Hydrogen-powered Toyota HiAce ready for Australian pilot program

Toyota’s first commercial demonstration of a hydrogen-fuelled internal combustion engine (ICE) gets underway in Australia this month with a pilot program of global significance testing the alternative to diesel in a prototype Toyota HiAce van.

Dubbed the Hydrogen HiAce and making its world debut in Melbourne this week after three years in development, the ultra-low-emissions light-commercial van is part of Toyota’s “many customers, many powertrains” ethos that incorporates a broad range of future propulsion technologies, including petrol-electric hybrid, battery-electric and fuel-cell electric.

Whereas the Toyota Mirai sedan is a hydrogen fuel-cell electric vehicle (FCEV), the compressed hydrogen gas in the HiAce tanks is directly injected into a conventional internal combustion engine, in this case a twin-turbo 3.5-litre V6.

This doesn’t eliminate emissions – there are still very low CO2 tailpipe emissions (“almost zero”, Toyota says) and the process of igniting hydrogen in the engine generates “small amounts” of oxides of nitrogen (NOx) – but does make significant improvements on diesel.

According to Toyota, hydrogen ICE will also deliver cheaper ultra-low-emission vehicles into the marketplace – especially commercial vehicles, but also some passenger cars such as large SUVs – which could also offer a greater driving range and towing capacity than their EV counterparts.

They’ll also be much quicker to refuel, claims Toyota, providing the infrastructure is in place.

Toyota has previously stated its top-selling HiLux ute and the LandCruiser 300 Series would be well suited to hydrogen power.

At the Hydrogen HiAce launch, Toyota Motor Corporation president of hydrogen projects, Mitsumasa Yamagata, said a broad range of vehicles – including the HiLux and LandCruiser – could be converted to running with a hydrogen ICE.

“Right here in Australia we are taking the next important step – the first commercial demonstration of a hydrogen internal combustion engine,” said Yamagata.

“Hydrogen has near zero CO2 emissions [and], importantly, we have used proven petrol engine technologies, which means we can keep the supply chain we have built up over many years.”

He said larger tanks could be employed to extend the driving range (currently at around 200km from its 6.2kg H2 tanks), while Toyota’s hybrid technology could also be employed to further improve efficiency and range.

“We are already working on much bigger hydrogen tanks and there's also the possibility of adding our famous hybrid electric technology,” he said.

Although a significant amount of extra hydrogen plumbing, reinforced tanks and redundancy systems were required, the only major change to the combustion engine was the fitment of new fuel injectors and fuelling software.

“This reduces the amount we need to invest, which helps contain the overall development cost. The result is cost competitive hydrogen engine that significantly reduces tailpipe CO2,” said Yamagata.

Toyota execs wouldn’t say what sort of premium H2-powered combustion cars would command, nor when customers can expect to buy one, but did confirm the endgame was to offer hydrogen-powered cars in future.

The pilot program gets underway later this month with Australian construction company CPB Contractors, which will use the 12-seat Hydrogen HiAce to ferry employees to worksites across Melbourne each day.

carsales was among the media contingent at the launch of the world-first pilot program for the Hydrogen HiAce at Toyota Australia’s research and development facility in Altona, in Melbourne’s west.

Watch out for our first drive of the ultra-low-emissions van next week (embargoed until November 16), but specifications for the Hydrogen HiAce have been released.

The van ditches its 2.8-litre turbo-diesel engine (130kW/450Nm) for the tub-thumping 3.5-litre twin-turbo V6 found in the Lexus LX 600, but because it doesn’t have a 1:1 air-fuel mix – rather a 1:3 ratio – output is lowered from 305kW/650Nm to a much more modest 120kW of power and 354Nm of torque.

Power finds its way to the rear wheels via 10-speed automatic transmission.

The vehicle features 12 seats but can be also be outfitted as a delivery van – something that Toll, Australia Post/StarTrack Express, DHL and other logistics companies keen to reduce their CO2 footprint will be eyeing off.

The H2 Toyota HiAce features the same suspension and brakes as conventional models, and the interior features a few extra digital displays that send data to Japan, in order for the team to optimise the vehicle and study its behaviour in real-world conditions.

“Australia is one of the main global markets for HiAce and introducing this new technology here and this amazing facility shows that we are very serious about helping to create a hydrogen society,” said Yamagata.

“While this vehicle is a prototype, the number of passengers, the luggage space and the proper towing performance are all the same as a standard car.

“Refuelling time is just five minutes, about the same as any other vehicle with an internal combustion engine.

“In other words, we have an affordable way of achieving near zero carbon emissions while also keeping the features that are most important to our customers.”

Although not a zero-emissions vehicle, Toyota says water constitutes around 99 per cent of tailpipe emissions. It also requires oil to lubricate the pistons, and while oxides of nitrogen are generated through the combustion process, these harmful NOx emissions have been reduced to meet the Euro VI emission standards by using a selective catalytic reduction system.

“We very much appreciate the opportunity to conduct this world-first program and contribute to a hydrogen society with our partners in Australia,” said Yamagata.

“Once again, I would love to see these vehicles spread its wings around the world just like a HiLux and the LandCruiser.”

The biggest hurdle for hydrogen-powered vehicles, whether fuel-cell electric or combustion, is the refuelling infrastructure – or lack of it, with only around half a dozen H2 fuel depots in Australia.

To address this, Toyota and Hyundai recently signed a memorandum of understanding, along with Ampol and Pacific Energy, to develop hydrogen refuelling infrastructure in Australia – starting in Canberra.

Nothing has been set in stone as yet but Toyota has confirmed several other hydrogen projects in Australia, including the local assembly of EODev hydrogen fuel-cell generators at its Altona facility.

“Toyota is firmly committed to developing hydrogen technology that has real-world impactful applications,” said Toyota Australia CEO Matthew Callachor.

“We believe that the hydrogen powertrain technologies offer a practical solution to provide an ultra-low-emissions vehicle with long-distance range, heavy-duty off-road and towing capability.

“The aim of this [pilot project] is to enable us to continue to improve and optimise the technology to further expand its potential applications.

“It’s a fundamental part of our decarbonisation strategy, aligned to our offering multi-pathway powertrain solutions, ensuring that no one is left behind on this transition.

“And once infrastructure is in place [we can provide the] fast refuelling that Australians want.

“It’s all about providing mobility solutions for all Australians to have the freedom to move.”

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