A year ago, the allure of a Jeep Wrangler was undeniable, but the plug-in hybrid (PHEV) version sealed the deal. The decision wasn’t driven by a sudden surge of environmental consciousness, but rather by a pragmatic approach to finances. The $7,500 federal EV tax credit made the PHEV Wrangler a surprisingly attractive option compared to its purely gasoline-powered counterparts.
This financial incentive proved to be a significant motivator for many. In 2022, the Jeep Wrangler 4xe emerged as the best-selling plug-in hybrid in the United States, surpassing a diverse array of more economical and practical vehicles. Astonishingly, the 4xe variant accounted for nearly a quarter of all Wrangler sales that year. Anecdotal evidence supports this – Wrangler 4xes are increasingly common sights on roads across the country.
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After a year and over 6,000 miles with the Wrangler 4xe, the reality of urban EV charging, some unexpected advantages, and a significant shift in perspective regarding full electric vehicles have come into sharp focus.
Decoding PHEVs: Not All Hybrids Are Created Equal
The term “plug-in hybrid” can be misleading. It doesn’t automatically translate to exceptional electric range or outstanding fuel economy. The Jeep Wrangler 4xe serves as a prime example. It was clear from the outset that propelling a 5,000-pound vehicle, aerodynamically comparable to an office building, with a 17kWh battery would not yield extensive electric driving range. However, witnessing the battery percentage plummet with each passing minute, even after starting a journey with a full charge, is still somewhat disheartening. In typical city driving, the EV range barely exceeds 20 miles. The combined fuel efficiency over 6,000 miles averages a modest 23 mpg. While online reports suggest this is marginally better than the standard four or six-cylinder gasoline Wrangler models, the improvement isn’t substantial.
Yet, despite these limitations, the value proposition of the PHEV becomes apparent in specific scenarios. Short trips within a city like NYC can be completed solely on battery power, offering a noticeably more serene driving experience compared to the constant hum of the gasoline engine (sound insulation isn’t a Wrangler strong suit). Moreover, even a small reduction in urban pollution feels like a positive contribution. Even when the gasoline engine is engaged, the hybrid system enhances efficiency by frequently shutting off the engine during coasting and for brief periods after starting from a standstill, more effectively than conventional auto start/stop systems.
The hybrid powertrain also delivers a significant power surge compared to other Wrangler models, boasting 375 horsepower and 470 lb.-ft of torque. This added power is invaluable for maneuvering the heavy truck uphill, overtaking on highways, and দ্রুত merging onto busy city on-ramps. Contrary to some assumptions, the electric motor’s power remains accessible even when the battery indicator displays “0%,” ensuring consistent performance.
The PHEV powertrain adds value, albeit not primarily in efficiency.
Jeep’s commitment to these “compliance hybrids” remains firm, suggesting they are not a temporary measure. Since the Wrangler 4xe’s initial release, Jeep has introduced a more accessible Willy’s trim and the Grand Cherokee 4xe, featuring the same powertrain and comparable fuel efficiency. Full-electric Jeep models are anticipated by the 2025 model year, but PHEVs are expected to remain part of the lineup. While skepticism regarding the environmental impact of PHEVs with small batteries and moderate fuel economy is valid, they play a crucial role in familiarizing the public with the concept of plug-in vehicle technology, particularly among traditional Jeep enthusiasts.
The Unexpected Perk: Prime Parking Spots
Often, the most tangible benefit of the Wrangler 4xe’s hybrid battery isn’t extended electric driving range, but rather access to premium parking. Given the limited EV range, solely charging for driving purposes isn’t always a priority. However, the presence of EV chargers in desirable parking locations becomes a compelling incentive to plug in.
Airport parking garages frequently reserve EV charging spots conveniently located near elevators. IKEA stores often provide EV parking closer to the entrance, significantly reducing walking distance. Ski resorts in many areas prioritize EVs with parking adjacent to premium paid parking, often offered free of charge. Furthermore, NYC’s curbside chargers can provide a better chance of securing a street parking spot, at least in certain neighborhoods.
