How much electricity do you need? The future seems to be pure electric, but until we get there we want to know if it’s worth it with a hybrid or a PHEV.
Electrification has broken into the automotive world and there is no turning back. There are more and more drivers who live accompanied by a plug in their day to day. So we ask ourselves: how much electricity do you really need?
To do this, we have decided to examine three technologies: a purely electric model, a plug-in hybrid and a conventional hybrid (powered by a combustion engine that is helped by another electric one, but without the need for plugs).
We have chosen three brands: BMW (with its X3), Hyundai (with the Ioniq 5 as a purely electric model and the Tucson, as a representative of the other two technologies) and Kia (with the Niro).
In addition to the important consumption data, we have also calculated all the other costs (for four years or 60,000 kilometers). However, due to the extremely uncertain and fluctuating situation in the market, we have not taken devaluation into account, so the prices per kilometer always refer to pure and simple driving.
Regarding the price of fuel, we have applied a cost of 1.66 euros/liter for combustion engines. As for electricity, things get a little more complicated: for plug-in hybrids we have assumed that charging is done almost exclusively at home, so we have set the price of electricity at 22 cents per kWh on average.
On the other hand, for 100% electric we have calculated an average value of 0.52 euros/kWh, because we understand that part of the charging will be done at home and more expensive public fast chargers will occasionally be used.
In the end, which electrical combination is the best and the cheapest? Below are the results.
bmw x3
There is a BMW X3 for every need and the good thing is that BMW uses the same platform and the same design for all types of technology. The space, equipment and driving are basically the same, although there are slight differences: the trunk of the xDrive30i accommodates 550 liters of luggage (with a maximum of 1,600 liters) and the payload is 574 kilos.
For its part, the xDrive30e reduces the trunk by 100 liters (offers up to 1,500 liters), with 547 kilos of cargo capacity. Finally, the BMW iX3 has a trunk of 510 to 1,560 liters and 495 kg of cargo.
The fully electric iX3 is powered by a 286 hp electric motor, which is fed by a 73.8 kWh capacity battery, which is enough to achieve a range of 295 kilometers (which is not much). It is forceful on the asphalt, although it weighs 2.23 tons. But the good thing is that it drives very quietly.
The xDrive30e version is the one that corresponds to plug-in hybrid technology, with all-wheel drive. The system consists of a 2.0-liter gasoline engine and an electric motor, with a combined power of 292 hp. The transitions between the combustion engine and the electric one usually work smoothly, although not excessively fast.
With the 12.0 kWh battery, the 30e has achieved a purely electric range of 36 kilometers in our tests and consumption has been 4.8 liters and 12.9 kWh per 100 km.
Finally, the xDrive30i’s 2.0-litre petrol engine, which is also an all-wheel drive, functions as a mild hybrid thanks to its 48V electrical system. It delivers 245 CV, to which must be added the 11 extra CV of the ‘e-boost’ system.
Compared to the other two versions, the gasoline model is clearly the most manageable and agile (it weighs less than 1.9 tons). It works like a charm with the eight-speed ZF automatic transmission and consumes 9.6 liters.
If we talk about costs, the plug-in hybrid surprisingly leads: if it is charged at home at a cheap price, it is very economical. Neither the 100% electric iX3 nor the combustion X3 achieve such a profitable cost per kilometer.
Conclusion
The X3 is a great SUV. You can choose the propulsion that best suits your needs: if the iX3 is a very decent electric, the X3 with the gasoline engine weighs less and is more agile. And the plug-in hybrid is the one that offers the best balance between the two worlds.
Hyundai Tucson-Ioniq 5
Koreans have taken a special path. They offer their Hyundai Tucson in four combustion variants (diesel, gasoline, conventional hybrid and plug-in hybrid), but not as a purely electric car.
For our three-way battle we have decided to add the Ioniq 5, which is not identical in construction but has the right format. Our three candidates offer reasonable space, although the trunk volume is reduced, as usual, depending on the size of the battery (more kWh, fewer liters of cargo).
The Ioniq 5 sends 229 hp to the rear wheels and accelerates very forcefully from a standstill. But if you want it can be very calm and quiet, which results in a very high ride comfort. It convinces by its good agility and the energy recovery can be managed in a variable way to the point of being able to implement a one-pedal drive.
Regarding costs, things change, because electricity is more expensive and we are not taking into account the depreciation value. With a consumption of 26.5 kWh per 100 kilometers, the price per kilometer amounts to 26 cents, a figure above the two electrified Tucsons.
If we look at the plug-in hybrid, this is nine cents cheaper per kilometer (as long as we charge the battery with the domestic rate).
So the consumption makes it worth it. However, the plug-in hybrid cannot be considered an excessively dynamic car: it likes comfort, preferably in electric mode. With a 13.8 kWh battery, it can travel about 60 kilometers (official data).
Of course, the conventional hybrid cannot do the same, due to its 1.49 kWh mini battery: the 60 CV electric motor and the 180 CV 1.6 produce a total of 230 CV of power, a figure that is not at all wrong (they all go to the front axle). The bad: the block of gasoline makes an appearance after very few kilometers.
Mind you, it runs very nice on a day-to-day basis, but it’s a bit sluggish and rough at low revs and not as dynamic as the Ioniq 5. Its quiet, laid-back nature allows this conventional hybrid to be fairly economical to run: 25 cents per kilometer, yes, eight more than the plug-in hybrid.
Conclusion
Although the conventional and plug-in hybrid are cheaper, we recommend the Ioniq 5. The electric crossover looks very modern and does not have to hide behind the successful Tucsons.
Kia Niro
The second generation of the Kia Niro is renewed without neglecting its already known virtues. The interior space is very good, taking into account the size of the body; the perceived quality is more than correct, although some plastics are sensitive to scratches.
If we talk about mechanical options, Kia is also following a versatile path for all needs and tastes. In addition to 100% electric, there are plug-in hybrid and conventional hybrid versions.
The two variants with a combustion engine have a lot in common, such as the 105 hp 1.6-liter gasoline block. Both send power to the front axle via a well-tuned six-speed dual-clutch transmission.
The external charging socket as well as a more capable and heavier battery correspond to the Niro PHEV: thanks to this it not only runs noticeably faster, but can also drive around 50 kilometers purely electric, which is worth it to earn the money. long-awaited blue sticker from the DGT.
The conventional hybrid tends to ask the gasoline engine continuously for help, a four-cylinder that has a good response, but has to work more often than its plug-in brother. This must also be a reason why the conventional hybrid, with almost seven liters of average consumption, cannot really be considered as an economy specialist.
Undoubtedly, the plug-in hybrid benefits significantly from battery backup, to achieve an average cost of only 3.5 liters per 100 kilometers, plus 9.1 kWh/100 km from the electric block. The system works like a charm and it shows when we take out the calculator: it achieves 15 cents cost per kilometer, a very low value.
And the 100% electric Niro? This pure ‘0 emissions’ is six cents more expensive, but thanks to its 204 hp it is much more dynamic and reaches 100 km/h much faster than its hybrid counterparts. However, the autonomy is only half (reaches 300 kilometers). Although there is room for improvement, underway, this electric is quieter and more pleasant than its brothers.
Conclusion
Lower costs per kilometer, the longest range and a balanced driving experience make the plug-in hybrid our favourite. Yes, the e-Niro shows more temperament, but it requires more patience when traveling.
