TOKYO — In the age of electric vehicles, the hydrogen fuel cell tends to look either hopelessly too far behind the times or too far ahead. As automakers prepare for a market of full battery-electrics, even fuel cell proponents seem to be dragging their feet on hydrogen-powered cars.
Last year, fuel cell pioneer Honda Motor Co. pulled the plug on its Clarity sedan, leaving the company without a fuel cell offering for the first time since 2008. Industrywide, fuel cell vehicle volume remains a dribble compared with the fire hose of EVs coming online.
But the technology is still taking shape.
Two Asian rivals, Toyota Motor Corp. and Hyundai Motor Group, now make the only two fuel cell passenger vehicles on the market.
Japan’s biggest automaker has rolled out a second generation of its Mirai fuel cell car, and Hyundai sells its Nexo fuel cell-powered crossover. Hyundai is confident enough in the Nexo that it reentered the Japanese market with the model this year after quitting Japan in 2009.
The Asian giants have also unveiled plans to deploy the technology in commercial vehicle fleets.
In detailing its road map last year, Hyundai said a next-generation Nexo will arrive in 2023 and that the Staria people-mover van will get a fuel cell setup at that time. Both Kia and the Genesis premium marque will also get fuel cells after 2025. Hyundai even teased a high-powered hydrogen-fueled sports car concept capable of doing 0 to 62 mph in less than four seconds. It combines a fuel cell power converter with a plug-in hybrid setup.
Still, Toyota and Hyundai have sold only tens of thousands of fuel cell vehicles, cumulatively, since Toyota first deployed the technology in 2014 and Hyundai in 2013.
That compares with 1 million EVs a year sold by Tesla alone.
BMW and Daimler are also tinkering with fuel cells. And Honda is still cooperating with General Motors on what those partners hope will be a next-generation system.
The technology has gained some converts. Stellantis recently announced that it will launch a hydrogen-powered Ram Heavy Duty pickup later in the decade, building on the automaker’s progress with hydrogen vans in Europe. CEO Carlos Tavares said fast fill-up times and long driving ranges make fuel cell systems well suited to zero-emission commercial vehicles.
Fuel cell powertrains combine hydrogen with air in a chemical reaction that creates electricity and water vapor. The electricity powers an electric motor, just as in a battery-electric vehicle.
Engineers are now focused on reducing the size, weight and cost of future fuel cell systems, all while boosting power output. But even if they achieve all of that, hydrogen fuel cell EVs will still face the critical weak link of an all-but-nonexistent refueling infrastructure.
Automakers are pushing new uses for hydrogen that may, in turn, fan demand for the fuel and spur the development of a refueling network that could support fuel cell vehicle sales.
On one hand is GM, which sees hydrogen as a way to recharge full-electric vehicles. In January, GM said it will launch a series of power generators for multiple uses, including EV charging, powered by its Hydrotec hydrogen fuel cell technology.
Meanwhile, Toyota is developing an internal combustion engine that burns hydrogen instead of gasoline. The system is being pitched as one pathway to carbon neutrality. If Toyota can ever bring hydrogen combustion to the market, it would add impetus for fueling stations.
It’s all part of a wider push by automakers to create critical mass and achieve a so-called hydrogen society in which the fuel powers everything from cars, trucks and trains to offices and homes.
“Our vision of an all-electric future is broader than just passenger vehicles or even transportation,” says Charlie Freese, GM executive director of the global Hydrotec business. “Our energy platform expertise with Ultium vehicle architectures and propulsion components and Hydrotec fuel cells can expand access to energy across many different industries and users.”