Aviation startup ZeroAvia says it’s been granted a “raft” of 45 new patents key to the development of practical large hydrogen aviation engines – and the company says it has 200 more H-related patents in the pipeline!

The news comes just weeks after ZeroAvia and Scottish regional airline Loganair announced a new, hydrogen-electric “turboprop” replacement motor capable of up to 5MW of shaft horsepower (~6,700 hp). United States Patent and Trademark Office (USPTO) no. 12,341,225 covers an integrated hydrogen-electric engine design land is key to the development of a modular multi-MW hydrogen-electric engine for the ATR 42 and 72 model aircraft — which Loganair owns more than twenty of.

ATR isn’t the only potential customer ZerAvia is eyeballing, either. Despite hydrogen losing ground on utility-scale projects and more companies realizing that it’s “impossible” for hydrogen to compete as a transportation fuel, the fuel still seems to have some practical application in the aviation space. Both Airbus and Boeing have advanced plans and IP for hydrogen-ready airframes in recent weeks, as well, making the IP for large hydrogen-powered aviation engines that much more valuable.

“Recent patents filed and granted around hydrogen aviation give a window into an accelerating field of innovation,” explains Val Miftakhov, Founder and CEO, ZeroAvia. “As we see the large airframe manufacturers beginning to compete on technologies for hydrogen aircraft, there is a big opportunity for companies pioneering hydrogen propulsion systems. These are the inventions that will deliver truly clean, more affordable and highly efficient commercial air travel.”

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What it’s all about

Like many tech-based startups, securing IP has been an integral part of ZeroAvia’s strategy, with the value of its patents being, essentially, the value of the company. Just as – if not more important to airlines like Loganair, American, and EcoJet, however, are the potential cost-savings of hydrogen compared to conventional aviation fuels like kerosene.

Importantly, these novel engines promise cost reductions for airlines. The substantially lower maintenance needs of hydrogen-electric engines will mean a decrease in maintenance and downtime for an airline’s fleet, with hydrogen fuel also projected to be significantly more cost effective than kerosene over time.

ZEROAVIA

You can read more about the new ZA600 and ZA2000 hydrogen-electric av motors here, and let us know what you think of hydrogen’s chances against traditional, kerosense-based aviation fuels in the comments.

SOURCE | IMAGES: ZeroAvia.

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Earlier this week, we covered Honda’s new patent images that revealed what looks to be a production-ready, ultra-low-cost electric motorcycle from the world’s most prolific motorcycle maker. While the company hasn’t officially announced plans to bring the bike to market, the level of detail in the patent suggests one thing loud and clear: Honda’s electric commuter is no longer just a concept – it’s waiting on a green light from the boardroom. And if they’re still debating giving it the thumbs up or down, then now would be the perfect time to make everyone’s day and release this thing to the world.

To be fair, we don’t really know what the bike would look like since we only have the technical drawings in the patent that showcase an electric motorcycle built on the frame of a Honda Shine 100, the company’s smash-hit 99cc commuter bike that has proven incredibly popular in India.

The images above and below show an AI interpretation of how the electric version could look, taking the technical drawings of the bike from the patent and applying styling similar to the Shine 100. But if this is any indication, it could slot nicely into Honda’s lineup.

A perfect storm of demand and opportunity

Right now, the market is crying out for a product like this. Two-wheel electric transport is booming globally, especially in regions where motorcycles are used not for weekend rides or fun, but as core transportation for everyday life. In developing countries like India, Indonesia, and throughout Southeast Asia and Africa, affordable motorcycles are the backbone of personal mobility. And as battery prices continue to fall and gas prices remain unpredictable, electric is becoming the obvious next step.

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Even in the US, which has been one of the slowest markets in the world to adopt electric two-wheelers, there are literal roving gangs of teenagers on light electric motorcycles. If that doesn’t underscore how far electric motorcycles have penetrated, nothing will. Even Americans are buying them.

