Before Americans purchase EVs en masse, they’ll flock to another type of alternative energy vehicle: the hybrid crossover. That segment has fielded several models since its inception in the mid 2000s, but it never broke out of its niche status until the redesigned Rav4 arrived last year. There’s several reasons for that, but as of right now, global events have most certainly put a damper on every automaker’s hybrid vehicle aspirations.
That being said, hybrid crossovers will eventually become popular. It’s now a matter of when, not if.
Toyota got a jump on the hybrid crossover market with their Rav4 Hybrid. Introduced in 2015, the model performed reasonably well until last year, when sales skyrocketed. Customers flocked to the new model as soon as it arrived at dealers and Toyota finished 2019 with just over 92,000 examples sold. The Japanese automaker’s other hybrids also did well last year, but none of them remotely approached the Rav4’s figure.
Other automakers have introduced or are planning to introduce hybrid crossovers of their own. Ford reintroduced the Escape Hybrid last December and Honda debuted the first-ever CR-V Hybrid in March. Those models will likely compete against more hybrid crossovers in just a few short years:
“Hyundai sells a hybrid Tucson in Europe. The next-generation version of the compact crossover is likely to include a hybrid variant for the U.S. Kia’s next Sportage should follow suit at some point. And the discontinued Nissan Rogue Hybrid is expected to make a reprise when the Rogue lineup enters its next generation.”
Obviously, there is a huge wrench that just got thrown into the industry’s plans. The global pandemic destroyed any sense of normalcy for everyone. Additionally, cratering demand combined with squabbling among some oil producing nations has brought down the price of oil to levels not seen since the early 2000s. Five or ten years ago that might have doomed the segment before it got off to a decent start, but several factors most likely ensure that hybrids of all shapes and sizes, especially crossovers, are here to not only survive, but thrive.
For hybrid crossovers, the most important aspect to their staying power also impacted their gasoline counterparts. The previous generation of compact crossovers, introduced around 2013, essentially achieved parity with similarly priced mid-size sedans in several key areas, most notably refinement. Automakers only further enhanced their products with the newest models. Advancements in battery technology also allowed the industry to stick hybrid batteries underneath the floors of their respective vehicles. This has resulted in little to no compromises in cargo or passenger space.
The latest crop of hybrids come baked in with another advantage: oftentimes they’re the best powertrain option available. If you read or watch reviews from all sorts of media outlets, they’ll often state that hybrids are the ones to covet, regardless of fuel efficiency. That’s due to their overall smoother operation under electric power, which happens more often in newer models. And most hybrids can cruise solely with the electric motor at speeds up to 85mph.
Honda’s two motor hybrid system makes things even more interesting by limiting the internal combustion engine to speeds above 40 mph. Additionally, the clutch that directly connects the 2.0 liter four cylinder engine to the front wheels is only designed to kick in at very high speeds. Which basically means Honda’s two motor system, under light and moderate demand and without any transmission whatsoever, drives and operates like an EV most of the time, without needing to be plugged in.
EV-like behavior, in terms of instant torque and quieter NVH, is supplemented by the combined horsepower of the latest hybrids, as they all offer more power than the base level gasoline engines in their respective lineups. And they’re not as expensive as they used to be either. In the hybrid crossover segment, an all-wheel-drive model is only about $1,000 more expensive than their gasoline equivalents.
Whenever the industry bounces back from the current crisis, the new crop of hybrid crossovers will be there to offer much more than increased gas mileage. Much like the gasoline crossovers introduced in the early 2010s, these new models are essentially no compromise vehicles with a lot to offer. It’s safe to say that by the end of the decade, they will rise far above their current niche status.
I’ve already been very tempted by the crv hybrid to replace my Accord v6. Nothings wrong with the accord, but a midsize sedan doesn’t cut the mustard when it comes to utility anymore. The Rav4 hybrid is also in the running but it’s smaller interior and cargo area put it at a disadvantage.
One RAV4 not mentioned in the article is the upcoming PHEV version. Given the hot sales of the hybrid, I imagine there will be a waiting list for the plug-in.
One thing that ‘is’ mentioned, though, is the drop in the price for the hybrid premium. Given the low buy-in (particularly on the top-tier RAV4), I’m quite surprised Toyota even offers a non-hybrid RAV4 in the highest trim level.
One thing to consider is that the CR-V had to remove the spare tire in order to accomodate the battery pack. The RAV4 hybrid still has a spare.
Yes i did see that. They pulled a chevy and replaced it with a can of fix a flat. Shame on honda. Its one of the reasons im still considering the rav4. Itll probably come down to which one feels better in a test drive.
The Honda 2 motor hybrid system does not run off of the battery until 40mph. Yes since the system was designed as a plug in system from the get go it can go that fast or faster in EV mode, but in normal operation the engine runs to drive the starter generator that generates the electricity that powers the traction motor. Because running an engine at such a low speed and load is very inefficient, if you are cruising at the 35-40 mph the engine will generate more electricity than is needed and bring the charge in the battery to the max SOC target, shut off the engine and then run off of the battery until it reaches min SOC, restart the engine and repeat the process. Of course that is not unusual Ford’s 3rd gen system that was also designed for plug in operation from the beginning works in a similar fashion.
