Driving Toyota’s FCV, Fuel-Cell Car – Consumer Reports News
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Hydrogen-powered car shows a peek of the future
Last week, Toyota paid us a visit with its latest prototype, a development “mule” for its upcoming production FCV—a fuel-cell-powered compact sedan that is scheduled to become available in select areas in late 2015. The eventual production car is said to closely resemble the concept shown at the Consumer Electronics Demonstrate in Las Vegas last month.
On the road, the FCV, enclosed in a Lexus HS bod, felt just like any electrical car. It demonstrated an abundance of effortless power right out of the gate and a quiet slide across. Maximum speed is one hundred mph. The rail is compliant and typically Toyota unobtrusive. Treating is reminiscent of a Prius or Lexus HS, which means it’s a bit mundane and uninvolving. But here’s the thing: It takes just three to five minutes to fuel up and give the car a 300-mile driving range, according to Toyota. No battery-electric car can come remotely close to that.
Fuel cell vehicles are electrical cars that use a fuel cell, which produces its own tens unit, instead of battery-stored electric current. A chemical reaction inbetween hydrogen and oxygen from the atmosphere produces the electric current needed to spin the vehicle’s electrical drive motor. Manufacturers the world over have been working on this technology for more than twenty years but cost and the lack of infrastructure have been major obstacles.
We’ve driven several fuel cell vehicles over the years, including Toyota’s own Highlander FCHV (Fuel Cell Hybrid Vehicle) back in 2007. At the time it seemed like a well sorted-out vehicle that was able to cover three hundred miles on a tankful of compressed hydrogen. So what has seven more years of development brought? Dramatic reductions in cost and packaging. Reportedly, the two thousand seven Highlander FCHV cost a million dollars to produce. This compact sedan will cost about $50,000—a ninety five percent cost reduction. The fuel-cell “stack” is about a third of the size of the one in the Highlander FCHV and produces twice as much energy.
The Toyota FCV’s stack is rated at one hundred kw and sits plane under the front seats. Hydrogen is stored in two tanks, one under the rear seat, one behind it, which together hold five kilograms (11 pounds) of hydrogen pressurized at Ten,000 psi. A puny battery buffers the fuel cell stack and gets regenerated by coasting and braking. At this point Toyota is not releasing other specs such as the size and chemistry of that battery or the electrical motor’s horsepower.
There is no established cost for a kilogram of hydrogen but at a Washington, D.C., station several years ago it went for about $8 per kg. That would work out to about thirteen cents per mile, which is much more than an electrified vehicle (typically three to five cents). Still, Toyota is likely to provide free hydrogen fill-ups as part of the lease plan or purchase price. That goes after the lead of Hyundai, which offers a fuel-cell version of the Tucson SUV. A Department of Energy investigate estimates a cost of $Four.49/kg for dispensed hydrogen from natural gas.
So what’s driving Toyota to shove fuel cells? For Toyota, this has been a long-term vision and hybrid technology has always been viewed as an interim step. Toyota doesn’t believe there is enough sales potential in plug-in electrified cars, with their brief range and long charging times. Then there is the need to adhere to California’s zero-emissions mandate. The fuel-cell car will give Toyota the maximum emissions credit points, balancing out the automaker’s less-efficient offerings.
Toyota doesn’t expect to make any profit on the FCV sedan. The company sees itself as spearheading the fuel cell movement just as it did fifteen years ago with its hybrid technology. Toyota lost money on the Prius for years, but now just about possesses the hybrid-car market. And even if Toyota paves the way for other manufacturers, it ultimately will translate to more volume, which Toyota sees as a benefit.
But the enormously large elephant in the room is the lack of a hydrogen infrastructure—production, transport, and packing stations in superb numbers. By far the cheapest way to produce hydrogen gas right now is to process it from natural gas, of which North America has abundant supplies. Getting the hydrogen supplies to where they’re needed is another obstacle. There are presently nine publicly accessible stations in California. By the end of two thousand fifteen twenty more are planned by the state of CA, and an extra twenty by the end of 2016. Toyota is planning to collaborate with state and research entities, and says the Northeast will be the next hydrogen filling-station frontier.
Ultimately, whether hydrogen-powered fuel-cell transportation takes off or not will depend on whether it works for the consumer in terms of cost and convenience. Toyota is betting it will and is relying on current Prius owners to leap on the bandwagon.
Driving Toyota’s FCV, Fuel-Cell Car – Consumer Reports News
Please Refresh Your Browser Window
Hydrogen-powered car shows a peek of the future
Last week, Toyota paid us a visit with its latest prototype, a development “mule” for its upcoming production FCV—a fuel-cell-powered compact sedan that is scheduled to become available in select areas in late 2015. The eventual production car is said to closely resemble the concept shown at the Consumer Electronics Display in Las Vegas last month.
On the road, the FCV, enclosed in a Lexus HS assets, felt just like any electrified car. It showcased an abundance of effortless power right out of the gate and a quiet slide across. Maximum speed is one hundred mph. The rail is compliant and typically Toyota unobtrusive. Treating is reminiscent of a Prius or Lexus HS, which means it’s a bit mundane and uninvolving. But here’s the thing: It takes just three to five minutes to fuel up and give the car a 300-mile driving range, according to Toyota. No battery-electric car can come remotely close to that.
Fuel cell vehicles are electrified cars that use a fuel cell, which produces its own electrical play, instead of battery-stored tens unit. A chemical reaction inbetween hydrogen and oxygen from the atmosphere produces the electro-therapy needed to spin the vehicle’s electrified drive motor. Manufacturers the world over have been working on this technology for more than twenty years but cost and the lack of infrastructure have been major obstacles.
We’ve driven several fuel cell vehicles over the years, including Toyota’s own Highlander FCHV (Fuel Cell Hybrid Vehicle) back in 2007. At the time it seemed like a well sorted-out vehicle that was able to cover three hundred miles on a tankful of compressed hydrogen. So what has seven more years of development brought? Dramatic reductions in cost and packaging. Reportedly, the two thousand seven Highlander FCHV cost a million dollars to produce. This compact sedan will cost about $50,000—a ninety five percent cost reduction. The fuel-cell “stack” is about a third of the size of the one in the Highlander FCHV and produces twice as much energy.
The Toyota FCV’s stack is rated at one hundred kw and sits vapid under the front seats. Hydrogen is stored in two tanks, one under the rear seat, one behind it, which together hold five kilograms (11 pounds) of hydrogen pressurized at Ten,000 psi. A puny battery buffers the fuel cell stack and gets regenerated by coasting and braking. At this point Toyota is not releasing other specs such as the size and chemistry of that battery or the electrified motor’s horsepower.
There is no established cost for a kilogram of hydrogen but at a Washington, D.C., station several years ago it went for about $8 per kg. That would work out to about thirteen cents per mile, which is much more than an electrical vehicle (typically three to five cents). Still, Toyota is likely to provide free hydrogen fill-ups as part of the lease plan or purchase price. That goes after the lead of Hyundai, which offers a fuel-cell version of the Tucson SUV. A Department of Energy examine estimates a cost of $Four.49/kg for dispensed hydrogen from natural gas.
So what’s driving Toyota to thrust fuel cells? For Toyota, this has been a long-term vision and hybrid technology has always been viewed as an interim step. Toyota doesn’t believe there is enough sales potential in plug-in electrified cars, with their brief range and long charging times. Then there is the need to adhere to California’s zero-emissions mandate. The fuel-cell car will give Toyota the maximum emissions credit points, balancing out the automaker’s less-efficient offerings.
Toyota doesn’t expect to make any profit on the FCV sedan. The company sees itself as spearheading the fuel cell movement just as it did fifteen years ago with its hybrid technology. Toyota lost money on the Prius for years, but now just about wields the hybrid-car market. And even if Toyota paves the way for other manufacturers, it ultimately will translate to more volume, which Toyota sees as a benefit.
But the utterly large elephant in the room is the lack of a hydrogen infrastructure—production, transport, and packing stations in good numbers. By far the cheapest way to produce hydrogen gas right now is to process it from natural gas, of which North America has abundant supplies. Getting the hydrogen supplies to where they’re needed is another obstacle. There are presently nine publicly accessible stations in California. By the end of two thousand fifteen twenty more are planned by the state of CA, and an extra twenty by the end of 2016. Toyota is planning to collaborate with state and research entities, and says the Northeast will be the next hydrogen filling-station frontier.
Ultimately, whether hydrogen-powered fuel-cell transportation takes off or not will depend on whether it works for the consumer in terms of cost and convenience. Toyota is betting it will and is relying on current Prius owners to hop on the bandwagon.
Driving Toyota’s FCV, Fuel-Cell Car – Consumer Reports News
Please Refresh Your Browser Window
Hydrogen-powered car shows a peek of the future
Last week, Toyota paid us a visit with its latest prototype, a development “mule” for its upcoming production FCV—a fuel-cell-powered compact sedan that is scheduled to become available in select areas in late 2015. The eventual production car is said to closely resemble the concept shown at the Consumer Electronics Demonstrate in Las Vegas last month.
On the road, the FCV, enclosed in a Lexus HS assets, felt just like any electrified car. It demonstrated an abundance of effortless power right out of the gate and a quiet slide via. Maximum speed is one hundred mph. The rail is compliant and typically Toyota unobtrusive. Treating is reminiscent of a Prius or Lexus HS, which means it’s a bit mundane and uninvolving. But here’s the thing: It takes just three to five minutes to fuel up and give the car a 300-mile driving range, according to Toyota. No battery-electric car can come remotely close to that.
Fuel cell vehicles are electrical cars that use a fuel cell, which produces its own tens unit, instead of battery-stored electric current. A chemical reaction inbetween hydrogen and oxygen from the atmosphere produces the electro-therapy needed to spin the vehicle’s electrical drive motor. Manufacturers the world over have been working on this technology for more than twenty years but cost and the lack of infrastructure have been major obstacles.
We’ve driven several fuel cell vehicles over the years, including Toyota’s own Highlander FCHV (Fuel Cell Hybrid Vehicle) back in 2007. At the time it seemed like a well sorted-out vehicle that was able to cover three hundred miles on a tankful of compressed hydrogen. So what has seven more years of development brought? Dramatic reductions in cost and packaging. Reportedly, the two thousand seven Highlander FCHV cost a million dollars to produce. This compact sedan will cost about $50,000—a ninety five percent cost reduction. The fuel-cell “stack” is about a third of the size of the one in the Highlander FCHV and produces twice as much energy.
The Toyota FCV’s stack is rated at one hundred kw and sits vapid under the front seats. Hydrogen is stored in two tanks, one under the rear seat, one behind it, which together hold five kilograms (11 pounds) of hydrogen pressurized at Ten,000 psi. A petite battery buffers the fuel cell stack and gets regenerated by coasting and braking. At this point Toyota is not releasing other specs such as the size and chemistry of that battery or the electrified motor’s horsepower.
There is no established cost for a kilogram of hydrogen but at a Washington, D.C., station several years ago it went for about $8 per kg. That would work out to about thirteen cents per mile, which is much more than an electrical vehicle (typically three to five cents). Still, Toyota is likely to provide free hydrogen fill-ups as part of the lease plan or purchase price. That goes after the lead of Hyundai, which offers a fuel-cell version of the Tucson SUV. A Department of Energy investigate estimates a cost of $Four.49/kg for dispensed hydrogen from natural gas.
So what’s driving Toyota to thrust fuel cells? For Toyota, this has been a long-term vision and hybrid technology has always been viewed as an interim step. Toyota doesn’t believe there is enough sales potential in plug-in electrical cars, with their brief range and long charging times. Then there is the need to adhere to California’s zero-emissions mandate. The fuel-cell car will give Toyota the maximum emissions credit points, balancing out the automaker’s less-efficient offerings.
Toyota doesn’t expect to make any profit on the FCV sedan. The company sees itself as spearheading the fuel cell movement just as it did fifteen years ago with its hybrid technology. Toyota lost money on the Prius for years, but now just about wields the hybrid-car market. And even if Toyota paves the way for other manufacturers, it ultimately will translate to more volume, which Toyota sees as a benefit.
But the utterly large elephant in the room is the lack of a hydrogen infrastructure—production, transport, and packing stations in good numbers. By far the cheapest way to produce hydrogen gas right now is to process it from natural gas, of which North America has abundant supplies. Getting the hydrogen supplies to where they’re needed is another obstacle. There are presently nine publicly accessible stations in California. By the end of two thousand fifteen twenty more are planned by the state of CA, and an extra twenty by the end of 2016. Toyota is planning to collaborate with state and research entities, and says the Northeast will be the next hydrogen filling-station frontier.
Ultimately, whether hydrogen-powered fuel-cell transportation takes off or not will depend on whether it works for the consumer in terms of cost and convenience. Toyota is betting it will and is relying on current Prius owners to leap on the bandwagon.
Driving Toyota’s FCV, Fuel-Cell Car – Consumer Reports News
Please Refresh Your Browser Window
Hydrogen-powered car shows a peek of the future
Last week, Toyota paid us a visit with its latest prototype, a development “mule” for its upcoming production FCV—a fuel-cell-powered compact sedan that is scheduled to become available in select areas in late 2015. The eventual production car is said to closely resemble the concept shown at the Consumer Electronics Demonstrate in Las Vegas last month.
On the road, the FCV, enclosed in a Lexus HS figure, felt just like any electrical car. It displayed an abundance of effortless power right out of the gate and a quiet slip across. Maximum speed is one hundred mph. The rail is compliant and typically Toyota unobtrusive. Treating is reminiscent of a Prius or Lexus HS, which means it’s a bit mundane and uninvolving. But here’s the thing: It takes just three to five minutes to fuel up and give the car a 300-mile driving range, according to Toyota. No battery-electric car can come remotely close to that.
Fuel cell vehicles are electrical cars that use a fuel cell, which produces its own electrical play, instead of battery-stored electrical play. A chemical reaction inbetween hydrogen and oxygen from the atmosphere produces the electro-therapy needed to spin the vehicle’s electrical drive motor. Manufacturers the world over have been working on this technology for more than twenty years but cost and the lack of infrastructure have been major obstacles.
We’ve driven several fuel cell vehicles over the years, including Toyota’s own Highlander FCHV (Fuel Cell Hybrid Vehicle) back in 2007. At the time it seemed like a well sorted-out vehicle that was able to cover three hundred miles on a tankful of compressed hydrogen. So what has seven more years of development brought? Dramatic reductions in cost and packaging. Reportedly, the two thousand seven Highlander FCHV cost a million dollars to produce. This compact sedan will cost about $50,000—a ninety five percent cost reduction. The fuel-cell “stack” is about a third of the size of the one in the Highlander FCHV and produces twice as much energy.
The Toyota FCV’s stack is rated at one hundred kw and sits plane under the front seats. Hydrogen is stored in two tanks, one under the rear seat, one behind it, which together hold five kilograms (11 pounds) of hydrogen pressurized at Ten,000 psi. A puny battery buffers the fuel cell stack and gets regenerated by coasting and braking. At this point Toyota is not releasing other specs such as the size and chemistry of that battery or the electrified motor’s horsepower.
There is no established cost for a kilogram of hydrogen but at a Washington, D.C., station several years ago it went for about $8 per kg. That would work out to about thirteen cents per mile, which is much more than an electrical vehicle (typically three to five cents). Still, Toyota is likely to provide free hydrogen fill-ups as part of the lease plan or purchase price. That goes after the lead of Hyundai, which offers a fuel-cell version of the Tucson SUV. A Department of Energy probe estimates a cost of $Four.49/kg for dispensed hydrogen from natural gas.
So what’s driving Toyota to thrust fuel cells? For Toyota, this has been a long-term vision and hybrid technology has always been viewed as an interim step. Toyota doesn’t believe there is enough sales potential in plug-in electrical cars, with their brief range and long charging times. Then there is the need to adhere to California’s zero-emissions mandate. The fuel-cell car will give Toyota the maximum emissions credit points, balancing out the automaker’s less-efficient offerings.
Toyota doesn’t expect to make any profit on the FCV sedan. The company sees itself as spearheading the fuel cell movement just as it did fifteen years ago with its hybrid technology. Toyota lost money on the Prius for years, but now just about possesses the hybrid-car market. And even if Toyota paves the way for other manufacturers, it ultimately will translate to more volume, which Toyota sees as a benefit.
But the utterly large elephant in the room is the lack of a hydrogen infrastructure—production, transport, and packing stations in excellent numbers. By far the cheapest way to produce hydrogen gas right now is to process it from natural gas, of which North America has abundant supplies. Getting the hydrogen supplies to where they’re needed is another obstacle. There are presently nine publicly accessible stations in California. By the end of two thousand fifteen twenty more are planned by the state of CA, and an extra twenty by the end of 2016. Toyota is planning to collaborate with state and research entities, and says the Northeast will be the next hydrogen filling-station frontier.
Ultimately, whether hydrogen-powered fuel-cell transportation takes off or not will depend on whether it works for the consumer in terms of cost and convenience. Toyota is betting it will and is relying on current Prius owners to hop on the bandwagon.
