Latest news with #FCEV
Auto Car
16 hours ago
- Automotive
- Auto Car
Hydrogen car roll-out in UK stalled as just three pumps in operation
iX5 Hydrogen prototypes were used as a testbed for production FCEV due 2028 Close The lack of a hydrogen fuelling infrastructure in the UK remains a big stumbling block for the roll-out of hydrogen cars and could lead BMW not to offer its new FCEV here. Right now the UK has just three hydrogen filling stations for cars and only three more in the pipeline, according to data from UK H2 Mobility. 'We sincerely hope that the infrastructure will develop further, because right now the UK is not in a condition where [launching] would make sense,' Jürgen Guldner, head of BMW's hydrogen vehicle project, told a panel of experts at an event in London on 5 June.
Korea Herald
5 days ago
- Automotive
- Korea Herald
Will new Nexo revive shrinking hydrogen mobility push?
Hyundai set to boost hydrogen-driven eco-friendly transition with new fuel cell SUV, but market interest in hydrogen mobility remains low Hyundai Motor is set to launch the fully revamped Nexo as early as this month in Korea, seven years after introducing its sole fuel-cell-powered sport utility vehicle currently on the market. With improved performance and fuel efficiency over its predecessor, the new Nexo is positioned to lead Hyundai's initiative to drive the global transition to hydrogen mobility — a vision first outlined in 1998 by Chung Mong-koo, honorary chair and father of current Chair Chung Euisun. 'Nexo represents the essence of sustainable mobility proposed by Hyundai Motor,' said Chung Yoo-seok, executive vice president of Hyundai Motor, during the vehicle's unveiling at the Seoul Mobility Show in April. 'We will accelerate the expansion of the global hydrogen ecosystem beyond Korea's borders and aim to achieve our annual sales target of 11,000 units.' However, recent market conditions cast uncertainty over the ambitions of the world's leading hydrogen vehicle maker. Declining demand for fuel cells In recent years, Korea's fuel-cell electric vehicle market has declined. According to SNE Research, sales dropped from 10,336 vehicles in 2022 to 3,688 in 2024, marking a 65 percent decrease. This downturn reflects deeper structural challenges for FCEVs, rather than a temporary pause, as the transition to eco-friendly mobility is increasingly driven by battery electric vehicles, experts said. 'Many consumers are still hesitant even about EVs, which are far more familiar,' said an industry source who requested anonymity. 'So it's no surprise that skepticism runs even deeper when it comes to hydrogen.' Limited charging access and high hydrogen fuel prices also remain major hurdles for fuel cell mobility. Korea has around 221 hydrogen stations — more than Japan, the US or Germany — but drivers still face inconvenience when refueling. 'Due to amplified safety concerns, strict regulations have resulted in limited station hours and the placement of stations far from residential areas, even though such risks can be mitigated through multiple layers of safety measures,' said Lee Ho-geun, professor of automotive engineering at Daeduk University. Amid these ongoing challenges, the launch of the new model is expected to have a limited impact on the market. Hyundai sold around 750 FCEVs domestically in the first quarter of 2025, and projections suggest that total annual sales may remain close to last year's levels despite the new launch. The global market also shows limited reason for optimism, with only Hyundai and Toyota currently active in the passenger hydrogen vehicle segment. Worldwide sales of FCEVs dropped from 20,704 sales in 2022 to 12,866 in 2024. The decline appears sharper in the passenger segment because China, which has grown to account for 55 percent of global FCEV sales, remains focused mainly on commercial rather than private vehicles. 'Globally, the eco-friendly vehicle market is still largely driven by government policies, such as subsidies, since automakers have yet to achieve the cost and performance competitiveness needed to rival internal combustion engine models,' said Lee. 'Because many countries want to protect their local industries and lack proprietary hydrogen vehicle technology, they are not actively pursuing policies to adopt these vehicles.' Staunch commitment, but long road ahead Despite the discouraging outlook for hydrogen, Hyundai Motor Group has strengthened its momentum in hydrogen mobility efforts since last year, aiming to retain its leading position in the hydrogen mobility era expected to follow EVs. In 2024, it integrated the fuel cell business of its parts-making unit, Hyundai Mobis, into Hyundai Motor Co. to boost synergy between hydrogen technology and vehicle manufacturing. Separately, the group established an overseeing team to complete the hydrogen business value chain, moving beyond a sole focus on fuel cell production. The group also forged partnerships with rivals Toyota and General Motors to collaborate on hydrogen strategies. 