Group1, an industry leader in advanced battery technology, has developed the world’s first Potassium-ion battery (KIB) in cylindrical 18650 form. This development looks to be
We recently spoke to Grace Webb who is a qualified teacher, journalist and television presenter. You will have likely seen her presenting the television coverage
As one of the leading companies in the production of 100% fossil-free fuel, P1 Fuels has been making huge progress in the automotive and racing
When it comes to reducing greenhouse gas emissions, transportation is the UK’s biggest challenge. While Battery Electric Vehicles (BEVs) are leading the charge for passenger
To mark the 35th anniversary of the Mazda MX-5, four models – one from each generation – completed a 1,000-mile journey from Land’s End to
Last night, Craig and I were invited to Vintage Bentley as part of an evening hosted by P1 Fuels. We also had a great stay
Nyobolt, a Cambridge-based company, has introduced its electric vehicle (EV) prototype capable of ultra-fast charging. Collaborating with design and engineering firm CALLUM, Nyobolt is aiming
Toyota has reached the final phase of its project to develop a hydrogen fuel cell Toyota Hilux pickup, highlighting progress in its journey towards a
We recently spoke to Jake from P1 Fuels to find out more about the sustainable fuel that could potentially be a groundbreaking alternative to the
The internal combustion engine (ICE) has dominated the automotive industry for over a century, powering millions of vehicles worldwide. However, the growing concerns over environmental
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Today marks the day that the first publically available sustainable petrol, specifically designed for classic vehicles, goes on sale in the UK. Made by fuel
Source: Classic Cars and Campers Fantastic article from our friends at Classic Cars and Campers; ‘Can E-Fuel Rescue Classic Cars?’ Many classic car owners are
Group1, an industry leader in advanced battery technology, has developed the world’s first Potassium-ion battery (KIB) in cylindrical 18650 form. This development looks to be a viable solution for sustainable, efficient, and cost-effective energy storage that doesn’t require the use of critical minerals like nickel, cobalt, copper, and lithium. The KIB technology is designed to integrate smoothly into existing lithium-ion battery (LIB) manufacturing processes so could be widely used almost immediately.
A Milestone in Battery Technology
This new KIB battery was officially introduced at the 14th annual Beyond Lithium Conference at Oak Ridge National Laboratory. At this event, Group1 highlighted the evolution of the KIB from its early stages as a coin-cell to its current 18650 form, explaining the battery’s unique attributes and competitive advantages.
Advanced Materials and Performance
One of the key components of the KIB technology is Group1’s flagship product, Kristonite™, a specially engineered 4V cathode material in the Potassium Prussian White (KPW) class. Kristonite™ enables the KIB to deliver a superior balance of performance, safety, and cost compared to Lithium Iron Phosphate (LiFePO4) LIBs and Sodium-ion batteries (NIBs).
“We are excited to introduce the world’s first 18650 Potassium-ion battery. This innovation represents years of dedicated research and product development. By distributing samples to our partners among Tier 1 OEMs and cell manufacturers, we are paving the way for widespread adoption of this transformative technology.”
Alexander Girau, CEO of Group1
Technical Specifications and Advantages
The 18650 form factor is one of the most widely adopted cell formats globally, known for its reliability and compatibility. Group1’s KIBs use commercial graphite anodes, standard separators, and electrolyte formulations made from commercially available components. These batteries boast superior cycle life, excellent discharge capability, and operate at a nominal voltage of 3.7V. This first version of the product is performing better than expected. It has the ability to store a good amount of energy—about 160 to 180 watt-hours per kilogram (Wh/kg). This energy storage level is similar to what you would find in standard lithium iron phosphate (LFP) lithium-ion batteries (LIB), which are common types of batteries used in things like electric vehicles and electronics.
Pros and Cons of the KIB Technology
Pros:
Cons:
Group1 & KIB Moving Forward
By offering a sustainable, cost-effective, and high-performance alternative to traditional LIBs, KIBs could play a key role in the future of energy storage, particularly as the demand for environmentally friendly and resilient energy solutions continues to grow.
We recently spoke to Grace Webb who is a qualified teacher, journalist and television presenter. You will have likely seen her presenting the television coverage of the TT Motorcycle Road Races, Fifth Gear: Recharged, and, if you have children in your house – Grace’s Amazing Machines.
As the granddaughter of Donington Park’s Race Circuit founder Tom Wheatcroft, it was fantastic to speak with Grace and find out about her work, current and future projects, and all things automotive.
This is how our conversation went:
Yeah, I’d say I’ve always been interested in automotive & engineering but mainly as a hobby. I’ve always watched racing of some kind from a young age, both on the television or going to race tracks and having a family that loves motorsport too really got me hooked. Growing up, we would often watch racing at Donington Park as a family or I’d chat to my dad about what engine was in his workshop that week, as he works as a V8 specialist. I feel very fortunate now that I can work in this space as well as it being a hobby.
My motorsport career started when I was a student at university. Both my brothers raced motorbikes and I’d often go to the circuits to support them on track/ in the garage, and the championship that they raced for was looking to be televised on Freeview TV and had asked whether I wanted to have a go at interviewing some of the riders on camera, which I ended up doing for a couple of years.
I really enjoyed chatting to the riders about their racing and watching their championships and careers unfold. I was studying to be a Primary Teacher at the time and after gaining my degree, I went on to teach for 6 years, before a video of me interviewing a rider was seen by a producer at the BBC who emailed to ask if I’d be interested in presenting a children’s show about machinery. I jumped at the chance as it combined two things that I was passionate about – education and motorsport. I went on to host the children’s show for 4 series at the BBC and a new career for me snowballed from there!
I love presenting the Amazing Machines series because I love finding out about all the different vehicles, however, there is such a wide range of machines documented on the show that it would be impossible to know all about them beforehand! Myself and the team do a lot of research leading up to filming to make sure we give it the justice it deserves as an Amazing Machine!
I think equal representation is important, not just in motorsport but in many industries. As we know, motorsport is a male-dominated industry so it would be great to see more female representation coming through, which I think it is.
We’re starting to see an increase in women taking on roles within motorsport and this is being seen more through the likes of social media platforms and television broadcast, etc. I think this is important to see because not only does it break down stereotypes but it also creates a more diverse and dynamic workforce.
I think my experience as a teacher really helps when I’m presenting to a young audience because a lot of the skills needed in teaching, I think can be transferred to my presenting! Every lesson I taught was effectively presenting a concept to my class in an engaging and enthusiastic way – and that still applies when I moved from the classroom to the film set, I just pretend that the camera is my class!
My advice would be to be as prepared as you can. Do research, make notes and swot up – but also don’t be worried if you don’t know everything about the subject as that is also your job as a journalist to find out.
A quote that I’ve heard recently that has really inspired me, says “Being passionate about something doesn’t mean you need to know everything about it, but being passionate means, you’re willing to learn everything about it.”
Yes! A few exciting projects I have coming up this year are, that I’m hosting The British Motor Show in Farnborough from the 15th – 18th August 2024 alongside ‘Motors’ who are the title sponsor for this year. As well, I’m hosting a stage at Motorcycle Live held in the NEC at Birmingham from 16th – 24th November 2024. I hope to see you there!
I would love to have the chance to ride a MotoGP bike or drive an F1 car – both these machines are at the pinnacle of engineering so to experience a little of what that feels like for a rider/driver in the hot seat at the most elite end of motorsport, I think would be fantastic.