Driving Toyota’s FCV, Fuel-Cell Car – Consumer Reports News
Please Refresh Your Browser Window
Hydrogen-powered car shows a peek of the future
Last week, Toyota paid us a visit with its latest prototype, a development “mule” for its upcoming production FCV—a fuel-cell-powered compact sedan that is scheduled to become available in select areas in late 2015. The eventual production car is said to closely resemble the concept shown at the Consumer Electronics Showcase in Las Vegas last month.
On the road, the FCV, enclosed in a Lexus HS assets, felt just like any electrical car. It displayed an abundance of effortless power right out of the gate and a quiet slip via. Maximum speed is one hundred mph. The rail is compliant and typically Toyota unobtrusive. Treating is reminiscent of a Prius or Lexus HS, which means it’s a bit mundane and uninvolving. But here’s the thing: It takes just three to five minutes to fuel up and give the car a 300-mile driving range, according to Toyota. No battery-electric car can come remotely close to that.
Fuel cell vehicles are electrified cars that use a fuel cell, which produces its own electrical play, instead of battery-stored violet wand. A chemical reaction inbetween hydrogen and oxygen from the atmosphere produces the electric current needed to spin the vehicle’s electrical drive motor. Manufacturers the world over have been working on this technology for more than twenty years but cost and the lack of infrastructure have been major obstacles.
We’ve driven several fuel cell vehicles over the years, including Toyota’s own Highlander FCHV (Fuel Cell Hybrid Vehicle) back in 2007. At the time it seemed like a well sorted-out vehicle that was able to cover three hundred miles on a tankful of compressed hydrogen. So what has seven more years of development brought? Dramatic reductions in cost and packaging. Reportedly, the two thousand seven Highlander FCHV cost a million dollars to produce. This compact sedan will cost about $50,000—a ninety five percent cost reduction. The fuel-cell “stack” is about a third of the size of the one in the Highlander FCHV and produces twice as much energy.
The Toyota FCV’s stack is rated at one hundred kw and sits plane under the front seats. Hydrogen is stored in two tanks, one under the rear seat, one behind it, which together hold five kilograms (11 pounds) of hydrogen pressurized at Ten,000 psi. A puny battery buffers the fuel cell stack and gets regenerated by coasting and braking. At this point Toyota is not releasing other specs such as the size and chemistry of that battery or the electrified motor’s horsepower.
There is no established cost for a kilogram of hydrogen but at a Washington, D.C., station several years ago it went for about $8 per kg. That would work out to about thirteen cents per mile, which is much more than an electrical vehicle (typically three to five cents). Still, Toyota is likely to provide free hydrogen fill-ups as part of the lease plan or purchase price. That goes after the lead of Hyundai, which offers a fuel-cell version of the Tucson SUV. A Department of Energy probe estimates a cost of $Four.49/kg for dispensed hydrogen from natural gas.
So what’s driving Toyota to shove fuel cells? For Toyota, this has been a long-term vision and hybrid technology has always been viewed as an interim step. Toyota doesn’t believe there is enough sales potential in plug-in electrified cars, with their brief range and long charging times. Then there is the need to adhere to California’s zero-emissions mandate. The fuel-cell car will give Toyota the maximum emissions credit points, balancing out the automaker’s less-efficient offerings.
Toyota doesn’t expect to make any profit on the FCV sedan. The company sees itself as spearheading the fuel cell movement just as it did fifteen years ago with its hybrid technology. Toyota lost money on the Prius for years, but now just about wields the hybrid-car market. And even if Toyota paves the way for other manufacturers, it ultimately will translate to more volume, which Toyota sees as a benefit.
But the utterly large elephant in the room is the lack of a hydrogen infrastructure—production, transport, and packing stations in good numbers. By far the cheapest way to produce hydrogen gas right now is to process it from natural gas, of which North America has abundant supplies. Getting the hydrogen supplies to where they’re needed is another obstacle. There are presently nine publicly accessible stations in California. By the end of two thousand fifteen twenty more are planned by the state of CA, and an extra twenty by the end of 2016. Toyota is planning to collaborate with state and research entities, and says the Northeast will be the next hydrogen filling-station frontier.
Ultimately, whether hydrogen-powered fuel-cell transportation takes off or not will depend on whether it works for the consumer in terms of cost and convenience. Toyota is betting it will and is relying on current Prius owners to hop on the bandwagon.
Driving Toyota’s FCV, Fuel-Cell Car – Consumer Reports News
Please Refresh Your Browser Window
Hydrogen-powered car shows a peek of the future
Last week, Toyota paid us a visit with its latest prototype, a development “mule” for its upcoming production FCV—a fuel-cell-powered compact sedan that is scheduled to become available in select areas in late 2015. The eventual production car is said to closely resemble the concept shown at the Consumer Electronics Demonstrate in Las Vegas last month.
On the road, the FCV, enclosed in a Lexus HS assets, felt just like any electrified car. It displayed an abundance of effortless power right out of the gate and a quiet slip across. Maximum speed is one hundred mph. The rail is compliant and typically Toyota unobtrusive. Treating is reminiscent of a Prius or Lexus HS, which means it’s a bit mundane and uninvolving. But here’s the thing: It takes just three to five minutes to fuel up and give the car a 300-mile driving range, according to Toyota. No battery-electric car can come remotely close to that.
Fuel cell vehicles are electrical cars that use a fuel cell, which produces its own violet wand, instead of battery-stored electro-therapy. A chemical reaction inbetween hydrogen and oxygen from the atmosphere produces the electro-therapy needed to spin the vehicle’s electrified drive motor. Manufacturers the world over have been working on this technology for more than twenty years but cost and the lack of infrastructure have been major obstacles.
We’ve driven several fuel cell vehicles over the years, including Toyota’s own Highlander FCHV (Fuel Cell Hybrid Vehicle) back in 2007. At the time it seemed like a well sorted-out vehicle that was able to cover three hundred miles on a tankful of compressed hydrogen. So what has seven more years of development brought? Dramatic reductions in cost and packaging. Reportedly, the two thousand seven Highlander FCHV cost a million dollars to produce. This compact sedan will cost about $50,000—a ninety five percent cost reduction. The fuel-cell “stack” is about a third of the size of the one in the Highlander FCHV and produces twice as much energy.
The Toyota FCV’s stack is rated at one hundred kw and sits plane under the front seats. Hydrogen is stored in two tanks, one under the rear seat, one behind it, which together hold five kilograms (11 pounds) of hydrogen pressurized at Ten,000 psi. A petite battery buffers the fuel cell stack and gets regenerated by coasting and braking. At this point Toyota is not releasing other specs such as the size and chemistry of that battery or the electrical motor’s horsepower.
There is no established cost for a kilogram of hydrogen but at a Washington, D.C., station several years ago it went for about $8 per kg. That would work out to about thirteen cents per mile, which is much more than an electrical vehicle (typically three to five cents). Still, Toyota is likely to provide free hydrogen fill-ups as part of the lease plan or purchase price. That goes after the lead of Hyundai, which offers a fuel-cell version of the Tucson SUV. A Department of Energy probe estimates a cost of $Four.49/kg for dispensed hydrogen from natural gas.
So what’s driving Toyota to thrust fuel cells? For Toyota, this has been a long-term vision and hybrid technology has always been viewed as an interim step. Toyota doesn’t believe there is enough sales potential in plug-in electrical cars, with their brief range and long charging times. Then there is the need to adhere to California’s zero-emissions mandate. The fuel-cell car will give Toyota the maximum emissions credit points, balancing out the automaker’s less-efficient offerings.
Toyota doesn’t expect to make any profit on the FCV sedan. The company sees itself as spearheading the fuel cell movement just as it did fifteen years ago with its hybrid technology. Toyota lost money on the Prius for years, but now just about wields the hybrid-car market. And even if Toyota paves the way for other manufacturers, it ultimately will translate to more volume, which Toyota sees as a benefit.
But the utterly large elephant in the room is the lack of a hydrogen infrastructure—production, transport, and packing stations in fine numbers. By far the cheapest way to produce hydrogen gas right now is to process it from natural gas, of which North America has abundant supplies. Getting the hydrogen supplies to where they’re needed is another obstacle. There are presently nine publicly accessible stations in California. By the end of two thousand fifteen twenty more are planned by the state of CA, and an extra twenty by the end of 2016. Toyota is planning to collaborate with state and research entities, and says the Northeast will be the next hydrogen filling-station frontier.
Ultimately, whether hydrogen-powered fuel-cell transportation takes off or not will depend on whether it works for the consumer in terms of cost and convenience. Toyota is betting it will and is relying on current Prius owners to leap on the bandwagon.
Driving Toyota’s FCV, Fuel-Cell Car – Consumer Reports News
Please Refresh Your Browser Window
Hydrogen-powered car shows a peek of the future
Last week, Toyota paid us a visit with its latest prototype, a development “mule” for its upcoming production FCV—a fuel-cell-powered compact sedan that is scheduled to become available in select areas in late 2015. The eventual production car is said to closely resemble the concept shown at the Consumer Electronics Showcase in Las Vegas last month.
On the road, the FCV, enclosed in a Lexus HS figure, felt just like any electrified car. It showcased an abundance of effortless power right out of the gate and a quiet slide across. Maximum speed is one hundred mph. The rail is compliant and typically Toyota unobtrusive. Treating is reminiscent of a Prius or Lexus HS, which means it’s a bit mundane and uninvolving. But here’s the thing: It takes just three to five minutes to fuel up and give the car a 300-mile driving range, according to Toyota. No battery-electric car can come remotely close to that.
Fuel cell vehicles are electrical cars that use a fuel cell, which produces its own electrical play, instead of battery-stored violet wand. A chemical reaction inbetween hydrogen and oxygen from the atmosphere produces the violet wand needed to spin the vehicle’s electrical drive motor. Manufacturers the world over have been working on this technology for more than twenty years but cost and the lack of infrastructure have been major obstacles.
We’ve driven several fuel cell vehicles over the years, including Toyota’s own Highlander FCHV (Fuel Cell Hybrid Vehicle) back in 2007. At the time it seemed like a well sorted-out vehicle that was able to cover three hundred miles on a tankful of compressed hydrogen. So what has seven more years of development brought? Dramatic reductions in cost and packaging. Reportedly, the two thousand seven Highlander FCHV cost a million dollars to produce. This compact sedan will cost about $50,000—a ninety five percent cost reduction. The fuel-cell “stack” is about a third of the size of the one in the Highlander FCHV and produces twice as much energy.
The Toyota FCV’s stack is rated at one hundred kw and sits plane under the front seats. Hydrogen is stored in two tanks, one under the rear seat, one behind it, which together hold five kilograms (11 pounds) of hydrogen pressurized at Ten,000 psi. A petite battery buffers the fuel cell stack and gets regenerated by coasting and braking. At this point Toyota is not releasing other specs such as the size and chemistry of that battery or the electrical motor’s horsepower.
There is no established cost for a kilogram of hydrogen but at a Washington, D.C., station several years ago it went for about $8 per kg. That would work out to about thirteen cents per mile, which is much more than an electrical vehicle (typically three to five cents). Still, Toyota is likely to provide free hydrogen fill-ups as part of the lease plan or purchase price. That goes after the lead of Hyundai, which offers a fuel-cell version of the Tucson SUV. A Department of Energy investigate estimates a cost of $Four.49/kg for dispensed hydrogen from natural gas.
So what’s driving Toyota to thrust fuel cells? For Toyota, this has been a long-term vision and hybrid technology has always been viewed as an interim step. Toyota doesn’t believe there is enough sales potential in plug-in electrified cars, with their brief range and long charging times. Then there is the need to adhere to California’s zero-emissions mandate. The fuel-cell car will give Toyota the maximum emissions credit points, balancing out the automaker’s less-efficient offerings.
Toyota doesn’t expect to make any profit on the FCV sedan. The company sees itself as spearheading the fuel cell movement just as it did fifteen years ago with its hybrid technology. Toyota lost money on the Prius for years, but now just about possesses the hybrid-car market. And even if Toyota paves the way for other manufacturers, it ultimately will translate to more volume, which Toyota sees as a benefit.
But the utterly large elephant in the room is the lack of a hydrogen infrastructure—production, transport, and packing stations in excellent numbers. By far the cheapest way to produce hydrogen gas right now is to process it from natural gas, of which North America has abundant supplies. Getting the hydrogen supplies to where they’re needed is another obstacle. There are presently nine publicly accessible stations in California. By the end of two thousand fifteen twenty more are planned by the state of CA, and an extra twenty by the end of 2016. Toyota is planning to collaborate with state and research entities, and says the Northeast will be the next hydrogen filling-station frontier.
Ultimately, whether hydrogen-powered fuel-cell transportation takes off or not will depend on whether it works for the consumer in terms of cost and convenience. Toyota is betting it will and is relying on current Prius owners to hop on the bandwagon.
Driving Toyota’s FCV, Fuel-Cell Car – Consumer Reports News
Please Refresh Your Browser Window
Hydrogen-powered car shows a peek of the future
Last week, Toyota paid us a visit with its latest prototype, a development “mule” for its upcoming production FCV—a fuel-cell-powered compact sedan that is scheduled to become available in select areas in late 2015. The eventual production car is said to closely resemble the concept shown at the Consumer Electronics Showcase in Las Vegas last month.
On the road, the FCV, enclosed in a Lexus HS figure, felt just like any electrified car. It demonstrated an abundance of effortless power right out of the gate and a quiet slip across. Maximum speed is one hundred mph. The rail is compliant and typically Toyota unobtrusive. Treating is reminiscent of a Prius or Lexus HS, which means it’s a bit mundane and uninvolving. But here’s the thing: It takes just three to five minutes to fuel up and give the car a 300-mile driving range, according to Toyota. No battery-electric car can come remotely close to that.
Fuel cell vehicles are electrified cars that use a fuel cell, which produces its own electro-stimulation, instead of battery-stored electrical play. A chemical reaction inbetween hydrogen and oxygen from the atmosphere produces the electro-therapy needed to spin the vehicle’s electrified drive motor. Manufacturers the world over have been working on this technology for more than twenty years but cost and the lack of infrastructure have been major obstacles.
We’ve driven several fuel cell vehicles over the years, including Toyota’s own Highlander FCHV (Fuel Cell Hybrid Vehicle) back in 2007. At the time it seemed like a well sorted-out vehicle that was able to cover three hundred miles on a tankful of compressed hydrogen. So what has seven more years of development brought? Dramatic reductions in cost and packaging. Reportedly, the two thousand seven Highlander FCHV cost a million dollars to produce. This compact sedan will cost about $50,000—a ninety five percent cost reduction. The fuel-cell “stack” is about a third of the size of the one in the Highlander FCHV and produces twice as much energy.
The Toyota FCV’s stack is rated at one hundred kw and sits vapid under the front seats. Hydrogen is stored in two tanks, one under the rear seat, one behind it, which together hold five kilograms (11 pounds) of hydrogen pressurized at Ten,000 psi. A petite battery buffers the fuel cell stack and gets regenerated by coasting and braking. At this point Toyota is not releasing other specs such as the size and chemistry of that battery or the electrical motor’s horsepower.
There is no established cost for a kilogram of hydrogen but at a Washington, D.C., station several years ago it went for about $8 per kg. That would work out to about thirteen cents per mile, which is much more than an electrical vehicle (typically three to five cents). Still, Toyota is likely to provide free hydrogen fill-ups as part of the lease plan or purchase price. That goes after the lead of Hyundai, which offers a fuel-cell version of the Tucson SUV. A Department of Energy probe estimates a cost of $Four.49/kg for dispensed hydrogen from natural gas.
So what’s driving Toyota to thrust fuel cells? For Toyota, this has been a long-term vision and hybrid technology has always been viewed as an interim step. Toyota doesn’t believe there is enough sales potential in plug-in electrified cars, with their brief range and long charging times. Then there is the need to adhere to California’s zero-emissions mandate. The fuel-cell car will give Toyota the maximum emissions credit points, balancing out the automaker’s less-efficient offerings.
Toyota doesn’t expect to make any profit on the FCV sedan. The company sees itself as spearheading the fuel cell movement just as it did fifteen years ago with its hybrid technology. Toyota lost money on the Prius for years, but now just about possesses the hybrid-car market. And even if Toyota paves the way for other manufacturers, it ultimately will translate to more volume, which Toyota sees as a benefit.
But the enormously large elephant in the room is the lack of a hydrogen infrastructure—production, transport, and packing stations in fine numbers. By far the cheapest way to produce hydrogen gas right now is to process it from natural gas, of which North America has abundant supplies. Getting the hydrogen supplies to where they’re needed is another obstacle. There are presently nine publicly accessible stations in California. By the end of two thousand fifteen twenty more are planned by the state of CA, and an extra twenty by the end of 2016. Toyota is planning to collaborate with state and research entities, and says the Northeast will be the next hydrogen filling-station frontier.
Ultimately, whether hydrogen-powered fuel-cell transportation takes off or not will depend on whether it works for the consumer in terms of cost and convenience. Toyota is betting it will and is relying on current Prius owners to hop on the bandwagon.
