Working On It.  There are encouraging posts from time to time: "I love my BZ4X but disappointed in range & charge time.  Toyota is a good brand.  Bought on 3 year lease hoping the technology would be better in 3 years.  Per John's post it looks like they're working on it."  That gives me some opportunity to share some perspective through history:  Most early-adopters assumed Toyota to follow Tesla's top-down approach.  Having participated in Toyota's past with the rollout of Prius back in 2000, it was a good bet that wouldn't happen.  Using bottom-up again was clearly the better choice.  What that meant was need would be given a preference over want.  Both Leaf & Bolt proved that range & speed were not necessities, that priority should be given to reliability & longevity instead... which is exactly what happened with bZ4X. Just like with Prius, gen-1 is being used as a discovery & refinement platform.  We should not expect rollout intended for the masses until gen-2... which seems so counter-intuitive to the enthusiast mindset.  That is how sustained high-volume profitable sales without subsidy dependence are achieved though.

Good, Not So Good.  This attitude is trending: "Hybrids are good.  Pure EV, not so good.  That's why most of Toyota's EV lineup is still hybrid."  That outlook for the near future should have been obvious long ago.  We saw the same thing happen in the past within the computer industry... newest advances are what break the status quo.  That means people will see what's been around for awhile, but they were for some reason hesitant to adopt, to finally move forward.  They will purchase what had been new years ago, seeing now as mature.  Enthusiasts never seem to grasp that reality.  They think the newest technology will be adopted instead.  They see that "new years ago" as now being obsolete.  It boggles my mind how clueless of a vision that is.  Ordinary consumers purchase what they see as now being common.  Wanting the latest & greatest makes you an enthusiasts.  That's why mainstream shoppers seek out "good" choices.  Anywho, this is what I had to say to that this time around:  bZ4X gen-1 reminds me a lot of Prius gen-1... both of which I purchased the first year they were available.  Toyota had no interest selling a loss-leader EV.  So, they limited production to focus on refinements before going all out with a gen-2... exactly like they did with Prius over 2 decades ago.  It was an approach that really paid off.  Enthusiasts hated it, making the same "not so good" comments back then.  Patience was not their virtue.  As for hybrid reliability, Toyota's design has never disappointed.  In fact, the dependable engineering is exactly why I bought my bZ4X.

Soapbox Time.  No need for topic or even context.  It was simply yet another invitation someone unknowingly provided when they went off on a rant.  So, I filled in the void they created:  Each posted insult or distraction is an invitation to climb back on the soapbox.  With regard to this topic, Toyota refuses to play the loss-leader game.  Exactly like with Prius, they chose to deliver only a limited number of the first-generation, leveraging it for a refinement before going big with a second-generation.  Efficiency is already evident.  For a SUV with a 8-inch ground-clearance using an adapted platform to deliver 5 mi/kWh on a daily commute, it's obvious the upcoming new platform will shine.  2024 model delivered a much improved battery heating and coolant circulation upgrade.  2025 has an upgrade planned as well.  Combine that with their bi-polar batteries... a design delivering lower cost, reduced size & weight, along with increased efficiency... will improve upon the topic of this discussion: available range.  So, go ahead with continued invitations.  I welcome the opportunity to provide exposition.

Think about how much it costs per kilowatt to travel.  After all, that is how DC fast-chargers bill for use of that equipment.  How large the battery-pack is makes no difference whatsoever regard to travel expense.  Cost of miles delivered is what matters.  It's all about efficiency... mi/kWh.

Remembering Volt.  Talk of GM bringing back a plug-in hybrid offering has stirred interesting commentary.  For example: " Cool story again bro.  The "latest and greatest" PHEV Prius basically caught up with the nearly decade-old 2nd gen Volt.  Toyota has been actively lobbying against BEVs for years all while making sure they meet the absolute bare minimum emissions standards in the markets they sell in."  He went on to spin what I had posted: "All you pointed out was how 99% of the cars they sell still have a gas tank.  You're clearly huffing the same smoke Toyota is if you believe they're leading in any sort of progressive way."  I was pleasantly amused and delighted to rebut with:  Volt was inefficient in both EV & HV modes, small, and unprofitable.  The design was inflexible too, preventing easy migration across the fleet... a major benefit Toyota has delivered.   As for the lobbying nonsense, that huge investment in North Carolina and Kentucky to produce the upcoming new larger BEV.... bZ5X... next year in the United States proves otherwise.  Note that Europe will be getting a new smaller BEV... bZ3X... within the next year as well.  Those "gas tank" narratives simply don't have an audience anymore.

