Low prices sell cars, no matter high fuel costs and their polluting vices. In this early stage of development EV makers are offering mostly high end, high priced cars to recover their overhead costs, which include high priced traction batteries. So, Legacy Makers must still hawk ICEVs to meet the financial numbers investors expect, indeed demand.
EVs will make up the majority of automobiles when the better battery finally makes it to market, i.e., ones that are cheaper, lighter,and more high energy dense.

"electrified mix ... representing 66% of total brand sales"

I find this to be total greenwash BS. Their electrification is almost all their 20 year-old hybrid technology. Most of is not even plug-in hybrid. Yes, it has 10-20% better fuel economy than non-hybrid ICEs although some of their claimed benefit is lost by their out-of-date IC technology. You can not get to zero by making something 10% better and what they need to do is build BEVs for the masses in different markets. There was a recent article about Tata making a $10,000 BEV in India. Yes, you could not sell this in the US or European markets but that was not the intent. If GM can build a Bolt EV with 66 kWhr and a range of 260 mile or 420 km range for $25,600, one would think that Toyota should be able to make a Yaris sized vehicle with 30 kWhr of Lithium Iron Phosphate batteries, and at least 190 km or 120 mile range for less than $20,000.

There is a recent article in Car and Driver comparing North American full sized hybrid pickups from Ford, Ram and Toyota. They ranked Toyota last with the comment that it seemed that Toyota was not even trying to be competitive and noted that Toyota has the worst fuel economy of the 3 vehicles. And both Ford and GM are bringing out competitively priced battery Electric pickups.

Davemart, you were worried about price point and I do think that there is a market for a lower cost BE vehicle with less range especially in more urban hours and maybe in Europe or Japan, China or Korea. Toyota could offer BE vehicles with different ranges and capabilities at different price points for different markets. However, their initial BEV offering had less range and capability than a GM Bolt at a considerably higher price point. Then they recalled all of them because the wheels came off??? I would have thought that lug nuts were a mature and well understood technology.

Anyway, in the US, some of the larger markets including California, Oregon, Washington, New York, New Jersey, etc are going to mandate that all new light duty vehicles sold be zero emission by 2035. This will not include hybrids with IC engines.

Concerning Battery Electric pickups there is obviously a market for these vehicles. Ford was originally going to have a manufacturing capacity of 75,000 BE pickups per year but based on having pre-orders for more than 200,000 vehicles, they upped their inital manufacturing capacity to at least 150,000 vehicles per year. GM is a little behind Ford timewise in the pickup market but also has a strong order base. Two of my friends who have a mechanical contracting company recently ordered 2 of the Ford EV pickups. If you were a contractor, you would have to be dumb not to consider the EV pickups as they offer so much more capability with all of the built-in electric connections to run a welder, compressor or other electric tools. In an emergency they can also run a household for at least 5 days.

See https://pbs.twimg.com/media/E81j2loXEAYzjo5?format=jpg&name=large
for an interesting graphic on hydrogen uses with the most compelling uses on the top and the least compelling uses on the bottom with suggested competing technologies. Note that cars (and by extension, light duty trucks) is on the bottom. The top is fertilizer and refinery uses. Use hydrogen where it is really needed not where it is an energy expensive alternative.

Here is the Rivian RIT with its massive battery pack up against a Toyota Tundra:

https://www.motorbiscuit.com/how-far-can-electric-trucks-tow/

That is a fail in real world use, especially as the battery ages and in cold weather.

In contrast any old ICE will do the job, at WAY lower cost.

Batteries often work fine in trucks and delivery vehicles etc, where the routes are often fairly stable and predictable.

We have loads of them, fast increasing, in Europe.

But where the routes are more variable then hydrogen is what is being put into them right now, and for heavy private vehicles that usage is applicable.

Something like the Stellantis drive train works fine, as the battery can be used to provide everyday running around, with the hydrogen fuel cells kicking in where longer distances etc are needed, so the point about costs is somewhat moot, as they can be run on batteries a considerable part of the time, with the hydrogen taking over when that is running out of puff.

The specs of personal BEV pick ups simply show vehicles which are vastly over priced and not up to the job.

Once you need that sort of pulling power and weight, fuel cells can actually do the job, whereas batteries mean that you are just adding more weight for ever decreasing returns.

@sd:

I would tend to agree in that application, where the routes are far more limited and predictable than in most private use.

The drive train used should fit the application, rather than being regarded as a universal solution.