Honda enthusiasts have been granted a tantalising glimpse into the future with a short video teaser of the upcoming CR-V FCEV, scheduled for its debut in 2024. While still shrouded in camouflage, this hydrogen-powered rendition of the beloved SUV hints at enhanced functionality thanks to the integration of a battery pack.
Upon its anticipated arrival later this year, the Honda CR-V FCEV is poised to make history as North America’s first production vehicle to combine a battery pack with a hydrogen fuel cell powertrain. This innovative fusion equips the SUV with the flexibility to be charged akin to a conventional EV when access to a hydrogen pump is scarce.
This groundbreaking feature alleviates the CR-V FCEV’s dependence on the limited hydrogen refuelling infrastructure, while its bi-directional charging capability empowers owners to harness stored battery power for various electronic devices, as showcased with a coffee maker in the teaser video.
Although specifics such as battery capacity and hydrogen tank size remain undisclosed, driving range details are eagerly anticipated. Nonetheless, the new powertrain, developed in collaboration with General Motors, promises significant cost savings compared to the Honda Clarity Fuel Cell, while boasting double the durability.
Visually, the fuel-cell EV flaunts a redesigned front end, characterised by a sleeker grille and enlarged bumper intakes, setting it apart from its gasoline-powered counterpart, the CR-V. Notable alterations include the addition of a charging port on the front fender and distinct clear taillight clusters.
Production of the Honda CR-V FCEV is slated to take place at the Marysville plant in Ohio, with distribution plans encompassing not only North America but also the Japanese market. As anticipation mounts, enthusiasts eagerly await further revelations about this pioneering SUV poised to redefine automotive innovation.
Being able to develop electric vehicles (EVs) is a vital expertise for carmakers as the industry speeds towards electrification of its products. However, just as vehicles with internal combustion engines are useless without liquid fuel, EVs will not run without electricity. The electricity can come from various sources – even the sun – but what’s more important is being able to store the energy.
That’s where batteries come in and currently, there is much focus on the development of batteries for EVs, with the technology advancing very quickly. As we have seen with the shortage of microprocessors disrupting vehicle production globally, a shortage of batteries would also mean EVs cannot leave the factory, even if the vehicle is completed.
For this reason, the major carmakers have looked for ways to secure supply of batteries for coming years as demand for EVs increases rapidly. The biggest companies have established their own subsidiaries to develop and manufacture batteries, setting up factories around the world to ensure that different regions are covered.
Electric vehicles (EVs) are slowly coming down in price and many manufacturers believe that, by the end of this decade, they should be able to offer EVs at the same price as models with combustion engines, size for size. Economies of scale come into play, reducing the costs in many areas and also the technologies.
However, the thing that still makes people hesitate in switching to an EV is how far they can go on a fully charged battery pack. It’s known as ‘range anxiety’ and it’s understandable that motorists worry about being stranded somewhere when their battery pack is empty.
Of course, combustion engine cars can also run out of fuel if the driver is not mindful of the amount remaining in the tank. But the difference is that you can probably call for help and someone can bring fuel to pour into the tank, or even get a life to a nearby town to buy fuel and come back. And there are petrol stations all over – unlike the limited (but slowly growing) network of recharging stations.
This time of the year usually sees a lot of rain as the northeast monsoon blows through Southeast Asia. It seems that the amount of rainfall has become greater, with recent data showing it to be the highest Malaysia has received. As a result, we see a lot of flooding, even on the west coast which used to be shielded by the Main Range of mountains.
For motorists who have to drive around in rainy conditions (better if you do not), here are some tips that can save your vehicle from any potential damage that could result in massive repair bills.
1. Avoid driving or parking in low-lying areas
Low areas or certain basement parking lots can get flooded during heavy downpours. Your vehicle may then become partly submerged and the water can cause heavy damage to your car, especially to the engine, electrical systems, and interior. So if you can do so, avoid such areas.
2. Avoid driving through tunnels
Do not follow roads into tunnels that lead underground. We don’t have many but there are still some here and there. The risk of being caught in a flash flood is higher when driving into an underground tunnel as you are approaching lower ground that rainwater is flowing to. The speed at which the water level can rise will be surprising and many motorists are often caught by it.
3. Maintain a steady slow speed
If you do attempt to drive through a flooded area, assess the situation or surroundings first. If the level is below half your vehicle’s tyre, make sure to wade through at slow speed by engaging low gear. This helps to create a small bow wave which will prevent the surrounding water flooding into the engine bay or flowing into the exhaust pipe. However, it is also important to not assume that a road you are familiar with is safe as you may not be able to see cracks or sinkholes that have opened up under the water.
4. Your safety is the utmost priority
If your car engine stops suddenly and you are stranded in the car, turn off the engine, gather your belongings and leave the car immediately. Do not try to start your car again as it will lead to more major damage. Quickly move yourself to higher ground or a safer area and stay there until help arrives. Your own safety is more important than the car.