I feel really fortunate to have had some mind-blowing experiences in my career so far that I’m very grateful for. One that really stands out to me was quite early on, where I had the opportunity to film and fly the Goodyear Blimp in the USA. The sights, sounds and feelings were breathtaking and to have done this so early on in my career was a real pinch-me moment – and to top it all off, the crew displayed my name on the side of the blimp for all of Miami Beach to see! Incredible.
Electric Vehicles are certainly on the rise, at the end of 2016 just 0.4% of all new vehicles registered in the UK were electric. By 2023 this had risen to 16.5% of new car registrations. To put that into perspective, as of the end of June 2024, there are now over 1.1 million fully electric cars on UK roads and a further 670,000 plug-in hybrids (zap-map.com) which demonstrates the increasing consumer demand so I see the future of the automotive industry definitely incorporating EVs alongside Internal Combustion Engine vehicles.
Battery technology is developing and I believe EVs are brilliant in certain situations, such as the off-road market, airports, paddocks, etc and they really suit some people’s lifestyles. However, there won’t be a sudden disappearance of ICE vehicles and I believe the charging infrastructure needs to be a little more reliable yet but with the rise in the technology of synthetic fuels, we may even find a more sustainable way to run ICE vehicles in the future so they can be alongside EVs.
Take a look at the entire Talking Classics series for more interviews with other influential people.
As one of the leading companies in the production of 100% fossil-free fuel, P1 Fuels has been making huge progress in the automotive and racing sectors since its creation in 2018. They have established themselves as the exclusive fuel supplier for the FIA World Championships and numerous other international racing events, including classic car races. Their fuel is all about significantly reducing CO2 emissions in the mobility sector, which accounts for 21% of global CO2 emissions.
P1 Fuels offers a range of environmentally friendly fuels that meet the EN 228 standard, making them road-legal in the European Union and the UK. They are also certified by the Fédération Internationale de l’Automobile (FIA).
Their signature fuel, P1 Eco 100 Pro, achieves an impressive 77.4% reduction in well-to-wheel CO2 emissions compared to traditional fossil fuels. Additionally, it has been shown to emit lower levels of NOx, HC, and particulate matter, helping companies meet their Scope 3 emissions targets and achieve their sustainability goals. P1 Fuels have demonstrated their fuel’s performance in various racing series worldwide, proving its quality and reliability in the most demanding environments. Importantly, P1 fuels can be used in all spark-ignition engines without requiring any modifications to existing refuelling infrastructures.
As production scales up, P1 Fuels aims to further reduce greenhouse gas emissions by up to 94% compared to conventional fossil fuels, presenting a viable solution for decarbonising the mobility sector today.
P1 Fuels was founded by Martin Popilka, an avid motorsport enthusiast and former racer. His firsthand experience in the racing industry revealed a significant challenge: the sector’s substantial contribution to global CO2 emissions. Driven by his passion for racing and a commitment to environmental sustainability, Popilka established P1 Fuels. His goal was to support the motorsport industry and the broader transportation sector in transitioning to greener, more sustainable solutions, in alignment with the Paris climate goals.
With approximately 1.3 billion fossil-fuel-powered cars currently on the road, P1 Fuels offers an immediate, fossil-free alternative that is compatible with any petrol engine and requires no technical modifications. This makes it an attractive, sustainable option for reducing the carbon footprint of existing vehicles.
P1 Fuels is actively partnering with fleet companies to reduce CO2 emissions in daily transportation. Their product portfolio includes storage and mobile refuelling solutions, as well as first-fill fuels for car manufacturers (OEMs). A significant jump forward for P1 Fuels is the launch of a demonstration plant in Germany in 2024, followed by the construction of an industrial-scale plant expected to commence in 2025, with a target operational date of 2029. This will facilitate their entry into the mass market, making fossil-free fuels more accessible and widespread.
When it comes to reducing greenhouse gas emissions, transportation is the UK’s biggest challenge. While Battery Electric Vehicles (BEVs) are leading the charge for passenger cars and vans, hydrogen shows promise for aviation, shipping, buses, and Heavy Goods Vehicles (HGVs), especially in scenarios where battery charging infrastructure and range limitations are issues.
The UK’s Zero Emissions Vehicle (ZEV) mandate aims for 22% of new cars to be ZEVs by 2024, increasing to 80% by 2030 and 100% by 2035. Although BEVs are expected to dominate, it’s worth questioning if they are the best technology.
A ZEV, as defined by the UK Government, is a vehicle that emits zero grams of CO2 per kilometre during the Worldwide Harmonized Light Vehicles Test Procedure (WLTP). This means that both BEVs and Fuel Cell Electric Vehicles (FCEVs) qualify as ZEVs. However, this definition doesn’t account for emissions from the entire lifecycle of the vehicle.
Life Cycle Assessment (LCA) offers a more comprehensive view by evaluating CO2 emissions from manufacturing to disposal. For instance, although BEVs produce zero emissions at the tailpipe, their overall CO2 impact includes the emissions from electricity generation, which still relies partly on fossil fuels. Currently, about 35% of the UK’s electricity is from fossil fuels, while renewables and nuclear contribute 36% and 15%, respectively.
The LCA results show that BEVs and Plug-in Hybrid Electric Vehicles (PHEVs) have similar total CO2 emissions, mainly due to the significant CO2 produced during battery manufacturing and the current energy mix. Future improvements in battery recycling and increased renewable energy use could tip the balance in favour of BEVs though.
Hydrogen, especially green hydrogen produced from renewable sources, has the potential to lower CO2 emissions significantly. However, the infrastructure for green hydrogen is still in its infancy. Early adoption is expected in buses and HGVs, but the long-term demand will likely come from the shipping and aviation sectors, where hydrogen can serve as an energy carrier rather than a direct fuel.
While BEVs currently lead the zero-emission vehicle market, hydrogen has a promising future, particularly for applications where batteries fall short. The transport sector’s shift to greener solutions will likely involve a mix of technologies, including improved battery systems, green hydrogen, and synthetic fuels.
When it comes to hydrogen as a fuel, safety is a top priority. While hydrogen presents unique risks, it’s important to understand how they differ from traditional fuels. Hydrogen is highly flammable and can ignite easily, but its lightweight nature means it disperses quickly in the event of a leak, reducing the risk of accumulation and subsequent explosions.
Safety protocols for handling hydrogen are rigorous. Hydrogen systems are designed with multiple safety layers, including leak detection and automatic shutdowns to prevent accidents. For example, hydrogen fueling stations are equipped with sensors that detect leaks and automatically stop the fuel supply if an issue arises.
Comparatively, petrol and diesel are more prone to lingering and spreading fires due to their heavier nature. This makes hydrogen a safer option in some scenarios, as it doesn’t pool on the ground or spread as easily.
Transporting hydrogen also requires specialised infrastructure. Hydrogen pipelines are built with materials that can withstand the high pressures and potential weakness caused by hydrogen. Hydrogen storage tanks are also designed to endure significant impacts without rupturing.
Training and education are crucial for anyone with hydrogen. Technicians need to be highly knowledgeable in the specific safety measures required for handling and maintaining hydrogen systems. This includes understanding the properties of hydrogen, proper storage methods, and emergency response procedures.
