What a ‘real world’ hydrogen pickup looks like and why it should end the conversation
This hydrogen-powered GM commercial truck offers 300 miles of range and “generates enough electricity to power 250 typical American homes” (for a few minutes?). Just not at the same time.
GM is calling this latest fuel cell-powered truck concept the foundation of “a hydrogen-based worksite ecosystem,” and imagines a world where Chevrolet Silverado 5500 MD trucks like this one are fitted with HYDROTEC fuel cell systems capable of generating 300 kW of peak power. The trucks would then serve as generators for on-site tools, portable offices, and more.
Jacob Lozier, HYDROTEC’s program manager, told reporters last week that these trucks could, “power job sites or bring charging to EVs in areas where traditional charging is not available,” before adding that, “it has enough power and energy to provide power for up to 250 American homes.”
GM and its partners were able to get nearly 300 miles of range from the big MD Chevy (compared to 450 from the Silverado EV), which has a … let’s go with “unique” look. One that, according to a HYDROTEC spokesperson, was inspired by shipping containers.
“Our team was inspired by the efficiencies of shipping containers and how that could contribute further to the efficiencies of this breakthrough truck,” reports James Carter. “It was the perfect solution.”
“To achieve a 300 mile range, we had to investigate new packaging initiatives for the tanks to hold 40kg of hydrogen,” is another quote attributed to the GM/HYDROTEC team. “[Fortunately], we were able to achieve this and still leave a 3ft bed for customers.”
The vehicles were built with funding awarded from the Department of Energy’s SuperTruck 3 program and the Hydrogen and Fuel Cell Technologies Office as part of a pilot program to demonstrate the real-world capabilities of fuel cells for fleet and commercial customers.
Southern Company, one of the largest southern utility companies, will receive the HYDROTEC fuel cell-powered Chevy MD trucks and use them as shop vehicles at its worksites. Southern Company, together with GM and Nel ASA, will use also test out a hydrogen microgrid for fueling infrastructure that includes a stationary fuel cell-based mobile power generator.
Electrek’s Jo’s Take
Look, I am the first person to say that battery-electric power is not the answer for everything. I’m a “right tool for the right job” kind of person. I understand that certain jobs in certain fields require kilowatt hours of energy every hour. Batteries made with today’s technology would have to be so huge to provide that power that the vehicle they’re attached to would sink into asphalt, let alone dirt and mud. Hydrogen, when blended with diesel to cut carbon and NOx emissions and in a few other extremely limited combustion scenarios, has a (temporary) role.
“It’s just awful,” I wrote to Electrek chief Seth Weintraub. “I can’t believe it’s not an April Fools’ joke.”
“Dear lord,” he wrote back. “I guess the mobile power generators is something needed but only 300 miles is laughable … if it can go 300 miles and it’s a generator that puts out 1MWh,” he said, re-reading the release, “then, OK. This makes sense.”
I looked at it again and shook my head. “For what it’s worth, I’m almost certain that’s in total. Look at all the hydrogen it takes to get a Nikola to go 400-ish miles.”
Nikola hydrogen semi truck
Still, I didn’t want to call GM’s multimillion dollar hydrogen truck program a laughable monstrosity without some due diligence, so I reached out to GM’s press contact. I sent over the following email in a quest for clarity:
Reading this article, it’s not clear if the truck has 300 miles of range AND “can power 250 homes for a day” or has 300 miles of range OR “can power 250 homes for a day.” Can you help clarify if the range is tied to the output? Meaning: can it drive out 150 (ish) miles, provide that power, then drive 150 (ish) miles back?
My email to gm
Their response was professionally short.
The 250 homes portion is to put it into perspective the amount of power the truck has. Driving the trucks would reduce the available fuel storage for powering homes, etc.
GM press contact
So, what is it exactly that GM and HYDROTEC have shown us here? Because, from where I sit, what we have here is an enormous MD pickup with significantly reduced range when compared to its diesel counterparts, that’s limited to a nearly useless 3 ft. of bed space (which, one imagines, would drop to zero on even a Silverado 3500 dually) that can power a job site for about the same amount for time as a hybrid F-150 (as long as it’s not too far away from a hydrogen filling station) and for significantly less time than a conventional EV or solar-powered gen set. And it does all those things worse than existing technologies at a significantly higher cost than any, with a dubious environmental advantage to diesel and none to battery and solar.
When MAN Truck’s CEO Alexander Vlaskamp told reporters that it was “impossible for hydrogen to effectively compete with battery electric trucks,” I believed him. I just didn’t expect GM to prove his point.
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The German city of Karlsruhe is setting an example for sustainability in waste management by deploying a fleet of 18 Mercedes-Benz eEconic electric garbage trucks that are helping make the streets cleaner, quieter, and a lot less stinky.
Since the end of September, the city of Karlsruhe has been relying on Mercedes’ fully electric waste collection vehicles throughout, with none of the area-specific restrictions or limited rollout strategies for one or two trucks at a time that typically accompany stories like these. Instead, the city is using the Mercedes eEconics for the same stuff they’d use the diesel versions for: residual waste disposal, paper collection, and bulky waste collection.
