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A year ago, driven by the allure of the federal government’s $7,500 EV tax credit, I purchased a Jeep Wrangler 4xe – a plug-in hybrid electric vehicle (PHEV). My choice to go with the PHEV over a traditional gas-only Wrangler was purely financial, but it turns out I wasn’t alone in this motivation. In 2022, the Jeep Wrangler 4xe became the best-selling plug-in hybrid in the U.S., surprisingly outperforming many more economical and practical cars. Astonishingly, almost a quarter of all Wrangler sales were the 4xe model. Looking around, it’s easy to see why – these PHEVs are everywhere.
After clocking over 6,000 miles in my Wrangler 4xe this past year, I’ve gained some insightful, and sometimes frustrating, perspectives on urban EV charging, discovered unexpected advantages, and completely re-evaluated my stance on whether a fully electric vehicle (EV) is right for me in the near future.
PHEV Reality Check: Not All Hybrids Are Created Equal
It’s crucial to understand that not every “plug-in hybrid” offers exceptional electric range or fuel efficiency, and the Wrangler 4xe perfectly illustrates this point. Going into this purchase, I was fully aware that expecting substantial EV range from a 5,000-pound truck with the aerodynamic profile of an office building, powered by a 17kWh battery, was unrealistic. Still, it’s a bit disappointing to witness the battery percentage plummet within minutes of starting a drive on a full charge. Even in city driving, the electric-only range barely exceeds 20 miles. My overall fuel economy over 6,000 miles sits at a modest 23 mpg. While online comparisons suggest this is slightly better than the standard four or six-cylinder gas Wranglers, the improvement isn’t dramatic.
However, even with these limitations, I do recognize the value in owning one of the Best Plug In Hybrid SUVs in certain situations. For short trips around my NYC neighborhood, driving solely on battery power is a significantly more peaceful experience, a welcome contrast to the constant noise and vibration of the gas engine (sound insulation isn’t a Wrangler strong suit). It also feels responsible to minimize city pollution, even if the impact is small. Even when the gas engine is running, the hybrid system allows it to shut off much more frequently than a typical start/stop system – cutting out when coasting downhill or even for brief periods when accelerating from a stop.
Furthermore, the hybrid powertrain delivers a considerable power surge compared to other Wrangler models, boasting 375 horsepower and 470 lb.-ft of torque. This extra power is genuinely appreciated when maneuvering this heavy vehicle uphill, overtaking on highways, or quickly merging onto busy city on-ramps. And contrary to some misconceptions, the electric motor’s power remains available even when the battery indicator shows empty.
The PHEV powertrain brings something to the table — but it isn’t efficiency as the primary goal.
Jeep seems committed to continuing production of these “compliance hybrids,” so we should anticipate more of them. Since my Wrangler purchase, they’ve introduced a slightly more budget-friendly Willy’s trim for the Wrangler 4xe, along with the Grand Cherokee 4xe, featuring the same powertrain and similar moderate efficiency. Full all-electric Jeep models are still a couple of years away, expected in the 2025 model year, and even then, PHEVs aren’t being phased out. It’s easy to be cynical and point out that plug-in hybrids with small batteries and unimpressive fuel economy aren’t truly revolutionizing the transition away from gasoline vehicles. However, they are subtly promoting the idea of plugging in your car into mainstream consciousness – a concept that can be particularly challenging to introduce to traditional Jeep enthusiasts.
The Unexpected Perk: Prime Parking with a Plug
I often joke that my Wrangler 4xe’s hybrid battery functions more as a free parking pass than a significant source of electric driving range. Given its limited EV range, solely charging for the sake of battery power isn’t always worthwhile. However, when I spot a cluster of EV chargers in a conveniently located parking area, I absolutely take advantage.
Airport parking garages frequently offer dedicated EV charging spots right by the terminal elevators. Ikea allows EVs to park closer to the entrance, a significant upgrade from the distant parking spots typically found at the back of their lots. Many ski resorts in my area position EV parking in premium locations, often for free, next to paid parking options. And NYC’s curbside chargers offer a chance to actually secure a street parking spot – at least in certain neighborhoods.