Yes the Hybrid CUV is going to be the next big thing, again, and I expect the plug in versions will be good sellers as well.
If the gasoline versions are made unpleasant enough to drive via stop/start, cylinder deactivation, bad gearing and all the rest, I don’t doubt that the hybrid looks mighty attractive.
At a $1000 premium, it would not take long to pay that back in fuel savings, even at today’s low prices.
What I don’t get is why the stop/start systems built into hybrids usually work seamlessly whereas stop/start systems in ICE-only vehicles are often abrupt and annoying.
Because the electric motors in a hybrid system are many times more powerful than a starter motor. And because the electric motor(s) in a hybrid systems are also propelling the car. The car isn’t waiting for the engine to start. So the transition is seamless.
A hybrid system is very different than a stop-start system.
Start-stop is a bastardization of the way hybrids accelerate from a standstill. A hybrid has a very small battery, but it’s enough to move the vehicle from a standing start on electric-only for a very short distance. So, the vehicle is actually in motion before the ICE of a hybrid kicks in.
A gasser has no such electric assistance from stop. So, you end up with the system where the vehicle is trying to quickly get the ICE started in the very short period of time between removing one’s foot from the brake pedal and applying the accelerator. I can never envision an ICE with a seamless start-stop like a hybrid.
Thanks for the technical explanations, never my strong suit. So would the engine restart in a “mild hybrid” (like FCA’s eTorque) more closely resemble a full hybrid (that can accelerate without the ICE running) or a stop/start system?
FCA’s eTorque system makes it more like a full hybrid, i.e. virtually seamless. Not like a stop/start. Stop/starts though aren’t all the same either, I’ve been driving enough different ones lately to note that there are definite differences between powertrains/companies. However, those differences may well also change over time as a car wears and gets older just like everything else about it.
The single motor hybrid is somewhere between the two motor hybrids like Fords, Toyotas and the newest Hondas, and the conventional ICE stop-start.
Within the single motor motor style hybrids there is also a range, where the motor is directly connected to the drivetrain is better than a belt system like the E-torque. The belt drive significantly limits the amount of torque the motor can transmit to the drivetrain. The E-torque system still has a standard starter that is still used for cold starts. So you don’t have the clang on the stop/start but it is not as smooth or seamless as a direct drive system that has enough torque to propel the vehicle on its own.
Thanks as well for the explanation – never understood why start-stop was so disruptive. I rented an Escape and hated that aspect.
A couple of things.
The ultimate goal is to have vehicles (trucks and cars) operate on electricity. The hybrid simply bridges the gap with two means of power adding weight and complexity. Making the vehicle more complex raises the risk of component failure. That concerns me.
I like to travel long distances so an electric vehicle doesn’t work for me and my wife for long road trips, as in where do we recharge?. But there is reason for optimism as battery technology continues to evolve.
I’ll stick to a gasoline powered vehicle for now as its the best for my needs and has been for many years. When we downsize in a couple of years, an electric vehicle for mainly urban use would make sense. But I’d want a suitable gas powered car or crossover for that long road trip.
Help yourself, but it’s been definitively established that hybrids like the Toyotas are more reliable than gas-only cars.
Why is the ultimate goal to have vehicles powered by electricity? That’s what I’m not understanding. I would think the ultimate goal is to offer a variety of propulsion technologies that can all fit in their specific areas where they excel. What I’m saying is, why is there not a future where normal ice, hybrid, electric, natural gas and even diesel have a role to play.
For me, hybrids are the best choice. Because they have redundancies built in.
-Oh no – the power grid is down! – no problem – we have a vehicle that can cope.
-Gas is in short supply! – plug in and do your short trips.
The point I’m making is that redundancies are important. And as a population, we need to consider the Value of having multiple technologies available!
If the power grid is down how does the gas pump actually pump the gas into your car?
Around here there are several stations that have generators. Yes the lines are long.
By my own observations, I would assume that nearly all Hondas and Toyotas sold in Japan in the last two years are hybrids. That appears to be the case, to a lesser extent with other manufacturers as well. It would appear that as far as the Japanese are concerned, non-hybrids are no longer in play.
The only problem I see is that the cost to repair that new and still being perfected technology will be paid for by the first or subsequent owners after the warranty has expired. Any savings will only be in the reduction of emissions (a good thing IMO) and will have to be paid back tens of thousands of miles later…hopefully the manufacturers will pony up with all inclusive long-term warranties for the hybrid components and motors.
tl;dr What you save at the pump today will be spent later in repairs
Hybrid components and batteries on every hybrid are warrantied for significantly longer time and mileage than the powertrain on virtually every single conventionally powered car. 10yr/150k in some states and at least 8yr/100k miles in every other state if memory serves me correctly.
For hybrids from companies that don’t have much experience this might be a concern. However for companies that have been doing it long term, like Toyota, Ford and Honda their systems have been proven to be as, if not more, reliable and durable than the standard ICE powered version of the same or similar vehicle.
