What they have in common: state-of-the-art propulsion technology for more climate-friendly driving

When comparing electric cars, conventional vehicles with internal combustion engines, and fuel cell cars, one thing quickly becomes clear: all three are already significantly more climate- and environmentally friendly today than in the past. Even internal combustion engines have significantly reduced their harmful emissions over the past 25 years or so, thanks to state-of-the-art technology in the form of improved engines, exhaust systems, and catalytic converters. Passenger cars have been able to reduce their specific emissions—that is, direct emissions per kilometer—by up to 98 percent for sulfur dioxide, around 88 percent for particulate matter, and approximately 12 percent for CO2. Overall, however, CO2 emissions from transportation have fallen only slightly since 1990, from 164 million metric tons of CO2 equivalent to 148 million metric tons in 2022. The main reason for this is the doubling of freight transport volume in road freight since 1995: as a result, some of the improvements achieved in climate protection have been partially offset.

CO2 emissions from electric vehicles have also decreased significantly, as more and more electricity is generated from renewable energy sources. Reduced reliance on fossil fuels leads to a better carbon footprint during the operational phase of electric vehicles. Various studies, such as one conducted by the universities of Exeter, Cambridge, and Nijmegen, show that electric cars are more climate-friendly than conventional gasoline cars in most use cases worldwide. Fuel cell vehicles are also a climate-friendly alternative if the hydrogen is produced using electricity from renewable energy sources.

In public discourse, the terms “electric car” or “e-car” are often used exclusively to refer to battery-electric vehicles (BEVs or PHEVs). In principle, fuel cell vehicles (FCEVs) also count as electric vehicles. However, since FCEVs also refuel with hydrogen, which is converted into electrical energy for propulsion within the vehicle, we too use the commonly accepted distinction between electric cars and fuel cell or hydrogen cars in this article. A more detailed overview of the different propulsion concepts for passenger cars and trucks can be found here.

The Differences: Infrastructure and Availability

Commercial use of all propulsion systems requires the necessary infrastructure. Gas stations for diesel, gasoline, or alternative fuels already exist throughout the country. Germans are spoiled for choice with around 14,500 gas stations. According to the Federal Network Agency, there were approximately 80,500 publicly accessible charging points nationwide at the beginning of 2023, of which around 67,300 were standard charging points (up to 22 kW) and approximately 13,200 were fast-charging points (greater than 22 kW) for electric cars.

The supply situation for hydrogen is quite different. In Germany, there were only 91 hydrogen refueling stations at the beginning of 2023, some of which are publicly accessible and others privatized. Across Europe, the number stood at just 163 stations at the beginning of 2023. Since 2019, the Federal Ministry of Digital and Transport has been promoting investments in H2 refueling stations and electrolysers for the on-site production of green hydrogen. The industrial joint venture named “H2Mobility” is a key player in the development of an H2 refueling station network for passenger cars and commercial vehicles in Germany and Europe.

The actual refueling process is similarly quick for liquid fuels and hydrogen. Within a few minutes, the tank is completely filled and the car is ready to go. Electric cars, on the other hand, can take anywhere from 20 minutes (fast charger) to a full day (2.3-kilowatt household outlet) to fully charge, depending on the charging point’s capacity. Charging time also depends on the vehicle model, battery charge level, outside temperature, and charging technology.

The Cost Factor: Significant Differences in Purchase and Operating Costs

In terms of purchase price, FCEVs are currently the most expensive in comparison. Prices start at around 63,000 euros and can reach into the six-figure range. However, this is due to the currently still weak demand and the limited range of models available. BEVs and PHEVs start as low as 20,000 euros and go up to 90,000 euros for more innovative models. Compared to FCEVs, BEVs, and PHEVs, however, internal combustion engine vehicles are the most affordable. Starting at 10,000 euros, they offer the lowest purchase price, though the price range varies upward depending on the model.

A key advantage of electric vehicles is their operating costs, particularly fuel costs. These are significantly lower compared to hydrogen and especially gasoline or diesel. Thanks to government incentives for BEVs, PHEVs, and FCEVs—whether through purchase subsidies or tax breaks—customers can currently partially offset the comparatively high purchase costs.

Technical Differences in Drive Systems

From a technical perspective, the drive types differ in terms of emissions, range, and efficiency. BEVs and FCEVs offer the advantage of being completely emission-free at the exhaust, as electricity and hydrogen are generated at a different location where CO2 emissions may occur. The range of FCEVs typically ranges from 500 to 800 kilometers per full tank, depending on the vehicle, which is why FCEVs are also ideally suited for public transportation and as commercial vehicles. BEVs and PHEVs have also improved their range. An average range of up to 350 kilometers is typical for BEVs, though this is still significantly below the average ranges of gasoline or diesel cars. For the latter, a single tank of fuel is sufficient for more than 1,000 kilometers, depending on the vehicle type.

When it comes to overall energy efficiency, the electric car is in the lead: a BEV powered by renewable electricity, with an overall efficiency of approximately 80 percent, is the absolute frontrunner among powertrains. There is still room for improvement with FCEVs. Since the production of hydrogen requires many process steps (power generation – electrolysis – hydrogen distribution – fuel cell – electric drive motor), some of the energy cannot be used to power the vehicle. The overall efficiency is calculated to be between 25 and 35 percent, making it only about half that of a BEV. Modern internal combustion engines fall into the range below 40 percent.

Electric vehicles will dominate the powertrain mix in the future, but it depends on the specific application

To achieve climate protection goals in transportation, the rapid transition to new propulsion systems and fuels—especially in road transport—are the two key levers. The results of the joint study “Climate Pathways 2.0 – An Economic Program for Climate and the Future” by the BDI and the strategy consultancy BCG from 2021 show that electric vehicles will dominate the future powertrain mix. Nevertheless, each type of powertrain has its own specific advantages and disadvantages. It is important to carefully weigh which of the three powertrains is best suited for the specific application. For the industry, therefore, a technology-neutral approach is of crucial importance. Electricity-based fuels, produced from green hydrogen and CO2, or advanced biofuels already offer the possibility today of driving combustion-engine vehicles in a nearly climate-friendly manner. Until hydrogen and electric vehicles are used 100 percent, these fuels are indispensable for the existing fleet to achieve climate targets in the transportation sector.

Whether fuel cells, batteries, or even internal combustion engines powered by advanced biofuels or electricity-based fuels—the federal government must remain open to all propulsion technologies in order to assemble the individual building blocks for a sustainable and resource-efficient mobility system and secure opportunities for Germany as an automotive hub.