A practical perspective on EVs
By Charles Navarro
On a recent trip to Japan, I was eager to see the variety of vehicles on the road, hoping to spot some JDM classics. What I found instead was a clear trend: nearly every car was either white or black—and almost all were hybrids. Especially in Sapporo, Toyotas dominated the streets, many of which aren’t available in the U.S.
Living in Chicago, I’m used to seeing electric vehicles (EVs) everywhere. Japan was a stark contrast. EVs and public charging stations were nearly nonexistent. However, hybrid and alternative-fuel vehicles—like CNG and diesel—were surprisingly common.
In Tokyo, we expected to see more EVs and started casually tracking them. Even in Japan’s most advanced city, I saw more Ferraris than EVs. The only electric vehicles seen with any regularity were kei-class EVs used by postal workers—ideal for short-range, stop-and-go urban routes.
Read this article with all images in the digital issue of Engine Professional magazine https://engineprofessional.com/2025EPQ3/#p=26
The practicality of EVs in Japan—and elsewhere—remains limited. In the U.S., most EV owners still keep an internal combustion engine (ICE) vehicle. It’s still a novelty for some and a challenge for many. A 2024 McKinsey study even found that 46% of U.S. EV adopters plan to return to ICE-powered cars. Range anxiety, charging limitations, and infrastructure gaps are real barriers—especially outside metro areas.
In Japan, I asked locals why EVs hadn’t taken off. Most pointed to limited charging options, cold-weather performance issues, and general impracticality. The widespread acceptance of hybrids made their preference clear. Toyota, a pioneer in hybrid technology, has even distanced itself from the global EV push, betting instead on hybrids as a longer-term solution.
I speak from experience. After moving from Chicago to rural Illinois, I had to rely on a standard 110v outlet for months before installing a 220v charger. Charging overnight was barely enough. In winter, range plummeted—even with the battery pre-conditioned in a heated garage, netting 2.4 mi/kWh at 37 deg F compared to 3.4 mi/kWh at 70 deg F. That’s a 30 percent reduction, much higher than the 15-20 percent drop frequently quoted in freezing temperatures, and it only gets worse as it gets colder.
In our Chicago high-rise, EV ownership was even worse. Only two fast chargers were available, and you had to valet the car and wait in line. Sometimes for days. Public charging, even in the city, wasn’t convenient. Now in rural Illinois, it’s nearly impossible. The nearest charger is 15-20 minutes away. One unit didn’t work and another had a dead touchscreen. I finally got one working through the app, but had to constantly monitor it to avoid idle fees. That single charge cost six times more than at home. Ironically, my diesel SUV is cheaper per mile when relying on public infrastructure.
I didn’t buy my EV to be “green.” It won’t ever be a collectible nor will it appreciate in value. It’s a commuter appliance with great torque and quiet operation. But I’ll never take it on a road trip or use it for towing—at least not until there’s a major leap in battery technology and charging availability. On a recent California trip, I had to rent an EV. It didn’t have enough charge to reach my destination, forcing me to wait at a supercharger station—along with many others.
The Japanese outlook mirrors my own experience. Until charging an EV is as quick and convenient as refueling at a gas station, mass adoption will stall—regardless of incentives. Japan’s transportation sector has fully embraced hybrids, PHEV, and other technologies—from cars to buses and even trains.
Let’s not forget “Dieselgate.” Unrealistic regulations pushed automakers to cheat, leading to stricter rules that forced EV adoption, eliminated diesel cars, and saddled companies with financial losses. Making EVs unprofitably just isn’t sustainable.
Also worth asking: where does our electricity come from? In Japan and much of Illinois, it’s nuclear. Elsewhere, it’s largely fossil-fuel based. That simply moves the emissions downstream. Battery manufacturing and recycling remain environmentally costly, and EVs only become cleaner than ICE vehicles after substantial mileage. And for ethanol? Similar problems—renewable, but only marginally carbon neutral and detrimental to fuel economy and older engines.
From a consumer standpoint, EVs come with high repair risks. A failed battery can total a vehicle. In extreme cold, charging is unreliable or impossible. We’ve seen this firsthand during Chicago’s deep freezes.
Hybrids, by comparison, offer a smart compromise. One battery factory could supply 6–8 plug-in hybrids instead of a single EV. Toyota’s commitment to hybrid technology is clear, and they arguably lead the world in hybrid adoption. The Prius remains a benchmark for efficiency, rivaling even Formula 1 engines in thermal efficiency.
Lately, even automakers that pushed hard into EVs are scaling back, reinvesting in gasoline and hybrid tech. Suppliers and service providers were forced into supporting EVs, many abandoning support for the ICE. The forced transition to EVs didn’t just impact automakers—it had a ripple effect on their suppliers, many of whom were compelled to pivot away from manufacturing ICE components. As demand dropped, some parts became harder to source, while others were outsourced to countries like China to cut costs—frequently at the expense of quality and reliability. Now they will need to reverse course. Hybrids aren’t going away—and neither is the internal combustion engine.
As a shop owner and automotive professional, I’m optimistic. Plug-in hybrids make practical sense. Most commutes could be done on electricity alone, with ICE acting as a backup. Supporting hybrid tech gives us a chance to keep internal combustion relevant—and keep older ICE cars on the road. That should mean continued support for these older models, as without replacement parts, the ICE will be made obsolete and their support unsustainable.
In the end, the future will likely be a mix. As long as there’s demand for hybrid and ICE vehicles, we’ll stay busy—on both the mechanical and electrical sides of vehicle service, with additional opportunities for those who are able and willing to broaden their horizons.
Read this article with all images in the digital issue of Engine Professional magazine https://engineprofessional.com/2025EPQ3/#p=26