Plug-in hybrids emit nearly five times more CO2 than official estimates indicate, as revealed by the Transport and Environment group. In a study of 800,000 vehicles, T&E discovered significant inaccuracies in emissions data. Many owners frequently do not charge their plug-in hybrids, opting to use gasoline instead. The perceived environmental benefits of plug-in hybrid vehicles are starting to diminish, especially with the findings from Transport & Environment (T&E). Once viewed as the perfect transition from combustion engines to full electrification, these vehicles now show less green promise under real-world examination. T&E's investigation into 800,000 cars indicates that, in typical European use, plug-in hybrids (PHEVs) emit nearly five times more CO2 than the official testing figures suggest. The Everyday Reality For years, PHEVs have been marketed as the ideal balance between fully electric vehicles and traditional petrol cars. Drivers can plug in when possible, use electric power for short trips, and rely on petrol for longer journeys. Newer PHEVs can travel over twice the distance on electric power compared to older models—up to 70 claimed miles (113 km) in some cases—and might still be in use after Europe’s 2035 combustion ban takes effect. However, in practice, many owners either forget to charge them or choose to drive primarily on petrol. The study found that even when charged, PHEVs often switch to their combustion engines during moderate acceleration, on hills, or in colder conditions. The Numbers Don't Add Up The disparity in emissions figures has only grown wider. In 2021, T&E recorded real-world emissions for plug-in hybrids at 134 g/km, about 3.5 times higher than the official figure of 38 g/km. In the latest round of testing, manufacturers claimed an average of 28 g/km, but actual results indicated a heavier 139 g/km. For consumers who purchased PHEVs under the impression of low emissions and reduced running costs, the reality may involve higher fuel expenses and a larger carbon footprint. T&E suggested to The Guardian that families could be spending an additional €500 ($580/£435) annually compared to what their car's claimed MPG would suggest. For governments and regulators using PHEVs to meet fleet emissions goals, this tool could be far less effective than anticipated. T&E reported that carmakers may have avoided billions in potential fines by relying on overly optimistic emissions accounting for PHEVs. Lawmakers have been informed of this issue through previous research and are implementing stricter regulations that decrease the "utility factor," which is the duration a PHEV is assumed to operate in electric mode when calculating CO2 emissions. As it stands, a PHEV with a 60 km (37 miles) range is predicted to operate in electric mode over 80% of the time; however, this number is set to drop to 54% for 2025/26 and further to 34% for 2027/28. Yet, T&E asserts there would still be an 18% discrepancy between declared and actual CO2 emissions even when applying the 2027/28 framework.

Plug-in hybrids emit nearly five times more CO2 than official estimates indicate, as revealed by the Transport and Environment group. In a study of 800,000 vehicles, T&E discovered significant inaccuracies in emissions data. Many owners frequently do not charge their plug-in hybrids, opting to use gasoline instead. The perceived environmental benefits of plug-in hybrid vehicles are starting to diminish, especially with the findings from Transport & Environment (T&E). Once viewed as the perfect transition from combustion engines to full electrification, these vehicles now show less green promise under real-world examination. T&E's investigation into 800,000 cars indicates that, in typical European use, plug-in hybrids (PHEVs) emit nearly five times more CO2 than the official testing figures suggest. The Everyday Reality For years, PHEVs have been marketed as the ideal balance between fully electric vehicles and traditional petrol cars. Drivers can plug in when possible, use electric power for short trips, and rely on petrol for longer journeys. Newer PHEVs can travel over twice the distance on electric power compared to older models—up to 70 claimed miles (113 km) in some cases—and might still be in use after Europe’s 2035 combustion ban takes effect. However, in practice, many owners either forget to charge them or choose to drive primarily on petrol. The study found that even when charged, PHEVs often switch to their combustion engines during moderate acceleration, on hills, or in colder conditions. The Numbers Don't Add Up The disparity in emissions figures has only grown wider. In 2021, T&E recorded real-world emissions for plug-in hybrids at 134 g/km, about 3.5 times higher than the official figure of 38 g/km. In the latest round of testing, manufacturers claimed an average of 28 g/km, but actual results indicated a heavier 139 g/km. For consumers who purchased PHEVs under the impression of low emissions and reduced running costs, the reality may involve higher fuel expenses and a larger carbon footprint. T&E suggested to The Guardian that families could be spending an additional €500 ($580/£435) annually compared to what their car's claimed MPG would suggest. For governments and regulators using PHEVs to meet fleet emissions goals, this tool could be far less effective than anticipated. T&E reported that carmakers may have avoided billions in potential fines by relying on overly optimistic emissions accounting for PHEVs. Lawmakers have been informed of this issue through previous research and are implementing stricter regulations that decrease the "utility factor," which is the duration a PHEV is assumed to operate in electric mode when calculating CO2 emissions. As it stands, a PHEV with a 60 km (37 miles) range is predicted to operate in electric mode over 80% of the time; however, this number is set to drop to 54% for 2025/26 and further to 34% for 2027/28. Yet, T&E asserts there would still be an 18% discrepancy between declared and actual CO2 emissions even when applying the 2027/28 framework.