'We will work with global partners and harness our full capabilities across the hydrogen value chain to accelerate the adoption of a hydrogen-powered society,' emphasized the group's Vice Chair Chang Jae-hoon at the World Hydrogen Summit 2025 in Rotterdam, Netherlands, in May. Lee also echoed Hyundai's expansion of cooperation with other companies, saying, 'Hyundai needs to expand the overall market by licensing some basic technologies to other automakers at minimal royalty fees.' However, Kim Pil-su, a car engineering professor at Daelim University, said yearslong efforts are still needed before fuel cell vehicles can become a profitable business. 'The hydrogen mobility sector still faces numerous challenges, including high costs and issues related to hydrogen generation, delivery and storage,' he said, noting that automakers in the US and Europe have abandoned plans to launch fuel-cell passenger cars. 'For hydrogen to be truly eco-friendly (to be widely accepted by countries), it must move beyond heavy reliance on fossil fuels for production. However, mass production through water electrolysis is expected to take over a decade.'
CNET
26-05-2025
- Automotive
- CNET
What You Need to Know About Hydrogen Fuel Cell Electric Vehicles
While many people have already heard about gas and electric vehicle options, there's a specific EV option called hydrogen-powered cars. These vehicles use electricity to power the motor, but they use hydrogen fuel cells to produce some of the electricity needed to provide power instead of just relying on a battery. Their efficacy is still being debated. Elon Musk, whose Tesla company makes competing battery EVs, once criticized FCEVs, calling them "mind-bogglingly stupid." Meanwhile some major car companies, like Toyota and Honda, are investing in hydrogen technology. Experts at Toyota, which has battery electric vehicles, hybrids, plug-in hybrids and its own FCEVs, had no comment on Musk's opinion, but emphasized it's not a one-size-fits-all solution. "What gets lost in the debate is what the customer wants and needs. When choosing a vehicle, it comes down to what works best based on your lifestyle, budget and what you have access to," Josh Burns, Toyota's mobility communication consultant, told CNET. With that being said, should you consider an FCEV when you buy your next car? Let's explore how they stack up against internal combustion engine vehicles and battery electric vehicles to settle the debate. What is a fuel cell electric vehicle? Unlike battery electric vehicles, which are the more traditional electric vehicles that store energy in large batteries, FCEVs generate electricity using hydrogen and only emit water vapor and warm air. BEVs and FCEVs are greener alternatives with zero emissions, compared to an internal combustion engine vehicle, which burns fossil fuels and emits pollutants. Jackie Birdsall, the senior engineering manager for Toyota's fuel cell division, explained FCEVs as, "an electric vehicle, but instead of plugging it in to recharge, you refill it with hydrogen." When you're at a charging or fueling station, the energy source varies. Here's a quick breakdown of the different fuel sources we're working with here: ICE vehicles use gas or diesel. BEVs use electricity stored in a large battery. FCEVs use hydrogen. Gas and diesel are considered fossil fuels, while electricity and hydrogen can come from renewable sources. But that doesn't necessarily mean these alternative fuel sources are 100% clean. "Not all electricity is clean, and that's a challenge with hydrogen as well. But with FCEVs, it's often missed that the source can be clean and there's a lot of opportunity to produce clean hydrogen," Burns said. It only takes around 5 minutes to refuel a FCEV. And refueling an FCEV is much faster than a BEV, which can take anywhere from 30 minutes up to 50 hours depending on your EV charger level. The refueling process of a FCEV is actually similar to that of an ICE vehicle. It's just like taking your car to a gas station, except you're filling up with hydrogen instead of gasoline. At a hydrogen refueling station, you'll connect the fuel nozzle to the vehicle's hydrogen tank, filling it up in just a few minutes. EV batteries also wear out over time. That's why Energy Star recommends only charging your EV up to 80% of its capacity in order to maximize the battery's lifespan. Hydrogen fuel cells are different. "The target at fueling stations is typically 