Driving Toyota’s FCV, Fuel-Cell Car – Consumer Reports News
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Hydrogen-powered car shows a peek of the future
Last week, Toyota paid us a visit with its latest prototype, a development “mule” for its upcoming production FCV—a fuel-cell-powered compact sedan that is scheduled to become available in select areas in late 2015. The eventual production car is said to closely resemble the concept shown at the Consumer Electronics Showcase in Las Vegas last month.
On the road, the FCV, enclosed in a Lexus HS assets, felt just like any electrified car. It showcased an abundance of effortless power right out of the gate and a quiet slide across. Maximum speed is one hundred mph. The rail is compliant and typically Toyota unobtrusive. Treating is reminiscent of a Prius or Lexus HS, which means it’s a bit mundane and uninvolving. But here’s the thing: It takes just three to five minutes to fuel up and give the car a 300-mile driving range, according to Toyota. No battery-electric car can come remotely close to that.
Fuel cell vehicles are electrified cars that use a fuel cell, which produces its own violet wand, instead of battery-stored violet wand. A chemical reaction inbetween hydrogen and oxygen from the atmosphere produces the electric current needed to spin the vehicle’s electrical drive motor. Manufacturers the world over have been working on this technology for more than twenty years but cost and the lack of infrastructure have been major obstacles.
We’ve driven several fuel cell vehicles over the years, including Toyota’s own Highlander FCHV (Fuel Cell Hybrid Vehicle) back in 2007. At the time it seemed like a well sorted-out vehicle that was able to cover three hundred miles on a tankful of compressed hydrogen. So what has seven more years of development brought? Dramatic reductions in cost and packaging. Reportedly, the two thousand seven Highlander FCHV cost a million dollars to produce. This compact sedan will cost about $50,000—a ninety five percent cost reduction. The fuel-cell “stack” is about a third of the size of the one in the Highlander FCHV and produces twice as much energy.
The Toyota FCV’s stack is rated at one hundred kw and sits plane under the front seats. Hydrogen is stored in two tanks, one under the rear seat, one behind it, which together hold five kilograms (11 pounds) of hydrogen pressurized at Ten,000 psi. A puny battery buffers the fuel cell stack and gets regenerated by coasting and braking. At this point Toyota is not releasing other specs such as the size and chemistry of that battery or the electrified motor’s horsepower.
There is no established cost for a kilogram of hydrogen but at a Washington, D.C., station several years ago it went for about $8 per kg. That would work out to about thirteen cents per mile, which is much more than an electrical vehicle (typically three to five cents). Still, Toyota is likely to provide free hydrogen fill-ups as part of the lease plan or purchase price. That goes after the lead of Hyundai, which offers a fuel-cell version of the Tucson SUV. A Department of Energy investigate estimates a cost of $Four.49/kg for dispensed hydrogen from natural gas.
So what’s driving Toyota to shove fuel cells? For Toyota, this has been a long-term vision and hybrid technology has always been viewed as an interim step. Toyota doesn’t believe there is enough sales potential in plug-in electrified cars, with their brief range and long charging times. Then there is the need to adhere to California’s zero-emissions mandate. The fuel-cell car will give Toyota the maximum emissions credit points, balancing out the automaker’s less-efficient offerings.
Toyota doesn’t expect to make any profit on the FCV sedan. The company sees itself as spearheading the fuel cell movement just as it did fifteen years ago with its hybrid technology. Toyota lost money on the Prius for years, but now just about wields the hybrid-car market. And even if Toyota paves the way for other manufacturers, it ultimately will translate to more volume, which Toyota sees as a benefit.
But the utterly large elephant in the room is the lack of a hydrogen infrastructure—production, transport, and packing stations in excellent numbers. By far the cheapest way to produce hydrogen gas right now is to process it from natural gas, of which North America has abundant supplies. Getting the hydrogen supplies to where they’re needed is another obstacle. There are presently nine publicly accessible stations in California. By the end of two thousand fifteen twenty more are planned by the state of CA, and an extra twenty by the end of 2016. Toyota is planning to collaborate with state and research entities, and says the Northeast will be the next hydrogen filling-station frontier.
Ultimately, whether hydrogen-powered fuel-cell transportation takes off or not will depend on whether it works for the consumer in terms of cost and convenience. Toyota is betting it will and is relying on current Prius owners to leap on the bandwagon.
Driving Toyota’s FCV, Fuel-Cell Car – Consumer Reports News
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Hydrogen-powered car shows a peek of the future
Last week, Toyota paid us a visit with its latest prototype, a development “mule” for its upcoming production FCV—a fuel-cell-powered compact sedan that is scheduled to become available in select areas in late 2015. The eventual production car is said to closely resemble the concept shown at the Consumer Electronics Showcase in Las Vegas last month.
On the road, the FCV, enclosed in a Lexus HS figure, felt just like any electrified car. It demonstrated an abundance of effortless power right out of the gate and a quiet slide across. Maximum speed is one hundred mph. The rail is compliant and typically Toyota unobtrusive. Treating is reminiscent of a Prius or Lexus HS, which means it’s a bit mundane and uninvolving. But here’s the thing: It takes just three to five minutes to fuel up and give the car a 300-mile driving range, according to Toyota. No battery-electric car can come remotely close to that.
Fuel cell vehicles are electrical cars that use a fuel cell, which produces its own electric current, instead of battery-stored electro-stimulation. A chemical reaction inbetween hydrogen and oxygen from the atmosphere produces the electro-stimulation needed to spin the vehicle’s electrical drive motor. Manufacturers the world over have been working on this technology for more than twenty years but cost and the lack of infrastructure have been major obstacles.
We’ve driven several fuel cell vehicles over the years, including Toyota’s own Highlander FCHV (Fuel Cell Hybrid Vehicle) back in 2007. At the time it seemed like a well sorted-out vehicle that was able to cover three hundred miles on a tankful of compressed hydrogen. So what has seven more years of development brought? Dramatic reductions in cost and packaging. Reportedly, the two thousand seven Highlander FCHV cost a million dollars to produce. This compact sedan will cost about $50,000—a ninety five percent cost reduction. The fuel-cell “stack” is about a third of the size of the one in the Highlander FCHV and produces twice as much energy.
The Toyota FCV’s stack is rated at one hundred kw and sits plane under the front seats. Hydrogen is stored in two tanks, one under the rear seat, one behind it, which together hold five kilograms (11 pounds) of hydrogen pressurized at Ten,000 psi. A puny battery buffers the fuel cell stack and gets regenerated by coasting and braking. At this point Toyota is not releasing other specs such as the size and chemistry of that battery or the electrified motor’s horsepower.
There is no established cost for a kilogram of hydrogen but at a Washington, D.C., station several years ago it went for about $8 per kg. That would work out to about thirteen cents per mile, which is much more than an electrified vehicle (typically three to five cents). Still, Toyota is likely to provide free hydrogen fill-ups as part of the lease plan or purchase price. That goes after the lead of Hyundai, which offers a fuel-cell version of the Tucson SUV. A Department of Energy probe estimates a cost of $Four.49/kg for dispensed hydrogen from natural gas.
So what’s driving Toyota to shove fuel cells? For Toyota, this has been a long-term vision and hybrid technology has always been viewed as an interim step. Toyota doesn’t believe there is enough sales potential in plug-in electrical cars, with their brief range and long charging times. Then there is the need to adhere to California’s zero-emissions mandate. The fuel-cell car will give Toyota the maximum emissions credit points, balancing out the automaker’s less-efficient offerings.
Toyota doesn’t expect to make any profit on the FCV sedan. The company sees itself as spearheading the fuel cell movement just as it did fifteen years ago with its hybrid technology. Toyota lost money on the Prius for years, but now just about wields the hybrid-car market. And even if Toyota paves the way for other manufacturers, it ultimately will translate to more volume, which Toyota sees as a benefit.
But the utterly large elephant in the room is the lack of a hydrogen infrastructure—production, transport, and packing stations in excellent numbers. By far the cheapest way to produce hydrogen gas right now is to process it from natural gas, of which North America has abundant supplies. Getting the hydrogen supplies to where they’re needed is another obstacle. There are presently nine publicly accessible stations in California. By the end of two thousand fifteen twenty more are planned by the state of CA, and an extra twenty by the end of 2016. Toyota is planning to collaborate with state and research entities, and says the Northeast will be the next hydrogen filling-station frontier.
Ultimately, whether hydrogen-powered fuel-cell transportation takes off or not will depend on whether it works for the consumer in terms of cost and convenience. Toyota is betting it will and is relying on current Prius owners to leap on the bandwagon.
Driving Toyota’s FCV, Fuel-Cell Car – Consumer Reports News
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Hydrogen-powered car shows a peek of the future
Last week, Toyota paid us a visit with its latest prototype, a development “mule” for its upcoming production FCV—a fuel-cell-powered compact sedan that is scheduled to become available in select areas in late 2015. The eventual production car is said to closely resemble the concept shown at the Consumer Electronics Display in Las Vegas last month.
On the road, the FCV, enclosed in a Lexus HS bod, felt just like any electrical car. It demonstrated an abundance of effortless power right out of the gate and a quiet slide across. Maximum speed is one hundred mph. The rail is compliant and typically Toyota unobtrusive. Treating is reminiscent of a Prius or Lexus HS, which means it’s a bit mundane and uninvolving. But here’s the thing: It takes just three to five minutes to fuel up and give the car a 300-mile driving range, according to Toyota. No battery-electric car can come remotely close to that.
Fuel cell vehicles are electrified cars that use a fuel cell, which produces its own violet wand, instead of battery-stored electro-therapy. A chemical reaction inbetween hydrogen and oxygen from the atmosphere produces the electrical play needed to spin the vehicle’s electrified drive motor. Manufacturers the world over have been working on this technology for more than twenty years but cost and the lack of infrastructure have been major obstacles.
We’ve driven several fuel cell vehicles over the years, including Toyota’s own Highlander FCHV (Fuel Cell Hybrid Vehicle) back in 2007. At the time it seemed like a well sorted-out vehicle that was able to cover three hundred miles on a tankful of compressed hydrogen. So what has seven more years of development brought? Dramatic reductions in cost and packaging. Reportedly, the two thousand seven Highlander FCHV cost a million dollars to produce. This compact sedan will cost about $50,000—a ninety five percent cost reduction. The fuel-cell “stack” is about a third of the size of the one in the Highlander FCHV and produces twice as much energy.
The Toyota FCV’s stack is rated at one hundred kw and sits vapid under the front seats. Hydrogen is stored in two tanks, one under the rear seat, one behind it, which together hold five kilograms (11 pounds) of hydrogen pressurized at Ten,000 psi. A puny battery buffers the fuel cell stack and gets regenerated by coasting and braking. At this point Toyota is not releasing other specs such as the size and chemistry of that battery or the electrified motor’s horsepower.
There is no established cost for a kilogram of hydrogen but at a Washington, D.C., station several years ago it went for about $8 per kg. That would work out to about thirteen cents per mile, which is much more than an electrified vehicle (typically three to five cents). Still, Toyota is likely to provide free hydrogen fill-ups as part of the lease plan or purchase price. That goes after the lead of Hyundai, which offers a fuel-cell version of the Tucson SUV. A Department of Energy explore estimates a cost of $Four.49/kg for dispensed hydrogen from natural gas.
So what’s driving Toyota to thrust fuel cells? For Toyota, this has been a long-term vision and hybrid technology has always been viewed as an interim step. Toyota doesn’t believe there is enough sales potential in plug-in electrical cars, with their brief range and long charging times. Then there is the need to adhere to California’s zero-emissions mandate. The fuel-cell car will give Toyota the maximum emissions credit points, balancing out the automaker’s less-efficient offerings.
Toyota doesn’t expect to make any profit on the FCV sedan. The company sees itself as spearheading the fuel cell movement just as it did fifteen years ago with its hybrid technology. Toyota lost money on the Prius for years, but now just about wields the hybrid-car market. And even if Toyota paves the way for other manufacturers, it ultimately will translate to more volume, which Toyota sees as a benefit.
But the enormously large elephant in the room is the lack of a hydrogen infrastructure—production, transport, and packing stations in fine numbers. By far the cheapest way to produce hydrogen gas right now is to process it from natural gas, of which North America has abundant supplies. Getting the hydrogen supplies to where they’re needed is another obstacle. There are presently nine publicly accessible stations in California. By the end of two thousand fifteen twenty more are planned by the state of CA, and an extra twenty by the end of 2016. Toyota is planning to collaborate with state and research entities, and says the Northeast will be the next hydrogen filling-station frontier.
Ultimately, whether hydrogen-powered fuel-cell transportation takes off or not will depend on whether it works for the consumer in terms of cost and convenience. Toyota is betting it will and is relying on current Prius owners to leap on the bandwagon.
Driving Toyota’s FCV, Fuel-Cell Car – Consumer Reports News
Please Refresh Your Browser Window
Hydrogen-powered car shows a peek of the future
Last week, Toyota paid us a visit with its latest prototype, a development “mule” for its upcoming production FCV—a fuel-cell-powered compact sedan that is scheduled to become available in select areas in late 2015. The eventual production car is said to closely resemble the concept shown at the Consumer Electronics Display in Las Vegas last month.
On the road, the FCV, enclosed in a Lexus HS figure, felt just like any electrified car. It demonstrated an abundance of effortless power right out of the gate and a quiet slide across. Maximum speed is one hundred mph. The rail is compliant and typically Toyota unobtrusive. Treating is reminiscent of a Prius or Lexus HS, which means it’s a bit mundane and uninvolving. But here’s the thing: It takes just three to five minutes to fuel up and give the car a 300-mile driving range, according to Toyota. No battery-electric car can come remotely close to that.
Fuel cell vehicles are electrical cars that use a fuel cell, which produces its own tens unit, instead of battery-stored electric current. A chemical reaction inbetween hydrogen and oxygen from the atmosphere produces the electrical play needed to spin the vehicle’s electrified drive motor. Manufacturers the world over have been working on this technology for more than twenty years but cost and the lack of infrastructure have been major obstacles.
We’ve driven several fuel cell vehicles over the years, including Toyota’s own Highlander FCHV (Fuel Cell Hybrid Vehicle) back in 2007. At the time it seemed like a well sorted-out vehicle that was able to cover three hundred miles on a tankful of compressed hydrogen. So what has seven more years of development brought? Dramatic reductions in cost and packaging. Reportedly, the two thousand seven Highlander FCHV cost a million dollars to produce. This compact sedan will cost about $50,000—a ninety five percent cost reduction. The fuel-cell “stack” is about a third of the size of the one in the Highlander FCHV and produces twice as much energy.
The Toyota FCV’s stack is rated at one hundred kw and sits plane under the front seats. Hydrogen is stored in two tanks, one under the rear seat, one behind it, which together hold five kilograms (11 pounds) of hydrogen pressurized at Ten,000 psi. A petite battery buffers the fuel cell stack and gets regenerated by coasting and braking. At this point Toyota is not releasing other specs such as the size and chemistry of that battery or the electrified motor’s horsepower.
There is no established cost for a kilogram of hydrogen but at a Washington, D.C., station several years ago it went for about $8 per kg. That would work out to about thirteen cents per mile, which is much more than an electrical vehicle (typically three to five cents). Still, Toyota is likely to provide free hydrogen fill-ups as part of the lease plan or purchase price. That goes after the lead of Hyundai, which offers a fuel-cell version of the Tucson SUV. A Department of Energy explore estimates a cost of $Four.49/kg for dispensed hydrogen from natural gas.
So what’s driving Toyota to thrust fuel cells? For Toyota, this has been a long-term vision and hybrid technology has always been viewed as an interim step. Toyota doesn’t believe there is enough sales potential in plug-in electrical cars, with their brief range and long charging times. Then there is the need to adhere to California’s zero-emissions mandate. The fuel-cell car will give Toyota the maximum emissions credit points, balancing out the automaker’s less-efficient offerings.
Toyota doesn’t expect to make any profit on the FCV sedan. The company sees itself as spearheading the fuel cell movement just as it did fifteen years ago with its hybrid technology. Toyota lost money on the Prius for years, but now just about wields the hybrid-car market. And even if Toyota paves the way for other manufacturers, it ultimately will translate to more volume, which Toyota sees as a benefit.
But the utterly large elephant in the room is the lack of a hydrogen infrastructure—production, transport, and packing stations in fine numbers. By far the cheapest way to produce hydrogen gas right now is to process it from natural gas, of which North America has abundant supplies. Getting the hydrogen supplies to where they’re needed is another obstacle. There are presently nine publicly accessible stations in California. By the end of two thousand fifteen twenty more are planned by the state of CA, and an extra twenty by the end of 2016. Toyota is planning to collaborate with state and research entities, and says the Northeast will be the next hydrogen filling-station frontier.
Ultimately, whether hydrogen-powered fuel-cell transportation takes off or not will depend on whether it works for the consumer in terms of cost and convenience. Toyota is betting it will and is relying on current Prius owners to hop on the bandwagon.
