Hydrogen-powered passenger cars have been left far behind by electric vehicles and hybrids, but the hydrogen truck market is growing and new technology developed for auto racing is keeping hopes for hydrogen cars alive. Toyota and its European partners are in the vanguard of these developments.
On September 26 and 27, at the FIA World Endurance Championship auto-racing event, 6 Hours of Fuji, held at Fuji Speedway in Japan, Toyota Racing, MissionH24 and Automobile Club de l’Ouest announced that Toyota will supply a hydrogen combustion engine for Mission24’s H24EVO race car prototype.
The FIA (Fédération Internationale de l’Automobile) is the worldwide governing body for four-wheeled motorsport. Automobile Club de l’Ouest (ACO) creates, owns and organizes the 24 Hours of Le Mans and related auto races.
MissionH24 is the program created by ACO and H24Project to bring hydrogen-powered cars to endurance racing. H24Project is the French engineering company responsible for MissionH24’s technical development, prototype testing and track operations.
Toyota’s hydrogen combustion engine is a 3.5-liter V6 model designed specifically for motorsport. When integrated with the H24EVO’s hybrid system, it is expected to deliver power and performance much closer to Le Mans endurance racing standards than its predecessors.
MissionH24 aims to introduce a Hydrogen category at the 24 Hours of Le Mans in 2030. Both hydrogen fuel cell electric and hydrogen internal combustion engine prototypes will be allowed.
Speaking to reporters at Fuji Speedway, MissionH24 technical director Bassel Aslan said the new prototype “is already taking concrete form” as MissionH24 and Toyota Racing work on the mechanical interfaces between the engine, chassis, and gearbox; the communication architecture; electrical interfaces; controls; and associated software.
“This engine also offers high efficiency,” he said, “a key asset for optimizing the use of on-board liquid hydrogen and, consequently, the vehicle’s range, which is a major advantage in endurance racing.”
Looking at the bigger economic picture, Pierre Fillon, president of ACO and co-president of MissionH24, emphasized decarbonizing mobility, the energy transition to zero emissions, and the need to develop alternatives to battery-powered electric vehicles (EVs).
Asked about the woeful state of the European auto industry, which is under severe pressure from Chinese EVs, high fuel prices and weak consumer demand, Frederic Lequien, CEO of Le Mans Endurance Management, pointed out that motorsport is attracting more fans every year, including a rising percentage of women.
As more fans buy more cars, it is generating a high return on investment for participating automakers.
Kazuki Nakajima, Vice Chairman of Toyota Racing, told reporters that as Toyota’s relationship with MissionH24 expands from the provision of aerodynamics and cooling technology to the hydrogen internal-combustion engine, they can further develop the infrastructure and supply chain for hydrogen-powered endurance racing.
Toyota has been demonstrating hydrogen-powered racing vehicles since 2021. Its hydrogen fuel cell R&D dates back to 1992, when it established an Electric Vehicle Development Division to develop both electric and hydrogen fuel cell vehicles. After developing a series of prototypes, Toyota put a small number of FCHVs on sale in Japan and the US in 2002.
Toyota introduced the Mirai, the first mass-produced commercial fuel cell passenger car, in 2014. About 25,000 of them were sold through 2023, over half of them in California, about 30% in Japan and the rest in Europe.
But sales dropped rapidly after that due to inadequate fueling infrastructure and competition from EVs and hybrids. Priced at more than 8 million yen ($50,000) in Japan, a new Mirai is also relatively expensive. Resale value has plummeted in California, and they are rarely seen on Japanese roads.
Honda also introduced its FCX (Fuel Cell eXperimental) in 2002 but has sold even fewer hydrogen-powered passenger cars than Toyota. Hyundai Motor’s NEXO is now the category leader, but it sells only a few thousand vehicles each year. Toyota is collaborating with BMW to develop hydrogen passenger-car technology, but its main effort outside motorsport is now in the truck market.
On September 15, Toyota and seven European companies – Volvo Group, Daimler Truck, Bosch, Air Liquide, TotalEnergies, TEAL Mobility and MB Energy – revealed plans to accelerate the roll-out of hydrogen-powered commercial vehicles in Europe. The announcement was made at IAA Transportation, the world’s premier trade exhibition dedicated to trucks and other commercial vehicles.
Held every other year by Deutsche Messe AG in Hanover, IAA Transportation aims to advance carbon neutrality in logistics and transport. Its coverage includes electric, hybrid, and hydrogen-powered vehicles; fleet operations; biofuels; connected and autonomous vehicles; logistics systems; charging and fueling infrastructure; and urban mobility.
Supported by Germany’s hydrogen truck infrastructure, Volvo Group and Daimler are rolling out trucks powered by hydrogen fuel cells and hydrogen combustion engines. Toyota serves as a technology partner, drawing on its long experience in fuel cell R&D and vehicle production, which dates back to the 1990s.
In July, the three companies signed a binding agreement making Toyota an equal partner in cellcentric, a joint venture that develops and produces hydrogen fuel cell systems for heavy-duty commercial applications.
Bosch, also a fuel cell maker, supplies components and refueling technologies for liquid and gaseous hydrogen. Air Liquide, TotalEnergies, MB Energy and TEAL Mobility (a 50/50 joint venture between TotalEnergies and Air Liquide) supply the hydrogen. The goal is to establish a European hydrogen-powered trucking industry competitive with diesel by 2030.
A parallel effort is underway in Japan. Last March, Toyota and Japanese truck maker Isuzu announced plans to jointly develop a light-duty electric truck powered by Toyota’s newest (3rd generation) hydrogen fuel cell system.
Targeting mass production in the fiscal year to March 2028, they aim to contribute to Japan’s hydrogen infrastructure and, along with electric vehicles, to building a carbon-neutral logistics sector.
Last April, the Japan Hydrogen Association, which includes Toyota, more than 500 other companies and local governments, proposed a Hydrogen Freight Corridor running 1,350km along the expressways and other main roads from Fukuoka in Kyushu to Fukushima north of Tokyo, with refueling infrastructure along the way.
If things go according to plan, more than 1,000 hydrogen-powered trucks would be in service by the early 2030s, reducing dependence on imported fossil fuels and creating new, scalable opportunities for Japan’s motor vehicle and related industries.
The Hydrogen Freight Corridor project is supported by the Ministry of Economy, Trade and Industry, which sees it as a solution to the “chicken and egg” problem of getting demand for hydrogen vehicles off the ground.
A year ago, Toyota joined the Tokyo Metropolitan Government’s TOKYO H2 project, which targets deploying 600 fuel cell taxis by 2030. Any rebound in consumer demand for hydrogen-powered passenger cars would presumably come after that.
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