100%. Since it's a hydrogen tank, you want it full and want to deplete it all the way. There's no effect on the durability of the tank," Birdsall said. This means FCEVs can offer consistent performance without the battery degradation concerns you see with BEVs. The pros and cons of FCEVs FCEVs come with some nice perks. First off, you can fuel up an FCEV in around 5 minutes, which is about how long it takes to put gas in an ICE vehicle. You can usually go about 400 miles on a single tank, depending on the vehicle. But it's going to cost you more than charging an EV or fueling an ICE vehicle. Prices for hydrogen vary, but Reddit users report spending $140 to $200 per tank, which is significantly more than an ICE or EV. Finding locations to fuel up can also be tricky. You'll need to find online hydrogen networks and station maps to plan out your drive. One of the main draws of FCEVs is the environmental benefits. Instead of polluting the air by burning gas or diesel, FCEVs have zero tailpipe emissions and only release water vapor. However, an FCEV's overall environmental impact depends heavily on whether or not the hydrogen is from renewable sources. And for now, most hydrogen production isn't from clean energy sources, but that could change in the future. "The federal government put about $8 billion into creating renewable hydrogen hubs around the US. The goal is to use renewable resources specific to each hub's region to create hydrogen," said Birdsall. Despite many advancements over the past decade, FCEVs still face a few hurdles. Here are some pros and cons to consider. Pros Quick refueling: You can fuel an FCEV in 5 minutes. A single tank should last about 400 miles. You can fuel an FCEV in 5 minutes. A single tank should last about 400 miles. Clean emissions: Instead of harmful pollutants, FCEVs only emit vapor water. Instead of harmful pollutants, FCEVs only emit vapor water. Familiar refueling process: Refueling an FCEV is similar to refueling an ICE vehicle, making it a simple transition. Refueling an FCEV is similar to refueling an ICE vehicle, making it a simple transition. Long-lasting performance: Hydrogen fuel cells have a long lifespan, designed to last the vehicle's lifetime. You won't have to worry about battery degradation like you would with a BEV. Hydrogen fuel cells have a long lifespan, designed to last the vehicle's lifetime. You won't have to worry about battery degradation like you would with a BEV. Incentives: You can receive local and federal grants or incentives for zero-emission vehicles. Certain automakers also offer fueling incentives when you buy an FCEV. Cons Limited technology and resources: There are significantly fewer FCEVs and hydrogen fueling stations available than the alternatives. When fueling stations need repair, there aren't as many technicians and permitting officials trained to work with hydrogen technology. There are significantly fewer FCEVs and hydrogen fueling stations available than the alternatives. When fueling stations need repair, there aren't as many technicians and permitting officials trained to work with hydrogen technology. Expensive fuel: Hydrogen is more expensive compared to other fuel sources. Hydrogen is more expensive compared to other fuel sources. Non-renewable hydrogen: A significant portion of hydrogen is produced from non-renewable sources, though efforts are underway to increase renewable hydrogen production. The future of FCEVs Will FCEVs take over the US? Maybe one day. But for now, most FCEVs in the US are found in California, mainly due to the state's zero-emissions mandate. Other states have a similar mandate but haven't put as much money or effort into developing hydrogen infrastructure. And while the US has been making strides toward FCEV adoption, it's still not as advanced as in other countries. "China and Korea have taken the lead in building out the hydrogen infrastructure by putting a lot of funding toward those efforts," Birdsall said. "The case in California is different though. We have more drivers and fewer stations, so there's more wear and tear on the infrastructure." This results in more hydrogen stations being down for repairs. However, there's a much larger network of hydrogen stations in Japan and many European countries, which helps distribute usage and reduce equipment failures. While the technology is developing, there's still a considerable investment being put forth toward fuel cell development. "There's a lot of opportunity for light-duty vehicles, but also for medium and heavy-duty transportation," Burns said. One of the pitfalls of battery technology is that it doesn't yet support the needs of commercial long-haul vehicles. But with proper hydrogen infrastructure, these vehicles