Probably the one type of PHEV that should survive is basically a BEV with builtin backup generator. One that's not necessarily powerful enough to drive you directly at full speed, but enough to basically eliminate range limitation of a (cheaper and smaller) battery by continuously charging it when needed. Maybe this 'backup generator' can even be made as a removable option.
I'm thinking of a semi-rural use case, when your typical daily trip is 20-50 km, but the charging infrastructure is poor and occasionally you do need to drive 200-300 km in winter.
Your phrasing implies this causes extra weight gain - just to illustrate, the new Prius is about 1.4t (while having decent PHEV range), while the ID4 (a similar sized EV) is 2t.
Plus more. My Volt had a component fail that was responsible for switching the cabin heater between the battery and the motor, so if I placed the vehicle in pure EV mode then I couldn't heat the cabin, oops!
PHEV means a lot of things. Toyota PHEVs with e-CVT are simpler than a normal ICE. VW PHEVs where there’s an electric motor tucked into their DSG gearbox - not so much.
And then the kicker. VW doesn’t allow the dsg with electric motor to be repaired by dealers. If something is wrong it needs to be replaced completely. At the cost of €15k (NL, 2021). The only serviceable thing is the clutch and the mechatronic.
IMHO this is something that should be regulated away as consumer unfriendly and environment unfriendly. (Not to say hostile.)
In the end I got a DSG specialist fix the problem in two hours by replacing two simple components physically. The car then spend an hour retraining the dsg.
PHEVs mean that half the time your using your battery to drag around an ICE, the other half the ICE is dragging around a battery.
A very temporary phenomenon in the evolution from ICE to EV.
Probably the one type of PHEV that should survive is basically a BEV with builtin backup generator. One that's not necessarily powerful enough to drive you directly at full speed, but enough to basically eliminate range limitation of a (cheaper and smaller) battery by continuously charging it when needed. Maybe this 'backup generator' can even be made as a removable option.
I'm thinking of a semi-rural use case, when your typical daily trip is 20-50 km, but the charging infrastructure is poor and occasionally you do need to drive 200-300 km in winter.
Your phrasing implies this causes extra weight gain - just to illustrate, the new Prius is about 1.4t (while having decent PHEV range), while the ID4 (a similar sized EV) is 2t.
Plus more. My Volt had a component fail that was responsible for switching the cabin heater between the battery and the motor, so if I placed the vehicle in pure EV mode then I couldn't heat the cabin, oops!
PHEV means a lot of things. Toyota PHEVs with e-CVT are simpler than a normal ICE. VW PHEVs where there’s an electric motor tucked into their DSG gearbox - not so much.
And then the kicker. VW doesn’t allow the dsg with electric motor to be repaired by dealers. If something is wrong it needs to be replaced completely. At the cost of €15k (NL, 2021). The only serviceable thing is the clutch and the mechatronic.
IMHO this is something that should be regulated away as consumer unfriendly and environment unfriendly. (Not to say hostile.)
In the end I got a DSG specialist fix the problem in two hours by replacing two simple components physically. The car then spend an hour retraining the dsg.