This post started off as a little analysis of electric vehicle battery life, but soon went off the rails.
As it stands, it’s probably useful only if you are considering buying a plug-in hybrid electric vehicle (PHEV). Particularly a Toyota plug-in vehicle. If you are, it may be well worth reading.
To be clear, my wife’s 2021 Prius Prime is running fine. No problems. Then again, it’s less than two years old.
The upshot is that I have more-or-less no warranty on the PHEV battery in my Prius Prime. Which is not at all how it looks, if you read the description of the warranty on Toyota’s website. Nor how it looks, if you look at Federal legal warranty requirements on EV batteries.
Ultimately, this is a story about about a loophole in a well-intentioned Federal regulation. And what you can learn when you bite the bullet and actually read your car’s owner’s manual. Including the footnotes.
Critically, it means you shouldn’t drive one of these cars to use the least gasoline you can, right now. No matter how enjoyable the resulting bragging rights might be. You should drive them to preserve the life of the battery for as long as possible. And those are two quite different driving strategies.
Background
The Federal government requires that all electric vehicles (EVs) sold in the U.S. include at least an 8-year, 100,000-mile warranty on the EV battery. That’s a floor, not a limit.
California require 10 years/150,000 miles.
And, of course, some manufacturers may offer more than that. Although most offer the US mandated 8/100,000, Toyota chose to offer the California-level warranty for all cars sold in the U.S. So, my wife’s Prius Prime battery is covered by a 10-year, 150,000 mile warranty.
I just looked that up in the warranty documents that came with the owner’s manual.
I laughed. Lucky me. Go Toyota! That battery must be bulletproof. I’m gonna drive the heck out of it, to be sure I get my money’s worth.
But this is PHEV. How can they do that?
Then I started thinking about that, and something didn’t quite add up.
The key thing you should realize is that using a battery for PHEV just beats the crap out of it, compared to using it in an electric vehicle. Allow me to explain.
By and large, the main determinant of lithium ion battery pack life is the amount of electricity you run through it. The industry standard is based on the number of full charge/discharge cycles the battery pack can take before it loses 20 percent of its capacity. (If you only do a fraction of a full charge or discharge, you count that fraction toward the total).
(Separately, there’s “calendar aging” in addition to charge/discharge cycles, but that’s for another day.)
Because a PHEV battery is small, a given amount of driving will run you through a lot more charge/discharge cycles than you would in a full EV. For example, a 30-mile daily work commute would put about five cycles per week on the Prius Prime battery, but only half a cycle per week on one of the upper-end 300+ range Teslas.
If you were to put batteries with the same chemistry and construction in a Prime and a Tesla, and drove those cars the same way (which would never actually happen, as any Tesla driver will attest), all other things equal, the battery in the Prime will fail way, way before the battery in the Tesla.
Let me put some real-world numbers on that. At this point, Tesla’s battery chemistry may be a bit older than the current best. But not by much. Those Tesla battery packs are supposed to go 1500 full charge/discharge cycles before failure.
At 1500 full cycles, then:
- A Tesla with a 300-mile range would travel (1500 x 300 = ) 450,000 miles to battery failure. This is why you’ll hear Tesla owners say their batteries are good for half-a-million miles.
- A Prime, with a 30-mile range, would travel (1500 x 30 = ) 45,000 miles to battery failure. (Assuming all travel was done on electricity.)
Even assuming something more normal — that only half the Prime miles are traveled on the battery — the Prime, with a Tesla-like battery chemistry, would still be seeing frequent battery failures around 90,000 miles.
How can Toyota warrant those batteries for 150,000 miles?
Is the Toyota battery that much better than the Tesla battery? (After all, it was developed a lot more recently, and batteries have been improving.) But still, even as much as I am something of a Toyota fanboy, for the longevity of their vehicles on average, something about this didn’t quite add up.
Warranty? Not really.
Now we get to the part where I cried, from reading the owner’s manual.
To get to the punchline, the joker in all of this — the Federal regulation, and the Toyota warranty — is what you mean by “battery failure”. Sure, the Feds require that you warranty the battery against failure for 8 years or 100,000 miles. But the manufacturer gets to define what “battery failure” means.
You can easily find examples on-line. Tesla adopts a 70% threshold for battery failure. If you lose more than 30% of your range, in your first eight years of ownership, they’ll replace the battery. Nissan uses a 75% threshold for the Leaf, but seems to measure it in a somewhat non-standard way. VW uses a 75% threshold.
Those are all EVs. Where the only way to make the car go is electricity.
But the Prius Prime is a PHEV. Electricity is not the only way to make the car run. It can run as either an EV, or as a standard gas hybrid.
For the PHEV function of the Prius, Toyota effectively adopts a threshold of 0%, for battery failure. As long as the battery is good enough to run the car in hybrid (gas) mode, then according to Toyota, it hasn’t failed. Which means that if my PHEV range drops to zero, well, tough. As long as it’ll still run as a standard Prius, the fact that it has no PHEV range does not qualify the battery as having failed.
Or, as Toyota puts it, loss of range over time is normal, and is not covered by the warranty.
