The ICCT’s comprehensive life-cycle assessment shows that battery-powered EVs emit just 63 grams of CO2 equivalent per kilometer (g CO2e/km) when charged with Europe’s projected 2025–2044 electricity mix, which includes a growing share of renewables. This represents a 73% reduction compared to gasoline vehicles, which emit 235 g CO2e/km. Even when accounting for the higher emissions from EV battery production—about 40% more than for gasoline cars—EVs offset this “CO2 backpack” within roughly 17,000 kilometers, typically within the first or second year of driving. As Europe’s grid continues to shift toward renewables, with 56% of electricity expected from clean sources by 2025, EVs are becoming even cleaner.
This advantage stems from the efficiency of electric drivetrains and the declining carbon intensity of electricity production. Unlike combustion engines, which lose significant energy as heat, EVs convert a higher percentage of energy into motion, making them inherently more efficient. The study underscores that only battery-powered EVs can deliver the large-scale emission cuts needed to meet Europe’s long-term climate goals, positioning them as the cornerstone of sustainable transport.
Hydrogen Cars: Promise Limited by Production
Hydrogen fuel-cell vehicles, often touted as a zero-emission alternative, fall short in practice due to how hydrogen is produced. The ICCT found that FCEVs running on natural gas-derived hydrogen—the dominant method in Europe today—emit 175 g CO2e/km, only 26% less than gasoline cars. This modest reduction aligns FCEVs with traditional hybrids, which cut emissions by about 20–30%. The reliance on fossil fuel-based hydrogen, produced through energy-intensive processes like steam methane reforming, undermines the environmental case for FCEVs in their current form.
However, the study highlights a tantalizing potential: FCEVs powered by renewable hydrogen, produced via electrolysis using clean electricity, could emit just 50 g CO2e/km—79% less than gasoline cars and slightly better than EVs on today’s grid. The catch? Renewable hydrogen is not yet widely available in Europe, and scaling it up requires significant investment in infrastructure and clean energy capacity. Until green hydrogen becomes mainstream, FCEVs remain a distant second to EVs in environmental impact.
The Manufacturing Challenge
Both EVs and FCEVs face higher upfront emissions from manufacturing compared to gasoline cars. For EVs, the battery accounts for the bulk of this, contributing about 1.9 tonnes more CO2 during production. FCEVs, meanwhile, generate emissions from crafting fiber-composite hydrogen tanks, though匆
System: composite tanks, though less than batteries, adding roughly 1.9 tonnes of CO2. Despite this, EVs quickly overcome this deficit through lower operational emissions, while FCEVs struggle to compete without widespread green hydrogen. The ICCT notes that the energy losses in hydrogen production and distribution further reduce FCEVs’ efficiency compared to EVs, which benefit from direct electricity use.
Hybrids and Plug-Ins: Falling Behind
The study also examined hybrid electric vehicles (HEVs) and plug-in hybrid electric vehicles (PHEVs), which offer limited emissions savings. Hybrids reduce lifetime emissions by about 20%, while PHEVs achieve around 30%—far less than EVs. A key issue with PHEVs is that drivers often rely on gasoline more than expected, diluting their environmental benefits. These findings challenge claims, such as those from Toyota’s chairman, that hybrids might rival EVs in emissions performance, particularly in regions with fossil-heavy grids. In Europe’s increasingly renewable energy landscape, EVs consistently outperform hybrids.
The Road Ahead for Clean Transport
The ICCT’s findings debunk myths about the environmental parity of hydrogen cars and EVs. While FCEVs could theoretically match or surpass EVs with green hydrogen, the infrastructure and cost barriers make this a long-term prospect. EVs, by contrast, leverage existing grid improvements and charging networks, making them a practical choice today. However, the study cautions that official manufacturer data may slightly inflate emissions for both EVs and FCEVs, as real-world driving patterns and vehicle lifespans vary.
For policymakers and consumers, the message is clear: battery-powered EVs are the most effective way to slash transport emissions now. Investments in renewable energy and charging infrastructure will further widen this gap, while hydrogen’s potential remains tethered to a future of scalable green production. As Europe pushes for net-zero goals, EVs are not just a stopgap—they’re the engine of a cleaner future.