Driving Toyota’s FCV, Fuel-Cell Car – Consumer Reports News
Please Refresh Your Browser Window
Hydrogen-powered car shows a peek of the future
Last week, Toyota paid us a visit with its latest prototype, a development “mule” for its upcoming production FCV—a fuel-cell-powered compact sedan that is scheduled to become available in select areas in late 2015. The eventual production car is said to closely resemble the concept shown at the Consumer Electronics Demonstrate in Las Vegas last month.
On the road, the FCV, enclosed in a Lexus HS figure, felt just like any electrical car. It displayed an abundance of effortless power right out of the gate and a quiet slide via. Maximum speed is one hundred mph. The rail is compliant and typically Toyota unobtrusive. Treating is reminiscent of a Prius or Lexus HS, which means it’s a bit mundane and uninvolving. But here’s the thing: It takes just three to five minutes to fuel up and give the car a 300-mile driving range, according to Toyota. No battery-electric car can come remotely close to that.
Fuel cell vehicles are electrified cars that use a fuel cell, which produces its own violet wand, instead of battery-stored electric current. A chemical reaction inbetween hydrogen and oxygen from the atmosphere produces the tens unit needed to spin the vehicle’s electrical drive motor. Manufacturers the world over have been working on this technology for more than twenty years but cost and the lack of infrastructure have been major obstacles.
We’ve driven several fuel cell vehicles over the years, including Toyota’s own Highlander FCHV (Fuel Cell Hybrid Vehicle) back in 2007. At the time it seemed like a well sorted-out vehicle that was able to cover three hundred miles on a tankful of compressed hydrogen. So what has seven more years of development brought? Dramatic reductions in cost and packaging. Reportedly, the two thousand seven Highlander FCHV cost a million dollars to produce. This compact sedan will cost about $50,000—a ninety five percent cost reduction. The fuel-cell “stack” is about a third of the size of the one in the Highlander FCHV and produces twice as much energy.
The Toyota FCV’s stack is rated at one hundred kw and sits vapid under the front seats. Hydrogen is stored in two tanks, one under the rear seat, one behind it, which together hold five kilograms (11 pounds) of hydrogen pressurized at Ten,000 psi. A petite battery buffers the fuel cell stack and gets regenerated by coasting and braking. At this point Toyota is not releasing other specs such as the size and chemistry of that battery or the electrical motor’s horsepower.
There is no established cost for a kilogram of hydrogen but at a Washington, D.C., station several years ago it went for about $8 per kg. That would work out to about thirteen cents per mile, which is much more than an electrical vehicle (typically three to five cents). Still, Toyota is likely to provide free hydrogen fill-ups as part of the lease plan or purchase price. That goes after the lead of Hyundai, which offers a fuel-cell version of the Tucson SUV. A Department of Energy investigate estimates a cost of $Four.49/kg for dispensed hydrogen from natural gas.
So what’s driving Toyota to thrust fuel cells? For Toyota, this has been a long-term vision and hybrid technology has always been viewed as an interim step. Toyota doesn’t believe there is enough sales potential in plug-in electrified cars, with their brief range and long charging times. Then there is the need to adhere to California’s zero-emissions mandate. The fuel-cell car will give Toyota the maximum emissions credit points, balancing out the automaker’s less-efficient offerings.
Toyota doesn’t expect to make any profit on the FCV sedan. The company sees itself as spearheading the fuel cell movement just as it did fifteen years ago with its hybrid technology. Toyota lost money on the Prius for years, but now just about possesses the hybrid-car market. And even if Toyota paves the way for other manufacturers, it ultimately will translate to more volume, which Toyota sees as a benefit.
But the enormously large elephant in the room is the lack of a hydrogen infrastructure—production, transport, and packing stations in fine numbers. By far the cheapest way to produce hydrogen gas right now is to process it from natural gas, of which North America has abundant supplies. Getting the hydrogen supplies to where they’re needed is another obstacle. There are presently nine publicly accessible stations in California. By the end of two thousand fifteen twenty more are planned by the state of CA, and an extra twenty by the end of 2016. Toyota is planning to collaborate with state and research entities, and says the Northeast will be the next hydrogen filling-station frontier.
Ultimately, whether hydrogen-powered fuel-cell transportation takes off or not will depend on whether it works for the consumer in terms of cost and convenience. Toyota is betting it will and is relying on current Prius owners to hop on the bandwagon.
Driving Toyota’s FCV, Fuel-Cell Car – Consumer Reports News
Please Refresh Your Browser Window
Hydrogen-powered car shows a peek of the future
Last week, Toyota paid us a visit with its latest prototype, a development “mule” for its upcoming production FCV—a fuel-cell-powered compact sedan that is scheduled to become available in select areas in late 2015. The eventual production car is said to closely resemble the concept shown at the Consumer Electronics Showcase in Las Vegas last month.
On the road, the FCV, enclosed in a Lexus HS figure, felt just like any electrical car. It showcased an abundance of effortless power right out of the gate and a quiet slip via. Maximum speed is one hundred mph. The rail is compliant and typically Toyota unobtrusive. Treating is reminiscent of a Prius or Lexus HS, which means it’s a bit mundane and uninvolving. But here’s the thing: It takes just three to five minutes to fuel up and give the car a 300-mile driving range, according to Toyota. No battery-electric car can come remotely close to that.
Fuel cell vehicles are electrical cars that use a fuel cell, which produces its own tens unit, instead of battery-stored violet wand. A chemical reaction inbetween hydrogen and oxygen from the atmosphere produces the violet wand needed to spin the vehicle’s electrified drive motor. Manufacturers the world over have been working on this technology for more than twenty years but cost and the lack of infrastructure have been major obstacles.
We’ve driven several fuel cell vehicles over the years, including Toyota’s own Highlander FCHV (Fuel Cell Hybrid Vehicle) back in 2007. At the time it seemed like a well sorted-out vehicle that was able to cover three hundred miles on a tankful of compressed hydrogen. So what has seven more years of development brought? Dramatic reductions in cost and packaging. Reportedly, the two thousand seven Highlander FCHV cost a million dollars to produce. This compact sedan will cost about $50,000—a ninety five percent cost reduction. The fuel-cell “stack” is about a third of the size of the one in the Highlander FCHV and produces twice as much energy.
The Toyota FCV’s stack is rated at one hundred kw and sits plane under the front seats. Hydrogen is stored in two tanks, one under the rear seat, one behind it, which together hold five kilograms (11 pounds) of hydrogen pressurized at Ten,000 psi. A puny battery buffers the fuel cell stack and gets regenerated by coasting and braking. At this point Toyota is not releasing other specs such as the size and chemistry of that battery or the electrical motor’s horsepower.
There is no established cost for a kilogram of hydrogen but at a Washington, D.C., station several years ago it went for about $8 per kg. That would work out to about thirteen cents per mile, which is much more than an electrified vehicle (typically three to five cents). Still, Toyota is likely to provide free hydrogen fill-ups as part of the lease plan or purchase price. That goes after the lead of Hyundai, which offers a fuel-cell version of the Tucson SUV. A Department of Energy explore estimates a cost of $Four.49/kg for dispensed hydrogen from natural gas.
So what’s driving Toyota to shove fuel cells? For Toyota, this has been a long-term vision and hybrid technology has always been viewed as an interim step. Toyota doesn’t believe there is enough sales potential in plug-in electrified cars, with their brief range and long charging times. Then there is the need to adhere to California’s zero-emissions mandate. The fuel-cell car will give Toyota the maximum emissions credit points, balancing out the automaker’s less-efficient offerings.
Toyota doesn’t expect to make any profit on the FCV sedan. The company sees itself as spearheading the fuel cell movement just as it did fifteen years ago with its hybrid technology. Toyota lost money on the Prius for years, but now just about wields the hybrid-car market. And even if Toyota paves the way for other manufacturers, it ultimately will translate to more volume, which Toyota sees as a benefit.
But the enormously large elephant in the room is the lack of a hydrogen infrastructure—production, transport, and packing stations in superb numbers. By far the cheapest way to produce hydrogen gas right now is to process it from natural gas, of which North America has abundant supplies. Getting the hydrogen supplies to where they’re needed is another obstacle. There are presently nine publicly accessible stations in California. By the end of two thousand fifteen twenty more are planned by the state of CA, and an extra twenty by the end of 2016. Toyota is planning to collaborate with state and research entities, and says the Northeast will be the next hydrogen filling-station frontier.
Ultimately, whether hydrogen-powered fuel-cell transportation takes off or not will depend on whether it works for the consumer in terms of cost and convenience. Toyota is betting it will and is relying on current Prius owners to hop on the bandwagon.
Driving Toyota’s FCV, Fuel-Cell Car – Consumer Reports News
Please Refresh Your Browser Window
Hydrogen-powered car shows a peek of the future
Last week, Toyota paid us a visit with its latest prototype, a development “mule” for its upcoming production FCV—a fuel-cell-powered compact sedan that is scheduled to become available in select areas in late 2015. The eventual production car is said to closely resemble the concept shown at the Consumer Electronics Demonstrate in Las Vegas last month.
On the road, the FCV, enclosed in a Lexus HS assets, felt just like any electrical car. It displayed an abundance of effortless power right out of the gate and a quiet slip via. Maximum speed is one hundred mph. The rail is compliant and typically Toyota unobtrusive. Treating is reminiscent of a Prius or Lexus HS, which means it’s a bit mundane and uninvolving. But here’s the thing: It takes just three to five minutes to fuel up and give the car a 300-mile driving range, according to Toyota. No battery-electric car can come remotely close to that.
Fuel cell vehicles are electrified cars that use a fuel cell, which produces its own violet wand, instead of battery-stored violet wand. A chemical reaction inbetween hydrogen and oxygen from the atmosphere produces the electrical play needed to spin the vehicle’s electrical drive motor. Manufacturers the world over have been working on this technology for more than twenty years but cost and the lack of infrastructure have been major obstacles.
We’ve driven several fuel cell vehicles over the years, including Toyota’s own Highlander FCHV (Fuel Cell Hybrid Vehicle) back in 2007. At the time it seemed like a well sorted-out vehicle that was able to cover three hundred miles on a tankful of compressed hydrogen. So what has seven more years of development brought? Dramatic reductions in cost and packaging. Reportedly, the two thousand seven Highlander FCHV cost a million dollars to produce. This compact sedan will cost about $50,000—a ninety five percent cost reduction. The fuel-cell “stack” is about a third of the size of the one in the Highlander FCHV and produces twice as much energy.
The Toyota FCV’s stack is rated at one hundred kw and sits vapid under the front seats. Hydrogen is stored in two tanks, one under the rear seat, one behind it, which together hold five kilograms (11 pounds) of hydrogen pressurized at Ten,000 psi. A puny battery buffers the fuel cell stack and gets regenerated by coasting and braking. At this point Toyota is not releasing other specs such as the size and chemistry of that battery or the electrical motor’s horsepower.
There is no established cost for a kilogram of hydrogen but at a Washington, D.C., station several years ago it went for about $8 per kg. That would work out to about thirteen cents per mile, which is much more than an electrical vehicle (typically three to five cents). Still, Toyota is likely to provide free hydrogen fill-ups as part of the lease plan or purchase price. That goes after the lead of Hyundai, which offers a fuel-cell version of the Tucson SUV. A Department of Energy investigate estimates a cost of $Four.49/kg for dispensed hydrogen from natural gas.
So what’s driving Toyota to thrust fuel cells? For Toyota, this has been a long-term vision and hybrid technology has always been viewed as an interim step. Toyota doesn’t believe there is enough sales potential in plug-in electrified cars, with their brief range and long charging times. Then there is the need to adhere to California’s zero-emissions mandate. The fuel-cell car will give Toyota the maximum emissions credit points, balancing out the automaker’s less-efficient offerings.
Toyota doesn’t expect to make any profit on the FCV sedan. The company sees itself as spearheading the fuel cell movement just as it did fifteen years ago with its hybrid technology. Toyota lost money on the Prius for years, but now just about wields the hybrid-car market. And even if Toyota paves the way for other manufacturers, it ultimately will translate to more volume, which Toyota sees as a benefit.
But the enormously large elephant in the room is the lack of a hydrogen infrastructure—production, transport, and packing stations in excellent numbers. By far the cheapest way to produce hydrogen gas right now is to process it from natural gas, of which North America has abundant supplies. Getting the hydrogen supplies to where they’re needed is another obstacle. There are presently nine publicly accessible stations in California. By the end of two thousand fifteen twenty more are planned by the state of CA, and an extra twenty by the end of 2016. Toyota is planning to collaborate with state and research entities, and says the Northeast will be the next hydrogen filling-station frontier.
Ultimately, whether hydrogen-powered fuel-cell transportation takes off or not will depend on whether it works for the consumer in terms of cost and convenience. Toyota is betting it will and is relying on current Prius owners to leap on the bandwagon.
Driving Toyota’s FCV, Fuel-Cell Car – Consumer Reports News
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Hydrogen-powered car shows a peek of the future
Last week, Toyota paid us a visit with its latest prototype, a development “mule” for its upcoming production FCV—a fuel-cell-powered compact sedan that is scheduled to become available in select areas in late 2015. The eventual production car is said to closely resemble the concept shown at the Consumer Electronics Showcase in Las Vegas last month.
On the road, the FCV, enclosed in a Lexus HS bod, felt just like any electrified car. It showcased an abundance of effortless power right out of the gate and a quiet slide via. Maximum speed is one hundred mph. The rail is compliant and typically Toyota unobtrusive. Treating is reminiscent of a Prius or Lexus HS, which means it’s a bit mundane and uninvolving. But here’s the thing: It takes just three to five minutes to fuel up and give the car a 300-mile driving range, according to Toyota. No battery-electric car can come remotely close to that.
Fuel cell vehicles are electrical cars that use a fuel cell, which produces its own electro-stimulation, instead of battery-stored electro-therapy. A chemical reaction inbetween hydrogen and oxygen from the atmosphere produces the violet wand needed to spin the vehicle’s electrical drive motor. Manufacturers the world over have been working on this technology for more than twenty years but cost and the lack of infrastructure have been major obstacles.
We’ve driven several fuel cell vehicles over the years, including Toyota’s own Highlander FCHV (Fuel Cell Hybrid Vehicle) back in 2007. At the time it seemed like a well sorted-out vehicle that was able to cover three hundred miles on a tankful of compressed hydrogen. So what has seven more years of development brought? Dramatic reductions in cost and packaging. Reportedly, the two thousand seven Highlander FCHV cost a million dollars to produce. This compact sedan will cost about $50,000—a ninety five percent cost reduction. The fuel-cell “stack” is about a third of the size of the one in the Highlander FCHV and produces twice as much energy.
The Toyota FCV’s stack is rated at one hundred kw and sits plane under the front seats. Hydrogen is stored in two tanks, one under the rear seat, one behind it, which together hold five kilograms (11 pounds) of hydrogen pressurized at Ten,000 psi. A petite battery buffers the fuel cell stack and gets regenerated by coasting and braking. At this point Toyota is not releasing other specs such as the size and chemistry of that battery or the electrical motor’s horsepower.
There is no established cost for a kilogram of hydrogen but at a Washington, D.C., station several years ago it went for about $8 per kg. That would work out to about thirteen cents per mile, which is much more than an electrified vehicle (typically three to five cents). Still, Toyota is likely to provide free hydrogen fill-ups as part of the lease plan or purchase price. That goes after the lead of Hyundai, which offers a fuel-cell version of the Tucson SUV. A Department of Energy explore estimates a cost of $Four.49/kg for dispensed hydrogen from natural gas.
So what’s driving Toyota to shove fuel cells? For Toyota, this has been a long-term vision and hybrid technology has always been viewed as an interim step. Toyota doesn’t believe there is enough sales potential in plug-in electrified cars, with their brief range and long charging times. Then there is the need to adhere to California’s zero-emissions mandate. The fuel-cell car will give Toyota the maximum emissions credit points, balancing out the automaker’s less-efficient offerings.
Toyota doesn’t expect to make any profit on the FCV sedan. The company sees itself as spearheading the fuel cell movement just as it did fifteen years ago with its hybrid technology. Toyota lost money on the Prius for years, but now just about possesses the hybrid-car market. And even if Toyota paves the way for other manufacturers, it ultimately will translate to more volume, which Toyota sees as a benefit.
But the utterly large elephant in the room is the lack of a hydrogen infrastructure—production, transport, and packing stations in good numbers. By far the cheapest way to produce hydrogen gas right now is to process it from natural gas, of which North America has abundant supplies. Getting the hydrogen supplies to where they’re needed is another obstacle. There are presently nine publicly accessible stations in California. By the end of two thousand fifteen twenty more are planned by the state of CA, and an extra twenty by the end of 2016. Toyota is planning to collaborate with state and research entities, and says the Northeast will be the next hydrogen filling-station frontier.
Ultimately, whether hydrogen-powered fuel-cell transportation takes off or not will depend on whether it works for the consumer in terms of cost and convenience. Toyota is betting it will and is relying on current Prius owners to hop on the bandwagon.