I don’t need to charge every time, but I definitely appreciate the premium parking spots.
I am aware of the potentially “antisocial” aspect of this. I do feel a twinge of guilt when I occupy a charging spot that could be used by someone in a Rivian or Tesla who genuinely needs the charge to reach their destination. But, you know what? First come, first served. I have a charging plug, so I have just as much “right” to be there. And I certainly have more right than the gasoline cars that are constantly blocking EV chargers, a major issue in congested areas like NYC.
Urban EV Charging: A Frustrating Reality
While I’ve observed a gradual increase in the number of EV charger installations in the city over the past year, the persistent problems of broken, non-functional, occupied, and completely full chargers remain just as prevalent. There’s still no unified system to reliably locate chargers, confirm their public availability, and guarantee they will be operational upon arrival. The diverse range of payment systems – per hour, per kWh, or a combination – and the fluctuating pricing structures, which can sometimes exceed the cost of gasoline, are also baffling.
NYC, despite being the most densely populated city in the country, possesses a truly inadequate charging infrastructure. For a city grappling with vehicle emissions and considering stringent environmental regulations, the lack of EV support is astonishing. Private garages often impose monthly fees of $100 to $200 simply for EV charging (roughly a 20% surcharge on parking costs), and even then, most garages have only a handful of EV chargers shared amongst hundreds of monthly and daily parkers.
There are a grand total of 41 public EV charging stations in NYC, a city of 9 million people.
For the vast majority who don’t park in private garages, public charging options are shockingly scarce. There are a mere 35 public curbside charging stations across all five boroughs (mostly concentrated in just three), charging $1 to $2.50 per hour for a meager 6.2kW charge. And there are only six public DC Fast charging stations. In stark contrast, Manhattan alone still has 18 gas stations. For a city of approximately 9 million residents, this minimal investment in public EV charging is insulting and represents a major deterrent to EV adoption.
Why I’m Sticking with PHEVs for Now: EVs Aren’t Quite There Yet
Owning a PHEV has solidified my decision to hold off on purchasing a fully electric vehicle anytime soon. Like many tech-forward individuals, I initially considered going fully electric, but I’m incredibly grateful I chose a PHEV first, allowing me to experience the realities of EV ownership without being entirely dependent on it. Now that I have the option to plug in and actively try to charge whenever possible, I can clearly see how frustrating EV ownership would currently be – especially in NYC and given my driving habits.
I don’t have a daily commute. When I do drive, it’s either very short trips within the city or long drives escaping the city. I frequently make 200 to 250-mile straight drives from home, which theoretically shouldn’t be an issue for modern EV ranges… until you factor in charging. In the areas I typically travel to, slow Level 2 chargers are sporadically available, but finding a Level 3 or DC Fast charger within 50 miles is rare. While the opening of Tesla Superchargers to other EVs is a step in the right direction, it doesn’t fully solve this problem.
And this is assuming I can even begin my journey with a 100% battery charge, which, as demonstrated, is challenging to achieve in a cost-effective or time-efficient manner. I have absolutely no desire to willingly introduce this level of charging anxiety into my travels. And keep in mind, I’m a tech enthusiast willing to plan ahead and troubleshoot technical issues – imagine the experience for the average driver.
I’m glad I bought a PHEV, because it highlighted all the reasons why I’m not yet ready for a full EV.
I would absolutely consider buying another PHEV in the future. In fact, I would go as far as saying I would only consider a PHEV for my next car. I appreciate the ability to drive in electric-only mode, the added power, and the complete absence of range anxiety or charging concerns on longer trips. The best PHEVs available today already offer 40+ miles of electric range, and this is only expected to improve by the time I’m in the market for my next vehicle. I have significantly more confidence in the progress of PHEV technology than in the rapid development of reliable and widespread charging infrastructure in the U.S. over the next two to three years. This is unfortunate for those who are committed to driving fully electric vehicles, but it’s the current reality, and it’s a hill I’m not willing to die on.
