Realistic or pipe dream?

Honda FCX Clarity

2011 Honda FCX Clarity hydrogen fuel cell vehicle

 

For the past couple of decades we’ve been promised that fuel-cell powered vehicles were just around the corner. We were also promised that once they made it to market, they would revolutionize the very concept of the automobile.

That in itself, has the potential to create a major disruption in the industry, marking a sharp turning point from the evolutionary path we’ve been on for more than a century.

It was under such a premise that saw General Motors unveil its futuristic Autonomy concept car way back in 2002, from which several spin-off ideas have since made it to market.

So what about the fuel cell itself? Is there a realistic potential for it to do the same? Are fuel-cell electric vehicles (FCEVs) serious possibilities — or just more hype?

Detractors will insist that the fervour for fuel cells is just the latter, that they’ll always be cars of the future, awaiting some major technology breakthrough to make them commercially feasible. But that same mindset was long applied to battery electric vehicles (BEVs) and now not only are they in mass production, they’re also beginning to gain sales momentum.

MOVING FORWARD
As is the case with BEVs, evolutionary progress has slowly brought FCEVs into the realm of production reality. In fact, they’re already available on this continent. The first boatload of Hyundai Tucson Fuel Cell utility vehicles destined for retail distribution arrived at the Port of Los Angeles in May of this year.

In addition both Honda and Toyota have committed to bringing FCEVs of their own to market by the end of next year. Unlike Hyundai, which adapted its fuel-cell to an existing vehicle, the Honda and Toyota cars will be purpose-built around their fuel cells, giving them the opportunity to take advantage of the design freedoms that fuel cells offer.

Honda debuted its FCEV Concept car at the Los Angeles auto show last November and Toyota showed its fuel cell concept car at the concurrent Tokyo show. Both featured styling that is a step beyond the current norm and Toyota has since revealed that its production FCEV will be a near clone of the concept. We await more information on just how else they’ll deviate from the norm.

As their name implies, fuel cells require fuel — specifically hydrogen — and they must be refueled regularly. For that reason, as is the case for Hyundai, the Honda and Toyota FCEVs are expected to be offered initially in California, where a modest network of hydrogen refueling stations already exists. California has been the hotbed of FCEV development and testing in North America, which accounts for its lead over other regions in terms of infrastructure. The fact that they consume fuel is the main thing that separates fuel cells from batteries.

Relying on fuel as an energy source allows them to generate electricity on-board electrochemically, instead of just storing electricity generated elsewhere as batteries do. Otherwise, they serve the same function in an automobile powertrain. Which means they can share the rest of that powertrain — a major factor in helping bring FCEV costs into line going forward. If they’re effectively interchangeable, then why pursue fuel cells? Why not just stick with battery power?

RANGE DOES MATTER
Two reasons: range and refuelling time. Along with price, their limited driving range and long recharging times are the two major roadblocks to more widespread acceptance of BEVs. Fuel cells aren’t likely to offer a price advantage — they’re likely to cost even more to produce, at least initially — but they effectively eliminate the other two problems.

Hyundai says the range and refueling time of its Tucson Fuel Cell vehicles compares favourably with those for gasoline models. FCEV prototypes from various manufacturers have demonstrated driving ranges in excess of 600 km (375 miles) — well short of the best diesel offerings but three times more than that of most BEVs. Add in refueling times measured in minutes rather than hours and it could tilt consumer acceptance toward fuel-cell power.

Cost remains an issue, of course. Hyundai is leasing the Tucson Fuel Cell for $499/month on a 36-month term, with $2,999 down (all figures in U.S. dollars), including unlimited free hydrogen refueling. Those prices are undoubtedly far below break-even — although that’s a common practice for pioneering vehicles.

There are still other hurdles to be overcome too — the lack of a widespread hydrogen distribution infrastructure being the biggest. If FCEVs catch on in California, there will likely be a strong incentive for other jurisdictions to follow. So don’t be surprised if you’re offering FCEVs in your showroom in the not too distant future.

Honda FCX Clarity

About Gerry Malloy

Gerry Malloy is one of Canada's best known, award-winning automotive journalists.

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