Bitcoin miners brace for impact as halving goes live
AUSTIN, TEXAS — Adam Sullivan left investment banking to mine bitcoin at an awkward time. It was May 2023, bitcoin was trading at around $21,000, U.S. regulators were in the thick of cracking down on the sector writ large, and Core Scientific, the company he had agreed to take over, was battling angry lenders in a Texas bankruptcy court over tens of millions of dollars in outstanding debt.
But Sullivan knew that, with a lifeline, he could get the business to a much better place. That’s because the halving was on the way, and with it would likely come a big rally in bitcoin.
Late Friday night, the bitcoin code automatically cut new issuance of the world’s largest cryptocurrency in half. It happens roughly every four years, and in addition to helping to stave off inflation, it historically precedes a major run-up in the price of bitcoin.
The technical event is relatively simple: Bitcoin miners get paid in bitcoin to validate transactions, and after 210,000 blocks of transactions are computed and added to the main chain, the reward given to the miners securing bitcoin is ‘halved.’
There are more than a dozen publicly traded miners on the network and thousands of smaller, private ones around the globe, constantly racing to process transactions and get paid in new bitcoin. Because the event leads to a cut to rewards paid to miners directly, they’ll be the first ones to feel the impact of the halving.
The price of bitcoin has touched new all-time highs after each “halving” event.
CNBC
Typically, when the halving cuts supply, it’s led to huge rallies for bitcoin.
In fact, the previous (and only) three halvings in the chain’s history have come before every bull run, in which the coin has touched new all-time highs and a surge of investors have entered the market for the first time.
That rapid price increase has helped many miners stave off the worst since it tends to offset the impact of having the block prize cut in half.
“As a company that was already in the process of scaling our infrastructure during the previous halving, we know the toll that halvings can take on a company if it is not adequately prepared,” Core’s Sullivan told CNBC.
The aggregate market cap of the 14 U.S.-listed bitcoin miners tracked by JPMorgan analysts declined 28% over the first half of April to $14.2 billion, reaching year-to-date lows. Bitdeer was the best-performing stock over the period, down around 20%, versus Stronghold Digital, which was 46% lower.
Some have billed the 2024 bitcoin halving as a seminal moment for the mining sector. Depending on how much prep work miners have done, it could easily make or break them.
“Being prepared for a halving means evaluating all of your power strategies, all of your software capabilities, all of your operations,” continued Sullivan.
Others are less concerned given recent price moves in bitcoin.
In a research note from Needham on Apr. 16, analysts said they expect the halving to only have a modest impact to miners’ estimated EBITDA margins, despite the 50% reduction in revenue, since the price of bitcoin has been trading in the range of $60,000 to $70,000.
“We expect geopolitical tensions and interest rate policy to be the biggest near-term drivers of crypto price action,” Needham analysts wrote, adding that at a bitcoin price above $60,000, the halving is “derisked for nearly all public miners.”
The bank did, however, single out their preference for low-cost bitcoin producers like Riot Platforms, Bitdeer, and Cipher Mining. Meanwhile, if bitcoin prices fall, Needham says the most outsized native impact will be felt by higher cost producers that are also levered to higher bitcoin prices via large treasury holdings.
Analysts from JPMorgan echoed a similar sentiment, writing in an Apr. 16 research note that they think “recent weakness offers an attractive entry point” for investors and that they are “especially bullish” on Riot, which they believe offers attractive relative valuations.
The 14 U.S.-listed miners tracked by JPMorgan account for around 21% of the bitcoin global network.
Power supply for Whinstone’s bitcoin mine in Rockdale, Texas.
Years spent bracing for the halving
Miners have had years to prepare for the halving, including seeking lower power costs and upgrading their fleets to more efficient machines.
“Bitcoin’s halving happens like clockwork every four years,” said Haris Basit, chief strategy officer of Bitdeer Technologies Group. “It’s a known variable that is a benchmark for us to remain focused on operational excellence.”
To that end, the Singapore-headquartered mining firm has invested in new data centers, but its core strategy has been to increase vertical integration through research and development. 25% of its staff is focused on R&D efforts, which Basit says have “led to new innovations and revenue pathways, such as our recently announced 4nm mining rigs and AI Cloud offerings.”
Analysts at Cantor Fitzgerald recently named Bitdeer as having one of the industry’s lowest “all-in” cost-per-coin.