Inspiring Posts.  This one exhibited that sentiment especially well: "Yes, Toyoda is still polishing that more than 20 year old Prius ice drivetrain turd without offering a BEV Prius option….ridiculous.  The best Prius mpg is still bout half the mpge of BEVs in the same vehicle class."  It was futile trying to resist such temptation to reply, so I didn't:  Such denial is inspiring. If some want to pretend it isn't realistic for Prius to become to a PHEV-only offering, don't check Europe... where it already is.  Also, make sure not to notice the PHEV model of CH-R now available there too.  Make sure not to turn a blind-eye toward PHEV model of RAV4 and the upcoming PHEV model of Crown.  Prius can deliver +40 miles of EV.  I owned the prior generation PHEV model and enjoyed +25 miles of EV range for 6 years.  Recharging at work allowed me to commute in both directions using only electricity.  Routinely throughout the summer months, I got a chance to witness 5 mi/kWh efficiency.  Too bad if some don't like Toyota's approach to this topic of meeting "tough new EPA rules" not being achieved purely with BEV offerings.  It will be a mix, since that is what we need to reach such a large & diverse market.

Knowing there is a Crown PHEV and the new bZ5X on the way, it's undeniable Toyota is pushing forward.  Too bad if others don't like the approach. It is still a means of carrying their loyal customers forward, making the step to BEV for the next purchase very easy... which makes fulfilling EPA rules quite realistic.

Demand For Hybrids.  We're seeing interest sway.  Ford can't deliver Maverick hybrids fast enough.  Demand is clearly there.  Base price for the hybrid model is $28,050.  How can that be easily dismissed in favor of F-150 Lightning?  It doesn't make sense.  A smaller pickup with 4-seats and a decent size bed is a powerful draw.  Competing on the showroom floor is far more difficult than any enthusiast would ever care to admit.  We know Silverado EV will be much more expensive too, since it will have a very large battery-pack.  Hybrids make sense.  They require no change whatsoever.  You just use them the same as an ICE.  It makes me wonder when internal dealership pressure will make that an undeniable sales problem.  For Ford, seeing that happen in the near future... as the market for expensive BEV becomes saturated.  It's not too much of a stretch to see the same happen with Hyundai & Kia, since them also make very desirable hybrids.  They aren't as competitive as Toyota's though.  It is likely they aren't anywhere near as profitable either.  Toyota's TNGA effort is about to payoff in spades.  Having set the stage for ICE phaseout entirely is looking good.  Anywho, this is what I posted in the discussion about growth of hybrid demand today:  Toyota has proven hybrids are an effective bridge to BEV.  They enable rapid phaseout of ICE-only vehicles and make choice of PHEV easy... which paves the way for future purchases to be BEV.   Think about the ownership encouragement PHEV provide to upgrade homes for level-2 charging.  Profit from those hybrid sales are a very effective means of getting dealers to accept change too.

CyberTruck Sighting.  Not much to say.  It is a spectacle, a vehicle trading practicality for attention.  I saw in there in the parking lot.  It immediately reminding me of Hummer, a polarizing vehicle poorly configured for any purpose beyond show.  What's the point of so much power on a shiny vehicle with a small bed and a terrible charge-port location?  Requiring the cover in back to deliver decent efficiency while not towing is rather odd, since the physical rear-view mirror won't show anything.  Using cameras instead can be a challenge in the winter, keeping them clean.  Of course, the headlight design was already pointed out as seriously flawed with regard to being easy blocked by snow.  Making matters worse is the clear problem of air-flow disruption with a trailer behind.  So much of the design is easy to argue as poorly considered.  Then there's the big issue from using stainless-steel.  It shows every little blemish.  Having met a number of Tesla model 3 & Y owners who wrap their vehicle, it's easy to see CyberTruck owners doing the same.  To pay so much for what?  Enthusiasts have backed themselves into a corner too.  What they claimed about Toyota can be parroted back even more so for CyberTruck.  Needless to say, I was not impressed.