While hydrogen comes with its own set of dangers, these are manageable with the right knowledge, technology, and safety practices. As we move towards a more sustainable future, understanding and managing the risks associated with hydrogen will be key to its successful integration into our energy and transport systems.
If you look at the potential of hydrogen as a future fuel, it’s worth noting its range of uses in transportation. The UK Government’s Hydrogen Roadmap anticipates a significant rise in hydrogen demand for transport by the late 2020s and mid-2030s, particularly for maritime and aviation sectors, while heavy goods vehicles (HGVs), rail, and light vehicles may not see as much demand unless electrification isn’t the sole option.
This comes as the government extends the deadline for selling new internal combustion vehicles to 2035 to align with European standards, reflecting the need for alternative strategies beyond electrification due to environmental, economic, and social concerns.
While battery electric vehicles (BEVs) dominate the zero-emission vehicle (ZEV) market, their registration numbers dropped in 2023, influenced by both the new internal combustion engine (ICE) sales deadline and challenges related to EV economics and charging infrastructure. Concerns over BEVs’ environmental impact, particularly regarding rare earth materials and lithium mining, persist. Life Cycle Assessments (LCAs) reveal that plug-in hybrid vehicles (PHEVs) and BEVs have similar CO2 impacts, with BEVs requiring significant mileage to offset their manufacturing emissions compared to fossil fuel vehicles.
Some automotive manufacturers are investing in synthetic fuels (E-Fuels) and hydrogen technologies, indicating that the future of ZEVs isn’t limited to one solution. Alternatives like ammonia and sustainable aviation fuel (SAF) are also under consideration for sectors where batteries aren’t viable.
E-fuels are produced by combining hydrogen with captured CO2, resulting in a liquid hydrocarbon fuel similar to petrol or diesel. This approach, if powered by renewable energy, can be nearly carbon-neutral despite producing particulate emissions.
Fuel cell electric vehicles (FCEVs) convert hydrogen to electricity via a fuel cell, emitting only water vapour. They offer quick refuelling times and long ranges, comparable to conventional cars.
Hydrogen combustion engines, while efficient and clean, face challenges like high ignition temperatures and corrosive properties, making them complex to design and maintain. Ammonia, with its high hydrogen content and ease of storage, is promising for low-speed engines but has drawbacks like high autoignition temperature and NOx emissions.
Looking ahead to 2050, it’s likely that a mix of fuels will power vehicles. Hydrogen from renewable sources, improved battery technologies, and liquid E-Fuels will all play roles in reducing CO2 emissions. While BEVs might remain carbon-intensive, advancements in technology and shifts in vehicle ownership models could shape a diverse and sustainable transport future.
To mark the 35th anniversary of the Mazda MX-5, four models – one from each generation – completed a 1,000-mile journey from Land’s End to John O’Groats using sustainable fuel. These vehicles, powered entirely by 100 per cent biofuel from SUSTAIN, became the first cars to complete this iconic route across the UK using sustainable fuel.
The Mazda MX-5, which debuted at the 1989 Chicago Motor Show, has always set the standard for pure, lightweight sports cars, with driver engagement at its core. To date, over 1.2 million MX-5s have been produced at Mazda’s Ujina plant in Hiroshima, with more than 135,000 sold in the UK. The four cars that completed the 1,000-mile drive were part of the Mazda UK Heritage Fleet: a 1990 1.6-litre Mk1 from the car’s UK launch year, a 10th Anniversary Mk2, a 25th Anniversary Mk3, and a 30th Anniversary Mk4, each marking a special occasion in the MX-5’s history.
Each generation of the Mazda MX-5 made the journey using SUSTAIN 100 RON E5, a second-generation biofuel from Coryton. This fuel, free from fossil fuels, is produced from agricultural waste and by-products from non-consumable crops. The cars required no modifications to use this drop-in fuel, which recycles existing atmospheric carbon absorbed by plants, unlike fossil fuels that release additional CO2.
The 1,000-mile trip featured stops at four organisations that are helping to demonstrate the potential of sustainable technologies. Although the 100 per cent biofuel used is not yet publicly available, other SUSTAIN fuels are, showcasing the crucial role sustainable fuels can play in de-carbonising both modern and classic cars.
Since June 2023, the Mazda UK Heritage Fleet has been powered by SUSTAIN Classic 80 sustainable fuel, which is available to the public. In 2022, the Mazda MX-5 became the first vehicle to drive 1,000 miles across the UK and complete laps in each home nation’s circuit using sustainable fuel.
Commenting on Mazda’s latest sustainable fuel achievement, Jeremy Thomson, Managing Director at Mazda Motors UK, said: “The MX-5 is Mazda’s brand icon and it embodies all that is great about our products. Mazda’s unceasing commitment to refining the vehicle over its 35-year history has always focused on its core mission of delivering driver engagement and fun from behind the wheel. It’s great that it was a quartet of MX-5s that became the first cars to drive this famous route using sustainable fuel, as it’s always been a sports car that delivers efficiency through its lightweight and compact design. Furthermore, it’s highly appropriate that a car famous for driver fun has highlighted the part sustainable fuel can have in de-carbonising classic motoring in the future”.
He continues, “Mazda is committed to reducing CO2 emissions from every car and believes that all options available must be used to achieve climate neutrality. In the future through Mazda’s SKYACTIV Multi-Solution Scalable Architecture, continued electrification will go hand in hand with the development of advanced internal combustion engine technology. While, with the wide use of Mazda M Hybrid mild-hybrid, the all-electric Mazda MX-30, the unique Mazda MX-30 R-EV parallel hybrid, the self-charging hybrid Mazda2 Hybrid and the plug-in hybrid Mazda CX-60 PHEV, across Mazda’s current range this multi-solution approach is already clear to see”.
Adding, “In many regions of the world Mazda is investing in different projects and partnerships to promote the development and use of renewable fuels in cars. In Japan, Mazda is involved in several joint research projects and studies as part of an ongoing industry-academia-government collaboration to promote the widespread adoption of biofuels from microalgae growth and bio-diesel from used cooking oil, while in Europe, Mazda was the first OEM to join the eFuel Alliance”.
David Richardson, Director at SUSTAIN, said: “Achieving the first-ever drive from Land’s End to John O’ Groats on 100% sustainable biofuel is something we’re extremely proud of. It’s particularly poignant to be teaming up with Mazda on the MX-5s 35th birthday. Sustainable fuel is a genuine way we can keep vehicles such as these on the road for many years to come, whilst reducing their environmental impact. Over the 1000-mile trip, we calculated that around 981kg of CO2 was saved by using SUSTAIN in the four MX-5s to replace fossil fuels. Imagine the difference we could make if more motorists followed suit.“
Adding, “Electric vehicles are increasing in numbers, but there are many millions of combustion engine cars on our roads – it surely makes sense to reduce the emissions from those vehicles if we can. Yet many people don’t realise it’s an option or know how sustainable fuel works. There are a lot of misunderstandings. We need support from those in power to enable sustainable fuel production to be scaled up, which could happen relatively quickly. There is no silver bullet solution to tackle the environmental impact of the automotive sector – we should be using all the available technologies to give us the best chance to make a real difference.”
Stop 1: Motor Spirit, Bicester Heritage Centre, Oxfordshire
Stop 2: Translational Energy Research Centre (TERC), Sheffield University
Stop 3: Windermere Boat Club (WMBRC), Lake District National Park
Stop 4: Celtic Renewables and Caldic, Grangemouth, Scotland
Last night, Craig and I were invited to Vintage Bentley as part of an evening hosted by P1 Fuels. We also had a great stay in the De Vere Horsley Estate Hotel.