Greg Beard, the CEO and Chairman of Stronghold Digital Mining, tells CNBC that miners whose only lever is more efficient machines will be at a disadvantage.
“Miners who own their low-cost power are better positioned,” said Beard. “Operational costs will be lower, allowing them to be more flexible with their capital.”
Core’s Sullivan agrees, noting that bitcoin mining data centers in the future will work hand-in-glove with power generators and grid operators to serve as a virtual battery for grid operators – allowing them to increase base load, curtail bitcoin data centers when they need to, and avoid peak generation loads, which he says are dirty and expensive.
“We own and operate our infrastructure, giving us greater control over operational and strategic decisions, such as the potential to expand into high-performance computing hosting,” said Sullivan.
Core Scientific, which launched in 2017 and now manages seven mining sites in five U.S. states, also owns the full technology stack. The company has been looking to diversify its revenue streams beyond purely bitcoin. Sullivan says that existing data centers offer reconfiguration opportunities to accommodate new types of high-value compute.
“Certain data centers are located in close proximity to major metropolitan areas, making them candidates for low-latency, high-value compute applications,” said Core’s CEO.
Bitdeer’s bitcoin mine in Rockdale, Texas.
Riot Platforms CEO Jason Les told CNBC that preparation for the halving came down to the company’s long-standing focus on achieving a low cost of power, strong balance sheet, and significant scale of operations. Les says that’s what has positioned the firm to both withstand the halving with positive margins and be well positioned for upside on the other side of it.
“Our new Corsicana Facility was energized just this week, and we will be significantly scaling up our hash rate with next-generation equipment at that new site over the remainder of the year,” said Les. “As a result, we are positioned to mine more bitcoin per day at the end of the year than we do today, despite the halving.”
Marathon Digital, which has grown more than 70% in the last year, took a different approach to scaling the business than its rivals. CEO Fred Thiel tells CNBC that the company grew quickly using an asset-light approach, where Capex was spent on mining rigs rather than infrastructure.
“In December, we owned less than 5% of the sites where we were hosting our miners,” said Thiel. “Today we now own 53% of our total 1.1 gigawatts of capacity, having purchased it at less than the build and replacement cost.”
Owning sites lowers Marathon’s cost to mine by up to 20% on a marginal cost basis. Thiel also noted that by the end of 2024, Marathon expects to further improve efficiency by 10% to 15% as they deploy the next generation rigs across their new sites.
That boost to efficiency isn’t just about new gear, however. The firm is deploying its custom firmware, which allows it to operate even more efficiently.
Marathon, along with other mining firms, has begun diversifying its business model into ancillary operations beyond purely bitcoin mining.
Thiel says the company recently launched an energy harvesting division, where they are compensated to convert stranded methane and bio-mass into energy and then sell heat back into an industrial or commercial process, which essentially subsidizes and lowers our cost to mine significantly. Marathon expects this new business line to generate a significant portion of its revenues by the halving in 2028.
Diversifying revenue
The April 2024 bitcoin halving looks a lot different than the three that came before it.
For years, increased competition resulting from new miners coming online has been cutting into profits, because more miners means more people are sharing the same pool of rewards.
In a research note from JPMorgan on Apr. 16, analysts note that the network hashrate, a proxy for industry competition and mining difficulty, was up 4% in April from the month before. Stronghold’s Beard says the halving is a headwind dwarfed by the global hashrate increasing nearly five-fold from the last one in May 2020.
“Mining is a tough industry especially because there are a lot of nation states that have extra power power and they’re dedicating it to mining,” said Nic Carter of Castle Island Ventures. “It’s a free market, anybody can enter into it as long as they basics.”
U.S. spot bitcoin exchange-traded funds have also significantly shifted the pricing dynamics. In years past, the price of bitcoin didn’t surge until after the halving. But in the wake of record flows into these spot bitcoin funds, the world’s largest cryptocurrency touched a fresh all-time-high above $73,000 in March.
“The recently approved Bitcoin ETFs have proven to be huge pipelines of capital into Bitcoin and that universe of ETFs continues to grow with the recent approvals in Hong Kong as well,” said Riot’s Les. “We think the price action we’ve seen in bitcoin year-to-date reflect that and has us very optimistic on what bitcoin mining economics can look like in the months and years post-halving.”
