Antwerp, Belgium – What will tomorrow’s fleet look like? When it comes to phasing out combustion engines, two alternatives stand out clearly. Battery electric vehicles and hydrogen models. Each solution has its advantages and disadvantages and some manufacturers use both technologies at the same time.
This applies to Toyota, Hyundai, Honda, but also to BMW, which presented a vehicle based on the SUV X5 to the press. This model, called iX5 Hydrogen, will be used for a pilot project. Around 100 SUVs are used worldwide for demonstration and test purposes. BMW’s goal in the medium term is to bring a range of hydrogen vehicles onto the market.
hydrogen 101
But before we continue in this test ride, let’s get back to basics. When we talk about a hydrogen vehicle, it’s actually an electric car. It’s just that it doesn’t draw its power from a large battery. Instead, a fuel cell is used.
It is a power generation system that was invented in the 19th century but was slow to find concrete applications in industry. For the record, the command module of the Apollo rockets that went to the moon was equipped with it. This made it possible to supply the crew with electricity and water.
Image: NASA
The basic functioning of a fuel cell is very simple. Electrodes coated with platinum (rare and expensive metal) are arranged like a millefeuille. On one side we pass hydrogen (dihydrogen H2) and on the other side air (dioxygen O2). The meeting of the two gases in the fuel cell produces electricity, heat and… water, as the bonding of hydrogen and oxygen atoms results in H2O.
Hydrogen is the most abundant chemical element in the universe. It is also very present on Earth, but not in the form needed to run a fuel cell. In fact, it tends to mix easily with other atoms such as carbon or oxygen. This therefore implies a first transformation to get H2. To have enough autonomy you have to compress it and put a lot of it in the tank, which must withstand a very high pressure. With the BMW iX5 we are talking about 700 bar, just over 10,000 PSI! When fully fueled, the iX5 transports 6 kg of hydrogen in its two tanks. This gives an approximate range of 500 km.
Since the pressure in the tank is too high to supply the fuel cell directly, a regulator lowers it from 700 bar to 10-15 bar as required. A final system lowers the pressure further to about 1 bar when the hydrogen enters the fuel cell.
On the other side of the cell, the vehicle uses ambient air to trigger the chemical reaction. As with any petrol engine, the outside air is first filtered before being passed through a compressor. Similar to a classic car turbo, this increases the pressure to 1 bar, so that the pressure of hydrogen and oxygen is similar. Before being injected into the fuel cell, the air is cooled and then humidified thanks to part of the water discharged from the exhaust.
The chemical reaction in the battery produces electricity that can power the motor directly or be stored in a small battery. With the iX5 we are talking about 2 usable kWh, which is much less than a battery-powered electric car.
Photo: BMW
With a maximum temperature of 90°C, the heat generated by the fuel cell heats the passenger compartment without affecting the car’s range. The water resulting from the chemical reaction is routed to a noise-reducing exhaust. Steam and water come out, and in quite large quantities, because the BMW engineers spoke of 10.8 kg of water (or 10.8 liters) per 100 km of travel.
What is the iX5 worth on the road?
Based on the BMW X5 plug-in hybrid, the iX5 Hydrogen weighs a few kilograms less (which we weren’t told). Knowing that an X5 xDrive45e weighs 2,561 kg, the iX5 is still heavy. The chassis, slightly modified, the running gear and the entire interior come from the X5 plug-in hybrid. The interior is also similar. What sets this hydrogen powered version apart are the blue colored inserts scattered throughout and around the vehicle.
Photo: Julien Amado
The electric motor and transmission, on the other hand, come from the battery-powered iX. Vehicles built for the pilot are rear-wheel drive, but BMW told us an all-wheel drive SUV would be possible by adding a front engine.
The first laps with the BMW iX5 are like in any electric SUV. The handling is reminiscent of the gas-powered X5. We find properly calibrated steering, a well-controlled ride and fairly dynamic handling for a vehicle of this size. Total power announced by BMW is 396 hp, which is more than enough to move an X5.
With an announcement of 0 to 100 km/h in 6 seconds, the accelerations are less strong than with an iX, but still remain fast. Outside the vehicle, the fuel cell makes a little noise, but nothing can be heard on the road. The soundproofing is very good and the iX5 is as quiet as any battery electric vehicle. Brake Energy Regeneration is also identical. The energy recovered in this way is stored in the battery and can be used when the driver uses the vehicle more heavily.
Photo: Julien Amado
At the end of our test of almost 2 hours, the iX5 Hydrogen showed an average consumption of 1.4 kg of hydrogen per 100 km. Unusual dates that require some mental calculations to know their true autonomy.
Knowing that the tank can hold 6 kg of hydrogen, we could have covered around 430 km on a full tank. BMW showed us how to fill up at a gas station. Aside from locking the gun and pressing a button (green or red) to start and stop filling, this is done in exactly the same way as a full tank of gas.
Photo: Julien Amado
It takes 3-4 minutes to fully charge. For the hydrogen-filled model, BMW added 4.2 kg of fuel. At a price of 17.99 euros per kilogram (US$26), the total for the tank was 76 euros including taxes (US$109). Knowing that the operator has explained to us that they are currently selling their hydrogen below actual cost prices means that it is an expensive fuel.
What future for Canada?
Driving a hydrogen vehicle is very similar to driving a battery powered vehicle. Refueling takes just a few minutes, which is less restrictive than an EV at a fast charging station.
On the other hand, hydrogen vehicles have many disadvantages. First, there are practically no gas stations in Quebec and Canada. Then obtaining hydrogen in the required form and at a sufficient pressure requires transformations that are costly in terms of energy.
Finally, the lifespan of the tank and fuel cell are also important issues, as they are the most expensive elements of the vehicle. According to the BMW experts consulted on site, the tanks have a service life of 15 years before they have to be replaced in Europe. But this is a law, not a technical problem. It would therefore be theoretically possible to use them longer.
The same experts were less vocal about battery life and replacement costs. The only information we got was that it should hold “the same mileage as a conventional petrol engine”, which is pretty vague.
Photo: BMW
Does this technology have a future in Canada? Yes, without a doubt. But not for private vehicles, which have to be charged at hundreds of gas stations across the country. Their very high unit costs (several million dollars per station) make their use even more difficult.
On the other hand, this technology could be very well suited for heavy trucks or large vans that have to haul heavy loads hundreds of kilometers. An area in which battery-powered vehicles more quickly reach their limits, especially in very cold weather. With well-placed stations in strategic locations, trucks could fill up with hydrogen more easily than cars, whose route is less predictable.
Also, it’s important to note that BMW isn’t about replacing battery-powered cars with hydrogen-powered vehicles. All the experts we spoke to have confirmed that it is an alternative solution, an addition. You also have to understand that the manufacturer’s strategy is part of a global and international vision, in a world where modes of transport and population density are not the same as here. Europe, but also Japan, where the population is denser and large-scale charging of battery cars is more complex to implement, is more interested in hydrogen.
In Quebec, where electricity costs are among the lowest in the world, consumers are much more interested in buying a battery-powered car than a hydrogen vehicle. And barring a major scientific discovery that would radically change the situation, it was to remain so for years to come.