As Jim noted many of the components are considered emiisions control devices and thus are covered under the emissions durability and performance warranty requirements of 8/100 or 10/150.
I just came across this as well:
Toyota is extending its hybrid battery warranty from eight years/100,000 miles to 10 years/150,000 miles. The new warranty will apply to Toyota’s entire 2020 hybrid, plug-in hybrid, and fuel cell lineup. Other components of the hybrid powertrain (including the motors) will retain the eight-year/100,000-mile warranty (or 10/150 for states that require the increased parameters)
Compare my Plug-in Hybrid, a Ford C0Max Energi, to my last car, a Mk V GTI. That one had the DSG transmission, a driver’s delight that cost me a cut-rate $250 fluid change every 40,000 miles. Previous VWs didn’t have that cost, but they generally required $1000 worth of clutch replacement at 120K. The C-Max has no transmission in the usual sense. The E-CVT has no belts or bands, just a planetary gear in which two motors and one engine combine their power. I used to replace brakes every 40K or so, but with the Ford’s regeneration doing so much of the stopping, I expect that interval to double.
The Ford’s 20-mile EV range means that short trips, the hardest on a cold engine, will be all or mostly electric. I usually save EV miles for downtown and congested areas, favoring gas on the highway, so the engine is spared stop-and-go duty. My oil change reminder has never come on. I change around 10K, which probably represents less than 4k mils on the engine itself.
Because so much of the accessories, including generator and A/C and power steering, are electric, belts and hoses aren’t necessary. Neither is direct fuel injection, which cost me $600 when the 2.0 T’s valves gummed up.
Considering these, I think my hybrid has eliminated lots of common failure points. In almost 3 years and 40,000 miles, I’ve had no mechanical failures besides a faulty seat belt buckle. I’ve taken BIG chances on suspect machinery before – ask me about that Audi Allroad – but this seems like a safe bet.
Prediction: the vast majority of new cars and SUVs sold in 2030 will be gasoline/electric hybrids. That powertrain provides the best combination of practicality, efficiency, cost, and reliability.
If they do have their day in the sun, we’ll all have to avert our eyes because they’re all so gosh-darned ugly. It’s not so much the overall shape of the crossover (hey, I have a 2-box Scion xD), but it’s those pouting faces, squinty eyes, and overly complicated grilles. If I had to see that in my driveway every day, I think I’d be as sad as the cars look.
Gas today is now down to $10 a barrel. Whatever saving you get with a hybrid is minuscule with prices this low.
$10 for a barrel for gas! Wow; that’s 24 cents a gallon. Where’s that? It’s still over $2 a gallon here.
$1.59 here in Arkansas
I believe that’s oil you are quoting, not gasoline, and a barrel of crude measures in at 42 gallons of oil per barrel. It’s not a one to one conversion to gasoline. From a 42 barrel of oil, you can generally refine about 19 gallons of gasoline. So the raw cost of the material before additives etc that $10 equates to about 53cents per gallon. Add whatever additives, labor/fixed costs to actually refine it and transport it, your local, state, and federal taxes as well as gas station profit and you’ll generally end up well above $1 retail per gallon of 87octane. I know I am not accounting for the rest of the barrel of oil that ends up being distilled into other things besides gasoline but close enough.
At 35mpg vs 25mpg and 15000 miles a year that’s still 172 gallons less per year. If gas is $1.50 a gallon then that’s $258/yr. So the payback for that scenario would be under 4 years and 60k miles with that $1000 upcharge that Edward was referencing. In addition to generally an increase in overall power nowadays and generally an increased residual value over a pure gasser.
Lots of people would much rather pay their extra money to a car company than to an oil company even if the gasoline savings were non existent.
Edward, thank you for the article! I enjoy reading Curbside Newsstand. I wish you’d run it more often, especially now, when we’re restricted to our homes.
It’s about time that manufacturer’s finally put hybrids in the segments people actually buy.
I am confident that Rivian will be successful in the EV space because they are targeting the segments people actually buy — pickups and SUVs
I wonder if there will be time for hybrid SUV’s to ‘eventually’ take over the market. My sense is that they are coming a little late to the party, and could be soon overtaken by pure EVs.
It will be interesting to see how Model Y, and then Rivian, sales go. The more EV models that come to market and the more attractive and practical they become, the more people will put off the purchase of a new ICE or hybrid vehicle, with the idea of switching to electric ‘in a few more years’. As battery costs come down and charging speeds go up, vehicles that have both full ICE and battery systems may be expensive anachronisms.
There’s also the leasing question, with manufacturers having to make judgement calls 3 or 4 years in advance on what the resale value of a large hybrid SUV might be at lease end – an aspect of their business they truly can’t afford to get wrong.
It brings to mind the short period when TV manufacturers were making 16:9 wide-screen cathode ray sets, sets that were 2 or 3 feet deep and weighed about 100 lbs. Similar to that period, there could well be a tech and economic tipping point within a few (5?) years, that makes the old (stopgap) technology suddenly much less attractive.