car when its capacity is three times less important, as we recently explained.
For Toyota, the right balance is around 100 km, as is the case for the new RAV4 PHEV. And for the C-HR, Toyota fixes the limit at 66 km, which seems more than enough since the buyers tear the model. It is clear that not all users claim a hundred kilometers without petrol, especially since the purchase price necessarily increases with the size of the battery.
The analysis is the same in Hyundai. Xavier MartinetCEO of the European branch, wonders: should we continue to stack batteries to make transition technology last? For him, the PHEV and The (Vehicles with extended autonomy) must remain temporary gateways to the whole electric and not an end in itself. One of the most frank criticisms emitted by Hyundai concerns the growing sophistication of hybrid traction chains: two engines, a substantial battery, complex management systems … and a cost that climbs. According to Xavier Martinet, “we cannot indefinitely add layers of technology to extend a transition which must, in the long term, go out”.
European regulations do not help
But the logic of manufacturers also unfortunately follows a regulatory logic. Since January 1, 2025, new rechargeable hybrid models have been assessed according to a ” utility factor More demanding, supposed to further reflect real use. This change artificially enhances their official CO2 emissions, which will make PHEVs less attractive to regulators … and buyers. And that’s not all: from 2026, these requirements will apply to all the models already in circulation. As a result, it is tempting to increase the size of the battery, because during WLTP tests, the electric route will be longer and lower CO2 emissions.
For Toyota and Hyundai, the message is clear: rather than perfecting infinity hybrids, manufacturers should focus their efforts on more accessible and effective electric vehicles. Toyota and Hyundai will certainly not give up the phev traction chains, but they refuse to overbound.
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