When the light turned green I punched the accelerator. The 2021 Subaru Crosstrek PHEV leapt forward, its 118 horsepower electric motor offering plenty of grunt. And then I heard a noise. “Did the gasoline engine come on? We have plenty of battery left.” The owner sighed, “It does that if you accelerate too quickly. You really have other feather the throttle.” My heart sank. Whatever this car is, I’d hardly consider it a “plug-in hybrid EV.”

What’s in a name?

For years, “Hybrid” was the catch-all term for any vehicle with a gasoline or diesel engine and any form of electric motor. It now technically includes everything from a “mild hybrid” to a “series hybrid.” A mild hybrid is an engine with a combined starter/alternator that can get the vehicle rolling from a standstill to smooth out the auto start/stop function. A range extended EV is a full EV, with full EV torque and a battery pack. But in addition, it has an internal combustion generator that can top off the battery while you are rolling. Obviously a mild hybrid and series hybrid are completely different vehicles, with very different capabilities. Luckily, the category has split into several powertrains.

The first major split in the unwieldy “hybrid” category was the hybrid versus “plug-in hybrid.” These vehicles have a larger battery pack than a standard hybrid and you can plug them in over night.

Originally, this extra power just upped the MPG. Now, most PHEVs can handle a commute on battery power alone. Volvo’s V60 Recharge reportedly gets 44 miles of real-world electric-only range. The Mercedes-Benz S580e can hit 58 miles before firing up its traditional engine. In many ways, these vehicles function like EVs with a traditional powertrain for roadtrips.

Subaru’s 2nd-generation Crosstrek PHEV, by the numbers

Subaru launched the second generation of its Crosstrek PHEV for the 2019 model year. It claims 17 miles of all-electric range and electric-only driving up to 65 mph. As I found out, all-electric acceleration is limited.

The Crosstrek PHEV has two electric motors, one to start the gasoline engine, the other capable of propelling the car. So while it advertised 148 electric horsepower, it technically only has 118 electric horsepower available to spin the wheels. That power goes through a CVT and into the powertrain.

It also has a traditional, four-cylinder Subaru engine. The automaker tuned the gas engine for maximum MPG, reducing its power to 137 horses. The motors and batteries add about 455 pounds to the car.

Calling a used 2021 Subaru Crosstrek a PHEV can be misleading

Yes, Subaru built a hybrid with a 8.8 kWh battery pack with a charging port. You can plug it in at night, top off the battery, and if you feather the throttle you might get 17 miles of all-electric range. But in practice you couldn’t even pass traffic on the highway without firing up the gasoline engine. That battery power only serves to boost your MPG. And in the modern market, calling it a PHEV can be misleading.

You see, a plug-in hybrid Electric Vehicle. Suggests an “EV” and drivers are used to EVs that can keep up with modern highway traffic, or accelerate away from a red light faster than bicyclist. The EV part of the second-generation Crosstrek PHEV can do neither.

I’m not here to pick on Subaru. Ten years ago, its PHEV would have lead the segment. And it’s not Subaru’s fault there’s no marketing term to differentiate a PHEV that can reach full speed under electric power, and this one which is more of an “electric assist.” But this PHEV makes it clear that we do need a separate marketing term.

Finally, should mention Subaru’s announced a third-generation Crosstrek PHEV for the 2026 model year. I haven’t had a chance to test this car. The traction motor is still limited to 118 horsepower. But I’m hoping the new Crosstrek hybrid will have a higher electric top speed and a bit more electric acceleration, making it a true PHEV.