Driving Toyota’s FCV, Fuel-Cell Car – Consumer Reports News
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Hydrogen-powered car shows a peek of the future
Last week, Toyota paid us a visit with its latest prototype, a development “mule” for its upcoming production FCV—a fuel-cell-powered compact sedan that is scheduled to become available in select areas in late 2015. The eventual production car is said to closely resemble the concept shown at the Consumer Electronics Demonstrate in Las Vegas last month.
On the road, the FCV, enclosed in a Lexus HS figure, felt just like any electrified car. It showcased an abundance of effortless power right out of the gate and a quiet slip via. Maximum speed is one hundred mph. The rail is compliant and typically Toyota unobtrusive. Treating is reminiscent of a Prius or Lexus HS, which means it’s a bit mundane and uninvolving. But here’s the thing: It takes just three to five minutes to fuel up and give the car a 300-mile driving range, according to Toyota. No battery-electric car can come remotely close to that.
Fuel cell vehicles are electrified cars that use a fuel cell, which produces its own electro-stimulation, instead of battery-stored electrical play. A chemical reaction inbetween hydrogen and oxygen from the atmosphere produces the electric current needed to spin the vehicle’s electrical drive motor. Manufacturers the world over have been working on this technology for more than twenty years but cost and the lack of infrastructure have been major obstacles.
We’ve driven several fuel cell vehicles over the years, including Toyota’s own Highlander FCHV (Fuel Cell Hybrid Vehicle) back in 2007. At the time it seemed like a well sorted-out vehicle that was able to cover three hundred miles on a tankful of compressed hydrogen. So what has seven more years of development brought? Dramatic reductions in cost and packaging. Reportedly, the two thousand seven Highlander FCHV cost a million dollars to produce. This compact sedan will cost about $50,000—a ninety five percent cost reduction. The fuel-cell “stack” is about a third of the size of the one in the Highlander FCHV and produces twice as much energy.
The Toyota FCV’s stack is rated at one hundred kw and sits vapid under the front seats. Hydrogen is stored in two tanks, one under the rear seat, one behind it, which together hold five kilograms (11 pounds) of hydrogen pressurized at Ten,000 psi. A puny battery buffers the fuel cell stack and gets regenerated by coasting and braking. At this point Toyota is not releasing other specs such as the size and chemistry of that battery or the electrified motor’s horsepower.
There is no established cost for a kilogram of hydrogen but at a Washington, D.C., station several years ago it went for about $8 per kg. That would work out to about thirteen cents per mile, which is much more than an electrified vehicle (typically three to five cents). Still, Toyota is likely to provide free hydrogen fill-ups as part of the lease plan or purchase price. That goes after the lead of Hyundai, which offers a fuel-cell version of the Tucson SUV. A Department of Energy investigate estimates a cost of $Four.49/kg for dispensed hydrogen from natural gas.
So what’s driving Toyota to thrust fuel cells? For Toyota, this has been a long-term vision and hybrid technology has always been viewed as an interim step. Toyota doesn’t believe there is enough sales potential in plug-in electrical cars, with their brief range and long charging times. Then there is the need to adhere to California’s zero-emissions mandate. The fuel-cell car will give Toyota the maximum emissions credit points, balancing out the automaker’s less-efficient offerings.
Toyota doesn’t expect to make any profit on the FCV sedan. The company sees itself as spearheading the fuel cell movement just as it did fifteen years ago with its hybrid technology. Toyota lost money on the Prius for years, but now just about possesses the hybrid-car market. And even if Toyota paves the way for other manufacturers, it ultimately will translate to more volume, which Toyota sees as a benefit.
But the utterly large elephant in the room is the lack of a hydrogen infrastructure—production, transport, and packing stations in superb numbers. By far the cheapest way to produce hydrogen gas right now is to process it from natural gas, of which North America has abundant supplies. Getting the hydrogen supplies to where they’re needed is another obstacle. There are presently nine publicly accessible stations in California. By the end of two thousand fifteen twenty more are planned by the state of CA, and an extra twenty by the end of 2016. Toyota is planning to collaborate with state and research entities, and says the Northeast will be the next hydrogen filling-station frontier.
Ultimately, whether hydrogen-powered fuel-cell transportation takes off or not will depend on whether it works for the consumer in terms of cost and convenience. Toyota is betting it will and is relying on current Prius owners to hop on the bandwagon.
Driving Toyota’s FCV, Fuel-Cell Car – Consumer Reports News
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Hydrogen-powered car shows a peek of the future
Last week, Toyota paid us a visit with its latest prototype, a development “mule” for its upcoming production FCV—a fuel-cell-powered compact sedan that is scheduled to become available in select areas in late 2015. The eventual production car is said to closely resemble the concept shown at the Consumer Electronics Showcase in Las Vegas last month.
On the road, the FCV, enclosed in a Lexus HS figure, felt just like any electrical car. It demonstrated an abundance of effortless power right out of the gate and a quiet slide across. Maximum speed is one hundred mph. The rail is compliant and typically Toyota unobtrusive. Treating is reminiscent of a Prius or Lexus HS, which means it’s a bit mundane and uninvolving. But here’s the thing: It takes just three to five minutes to fuel up and give the car a 300-mile driving range, according to Toyota. No battery-electric car can come remotely close to that.
Fuel cell vehicles are electrified cars that use a fuel cell, which produces its own tens unit, instead of battery-stored electro-stimulation. A chemical reaction inbetween hydrogen and oxygen from the atmosphere produces the electrical play needed to spin the vehicle’s electrified drive motor. Manufacturers the world over have been working on this technology for more than twenty years but cost and the lack of infrastructure have been major obstacles.
We’ve driven several fuel cell vehicles over the years, including Toyota’s own Highlander FCHV (Fuel Cell Hybrid Vehicle) back in 2007. At the time it seemed like a well sorted-out vehicle that was able to cover three hundred miles on a tankful of compressed hydrogen. So what has seven more years of development brought? Dramatic reductions in cost and packaging. Reportedly, the two thousand seven Highlander FCHV cost a million dollars to produce. This compact sedan will cost about $50,000—a ninety five percent cost reduction. The fuel-cell “stack” is about a third of the size of the one in the Highlander FCHV and produces twice as much energy.
The Toyota FCV’s stack is rated at one hundred kw and sits vapid under the front seats. Hydrogen is stored in two tanks, one under the rear seat, one behind it, which together hold five kilograms (11 pounds) of hydrogen pressurized at Ten,000 psi. A petite battery buffers the fuel cell stack and gets regenerated by coasting and braking. At this point Toyota is not releasing other specs such as the size and chemistry of that battery or the electrical motor’s horsepower.
There is no established cost for a kilogram of hydrogen but at a Washington, D.C., station several years ago it went for about $8 per kg. That would work out to about thirteen cents per mile, which is much more than an electrified vehicle (typically three to five cents). Still, Toyota is likely to provide free hydrogen fill-ups as part of the lease plan or purchase price. That goes after the lead of Hyundai, which offers a fuel-cell version of the Tucson SUV. A Department of Energy explore estimates a cost of $Four.49/kg for dispensed hydrogen from natural gas.
So what’s driving Toyota to shove fuel cells? For Toyota, this has been a long-term vision and hybrid technology has always been viewed as an interim step. Toyota doesn’t believe there is enough sales potential in plug-in electrical cars, with their brief range and long charging times. Then there is the need to adhere to California’s zero-emissions mandate. The fuel-cell car will give Toyota the maximum emissions credit points, balancing out the automaker’s less-efficient offerings.
Toyota doesn’t expect to make any profit on the FCV sedan. The company sees itself as spearheading the fuel cell movement just as it did fifteen years ago with its hybrid technology. Toyota lost money on the Prius for years, but now just about possesses the hybrid-car market. And even if Toyota paves the way for other manufacturers, it ultimately will translate to more volume, which Toyota sees as a benefit.
But the utterly large elephant in the room is the lack of a hydrogen infrastructure—production, transport, and packing stations in fine numbers. By far the cheapest way to produce hydrogen gas right now is to process it from natural gas, of which North America has abundant supplies. Getting the hydrogen supplies to where they’re needed is another obstacle. There are presently nine publicly accessible stations in California. By the end of two thousand fifteen twenty more are planned by the state of CA, and an extra twenty by the end of 2016. Toyota is planning to collaborate with state and research entities, and says the Northeast will be the next hydrogen filling-station frontier.
Ultimately, whether hydrogen-powered fuel-cell transportation takes off or not will depend on whether it works for the consumer in terms of cost and convenience. Toyota is betting it will and is relying on current Prius owners to leap on the bandwagon.
Driving Toyota’s FCV, Fuel-Cell Car – Consumer Reports News
Please Refresh Your Browser Window
Hydrogen-powered car shows a peek of the future
Last week, Toyota paid us a visit with its latest prototype, a development “mule” for its upcoming production FCV—a fuel-cell-powered compact sedan that is scheduled to become available in select areas in late 2015. The eventual production car is said to closely resemble the concept shown at the Consumer Electronics Display in Las Vegas last month.
On the road, the FCV, enclosed in a Lexus HS figure, felt just like any electrical car. It demonstrated an abundance of effortless power right out of the gate and a quiet slip via. Maximum speed is one hundred mph. The rail is compliant and typically Toyota unobtrusive. Treating is reminiscent of a Prius or Lexus HS, which means it’s a bit mundane and uninvolving. But here’s the thing: It takes just three to five minutes to fuel up and give the car a 300-mile driving range, according to Toyota. No battery-electric car can come remotely close to that.
Fuel cell vehicles are electrified cars that use a fuel cell, which produces its own electro-therapy, instead of battery-stored tens unit. A chemical reaction inbetween hydrogen and oxygen from the atmosphere produces the electro-therapy needed to spin the vehicle’s electrical drive motor. Manufacturers the world over have been working on this technology for more than twenty years but cost and the lack of infrastructure have been major obstacles.
We’ve driven several fuel cell vehicles over the years, including Toyota’s own Highlander FCHV (Fuel Cell Hybrid Vehicle) back in 2007. At the time it seemed like a well sorted-out vehicle that was able to cover three hundred miles on a tankful of compressed hydrogen. So what has seven more years of development brought? Dramatic reductions in cost and packaging. Reportedly, the two thousand seven Highlander FCHV cost a million dollars to produce. This compact sedan will cost about $50,000—a ninety five percent cost reduction. The fuel-cell “stack” is about a third of the size of the one in the Highlander FCHV and produces twice as much energy.
The Toyota FCV’s stack is rated at one hundred kw and sits vapid under the front seats. Hydrogen is stored in two tanks, one under the rear seat, one behind it, which together hold five kilograms (11 pounds) of hydrogen pressurized at Ten,000 psi. A puny battery buffers the fuel cell stack and gets regenerated by coasting and braking. At this point Toyota is not releasing other specs such as the size and chemistry of that battery or the electrified motor’s horsepower.
There is no established cost for a kilogram of hydrogen but at a Washington, D.C., station several years ago it went for about $8 per kg. That would work out to about thirteen cents per mile, which is much more than an electrical vehicle (typically three to five cents). Still, Toyota is likely to provide free hydrogen fill-ups as part of the lease plan or purchase price. That goes after the lead of Hyundai, which offers a fuel-cell version of the Tucson SUV. A Department of Energy explore estimates a cost of $Four.49/kg for dispensed hydrogen from natural gas.
So what’s driving Toyota to thrust fuel cells? For Toyota, this has been a long-term vision and hybrid technology has always been viewed as an interim step. Toyota doesn’t believe there is enough sales potential in plug-in electrical cars, with their brief range and long charging times. Then there is the need to adhere to California’s zero-emissions mandate. The fuel-cell car will give Toyota the maximum emissions credit points, balancing out the automaker’s less-efficient offerings.
Toyota doesn’t expect to make any profit on the FCV sedan. The company sees itself as spearheading the fuel cell movement just as it did fifteen years ago with its hybrid technology. Toyota lost money on the Prius for years, but now just about possesses the hybrid-car market. And even if Toyota paves the way for other manufacturers, it ultimately will translate to more volume, which Toyota sees as a benefit.
But the utterly large elephant in the room is the lack of a hydrogen infrastructure—production, transport, and packing stations in excellent numbers. By far the cheapest way to produce hydrogen gas right now is to process it from natural gas, of which North America has abundant supplies. Getting the hydrogen supplies to where they’re needed is another obstacle. There are presently nine publicly accessible stations in California. By the end of two thousand fifteen twenty more are planned by the state of CA, and an extra twenty by the end of 2016. Toyota is planning to collaborate with state and research entities, and says the Northeast will be the next hydrogen filling-station frontier.
Ultimately, whether hydrogen-powered fuel-cell transportation takes off or not will depend on whether it works for the consumer in terms of cost and convenience. Toyota is betting it will and is relying on current Prius owners to hop on the bandwagon.
Driving Toyota’s FCV, Fuel-Cell Car – Consumer Reports News
Please Refresh Your Browser Window
Hydrogen-powered car shows a peek of the future
Last week, Toyota paid us a visit with its latest prototype, a development “mule” for its upcoming production FCV—a fuel-cell-powered compact sedan that is scheduled to become available in select areas in late 2015. The eventual production car is said to closely resemble the concept shown at the Consumer Electronics Showcase in Las Vegas last month.
On the road, the FCV, enclosed in a Lexus HS assets, felt just like any electrified car. It showcased an abundance of effortless power right out of the gate and a quiet slip via. Maximum speed is one hundred mph. The rail is compliant and typically Toyota unobtrusive. Treating is reminiscent of a Prius or Lexus HS, which means it’s a bit mundane and uninvolving. But here’s the thing: It takes just three to five minutes to fuel up and give the car a 300-mile driving range, according to Toyota. No battery-electric car can come remotely close to that.
Fuel cell vehicles are electrified cars that use a fuel cell, which produces its own electro-therapy, instead of battery-stored electric current. A chemical reaction inbetween hydrogen and oxygen from the atmosphere produces the electro-stimulation needed to spin the vehicle’s electrical drive motor. Manufacturers the world over have been working on this technology for more than twenty years but cost and the lack of infrastructure have been major obstacles.
We’ve driven several fuel cell vehicles over the years, including Toyota’s own Highlander FCHV (Fuel Cell Hybrid Vehicle) back in 2007. At the time it seemed like a well sorted-out vehicle that was able to cover three hundred miles on a tankful of compressed hydrogen. So what has seven more years of development brought? Dramatic reductions in cost and packaging. Reportedly, the two thousand seven Highlander FCHV cost a million dollars to produce. This compact sedan will cost about $50,000—a ninety five percent cost reduction. The fuel-cell “stack” is about a third of the size of the one in the Highlander FCHV and produces twice as much energy.
The Toyota FCV’s stack is rated at one hundred kw and sits vapid under the front seats. Hydrogen is stored in two tanks, one under the rear seat, one behind it, which together hold five kilograms (11 pounds) of hydrogen pressurized at Ten,000 psi. A puny battery buffers the fuel cell stack and gets regenerated by coasting and braking. At this point Toyota is not releasing other specs such as the size and chemistry of that battery or the electrified motor’s horsepower.
There is no established cost for a kilogram of hydrogen but at a Washington, D.C., station several years ago it went for about $8 per kg. That would work out to about thirteen cents per mile, which is much more than an electrical vehicle (typically three to five cents). Still, Toyota is likely to provide free hydrogen fill-ups as part of the lease plan or purchase price. That goes after the lead of Hyundai, which offers a fuel-cell version of the Tucson SUV. A Department of Energy explore estimates a cost of $Four.49/kg for dispensed hydrogen from natural gas.
So what’s driving Toyota to thrust fuel cells? For Toyota, this has been a long-term vision and hybrid technology has always been viewed as an interim step. Toyota doesn’t believe there is enough sales potential in plug-in electrical cars, with their brief range and long charging times. Then there is the need to adhere to California’s zero-emissions mandate. The fuel-cell car will give Toyota the maximum emissions credit points, balancing out the automaker’s less-efficient offerings.
Toyota doesn’t expect to make any profit on the FCV sedan. The company sees itself as spearheading the fuel cell movement just as it did fifteen years ago with its hybrid technology. Toyota lost money on the Prius for years, but now just about possesses the hybrid-car market. And even if Toyota paves the way for other manufacturers, it ultimately will translate to more volume, which Toyota sees as a benefit.
But the utterly large elephant in the room is the lack of a hydrogen infrastructure—production, transport, and packing stations in good numbers. By far the cheapest way to produce hydrogen gas right now is to process it from natural gas, of which North America has abundant supplies. Getting the hydrogen supplies to where they’re needed is another obstacle. There are presently nine publicly accessible stations in California. By the end of two thousand fifteen twenty more are planned by the state of CA, and an extra twenty by the end of 2016. Toyota is planning to collaborate with state and research entities, and says the Northeast will be the next hydrogen filling-station frontier.
Ultimately, whether hydrogen-powered fuel-cell transportation takes off or not will depend on whether it works for the consumer in terms of cost and convenience. Toyota is betting it will and is relying on current Prius owners to hop on the bandwagon.
