Table [82] 2017 BMW i3 REX (94 Amp-hour battery)

Table 29. Price of selected EVs (FCV, BEV, and PHEV)

Car model

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Technology

Range (miles)

MSRP1
(USD)

Reference

2017 Toyota Mirai

FCV

312

57,500

81

2017 Nissan Leaf

BEV

107

30,680 – 36,790

82

2017 Kia Soul EV

BEV

93

32,250 – 35,950

82

2017 Chevrolet Bolt EV

BEV

238

36,620 – 40,905

82

2017 Ford Fusion Energi

PHEV

21 (all electric)

33,120 – 41,120

82

2017 BMW i3 REX (94 Amp-hour battery)

PHEV

97 (all
electric)

48,300

82

 

The reasons
such as lower prices and less need for extensive charging infrastructure has led
to BEVs and PHEVs to be lower hanging fruits for governments to incentivize
compared to FCVs. The introduction of FCVs
is also more complex than BEVs and PHEVs not only because of reasons above but also because of its use of a
new energy carrier which needs not only specific
technology for production but also needs specific technology for storage and
new infrastructure for distribution. BEVs are
fueled by electricity which has had established generation, transmission
and distribution infrastructure for many years. However, as explained in the
following, the support for the deployment of FCV is very important in the
long-term and government should be able to come-up with incentivizing methods
that incentivize BEVs and FCVs at a level degree.

Bigger picture

Some countries
that provide more subsidy to FCVs are considering FCVs and hydrogen mobility as
a piece of the big picture of the widespread
use of hydrogen in a country/jurisdiction’s energy system.

For instance,
Japan not only has targets for the number
of FCVs on the road and number of HRSs developed
but also has target numbers for the number
of stationary FC for residential application. Japan has the target of
installing 1.4 million and 5.3 million small stationary fuel-cells (

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