P1 Fuels are synthetic e-fuels that act as a drop-in solution to fossil fuels. Any petrol car can be run on P1 without any need for modification or changes in driving behaviours.
The evening was all about the future of the automotive industry and the huge part that synthetic fuels, like P1, can play in that. It was incredible to hear about the progress that P1 Fuels have made over the last 12 months and their extremely exciting plans for the next couple of years.
I have always championed synthetic fuel as the most logical and realistic solution to sustainable transport so I was extremely happy to be invited to hear about the company in person.
Richard Hammond gave a short talk on his experience using P1 Fuels in his cars and he was also on hand to have a chat about how he sees the future of the automotive industry.
We plan on having much more involvement with synthetic fuels. We want to keep classic cars on the road while still taking our green responsibilities very seriously too…this could very well be the answer!
Nyobolt, a Cambridge-based company, has introduced its electric vehicle (EV) prototype capable of ultra-fast charging. Collaborating with design and engineering firm CALLUM, Nyobolt is aiming to demonstrate its advanced battery technology in real-world conditions. This technology looks to solve the problem of long recharge times by charging from 10% to 80% in under five minutes.
Nyobolt’s progress in ultra-fast charging comes from a decade of research led by Professor Dame Clare Grey and Dr. Sai Shivareddy. The batteries feature patented carbon and metal oxide anode materials, coupled with low impedance cell designs, allowing rapid electron transfer and minimal heat buildup during charging.
Nyobolt’s co-founder and CEO, Dr Sai Shivareddy said “Despite some OEMs showing fast charge times in the region of 15 minutes, a closer inspection reveals the charge is usually across a limited SOC region specifically chosen to limit the amount of life taken out of the cell; for instance, between 20-80 per cent. Typically, the charge profile will only hold these peak charge levels for a short amount of the charge time. Nyobolt’s low impedance cells ensure we can offer sustainability, stretching out the battery’s usable life for up to 600,000 miles in the case of our technology demonstrator.”
Beyond their use in the automotive industry, Nyobolt’s fast-charging batteries are set to be put to use in other industries requiring high power and quick recharge cycles, such as robotics and heavy-duty commercial vehicles. Nyobolt is already in discussions with eight major automotive OEMs about adopting their technology.
Shane Davies, Nyobolt’s director of vehicle battery systems said “We can enable OEMs to build excitement back into the segment, which is literally weighed down by legacy battery technology currently. Our Nyobolt EV demonstrates the efficiency gains facilitated by our fast-charging, longer-life battery technology, enabling capacity to be right-sized while still delivering the required performance. Nyobolt is removing the obstacle of slow and inconvenient charging, making electrification appealing and accessible to those who don’t have the time for lengthy charging times or space for a home charger.”
Nyobolt’s EV prototype serves as a proof-of-concept, demonstrating the potential to drastically reduce charging times and enhance battery durability. This development lays the foundation for more sustainable and efficient electric vehicles, potentially transforming the EV market by addressing one of its biggest pain points—charging time.
Shivareddy concludes “Our extensive research here in the UK and US has unlocked a novel battery technology that is ready and scalable right now. We are enabling the electrification of new products and services currently considered inviable or impossible. Creating real-world demonstrators, such as the Nyobolt EV, underlines both our readiness and commitment to making the industries see change is possible.”
Toyota has reached the final phase of its project to develop a hydrogen fuel cell Toyota Hilux pickup, highlighting progress in its journey towards a zero-carbon future.
Since unveiling the first prototype in September 2023, Toyota and its consortium partners, supported by UK Government funding, have advanced their collaborative project to the stage of intensive prototype evaluation and demonstration.
This recent milestone shines a light on the extensive scope of Toyota’s multi-path strategy towards carbon neutrality. Toyota is applying a range of powertrain technologies – hybrid electric, plug-in hybrid electric, battery electric, fuel cell electric, and e-fuels – to meet diverse user needs and local infrastructure.
Ten fuel cell Hilux prototypes have been constructed at TMUK’s Burnaston facility in Derbyshire. Five of these vehicles are undergoing rigorous field testing to evaluate safety, performance, functionality, and durability, generating real-world test drive data. The other five vehicles are being showcased to customers and the media, including demonstrations at the upcoming Olympic and Paralympic Games in Paris 2024. Through this customer engagement, Toyota is preparing for a successful hydrogen transport sector.
The insights gained from the Hilux project, combined with Toyota’s 30 years of hydrogen fuel cell research and development, will contribute to the next generation of fuel cell technology. This new technology will offer longer lifecycles, extended driving ranges, and significantly reduced costs.
Toyota anticipates that Europe will become one of the world’s largest hydrogen fuel markets by 2030, with steady growth in mobility and power generation applications. In response, Toyota Motor Europe (TME) announced the Hydrogen Factory Europe in December 2023, showing the company’s coordinated approach to commercialising this technology, from development and production to sales and after-sales service.
The fuel cell Hilux prototype project is an important step towards further developing hydrogen technology and stimulating the broader rollout of hydrogen ecosystems and infrastructure across Europe.
The hydrogen fuel cell prototype Toyota Hilux demonstrates how fuel cell technology can be integrated into a pick-up vehicle. It is based on the famous truck, known for its quality, durability, and reliability, proven in some of the world’s toughest terrains.
Since its introduction in 1968, the Hilux has showcased its formidable strength, conquering the North Pole, Icelandic volcanoes, and the Antarctic continent. It also boasts three victories in the Dakar Rally, one of the most demanding motorsport events. The fuel cell prototype retains the Hilux’s uncompromising DNA while paving the way towards a zero-carbon future.
Externally, the fuel cell model maintains the same dimensions and rugged appearance as the latest Hilux generation. It features an extra-cab body style, measuring 5,325mm in length, 1,855mm in width, and 1,810mm in height. However, beneath the surface, Toyota’s cutting-edge fuel cell technology sets it apart as something special.
The powertrain utilises core components from the fuel cell system used in the Toyota Mirai, which has proven its reliability over nearly a decade of commercial production since the introduction of the world’s first mass-produced fuel cell sedan in 2015.
The fuel cell Hilux offers an impressive driving range of up to 373 miles (600 km), exceeding what might be achieved with a battery-electric system. Additionally, hydrogen’s lightweight nature allows for a higher payload and towing capacity compared to other zero-emission alternatives.
Hydrogen is stored in three high-pressure fuel tanks, each holding 2.6 kg, for a total capacity of 7.8 kg. These tanks are built into the vehicle’s ladder frame chassis. The polymer electrolyte fuel cell stack, comprising 330 cells, is mounted above the front axle.
The fuel cell Hilux features rear-wheel drive, powered by an e-motor on the rear axle that delivers a maximum of 134 kW (180 bhp, 182 DIN hp) and 300 Nm of torque. When driven, the fuel cell emits no tailpipe emissions, producing only pure water.
A lithium-ion battery stores the electricity generated by the fuel cell, positioned in the rear load deck above the hydrogen tanks, ensuring no loss of cabin space.