Dryer Outlet, disenchantment potential.  I also ended up adding this to the exchange:  That definition of "older" homes being "30 years or so" doesn't reflect common encounters I have had.  My audience (those attending events where our EV owners group have an opportunity to host EV displays) tend to be a lot of post-WWII homeowners.  Those builds didn't have attached garages.  The ones that do represent a smaller chunk of the population that we would hope.  Complicating matters is the reality of reach.  For those lucky enough to have a dryer outlet available, being able to park close enough to plug in may not be convenient.  That's why I try to be upfront about potential cost.  It's well worth the household expense long-term, but could be filled with disenchantment potential if you are not totally honest about setup challenges.

Dryer Outlet, that depends.  He responded exactly the way I predicted.  This is how I returned his thoughts:  Any response with "that depends" will cause trepidation for those on the fence.  That's why I bring it up here to get useful feedback.  When our EV presentation events start, we get a lot of public foot-traffic asking about this very topic.  You lose them immediately upon using those words.  It's only a partial work-around anyway.  Those 32-amp 240-volt circuits can only deliver a sustained 24 amps... which translates to a rate of only 5.7 kW.  That means a maximum overnight (8-hour session) would deliver 46 kWh.  At 3.5 mi/kWh, it's 161 miles of range.  That is manageable for a single vehicle but becomes a big inconvenience if the household gets a second EV.  We want to be upfront about options.  I tell people about the expense, then point out the benefits.  7 years ago, we ran 2 lines so we could each have our own EVSE for simple & fast charging.  When I upgraded my PHEV to a BEV, charging speed increased from 3.6 to 7.2 kW without having to pay a penny.  The $500 rebate we got for the install long ago and the resulting discounted electricity proved a great decision.

Dryer Outlet, work-around.  I wonder how long this work-around will last: "Further there are hardware options that will allow automatic switching with an existing circuit like a clothes dryer or oven, such that the dryer/oven has priority.  These allow the L2 charger to share the same circuit as the other appliance though both can not be on at the same time.  For chargers this often works well as you can charge at night when not using the appliance."  Knowing there is a push for new homes to include provision for charging and the fact that you only get 24 amps from a dryer outlet, that option is limited... especially when you get a second vehicle to plug in.  It's a charging barrier BEV purists still avoid.  They don't want to address the expense of adding a new line and possibly a new panel.  Well aware of this topic being something to evade, I brought it up on this particularly friendly group hoping for constructive feedback:  The catch is, you have to live in the south for the dryer option. There's no such thing as that in the north, where our garages routinely drop below freezing every year. In fact, our house designs of that seasonal reality exploit the opportunity. You'll find a clothes washer/dryer room in a central location on the bedroom level of the house. Only having to carry laundry a few feet instead of outside to the garage makes sense. I always wondered if southern builds would adopt that same approach, especially since new construction should start including dedicated EV charging outlets anyway.

Small & Simple.  The denial is endless because some don't want to get it: "Eh...I think they can still grow as is by selling lots more cost-optimized Model 3 and Y cars for lower prices.  They have made a LOT of changes to the Model 3 and Y (and will continue to do so) such that they can be sold for cheaper prices and still make a profit."  Never wanting to admit something small & simple is also required won't happen.  Enthusiasts fight diversity welcoming change that would disrupt their niche.  Seeing their technology spread throughout the market in a manner that could dilute traits they admire is unacceptable.  Ugh.  I called out the one posting today's nonsense:  Use of " cost optimized" is a cop out, just avoiding inevitable hypocrisy from endorsing the very same specifications that had previously been deemed "pathetic" or "anemic" or "inferior".  Model 2 is necessary, period.  Tesla's avoidance of diversification is now starting to become an evident shortcoming.  Growth requires offering a small & simple choice.  This is how "know your audience" comes into play.  Enthusiasts are only fooling themselves arguing specs and praising leaders.  True progress is what analysts are growing concerned about... what's delivered for the masses.