https://www.greencarcongress.com/2020/0 ... 5-bmw.html
BMW to pilot second-generation hydrogen fuel cell drives in small series from 2022
The BMW Group will pilot the second generation of hydrogen fuel cell drives in a small series in the BMW i Hydrogen NEXT based on the current BMW X5 from 2022. The fuel cell stack and the overall system are original developments of the BMW Group; individual cells of the fuel cell will come from Toyota. . . .
In the future, the hydrogen fuel cell drive can be an attractive alternative to battery-electric vehicles, in particular for customers who do not have their own access to electric charging infrastructure and who often drive long distances, BMW said.
With a sufficient refueling infrastructure, hydrogen vehicles offer great flexibility, as the full range is available again after a short refueling process of around four minutes regardless of temperature conditions. . . .
The system performance of the BMW i Hydrogen NEXT comes to a total of 275 kW (374 hp) and ensures typical BMW driving dynamics. The fuel cell system alone generates up to 125 kW (170 hp) of electrical energy. . . .
Two 700 bar tanks are housed in the vehicle itself, which together hold six kilograms of hydrogen.
The fifth-generation electric drive, which is used for the first time in the BMW iX3, is also fully integrated in the BMW i Hydrogen NEXT. The power buffer battery, which is positioned above the electric machine, can provide additional dynamics when overtaking or accelerating, for example.
The BMW Group also underscores the belief in the future viability and potential of hydrogen fuel cell technology with its involvement in the BRYSON research project (space-efficient HYdrogen storage facilities with optimized usability). . . .
The aim of the project is the development of flat tanks. The 3.5-year project, which is also funded by the Federal Ministry for Economic Affairs and Energy, will also result in a reduction in the manufacturing costs of hydrogen tanks for fuel cell vehicles. This will improve their competitiveness compared to battery electric vehicles.
The last bolded part is presumably adsorption or nanotubes, requiring only low pressures.
Oh, that reminds me, re your claim that range isn't compelling to car buyers.
https://insideevs.com/news/435523/musk- ... -is-300mi/
After Killing Tesla Model Y SR, Musk Says New Normal Range Is 300 Miles
. . . He also said 300 mi under the EPA cycle, which means WLTP 300-mi ranges do not count. . . .
Musk's exact words were these:
“With regard to passenger vehicles, I think the new normal for range is going to be, just in U.S. EPA terms, approximately 300 miles. So I think people will really come to expect that as some number close to 300 miles as normal.
That's a standard expectation because you do need to take into account, like, is it very hot outside or very cold? Or are you driving up into a mountain with a full load? And it's – people don't want to have – get to the destination with like 10 miles range. They want some reasonable margins. So I think 300 is going to be really – or close to 300 is going to be a new normal, call it 500 kilometers, basically, roughly.”
I would go one step further, and say 300 miles EPA HWY
should be the new minimum. As Dan Jones has pointed out, any of the 200 mile EVs has plenty of range for urban usage, where it's hours not miles that matter. On trips it's miles that count.
Not that I think 300 miles highway is enough, as that's only four hours at 70 with an inadequate 20 mile reserve and no allowance for HVAC, winds, climbing or degradation. But it's a step in the right direction, and as I've mentioned about the minimum that a BEV has to have to be of even marginal utility to me. It's enough to get most people to weekend destinations unrecharged, e g. Bay Area to Tahoe summer or winter, albeit with limitations as degradation occurs, that will eventually require an (increasingly lengthy) enroute charging stop.
Of course, the cars also have to be affordable - Aye, there's the rub.