The hydrogen fuel cell Toyota Hilux prototype project began with a feasibility study in early 2022 and has quickly advanced to its final phase. The initial study, conducted by TMUK and TME, secured subsequent funding from the UK Government through the Advanced Propulsion Centre, a non-profit organisation that supports the development of cleaner technologies and new mobility concepts.
From July 2022 to January 2023, an intensive design and development program took place, involving consortium partners Ricardo, ETL, D2H, Advanced Technologies, and Thatcham Research, with additional support from Toyota Motor Corporation.
Parts manufacturing, including chassis frame welding, occurred between February and May 2023. Following the principles of the Toyota Production System, prototype construction was carried out in a dedicated area within TMUK’s Burnaston plant. Ricardo assisted with preparations for the prototype build, handling design and development tasks and confirming the complete manufacturing process in collaboration with TMUK teams.
The construction phase took place in June and July 2023, with the first vehicle completed in just three weeks. An additional nine vehicles were assembled between July and December, leading into a comprehensive evaluation phase that included test rig and track testing.
Currently, the 10 prototypes are undergoing field testing and customer engagement activities, marking the final phase of the fuel cell Hilux demonstration project.
Since beginning its hydrogen fuel cell development in 1992, Toyota has broadened its expertise and promoted the technology’s adoption across various mobility applications, with over 20 hydrogen partnerships active in Europe.
One notable collaboration is a five-year trial with VDL trucks, aiming to decarbonise Toyota’s logistics operations and support the growth of sustainable hydrogen infrastructure across Europe.
Since July 2021, Toyota has co-branded fuel cell buses with partner CaetanoBus, and French clean mobility company GCK is utilising Toyota’s fuel cell modules to convert 10 diesel coaches into zero-emission vehicles. These vehicles will transport over 5,000 visitors during the Olympic and Paralympic Games in Paris later this year.
In Norway, a partnership with Corvus has resulted in one of the safest and most advanced marine fuel cell systems available. Additionally, Toyota collaborated with Energy Observer to create the first hydrogen-powered, zero-emission boat that is self-sufficient in energy.
Toyota’s fuel cells are also applied beyond mobility and transport. The modular fuel cells form the basis of the GEH2 generators produced by Toyota’s partner EODev. In May 2021, these generators were used to illuminate the Eiffel Tower with sustainable green light.
Over the past 30 years, Toyota has continually refined its fuel cell technology. The Mirai, launched in 2015, was the world’s first mass-produced hydrogen fuel cell sedan, featuring Toyota’s first-generation fuel cells. Five years later, the new Mirai introduced second-generation technology, extending the driving range by 30 percent to approximately 400 miles (650 km).
To expand hydrogen’s potential beyond cars, Toyota has reconfigured its fuel cells into a modular format. The primary components—fuel cell stack, air supply, hydrogen supply, cooling, and power control—are integrated into a compact unit adaptable for various products and applications. These modules are available in both box form and a flat, rectangular format, providing greater flexibility for new applications.
These modules are assembled at TME’s R&D center in Belgium, which features an advanced assembly line combining cutting-edge technology with high-quality processes. The Hydrogen Factory Europe will increase fuel cell system production and maintain close connections with other Toyota hydrogen operations to achieve global reach and service.
Currently, Toyota is developing third-generation fuel cell technology, a key element in its plan to expand hydrogen usage. Sales are scheduled to begin in 2026-27. These new units will have higher power density and are expected to increase vehicle driving range by 20 percent. Technical advances and increased production volumes could reduce costs by more than a third.
Further research is exploring scalable fuel cell stacks with varying power outputs and the design of fuel tanks with complex shapes to accommodate different vehicle sizes.
| FUEL CELL STACK | |
| Fuel cell type | Polymer electrolyte |
| Number of cells | 330 |
| Fuel cell power output (kW/bhp/DIN hp) | 128/172/174 |
| MOTOR GENERATOR | |
| Motor type | Permanent magnet, synchronous |
| Motor power output (kW/bhp/DIN hp) | 134/180/182 |
| Max. torque (Nm) | 300 |
| BATTERY | |
| Battery type | Lithium-ion |
| Number of cells | 84 |
| Capacity (Ah) | 4.0 |
| FUEL TANKS | |
| Number of tanks | 3 |
| Total capacity (kg) | 7.8 (3 x 2.6) |
| SUSPENSION AND STEERING | |
| Rear Suspension | Double wishbone |
| Rear suspension | de Dion |
| Steering | Electric power steering |
| EXTERIOR DIMENSIONS | |
| Overall length (mm) | 5,325 |
| Overall width – exc. mirrors (mm) | 1,855 |
| Overall height (mm) | 1,810 |
| Front track | 1,570 |
| Rear track | 1,570 |
| Wheelbase | 3.085 |
We recently spoke to Jake from P1 Fuels to find out more about the sustainable fuel that could potentially be a groundbreaking alternative to the standard fuel that currently powers our cars.
This is how our conversation went:
P1 is a drop-in alternative for petrol that works in any internal combustion engine without the need for modification to the fuelling system. It is the first and only 100% sustainable fuel on the market with an EN228 certification. P1’s signature fuel, the ECO 100 PRO, is currently achieving a well-to-wheel C02 reduction of 77.4% compared to fossil fuel.
The Idea behind P1 is to change the fuel, not the car. The business stems from a passion for internal combustion engines. Our vision is a fossil-free future where sustainable mobility harmoniously integrates with the joy of driving, fostering a cleaner and healthier world for generations to come.
No, P1 is a drop-in alternative that requires no modification to the engine, it can be mixed in whatever ratio with conventional fossil fuel.
P1s mission is to accelerate the reduction of greenhouse gas emissions in the transport sector. We are dedicated to pioneering fossil-free fuel solutions that drive impactful and immediate change.
P1 is designed for ANY internal combustion engine, there are a few different octane-rated fuels we supply suitable for racing and road use. ECO100PRO has run in speedboats, racing cars and even helicopters. It is the only 100% sustainable fuel on the market to date.
Yes, synthetic fuel can absolutely be the solution for the future of the motor vehicle sector. It could tie into existing infrastructure and be rolled out immediately. The WRC already mandate our fuel as well as the FIA World Karting series and others. This simply needs to happen to keep the passion in the industry.
Costs can play a huge part in this and currently, we cannot sell P1 at the same price as fossil fuel, but we can get close quite quickly if the fuel is sold in volume.
The other thing that is an obstacle we are overcoming is that people are still sceptical of using P1 in their pride and joy, it has been tested in-depth and proven out on the racetrack. This is a solution!
If you would like to find out more on P1 you can get in touch through the website, any of our socials or contact me at jake.wootton@nemesis.ltd we are the official UK importer of the fuel.
Enjoyed Talking Classics With P1 Fuels?
Take a look at the entire Talking Classics series for more interviews with other influential people.
The internal combustion engine (ICE) has dominated the automotive industry for over a century, powering millions of vehicles worldwide. However, the growing concerns over environmental pollution, climate change, and the finite nature of fossil fuels have accelerated the search for alternative fuel technologies; but what are the leading contenders poised to replace or supplement ICEs and are they truly viable options for the future?
Hydrogen fuel cells represent one of the most promising alternatives to traditional combustion engines. These cells generate electricity through a chemical reaction between hydrogen and oxygen, producing only water and heat as byproducts. This clean energy solution offers several advantages:
Despite these benefits, challenges remain. The production of hydrogen is energy-intensive, and unless derived from renewable sources, it can cancel out the environmental advantages. Additionally, the infrastructure for hydrogen refuelling is limited but gradually expanding as technology and investment improve.
