Two millionth electric car registered as market rebounds from tax changes

Original Article ↗ Hacker News Discussion ↗

EV terminology and drivetrain types

  • Many readers find acronyms (BEV, HEV, PHEV, MHEV, EREV, PZEV) confusing.
  • Simple breakdown offered:
    • BEV: battery-only.
    • HEV: hybrid, battery only charged by engine/regeneration.
    • PHEV: plug‑in hybrid, can charge from grid, usually larger battery.
    • MHEV: “mild” hybrid, small electric assist only.
    • EREV/series hybrid: car always driven electrically, ICE mainly a generator.
    • PZEV: ICE cars with very low tailpipe emissions, introduced as a regulatory compromise.

Plug‑in hybrids: promise vs reality

  • In theory PHEVs are a bridge: electric for daily trips, petrol for long journeys.
  • Several argue most PHEVs have small batteries, weak motors and short EV ranges, so they act like slightly better HEVs.
  • Large studies (linked in thread) are cited claiming:
    • Real‑world fuel use and CO₂ are far higher than official test cycles.
    • Engines run even in “electric” mode (e.g., during acceleration or hills).
    • On average, emissions cuts are closer to ~20% than the ~80% implied by lab tests.
  • Others counter that specific models (e.g., some Toyota PHEVs) achieve meaningful EV‑only use, and some owners report minimal fuel use.
  • Strong view from several commenters: much of the historic PHEV market, especially in Europe, functioned as an emissions‑credit loophole rather than a genuine climate solution.

EV economics, fuel and electricity pricing (UK‑focused)

  • UK fuel is ~£1.5–1.8/L, historically high but not at past crisis peaks (inflation‑adjusted).
  • Home charging on off‑peak or EV tariffs can be as low as 7–9p/kWh (≈2–3p/mile); standard domestic rates ~25–30p/kWh; some DC fast chargers ~90p–£1/kWh.
  • At those high public rates, per‑mile cost can exceed petrol, so home charging is crucial to savings.
  • 60–75% of UK households (more outside cities) have or could have off‑street parking for home charging; others depend on public infrastructure, raising equity concerns.

Policy, incentives, and market distortions

  • EU corporate tax breaks heavily favored PHEVs; in some countries the vast majority of new PHEVs were corporate/fleet, and often not plugged in.
  • Upcoming EU adjustments (e.g., more realistic utility factors) may reduce PHEV attractiveness.
  • UK salary‑sacrifice schemes and benefit cliffs (e.g., childcare subsidies around £100k income) make EV leases very attractive for some high earners.
  • The Motability scheme (funded via disability benefits and tax breaks) is debated: some see necessary mobility support; others see an expensive, distortive subsidy.

Adoption patterns and geography

  • High fuel prices and the recent oil shock are seen as strong drivers of EV adoption (example: rapid growth of Chinese-brand EVs in Brazil).
  • US EV uptake lags: reasons cited include cultural preference for large vehicles, long‑distance driving, politicized “range anxiety,” legacy automakers’ slow pivot, and dealership resistance.

Vehicle design, user experience, and dealerships

  • Many want “normal” cars that just happen to be electric, rather than futuristic or heavily “experimental” designs.
  • Some modern EVs/Hybrids are praised as mechanically simpler and very reliable; others note real‑world compromises (performance limits, odd behavior on long descents, etc.).
  • Dealers in some markets reportedly steer buyers away from EVs because they cut into service revenue and sales staff lack familiarity.

Broader environmental and societal angles

  • Several see EVs as clearly superior to ICE on running emissions and urban noise; some complain that mandated artificial EV noise has eroded the quietness advantage.
  • One line of argument: even highly efficient EVs don’t solve congestion and health issues; active travel (walking/cycling) and reduced car dependency are emphasized as the real goal.