Normal garbage duty, in other words. And, in such daily use, they do a great job. The trucks cover an average route distance of around 80 km (about 50 miles) on 112 kWh battery packs (usable capacity is ~97 kWh) which can be reliably completed in single-shift operation without intermediate charging — thanks, in part, to Mercedes’ efficient electric motors and regenerative braking that shines in the trucks’ typical stop-and-go duty cycles.
More than a single shift, in fact. The fleet managers report that after “a good 80 kilometers with around 60 stops on its daily route,” energy consumption was only around 35% of the battery capacity, meaning the charge level dropped from 100% to 65% and 64% respectively.
At the same time, CO₂ emissions are significantly reduced: depending on the area of application, each eEconic can save between 150 and 170 tons of CO₂ per year. This results in a total potential annual saving of around 1,200 tons of CO₂ emissions.
The purchase of the electric vehicles was funded by the Federal Ministry of Transport (BMV) as part of the guideline on the promotion of light and heavy commercial vehicles with alternative, climate-friendly drives and the associated refueling and charging infrastructure (KsNI). The funding guideline was coordinated by NOW GmbH, and applications were approved by the Federal Office for Logistics and Mobility.
Electrek’s Take
Look, you know me. There is absolutely ZERO chance that I’ll be able to remain objective about anything that’s putting down more than four thousand lb-ft of torque. Make that thing quieter, cleaner, and generally better for me and my community, and there’s even less of a chance of me saying anything critical about it.
Here’s hoping more cities go electric rather sooner than later.
SOURCE | IMAGES: Daimler Truck.
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Electreon just took a big step toward expanding wireless EV charging. The Israel-based company signed a memorandum of understanding (MoU) to acquire the assets of InductEV, a Pennsylvania-based firm known for its ultra-fast, high-power static wireless charging systems used by heavy-duty electric transit and freight fleets.
If the deal closes after due diligence and regulatory approvals, the combined company would bring together Electreon’s dynamic wireless charging tech – the kind that can charge vehicles while they drive – with InductEV’s high-power stationary systems. That would create one of the most complete wireless charging portfolios on the market, covering everything from passenger EVs to vans, buses, heavy-duty trucks, and even autonomous vehicles.
Electreon and InductEV together hold around 400 granted and pending patents, and have a lot of field experience across their respective projects. Electreon says that pairing its manufacturing capabilities and global footprint with InductEV’s ultra-fast tech will help streamline and speed up fleet electrification.
Both companies already work with major vehicle OEMs, which Electreon asserts will make integrating wireless charging into future vehicle platforms easier.
Electreon CEO Oren Ezer said the deal would combine the two companies into “a truly global powerhouse for wireless EV charging.” He added that “the decision by InductEV’s shareholders to invest in Electreon is a tremendous vote of confidence in our shared vision.”
InductEV CEO John F. Rizzo said, “Together, we’re combining world-class innovation with real-world experience to deliver even greater value to our North American and European customers and accelerate the shift to wireless power for sustainable commercial transportation.”
Read more: Michigan installs the US’s first wireless EV charging public roadway
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The Dolphin Surf is already one of Europe’s cheapest EVs, yet BYD may have an even more affordable electric car up its sleeve.
Is BYD launching the Racco mini EV in Europe?
BYD revealed the Racco at last month’s Japan Auto Show, its first EV designed exclusively for overseas markets.
The mini EV, or “kei car,” is launching in Japan, where over 1.55 million of them were sold last year, accounting for about a third of new vehicles sold.
Although Japan has been a brutal market for foreign brands to crack, BYD believes it may have an edge. The Racco measures 3,395 mm in length, 1,475 mm in width, and 1,800 mm in height, or about 600 mm longer than the Dolphin Surf.
That’s about the size of the Nissan Sakura EV, Japan’s best-selling electric car. Like the Sakura and most kei cars, the Racco has a boxy, upright stance. It has four doors, with the back two sliding open.
Powered by a 20 kWh battery pack, the mini EV is expected to have a driving range of around 180 km (112 miles).
BYD is using its Blade lithium iron phosphate (LFP) battery packs to keep costs down. Although prices have yet to be revealed, the Racco is expected to start at around 2.5 million yen ($18,000) in Japan, putting it on par with the Nissan Sakura.
If it launched in Europe, the Racco could go on sale for under £15,000 ($20,000), putting it on par with the Dacia Spring (£14,995) and Leapmotor T03 (£15,995). The BYD Dolphin Surf currently starts at £18,650 ($24,300).
Although it will arrive in Japan first, BYD may launch its smallest, cheapest EV in Europe after all. BYD’s vice president Stella Li suggested to Autocar that the Racco could play a key role globally as an affordable, entry-level EV.
“In Japan, we are already launching a kei car; we will be very interested to follow the EU regulation,” Li said, adding, “If there’s some space, we can bring that car here.”
The regulation Li is referring to is the new “E-car” segment that the European Commission president, Ursula Von der Leyen, called for in September.
Von der Leyen said that Europe “should have its own E-car,” where “E” stands for efficient, economical, and European, and added “we cannot let China and others conquer this market.”
The Racco could sit underneath the Dolphin Surf in BYD’s growing European lineup. However, the company is focusing on expanding hybrid options. Li said launching Racco was “not a topic” the company is immediately focused on.
The Seal U, Europe’s best-selling plug-in hybrid through September, will be the first vehicle built at BYD’s new factory in Turkey, as it seeks to gain an edge through local production.
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