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1Scan for outdated or missing drivers - takes under a minute2Repair Windows errors before they cause bigger problems3Fix the driver behind crashes, sound loss and screen glitchesIn European on-road data, plug-in hybrids (PHEVs) emitted far more CO₂ than their official laboratory figures suggest: Transport & Environment (T&E) found average real-world emissions were about 3.5 times WLTP values for vehicles registered in 2021 and nearly five times those values for 2023 registrations. That is a comparison with official test figures—not proof that every PHEV emits as much as every gasoline car.
What the report actually compared
T&E’s 2025 analysis used European Environment Agency data from on-board fuel-consumption monitoring devices (OBFCM). It reported that average real-world PHEV CO₂ emissions were about 3.5 times official WLTP values among vehicles registered in 2021, and nearly five times those values among vehicles registered in 2023. The dataset covered vehicles registered from 2021 through 2023. T&E said it analyzed 1,027,156 PHEVs among 7,791,120 raw entries; those counts describe dataset records, not necessarily unique or complete vehicles. T&E’s 2025 report
The European Commission had reported a similar gap from its initial 2021 data: new PHEVs averaged about 100 g CO₂/km in real-world monitoring, compared with 39.6 g/km in type-approval figures—about 3.5 times higher. The Commission described that first dataset as preliminary: manufacturer reporting coverage was below expectations for most manufacturers, and it said monitoring needed improvement. European Commission report summary, 18 March 2024
These are fleet averages from a European dataset, tied to particular registration years and monitoring coverage. They do not establish that every PHEV, country, model, or driver has the same emissions. Nor do they directly compare all PHEVs against all gasoline cars. The headline’s “almost as much” framing can obscure that distinction: the striking multiplier is real-world PHEV emissions divided by the PHEV’s official laboratory value.
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Why real-world emissions can exceed a PHEV’s official figure
A plug-in hybrid can use electric power, combustion power, or both. Its fuel use depends on how often it is charged and how much driving happens in electric-capable, charge-depleting operation rather than charge-sustaining operation. WLTP figures incorporate assumptions about charging and electric-mode distance through a “utility factor.” If a vehicle is charged and driven electrically less often than those assumptions anticipate, real-world fuel consumption and CO₂ emissions rise.
The Commission said its observed gap was largely because vehicles were not charged and driven fully electrically as frequently as assumed. T&E likewise connected the gap to real-world charging and electric use falling short of test assumptions. The Commission’s conclusion was that PHEVs were not realizing their potential under the observed usage patterns.
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What T&E estimated about electric use
In T&E’s analysis, about 41% of distance was driven in charge-depleting mode, which can include distance where the combustion engine also contributes. Its estimate of pure-electric driving was 27%. T&E compared an energy-based real-world utility factor of 31% with the then-current WLTP factor of 84%. These are report-specific definitions and estimates, not universal measurements for every PHEV or driver.
Does a longer electric range guarantee lower emissions?
No single range figure guarantees low real-world emissions. T&E reported that vehicle mass and combustion-engine power were more strongly associated with emissions in its analysis than longer electric range. That is an association in the dataset, not proof that either factor by itself causes a particular car’s emissions; charging habits and the balance of electric and combustion operation also matter.
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What the EU utility-factor changes mean
T&E describes staged EU changes to the utility factor used in PHEV calculations: an initial correction applies to new registrations in 2025 and existing models in 2026, followed by a further correction scheduled for 2027/28. In a recalculation of its observed 2023 results—not a forecast of future fleet emissions—T&E estimated that emissions would still be 18% above WLTP values under the 2027/28 utility factor. T&E’s 2025 report
Independent reader supportYour contribution helps us test, update, and keep practical guides available for everyone.What PHEV owners can take from the findings
The findings make regular charging and electric driving central to the emissions benefit a PHEV can deliver; merely owning a plug-in hybrid does not ensure that the official figure reflects everyday use. Owners considering home charging equipment should first check vehicle compatibility, household electrical capacity, installation requirements, and whether charging access will make regular use practical. The reports establish that charging frequency matters, but they do not prove that buying a particular charger will change a driver’s habits.
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