BMW asserts that hydrogen fuel-cell electric vehicles (FCEVs) are not intended to replace battery-electric vehicles (BEVs), but rather to coexist with them, catering to different market needs.
While many leading automakers have dismissed hydrogen fuel cells in favor of electric power for future production cars, BMW envisions both technologies thriving side by side. The company is heavily investing in both BEVs and FCEVs, believing each serves distinct buyer preferences and vehicle types.
Currently, BMW does not offer a hydrogen fuel-cell vehicle to the public, but it is testing the technology with plans to commercialize it by the end of the decade, following the lead of Toyota and Hyundai.
“We don’t see it as a competition between the two technologies,” said Dr. Juergen Guldner, BMW’s general manager of hydrogen technology. “We believe they complement each other and meet different needs. Offering options is key to changing people’s behavior.”
BMW sees battery-electric power as ideal for smaller passenger vehicles and urban transport, which typically do not require long-range capabilities or heavy towing. Conversely, hydrogen fuel-cell vehicles, which can be refueled in three to four minutes, are better suited for trucks, vans, heavy-duty vehicles, aircraft, and ships.
Dr. Guldner emphasized that just as gasoline and diesel serve different preferences, so too can hydrogen and electric power. “What we all want is to decarbonize and save our planet,” he said.
Hydrogen FCEVs are particularly beneficial for those who cannot charge a vehicle at home, need to travel long distances on short notice, or frequently tow heavy loads. These vehicles generate electricity through a chemical reaction involving hydrogen, producing only water as an emission.
FCEVs promise the driving experience of electric cars, with electric motors and regenerative braking, but offer the quick refueling and extended range of traditional fuel vehicles.
Dr. Guldner also highlighted the potential strain on energy grids from an all-electric fleet. He cited a McKinsey & Company study showing that a mix of 15% hydrogen-powered light vehicles and 41% heavy vehicles would reduce infrastructure costs by 21%, compared to an all-electric approach.
“Two infrastructures are cheaper than one, because electric charging infrastructure becomes increasingly costly as it expands,” he explained. Hydrogen fuel-cell technology also provides a backup in case battery advancements do not progress as anticipated.
Despite the advantages, Dr. Guldner acknowledged that infrastructure remains a significant hurdle for hydrogen vehicles. He suggested that local ecosystems, starting with commercial fleets, will organically develop the necessary infrastructure, eventually expanding to private use.
Governments can aid this transition by offering incentives like free parking or tolls for hydrogen vehicles and streamlining the approval process for new refueling stations.
Dr. Guldner was in Australia to preview the iX5 Hydrogen, a prototype being tested by BMW. The vehicle features a 125kW fuel cell, developed in partnership with Toyota, and a 170kW battery pack, providing a driving range of 500-600km.
Currently, there are no hydrogen fuel-cell cars available to the public in Australia, though the Hyundai Nexo and Toyota Mirai have been sold to select businesses for trial purposes. BMW has yet to decide on commercial production of hydrogen vehicles, but if pursued, they could be available in the 2030s.
“From an engineering perspective, we aim to be ready within this decade, with a potential rollout in the 2030s,” Dr. Guldner concluded.
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