It was the first real test of my mate Dave’s brand new EV truck. We’d loaded up his caravan—nothing massive, just a modest 18-footer—and headed north toward the Victorian High Country for a long weekend away. What should have been a straightforward four-hour journey turned into something of an odyssey.
“Mate, I’m down to 30 percent already,” Dave mumbled as we crawled up a long incline, his eyes fixed anxiously on the rapidly diminishing range estimate. We were barely 90 minutes into the trip.
Two unplanned charging stops and nearly seven hours later, we finally arrived at our destination. Dave’s shiny new electric truck had passed the test—technically—but the experience had dampened his enthusiasm considerably.
“Should’ve gone with the plug-in hybrid,” he admitted later that night over beers at the campsite. “Would’ve given me the best of both worlds.”
Dave’s experience isn’t unique. As someone who’s spent the better part of two decades towing caravans, boats, and horse floats around Australia, I’ve watched with interest as manufacturers and consumers grapple with the challenge of electrifying vehicles that need to haul heavy loads over long distances. And increasingly, I’m convinced that plug-in hybrid electric vehicles (PHEVs) represent the most practical stepping stone away from diesel dominance in the towing community.
The Towing Challenge for Electric Vehicles
Let’s be clear about something upfront: today’s EVs can physically tow. Many have impressive torque figures that make pulling heavy loads feel effortless—at least initially. The issue isn’t whether they can tow; it’s about the compromises required when doing so.
Last month, I borrowed a Kia EV9 for a weekend trip to tow my 2.5-tonne boat to the coast. On paper, its 700Nm of torque and 3500kg towing capacity looked impressive. And pulling away from rest, it felt genuinely capable—none of the clutch-slipping, gear-hunting drama you sometimes get with conventional vehicles.
But that impressive performance came at a cost. My real-world range immediately plummeted by roughly 50 percent once the boat was hitched up. The 800km round trip that would have been trivial in my diesel SUV required careful planning around fast-charger locations and availability. Paranoia about finding a charger occupied or out of service added a layer of stress I simply don’t need when towing.
This experience isn’t unusual. Engineering explained, physics determines that moving a heavier mass requires more energy. What makes this particularly challenging for EVs is that their energy source—the battery—is already the heaviest and most expensive component of the vehicle.
“Simply adding more batteries to increase range when towing creates a vicious cycle,” explained Dr. Sarah Chen, an automotive engineering professor I spoke with recently. “More batteries mean more weight, which means you need even more energy to move the combined mass. Not to mention the increased cost and charging times.”
This fundamental challenge isn’t going to disappear with incremental improvements in battery technology. While solid-state batteries and other innovations promise higher energy density in the future, we’re still years away from EVs that can tow long distances with the convenience diesel owners take for granted.
The PHEV Advantage for Towing
This is where plug-in hybrids enter the conversation as a compelling transitional technology. The beauty of a PHEV lies in its hybrid approach to both propulsion and energy storage. By combining a conventional engine (increasingly, efficient petrol units rather than diesels) with a modest electric motor and battery, PHEVs offer a pragmatic “best of both worlds” solution.
Take the Mitsubishi Outlander PHEV, which I borrowed from a colleague for a comparative test last spring. With a fully charged battery, it handled my regular 42km commute entirely on electric power—no fuel used whatsoever. For the roughly 70 percent of Australians who drive less than 40km daily, this means most regular driving could be completed using no liquid fuel at all.
But when I hitched up a small camper trailer for a weekend away, the Outlander seamlessly transitioned to hybrid operation. The petrol engine took on most of the work, with the electric motor providing supplementary torque when needed. Crucially, I didn’t have to plan my journey around charger locations or worry about range anxiety.
James Walker, who runs a caravan park near Bright, Victoria, made the switch from a diesel LandCruiser to a PHEV last year and hasn’t looked back.
“Look, I was skeptical at first,” he told me as we chatted outside his office while he plugged in his Hyundai Santa Fe PHEV. “But it makes so much sense for how I use my vehicle. Around town and for short trips to check on maintenance issues at the park, I’m running purely on electricity. But when I need to tow our maintenance trailer or head to Melbourne, I’ve got the petrol engine. Best part? I’m using about 40 percent less fuel overall than I was with the ‘Cruiser.”
This flexibility represents the core advantage of PHEVs for towing applications. They offer meaningful emissions reductions for daily driving while avoiding the range and infrastructure limitations that make pure EVs problematic for towing duties.
