We like
Cheaper alternative to FCEV and BEV alternatives; supply chain can remain virtually unaltered, almost as simple to operate as ICE vehicle; no lengthy charging times; unchanged packaging

Room for improvement
Lacks power and torque; engine slow to develop revs; start-up and shut-down quirks; limited range and accessibility to infrastructure; price, safety, and reliability aspects an unknown

Overview

 

EARLIER this month, Toyota Australia detailed plans of a prototype hydrogen-fuelled internal combustion engine powered (H2-ICE) HiAce Commuter being tested Down Under as part of an international pilot program it says will form yet another piece of its decarbonisation puzzle.

 

During the media unveiling, selected Australian journalists were offered the opportunity to drive and assess the HiAce Commuter H2 at Toyota Australia’s Autodrome – a short test track once used as part of a quality control program for the locally-built Camry.

 

Utilising a converted V35A-series 3.5-litre twin-turbocharged V6 (petrol) engine offered in the HiAce in other markets, the ‘H2’ version is differentiated only by bespoke injectors and a diesel-like SCR exhaust arrangement with AdBlue injection. Fuel is stored in a trio of hydrogen tanks set beneath the floor of the vehicle – the same found in the Toyota Mirai FCEV.

 

The HiAce Commuter H2 runs the same 10-speed automatic transmission as found in other markets (the pairing nearly identical to that of the locally available LandCruiser 300 Series) and drives the rear wheels. Maximum power is rated at 120kW (185kW less than the petrol equivalent) and 354Nm (-296Nm).

 

Toyota has yet to provide fuel consumption or emission figures but says the hydrogen powertrain fitted to the HiAce Commuter H2 results in almost zero CO2 tailpipe emissions, with the process of igniting hydrogen in the engine generating small amounts of oxides of nitrogen (NOx), which are reduced by the selective catalytic reduction system.

 

Beyond the driveline, Toyota says the 12-seat HiAce Commuter was selected for the prototype program for packaging reasons, the large van offering the opportunity to install the engine up front and the hydrogen tanks under the floor, ensuring minimal impact on space and payload.

 

Given range limitations of the prototype (limited to approximately 200km), it is currently best suited to worksite and shorter back-to-base operations.

 

Driving Impressions

 

If it looks like a HiAce Commuter, and sounds like a HiAce Commuter, chances are it’s a HiAce Commuter, right?

 

Well, almost.

 

You see, aside from the billboard-sized vinyl advertisement plastered over the prototype model, this HiAce Commuter is hydrogen powered. Not a fuel-cell electric vehicle kind of hydrogen offering, but an easily converted, spark ignition combustion engine kind of hydrogen offering that is far less costly to develop and sell.

 

That point alone is said to make this particular vehicle one that will form a very important part of Toyota’s multifaceted approach to reducing vehicular emissions. It’s an almost off-the-shelf solution which, provided the infrastructure is available, can be sold in just about any market across the globe.

 

Okay, we might be getting a little ahead of ourselves – this is a prototype after all; and one that needs a lot more power, torque, and range if it is to compete on a level footing with traditional ICE powered offerings.

 

Starting the H2-ICE engine sees a momentary delay before the driveline declares itself ‘Ready’ for use. The system check takes about as long as it did to warm a set of glow plugs back in the day, and from thereon in the process is as simple as hitting the starter, selecting Drive, and setting off.

 

The driveline is a little laggy on step off, and slower to build revs that its petrol equivalent. Toyota says it will address both issues over the course of the unit’s development but has for now decided to run a somewhat pessimistic tune, at least until it perfects the technology.

 

Working our way around the Autodrome course there is little in the way of feedback to suggest the HiAce is anything other than a slower version of itself. It is equally quiet, responds similarly to throttle inputs, and maintains much the same transmission shift points as the petrol unit would (based on impressions in other applications, of course).

 

It also offers similar retardation when releasing the throttle, and “cuts back to idle” in much the same way a petrol engine would. In short, there’s very little besides the lack of pace to identify the operation of the H2-ICE engine from its petrol counterpart.

 

When it comes to switching the vehicle off, there is again a momentary delay. Turn the key to Off and the engine runs on for two or three seconds, purging any unburnt fuel from the lines. There is no special trick here, and you don’t need to wait with the car – it’s more an awareness of difference than anything else.

 

Under the bonnet the V6 looks much the same as it ought to, the addition of Hydrogen badging and a couple of additional wires the only discernible difference. Toyota engineers tell us the wires run to a series of “sniffers” located around the manifold and again at the hydrogen tanks aimed at discovering any leaks.

 

While we were unable to ascertain any fuel consumption tally, Toyota’s 200km range claim – and the lower-than-average engine outputs – seem the only real sticking point in providing an alternative to fossil fuels.

 

If hydrogen is sourced in a sustainable manner, and refuelling points made as commonplace as petrol and diesel bowsers, there is no reason a H2-ICE model line wouldn’t work a treat. We’ll watch with interest to see just how quickly that final piece of the puzzle takes to slot into place.