Blackrock’s ETF reached $17 billion in net assets within a few months of launching. Beard of Stronghold tells CNBC that if Blackrock added even just a billion dollars more of bitcoin in April to its ETF, it would single handedly create demand for more coins than the mining industry will supply post halving.
What is also different this time around is that the block reward is no longer the primary form of miner revenue. Recent programming innovations in bitcoin have given way to a burgeoning ecosystem of projects building on top of bitcoin’s blockchain, which has translated to greater transaction fee revenue for miners.
There is a limit to how large the blocks can go but the value of those blocks is about to increase significantly, according to Bill Barhydt, who is the CEO and founder of Abra. From Barhydt’s vantage point, he supports miners with a mix of services, including their auto liquidations, so he has access to a lot of macro data across the sector.
“The math is simple,” begins Barhydt. “Bitcoin blocks are fixed in size and the demand for data within those blocks is going to increase significantly for several reasons, including more retail wallet holders moving their Bitcoin into and out of storage, new uses cases like Ordinals (NFT’s for Bitcoin) and DeFi on Bitcoin, institutional settlement requirements for exchange traded products in the U.S., Hong Kong, Europe, etc, lightning settlement transactions and more.”
At the current rate of adoption, Barhydt believes that transaction fees in this cycle would likely peak within 24 months at 10 times their cost during the previous cycle peak, due to a combination of a higher price for bitcoin itself, combined with higher demand for the space inside each block.
Castle Island’s Carter isn’t so sure that fee-based revenue can completely make up for lost income post-halving.
“It’s not entirely clear that fees are fully offsetting the lost revenue, and in fact, I don’t expect that to happen” said Carter.
Fees tend to be really cyclical. They rise sharply during periods of congestion, and they fall back to near zero during other normal periods. Carter cautions that miners will see spikes in fees, but there is not yet an enduring, strong, and robust fee market most of the time.
Swapping ASICs for AI
In the last year, there has been a surge in demand for AI compute and infrastructure that can support the massive workloads required to power these novel machine learning applications. In a new report, digital asset fund manager CoinShares says it expects to see more miners shift toward artificial intelligence in energy-secure locations because of the potential for higher revenues.
Already, mining firms like BitDigital, Hive, Hut 8, Terawfulf, and Core Scientific all have current AI operations or AI growth plans.
“This trend suggests that bitcoin mining may increasingly move to stranded energy sites while investment in AI grows at more stable locations,” write analysts CoinShares.
But pivoting from bitcoin mining to AI isn’t as simple as re-purposing existing infrastructure and machines. The datacenter infrastructure is different, as are the data network needs.
“AI presents several challenges, notably the need for distinct and considerably more costly infrastructure, which establishes barriers to entry for smaller, less capitalized entities,” continues the report. “Additionally, the necessity for a different skill set among employees leads to increased costs as companies hire more AI-skilled talent.”
The rigs used to mine bitcoin are called ASICs, short for Application-Specific Integrated Circuits. The “Specific” in that acronym means that it can’t be used to do other things, like supporting the underlying infrastructure for AI market.
“If you’re a bitcoin miner, your machines can’t be repurposed,” explains Carter. “You have to buy net new machines in order to do it and the datacenter requirements are different for AI versus bitcoin mining.”
Sullivan says that Core Scientific, which has been mining a mix of digital assets since 2017, began to diversify into other services in 2019.
“The company has owned and hosted Nvidia DGX systems andGPUs for AI computing, having built and deployed a specialized facility specifically for high-value compute applications at our Dalton, Georgia data center campus,” he said.
Core has also partnered with CoreWeave, a cloud provider which provides infrastructure for use cases like machine learning.
Sullivan says the combined capabilities will support both AI and High Performance Compute workloads, resulting in an estimated revenue of $100 million, though he says the total potential revenue is much higher given their significant infrastructure footprint that can be fitted to host some of the most advanced GPU compute coming to market.
“Bitcoin mining is an early example of high-value compute, attracting significant capital and a number of companies scaling their operations to support the Bitcoin Network,” said Sullivan.
But Sullivan thinks few operators will be able to make the transition to AI.
Sullivan continued, “Bitcoin mining sites can only be repurposed if they meet the attributes that are required for HPC. Many existing sites across North America do not meet these needs.”
One of the largest electric bike brands in the US, Aventon, has recently shared several details about the company’s response to US tariffs on imported goods. The details reveal insight into how large e-bike makers are coping with the major disruption caused by the trade war launched by the Trump administration.