Real-World Comparisons: Diesel vs. EV vs. PHEV for Towing
To get a better sense of how these different powertrains compare in real-world towing scenarios, I organized a small experiment last autumn. With the help of some willing friends, we tested three comparable medium SUVs—a diesel Mazda CX-8, an electric Kia EV6, and a PHEV Hyundai Santa Fe—on the same challenging route from Melbourne to Bright, towing identical 1800kg caravans.
The results were illuminating:
The Diesel CX-8:
- Completed the 308km journey on a single tank with fuel to spare
- Average consumption: 12.8L/100km while towing
- Journey time: 4 hours 15 minutes (including a 20-minute lunch stop)
- Fuel cost: Approximately $64 at then-current diesel prices
The Electric EV6:
- Required two charging stops
- Range reduction while towing: 54% compared to unladen range
- Journey time: 6 hours 20 minutes (including charging stops)
- Electricity cost: Approximately $48 using public fast chargers
The PHEV Santa Fe:
- Completed the journey with one brief refueling stop
- Started with full battery, which was depleted after approximately 25km of towing
- Average consumption: 10.6L/100km while towing (after battery depletion)
- Journey time: 4 hours 30 minutes (including refueling stop)
- Combined fuel and estimated electricity cost: Approximately $59
While the EV offered the lowest energy cost, the significant increase in journey time due to charging requirements represents a substantial practical penalty. The diesel provided the most straightforward experience, but at the highest energy cost and with the highest emissions.
The PHEV struck an interesting middle ground—slightly longer journey time than the diesel but better fuel economy and lower overall energy costs. For a weekend trip, the time difference was negligible, but on a longer towing journey across rural Australia, the PHEV’s advantage would become more pronounced compared to the EV.
“What those numbers don’t show,” noted Peter Collins, another participant in our experiment who drove the Santa Fe, “is the peace of mind factor. I wasn’t constantly watching the range meter or wondering if the next charger would be working. That’s worth something on a holiday.”
The Economic Equation: Upfront Costs vs. Operating Savings
Of course, powertrain choices aren’t made on practical considerations alone. The financial equation plays a crucial role in vehicle selection, especially for towing enthusiasts who may only tow occasionally.
At current Australian prices, the reality is that both EVs and PHEVs typically command premium prices compared to their diesel counterparts. However, PHEVs generally sit at a more accessible price point than comparable EVs due to their smaller battery packs and less specialized components.
For example, the Mitsubishi Outlander PHEV typically demands a premium of around $10,000-12,000 over the equivalent diesel variant. A comparable pure electric SUV with decent towing capacity might require an additional $15,000-25,000 over the diesel.
Where PHEVs shine is in amortizing this premium through operational savings. For the typical Australian who drives around 15,000km annually but only tows for perhaps 2,000-3,000km, a PHEV could deliver substantial savings on daily driving while maintaining convenience for towing duties.
Let’s consider a simplified calculation based on my own experience with a PHEV over the past year:
- Daily commuting and errands (approximately 12,000km): Completed almost entirely on electric power at a cost of roughly 3.5c/km using home solar charging, totaling $420 annually.
- Towing and longer trips (approximately 3,000km): Operated primarily on petrol at an average of 9.8L/100km, totaling approximately $441 at current fuel prices.
- Total annual energy cost: $861
By comparison, a diesel vehicle averaging 7.5L/100km for regular driving and 13L/100km for towing would cost approximately $1,597 annually at current diesel prices—a difference of $736 per year.
This calculation suggests that the price premium for a PHEV could be recovered within 14-16 years through fuel savings alone—potentially longer than many people keep their vehicles. However, this doesn’t account for lower maintenance costs (PHEVs typically require less brake service due to regenerative braking) or possible future increases in fuel costs relative to electricity.
“The economic case for PHEVs improves dramatically if you can charge predominantly using home solar,” explains financial analyst and EV owner Sarah Thompson. “With a decent solar system, you could essentially eliminate the cost of daily driving, making the payback period much shorter.”
Infrastructure Realities: Why PHEVs Make Practical Sense Now
Perhaps the most compelling argument for PHEVs as tow vehicles in the current Australian landscape comes down to infrastructure—both charging infrastructure and the vehicles themselves.
