Hydrogen car not dead? Renault is looking for a battery alternative

Drive strategy in France

Hydrogen car not dead? Renault and Co. Search battery alternative

Hydrogen car not dead? Renault is looking for a battery alternative-hydrogen
PSA Even French carmakers have not completely given up the fuel cell

  • Site author Stefan Grundhoff

Stellantis made it a few weeks ago and now Renault-Nissan is getting back into the hydrogen drive. This is surprising once again, as the two French corporations are currently converting to electrical brands.

For links on this page, Site receives. A commission from the dealer, Z.B. For marked. More Infosim Haus Stellantis, the hydrogen drive has a noteworthy history, at least with its Russelsheim brand arm Opel. Because General Motors, as a former owner of the brand, relied on the fuel cell as a future technology for many years, the development team from Opel also worked on the hydrogen drive for more than 20 years and, for example, also set a small series of the Opel Zafira as hydrogen 3 with fuel cell.

Renault also does not give up hydrogen

With competitors Renault-Nissan and especially the Renault brand, the hydrogen is now also an issue. With the Renault Master panel van H2-Tech and a hydrogen petrol station, Hyvia is now presenting the first two prototypes close to the series for a comprehensive ecosystem for carbon-free mobility. The transporter H2-Tech is the first of three light commercial vehicles with fuel cell drive that the Joint Venture of the Renault Group wants to launch from next year.

Hydrogen car not dead? Renault is looking for a battery alternative-hydrogen
Renault Renault van with hydrogen drive

In addition to its 33 kWh battery package, the Renault Master Castle Car H2-Tech has a 30 kW fuel cell. Four tanks with a capacity of six kilograms should enable a total range of up to 500 kilometers; 100 kilometers of it in battery operation. The van with a loading volume of twelve cubic meters is suitable for use at logistics companies, large customers and municipalities. At a later point in time, the master is to follow as a platform chassis H2-Tech with 19 cubic meters of charging capacity and a range of 250 kilometers and the Master Combi H2-Tech, a minibus for up to 15 people with a range of around 300 kilometers.

Fuel cells as a diesel replacement for vans

The models can be refueled at a hydrogen petrol station in around five minutes and thus at the level of a vehicle with an incinerated engine. The hydrogen is either generated on site by water electrolysis or delivered with tank hangers. The Hyvia petrol stations themselves are offered for purchase, leasing or rent.

Toyota Mirai cracks range record: no hydrogen car ever drove so far

Hydrogen car not dead? Renault is looking for a battery alternative-renault

Site Toyota Mirai cracks range record: no hydrogen car ever drove so far

With Stellantis and his Group brands Opel, Citroen and Peugeot you are already one step further. "We are not about either or", emphasizes Dr. Lars-Peter Tiesen, responsible for fuel cell technology at Stellantis, “it is about complementing the electrical drive, where it fits the customer best. First of all, we see this in fleet operation."

Hydrogen car not dead? Renault is looking for a battery alternative-looking

Fuel cell cars are the future (advertisement)

Hydrogen is at the beginning of a dividing success story for investors: these 4-top stocks in the free report validate this trend!

Download free report now

Start small – with 2000 cars as a test fleet

In the next two years, a small fleet of up to 2000 vehicles is to be built at the Stellatis location in Russelsheim, which can be converted to a fuel cell by the battery-operated electric drive. With manageable effort, the Opel Vivaro, Peugeot Expert and Citroen Jumpy models are converted to hydrogen technology in Russelsheim. "The three 700-bar fuel cell tanks with a volume of 4.4 cubic meters are in the same framework in which the battery package is otherwise housed in the underbody," explains Lars Peter Tiesen, "The benefit of the loading space is not restricted.“Stellantis opted for a so-called mid-power-Concept; means that the fuel cell is of medium size and is supported by a plug-in module with an additional battery that is installed under the driver’s bench. The hidden 10.5 kWh battery can be loaded on the socket and enables a range of around 50 kilometers.

Hydrogen car not dead? Renault is looking for a battery alternative-dead
Stellantis Fuel cell technology of the Stellantis Group

For longer distances there is the fuel cell, which with its 45 kilowatts ensures the drive with even driving and supplies the electric motor with its 100 kW / 136 hp under the bonnet. "We have a good customer issue," says Lars Peter Tiesen, "most of them are about the short night, because that is done after three minutes.“Overall, the triple pack of Opel Vivaro-E Hydrogen and the two sister models Peugeot Expert and Citroen Jumpy has a range of 400 kilometers at a maximum speed of 130 km/h. Commercial fleet science can decide whether it opts for a version with normal wheelbase or the XL version, then there is a 6.1 cubic meter instead of the loading volume of 5.3.

Only Honda electric cars: But they don’t want to do without hydrogen

Hydrogen car not dead? Renault is looking for a battery alternative-battery

Site Only Honda electric cars: But they don’t want to do without hydrogen

Now learn more about the future of mobility

On our e-mobility portal site you will find all e-vehicles & hybrids available on the German market with technical data, prices, delivery times and model comparisons. There are ongoing insider news, tests of all important vehicles, an overview of charging stations and a range computer.

You can also arrange a test drive for your desired car for free and start e-mobility easily.