BEVs have seen exponential growth in recent years, driven by advancements in battery technology and growing environmental awareness. These vehicles are powered by electric motors using energy stored in batteries, offering several distinct advantages:
However, BEVs face challenges related to range anxiety and charging infrastructure. Although charging networks are expanding, they are still less accessible than petrol stations. Additionally, the production and disposal of batteries raise environmental and ethical concerns, particularly regarding the mining of rare earth metals.
Synthetic fuels, or e-fuels, are liquid fuels produced from renewable energy sources. These fuels can be used in existing ICEs with minimal modifications, offering a transitional solution for reducing carbon emissions. Key benefits include:
The main hurdle for synthetic fuels is their high production cost and energy intensity. Scaling up production to meet global demand would require significant investment and advancements in renewable energy technology.
Plug-in hybrids combine an ICE with an electric motor and a battery, offering a flexible alternative that uses the benefits of both technologies. PHEVs can operate in electric mode for short trips and switch to petrol for longer journeys. Their advantages include:
However, the dual powertrain adds complexity and cost to the vehicle. Additionally, the environmental benefits depend on how frequently the vehicle is charged and driven in electric mode versus petrol mode.
Biofuels, derived from organic matter, offer another alternative to fossil fuels. These can be classified into first-generation biofuels (produced from food crops) and second-generation biofuels (produced from non-food biomass). Advantages include:
Challenges for biofuels include competition with food production, land use changes, and the need for significant energy inputs during production. Second-generation biofuels, which do not compete with food crops, are considered more sustainable but are still in the development phase.
Other innovative technologies are also being explored as potential alternatives to ICEs:
The transition from internal combustion engines to alternative propulsion technologies is crucial for addressing environmental concerns and ensuring sustainable mobility. While each alternative offers interesting advantages, they also face challenges.
A multi-faceted approach that takes advantage of the strengths of each technology is likely to be the most effective path forward, ensuring a cleaner, more sustainable future for the automotive industry.
On April 26th 2024, Heli-business hosted an event that saw the launch of the D-Motor DKT 07, the first two-seat Ultralight Motorised (ULM) helicopter. This very special helicopter was powered by the D-Motor 150 HP 6-cylinder boxer engine, which delivers 370 nm of torque at 2850 RPM. What makes this helicopter extra special though is that it runs entirely on 100% fossil-free fuel!
For its first test flight, P1 Fuels provided everything this incredible helicopter needed for a successful flight.
The Ultra Light Helicopter is powered by the innovative D-Motor, offering options of either the 4-cylinder LF26 engine or the 6-cylinder LF39 engine. Operating at 2850 RPM with a 25% power margin, these engines deliver impressive performance, exceeding 370 Nm of torque. These engines are specifically engineered for helicopter use, driving the three rotor blades through the DKT MGB – a specialised, smart-lubricated D-Motor Main Gear Box that has been tailored and optimised for enhanced efficiency and reliability in helicopter operations.
The DKT 07 is the world’s first helicopter to fly on 100% non-fossil fuel and creates an 80% reduction in CO2 emissions.
One of the most interesting aspects of this test flight is the use of P1 fuels, a 100% fossil-free fuel option. P1 fuels is part of a new generation of sustainable fuels that aim to reduce aviation’s carbon footprint significantly. Unlike traditional aviation fuels, P1 fuels can drastically lower the amount of CO2 emissions released into the atmosphere, making it a critical component in the fight against climate change.
The DKT 07 operates on RON 95 or 98 ‘ordinary car fuel’ as well as fossil-free fuel. It has a capacity of 90 litres with an average consumption of 26 litres per hour.
The successful integration of P1 fuels into this ULM helicopter’s operation demonstrates not only the viability of cleaner fuel alternatives but also sets a new standard for environmental responsibility in aircraft design and operation. This development could pave the way for the widespread adoption of greener fuels in both commercial and recreational aviation, which has long been a significant source of carbon emissions globally.
The recent test flight of the DKT 07 is a promising demonstration of the potential for broader application of green technologies in aviation. The flight not only tested the mechanical capabilities of the helicopter and the efficiency of the D-Motor engine, but also showcased the practical use of P1 fuel in real-world aviation settings.
Despite the success of the test flight, there are still some challenges to overcome. The production, distribution, and storage of fossil-free fuel, along with ensuring compatibility with existing and future aircraft designs, are areas that need further development. However, the opportunities for innovation and improvement in these areas are vast, with potential benefits that extend well beyond the aviation industry.
The successful test flight of the two-seat ULM helicopter powered by a D-Motor and P1 fuel is a positive step towards a more sustainable future, without relying on one single internal combustion alternative. As we look ahead, the continued development and refinement of fossil-free fuels and more efficient engines are critical. This achievement is not just about making aviation sustainable; it’s about reimagining how we approach design and technology to create a cleaner, more sustainable world.
Bentley has just announced the creation of the Compact Full Spectrum Driving Simulator, which will be installed at its Dream Factory in Crewe, where every Bentley is handcrafted. The new driving simulator offers a more sustainable solution for vehicle testing and massively reduces the amount of real-world miles Bentley engineers cover during the process.
The simulator is able to accurately assess factors that can impact the driving experience such as ride comfort, cabin acoustics, and vibration, while also helping with seat development too. By simulating various road surfaces, including potholes and bumps, the simulator provides insights into vehicle response, significantly reducing the need for extensive real-world testing.
Situated at Bentley’s HQ, the technology is set to make a pretty big environmental impact, reducing CO2 emissions by approximately 85 tons and saving up to 350 days of traditional road testing per vehicle prototype. Developed by the global simulator specialists, VI-grade, the Compact Full Spectrum Driving Simulator will play an important role in shaping Bentley’s future, particularly in the development of their forthcoming range of battery electric vehicles.
Dr Matthias Rabe, Member of the Board for Engineering, Bentley Motors, said:
“Beyond its technical capabilities, the Dynamic Driving Simulator brings substantial sustainability benefits, reducing the need for both physical prototypes and extensive physical tests, the latter often involving cars and colleagues shipped to remote locations around the world. As our customers would expect, the system will also play a key part in defining the luxury experience associated with every Bentley car.”
Charlie Smith, Virtual Vehicle Engineer at Bentley Motors, added:
“The introduction of the first, all-encompassing ride frequency driving simulator at Bentley is a key moment for us. This state-of-the-art system represents a significant advancement in our virtual development capabilities and will allow us to refine core Bentley attributes in a dynamic, driver-in-the-loop virtual environment for the first time. It offers unprecedented precision, ensuring that every Bentley delivers the unparalleled luxury and performance our customers demand. This simulator is a strategic step towards accelerating our product development cycle, minimising reliance on physical prototypes and enhancing simulation capabilities.”
There’s no getting away from the focus on going green. The automotive industry in particular has seen a drastic movement over to electrified vehicles to reduce the impact we have on the environment.
However, a study conducted by Footman James has shown that classic car ownership could actually be better for the planet than the current range of electric vehicles.
According to another study, conducted by Polestar, the production of their Polestar 2 (Standard Range, Single Motor) generates approximately 26 tonnes (26,000kg) of CO2 emissions. However, the average annual mileage of a classic car is 1,200 miles which produces just 563kg of CO2. This means that you could drive a classic car for around 46 years and still produce less emissions than the production phase alone of a Polestar 2!
