Toyota Hilux Comparison Diesel/BEV/FCEV: One Pickup, Three Drives - A Good Compromise
Actually, the commercial experiences with hydrogen-powered vehicles at Toyota are not exactly overwhelming. The Mirai passenger car has been on the market for about a decade. But even in its now second generation, the small racer is by no means a sales hit. It didn't help that the clean machine received a quasi-highest blessing as the Popemobile during the Pope's visit to Japan in 2019. But perhaps it also comes from divine insight that hydrogen drives are more suited for commercial vehicles.
There, the cylindrical tanks not only fit stacked well behind the driver's cab of trucks, but also beneath the loading area of pickups like the Toyota Hilux. With over 16 million units, the Hilux is the world's best-selling pickup in its market segment. The workhorse, which has been built since 1969, has become a popular commercial vehicle in 170 countries for farmers, craftsmen, foresters, and on construction sites. And – not to forget – as a utility vehicle for the police, military, and civil war parties around the globe. In some African countries, the Hilux tops the registration statistics.
In accordance with its "Multi Path" slogan, Toyota is equipping highly demanded vehicles like the Hilux with different drives worldwide. We now had the opportunity to try out the combustion engine, the purely electric model, and a hydrogen-powered Hilux. In terms of dimensions, the three variants hardly differ, with a length of around 5.3 meters, a width of 1.9 meters, and a height of 1.8 meters. The appearance is also identical. If the respective drive type wasn't boldly and clearly advertised on the side walls – no one would see a difference.
The diesel was pimped with a 48-volt system
Under the hood of the first Hilux works a classic 2.8-liter diesel, upgraded with a 48-volt electrical system and as a mild hybrid. It clatters audibly around the corners, occasionally feeling rough and rugged. The 204 hp is sufficient for the 2.3-ton vehicle to accelerate from zero to 100 km/h in 10.7 seconds and reach up to 175 km/h top speed. In tight corners, the body leans a bit to the side and you have to work a little to stay in your lane. A familiar driving experience. And the range? Just refuel.
Swift drive in the electric vehicle
It's significantly different with the all-electric Hilux. The EV accelerates swiftly and without shifting, as it should. The diesel's soundscape isn't really missed. The batteries, built deep into the vehicle's floor, give it a low center of gravity – tight corners can be driven much more comfortably and faster. Overall, you're traveling much more harmoniously in the electric Hilux. What the prototype still lacks is recuperation. Not least because of this, the range is still severely limited. They talk about 200 kilometers. By the end of next year, the electric Hilux is set to go into production.
The FCEV drives similarly but has more payload
The hydrogen-powered Hilux, built in Derby, England, drives similarly: quick acceleration, relaxing quiet. Only occasionally do we hear the faint whir of the turbine in our prototype. The three high-pressure hydrogen tanks, significantly lighter than the heavy battery packs, are integrated into the ladder-frame chassis. Each holds 2.6 kilograms of hydrogen. Here too, thanks to the low center of gravity and the harmonious drive, it moves quickly and comfortably through tight curves. The fuel cell contains 330 cells and is located directly above the front axle. Part of the generated electricity is temporarily stored in a lithium-ion battery under the loading area. The Hilux is powered by an electric motor via the rear axle. It produces 182 hp and an instant torque of 300 Nm. Overall, everything runs smoothly – without the vibrations of the diesel engine. The range should be around 600 kilometers – refueling is done almost as quickly as with gasoline.
Mirai flop or not: Toyota assumes that Europe will develop into one of the largest markets for hydrogen vehicles by 2030.
Jürgen Wolff, press-inform
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