In a comprehensive post, Aventon covered the company’s response to several issues, from supply chain disruptions to manufacturing shifts to pricing policy.
Shift in manufacturing away from China
Like many e-bike brands, as Trump’s threats to cripple US imports from China grew, the company began focusing on alternative manufacturing locations. Despite being based in China and enjoying something of a home field advantage, the impact of potentially heavy tariffs threatened to offset the benefits of China’s lower-cost manufacturing and close proximity to the e-bike component supply chain.
Other Southeast Asian countries like Vietnam, Cambodia, and Thailand are seen as prime locations to shift e-bike manufacturing outside of China. Ironically, many of the new bicycle factories opened in these countries are actually Chinese-owned, built as investments by the very factory owners who anticipated a manufacturing shift brought on by tariffs initiated during the first Trump administration and increasingly hostile American rhetoric towards China.
However, moving manufacturing outside of China comes with increasing costs and complexities beyond mere labor and investment in local manufacturing expertise. “The lack of localized suppliers means critical parts (e.g., motors, batteries) still often come from China,” explained Aventon. “This creates a logistical puzzle: components are shipped to Southeast Asia for assembly, then transported to the U.S. This multi-step process adds 50+ days to shipment times compared to direct manufacturing in China.”
Pricing could still take a hit
While the tariffs on other countries pale in comparison to the current 170% tariffs on Chinese e-bikes (145% retaliatory tariffs on top of 25% Section 301 tariffs), there’s no guarantee that tariffs on e-bikes from countries like Vietnam and Thailand will remain comparatively low. The current tariff on e-bikes from countries other than China sits at a minimum of 10%, but those could rise this summer after a 90-day pause granted by the Trump administration ends without a new negotiated deal or backtrack from the administration.
Those tariffs, Aventon made clear, are not paid by the countries who produce the goods, but rather by the companies who import them, and then ultimately by American consumers. “Tariffs are paid by importers during customs clearance before products reach the U.S. soil. These costs typically trickle down to consumers through price adjustments,” Aventon explained.
For now, Aventon has committed to keeping costs as low as possible by absorbing the increase in costs. “In early 2025, we proactively shifted 100% of our production to Thailand, investing in factory partnerships by sending Aventon key stakeholders from the production, quality control, and industrial engineering teams. While this transition increased our manufacturing and logistics costs by 10-15%, we’ve chosen to absorb many of these expenses.”
The brand cited sensitivity to inflation in the US causing an increase in living costs as one of the key reasons it intends to absorb the current price increases, which Aventon says aligns with its long-term vision of “keeping electric bikes accessible to everyone, not just those who can afford premium pricing.”
Can e-bikes be produced in the US?
For its part, Aventon won’t be bringing production of its electric bikes to the US anytime soon, citing a lack of domestic supply for critical components and the heavy tariffs applied to those components.
However, the company doesn’t rule out the possibility for e-bike assembly to occur on a smaller scale if tariffs are lifted, potentially as a precursor to true manufacturing in the future.
“Unfortunately, there is no supply chain of e-bike components here in the US and all key components are imposed with significant tariffs coming from China. Having e-bikes made in the US is not practical unless the parts tariffs are lifted. Then assembly first, followed by key components manufacturing in the long run, is possible.”
Electrek’s Take
There are a few things to unpack here. First of all, Aventon is right. Electric bike manufacturing isn’t coming to the US. While the company correctly cited the lack of a domestic supply chain as a key issue, what they perhaps wisely left unsaid is that the world experts on building bicycles currently live in China. Unless someone is going to invest millions in infrastructure to build factories and then pay the millions more it will take to train and payroll a new bicycle-building workforce, then it just isn’t going to happen.
Yes, small-scale bicycle building is happening in the US. Electric Bike Company in Newport Beach, California, is a prime example. They deserve all the respect in the world for building e-bikes in the US for years, long before tariffs were an issue. However, the most important components for their e-bikes come from China, and I don’t see how they can survive without raising prices substantially to cover the near-tripling cost of the most important components. And if they raise prices, then that’s another threat to their future.
Next, there’s something ironic about a Chinese-owned e-bike company telling Americans that it will keep prices lower because it knows Americans are already hurting financially. If the Murica crowd were ever to do some reflecting, this might be the time. There’s nothing wrong with being patriotic and wanting your country to succeed, but if the other country you’re trying to spite feels sympathy for you and thinks you need help, perhaps the “America First” policies aren’t working the way it was hoped.