Despite significant investment in fast-charging networks, rural and regional Australia still has substantial gaps in coverage. This poses little problem for PHEVs, which can rely on their conventional engines when charging isn’t available, but creates genuine challenges for EV towers.
During a recent caravan trip through western Victoria, I counted just three DC fast chargers across a 400km stretch of highway—and one of those was out of service. For a diesel or PHEV driver, this presents no issues. For an EV towing a heavy load, it could mean significant detours or uncomfortably tight margins between charging stops.
What’s more, the current selection of EVs with serious towing capacity remains limited in the Australian market. While options like the Tesla Model X, Audi e-tron, and Kia EV9 offer decent towing specifications on paper, they come with premium price tags that put them out of reach for many consumers.
By contrast, the PHEV market is expanding rapidly, with options appearing at more accessible price points. Manufacturers including Mitsubishi, Toyota, Kia, Hyundai, and Ford either offer or have announced PHEV models with towing capacities between 1,500-2,500kg—sufficient for the majority of caravans and boat trailers in Australia.
The Emotional Factor: Transitioning Technology for Traditional Towers
There’s another element to this conversation that doesn’t fit neatly into technical specifications or economic calculations: the human factor. Towing enthusiasts—particularly those who’ve spent decades with diesel vehicles—often have deeply ingrained habits and expectations.
“I’ve been towing with diesel 4WDs for nearly 30 years,” said Mark Robertson, president of a regional caravan club, when I spoke with him at a rally last month. “The idea of going completely electric feels like too big a leap. What happens if I’m out somewhere remote and the battery dies? At least with a PHEV, I know I’ve got that petrol engine as backup.”
This sentiment reflects a common psychological barrier to EV adoption, especially among those who use their vehicles in demanding applications like towing. PHEVs offer a gentler transition that allows users to experience the benefits of electrification without abandoning the security of familiar technology.
During our club’s recent discussion about future tow vehicles, this theme emerged repeatedly. Members expressed interest in reducing their environmental impact and fuel costs but weren’t ready to commit to full electrification. For most, PHEVs represented an appealing compromise.
Looking Forward: When Will EVs Overtake PHEVs for Towing?
While PHEVs currently offer the most practical alternative to diesel for towing duties, this balance will inevitably shift as EV technology and infrastructure mature. Several developments could accelerate this transition:
- Battery technology breakthroughs: Solid-state batteries or other advanced chemistry could dramatically increase energy density, allowing for longer range without proportional weight increases.
- Charging infrastructure expansion: More comprehensive fast-charging networks, particularly in regional areas, would reduce range anxiety for EV towers.
- Vehicle-to-load capabilities: The ability to use EV batteries to power campsites (already available in some models) adds value that could help offset some of the towing limitations.
- Towing-specific EV designs: Purpose-built electric tow vehicles with optimized weight distribution and specialized cooling systems could address current limitations.
John Davis, an automotive industry analyst I consulted for this article, believes the tipping point is still several years away: “For everyday commuting and urban use, EVs already make more sense than PHEVs for many consumers. But for specialized use cases like regular towing, particularly in the Australian context with our vast distances, I don’t see EVs becoming the obvious choice for another 5-7 years minimum.”
This timeline seems reasonable based on current development trajectories. Battery energy density is improving by roughly 5-8% annually, suggesting we’ll need several more generations of development before EVs can offer the no-compromise towing experience that diesel currently provides.
The Pragmatic Pathway Forward
Standing beside Dave’s EV truck on the final morning of our camping trip, watching him anxiously calculate whether we had enough range to reach the next charger, I couldn’t help but reflect on the practical reality of our current moment in automotive evolution.
Electric vehicles represent the future—there’s little doubt about that. Their superior efficiency, lower operating costs, and zero tailpipe emissions make a compelling case for most regular driving scenarios. But towing remains an edge case where the technology hasn’t quite caught up with user requirements.
PHEVs offer a pragmatic bridge between the diesel present and the electric future. They provide meaningful environmental benefits for daily driving while maintaining the convenience and flexibility that towers have come to expect. For the overwhelming majority of Australians who tow occasionally rather than constantly, they represent a logical next step.
As I watched Dave plug in for yet another charging session on our return journey, I couldn’t help thinking that he’d have been happier with a PHEV—at least for now. Sometimes the best technology isn’t the newest or the purest, but the one that best fits current infrastructure, user needs, and practical realities.
For towing in Australia today, that technology is increasingly the plug-in hybrid.
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