In 2018, the new energy vehicle (NEV) subsidy policy underwent significant adjustments aimed at promoting higher-quality and more sustainable development of the industry. These changes were part of a broader strategy to gradually phase out direct subsidies while encouraging technological innovation and efficiency improvements.
Under the revised policy, both central and local governments provided financial support, with local subsidies not exceeding 50% of the central amount. For all types of vehicles from 2019 to 2020, the subsidy levels were reduced by 20% compared to previous years. Additionally, the purchase tax exemption for NEVs was extended until December 31, 2017, providing further incentives for buyers.
Subsidies varied based on the vehicle type and range. For pure electric vehicles (PEVs), the subsidy amounts were tiered: 20,000 yuan for ranges between 100–150 km, 36,000 yuan for 150–250 km, and 44,000 yuan for over 250 km. Extended-range electric vehicles (EREVs) with a range of at least 50 km received 24,000 yuan per unit, while fuel cell vehicles were eligible for 200,000 yuan each.
In cities like Beijing, the local government matched the central subsidy at 50%, with total subsidies not exceeding 60% of the vehicle price. Moreover, vehicles had to meet warranty requirements—three years or 60,000 km for general components, and five years or 200,000 km for key parts like batteries and motors. This ensured long-term reliability and consumer confidence.
Shanghai followed a similar approach, offering comparable subsidies and free license plates for qualifying models. Guangzhou, however, required that vehicles reach 30,000 km in mileage before applying for local subsidies, with some hybrid models also receiving support. Other cities adapted national guidelines to suit local needs, such as offering discounts on tolls, parking fees, and charging costs in Shenzhen and Tianjin.
The Ministry of Finance held discussions with experts and industry representatives to finalize the 2018 subsidy framework. Although there were several circulating versions, the official policy was expected to be announced by late 2017. The changes included finer range-based subsidies, higher battery energy density requirements, and adjustments to energy consumption coefficients.
For pure electric passenger cars, the subsidy threshold was raised from 100 km to 150 km, with the subsidy amount decreasing from 20,000 to 10,000 yuan. Battery energy density requirements were also increased, with minimum thresholds set at 105 Wh/kg. Vehicles with energy densities above 140 Wh/kg received an additional 10% subsidy.
New energy buses saw even steeper reductions, with central subsidies dropping by up to 40%. The national cap for bus subsidies was lowered to 180,000 yuan, and the combined national and local subsidy limit was set at 270,000 yuan. Non-fast-charged PEVs had their energy density requirements raised to 110–120 Wh/kg, ensuring better performance and efficiency.
Trucks and special-purpose vehicles also faced lower subsidies, with the national cap reduced from 150,000 to 100,000 yuan. Battery energy density requirements were increased to 115 Wh/kg, aligning with broader industry goals.
Overall, the 2018 subsidy policy marked a shift toward quality over quantity, pushing manufacturers to invest in better technology and more efficient designs. While the immediate impact on consumers was a reduction in available subsidies, the long-term goal was to create a more sustainable and competitive market for new energy vehicles.
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