can quickly refuel and continue operating, making it a great solution for reducing emissions in fleet operations. When it comes to the battle of EVs versus FCEVs, Burns said, "It's not an either-or conversation; it's an 'and'. There is not a clear better technology, but rather different solutions that can complement each other." Both EVs and FCEVs have a role in reducing harmful emissions and supporting a sustainable future. Frequently asked questions Are FCEVs better than EVs? FCEVs and BEVs support the transition to zero-emissions vehicles. The best vehicle option for you depends on access to fueling stations and your driving preferences. If you don't live near a hydrogen station, an EV is likely the better choice for an eco-friendly vehicle. Show more
Miami Herald
14-05-2025
- Automotive
- Miami Herald
Every Major Automaker's EV Roadmap: What to Expect by 2030
Electrification was and is the tsunami that eclipsed autonomous driving as the next big wave in the automotive industry. Despite the slowing growth rate that began in 2024, there's no stopping the onslaught of EVs globally. This easily counts as the automotive industry's biggest transformation since the invention of the assembly line. With tightening emissions regulations, shifting consumer demands, and intensifying global climate targets, automakers are racing to electrify their lineups. There are still obstacles such as battery technology, infrastructure challenges, and EV adoption behaviors, but every major automaker is still on board with EVs. While some legacy brands have pared their growth plans back, others are still committed to going fully electric in the not-too-distant future. As we approach the end of the decade, here's a detailed look at what every major automaker has planned for their electric vehicle lineup by 2030. GM has been one of the most vocal about its EV ambitions. GM initially planned to reach 1 million EV production capacity in North America by 2025, but that target is in question due to slowed production timelines. By 2030, the automaker aims to offer 30 all-electric models globally, with more than two-thirds of them available in North America. GM plans to expand its EV lineup, including models from Chevrolet, Cadillac, and GMC, all underpinned by the Ultium battery platform. The Chevrolet Equinox EV has found great success and is one of the best-selling EVs in the U.S. market today. Target by 2030: Over 1 million EVs sold annually in North America; the majority of the vehicle portfolio electrified. Ford's EV plans have changed to be more conservative given changes in the market, but its plans are still ambitious. By 2030, the company wants 50% of its global sales to consist of EVs. A new EV platform is in development, and Ford is building two huge battery plants in the U.S. through its BlueOval SK joint venture. Ford is also focusing on a new platform for smaller, less expensive EVs based on what buyers want. The automaker will launch a mid-size electric pickup truck in 2027 as the first affordable vehicle using the platform, and is also investing in battery technology to lower costs and expand U.S. battery production. Ford even plans to launch a new electric commercial van in 2026 and expand its commercial vehicle lineup to be fully zero-emission capable. Target by 2030: 50% of its global vehicle sales to be fully electric. 40–50% of its U.S. vehicle sales to be electric (including BEV, FCEV, and PHEV). Stellantis has been struggling of late, but that doesn't mean it doesn't have a plan for its expansive suite of brands, which includes Jeep, Dodge, Ram, Chrysler, and Fiat. Stellantis has a complex and ambitious EV strategy, and it has to make up for some pretty big losses over the past year. The company has committed to launching 75 battery-electric vehicles globally by 2030, with 25 EVs aimed for the U.S. market. Ambitiously, it aims for 100% of sales in Europe and 50% in the U.S. to be EVs by 2030. Jeep has already revealed EVs like the Recon, Wagoneer S, and the recently dropped electric Compass, while Dodge debuted its Charger muscle car electric, but with poor results. Ram will join the EV truck space with the 2026 Ram 1500 REV. Target by 2030: 50% EV sales in the U.S., 100% in Europe. Toyota/Lexus has been pretty cautious when it comes to full battery-electric vehicles. Its only current EV offerings are the bZ4x (bZ for 2026) and the RZ. However, the company has signaled a shift, announcing plans for 10 global models by 2027, 30 models by 2030, and an investment of $70 billion in electrification. Its battery investment includes the development of solid-state batteries with extended range and faster charging capabilities, and plans to begin mass production around 2030. Toyota is also betting on solid-state battery tech, which could dramatically increase range and reduce charging times. Target by 2030: Toyota aims for 70% of its new vehicle sales in the U.S. to be electrified, encompassing hybrids, PHEVs, BEVs, and FCEVs. 