But of course, the US isn’t the main market, and Honda seems to know that. The company’s yet-unnamed electric model from its patent appears to be designed as a direct electric counterpart to the Shine 100, that wildly popular gasoline-powered commuter bike that has dominated the budget end of the market in India. The Shine 100 is known for its simple, reliable design, ultra-low price, and frugal fuel economy. Now imagine replacing the gas tank with a battery pack, swapping out the engine for a hub motor, and cutting fuel and maintenance costs almost to zero. That’s exactly what this new bike looks poised to do.

The specs we don’t know… yet

We don’t have confirmed specs from Honda, but the design and architecture give us some important clues. The motor appears to be a small, centrally mounted unit similar in size to those seen on Sur Ron-style electric motorbikes, likely in the 5-6 kW range, which would likely put top speed somewhere in the ballpark of 50 to 55 mph (80–90 km/h). That’s fast enough for city and suburban riding, especially in developing nations where highway use is less common and speed limits are lower.

The battery appears to be designed as a pair of removable, under-seat packs that look quite similar to the Honda Mobile Power Pack standard. We can’t say for sure yet, but it would make sense for Honda to apply that standard to the new motorcycle, especially since the company has already invested in the early stages of building up a swapping network for these batteries in India.

The battery packs’ removable nature is key for markets where most riders don’t have access to ground-level charging. Removable batteries mean that the bike can be left parked on the street, with only the batteries being carried into a home or apartment for charging.

Sure, removable batteries limit the range by necessitating something light enough to be feasibly carried by the average rider. But let’s be clear: this isn’t going to be a Zero or a LiveWire. It’s a small, simple, commuter-focused machine. And that’s exactly what makes it so exciting.

A massive opportunity in plain sight

While companies like Ola, Ather, and Hero Electric have already entered India’s electric two-wheeler market, Honda still has massive brand recognition and an extensive dealership and service network. If the company moves quickly, it can leverage that footprint to immediately scale electric sales where it matters most.

And this isn’t just about India.

With a few tweaks, like ensuring compliance with region-specific lighting rules and adding a few basic safety features, Honda could easily bring a version of this bike into Europe, where cities are increasingly banning internal combustion vehicles and where small-format urban mobility is booming. Even in North America, there’s a growing appetite for affordable electric motorcycles. Sure, a 50 mph top speed limits highway use, but for many urban commuters and students, that’s more than enough. It may have scooter performance, but it sure looks cooler than a scooter.

We’ve already seen Chinese brands dipping their toes into this space, offering ultra-low-cost commuter bikes and scooters with modest specs. The difference is that those bikes are often plagued by weak support networks, sketchy build quality, and limited availability of parts. Honda could change the game here, bringing name-brand reliability and global support to the affordable electric motorcycle segment.

What’s stopping them?

And yet, despite all of its promise, the bike in these drawings remains just a patent on paper, at least for now.

It’s pretty clear from the drawings that this is a production-ready design, especially compared to much more basic designs patented by Honda in years past. The detailed component layout, integrated electronics, and finalized styling suggest that Honda could start prepping an assembly line for this thing tomorrow. All it needs is a go-ahead from Honda’s executive team.

Of course, large companies move slowly. There are internal projections to review, factories to retool, and business cases to make. But given Honda’s prior commitments to electrify its motorcycle lineup and its stated goals to phase out ICE motorcycles by the 2040s, the company needs to start moving products like this from blueprint to showroom floor yesterday.

Honda has the global reputation, the dealer network, and the engineering muscle to absolutely dominate the entry-level electric motorcycle segment. But it has to want to.

This new low-cost e-moto is exactly the kind of product that could move the needle, not just in emissions reductions or electrification goals, but in making EVs more accessible to millions of riders who need practical, affordable transportation today.

The demand is real. The market is ready. The design is done.

Now all we need is for Honda to say: “Let’s build it.”