VM Tour Check BMW iX5 Hydrogen: Tough Position for the Fuel Cell

BMW believes in the fuel cell – at least a little bit. Vehicles of the massive format of a BMW X5, which are often used far and fast, whose drivers also have correspondingly urgent needs, for them the fuel-cell-powered SUV could be something. Although one can draw a number right away: Those who push it will not go far, in one of the less than 100 prototypes of the BMW iX5 Hydrogen, which BMW actually wants to bring to series production and is currently running in an "extended" field test. In any case, not farther than a BMW iX3 or size-wise better BMW iX. Because from 120 km/h upwards, the fuel cell system with its 125 kW power draws considerably from the underfloor high-pressure tanks, which house six kilograms of the volatile substance.

Anyone demanding power to heave the 2.5-ton, 4.93-meter-long, 2.01-meter-wide, and 1.75-meter-high SUV to 100 km/h in optionally 5.8 seconds, accompanied by the wide-screen Hans Zimmer sound, will be met with instantaneous displays of 5 to 6 kg/100 km. Quite impressive how the BMW puffs up its cheeks, but of the 504 kilometers according to WLTP that the X5 excessively optimistically displayed after "refueling," not much is left. 

Wide Range in Consumption

For us, the spectrum ranged from 1.2 kg/100 km on the very economical and with numerous construction sites studded trip from Munich to Frankfurt. The return trip, completed at a moderate pace from Nuremberg with an average speed of 128, then delivered a value of 1.7 kg/100 km. This makes ranges of 300 to a maximum of kilometers feasible. At least if one doesn't too often spur the accumulated 401 horses from 125 kW fuel cell (continuous power) and 170 kW electric motor (boost), to which the luxurious SUV, gliding as if on hydrogen clouds thanks to air suspension and good encapsulation, certainly invites. Contrary to the belief that fuel cell cars are "speed-resistant," they also draw more energy just like combustion engines or electric cars. In short: You end up with BEV distances, in the case of the iX or iX3 rather below that ...
 

Short Refueling Time, but Long Search Time

The argument of the short "charging time", which is always brought up, is put into perspective on our tour in that you rarely find it directly on the highway, unlike with HPC chargers. The locations Biebelried and Erlangen, in any case, were off the track and required a break, during which a 200-kW BEV already covers hundreds of kilometers. It almost felt like early natural gas excursions, where you could also get to know the public utilities of the world... Well, and then it does take a bit longer than the official four minutes until the column is unlocked and the process really starts. This is accompanied by white clouds from the vehicle and various hissing and steaming sounds from the surroundings, which make you curiously explore the complex infrastructure with storage and all kinds of technology. One wonders what that might have cost?

Once full tank: 90 euros, please!

And whether this has anything to do with the enormous hydrogen costs that you have to expect at the pump: A full "fill-up" costs 71 euros, please, 15.75 euros per kilo of the "champagne among fuels." Or rather, not quite full, only 4.5 kilos fit in, because we fearfully did not want to get stranded somewhere in the middle of nowhere with an H2-mobile - and a pause after an early start at 6 AM was just right. So, Biebelried. At least there was a coffee and a croissant at the Total-Energies station. On the way back in Erlangen, you get to know the Siemens city, but smooth progress is something else.