30 BEV models by 2030. Honda plans to phase out internal combustion engines (ICE) in major markets by 2040, with a more gradual EV rollout leading up to 2030. It has announced 30 new EV models globally by 2030, with an annual production capacity of 2 million units. The Honda Prologue SUV (built in partnership with GM) marks the brand's first serious EV effort for North America, and it has become one of the best-selling EVs in America in a very short time. Honda is also developing a new global EV platform dubbed e:Architecture for models launching later this decade. Honda had planned for Acura to lead its EV charge, with 60% of its sales to be electric by 2030, but the market shift has led Acura to slow its electric roll and reintroduce hybrids, which it wanted to bypass on its path to EVs. Target by 2030: 2 million EVs annually; 30 EV models globally. Hyundai Motor Group is one of the most aggressive Asian automakers when it comes to EVs. They have proven themselves in the real world, too. With brands like Hyundai, Kia, and Genesis, the group plans to sell 3 million EVs per year by 2030 and launch 31 new EV models across its brands. In 2024, Hyundai sold 61,727 EVs in the U.S. The company's IONIQ 5 was one of the best-selling EVs, with 44,400 models sold. Kia was close with 56,099 electric vehicles sold in the U.S. last year. The IONIQ 7, IONIQ 9, and the Kia EV4 will be coming soon, while Genesis currently has three EV models: the GV60, the Electrified GV70, and the Electrified G80. It plans to get more all-electric new vehicles on the road in the next few years, potentially bringing an electrified G70 sedan, and attain carbon neutrality by 2035. Target by 2030: 3 million EVs per year; 31 EV models globally. The Volkswagen Group was taking some big hits last year with the interruption of its ID.4 production, but it's back up to speed and selling like hotcakes in 2025. VW Group, which includes VW, Audi, and Porsche, plans to become the world's top EV seller by 2030. It plans to launch numerous new EV models, develop more affordable EVs, and expand its EV production capacity. VW is also investing heavily in battery cell production and charging infrastructure. The group is aiming for 70% of its European sales and 50% of its U.S. and China sales to be EVs by the end of the decade. Porsche now needs to boost profits, given the slipping sales of its once popular Taycan. The all-electric Macan has been a hit, but it's not yet clear when the electrified 718 lineup will arrive. Target by 2030: Half of global sales electric; Europe at 70%+ EV penetration. Mercedes's original plan was 100% electrification of its entire lineup by 2030. The company now expects sales of electrified vehicles, including hybrids, to account for up to 50% of its sales volume by 2030, essentially amounting to a five-year shift of its forecast for 2025. In 2021, the plan was to hit the 50% mark by 2025. The EQ family-EQE, EQS, and EQB-is expanding, and Mercedes is developing new EV platforms for cars, SUVs, commercial vans, and performance models. However, its large electric SUV platform has been put on hold as the company is also investing in solid-state battery tech and fast-charging networks. Target by 2030: 50% of total global sales of electrified vehicles, including hybrids. BMW's goals include fully electric vehicles accounting for approximately 50% of its global sales by 2030, along with its broader commitment to reduce CO2 emissions by 80% and meet long-term sustainability goals. To achieve this, BMW is expanding its electrified product lineup and developing a new generation of electric vehicles using the dedicated Neue Klasse EV platform. The German automaker also acknowledges the continued demand for gas and plug-in hybrid vehicles, thus taking a more flexible approach to EV adoption. That said, it still wants Mini and Rolls-Royce to be 100% electric. Target by 2030: 50% of global BMW sales will be EVs; Mini and Rolls-Royce brands will be fully electric. Nissan was an early EV pioneer with the LEAF, but it has since been overtaken by rivals and is struggling to find an EV partner now that Honda has bowed out. Nissan is placing electrification at the heart of its long-term strategy, dubbed Nissan Ambition 2030, with plans to invest 2 trillion yen (~$13.5 billion) over the next five years to accelerate both its vehicle electrification and technology innovation efforts. In response to growing customer demand for a diverse and exciting vehicle lineup, the company will launch 