Even stepping away from EVs for a second, a new Volkswagen Golf has a carbon footprint of 6.8 tonnes the day it leaves the factory – it would take an average classic 12 years to produce this.
Something else to consider when weighing up classic cars vs electric cars is that, while there is no denying that a modern car and EVs produce less emissions while being driven, building new cars comes at a substantial environmental cost. By keeping classics on the road, fewer new cars need to be manufactured resulting in a smaller carbon footprint.
The second-hand car parts community is huge. Using these components in your classic means fewer new parts need to be made too. Not only that, but most EVs will have batteries that end up in landfills in a much shorter time than most classic cars have been on the road.
The point of this article isn’t to argue that classic cars are better for the environment than electric vehicles. It’s about starting a conversation about how classic cars shouldn’t be immediately written off as bad for the environment. In fact, a car that has already been built is much more environmentally-friendly than building an electric one! That’s not just my opinion either, the data in the Footman James study backs this up.
Ultimately, I think there is room for classic cars and EVs on the road. One thing I’m always keen to stress is that the car has only been around for 140 years or so. In the grand scheme of things, this is no time at all. Despite being around for such a short time, the automotive industry has seen some monumental changes and developments – particularly in the last two decades.
While electric vehicles represent a potential solution, I don’t think that they are the sole solution. Whether it be synthetic fuel, hydrogen power, or something else yet to be discovered, the automotive industry will no doubt undergo even more significant changes in the coming years. However, whatever happens, I think it is important not to overlook classic cars as being a part of the greener future solution.
no recycling of EV batteries is currently going on beyond reusing some that can still be used in House battery storage systems. https://www.youtube.com/watch?v=fZozUReGOq4&ab_channel=AutoExpertJohnCadogan
Bramble Energy have recently achieved what will likely to a history-defining moment in the marine world, with the launch of the world’s first hydrogen-electric boat, powered by a printed circuit board fuel cell (PCBFC™).
As the lead partner in the HyTime project, Bramble Energy, in collaboration with custom engine builder Barrus, unveiled the prototype vessel to demonstrate the huge potential of PCBFC™ to quickly and cost-effectively decarbonise the marine industry.
The 57ft narrowboat was launched in Sheffield, Yorkshire. It successfully completed testing, emissions-free, using a custom marinised fuel cell system. This fuel cell setup has the potential to provide the boat with a range of approximately 600 miles; coming from its 14kg onboard hydrogen storage, with additional power from solar panels on the boat’s roof feeding into the 22kWh battery system.
Securing close to £1 million in Government funding from BEIS (now the Department for Energy Security and Net Zero – DESNZ) in 2022, Bramble Energy got to work on the development of its hydrogen fuel cell technology, which could be a replacement for diesel engines in boats.
Built in Sheffield, Bramble engineers created a brand new hydrogen system tailored to meet marine standards. This technology holds the potential to save up to 12 tonnes of CO2 emissions per year for each vessel using it.
The maritime industry contributes a staggering 940 million tonnes of CO2 annually, accounting for about 2.5% of global greenhouse gases. To address this, the Clean Maritime Plan mandates new vessels to possess zero-emission capabilities starting in 2025. This project aimed to showcase how the adoption of hydrogen as a fuel source could aid this transition, extending the range of pure battery systems while eliminating dependence on fixed charging infrastructure.
Tom Mason, co-founder and CEO of Bramble Energy said: “While road transportation has arguably had the greatest amount of attention in terms of developing zero-emission solutions, the reality is there is a massive urgency to decarbonise across all transportation sectors – especially marine. CO2 emissions from the marine sector are staggering. It requires a quick, convenient, cost-effective technology that also provides no compromise when it comes to performance.
In a short amount of time, we have designed, developed, built and launched a working demonstration of our PCBFC™ technology within a marine application. Our solution has the ability to meet a range of power needs and is easily scalable, which is the exact catalyst the industry needs to make a seamless shift to hydrogen to quickly meet emissions regulations and contribute to greener and cleaner waterways.”
Sea water contains calcium and magnesium, which will foul up the plates with carbonates which reduces efficiency until it cannot produce hydrogen. We have a solution. Email john@fluid-conditioning-services.com
It would require more power to generate the hydrogen than you would get from reacting it in a fuel cell or burning it. Hydrogen is a convenient source of energy for vehicles, but it would have to be produced in a stationary plant to be efficient. It could be produced using solar power, but that would not be feasible with the size of arrays that are fitted to boats, and in which case you may as well just use the power direct or use it to charge batteries!
How quickly will the Hydrogen fuel be available and what is the “per mile “ cost of using this fuel?
What are the costs of this system?
What will installation and certification cost?
Will this be certified for full time live aboards?
How long will this type of system last? Diesel engines last a lifetime.
Dirty hydrogen (created from natural gas) costs between 1.5 to 5 € per kg, clean hydrogen is about € 5 to 8 per kg.
I’m looking at Hydrogen for a project
please could you contact me I’m interested in what you have done
The Clean Maritime Plan itself does NOT mandate new vessels to possess zero emission capabilities by 2025, and explicitly says so.
To quote from it, page 6 paragraph 8:
“These zero emissions shipping targets are intended to provide aspirational goals for the sector, not mandatory targets. They can only be achieved through collaboration between government and industry, promoting the zero emission pathways that maximise the economic opportunities for the UK economy while also minimising costs for UK Shipping ”
paragraph 10
“In order to reach this vision [ In 2050, zero emission ships are commonplace globally] by 2025 we expect that :
i. All vessels operating in UK waters are maximising the use of energy efficient options. All new vessels being ordered for use in UK waters are being designed with zero emission propulsion capability. Zero emission commercial vessels are in operation in UK waters. ”
Thus the document merely sets out aspirations, not mandatory requirements. Perhaps legislation might get, or might have got, enacted to give effect to the 2025 date, but the Green Marine document is not itself the law, and explicitly states that it does not mandate anything .
Electricity is needed to generate Hydrogen. What is the disadvantage to use the recently developing dry-batteries?
I THINK THIS A GOOD LEAP FORWARD ,BE CAFULE THE LARGER FUEL INDUSTRIES DONT CRUSH YOU ,TO MANY GREAT IDEAS GET DISAPPEARED.
Interesting. It must be remembered that producing hydrogen is a very energy intensive and currently carbon intensive process. Green hydrogen, produced by renewable electricity is better but very wasteful of renewable electricity and there is already a huge demand for hydrogen in the chemical and steel industries.
Hydrogen storage is not easy and wasteful.
However, maybe it’s got better energy density than batteries.
I’d like to see the figures.
Good day. I really enjoyed your article and would really appreciate some more information. Kind regards Geoff
Although it will work this is a nonsense both scientifically and financially in a canal boat. Producing hydrogen by steam reforming natural gas (the current method) uses huge amounts of thermal energy and produces lots of CO2 so is little, if any, better than using a diesel engine. Electrolysis (only ‘green’ if the electricity comes from renewable sources) is about 70% efficient and the fuel cell will be about 50%. Add in an allowance for carriage (a massive Hydrogen tanker carries just 1 tonne of Hydrogen) and you finish up with about 30% of the original electrical energy available to propel your boat. Cost is rather harder to pin down but Hydrogen currently seems to cost £10-15/kg, 2.5-3.5 times that of hydrocarbon fuels on an equivalent energy basis. I have been unable to find a price for electrolytic Hydrogen but you can be quite sure that it will be a lot more expensive. Far better just to pass the electricity through wires and store it in batteries. Where Hydrogen might have an application, mentioned in the article but largely overlooked by the responders, is in ocean-going ships where battery powering isn’t an option.
