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Stellantis Hydrogen Van: Boldly into the Fuel-Cell Niche

Despite the rapid development of battery technology, Stellantis sees a niche for the fuel cell - in vans. The group focuses on the compact class - when it needs to be heavy and fast.

Under the Hood: In a workshop in Rüsselsheim, VM editor Reichel was convinced of the advantages of the fuel cell in the Hydrogen Van. | Photo: J. Reichel
Under the Hood: In a workshop in Rüsselsheim, VM editor Reichel was convinced of the advantages of the fuel cell in the Hydrogen Van. | Photo: J. Reichel
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Johannes Reichel

The batteries are getting better and better, the range of electric vehicles is gradually increasing – so why are hydrogen cars still needed? Let alone a hydrogen van like Stellantis' 3.0-ton hydrogen transporter, which is even set to reach the first customers by the end of the year? The answer from the corporate developers based at Opel in Rüsselsheim: Because it can do things that pure electric vehicles can't. For example, fast refueling. And also driving long distances with a full load. Towing a 1000-kilogram trailer. And covering its 400-kilometer range in winter with full heating or in summer with full air conditioning.

This is at least the argument of Lars Peter Thiesen, who spent almost his entire professional life at Opel in Rüsselsheim researching fuel cells – and who now sees the moment has come to finally transition from perpetual demonstration objects to mass production. Most obstacles, such as manufacturing, storage, tanks, and fuel cells, have been overcome. The remaining challenges are costs, hydrogen availability, and green production.

Clear funding guidelines are needed for ramp-up

What is indispensable now is a clear funding framework and governmental support for expanding the refueling infrastructure: both conditions that Thiesen sees met in Germany, but also in France, the initial markets for the hydrogen van. There are now 100 H2 refueling stations in Germany, the price of 9.50 Euros has been set, and of course there is still a lot of "grey" hydrogen in the system, about 70 percent, and only 30 percent is produced "green." The trend should quickly rise, according to Thiesen. Then the price could also drop, which he sees medium-term at around 4 to 6 Euros per kilogram. And with one kilogram, you can go about 100 kilometers.

Price Parity with BEV from 10,000 Units

From Thiesen's perspective, "mass production" would already be annual quantities of 10,000 units, at which point price parity with the battery-electric van is also expected. Thiesen is firmly convinced that it will require all solutions in a wide mix to achieve climate-neutral transportation and that BEV and FCEV complement each other in commercial vehicles.

The developer, in any case, feels a great interest from customers, primarily due to one argument: the quick refueling time of three minutes. He believes that the range isn't as crucial. The official 400 kilometers of the hydrogen van in the WLTP cycle are comprised of 50 battery-electric kilometers and 350 kilometers provided by the midsize fuel cell with a 45 kW output under the hood.

Not for Passenger Cars, but from Transporters Upward

One advantage of the system is that the waste heat from the cooling circuit is used to heat the interior, ensuring the full range of the e-van even in winter operation. While Thiesen views the fuel cell as rather negligible for passenger cars, he considers its use in commercial vehicles from the transporter class upwards to be plausible. It was precisely calculated how the fuel cell needs to be dimensioned to be cost-effective, leading to a midpower system from ex-Renault development partner Symbio, where the battery-electric drive from the BEV with its powerful 100 kW electric motor (260 Nm) handles starting and acceleration, the fuel cell takes over in partial load, and there is enough space in the underbody for the three large hydrogen pressure tanks with a volume of 4.4 kg. An external charging option for the 10.5 kWh lithium-ion battery under the passenger seat has also been considered.

By 2025, 30 Percent of Vans Should Be Electrified

A fixed leasing rate of 600 euros per month is intended to make it easier for customers to join the FC fleet. B2B teams will handle the management, special hydrogen hubs and "flying engineers" (mobile maintenance specialists) will handle the service. Over the next four years, 30 percent of vans in the Stellantis LCV sector should have an electric drive, including FCEV models.

By 2030, this figure is expected to rise to 70 percent, as Stellantis LCV coordinator Luca Marengo outlines as the goal. In addition to a low-voltage micro vehicle like the Citroen Ami Cargo/Opel Rocks-e Cargo and the large 3.5-ton electric vehicle (Boxer/Jumper/Movano) expected at the end of the year, the Fiat brand is also set to contribute significantly: the e-Ducato is currently rolling out with original Fiat technology. The comeback of the Scudo based on the EMP2 platform is also planned for next year, including an e-Scudo version, of course. This will make it the sixth member of the Stellantis LCV family.

Translated automatically from German.
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