Related articles

Please follow and like us:

16 thoughts on “Hydrogen car not dead? Renault is looking for a battery alternative”

  1. Hydrogen in the car area without a future
    The topic with hydrogen is exhausted. It will not be used for broad application … give with hydrogen, since the handling of hydrogen is far too dangerous. It would be possible to use liquid ethanol in the direct tethanol fuel cell. But since there are no reversible fuel cells in the car area, a battery will always have to be installed additionally. You could also operate a car for hundreds of kilometers with air pressure in gas tales, as Roy J already. Meyers 1930 made. But the future will certainly be in a standardized, interchangeable battery (see Nio SWPOWER SWAP), which has already proven itself in practice in China – exchange of the battery within 3 minutes. The project is now being rolled out by Shell and NIO in Europe.

  2. Hydrogen for cars without a future!?
    This is as of 30 years F&E on the hydrogen engine for cars. Whereby it was less the danger of H2 that led to the setting of 95% of the projects, but rather the "undermine subordinateness" compared to BEV. Whether exchange batteries can prevail is after the FA’s test failed. Better Place more than questionable, since the KO criteria continue to apply.

  3. Hydrogen is not dead…
    …He is only placed at the back by politicians willing to help. Everyone plunges on e-mobility, there will be billions of euros in funding, nobody knows how the problem with acckirecycling is to be solved, the raw materials are scarce and around, 10 is needed.000 € e-bonus ? Why is hydrogen or. Fuel cell drive not promoted, nobody knows where the electricity for tens of million electric cars should come from in the future, but that doesn’t matter at first. Hydrogen can be transported, stored and within a few minutes the car can be refueled. But any ideological blinding fixes everything on battery drives !

  4. @Eric manoli
    "Several large systems" – How much output will these systems will have? The foreseeable need for the steel industry in Europe cannot be covered with green hydrogen over years (decades), since not enough green electricity will be available. A waste in the FCEV makes no sense at all, since the whole infrastructure is also missing here.

  5. All 10.000km for the tightness test
    The current FCEV must all 10.000km for the tightness test in the workshop. Every now and then mine must also be replaced by a seal. Let us hope for the brave buyers that the trainee screws everything together again and not, like in Norway, a whole H2 petrol station "fizzled", Because someone slept. It is certainly also good for the fleet costs if such a FCEV 2-3X per year is not usable for one working day each.

  6. The manufacturers have finally strapped
    But it would gradually notice the first manufacturers that there will be no turn without hydrogen ascending.

  7. What is a "Hydrogen drive"?
    Can you explain that to us? So much of it is always written, but nowhere explains how it works 😉

  8. and how
    it is about the electric cars, the charging stations have huge price differences everywhere, then loading energy is fizzled out because it is either too cold or the hoses are too thin, and then the equity office has nothing better to do and these loading pillars have to do every 8 years check, and the scale z.B. The butcher will be all couple "Days"" checked, what is that supposed to? And what does it look like when 30-50 million vehicles drive around here in a few years? Electricity is gone because then everyone wants to/have to go to the pillar because the range is only a few km. 400km…Refrigerators thaw on…Train can no longer drive because electricity is gone. Oh yes, solar and wind turbines generate as much electricity as 100th nuclear power plants..

  9. So
    That, Mr. Kalle, is completely wrong, first died and false. If you are unable to read curves and tables or to understand it, then you should just keep your face.

  10. As said Einstein?
    “Two things are infinite, the universe and human stupidity, but I’m not quite sure about the universe yet.“Some contemporaries can be glad that he never ran into Albert Einstein or even discussed with him about natural laws & efficiency chains. The judgment of him would have been devastating. If the combustion engine was supposedly a technical mistake and it would never have been used, where would we be today? the "Technical evolution" It would never have taken place in the locomotion.

  11. It
    If electric motors are not better in this application. All electric motors, as well as combustion engines, have pronounced efficiency curves depending on the load and speed. If electric motors are not driven in the designed nominal area, which is the case in road traffic, then it goes steeply downhill with the efficiency.

  12. So you have 100 years…
    … Not known that the combustion engine "just" ca. 20-50% (large ship diesel) provides kinetic energy. These are already border-debile findings/claims of certain cordless fanatics who have absolutely nothing to do with reality. In the case of certain techniques, such as the lifting piston engine based on the expansion of a gas, primarily the practical applicability counts, with the steam power against the power of regulated explosion in the example mentioned over 100 years ago. At that time there were already electric cars, the first known German electric car was the flakes of electric car from 1888. Why did this technology not prevail?

  13. @Sochgen
    What do you actually want? The answer is already in my comment. You can’t read properly or are you just in a way -safe? Tip: practical applicability! Another tip that is not included in the comment, but is definitely the previous tip, range! If I have forgotten something, you can do me with yours "historical knowledge" enlighten.

  14. As said Einstein?
    “Two things are infinite, the universe and human stupidity, but I’m not quite sure about the universe yet.“Who after 40 years f&E To the hydrogen drive and knowledge of the natural laws & efficiency chains Anno Domini 2021 still believed that the hydrogen drive can compete with the accelerated drive on the car, which confirms Einstein once again. Would have thought the Renault & Nissan managers would have been wiser. As if the combustion engine would not have been enough technical error: driving from A to B with 80% loss of finite energy used, & for 100 years until it is recognized & as not a comme il fault ‘is gradually ended! You want to go to the next dead end seriously?

  15. Nine -male experts!!!
    What works without electricity? Nothing at all! If you need electricity reliably, it is suitable "Eco -flatterer current" not, but it is required. Turbines in basic load have an electrical efficiency of Max. 40%! If the electricity is then used by consumers, further losses are added, z.B. Transfer and charge. Ultimately, you can be happy about 25%+ efficiency!


Leave a Comment