FCEV vs. BEV
I would like to state right at the beginning that I am an advocate of technology openness. Both alternative drives have their advantages and disadvantages, and the decision for one and thus against the other is very much dependent on individual circumstances, demands and needs. Nevertheless, I would like to emphasize that I am not an enemy of the pure battery electric passenger car, for me it is just not the right application. Unfortunately, the two technologies are often very much pitted against each other with the goal of answering the question of which of the two is the solution. My answer: not one or the other, but both together.
Explanation of terms:
FCEV - Fuel Cell Electric Vehicle
BEV - Battery Electric Vehicle
Hyundai ix35 fuelcell
- max. reach 400km
- 5,6kg fuel volume
- 136 horse power
- only available as used car
Variety of models
In the FCEV (fuel cell electric vehicles) sector, the choice of models is currently still very limited. Only Hyundai, Toyota, Honda and Mercedes have launched hydrogen cars on the market so far. Mercedes has already discontinued its small series of the F-Cell. BMW is currently developing its first series-produced FCEV - BMW i hydrogen Next - which is scheduled for market launch in 2022. The Honda Clarity is unfortunately not available for purchase in Europe. So all in all, there are currently 5 models: Hyundai ix35fuelcell, Hyundai Nexo, Toyota Mirai, Toyota Mirai II and Mercedes F-Cell.
Thanks to the second generation Mirai and the Nexo, the used car market in Europe is now slowly growing.
In August 2019 when I started looking for FCEVs, there were believe it or not 8 listings on mobile.de in Europe, of which only 2 were used cars. Since then, fortunately, things have changed and the offer is growing steadily.
Obviously, the variety of models cannot be compared with that of BEVs, which is being expanded almost daily by additional models in all vehicle classes.
Nexo
Hyundai's 2nd fuel cell serial produced vehicle
max. reach 700km (OEM data)
6,33kg fuel volume
163 HP
only few used cars
Honda Clarity
not available in Europe
max. reach 650km (EOM data)
5kg fuel volume
176 HP
Mirai
Toyota's first fuel cell serial produced vehicle
only used cars available
max. reach 500km (OEM data)
5kg fuel volume
155 HP
Mercedes F-Cell
Plug-in hybrid
max. reach 478 + 51km (battery)
4,4kg fuel colume
211 HP
leasing only
Mirai II
successor of Mirai
max. reach 650km (OEM data)
5,6kg fuel volume
184 HP
only available since 2021
BMW i Hydrogen Next (2022)
based on X5
max. reach not yet known
6kg fuel volume
374 HP
Cost
The costs for fuel cell vehicles are very high compared to combustion engines or pure battery electric passenger cars. This is largely due to the lack of economies of scale, as series are still much smaller than for other drive types. A new car (Nexo or Mirai) costs between 65,000 - 75,000€. Even used cars are priced significantly higher than their combustion engine siblings. Some models cannot even be bought, but only leased. Monthly rates can easily be 700€.
I still advise not to be deterred by the costs. I finally found the right model at a good price.
The running costs on the other side are rather low, since there are only a few wearing parts. Even the brakes wear out much less than in a conventional car, since the recuperation (i.e. the recovery of energy) automatically slows down the vehicle and therefore the brakes are not used a lot.
In Germany, a kilo of hydrogen costs a constant 9.50€ at all filling stations operated by H2 Mobility. Compared to the current fuel prices, hydrogen can keep up well with both diesel and gasoline. However, the fuel cell cannot keep up with the running costs of a BEV.
Fueling time & Reach
Here come two unbeatable advantages of the FCEV over the BEV:
- The range is significantly greater - it is directly related to the tank capacity of the hydrogen tanks - and is between 400 (in the oldest model) and 800km. Recently, the range record was set by a Mirai II, which drove over 1000km without refueling.
- The refueling time is only a few minutes and hardly differs from a refueling process of a combustion car. Compared to the charging process of a BEV, this is of course absolutely advantageous, especially for long distances.
Efficiency
The range is significantly greater - it is directly related to the tank capacity of the hydrogen tanks - and is between 400 (in the oldest model) and 800km. Recently, the range record was set by a Mirai II, which drove over 1000km without refueling.
The refueling time is only a few minutes and hardly differs from a refueling process of a combustion car. Compared to the charging process of a BEV, this is of course absolutely advantageous, especially for long distances.
The argument of low efficiency in FCEVs seems to be a leading one in the general debate. It is clear that the production of hydrogen is consuming a lot of energy. Also the supply of hydrogen at the filling station (700bar) consumes energy, because the hydrogen has to be cooled down to -40 degrees. Last but not least, energy is lost in the fuel cell when hydrogen is converted into electrical energy.
On the other hand, solar and wind energy must be stored somehow. The optimal solution for this is currently hydrogen, because huge batteries are not practical. To be able to run a purely electric car with it, we again need huge fuel cells. So the efficiency will inevitably equalize, especially when more and more BEVs are on the road in Germany and the demand for green electricity is growing.
The German hydrogen network contains approx. 100 filling stations along the main traffic arteries and in metropolitan areas, thus ensuring an ideal supply.
I can customize the trip to my parents depending on the status of the hydrogen stations (outages or planned maintenance). Currently, I still rely on the filling station in Erfurt, however, Kirchheim will soon be up and running, which brings further flexibility. The southern route via Würzburg and Bayreuth is only a few kilometers longer.
H2 station network
One argument that is often used against the hydrogen car is the supposedly small network of filling stations in Germany. But let's take a closer look.
Of course, the availability of hydrogen filling stations cannot be compared to conventional filling stations. Just by looking at the sheer numbers, it is easy to understand where the skepticism towards hydrogen comes from. In Germany, there are 14,500 conventional filling stations, whereas an FCEV driver only has the choice of about 100 filling stations. It is difficult to convince Germans that they need to "restrict" themselves.
But what does restriction really mean? I can only speak for myself, but so far I have never had a supply issue. H2 Mobility GmbH & Co. KG is responsible for the nationwide development of a hydrogen infrastructure in Germany and is thus a globally unique initiative that sees zero-emission fuel as a national task and is driving it forward. (Source: h2mobility)
One of the main reasons for hydrogen for me was the fact that I have a hydrogen filling station directly nearby. In addition, there are 4 more stations in Frankfurt, just 20km away. So there are enough possibilities to choose from, should my home filling station would be out of service. Since my parents live about 500km away and I therefore have to drive long distances several times a year, it was also very important that there are enough refueling possibilities in Dresden and on the way there. Both is the case.
The 100 hydrogen filling stations are distributed throughout Germany in such a way that it is no problem to move freely and reach every corner of the country. Sure, it always takes a bit more planning to find the ideal route and surely some extra kilometers need tob e accepted, but that soon becomes second nature.
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