The upshot is that I have literally no warranty on the PHEV function of the Prius Prime. A fact that — trust me on this — you would never figure out by looking at Toyota’s website. Or, near as I can tell, anywhere else.
Based on the literal Toyota warranty documents, mere loss of capacity is not failure. Up to and including all PHEV capacity. If my electric range dropped to zero tomorrow, but there was still enough battery left to run it as a gas hybrid, I’d have to eat the cost of a fix, to restore PHEV capacity.
Moral of the story: Read The Fine Manual (RTFM).
A change of decoration is in order
Now that I know the full scoop — that far from offering a 150,000 mile on the PHEV function of the battery, Toyota offers zero — I need to change a few things about the way I drive that car.
Or, putting it bluntly, I’ve been pretty stupid about how I drove the Prius Prime. I’ve been using that battery like there’s no tomorrow. Because, hey, with a 150,000 mile guarantee, I assumed there was no tomorrow. I assumed Toyota built that well enough that I’d see no serious degradation of PHEV range for the first 150,000 miles or so. And I now realize that was all just my misunderstanding of the fine print of the warranty.
I’ve been living in a fool’s paradise by trying to burn as little gasoline as possible. Look at me, see how environmentally conscious I am. All the while, fully understanding that EVs trade off battery wear and tear for gasoline consumption. I just stupidly believed the 150,000 mile warranty assumed me that the tradeoff in the Prime was minimal. When the reality is that if I drive all-battery now, chances are I’m going to end up driving all-gas later.
And that changes now. From this day forward, I drive for minimal battery wear-and-tear. Ultimately, the longer the battery lasts, the more gasoline I will save in the long run.
First, I’m going to stop doing highway driving in EV mode. One of the nicest surprises of the Prius Prime is that the EV side of it was more than adequate to do highway driving. So my habit was simply to run down the battery, no matter what the trip was. And if that meant getting on the interstate in EV mode, no problem. But I see in forums for other PHEVs that highway driving in EV mode is discouraged, owing to high battery drain. So from now on, if we’re on the highway, we’ll be burning gasoline.
Second, I’m going to punch the EV Auto button every time I get in the car. Arguably the least-well explained controls on the Prius Prime are the three buttons that determine mode-of-propulsion. (This next bit will only make sense to Prime owners).
- The one on the left is for pedal feel. Ignore it for this post.
- The one in the middle lets you choose to lock the car into EV mode, or into standard Prius Hybrid mode. (Labeled as EV/HV mode.)
- The one on the far right lets the car choose which mode is best. (Confusingly labeled as EV Auto mode).
Again, I should have known better. With all things Prius the right answer is always “let the car decide what to do”. In “EV Auto” mode, the car will kick on the gas engine under higher loads, and so forth, as it sees fit. Avoiding high loads on the battery should be good for longevity.
For whatever reason, Toyota makes EV Mode the unchangeable default at startup. (Plausibly, because they knew their customers were a bunch of eco-nerds like me.) So from now on, punching the EV Auto button after hitting start is going to be SOP.
Third, I’ve bought a countdown timer to prevent the battery from charging to 100%. The owner’s manual offers some mostly-lame advice on extending battery life. But one useful thing it suggests is to use the charge scheduling function so that the car is fully charged just before you use it. The inference (actually a well-known phenomenon) is that leaving a lithium-ion battery in a high state-of-charge puts wear-and-tear on it. We have no fixed schedule, so I’m going to do the next best thing. Based on state-of-charge when we park the car, I’m going to dial in all but the last hour of required charging. At that point, I’ll either typically use the car starting from 80% charged, or be smart enough to plug in an hour before I intend to use it.
Conclusion, and loophole, defined.
Anyway, it all boils down to a loophole.
If you buy a hybrid, with a battery warranty, you know what that means. It’s black-and-white. It means the battery has to be in good enough shape to run that hybrid. On a Prius, when the hybrid battery fails, the car is un-driveable. Hence, a 100,000 mile warranty on the hybrid battery was easily understood.
If you buy an EV, with a battery warranty, you know that that means, even it it isn’t as crystal-clear as for a hybrid. It means that the manufacturer will replace the battery if your loss-of-range exceeds a clearly stated amount.
But if you buy a combination EV-hybrid — a PHEV — your warranty gets lost in the cracks. You buy it for the EV, but you only get a hybrid’s worth of warranty on the battery. If the battery fails so badly that the car won’t run as a hybrid, they’ll replace it. Otherwise, tough luck.
And not only did I not realize that, not only was that hugely unclear from Toyota’s promotional materials, but I’ve been driving the car as if that 150,000 mile warranty meant that Toyota expected that much usable PHEV life out of the car. When, in fact, that’s just not true.
Not that I think Toyota would have made an inferior product. But when Toyota said that they expect the battery to last the life of the car, I mistakenly thought that meant the PHEV functionality would last the life of the car. Which I now seriously doubt.
So I’ve gone from a false sense of certainty, as to how this car will perform in the future, to a high degree of uncertainty about it. Doesn’t mean its going to run like a three-legged dog at 100K miles. But it might. Which would be very un-Toyota-like, in my experience.
I should have known better. It was the worst sort of magical thinking.
I was living in an eco-Fool’s paradise. And that changes today.