Charging isn’t essential for range, but the prime parking is a definite perk.
Acknowledging the potential for appearing inconsiderate is important. Occupying a charging spot that could be used by a driver in a Rivian or Tesla who genuinely needs the charge for their journey does evoke a sense of guilt. However, the principle of “first come, first served” prevails. Having a charging plug grants equal access to these spots. Moreover, this is arguably more justifiable than gasoline cars obstructing chargers, a frequent and frustrating issue in densely populated areas like NYC.
The Disappointing Reality of Public EV Charging
While the number of EV charger installations in the city has noticeably increased over the past year, the persistent issues of broken, non-functional, blocked, and fully occupied chargers remain significant. A unified, reliable system for locating available and operational public chargers is still absent. The diverse payment systems – per hour, per kWh, or a combination – and the fluctuating cost structures, often exceeding the cost of gasoline, add further complexity and frustration.
NYC, despite being the most densely populated city in the US, suffers from a remarkably inadequate charging infrastructure. For a city striving to reduce vehicle emissions and implementing stringent environmental regulations, the lack of EV support is striking. Private garages often impose substantial monthly fees ($100-$200) solely for EV charging, representing a significant premium over standard parking rates. Compounding this, most garages offer only a limited number of EV chargers shared among hundreds of monthly and daily parkers.
NYC, a city of 9 million, has a mere 41 public EV charging stations.
For the majority of residents without access to private garage parking, public charging options are alarmingly scarce. Across all five boroughs, there are a mere 35 public curbside charging stations, predominantly concentrated in just three boroughs. These offer a slow 6.2kW charge at a cost of $1-$2.50 per hour. Furthermore, only six public DC Fast charging stations exist within the entire city. In stark contrast, Manhattan alone still hosts 18 gas stations. This minimal investment in public EV charging infrastructure for a city of approximately 9 million people is simply inadequate and represents a major deterrent to EV adoption.
EVs in the Near Future? Not Quite Yet.
Owning a PHEV has solidified the decision to postpone purchasing a full EV for the foreseeable future. Like many tech enthusiasts, the initial inclination was towards an EV. However, opting for a PHEV first has provided invaluable insight into the realities of EV ownership, both positive and negative, without the complete reliance on electric infrastructure. Having the option to plug in and actively seeking charging opportunities has highlighted the considerable challenges of EV ownership, particularly in NYC and with current driving patterns.
Daily commutes are not part of the routine. Driving typically involves either short trips within the city or long journeys escaping it. Regularly undertaking 200-250 mile trips from home is common. While modern EVs theoretically possess sufficient range for these distances, the necessity of charging becomes the limiting factor. In typical destinations, slow Level 2 chargers are sporadically available, but finding a Level 3 or DC Fast charger within a 50-mile radius is often a matter of luck. While Tesla’s decision to open their Supercharger network is a positive step, it doesn’t fully resolve this widespread issue.
This assumes starting each trip with a 100% battery charge, which, as demonstrated, is not easily achievable in a cost-effective or time-efficient manner. Voluntarily introducing charging anxiety into travel plans is unappealing. And this perspective comes from someone comfortable with technology and willing to troubleshoot – consider the challenges for the average driver.
PHEV ownership revealed the reasons why a full EV isn’t the right choice, at least for now.
Another PHEV is definitely on the cards for the next vehicle purchase. In fact, a PHEV is now the preferred and almost exclusive choice. The advantages of electric-only driving for shorter trips, the enhanced power, and the absence of range or charging anxieties are compelling. The Best Phevs currently available offer over 40 miles of electric range, and this figure is projected to improve further by the time the next car purchase is made. There is greater confidence in the advancements in PHEV technology compared to the rate of improvement in US charging infrastructure within the next two to three years. While this might be disappointing for dedicated EV advocates, it reflects the current reality, and pragmatism dictates this perspective.