And lastly, keep in mind that this is all extremely volatile and fluid. There is absolutely no stability in the e-bike market right now, nor larger global trade. This entire global financial tailspin was sent into action by the whims of one geriatric firebrand, and it can change just as quickly. Trump could decide to reduce tariffs on China tomorrow to prevent supply crises in the US, or he could double down and put similar embargo-level tariffs on countries like Vietnam, Cambodia, and Thailand. It could literally go either way in a single day, or it could stagnate for months, with recent events showing us that both possibilities could be just as likely. The point being, this is the situation today, but no one knows what could come tomorrow.
Ooof – I need to go for a bike ride.
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![ABB brought its new, 1.2 MW electric semi truck charger to ACT Expo [update]](https://i0.wp.com/electrek.co/wp-content/uploads/sites/3/2025/04/abb_new-main.jpg?resize=1200,628&quality=82&strip=all&ssl=1)
Capable of delivering up to 1,200 kW of power to get electric commercial trucks back on the road in minutes, the new ABB MCS1200 Megawatt Charging System is part of an ecosystem of electric vehicle supply equipment (EVSE) that ABB’s bringing to this year’s ACT Expo.
UPDATE 03MAY2025: ABB reads Electrek (see above).
So, in fun news, the team at ABB reads Electrek (as they should), and were eager to talk to us about that “Goldilocks” post about matching charge time to the preferred customer experience. That idea isn’t just something ABB can get on board with – it’s at the core of their new, modular EV charging infrastructure.
“With our new interface, we make it easy to customize the charging experience for the CPO and the customer,” explained an ABB engineer, who walked me through the new EVSE’s backend on the show floor (paraphrased). “The users can pay with a card, with an app, or an RFID – and you can program what that experience is like, even prioritizing certain members or giving others free or discounted charging.”
There’s a lot to unpack there, including the ability to provide priority charging to certain vehicles (like police or emergency service EVs) to get them back on the road faster. In the next few days, we’ll have ABB President, Brandt Hastings, on Quick Charge to walk us through more of those features and how they come together to deliver a better charging experience.
Stay tuned for that, and check out the original article, below.
ABB E-mobility is using the annual clean trucking conference to showcase the expansion of its EVSE portfolio with three all-new charger families: the field-upgradable A200/300 All-in-One chargers, the MCS1200 Megawatt Charging System for heavy-duty vehicles shown (above), and the ChargeDock Dispenser for flexible depot charging.
The company said its new product platform was built by applying a computer system-style domain separation to charger design, fundamentally improving subsystem development and creating a clear path forward for site and system expansion. In other words, ABB is selling a system with both future-proofing and enhanced dependability baked in.
“We have built a system by logically separating a charger into four distinct subsystems … each functioning as an independent subsystem,” explains Michael Halbherr, CEO of ABB E-mobility. “Unlike conventional chargers, where a user interface failure can disable the entire system, our architecture ensures charging continues even if the screen or payment system encounters issues. Moreover, we can improve each subsystem at its own pace without having to change the entire system.”
The parts of ABB’s new EVSE portfolio that have been made public so far have already been recognized for design excellence, with the A400 winning the iF Gold Award and both the A400 and C50 receiving Red Dot Design Awards.
New ABB chargers seem pretty, good
ABB says the systemic separation of its EVSE enhances both reliability and quality, while making deployed chargers easier to diagnose and repair, in less time. Each of the chargers’ subsystems can be tested, diagnosed, and replaced independently, allowing for quick on-site repairs and update cycles tailored to the speed of each systems’ innovation. The result is 99% uptime and a more future-proof product.
“The EV charging landscape is evolving beyond point products for specific use cases,” continued Halbherr. “By implementing this modular approach with the majority of our R&D focused on modular platforms rather than one-off products … it reduces supply chain risks, while accelerating development cycles and enabling deeper collaboration with critical suppliers.”
Key markets ABB is chasing
- PUBLIC CHARGING – with the award winning A400 being the optimal fit for high power charging from highway corridors to urban locations, the latest additions to the A-Series All-in-One chargers offer a field-upgradable architecture allowing operators to start with the A200 (200kW) with the option to upgrade to 300kW or 400kW as demand grows. This approach offers scalability and protects customer investment, leading to Total Cost of Ownership (TCO) savings over 10 years.
