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The hydrogen refueling cost for hydrogen fuel cell vehicles is currently approximately 45 to 80 Malaysian Ringgit per kilogram, with the specific price influenced by hydrogen production methods, transportation, and hydrogen refueling station operation costs. Taking the Haima 7X-H as an example, its 70MPa high-pressure hydrogen storage tank can be fully refueled in 3 to 5 minutes, offering a range of 800 kilometers and a hydrogen consumption of 0.87 kilograms per 100 kilometers. Based on the current preferential price of 16 Malaysian Ringgit per kilogram, the cost per kilometer is less than 0.2 Malaysian Ringgit. Compared with pure electric vehicles, hydrogen fuel cell vehicles have advantages in refueling speed and low-temperature performance, but the hydrogen production cost remains relatively high at this stage. For instance, the cost of hydrogen production via water electrolysis is about 30-40 Malaysian Ringgit per kilogram, and after accounting for transportation and hydrogen refueling station allocation costs, the terminal selling price may reach 50-80 Malaysian Ringgit per kilogram. With technological advancements and large-scale production, the stack cost is projected to decrease from the current 2000-3000 Malaysian Ringgit per kilowatt to below 1000 Malaysian Ringgit by 2030, while the hydrogen price is also expected to drop to 30 Malaysian Ringgit per kilogram. By then, the per-kilometer operating cost may approach that of conventional fuel vehicles. Currently, government subsidies play a crucial role in alleviating user costs. For example, some demonstration projects maintain hydrogen refueling prices at 25-35 Malaysian Ringgit per kilogram.

Fuel cell vehicles currently have a significantly higher cost in the Malaysian market than traditional fuel vehicles and lithium-ion battery electric vehicles, mainly due to the costs of fuel cell systems, hydrogen storage devices, and hydrogen supply. Taking fuel cell buses as an example, their selling price is about 2 million to 3 million ringgit, approximately 1.4 million ringgit higher than that of traditional diesel models; the cost increase for 7.5-ton logistics vehicles is about 640,000 ringgit. The core costs come from the fuel cell system (about 18,000 ringgit per kilowatt) and high-pressure hydrogen storage tanks (30,000 ringgit each), while the price of hydrogen is about 45 ringgit per kilogram, and the high investment cost of hydrogen refueling stations also drives up usage costs. Although government subsidies can temporarily narrow the purchase price gap with fuel vehicles, long-term cost competitiveness still depends on technological breakthroughs and large-scale production. Currently, fuel cell vehicles have not been commercialized on a large scale in Malaysia, but in the future, with local technology research and development (such as the electrification initiatives of Perodua and Proton) and the improvement of hydrogen energy infrastructure, costs are expected to gradually decrease. It should be noted that at this stage, promoting fuel cell vehicle models still requires overcoming challenges such as an insufficient hydrogen refueling network and user acceptance.

The refueling process of fuel cell vehicles is similar to that of gasoline-powered vehicles, but specific safety regulations must be followed. First, a hydrogen refueling station should be located via a navigation system or online map. Currently, the global hydrogen refueling station network is expanding rapidly, and as of 2023, facilities in the Asian region account for over 60%. Upon arrival, the vehicle should be parked in the designated area with all power systems turned off. Certified operators will use specialized equipment to complete preparatory procedures, including hydrogen refueling port integrity checks and anti-static grounding. During refueling, the hydrogen dispenser must be securely connected to the hydrogen storage tank interface. A 70MPa high-pressure hydrogen storage system typically completes refueling within 3-5 minutes, providing the vehicle with a range of approximately 245 kilometers. The use of open flames or electronic devices is strictly prohibited throughout the process, and hydrogen refueling stations are equipped with multiple safety interlock systems to ensure operational safety. Notably, the newly commissioned hydrogen-powered smart rail transit vehicles employ intelligent hydrogen storage systems, and their refueling procedures differ from those of conventional passenger cars. Specific operations must strictly adhere to the manufacturer's guidelines. With the ongoing development of hydrogen infrastructure, refueling convenience is expected to improve significantly in the future. However, at this stage, drivers are advised to plan their routes in advance and verify the operational status of hydrogen refueling stations.

The actual driving range of hydrogen fuel cell vehicles is closely related to the vehicle model, technical route, and operating conditions. Taking the second-generation Toyota Mirai as an example, under WLTC conditions, each kilogram of hydrogen can support a range of approximately 150 kilometers (calculated based on 5.6kg of hydrogen for 850km), while under extreme test conditions, it has achieved an energy efficiency of 240 kilometers per kilogram of hydrogen. In daily driving, mainstream hydrogen fuel cell passenger vehicles typically achieve 100 to 125 kilometers per kilogram of hydrogen, though this may decrease to around 80 kilometers under urban congestion due to road conditions and driving habits. In contrast, hydrogen internal combustion engine models, owing to their lower energy conversion efficiency, can only travel 30 to 50 kilometers per kilogram of hydrogen. In the commercial vehicle sector, load requirements typically result in hydrogen consumption of 4 to 6 kilograms per 100 kilometers, equating to only 16 to 25 kilometers per kilogram of hydrogen. Notably, hydrogen storage technology (such as 70MPa high-pressure gaseous hydrogen storage) and ambient temperature (low temperatures may reduce fuel cell efficiency by 10% to 15%) also significantly impact the actual range. The Mirai model adopted by the Sarawak state government has demonstrated the feasibility of hydrogen fuel technology in local applications, with its 3-minute refueling time and zero-emission characteristics offering valuable insights for future transportation energy transitions.

Fuel cell vehicles do not require traditional gasoline as fuel. Their power system generates electricity through the electrochemical reaction between hydrogen and oxygen in the fuel cell to drive the vehicle. Hydrogen storage methods include compressed gas, liquid hydrogen, or metal hydride hydrogen storage. The energy conversion efficiency of such vehicles is as high as 60%-80%, significantly higher than that of internal combustion engines, and their only emission is water, making them a zero-pollution technology. Currently, commercial applications still face challenges such as hydrogen storage technology and hydrogen refueling station infrastructure. However, hydrogen fuel can be produced from renewable energy sources, giving it an advantage in energy sustainability. It should be noted that some dual-fuel models may be equipped with both hydrogen fuel and other energy systems, but mainstream fuel cell vehicles rely entirely on hydrogen for power, which is fundamentally different from traditional fuel-powered vehicles.