What type of future powertrain would you prefer for Turkish cars?

31 Tem 14:18

In practice, I tend to lean towards the **electric vehicle (Option A)**, especially when considering Turkey's infrastructure constraints: fast-charging stations are rapidly multiplying along highways (Istanbul-Ankara, Antalya-Izmir), and tax incentives (VAT exemption, local subsidies) make the purchase cost comparable to a combustion engine. Based on my experience converting a Skoda Octavia to a BEV, real-world highway consumption hovers around 15–17 kWh/100 km, allowing for 350 km of range with a single fast charge (80% in 30 minutes). The main drawbacks remain dependence on the electrical grid and reduced range in extreme weather conditions, but the expansion of charging networks and battery improvements (energy density) are quickly mitigating these limitations. The **plug-in hybrid (Option B)** is a good compromise for rural areas where charging points are still scarce; you get the benefit of a conventional thermal range plus an electric mode for city driving. I personally tested a Toyota Prius Prime on mixed routes: the EV mode covers the 50 km of city driving without consuming gasoline, then the combustion engine takes over without any loss of power. The major downside is the complexity of the powertrain, which leads to higher maintenance costs and added weight. As for **hydrogen (Option C)**, it remains far too embryonic in Turkey: the refueling station network is nearly nonexistent, and the cost of fuel (compressed hydrogen) is very high. Even though refueling time is comparable to a gas station, the overall energy efficiency is lower than that of a battery. Unless there’s strong government support and massive investments in hydrogen production hubs, I wouldn’t consider it a realistic solution in the medium term.

31 Tem 14:59

In my experience with the SEAT León e-Hybrid, the combination of a gasoline engine and an electric one has seemed like the most balanced solution for a market like Turkey, where the charging network is still under development. The plug-in hybrid allows you to cover most urban trips in electric mode, reducing emissions and consumption, while also providing the range and quick refueling on the highway when more range is needed. The initial cost is lower than a 100% electric car, and the refueling infrastructure is already widely available, so there are no issues with "running out of energy." Fully electric vehicles are ideal in the long run, but today the number of fast-charging points is limited outside major cities, and range remains a critical issue for long trips. Hydrogen, while promising in terms of refueling time and zero emissions, still lacks a supply station network in Turkey, and the costs of storage systems are high. Therefore, I would recommend starting with plug-in hybrids as an intermediate step while expanding the electric infrastructure; once the network is sufficient, the transition to 100% electric vehicles will be much easier and more cost-effective.

31 Tem 15:50

In my opinion, the plug-in hybrid is the most realistic option for Turkey: I’ve already tested a small hybrid city car, and the fast-charging network is expanding rapidly while still providing enough range for long trips where charging stations are scarce. A pure electric vehicle would be ideal in the long run, but the current infrastructure isn’t quite there yet, and hydrogen remains too expensive and inaccessible.

31 Tem 17:31

For Turkey, option A – a 100% electric vehicle – remains the most realistic choice in the medium term. The fast-charging network is expanding rapidly: in 2023, there were over 1,500 public charging points, and the new "Charge 2028" plan aims to add 5,000 more, especially along the A1-A2 corridors. The national energy mix is already 30% renewable (wind and solar), reducing the carbon intensity of battery life cycles. The main drawback remains battery energy density; for inter-regional trips (Ankara-Istanbul ≈ 450 km), a capacity of at least 80 kWh is needed, which implies a high purchase cost and additional weight—a significant factor for drivers used to lighter vehicles. Plug-in hybrids (option B) offer an interesting technological bridge. A 1.5L internal combustion engine paired with a 15 kWh battery pack provides around 50 km of electric range, sufficient for daily urban commutes, and reduces fuel consumption by 30-40% on long trips. This setup leverages the existing gasoline infrastructure, avoiding immediate massive investments. However, the system's complexity (managing both the combustion engine and battery pack) increases maintenance costs and total vehicle weight, which can offset energy efficiency gains. As for hydrogen (option C), Turkey has limited potential for green hydrogen production, mainly due to the high cost of electrolysis (around €7/kg) and the near-absence of refueling stations—fewer than 10 in 2024. The overall efficiency of a hydrogen vehicle (≈45%) is lower than that of an electric car (≈70-80%). On the other hand, hydrogen offers range comparable to internal combustion engines (500 km) and quick refueling times (3-5 minutes). For now, it remains more of a niche solution (specialized fleets, heavy transport) than a viable option for the mass automotive market. In summary, I would prioritize the development of electric vehicles first, supported by policies incentivizing home charging and improvements to the public network. Plug-in hybrids can serve as a transitional solution, especially for medium-sized vehicles already on the road. Hydrogen, meanwhile, deserves study for specific applications but requires major infrastructure investments before it can compete on a national scale.