- PUBLIC TRANSIT AND FLEET – the new Charge Dock Dispenser – in combination with the already in market available HVC 360 – simplifies depot charging with a versatile solution that supports pantograph-, roof-, and pedestal charging options with up to 360kW of shared power and 150m/490 ft installation flexibility between cabinet and dispensers. The dispenser maintains up to 500A output.
- HEAVY TRUCKS – building the matching charging infrastructure for commercial vehicles and fleets represents a critical innovation frontier on our journey to electrify transportation. Following extensive collaboration with industry-leading truck OEMs, the MCS1200 Megawatt Charging System delivers up to 1,200kW of continuous power — 20% more energy transfer than 1MW systems — providing heavy-duty vehicles with purpose-built single-outlet design for the energy they need during mandatory driver breaks. To support other use cases, such as CCS truck charging, a dual CCS and MCS option will also be available.
- RETAIL – the award winning C50 Compact Charger complements the family as the slimmest charger in its category at just 9.3 inches depth, optimized for convenient charging during typical one-hour retail experiences. With its large touch display, the C50 takes the award-winning A400 experience even further — setting a new standard for consumer experience and very neatly echoing our own take on that “Goldilocks” timing zone for commercial charging.
ABB says that the result of its new approach are chargers that offer 99% plus uptime — a crucial statistic for commercial charging operations and a key factor to ensuring customer satisfaction. The new ABB E-mobility EVSE product family will be on display for the first time at the Advanced Clean Transportation Expo (ACT Expo) in Anaheim, California next week, then again at Power2Drive in Munich, Germany, from May 7-9.
Electrek’s Take
The ACT Expo is one of – if not the most important sustainable trucking event in North America, featuring all the big names in heavy trucks, construction equipment, material handling, infrastructure – even Tier 1 suppliers. Mostly, though, it’s many fleet buyers’ only chance to test drive these zero emission trucks before writing a big PO (which just makes it even more important).
Electrek will be there again this year, and we’ll be bringing you all the latest news from press events and product reveals as it happens.
SOURCE | IMAGES: ABB E-mobility.
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![Honda really wants to sell you a hydrogen fuel cell, today [part 5]](https://i0.wp.com/electrek.co/wp-content/uploads/sites/3/2025/05/honda-fuel-cell.jpg?resize=1200,628&quality=82&strip=all&ssl=1)
Honda came to this year’s ACT Expo in Anaheim, California with the perfect follow-up to the jaw-dropping hydrogen fuel cell-powered semi truck they showed off last year. This year, the company’s fuel cell is in series production – and available now.
“Honda hydrogen is open for business,” says David Perzynski, assistant manager of hydrogen solutions development at American Honda. “(We have) the fuel cell technology, the expertise, and the supply chain to power a variety of zero-emissions products, including commercial trucking and stationary power generation.”
The company arrived with a more developed version of its Peterbilt 579EV-based HFC semi concept, which is based on one of that brand’s existing BEVs and uses the Honda fuel cell as a range-extending generator for its 120 kWh battery … or, rather, it would – if it was ever plugged into a charger.
On battery power alone, the big Pete is good for up to 150 miles of fully loaded range. With the fuel cell along for the piggyback ride, however, the truck’s range climbs to more than 500 miles at an 82,000 lb. combined vehicle weight.
More than just a range-extender
Honda envisions a world where its hydrogen fuel cell is used in much more than transportation and logistics applications. At the ACT Expo, Honda had a scale mock-up of what a hospital-sized hydrogen backup generator could look like – and hinted that such an installation might soon become a reality.
This is all very normal for Honda
If it seems weird that Honda is pushing hydrogen so hard these days, it shouldn’t. Honda’s been developing hydrogen fuel cells for nearly forty years, and put its first hydrogen fuel cell car (the FCX concept, above) all the way back in 1999.
Since then, it’s put a number of hydrogen fuel cell-powered vehicles into series production, including the innovative Honda CR-V HFC hybrid that lets you fill the car’s 17.7 kWh battery with electrons at home for up to 29 miles of all-electric driving, then fill up the hydrogen tank for another 241 miles of driving … and they’re not stopping there.
We had a chance to chat with David Perzynski on Quick Charge last year, where he talked us through some of Honda’s hydrogen plans in more detail. You can check it out, below.
Hydrogen had a wild ride last year
Original content from Electrek.
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