27 new electrified models-including 19 EVs-by 2030 with the goal of 55% electrification (hybrids, PHEVs, EVs) across Nissan and Infiniti. The Ariya SUV is the first major product from Nissan's next-generation EV portfolio. Nissan has cancelled plans to build two electric sedans in the United States and will instead focus on electric SUVs. A new LEAF is also finally on the way in the form of an SUV. Target by 2030: 55% EV mix globally; 100% of new models in key markets to be fully electric Volvo Cars originally planned to sell only fully electric vehicles by 2030, and it was working ambitiously toward that goal. However, Volvo has since revised its EV strategy, admitting that a full transition to electric vehicles may not be attainable in five years. By 2030, Volvo now expects 90 to 100% of its global sales to consist of electrified vehicles, including both EV and PHEV models, with a small percentage of mild hybrid assist vehicles potentially making up the remaining 10%. Target by 2030: 90 to 100% EV mix globally, which will include both EVs and PHEVs. Electrification is a reality, but there have been some market hiccups on the road to some pretty ambitious goals. That doesn't mean manufacturers are taking their foot off the accelerator, but the pace has slowed. While challenges like charging infrastructure, raw material shortages, and consumer adoption remain, the direction is still very much electric. Some are ahead of the game, others are catching up, and then there are those who will get left behind. For consumers, the next five years will bring a wave of new EV options across every segment-from entry-level hatchbacks to luxury sedans and rugged pickup trucks. Whether every automaker meets its 2030 goals remains to be seen, but one thing is clear: the electric future is no longer a question of if, but rather how fast. Copyright 2025 The Arena Group, Inc. All Rights Reserved.
The Star
09-05-2025
- Automotive
- The Star
Hydrogen refuel station to drive clean energy R & D
Fuel of the future: Chang (second from right) and Rezal Khairi (fourth from right) attending the launch of the MHRS in Putrajaya. — ART CHEN/The Star PUTRAJAYA: Malaysia has taken significant steps towards a clean energy future by introducing the Mobile Hydrogen Refuelling Station (MHRS) development project to drive innovation in the hydrogen-based mobility sector, it was revealed. The RM15mil pilot project, located at Precinct 2 here, is capable of supplying 50kg of hydrogen daily through the small-scale station. Science, Technology and Innovation Minister Chang Lih Kang said the MHRS not only boosted R&D in hydrogen and fuel cell technology, it also supported the national target of achieving zero carbon emission by 2050. 'There are no hydrogen-powered vehicles in Malaysia, but we have hydrogen fuel cell electric vehicle (FCEV) suppliers. 'Basic infrastructure for FCEV refuelling should be created to accelerate the adoption of hydrogen as a fuel in the transportation and mobility sector,' he told a press conference after launching the MHRS here yesterday, Bernama reported. The project is supported by the Science, Technology and Innovation Ministry (Mosti) through the National Nanotechnology Centre (NNC) and NanoMalaysia Bhd (NMB), in collaboration with PETRONAS Technology Ventures Sdn Bhd (PTVSB), Sime UMW, UMW Toyota Motor Sdn Bhd (UMWT) and the Malaysian Green Technology and Climate Change Corp (MGTC). NMB, as the asset administrator representing Mosti, will operate the MHRS station and test site for new technologies to explore long-term commercial opportunities. PTVSB supplies hydrogen and oversees the station's engineering, procurement, construction and commissioning (EPCC) while Sime UMW and UMWT will provide three Toyota Mirai hydrogen-powered vehicles and offer essential operational and maintenance services. Chang said the MHRS will play the role of educating the public on the current status of hydrogen technology and demonstrating that hydrogen can now be used as a fuel for vehicles. 'But we need to create the ecosystem first, as we are starting from scratch. We don't have the users and the supply but we are targeting that by 2030, there will be FCEVs on Malaysian roads,' he said. NMB chief executive officer Dr Rezal Khairi Ahmad said the MHRS would be a catalyst for clean energy infrastructure and pave the way for investments and innovation as well as strengthen Malaysia's position as a regional hub for hydrogen technology. 'Under the leadership of Mosti, NMB will continue to leverage the full potential of the MHRS in close collaboration with local authorities, stakeholders and industry players to make Putrajaya the starting point for the country's hydrogen-powered mobility transformation,' he said.