      The latest redesign of the small SUV introduces new screens, style, and additional space, but does not include any changes to the powertrain.

      Hyundai has launched the second-generation Venue featuring updated aesthetics and technology.

      This small SUV is now 1.9 inches taller and 1.2 inches wider than its predecessor. Powertrain options remain the same, without electrification.

      The Venue is one of Hyundai’s best-selling models, available in nearly every market except for Europe, where it is replaced by the Bayon. After six years since its initial release, the small SUV transitions into a new generation in India, showcasing refreshed styling, a slightly larger size, and a more technologically advanced interior.

      What Has Changed?

      The updated exterior takes inspiration from the smaller Hyundai Exter, shifting from a sporty appearance to a more rugged, squared-off design.

      At the front, the new split headlight design features “Twin Horn” daytime running lights, “Quad Beam” LEDs, and a full-width light bar, all framed by a boxy grille and a large metal-finished skid plate.

      The side profile incorporates Tucson-like sculpted fenders, a glossy C-pillar trim, and a more upright position.

      Proportions have slightly changed, now measuring 1.9 inches taller and 1.2 inches wider, while the wheelbase has been extended by 0.8 inches to 99.2 inches. Nevertheless, the overall length remains the same at 157.3 inches for the Indian model.

      At the rear, the full-width taillights evoke Opel styling, and a prominent skid plate covers a large portion of the rear bumper. The new 16-inch diamond-cut alloy wheels appear somewhat small in relation to the SUV's height, which has also been enhanced with taller roof rails.

      Inside, the highlight is a new curved panoramic display consisting of dual 12.3-inch screens. The updated dashboard features modern A/C vents and Venue branding, paired with a new center console that maintains physical controls for the HVAC system, albeit in a contemporary layout. Additionally, the steering wheel has been redesigned, featuring a four-dot emblem reminiscent of the Ioniq 5.

      The interior color scheme features Dark Navy and Dove Grey, accented by Moon White ambient lighting and leather-covered seats.

      Practicality is enhanced with reclining rear seats, sunshades, and rear A/C vents. Hyundai claims that the new generation provides more legroom due to the extended wheelbase and scooped seatbacks.

      Carry Over Powertrains

      Even with the generational update, the powertrain options remain unchanged from the previous Venue. The Indian lineup includes a naturally aspirated 1.2-liter petrol engine delivering 82 hp (61 kW / 83 PS), a turbocharged 1.0-liter engine producing 118 hp (88.3 kW / 120 PS), and a 1.5-liter turbodiesel engine with 114 hp (85 kW / 116 PS).

      Buyers can opt for a manual, a torque converter automatic, or a CVT, depending on the trim, all driving the front wheels.

      Hyundai plans to announce the pricing for the new Venue in India on November 4, with other markets expected to follow gradually.

      It remains unclear if this second-generation model will be available in North America. If it is introduced, it is likely to coincide with the 2027 model year, considering the current version's recent update for 2026.