Driving Toyota’s FCV, Fuel-Cell Car – Consumer Reports News
Please Refresh Your Browser Window
Hydrogen-powered car shows a peek of the future
Last week, Toyota paid us a visit with its latest prototype, a development “mule” for its upcoming production FCV—a fuel-cell-powered compact sedan that is scheduled to become available in select areas in late 2015. The eventual production car is said to closely resemble the concept shown at the Consumer Electronics Showcase in Las Vegas last month.
On the road, the FCV, enclosed in a Lexus HS assets, felt just like any electrical car. It demonstrated an abundance of effortless power right out of the gate and a quiet slide via. Maximum speed is one hundred mph. The rail is compliant and typically Toyota unobtrusive. Treating is reminiscent of a Prius or Lexus HS, which means it’s a bit mundane and uninvolving. But here’s the thing: It takes just three to five minutes to fuel up and give the car a 300-mile driving range, according to Toyota. No battery-electric car can come remotely close to that.
Fuel cell vehicles are electrified cars that use a fuel cell, which produces its own electro-stimulation, instead of battery-stored electro-stimulation. A chemical reaction inbetween hydrogen and oxygen from the atmosphere produces the electric current needed to spin the vehicle’s electrical drive motor. Manufacturers the world over have been working on this technology for more than twenty years but cost and the lack of infrastructure have been major obstacles.
We’ve driven several fuel cell vehicles over the years, including Toyota’s own Highlander FCHV (Fuel Cell Hybrid Vehicle) back in 2007. At the time it seemed like a well sorted-out vehicle that was able to cover three hundred miles on a tankful of compressed hydrogen. So what has seven more years of development brought? Dramatic reductions in cost and packaging. Reportedly, the two thousand seven Highlander FCHV cost a million dollars to produce. This compact sedan will cost about $50,000—a ninety five percent cost reduction. The fuel-cell “stack” is about a third of the size of the one in the Highlander FCHV and produces twice as much energy.
The Toyota FCV’s stack is rated at one hundred kw and sits plane under the front seats. Hydrogen is stored in two tanks, one under the rear seat, one behind it, which together hold five kilograms (11 pounds) of hydrogen pressurized at Ten,000 psi. A puny battery buffers the fuel cell stack and gets regenerated by coasting and braking. At this point Toyota is not releasing other specs such as the size and chemistry of that battery or the electrified motor’s horsepower.
There is no established cost for a kilogram of hydrogen but at a Washington, D.C., station several years ago it went for about $8 per kg. That would work out to about thirteen cents per mile, which is much more than an electrified vehicle (typically three to five cents). Still, Toyota is likely to provide free hydrogen fill-ups as part of the lease plan or purchase price. That goes after the lead of Hyundai, which offers a fuel-cell version of the Tucson SUV. A Department of Energy explore estimates a cost of $Four.49/kg for dispensed hydrogen from natural gas.
So what’s driving Toyota to thrust fuel cells? For Toyota, this has been a long-term vision and hybrid technology has always been viewed as an interim step. Toyota doesn’t believe there is enough sales potential in plug-in electrical cars, with their brief range and long charging times. Then there is the need to adhere to California’s zero-emissions mandate. The fuel-cell car will give Toyota the maximum emissions credit points, balancing out the automaker’s less-efficient offerings.
Toyota doesn’t expect to make any profit on the FCV sedan. The company sees itself as spearheading the fuel cell movement just as it did fifteen years ago with its hybrid technology. Toyota lost money on the Prius for years, but now just about possesses the hybrid-car market. And even if Toyota paves the way for other manufacturers, it ultimately will translate to more volume, which Toyota sees as a benefit.
But the enormously large elephant in the room is the lack of a hydrogen infrastructure—production, transport, and packing stations in fine numbers. By far the cheapest way to produce hydrogen gas right now is to process it from natural gas, of which North America has abundant supplies. Getting the hydrogen supplies to where they’re needed is another obstacle. There are presently nine publicly accessible stations in California. By the end of two thousand fifteen twenty more are planned by the state of CA, and an extra twenty by the end of 2016. Toyota is planning to collaborate with state and research entities, and says the Northeast will be the next hydrogen filling-station frontier.
Ultimately, whether hydrogen-powered fuel-cell transportation takes off or not will depend on whether it works for the consumer in terms of cost and convenience. Toyota is betting it will and is relying on current Prius owners to leap on the bandwagon.
Driving Toyota’s FCV, Fuel-Cell Car – Consumer Reports News
Please Refresh Your Browser Window
Hydrogen-powered car shows a peek of the future
Last week, Toyota paid us a visit with its latest prototype, a development “mule” for its upcoming production FCV—a fuel-cell-powered compact sedan that is scheduled to become available in select areas in late 2015. The eventual production car is said to closely resemble the concept shown at the Consumer Electronics Showcase in Las Vegas last month.
On the road, the FCV, enclosed in a Lexus HS assets, felt just like any electrified car. It demonstrated an abundance of effortless power right out of the gate and a quiet slip across. Maximum speed is one hundred mph. The rail is compliant and typically Toyota unobtrusive. Treating is reminiscent of a Prius or Lexus HS, which means it’s a bit mundane and uninvolving. But here’s the thing: It takes just three to five minutes to fuel up and give the car a 300-mile driving range, according to Toyota. No battery-electric car can come remotely close to that.
Fuel cell vehicles are electrified cars that use a fuel cell, which produces its own violet wand, instead of battery-stored electrical play. A chemical reaction inbetween hydrogen and oxygen from the atmosphere produces the electro-therapy needed to spin the vehicle’s electrical drive motor. Manufacturers the world over have been working on this technology for more than twenty years but cost and the lack of infrastructure have been major obstacles.
We’ve driven several fuel cell vehicles over the years, including Toyota’s own Highlander FCHV (Fuel Cell Hybrid Vehicle) back in 2007. At the time it seemed like a well sorted-out vehicle that was able to cover three hundred miles on a tankful of compressed hydrogen. So what has seven more years of development brought? Dramatic reductions in cost and packaging. Reportedly, the two thousand seven Highlander FCHV cost a million dollars to produce. This compact sedan will cost about $50,000—a ninety five percent cost reduction. The fuel-cell “stack” is about a third of the size of the one in the Highlander FCHV and produces twice as much energy.
The Toyota FCV’s stack is rated at one hundred kw and sits plane under the front seats. Hydrogen is stored in two tanks, one under the rear seat, one behind it, which together hold five kilograms (11 pounds) of hydrogen pressurized at Ten,000 psi. A puny battery buffers the fuel cell stack and gets regenerated by coasting and braking. At this point Toyota is not releasing other specs such as the size and chemistry of that battery or the electrical motor’s horsepower.
There is no established cost for a kilogram of hydrogen but at a Washington, D.C., station several years ago it went for about $8 per kg. That would work out to about thirteen cents per mile, which is much more than an electrified vehicle (typically three to five cents). Still, Toyota is likely to provide free hydrogen fill-ups as part of the lease plan or purchase price. That goes after the lead of Hyundai, which offers a fuel-cell version of the Tucson SUV. A Department of Energy investigate estimates a cost of $Four.49/kg for dispensed hydrogen from natural gas.
So what’s driving Toyota to shove fuel cells? For Toyota, this has been a long-term vision and hybrid technology has always been viewed as an interim step. Toyota doesn’t believe there is enough sales potential in plug-in electrical cars, with their brief range and long charging times. Then there is the need to adhere to California’s zero-emissions mandate. The fuel-cell car will give Toyota the maximum emissions credit points, balancing out the automaker’s less-efficient offerings.
Toyota doesn’t expect to make any profit on the FCV sedan. The company sees itself as spearheading the fuel cell movement just as it did fifteen years ago with its hybrid technology. Toyota lost money on the Prius for years, but now just about possesses the hybrid-car market. And even if Toyota paves the way for other manufacturers, it ultimately will translate to more volume, which Toyota sees as a benefit.
But the enormously large elephant in the room is the lack of a hydrogen infrastructure—production, transport, and packing stations in superb numbers. By far the cheapest way to produce hydrogen gas right now is to process it from natural gas, of which North America has abundant supplies. Getting the hydrogen supplies to where they’re needed is another obstacle. There are presently nine publicly accessible stations in California. By the end of two thousand fifteen twenty more are planned by the state of CA, and an extra twenty by the end of 2016. Toyota is planning to collaborate with state and research entities, and says the Northeast will be the next hydrogen filling-station frontier.
Ultimately, whether hydrogen-powered fuel-cell transportation takes off or not will depend on whether it works for the consumer in terms of cost and convenience. Toyota is betting it will and is relying on current Prius owners to hop on the bandwagon.
Driving Toyota’s FCV, Fuel-Cell Car – Consumer Reports News
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Hydrogen-powered car shows a peek of the future
Last week, Toyota paid us a visit with its latest prototype, a development “mule” for its upcoming production FCV—a fuel-cell-powered compact sedan that is scheduled to become available in select areas in late 2015. The eventual production car is said to closely resemble the concept shown at the Consumer Electronics Display in Las Vegas last month.
On the road, the FCV, enclosed in a Lexus HS assets, felt just like any electrified car. It showcased an abundance of effortless power right out of the gate and a quiet slip across. Maximum speed is one hundred mph. The rail is compliant and typically Toyota unobtrusive. Treating is reminiscent of a Prius or Lexus HS, which means it’s a bit mundane and uninvolving. But here’s the thing: It takes just three to five minutes to fuel up and give the car a 300-mile driving range, according to Toyota. No battery-electric car can come remotely close to that.
Fuel cell vehicles are electrified cars that use a fuel cell, which produces its own violet wand, instead of battery-stored electric current. A chemical reaction inbetween hydrogen and oxygen from the atmosphere produces the electro-therapy needed to spin the vehicle’s electrified drive motor. Manufacturers the world over have been working on this technology for more than twenty years but cost and the lack of infrastructure have been major obstacles.
We’ve driven several fuel cell vehicles over the years, including Toyota’s own Highlander FCHV (Fuel Cell Hybrid Vehicle) back in 2007. At the time it seemed like a well sorted-out vehicle that was able to cover three hundred miles on a tankful of compressed hydrogen. So what has seven more years of development brought? Dramatic reductions in cost and packaging. Reportedly, the two thousand seven Highlander FCHV cost a million dollars to produce. This compact sedan will cost about $50,000—a ninety five percent cost reduction. The fuel-cell “stack” is about a third of the size of the one in the Highlander FCHV and produces twice as much energy.
The Toyota FCV’s stack is rated at one hundred kw and sits plane under the front seats. Hydrogen is stored in two tanks, one under the rear seat, one behind it, which together hold five kilograms (11 pounds) of hydrogen pressurized at Ten,000 psi. A puny battery buffers the fuel cell stack and gets regenerated by coasting and braking. At this point Toyota is not releasing other specs such as the size and chemistry of that battery or the electrified motor’s horsepower.
There is no established cost for a kilogram of hydrogen but at a Washington, D.C., station several years ago it went for about $8 per kg. That would work out to about thirteen cents per mile, which is much more than an electrified vehicle (typically three to five cents). Still, Toyota is likely to provide free hydrogen fill-ups as part of the lease plan or purchase price. That goes after the lead of Hyundai, which offers a fuel-cell version of the Tucson SUV. A Department of Energy probe estimates a cost of $Four.49/kg for dispensed hydrogen from natural gas.
So what’s driving Toyota to shove fuel cells? For Toyota, this has been a long-term vision and hybrid technology has always been viewed as an interim step. Toyota doesn’t believe there is enough sales potential in plug-in electrical cars, with their brief range and long charging times. Then there is the need to adhere to California’s zero-emissions mandate. The fuel-cell car will give Toyota the maximum emissions credit points, balancing out the automaker’s less-efficient offerings.
Toyota doesn’t expect to make any profit on the FCV sedan. The company sees itself as spearheading the fuel cell movement just as it did fifteen years ago with its hybrid technology. Toyota lost money on the Prius for years, but now just about possesses the hybrid-car market. And even if Toyota paves the way for other manufacturers, it ultimately will translate to more volume, which Toyota sees as a benefit.
But the enormously large elephant in the room is the lack of a hydrogen infrastructure—production, transport, and packing stations in fine numbers. By far the cheapest way to produce hydrogen gas right now is to process it from natural gas, of which North America has abundant supplies. Getting the hydrogen supplies to where they’re needed is another obstacle. There are presently nine publicly accessible stations in California. By the end of two thousand fifteen twenty more are planned by the state of CA, and an extra twenty by the end of 2016. Toyota is planning to collaborate with state and research entities, and says the Northeast will be the next hydrogen filling-station frontier.
Ultimately, whether hydrogen-powered fuel-cell transportation takes off or not will depend on whether it works for the consumer in terms of cost and convenience. Toyota is betting it will and is relying on current Prius owners to leap on the bandwagon.
Driving Toyota’s FCV, Fuel-Cell Car – Consumer Reports News
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Hydrogen-powered car shows a peek of the future
Last week, Toyota paid us a visit with its latest prototype, a development “mule” for its upcoming production FCV—a fuel-cell-powered compact sedan that is scheduled to become available in select areas in late 2015. The eventual production car is said to closely resemble the concept shown at the Consumer Electronics Display in Las Vegas last month.
On the road, the FCV, enclosed in a Lexus HS figure, felt just like any electrical car. It demonstrated an abundance of effortless power right out of the gate and a quiet slip via. Maximum speed is one hundred mph. The rail is compliant and typically Toyota unobtrusive. Treating is reminiscent of a Prius or Lexus HS, which means it’s a bit mundane and uninvolving. But here’s the thing: It takes just three to five minutes to fuel up and give the car a 300-mile driving range, according to Toyota. No battery-electric car can come remotely close to that.
Fuel cell vehicles are electrical cars that use a fuel cell, which produces its own electrical play, instead of battery-stored electro-stimulation. A chemical reaction inbetween hydrogen and oxygen from the atmosphere produces the electrical play needed to spin the vehicle’s electrified drive motor. Manufacturers the world over have been working on this technology for more than twenty years but cost and the lack of infrastructure have been major obstacles.
We’ve driven several fuel cell vehicles over the years, including Toyota’s own Highlander FCHV (Fuel Cell Hybrid Vehicle) back in 2007. At the time it seemed like a well sorted-out vehicle that was able to cover three hundred miles on a tankful of compressed hydrogen. So what has seven more years of development brought? Dramatic reductions in cost and packaging. Reportedly, the two thousand seven Highlander FCHV cost a million dollars to produce. This compact sedan will cost about $50,000—a ninety five percent cost reduction. The fuel-cell “stack” is about a third of the size of the one in the Highlander FCHV and produces twice as much energy.
The Toyota FCV’s stack is rated at one hundred kw and sits vapid under the front seats. Hydrogen is stored in two tanks, one under the rear seat, one behind it, which together hold five kilograms (11 pounds) of hydrogen pressurized at Ten,000 psi. A puny battery buffers the fuel cell stack and gets regenerated by coasting and braking. At this point Toyota is not releasing other specs such as the size and chemistry of that battery or the electrified motor’s horsepower.
There is no established cost for a kilogram of hydrogen but at a Washington, D.C., station several years ago it went for about $8 per kg. That would work out to about thirteen cents per mile, which is much more than an electrified vehicle (typically three to five cents). Still, Toyota is likely to provide free hydrogen fill-ups as part of the lease plan or purchase price. That goes after the lead of Hyundai, which offers a fuel-cell version of the Tucson SUV. A Department of Energy investigate estimates a cost of $Four.49/kg for dispensed hydrogen from natural gas.
So what’s driving Toyota to shove fuel cells? For Toyota, this has been a long-term vision and hybrid technology has always been viewed as an interim step. Toyota doesn’t believe there is enough sales potential in plug-in electrified cars, with their brief range and long charging times. Then there is the need to adhere to California’s zero-emissions mandate. The fuel-cell car will give Toyota the maximum emissions credit points, balancing out the automaker’s less-efficient offerings.
Toyota doesn’t expect to make any profit on the FCV sedan. The company sees itself as spearheading the fuel cell movement just as it did fifteen years ago with its hybrid technology. Toyota lost money on the Prius for years, but now just about possesses the hybrid-car market. And even if Toyota paves the way for other manufacturers, it ultimately will translate to more volume, which Toyota sees as a benefit.
But the enormously large elephant in the room is the lack of a hydrogen infrastructure—production, transport, and packing stations in good numbers. By far the cheapest way to produce hydrogen gas right now is to process it from natural gas, of which North America has abundant supplies. Getting the hydrogen supplies to where they’re needed is another obstacle. There are presently nine publicly accessible stations in California. By the end of two thousand fifteen twenty more are planned by the state of CA, and an extra twenty by the end of 2016. Toyota is planning to collaborate with state and research entities, and says the Northeast will be the next hydrogen filling-station frontier.
Ultimately, whether hydrogen-powered fuel-cell transportation takes off or not will depend on whether it works for the consumer in terms of cost and convenience. Toyota is betting it will and is relying on current Prius owners to leap on the bandwagon.