5. Don’t start the car immediately after it has been submerged
If a car has been submerged up to the window level, water would most likely have seeped into the engine, transmission, and fuel delivery system. Don’t start the engine as you’ll just make the damage worse. Immediately seek professional advice after the flood water has subsided or tow your car to your trusted workshop or authorised service centre for your vehicle’s brand.
6. Disconnect your vehicle’s battery
Do not leave your vehicle in accessory mode with the electronics running when you are stuck in a flood. Turn off the engine, open the bonnet and disconnect the battery. Do so only if it is safe as there may also be strong water currents. When the vehicle can be recovered, have the battery examined by a mechanic who can test it to see if the battery is functioning properly.
Be sure the battery is checked by a professional before continuing to drive.
7. Does your vehicle have flood insurance?
Flood damage is not typically covered in motor vehicle comprehensive insurance policies. Therefore such damage will not be compensated by the insurance company. However, owners can add on coverage for flood damage for an extra fee. Many motorists often think that it is not worth spending that little bit of extra money as they may feel that being caught in a flood is unlikely. But you never know and with the change in weather patterns recently, it may be an option to include.
The advancement of battery technology over the past 20 years has accelerated as electrification by the auto industry becomes more extensive. The battery has a vital role in an electrified powertrain (hybrid or fully electric), influencing performance and operating range. New technologies, materials and chemical processes have enabled the batteries to be more compact and store more energy, a trend which will continue.
Inevitably, motorsports are also going electric with Formula E and Extreme E, the latter a pioneering off road championship which is in its first season this year. These events push electric powertrains to extremes and will certainly help in the development of new technologies that can be used for road cars.
Supplier to Formula E and Extreme E
To get the best available batteries, the organisers of both Formula E and Extreme E brought in Williams Advanced Engineering (WAE) as a partner. The company (which is related to the racing team) is a major force in the electric motorsport arena, having been the original and only battery supplier to the Formula E series when it began in 2014.
Williams Advanced Engineering provided the batteries for Formula E (above) and with all the expertise gained in developing and manufacturing batteries for motorsports, it was in a good position to also be a supplier for Extreme E (below).
“Following the on-track successes we’ve had at Le Mans (providing engineering support for Porsche’s sports car racing programme), through the hybrid F1 era, then 4 seasons supplying batteries to the first-generation Formula E grid (and due to supply the Gen 3 batteries), together with being technical partner for Jaguar Racing, we have learned a lot about how to extract the highest levels of performance from a battery,” said Craig Wilson, CEO of Williams Advanced Engineering.
Greater challenges with Extreme E
Their expertise put them in a good position to gain a sole developer role in Extreme E. But while the basic technology would be the same, Extreme E presents a greater challenge because of its off-road nature. “In Extreme E, we are taking battery technology away from the traditional race circuit and into hostile environments, where humidity, dust, extremes of temperature, shock and vibration will play a huge part and to that end, the batteries have had to be uniquely tailored for the environment,” explained Glen Pascoe, WAE Principal Engineer.
“And with races being head-to-head over short distances, the batteries are sized to manage high intensity operation over a shorter time than in other e-racing series, but in a far harsher environment,” he added. “As a result, we have developed a whole new module that can produce 400kW peak power in a bespoke battery construction along with an entirely new pre-race conditioning system to maximise robustness and minimise mass.”
Simplicity, serviceability and modularity were all critical design requirements. Commercially available cells were selected and designed into a pack in conjunction with the series to align both with the race format and the vehicle performance duty cycle. “Working with limited space in the car, we had to meet tough power and mass performance targets and deliver a bespoke battery pack design in under 12 months!” recalled Pascoe.
Environments change with each round
Each venue of Extreme E has different environments and in the opening round in Saudi Arabia in April, sand and high temperatures were the big challenges, as well as thin air. “The first run simulation took part at the hottest time of the day and a battery rebuild we carried out was intensive and not helped by strong winds and even a sandstorm providing an unwelcome interruption, which covered all battery parts and electronics with a fine grit. We had to bring out the vacuum cleaner to deep clean for all components in time for the team-wide shakedown runs,” he said.
The Senegal event brought a mixture of similarities but also differences to Saudi Arabia in the challenges faced. Whilst not as hot, ambient temperatures in the seaside area still remained high, accompanied by 90%+ humidity levels. This brought its own unique challenges in actively managing the battery temperature both during the on-track action and between races.
“Alongside this, the Senegal event showed the cars tackling a very demanding, technical and aggressive track. The batteries were constantly punished with heavy impacts and harsh vibrations as the cars bounced around the dunes and deep ruts. Ensuring battery health throughout the weekend was key to ensuring a successful event,” Pascoe revealed.
He added that the batteries performed flawlessly even with the severe impacts that happened in the Desert X Prix as well as the intense head-to-head battles on the 6-km long harsh, technical course, through woods and beach sand of the Ocean X Prix.
The paddock area in the Desert E Prix in Saudi Arabia. On the left side is AFC Energy’s hydrogen fuel cell station to recharge the e-SUVs with zero emissions generated except water.
