California Air Resources Board Supports Plug-In Hybrids Beyond 2035
The California Air Resources Board (CARB) is developing new regulations that will steadily phase out the sale of internal combustion vehicles between now and 2035. The agency released the details of its “Advanced Clean Cars II” regulatory framework on April 12th as part of its formal rulemaking process. The bold initiative is in response to an executive order from Governor Gavin Newsom establishing 2035 as the target date for making 100% of new car sales in California “zero emission vehicles” (ZEVs). Plug-in hybrids (PHEVs) are not technically ZEVs because they run on gasoline when their batteries become depleted, but the proposal will allow them to be counted as ZEVs in an automaker’s fleet, with some important limitations.
Starting in 2026, the proposal requires that an increasing proportion of each automaker’s light duty vehicle sales will have to be comprised of ZEVs, which can include true ZEVs like battery electric vehicles (BEVs) and hydrogen powered fuel cell electric vehicles (FCEVs), or a limited number of highly efficient PHEVs. The mandatory quota, often referred to simply as “the ZEV requirement”, begins at 35% in 2026, then increases 8% per year until 2031, when it reaches 76%. After 2031, it increases 6% each year, reaching 100% in 2035. PHEVs will be considered the same as genuine ZEVs, but they cannot exceed 20% of the electrified vehicles used to meet an automaker’s annual ZEV requirement.
In order for a PHEV model to be treated like a bona fide ZEV, it will have to meet a strict set of specifications. After 2026, it will need to be certified as generating “super ultralow emissions levels” over its useful life and have an extended warranty on emission related components for 15 years or 150,000 miles. Its battery will have to deliver 73 miles of all-electric range using the 2-cycle test, which is roughly equivalent to 50 miles of real world allelectric range. A qualifying PHEV will also have to meet some of the same requirements as BEVs such as a minimum 5.76-kilowatt onboard charger and a 20-foot convenience cord capable of both Level 1 and Level 2 charging.
The strict specifications reflect the agency’s view that the emissions from PHEVs must be kept to a minimum if the hybrid powertrain is to be included in a class of vehicles meant to eliminate tailpipe emissions entirely. The exemption is seen as a worthwhile tradeoff because the highly efficient powertrain will provide an acceptable option for consumers who may be reluctant to purchase BEVs. The agency is on shaky ground demanding that automakers sell an increasing percentage of ZEVs, not knowing if consumers will cooperate. Motorists with no access to home charging may become increasingly unwilling to buy BEVs if public charging availability proves to be inadequate. PHEVs would allow them to continue relying on readily available gasoline. Folks in rural areas who typically drive longer distances will also gravitate to PHEVs, knowing that the hybrid’s frugal gas motor will always provide adequate range.
The decision to cautiously exploit the unique environmental benefits of PHEVs is indicative of the CARB’s thoughtful, pragmatic strategy for phasing out the sale of internal combustion vehicles. The agency is currently considering comments on its proposal and hopes to announce finalized rules in August.