An Independent EV Repair Shop Woke Me Up to the Stark Reality of Plug-In Hybrid Ownership

But it can get a lot better than that. It can also get a bit worse.

A two-edged sword

Take the X5 xDrive50e as an example. It does have a starting price of $73,100, but it pairs that sweet and reliable B58 3.0-liter six-cylinder 308-hp engine with a 194-hp motor integrated into the eight-speed transmission. The Bavarians say that it has a maximum output of 483 hp and 516 lb-ft of torque. Put it on a dyno, and you'll quickly realize that BMW has been very conservative with its reporting. The drivetrain can play with around 510 hp and almost 543 lb-ft of torque when the 25.7-kWh battery has enough electricity in it.

When you don't want to treat the xDrive50e like an M60i, the motor and the battery can turn your posh SUV into an e-ride that can cover up to 40 miles (64 kilometers) on a single charge. Fret not; it can accelerate to 84 mph (135 kph) while in all-electric mode. You can drive at highway speeds or pass someone without relying on the gas-powered engine. Just make sure you aren't demanding a lot of power from it because it will awaken the six-cylinder to pitch in.

A PHEV can be a gearhead's best friend because it allows the internal combustion engine to live on. It gives automakers the chance to lower their fleet emissions while only penalizing drivers with a bit of extra weight. The difference between the xDrive50e and the xDrive40i (same engine, no high-voltage battery and potent motor) is around 500 lb (227 kg). It's not bad at all. The plug-in hybrid model is 0.7 seconds faster to reach 60 mph from a standstill. Those 108 hp more are really helping.

The issue with PHEVs is that automakers can't (and should never attempt to) force customers to drive efficiently and keep charging the battery at home, at work, or while shopping. Using the powerplant that's under the hood to charge the battery consumes more fuel. Keeping it at a low state of charge is also not good because it'll rarely be put to good use. That means the ride's green potential is wasted. Furthermore, the engine is put through accelerated wear and tear because it has to haul more weight than when found on a non-electrified model.

So, people who buy PHEVs to access incentives and use them like they are just faster than mild hybrids or pure ICE-powered rides are not helping. Au contraire, they're just making things worse for themselves and for the environment. They'll pay more for maintenance and gas, while also putting more nasty stuff into the air.

Long-term woes

But there are more problems prospective customers should take into account. Typically, shops charge more to repair hybrids because their workers need better gear, more tools, and special training. On top of that, not all PHEVs can be fixed in any shop. Depending on where you live and what ride you have, the options could be limited. It's likely that you'll be dependent on an authorized dealership, and we all know what that means. Unless it's a warranty fix, it'll cost you a pretty penny to repair whatever went wrong.

And that's exactly where my world was rocked. Although PHEVs are great for urban dwellers who want a car that'll do it all, they can turn into major headaches once the small high-voltage battery has been put through its paces and is no longer a worry for the manufacturer.

The problem with these energy storage units is that they are very often put through discharge cycles that stress the cells, which means they degrade faster. That translates into less all-electric range and, at some point, no zero-tailpipe emission go capacity.

Some EV owners know that replacing the high-voltage battery can cost an arm and a leg, but those are usually three or four times larger than what's put in a PHEV. Since we mentioned it earlier, let's take the Tesla Model 3 as an example. Replacing the energy storage unit out of pocket can cost between $17,000 and $21,000, with labor included. If you're lucky enough and only one module needs replacing, then the cost can drop to $5,000 or lower.

Do keep in mind that no battery is immune to degradation. Most have a limited lifetime. Your iPhone 15, for example, is guaranteed to retain at least 80 percent of its total capacity after 1,000 "complete charge cycles under ideal conditions."

A Zagreb, Croatia-based EV repair shop has been repairing plug-in hybrids for quite some time, and the owners are so passionate about it that they didn't even refrain from scolding certain brands for not doing a good job. They put Mercedes-Benz on the spot and suggested to the Stuttgart-based marque to look at what Tesla or BMW are doing to learn a thing or two. "We have an invasion of Mercedes EVs and hybrids, and we can't repair them all," said the EV Clinic on its Facebook page.

But that's not the worst thing the technicians have discovered since they shifted from conventional cars to electrified units. Lately, plug-in hybrid owners from various European countries have sent their vehicles to the EV Clinic because nobody else has managed to figure out what is wrong with them or has handed the owners absurd quotes.

Unfortunately for some, the EV Clinic wasn't able to come up with a favorable solution. A 2014 Porsche Panamera E-Hybrid owner had to face the cold truth: the 9.4-kWh Bosch battery was toast. Replacing it would have cost €18,400 ($19,747) sans labor. That's eerily close to the vehicle's price on the secondary market. We found several Panamera E-Hybrids online available for well under $25,000.