On-site servicing and recharging
Unlike being at a closed racing circuit, Extreme E’s tracks are in the open, without the usual facilities. Nevertheless, the WAE team was able to work on the batteries on location without difficulty. “Servicing and maintaining the batteries throughout the events went well, which is a reflection of all the design work that went into them,” said Pascoe.
After two rounds, the ODYSSEY 21 racing SUVs have covered 1,070 kms, of which 480 kms were recorded in Senegal. Cumulative energy discharge has been nearly 2,000 kWh, with about half drawn in Senegal. In total, over 12 hours of on-track running has taken place.
The first two rounds of Extreme E in Saudi Arabia and Senegal (above and top) have had a lot of sand and high temperatures. The third round – the Arctic X Prix – will be in a very different environment in Greenland (below).
The third round next month is the Arctic X Prix which will take place in Greenland. The engineers will be glad for no more sand, but the climate and track conditions will be vastly different. “There will be very new challenges of snow and of course, water and mud. There will be stone impact and less grip resulting in more drift and vertical impact. In addition to the physical challenges, the remoteness of the location means we need to forward plan for every eventuality before arriving on location as there will be no opportunity for late deliveries or freight, no additional transport available or indeed, supplies!” noted Pascoe.
Unlocking further vehicle performance
As the season progresses, the engineers at WAE will gain more data on battery and overall powertrain performance and behaviour. This will allow them to unlock further vehicle performance so the performance envelopes will be extended. “The batteries have been designed for multi-season use so WAE will inspect, re-test and go again. Any incremental improvements available will be implemented during the turn-around. Once the batteries reach the end of their final racing season, the cells can be easily removed as module ‘building blocks’ and configured into a suitable second-life application. Some components are targeted for reuse in alternative applications, and some will be recycled in order to recover valuable raw materials,” said Pascoe.
Whatever is learnt during the events and the solutions found may be transferred into production cars. With the R&D opportunities that the series gives, innovations can filter into the consumer market. “Specifically in areas such as fast charging, battery management and software development,” said Wilson. “Essentially, affordability comes with volume production. By pioneering and showcasing EV technology in a series such as Extreme E, manufacturers will be able to ‘carry over’ technology into road cars and in doing so, enable the technology to become more affordable.”
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Just as fuel, whether petrol or diesel, is a necessary component for a car with an internal combustion engine to run, electricity is necessary for a full-electric or hybrid electric vehicle to run. Like the liquid fuels which are stored in containers on board the car, electricity is also stored in a battery pack which can be ‘refuelled’ by recharging the pack.
Since demand for batteries will keep growing – even accelerating as electrification progresses – the bigger carmakers that have the financial resources are finding ways to assure supply in future. Some, like BMW, Mercedes-Benz and Hyundai have set up factories around the world while others are establishing joint ventures for such production facilities.
Lithium-ion battery pack from a current Volvo PHEV model.
Develop sustainable battery production
The Volvo Car Group has announced plans to establish a joint-venture with Swedish battery company Northvolt to develop and produce more sustainable batteries, tailored to power the next generation of fully electric Volvo and Polestar vehicles.
As a first step for the 50:50 joint-venture, the two companies intend to set up a R&D centre in Sweden that will begin operations in 2022. The centre will draw on the battery expertise within both companies and develop next-generation, state-of-the-art battery cells and vehicle integration technologies, specifically developed for Volvo and Polestar models.
New gigafactory to be built
More significantly, the joint-venture will also establish a new gigafactory in Europe with a potential capacity of up to 50 gigawatt hours (GWh) per year, with production scheduled to start in 2026. As part of the plans, Volvo Car Group also looks to source 15 GWh of battery cells per year from the Northvolt Ett battery plant in Skelleftea, Sweden, starting in 2024.
Rendering of the Northvolt Ett battery plant in Sweden when it is completed.
The new gigafactory, planned to be powered by 100% clean energy, is expected to employ around 3,000 people. The location of the new plant is yet to be decided. The first model to use battery cells developed through the joint-venture will be the electric successor to current XC60 SUV.
This development is a vital one for Volvo Cars’ ambitious electrification plans that will see 50% pure electric vehicles by the middle of this decade and, by 2030, only fully electric cars will be sold. Assured supply is therefore crucial to long-term plans and while planners in some countries imagine that policies affecting the auto industry can be introduced within a short period, the industry requires many years to prepare for changes and execute them.
Future Polestar models will also use batteries from the joint-venture factory.
For Polestar, it gives a further boost to its European growth ambitions and underlines its commitment to the ‘Polestar 0’ project, which aims to create a truly climate-neutral vehicle by 2030.
Reduce environmental footprint
Today, the production of batteries for Volvo Car Group’s fully electric cars represents a large part of the car’s total lifecycle carbon emissions. By working with Northvolt and producing batteries near its manufacturing facilities in Europe, Volvo Car Group can reduce the environmental footprint attributable to battery sourcing and production for its future cars.
