Are PHEV cars really more environmentally friendly? Not at all according to the study of an NGO.
Presented by car manufacturers as an alternative to the heat engine and a gradual transition to all-electric, the plug-in hybrid car would in fact be disastrous for the environment. According to a study conducted by the NGO Transport & Environment, the ecological impact of rechargeable hybrid cars (PHEV) would have been completely underestimated. The NGO has joined forces with the University of Graz to demonstrate that the consumption and pollution induced by PHEVs would be significantly higher than the figures of the manufacturers and their WLTP certification.
In concrete terms, a plug-in hybrid car is a classic thermal vehicle in which an electric motor and a battery have been integrated, generally much smaller than that of 100% electric cars. This clever mix would make it possible to drive in zero emission mode, in town, for 40 to 80 km depending on the model, while taking advantage of the car’s petrol or diesel tank when it comes to extending the route. In theory, this solution seems ideal, at least the time necessary for electric cars to have an autonomy capable of competing with that of thermal cars. This technology has also been validated by WLTP, the official European body for measuring fuel consumption and certifying vehicle consumption. Thus, thanks to this subtle process, certain large displacements, particularly polluting in normal times, were seen allotting a note more than encouraging when they passed in hybrid. It is also not uncommon to observe theoretical consumption of between 2 and 3 L/100 km, approved according to the WLTP cycle.
A realistic case study?
It is this part of the magnificent picture presented by the PHEV that the NGO Transport & Environment contests. It therefore tested three rechargeable hybrid vehicles available on the market, according to a test procedure closer to the reality of use. The three models concerned are:
The first lesson of the study published by the NGO in partnership with the university is that the “full electric” ranges announced by the manufacturers are very optimistic. Of the three vehicles tested, only the Mégane manages to achieve the 48 km announced by Renault. The results are much more disappointing for the BMW (41 km covered for 56 km theoretical) and especially the Peugeot 308 (34 km traveled out of the 63 km announced).
Catastrophic CO2 emissions
But power consumption isn’t the biggest concern with plug-in hybrids. These would shamelessly cheat on their CO2 emissions. Indeed, the addition of an electric motor and battery allows PHEV cars to display a very low level of emissions compared to a simple thermal car. This value also allows manufacturers to circumvent the various ecological penalties while selling vehicles that pollute as much as their thermal equivalents (when they are not running 100% electric). The NGO points to a sleight of hand which makes it possible to announce, WLTP certification in support, a score of 27 to 36 g/km for the three vehicles tested. However, according to the organization, the reality of the emissions would be five to seven times higher. Thus, in its test protocol, the NGO measures much less brilliant pollution levels: 204 g/km of CO2 for the BMW 330e (announced at 36 g/km), 197 g/km for the Peugeot 308 (compared to 27 g/km in theory) and 138 g/km instead of 30 g/km for the Renault Megane.
Consequently, Transport and Environment believes that rechargeable hybrid cars are much more polluting than they claim, that their manufacturers should not be able to count on public subsidies to facilitate their marketing. In France, until January 31, plug-in hybrid cars benefited from an ecological bonus of 2,000 euros.
But more than anything, the NGO pleads for a modification of the WLTP certification cycle which, according to it, constitutes the crux of the problem. The manufacturers have adapted the behavior of their engines so that it best meets the requirements of the WLTP tests and obtains the best marks. Conversely, the NGO’s protocol has shown that these same vehicles, put in different conditions, could pollute much more. In reality, this data is difficult to determine insofar as it strongly depends on the use made of the vehicle. A conscientious PHEV owner can, for example, drive for whole months without using a drop of fuel if he is satisfied with short trips and recharges his battery regularly.
However, it seems obvious that the ecological impact of plug-in hybrid cars has been underestimated and that the WLTP cycle is not a reliable indicator. Transport and Environment is not the only one to denounce this irregularity. As for consumers, they already seem to be turning away from PHEV, which has now fallen behind 100% electric in sales figures.
Transportation & Environment
