EV Advancements Outpace Gasoline Improvements, Yet Early EVs Still Face Reliability Hurdles

Over the past decade, electric-vehicle (EV) technology has accelerated in range, price, and model variety, while traditional gasoline powertrains have struggled to deliver meaningful efficiency gains without sacrificing reliability. The Ford F-150, once the best-selling U.S. vehicle, now adds a hybrid option as its most notable power-train upgrade since 2017. In contrast, the Lucid Air Grand Touring remains the longest-range EV at 516 miles, and dozens of new models now exceed 300 miles of EPA range.

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Turbocharging, cylinder-deactivation, and 10-speed transmissions have introduced “catastrophic” reliability problems for legacy trucks such as Ford and Chevrolet. The 5.3-liter V-8’s cylinder-deactivation, introduced in 2007, eroded its reputation for durability. Simultaneously, EVs moved from niche curiosities to mainstream options, with manufacturers like Hyundai Motor Group launching award-winning electric crossovers and pickups.

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• Lucid Air Grand Touring: 516 mi range, price down > $10,000.

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• Chevrolet Blazer EV: price reduced from $58,590 to ? $45,000.

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• Chevrolet Equinox EV: starts at ? $35,000 with > 300 mi range.

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• End-2023: 21 EV variants exceeded 300 mi.

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• Projected end-2024: ? 60 models will meet that benchmark (Tim Levin).

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• Battery-replacement rate since 2022: 0.3 % of new EVs, according to manufacturer data.

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A 2024 Hyundai Ioniq 5 SEL AWD exhibited repeated 12-V battery failures, eventually preventing the vehicle from starting. The 2024 Kia EV9 GT-Line suffered a frozen second-row seat mechanism linked to a flat 12-V battery, requiring a week-long diagnostic process. Later, the EV9’s traction-battery coolant system developed air-bubble contamination, necessitating a second battery replacement and coolant refill in April 2025–2026. While the author notes that such issues appear statistically rare, the personal impact underscores lingering reliability concerns for early-generation EVs.

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Industry observers argue that “trying to make engines a hair more efficient often involves introducing a lot more complexity, leading to terrible reliability tradeoffs.” At the same time, EV owners criticize the durability of new electric models, pointing to “seriously annoying” 12-V battery quirks and seat-actuator failures that demand dealer intervention. The contrast reveals that while EVs simplify power-train architecture, early software and hardware integration can still generate consumer-facing problems.

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• Model-range counts differ: 21 EVs > 300 mi at the end of 2023 versus an anticipated 60 by the end of 2024.

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• Battery-replacement statistics cite a 0.3 % failure rate, yet the author’s experience suggests a higher incidence for the Kia EV9 (? 0.3 % of 22,017 units, or 66 vehicles). No independent verification of these figures is provided.

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• No official comment from Kia or Hyundai regarding the reported EV9 battery and seat issues was obtained.

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• “The biggest improvement to the F-150 since 2017: The addition of a hybrid model.” — InsideEVs author

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• “They don't want more complexity, or more repair bills, and they don't want to give up power or capability.” — InsideEVs author

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• “com The longest-range EV is still the Lucid Air Grand Touring, with a staggering 516 miles of range.” — InsideEVs author

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• “The most important improvement, though, hasn't been range, or charging specs, or infrastructure.” — InsideEVs author

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Toyota plans to launch the Highlander EV later this year, offering another hybrid-electric alternative for consumers concerned about reliability. Continued expansion of fast-charging networks and ongoing battery-chemistry breakthroughs are expected to further narrow the gap between electric and gasoline vehicle performance.

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