Driving Toyota’s FCV, Fuel-Cell Car – Consumer Reports News
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Hydrogen-powered car shows a peek of the future
Last week, Toyota paid us a visit with its latest prototype, a development “mule” for its upcoming production FCV—a fuel-cell-powered compact sedan that is scheduled to become available in select areas in late 2015. The eventual production car is said to closely resemble the concept shown at the Consumer Electronics Showcase in Las Vegas last month.
On the road, the FCV, enclosed in a Lexus HS assets, felt just like any electrical car. It displayed an abundance of effortless power right out of the gate and a quiet slip via. Maximum speed is one hundred mph. The rail is compliant and typically Toyota unobtrusive. Treating is reminiscent of a Prius or Lexus HS, which means it’s a bit mundane and uninvolving. But here’s the thing: It takes just three to five minutes to fuel up and give the car a 300-mile driving range, according to Toyota. No battery-electric car can come remotely close to that.
Fuel cell vehicles are electrified cars that use a fuel cell, which produces its own violet wand, instead of battery-stored electro-stimulation. A chemical reaction inbetween hydrogen and oxygen from the atmosphere produces the electrical play needed to spin the vehicle’s electrified drive motor. Manufacturers the world over have been working on this technology for more than twenty years but cost and the lack of infrastructure have been major obstacles.
We’ve driven several fuel cell vehicles over the years, including Toyota’s own Highlander FCHV (Fuel Cell Hybrid Vehicle) back in 2007. At the time it seemed like a well sorted-out vehicle that was able to cover three hundred miles on a tankful of compressed hydrogen. So what has seven more years of development brought? Dramatic reductions in cost and packaging. Reportedly, the two thousand seven Highlander FCHV cost a million dollars to produce. This compact sedan will cost about $50,000—a ninety five percent cost reduction. The fuel-cell “stack” is about a third of the size of the one in the Highlander FCHV and produces twice as much energy.
The Toyota FCV’s stack is rated at one hundred kw and sits plane under the front seats. Hydrogen is stored in two tanks, one under the rear seat, one behind it, which together hold five kilograms (11 pounds) of hydrogen pressurized at Ten,000 psi. A petite battery buffers the fuel cell stack and gets regenerated by coasting and braking. At this point Toyota is not releasing other specs such as the size and chemistry of that battery or the electrified motor’s horsepower.
There is no established cost for a kilogram of hydrogen but at a Washington, D.C., station several years ago it went for about $8 per kg. That would work out to about thirteen cents per mile, which is much more than an electrical vehicle (typically three to five cents). Still, Toyota is likely to provide free hydrogen fill-ups as part of the lease plan or purchase price. That goes after the lead of Hyundai, which offers a fuel-cell version of the Tucson SUV. A Department of Energy explore estimates a cost of $Four.49/kg for dispensed hydrogen from natural gas.
So what’s driving Toyota to thrust fuel cells? For Toyota, this has been a long-term vision and hybrid technology has always been viewed as an interim step. Toyota doesn’t believe there is enough sales potential in plug-in electrical cars, with their brief range and long charging times. Then there is the need to adhere to California’s zero-emissions mandate. The fuel-cell car will give Toyota the maximum emissions credit points, balancing out the automaker’s less-efficient offerings.
Toyota doesn’t expect to make any profit on the FCV sedan. The company sees itself as spearheading the fuel cell movement just as it did fifteen years ago with its hybrid technology. Toyota lost money on the Prius for years, but now just about wields the hybrid-car market. And even if Toyota paves the way for other manufacturers, it ultimately will translate to more volume, which Toyota sees as a benefit.
But the enormously large elephant in the room is the lack of a hydrogen infrastructure—production, transport, and packing stations in superb numbers. By far the cheapest way to produce hydrogen gas right now is to process it from natural gas, of which North America has abundant supplies. Getting the hydrogen supplies to where they’re needed is another obstacle. There are presently nine publicly accessible stations in California. By the end of two thousand fifteen twenty more are planned by the state of CA, and an extra twenty by the end of 2016. Toyota is planning to collaborate with state and research entities, and says the Northeast will be the next hydrogen filling-station frontier.
Ultimately, whether hydrogen-powered fuel-cell transportation takes off or not will depend on whether it works for the consumer in terms of cost and convenience. Toyota is betting it will and is relying on current Prius owners to hop on the bandwagon.
Driving Toyota’s FCV, Fuel-Cell Car – Consumer Reports News
Please Refresh Your Browser Window
Hydrogen-powered car shows a peek of the future
Last week, Toyota paid us a visit with its latest prototype, a development “mule” for its upcoming production FCV—a fuel-cell-powered compact sedan that is scheduled to become available in select areas in late 2015. The eventual production car is said to closely resemble the concept shown at the Consumer Electronics Showcase in Las Vegas last month.
On the road, the FCV, enclosed in a Lexus HS bod, felt just like any electrified car. It displayed an abundance of effortless power right out of the gate and a quiet slip via. Maximum speed is one hundred mph. The rail is compliant and typically Toyota unobtrusive. Treating is reminiscent of a Prius or Lexus HS, which means it’s a bit mundane and uninvolving. But here’s the thing: It takes just three to five minutes to fuel up and give the car a 300-mile driving range, according to Toyota. No battery-electric car can come remotely close to that.
Fuel cell vehicles are electrical cars that use a fuel cell, which produces its own tens unit, instead of battery-stored electro-therapy. A chemical reaction inbetween hydrogen and oxygen from the atmosphere produces the tens unit needed to spin the vehicle’s electrified drive motor. Manufacturers the world over have been working on this technology for more than twenty years but cost and the lack of infrastructure have been major obstacles.
We’ve driven several fuel cell vehicles over the years, including Toyota’s own Highlander FCHV (Fuel Cell Hybrid Vehicle) back in 2007. At the time it seemed like a well sorted-out vehicle that was able to cover three hundred miles on a tankful of compressed hydrogen. So what has seven more years of development brought? Dramatic reductions in cost and packaging. Reportedly, the two thousand seven Highlander FCHV cost a million dollars to produce. This compact sedan will cost about $50,000—a ninety five percent cost reduction. The fuel-cell “stack” is about a third of the size of the one in the Highlander FCHV and produces twice as much energy.
The Toyota FCV’s stack is rated at one hundred kw and sits plane under the front seats. Hydrogen is stored in two tanks, one under the rear seat, one behind it, which together hold five kilograms (11 pounds) of hydrogen pressurized at Ten,000 psi. A petite battery buffers the fuel cell stack and gets regenerated by coasting and braking. At this point Toyota is not releasing other specs such as the size and chemistry of that battery or the electrical motor’s horsepower.
There is no established cost for a kilogram of hydrogen but at a Washington, D.C., station several years ago it went for about $8 per kg. That would work out to about thirteen cents per mile, which is much more than an electrified vehicle (typically three to five cents). Still, Toyota is likely to provide free hydrogen fill-ups as part of the lease plan or purchase price. That goes after the lead of Hyundai, which offers a fuel-cell version of the Tucson SUV. A Department of Energy investigate estimates a cost of $Four.49/kg for dispensed hydrogen from natural gas.
So what’s driving Toyota to thrust fuel cells? For Toyota, this has been a long-term vision and hybrid technology has always been viewed as an interim step. Toyota doesn’t believe there is enough sales potential in plug-in electrical cars, with their brief range and long charging times. Then there is the need to adhere to California’s zero-emissions mandate. The fuel-cell car will give Toyota the maximum emissions credit points, balancing out the automaker’s less-efficient offerings.
Toyota doesn’t expect to make any profit on the FCV sedan. The company sees itself as spearheading the fuel cell movement just as it did fifteen years ago with its hybrid technology. Toyota lost money on the Prius for years, but now just about wields the hybrid-car market. And even if Toyota paves the way for other manufacturers, it ultimately will translate to more volume, which Toyota sees as a benefit.
But the enormously large elephant in the room is the lack of a hydrogen infrastructure—production, transport, and packing stations in excellent numbers. By far the cheapest way to produce hydrogen gas right now is to process it from natural gas, of which North America has abundant supplies. Getting the hydrogen supplies to where they’re needed is another obstacle. There are presently nine publicly accessible stations in California. By the end of two thousand fifteen twenty more are planned by the state of CA, and an extra twenty by the end of 2016. Toyota is planning to collaborate with state and research entities, and says the Northeast will be the next hydrogen filling-station frontier.
Ultimately, whether hydrogen-powered fuel-cell transportation takes off or not will depend on whether it works for the consumer in terms of cost and convenience. Toyota is betting it will and is relying on current Prius owners to hop on the bandwagon.
Driving Toyota’s FCV, Fuel-Cell Car – Consumer Reports News
Please Refresh Your Browser Window
Hydrogen-powered car shows a peek of the future
Last week, Toyota paid us a visit with its latest prototype, a development “mule” for its upcoming production FCV—a fuel-cell-powered compact sedan that is scheduled to become available in select areas in late 2015. The eventual production car is said to closely resemble the concept shown at the Consumer Electronics Showcase in Las Vegas last month.
On the road, the FCV, enclosed in a Lexus HS figure, felt just like any electrical car. It displayed an abundance of effortless power right out of the gate and a quiet slide via. Maximum speed is one hundred mph. The rail is compliant and typically Toyota unobtrusive. Treating is reminiscent of a Prius or Lexus HS, which means it’s a bit mundane and uninvolving. But here’s the thing: It takes just three to five minutes to fuel up and give the car a 300-mile driving range, according to Toyota. No battery-electric car can come remotely close to that.
Fuel cell vehicles are electrical cars that use a fuel cell, which produces its own violet wand, instead of battery-stored electro-stimulation. A chemical reaction inbetween hydrogen and oxygen from the atmosphere produces the electric current needed to spin the vehicle’s electrical drive motor. Manufacturers the world over have been working on this technology for more than twenty years but cost and the lack of infrastructure have been major obstacles.
We’ve driven several fuel cell vehicles over the years, including Toyota’s own Highlander FCHV (Fuel Cell Hybrid Vehicle) back in 2007. At the time it seemed like a well sorted-out vehicle that was able to cover three hundred miles on a tankful of compressed hydrogen. So what has seven more years of development brought? Dramatic reductions in cost and packaging. Reportedly, the two thousand seven Highlander FCHV cost a million dollars to produce. This compact sedan will cost about $50,000—a ninety five percent cost reduction. The fuel-cell “stack” is about a third of the size of the one in the Highlander FCHV and produces twice as much energy.
The Toyota FCV’s stack is rated at one hundred kw and sits vapid under the front seats. Hydrogen is stored in two tanks, one under the rear seat, one behind it, which together hold five kilograms (11 pounds) of hydrogen pressurized at Ten,000 psi. A petite battery buffers the fuel cell stack and gets regenerated by coasting and braking. At this point Toyota is not releasing other specs such as the size and chemistry of that battery or the electrical motor’s horsepower.
There is no established cost for a kilogram of hydrogen but at a Washington, D.C., station several years ago it went for about $8 per kg. That would work out to about thirteen cents per mile, which is much more than an electrified vehicle (typically three to five cents). Still, Toyota is likely to provide free hydrogen fill-ups as part of the lease plan or purchase price. That goes after the lead of Hyundai, which offers a fuel-cell version of the Tucson SUV. A Department of Energy explore estimates a cost of $Four.49/kg for dispensed hydrogen from natural gas.
So what’s driving Toyota to shove fuel cells? For Toyota, this has been a long-term vision and hybrid technology has always been viewed as an interim step. Toyota doesn’t believe there is enough sales potential in plug-in electrified cars, with their brief range and long charging times. Then there is the need to adhere to California’s zero-emissions mandate. The fuel-cell car will give Toyota the maximum emissions credit points, balancing out the automaker’s less-efficient offerings.
Toyota doesn’t expect to make any profit on the FCV sedan. The company sees itself as spearheading the fuel cell movement just as it did fifteen years ago with its hybrid technology. Toyota lost money on the Prius for years, but now just about wields the hybrid-car market. And even if Toyota paves the way for other manufacturers, it ultimately will translate to more volume, which Toyota sees as a benefit.
But the enormously large elephant in the room is the lack of a hydrogen infrastructure—production, transport, and packing stations in fine numbers. By far the cheapest way to produce hydrogen gas right now is to process it from natural gas, of which North America has abundant supplies. Getting the hydrogen supplies to where they’re needed is another obstacle. There are presently nine publicly accessible stations in California. By the end of two thousand fifteen twenty more are planned by the state of CA, and an extra twenty by the end of 2016. Toyota is planning to collaborate with state and research entities, and says the Northeast will be the next hydrogen filling-station frontier.
Ultimately, whether hydrogen-powered fuel-cell transportation takes off or not will depend on whether it works for the consumer in terms of cost and convenience. Toyota is betting it will and is relying on current Prius owners to leap on the bandwagon.
Driving Toyota’s FCV, Fuel-Cell Car – Consumer Reports News
Please Refresh Your Browser Window
Hydrogen-powered car shows a peek of the future
Last week, Toyota paid us a visit with its latest prototype, a development “mule” for its upcoming production FCV—a fuel-cell-powered compact sedan that is scheduled to become available in select areas in late 2015. The eventual production car is said to closely resemble the concept shown at the Consumer Electronics Display in Las Vegas last month.
On the road, the FCV, enclosed in a Lexus HS assets, felt just like any electrified car. It displayed an abundance of effortless power right out of the gate and a quiet slide via. Maximum speed is one hundred mph. The rail is compliant and typically Toyota unobtrusive. Treating is reminiscent of a Prius or Lexus HS, which means it’s a bit mundane and uninvolving. But here’s the thing: It takes just three to five minutes to fuel up and give the car a 300-mile driving range, according to Toyota. No battery-electric car can come remotely close to that.
Fuel cell vehicles are electrified cars that use a fuel cell, which produces its own electrical play, instead of battery-stored electric current. A chemical reaction inbetween hydrogen and oxygen from the atmosphere produces the electrical play needed to spin the vehicle’s electrified drive motor. Manufacturers the world over have been working on this technology for more than twenty years but cost and the lack of infrastructure have been major obstacles.
We’ve driven several fuel cell vehicles over the years, including Toyota’s own Highlander FCHV (Fuel Cell Hybrid Vehicle) back in 2007. At the time it seemed like a well sorted-out vehicle that was able to cover three hundred miles on a tankful of compressed hydrogen. So what has seven more years of development brought? Dramatic reductions in cost and packaging. Reportedly, the two thousand seven Highlander FCHV cost a million dollars to produce. This compact sedan will cost about $50,000—a ninety five percent cost reduction. The fuel-cell “stack” is about a third of the size of the one in the Highlander FCHV and produces twice as much energy.
The Toyota FCV’s stack is rated at one hundred kw and sits plane under the front seats. Hydrogen is stored in two tanks, one under the rear seat, one behind it, which together hold five kilograms (11 pounds) of hydrogen pressurized at Ten,000 psi. A petite battery buffers the fuel cell stack and gets regenerated by coasting and braking. At this point Toyota is not releasing other specs such as the size and chemistry of that battery or the electrified motor’s horsepower.
There is no established cost for a kilogram of hydrogen but at a Washington, D.C., station several years ago it went for about $8 per kg. That would work out to about thirteen cents per mile, which is much more than an electrified vehicle (typically three to five cents). Still, Toyota is likely to provide free hydrogen fill-ups as part of the lease plan or purchase price. That goes after the lead of Hyundai, which offers a fuel-cell version of the Tucson SUV. A Department of Energy explore estimates a cost of $Four.49/kg for dispensed hydrogen from natural gas.
So what’s driving Toyota to shove fuel cells? For Toyota, this has been a long-term vision and hybrid technology has always been viewed as an interim step. Toyota doesn’t believe there is enough sales potential in plug-in electrified cars, with their brief range and long charging times. Then there is the need to adhere to California’s zero-emissions mandate. The fuel-cell car will give Toyota the maximum emissions credit points, balancing out the automaker’s less-efficient offerings.
Toyota doesn’t expect to make any profit on the FCV sedan. The company sees itself as spearheading the fuel cell movement just as it did fifteen years ago with its hybrid technology. Toyota lost money on the Prius for years, but now just about wields the hybrid-car market. And even if Toyota paves the way for other manufacturers, it ultimately will translate to more volume, which Toyota sees as a benefit.
But the utterly large elephant in the room is the lack of a hydrogen infrastructure—production, transport, and packing stations in fine numbers. By far the cheapest way to produce hydrogen gas right now is to process it from natural gas, of which North America has abundant supplies. Getting the hydrogen supplies to where they’re needed is another obstacle. There are presently nine publicly accessible stations in California. By the end of two thousand fifteen twenty more are planned by the state of CA, and an extra twenty by the end of 2016. Toyota is planning to collaborate with state and research entities, and says the Northeast will be the next hydrogen filling-station frontier.
Ultimately, whether hydrogen-powered fuel-cell transportation takes off or not will depend on whether it works for the consumer in terms of cost and convenience. Toyota is betting it will and is relying on current Prius owners to hop on the bandwagon.