Plug-in hybrids emit nearly five times more CO2 than official estimates indicate, as revealed by the Transport and Environment group. In a study of 800,000 vehicles, T&E discovered significant inaccuracies in emissions data. Many owners frequently do not charge their plug-in hybrids, opting to use gasoline instead. The perceived environmental benefits of plug-in hybrid vehicles are starting to diminish, especially with the findings from Transport & Environment (T&E). Once viewed as the perfect transition from combustion engines to full electrification, these vehicles now show less green promise under real-world examination. T&E's investigation into 800,000 cars indicates that, in typical European use, plug-in hybrids (PHEVs) emit nearly five times more CO2 than the official testing figures suggest. The Everyday Reality For years, PHEVs have been marketed as the ideal balance between fully electric vehicles and traditional petrol cars. Drivers can plug in when possible, use electric power for short trips, and rely on petrol for longer journeys. Newer PHEVs can travel over twice the distance on electric power compared to older models—up to 70 claimed miles (113 km) in some cases—and might still be in use after Europe’s 2035 combustion ban takes effect. However, in practice, many owners either forget to charge them or choose to drive primarily on petrol. The study found that even when charged, PHEVs often switch to their combustion engines during moderate acceleration, on hills, or in colder conditions. The Numbers Don't Add Up The disparity in emissions figures has only grown wider. In 2021, T&E recorded real-world emissions for plug-in hybrids at 134 g/km, about 3.5 times higher than the official figure of 38 g/km. In the latest round of testing, manufacturers claimed an average of 28 g/km, but actual results indicated a heavier 139 g/km. For consumers who purchased PHEVs under the impression of low emissions and reduced running costs, the reality may involve higher fuel expenses and a larger carbon footprint. T&E suggested to The Guardian that families could be spending an additional €500 ($580/£435) annually compared to what their car's claimed MPG would suggest. For governments and regulators using PHEVs to meet fleet emissions goals, this tool could be far less effective than anticipated. T&E reported that carmakers may have avoided billions in potential fines by relying on overly optimistic emissions accounting for PHEVs. Lawmakers have been informed of this issue through previous research and are implementing stricter regulations that decrease the "utility factor," which is the duration a PHEV is assumed to operate in electric mode when calculating CO2 emissions. As it stands, a PHEV with a 60 km (37 miles) range is predicted to operate in electric mode over 80% of the time; however, this number is set to drop to 54% for 2025/26 and further to 34% for 2027/28. Yet, T&E asserts there would still be an 18% discrepancy between declared and actual CO2 emissions even when applying the 2027/28 framework.

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Plug-in hybrids emit nearly five times more CO2 than official estimates indicate, as revealed by the Transport and Environment group. In a study of 800,000 vehicles, T&E discovered significant inaccuracies in emissions data. Many owners frequently do not charge their plug-in hybrids, opting to use gasoline instead. The perceived environmental benefits of plug-in hybrid vehicles are starting to diminish, especially with the findings from Transport & Environment (T&E). Once viewed as the perfect transition from combustion engines to full electrification, these vehicles now show less green promise under real-world examination. T&E's investigation into 800,000 cars indicates that, in typical European use, plug-in hybrids (PHEVs) emit nearly five times more CO2 than the official testing figures suggest. The Everyday Reality For years, PHEVs have been marketed as the ideal balance between fully electric vehicles and traditional petrol cars. Drivers can plug in when possible, use electric power for short trips, and rely on petrol for longer journeys. Newer PHEVs can travel over twice the distance on electric power compared to older models—up to 70 claimed miles (113 km) in some cases—and might still be in use after Europe’s 2035 combustion ban takes effect. However, in practice, many owners either forget to charge them or choose to drive primarily on petrol. The study found that even when charged, PHEVs often switch to their combustion engines during moderate acceleration, on hills, or in colder conditions. The Numbers Don't Add Up The disparity in emissions figures has only grown wider. In 2021, T&E recorded real-world emissions for plug-in hybrids at 134 g/km, about 3.5 times higher than the official figure of 38 g/km. In the latest round of testing, manufacturers claimed an average of 28 g/km, but actual results indicated a heavier 139 g/km. For consumers who purchased PHEVs under the impression of low emissions and reduced running costs, the reality may involve higher fuel expenses and a larger carbon footprint. T&E suggested to The Guardian that families could be spending an additional €500 ($580/£435) annually compared to what their car's claimed MPG would suggest. For governments and regulators using PHEVs to meet fleet emissions goals, this tool could be far less effective than anticipated. T&E reported that carmakers may have avoided billions in potential fines by relying on overly optimistic emissions accounting for PHEVs. Lawmakers have been informed of this issue through previous research and are implementing stricter regulations that decrease the "utility factor," which is the duration a PHEV is assumed to operate in electric mode when calculating CO2 emissions. As it stands, a PHEV with a 60 km (37 miles) range is predicted to operate in electric mode over 80% of the time; however, this number is set to drop to 54% for 2025/26 and further to 34% for 2027/28. Yet, T&E asserts there would still be an 18% discrepancy between declared and actual CO2 emissions even when applying the 2027/28 framework.

The newest redesign of the small SUV features enhanced screens, an updated style, and increased space, but does not include any modifications to the powertrain.