Changes in Hydrogen Fuel Cells
Both automakers plan to change this with technology that's more cost effective than the current test vehicle fleet. Toyota’s fuel cell stack delivers 3.1 kW/L at a size that fits under the front driver and passenger seats. The system delivers a maximum output of 153hp, accelerating the Mirai (appropriately, "Future" in Japanese) from 0-60 mph in 9.0 seconds and delivering a passing time of 3 seconds from 25-40 mph, comparable to mainstream gasoline powered sedans. The vehicle will also be offered with an optional power take off device that enables the Mirai to serve as a mobile emergency generator, powering home essentials in an average house for up to a week.Honda's version, currently titled the FCV Concept, uses a next generation powertrain that's 60 percent more power-dense and one third smaller than the cell "stack" that powered the FCX Clarity, Honda's current fuel cell car under test in California. The FCV is predicted to fuel in three to five minutes at 70MPa and carry enough fuel for 300 mile range, addressing two of the major criticisms of the technology: limited range and slow fueling.
A Major Barrier for Hydrogen Vehicles: Fueling Stations
Another obstacle has been the lack of hydrogen fuel filling stations, a potential deal-breaker for real world drivers. In Japan, Toyota will run a network of filling stations in partnership with hydrogen supplier Iwatani and oxygen producer Taiyo Nippon Sanso. Honda is also stepping up. In May 2013, American Honda joined a US public-private partnership, H2USA to coordinate government, automakers and hydrogen producers to speed up the needed infrastructure build.
Taking Fuel Cell Cars Mainstream
California has always been the nucleus of low and zero-emission vehicle technology. With the strictest auto emissions standards in the Western Hemisphere and a large, concentrated population, the test marketing of commercial scale zero-emission vehicles makes sense in the state. To explore the possibility of fuel cell power, another automaker/government/research PPP, the California Fuel Cell Partnership, has driven the growth of fuel cell refueling stations from a handful in 2008 to a network of 100 stations by 2021. The stations are mainly clustered in the San Francisco and Los Angeles areas with connector stations in between. With stable funding from the California Legislature, soon-to-be ready standards from the Society of Automotive Engineers and widespread acceptance of the need for zero-emissions in California, the final piece of the puzzle is in the hands of the automakers. Most of the major players have active research programs and Nissan, Mercedes-Benz, General Motors and Hyundai have a limited number of vehicles available for lease now in the State.
Limited production "pilot plant" automaking however, is very different from true mass production. Current fleets number in the hundreds, while standard assembly plant operations will need volumes in the tens of thousands for fuel cell tech to reach critical mass and break out of the Golden State. With Toyota and Honda doubling down on the technology with products that address all major consumer concerns, what could possibly go wrong? One answer may be "Tesla". Hydrogen fuel cells are really generators; the vehicles are in fact powered by electric motors. As battery technology improves, simply storing the energy as electricity may eliminate the need to generate it on-board. And with General Motors, BMW, Nissan and others offering electric vehicles at prices that compare well to fuel cell technology, the battle to win the hearts and minds of environmentally-conscious California drivers could determine the future of zero-emissions driving everywhere.
For more information, visit the websites for Honda and Toyota.