Driving Toyota’s FCV, Fuel-Cell Car – Consumer Reports News
Please Refresh Your Browser Window
Hydrogen-powered car shows a peek of the future
Last week, Toyota paid us a visit with its latest prototype, a development “mule” for its upcoming production FCV—a fuel-cell-powered compact sedan that is scheduled to become available in select areas in late 2015. The eventual production car is said to closely resemble the concept shown at the Consumer Electronics Display in Las Vegas last month.
On the road, the FCV, enclosed in a Lexus HS bod, felt just like any electrified car. It displayed an abundance of effortless power right out of the gate and a quiet slip via. Maximum speed is one hundred mph. The rail is compliant and typically Toyota unobtrusive. Treating is reminiscent of a Prius or Lexus HS, which means it’s a bit mundane and uninvolving. But here’s the thing: It takes just three to five minutes to fuel up and give the car a 300-mile driving range, according to Toyota. No battery-electric car can come remotely close to that.
Fuel cell vehicles are electrified cars that use a fuel cell, which produces its own electro-therapy, instead of battery-stored electro-stimulation. A chemical reaction inbetween hydrogen and oxygen from the atmosphere produces the electric current needed to spin the vehicle’s electrified drive motor. Manufacturers the world over have been working on this technology for more than twenty years but cost and the lack of infrastructure have been major obstacles.
We’ve driven several fuel cell vehicles over the years, including Toyota’s own Highlander FCHV (Fuel Cell Hybrid Vehicle) back in 2007. At the time it seemed like a well sorted-out vehicle that was able to cover three hundred miles on a tankful of compressed hydrogen. So what has seven more years of development brought? Dramatic reductions in cost and packaging. Reportedly, the two thousand seven Highlander FCHV cost a million dollars to produce. This compact sedan will cost about $50,000—a ninety five percent cost reduction. The fuel-cell “stack” is about a third of the size of the one in the Highlander FCHV and produces twice as much energy.
The Toyota FCV’s stack is rated at one hundred kw and sits vapid under the front seats. Hydrogen is stored in two tanks, one under the rear seat, one behind it, which together hold five kilograms (11 pounds) of hydrogen pressurized at Ten,000 psi. A puny battery buffers the fuel cell stack and gets regenerated by coasting and braking. At this point Toyota is not releasing other specs such as the size and chemistry of that battery or the electrified motor’s horsepower.
There is no established cost for a kilogram of hydrogen but at a Washington, D.C., station several years ago it went for about $8 per kg. That would work out to about thirteen cents per mile, which is much more than an electrical vehicle (typically three to five cents). Still, Toyota is likely to provide free hydrogen fill-ups as part of the lease plan or purchase price. That goes after the lead of Hyundai, which offers a fuel-cell version of the Tucson SUV. A Department of Energy investigate estimates a cost of $Four.49/kg for dispensed hydrogen from natural gas.
So what’s driving Toyota to shove fuel cells? For Toyota, this has been a long-term vision and hybrid technology has always been viewed as an interim step. Toyota doesn’t believe there is enough sales potential in plug-in electrified cars, with their brief range and long charging times. Then there is the need to adhere to California’s zero-emissions mandate. The fuel-cell car will give Toyota the maximum emissions credit points, balancing out the automaker’s less-efficient offerings.
Toyota doesn’t expect to make any profit on the FCV sedan. The company sees itself as spearheading the fuel cell movement just as it did fifteen years ago with its hybrid technology. Toyota lost money on the Prius for years, but now just about wields the hybrid-car market. And even if Toyota paves the way for other manufacturers, it ultimately will translate to more volume, which Toyota sees as a benefit.
But the enormously large elephant in the room is the lack of a hydrogen infrastructure—production, transport, and packing stations in fine numbers. By far the cheapest way to produce hydrogen gas right now is to process it from natural gas, of which North America has abundant supplies. Getting the hydrogen supplies to where they’re needed is another obstacle. There are presently nine publicly accessible stations in California. By the end of two thousand fifteen twenty more are planned by the state of CA, and an extra twenty by the end of 2016. Toyota is planning to collaborate with state and research entities, and says the Northeast will be the next hydrogen filling-station frontier.
Ultimately, whether hydrogen-powered fuel-cell transportation takes off or not will depend on whether it works for the consumer in terms of cost and convenience. Toyota is betting it will and is relying on current Prius owners to hop on the bandwagon.
Driving Toyota’s FCV, Fuel-Cell Car – Consumer Reports News
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Hydrogen-powered car shows a peek of the future
Last week, Toyota paid us a visit with its latest prototype, a development “mule” for its upcoming production FCV—a fuel-cell-powered compact sedan that is scheduled to become available in select areas in late 2015. The eventual production car is said to closely resemble the concept shown at the Consumer Electronics Display in Las Vegas last month.
On the road, the FCV, enclosed in a Lexus HS bod, felt just like any electrified car. It demonstrated an abundance of effortless power right out of the gate and a quiet slip across. Maximum speed is one hundred mph. The rail is compliant and typically Toyota unobtrusive. Treating is reminiscent of a Prius or Lexus HS, which means it’s a bit mundane and uninvolving. But here’s the thing: It takes just three to five minutes to fuel up and give the car a 300-mile driving range, according to Toyota. No battery-electric car can come remotely close to that.
Fuel cell vehicles are electrified cars that use a fuel cell, which produces its own tens unit, instead of battery-stored electro-therapy. A chemical reaction inbetween hydrogen and oxygen from the atmosphere produces the electrical play needed to spin the vehicle’s electrified drive motor. Manufacturers the world over have been working on this technology for more than twenty years but cost and the lack of infrastructure have been major obstacles.
We’ve driven several fuel cell vehicles over the years, including Toyota’s own Highlander FCHV (Fuel Cell Hybrid Vehicle) back in 2007. At the time it seemed like a well sorted-out vehicle that was able to cover three hundred miles on a tankful of compressed hydrogen. So what has seven more years of development brought? Dramatic reductions in cost and packaging. Reportedly, the two thousand seven Highlander FCHV cost a million dollars to produce. This compact sedan will cost about $50,000—a ninety five percent cost reduction. The fuel-cell “stack” is about a third of the size of the one in the Highlander FCHV and produces twice as much energy.
The Toyota FCV’s stack is rated at one hundred kw and sits plane under the front seats. Hydrogen is stored in two tanks, one under the rear seat, one behind it, which together hold five kilograms (11 pounds) of hydrogen pressurized at Ten,000 psi. A puny battery buffers the fuel cell stack and gets regenerated by coasting and braking. At this point Toyota is not releasing other specs such as the size and chemistry of that battery or the electrical motor’s horsepower.
There is no established cost for a kilogram of hydrogen but at a Washington, D.C., station several years ago it went for about $8 per kg. That would work out to about thirteen cents per mile, which is much more than an electrical vehicle (typically three to five cents). Still, Toyota is likely to provide free hydrogen fill-ups as part of the lease plan or purchase price. That goes after the lead of Hyundai, which offers a fuel-cell version of the Tucson SUV. A Department of Energy probe estimates a cost of $Four.49/kg for dispensed hydrogen from natural gas.
So what’s driving Toyota to thrust fuel cells? For Toyota, this has been a long-term vision and hybrid technology has always been viewed as an interim step. Toyota doesn’t believe there is enough sales potential in plug-in electrified cars, with their brief range and long charging times. Then there is the need to adhere to California’s zero-emissions mandate. The fuel-cell car will give Toyota the maximum emissions credit points, balancing out the automaker’s less-efficient offerings.
Toyota doesn’t expect to make any profit on the FCV sedan. The company sees itself as spearheading the fuel cell movement just as it did fifteen years ago with its hybrid technology. Toyota lost money on the Prius for years, but now just about possesses the hybrid-car market. And even if Toyota paves the way for other manufacturers, it ultimately will translate to more volume, which Toyota sees as a benefit.
But the utterly large elephant in the room is the lack of a hydrogen infrastructure—production, transport, and packing stations in fine numbers. By far the cheapest way to produce hydrogen gas right now is to process it from natural gas, of which North America has abundant supplies. Getting the hydrogen supplies to where they’re needed is another obstacle. There are presently nine publicly accessible stations in California. By the end of two thousand fifteen twenty more are planned by the state of CA, and an extra twenty by the end of 2016. Toyota is planning to collaborate with state and research entities, and says the Northeast will be the next hydrogen filling-station frontier.
Ultimately, whether hydrogen-powered fuel-cell transportation takes off or not will depend on whether it works for the consumer in terms of cost and convenience. Toyota is betting it will and is relying on current Prius owners to hop on the bandwagon.
Driving Toyota’s FCV, Fuel-Cell Car – Consumer Reports News
Please Refresh Your Browser Window
Hydrogen-powered car shows a peek of the future
Last week, Toyota paid us a visit with its latest prototype, a development “mule” for its upcoming production FCV—a fuel-cell-powered compact sedan that is scheduled to become available in select areas in late 2015. The eventual production car is said to closely resemble the concept shown at the Consumer Electronics Display in Las Vegas last month.
On the road, the FCV, enclosed in a Lexus HS bod, felt just like any electrified car. It displayed an abundance of effortless power right out of the gate and a quiet slide via. Maximum speed is one hundred mph. The rail is compliant and typically Toyota unobtrusive. Treating is reminiscent of a Prius or Lexus HS, which means it’s a bit mundane and uninvolving. But here’s the thing: It takes just three to five minutes to fuel up and give the car a 300-mile driving range, according to Toyota. No battery-electric car can come remotely close to that.
Fuel cell vehicles are electrical cars that use a fuel cell, which produces its own electro-stimulation, instead of battery-stored electro-therapy. A chemical reaction inbetween hydrogen and oxygen from the atmosphere produces the tens unit needed to spin the vehicle’s electrical drive motor. Manufacturers the world over have been working on this technology for more than twenty years but cost and the lack of infrastructure have been major obstacles.
We’ve driven several fuel cell vehicles over the years, including Toyota’s own Highlander FCHV (Fuel Cell Hybrid Vehicle) back in 2007. At the time it seemed like a well sorted-out vehicle that was able to cover three hundred miles on a tankful of compressed hydrogen. So what has seven more years of development brought? Dramatic reductions in cost and packaging. Reportedly, the two thousand seven Highlander FCHV cost a million dollars to produce. This compact sedan will cost about $50,000—a ninety five percent cost reduction. The fuel-cell “stack” is about a third of the size of the one in the Highlander FCHV and produces twice as much energy.
The Toyota FCV’s stack is rated at one hundred kw and sits plane under the front seats. Hydrogen is stored in two tanks, one under the rear seat, one behind it, which together hold five kilograms (11 pounds) of hydrogen pressurized at Ten,000 psi. A puny battery buffers the fuel cell stack and gets regenerated by coasting and braking. At this point Toyota is not releasing other specs such as the size and chemistry of that battery or the electrical motor’s horsepower.
There is no established cost for a kilogram of hydrogen but at a Washington, D.C., station several years ago it went for about $8 per kg. That would work out to about thirteen cents per mile, which is much more than an electrified vehicle (typically three to five cents). Still, Toyota is likely to provide free hydrogen fill-ups as part of the lease plan or purchase price. That goes after the lead of Hyundai, which offers a fuel-cell version of the Tucson SUV. A Department of Energy explore estimates a cost of $Four.49/kg for dispensed hydrogen from natural gas.
So what’s driving Toyota to thrust fuel cells? For Toyota, this has been a long-term vision and hybrid technology has always been viewed as an interim step. Toyota doesn’t believe there is enough sales potential in plug-in electrified cars, with their brief range and long charging times. Then there is the need to adhere to California’s zero-emissions mandate. The fuel-cell car will give Toyota the maximum emissions credit points, balancing out the automaker’s less-efficient offerings.
Toyota doesn’t expect to make any profit on the FCV sedan. The company sees itself as spearheading the fuel cell movement just as it did fifteen years ago with its hybrid technology. Toyota lost money on the Prius for years, but now just about possesses the hybrid-car market. And even if Toyota paves the way for other manufacturers, it ultimately will translate to more volume, which Toyota sees as a benefit.
But the enormously large elephant in the room is the lack of a hydrogen infrastructure—production, transport, and packing stations in fine numbers. By far the cheapest way to produce hydrogen gas right now is to process it from natural gas, of which North America has abundant supplies. Getting the hydrogen supplies to where they’re needed is another obstacle. There are presently nine publicly accessible stations in California. By the end of two thousand fifteen twenty more are planned by the state of CA, and an extra twenty by the end of 2016. Toyota is planning to collaborate with state and research entities, and says the Northeast will be the next hydrogen filling-station frontier.
Ultimately, whether hydrogen-powered fuel-cell transportation takes off or not will depend on whether it works for the consumer in terms of cost and convenience. Toyota is betting it will and is relying on current Prius owners to leap on the bandwagon.
Driving Toyota’s FCV, Fuel-Cell Car – Consumer Reports News
Please Refresh Your Browser Window
Hydrogen-powered car shows a peek of the future
Last week, Toyota paid us a visit with its latest prototype, a development “mule” for its upcoming production FCV—a fuel-cell-powered compact sedan that is scheduled to become available in select areas in late 2015. The eventual production car is said to closely resemble the concept shown at the Consumer Electronics Showcase in Las Vegas last month.
On the road, the FCV, enclosed in a Lexus HS bod, felt just like any electrified car. It demonstrated an abundance of effortless power right out of the gate and a quiet slip across. Maximum speed is one hundred mph. The rail is compliant and typically Toyota unobtrusive. Treating is reminiscent of a Prius or Lexus HS, which means it’s a bit mundane and uninvolving. But here’s the thing: It takes just three to five minutes to fuel up and give the car a 300-mile driving range, according to Toyota. No battery-electric car can come remotely close to that.
Fuel cell vehicles are electrified cars that use a fuel cell, which produces its own violet wand, instead of battery-stored electro-therapy. A chemical reaction inbetween hydrogen and oxygen from the atmosphere produces the electro-stimulation needed to spin the vehicle’s electrified drive motor. Manufacturers the world over have been working on this technology for more than twenty years but cost and the lack of infrastructure have been major obstacles.
We’ve driven several fuel cell vehicles over the years, including Toyota’s own Highlander FCHV (Fuel Cell Hybrid Vehicle) back in 2007. At the time it seemed like a well sorted-out vehicle that was able to cover three hundred miles on a tankful of compressed hydrogen. So what has seven more years of development brought? Dramatic reductions in cost and packaging. Reportedly, the two thousand seven Highlander FCHV cost a million dollars to produce. This compact sedan will cost about $50,000—a ninety five percent cost reduction. The fuel-cell “stack” is about a third of the size of the one in the Highlander FCHV and produces twice as much energy.
The Toyota FCV’s stack is rated at one hundred kw and sits vapid under the front seats. Hydrogen is stored in two tanks, one under the rear seat, one behind it, which together hold five kilograms (11 pounds) of hydrogen pressurized at Ten,000 psi. A puny battery buffers the fuel cell stack and gets regenerated by coasting and braking. At this point Toyota is not releasing other specs such as the size and chemistry of that battery or the electrified motor’s horsepower.
There is no established cost for a kilogram of hydrogen but at a Washington, D.C., station several years ago it went for about $8 per kg. That would work out to about thirteen cents per mile, which is much more than an electrified vehicle (typically three to five cents). Still, Toyota is likely to provide free hydrogen fill-ups as part of the lease plan or purchase price. That goes after the lead of Hyundai, which offers a fuel-cell version of the Tucson SUV. A Department of Energy examine estimates a cost of $Four.49/kg for dispensed hydrogen from natural gas.
So what’s driving Toyota to shove fuel cells? For Toyota, this has been a long-term vision and hybrid technology has always been viewed as an interim step. Toyota doesn’t believe there is enough sales potential in plug-in electrified cars, with their brief range and long charging times. Then there is the need to adhere to California’s zero-emissions mandate. The fuel-cell car will give Toyota the maximum emissions credit points, balancing out the automaker’s less-efficient offerings.
Toyota doesn’t expect to make any profit on the FCV sedan. The company sees itself as spearheading the fuel cell movement just as it did fifteen years ago with its hybrid technology. Toyota lost money on the Prius for years, but now just about possesses the hybrid-car market. And even if Toyota paves the way for other manufacturers, it ultimately will translate to more volume, which Toyota sees as a benefit.
But the utterly large elephant in the room is the lack of a hydrogen infrastructure—production, transport, and packing stations in superb numbers. By far the cheapest way to produce hydrogen gas right now is to process it from natural gas, of which North America has abundant supplies. Getting the hydrogen supplies to where they’re needed is another obstacle. There are presently nine publicly accessible stations in California. By the end of two thousand fifteen twenty more are planned by the state of CA, and an extra twenty by the end of 2016. Toyota is planning to collaborate with state and research entities, and says the Northeast will be the next hydrogen filling-station frontier.
Ultimately, whether hydrogen-powered fuel-cell transportation takes off or not will depend on whether it works for the consumer in terms of cost and convenience. Toyota is betting it will and is relying on current Prius owners to leap on the bandwagon.