At the 2024 Goodwood Revival, all of the races taking place will only involve cars running on sustainable fuel. This follows this year’s Fordwater Trophy which was sustainably-fuelled.
Goodwood will require all competitors at next year’s event to power their vehicles with a fuel that contains at least 70% sustainable components. This is in accordance with the FIA’s current requirements for sustainable fuel. Goodwood has already seen its first sustainably-fuelled winner in the Rudge-Whitworth Cup at the 2023 Revival. This came from a 1925 Bentley Speed Model being driven by Ben Collings and Gareth Graham, who won against a field of cars running on standard fuel.
As well as its first sustainably-fuelled winner, this year’s Revival also held its first sustainably-fuelled race. This featured pre-1966 Porsche 911s that competed in the Fordwater Trophy. Drivers in the race included 2009 Formula 1 World Champion Jenson Button, Goodwood Hillclimb record-holder Max Chilton, and nine-time Formula 1 winner Mark Webber.
A total of 13 races will take place across the weekend of Friday 6th – Sunday 8th September 2024
Toyota has continued its progress towards its zero carbon mobility goals with the unveiling of a prototype hydrogen fuel cell powered Hilux.
This prototype is the latest addition to a range of vehicles helping the brand move towards sustainable travel as well as suiting different needs and operating conditions. With a range of powertrain options such as hybrid electric, plug-in hybrid electric, battery electric and fuel cell electric, Toyota is demonstrating the broad scope of its multi-technology strategy to reach that fabled zero-carbon mobility.
The potentially ground-breaking Hilux made its debut at Toyota Manufacturing UK’s Burnaston car plant in Derby, where it has been developed in a joint project with consortium partners, supported by UK Government funding.
The new powertrain features core elements from the Toyota Mirai hydrogen fuel cell electric saloon. This is technology that has been in commercial production for almost 10 years and has proved its worth and quality over that period of time.
While driving, the fuel cell produces no tailpipe emissions other than pure water.
It has a driving range of 365 miles, which is quite a bit further than is likely to be achieved with a battery electric system. This increased range comes from the three high-pressure fuel tanks that are used in the prototype Hilux. Additionally, the battery stores electricity produced on-board by the fuel cell and is positioned in the rear load deck, which avoids any loss of cabin space.
In early 2022, the project commenced with a feasibility study conducted by TMUK and Toyota Motor Europe, in collaboration with consortium partners Ricardo, ETL, D2H Advanced Technologies, and Thatcham Research. Subsequently, funding was secured from the UK Government through the Advanced Propulsion Centre, a non-profit organisation dedicated to advancing cleaner technologies and innovative mobility concepts. This financial support paved the way for an intensive design and development program that kicked off on July 1st, 2022, with additional assistance from Toyota Motor Corporation (TMC).
Prototype construction began on June 5th this year, adhering to the Toyota Production System principles within a dedicated section of the TMUK facility. Amazingly, the first vehicle was completed just three weeks later, marking the beginning of a series of ten vehicles planned to be completed by the end of 2023. These vehicles will undergo rigorous global testing to ensure they meet the safety, dynamic performance, functionality, and durability standards required for a production model.
This project has provided TMUK members with an opportunity to acquire and apply new expertise in the field of fuel cell electrified vehicles and hydrogen system components. The consortium members have all played pivotal roles in the initial project phase. Ricardo, for instance, has supported preparations for the prototype build, handling design and development tasks, and validating the entire manufacturing process concurrently with TMUK teams. Over the coming months, they will conduct a comprehensive evaluation of the vehicle.
Additionally, Thatcham Research, an automotive risk intelligence firm dedicated to comprehending the potential and risks of emerging vehicle technologies, has contributed to the project by offering sustainable repair consultancy and preparing hydrogen-related training materials for the repair market.
Minister for Industry and Economic Security Nusrat Ghani said: “We have an amazing manufacturing sector here in the UK, and this is a great example. It’s fantastic to see Toyota reach another milestone on their journey to zero emissions here in Britain, and I congratulate the project team for their success on this cutting-edge development. This is a great vote of confidence in UK manufacturing and its potential to deliver carbon-free vehicles to meet future targets.”
Richard Kenworthy, TMUK Managing Director, said: “The project team have accomplished an incredible job in a very short space of time, from creating the prototype build area to completion of the first vehicle. The UK Government funding has enabled us not only to develop a new vehicle in record time, but also to upskill our teams to work on hydrogen-related technologies, something we hope to build on in the future.
Ian Constance APC Chief Executive, said: “The Toyota Hilux project is a fantastic example of collaborative R&D which has designed, integrated, and delivered a hydrogen fuel cell vehicle. UK Government funding through the Advanced Propulsion Centre (APC) anchors capability in R&D, which helps safeguard and creates new jobs for the future. It embeds the next generation of net-zero vehicles and technologies in the UK.“
“The project consortium has made significant progress to deliver several vehicle demonstrators developed and built in the UK. Seeing the prototype hydrogen fuel cell Toyota Hilux global launch within a year of the start of the project is a clear demonstration of the capabilities and strengths of the UK’s automotive supply chain.”
Toyota Motor Manufacturing UK (TMUK) produces Corolla Hatchback, Touring Sports and Commercial models at its production centre in Burnaston, Derbyshire, and hybrid engines at its facility in Deeside North Wales. TMUK began production in 1992 as Toyota’s first fully owned manufacturing business in Europe and went on to become the company’s first location for hybrid electric vehicle manufacturing outside Japan. To date, Toyota has invested more than £2.75 billion in its UK manufacturing operations; TMUK currently employs more than 3,000 people and supports many further jobs in its extensive UK supplier network.
Ricardo is a global strategic engineering and environmental consultancy specialising in the transport, energy and scarce resources sectors. Ricardo has supported the technical integration of the fuel cell components into the Hilux chassis.
ETL (European Thermodynamics) is committed to delivering high-integrity thermal solutions through excellence in design and innovation. ETL has studied reversible and multi fan arrangements.
D2H Advanced Technologies provides high-technology engineering services in simulation, modelling, aerodynamics, thermodynamics and design for motorsport and other high-performance industries. D2H has completed CFD analysis to highlight where improvements could be made.
Thatcham Research was established by the UK’s motor insurance industry in 1969, with the aim of containing or reducing the cost of motor insurance claims while maintaining safety standards. It will support the project in validating repairability and creating FCEV training package for the repair market.
Today marks the day that the first publically available sustainable petrol, specifically designed for classic vehicles, goes on sale in the UK.
Made by fuel specialist Coryton, the SUSTAIN Classic range is plant-based and allows classic car owners to fuel their cars without any modifications needing to be made to the engines. There are currently three types of fuel available, and the fuel with the highest sustainable content in the range promises a minimum of 65% reduction in greenhouse gas emissions when compared to fossil fuels.
Advanced second-generation biofuel, manufactured from agricultural waste such as straw and by-products from crops which wouldn’t be used for consumption, is used to create this potentially ground-breaking fuel. This means that the new fuel utilises the carbon already in the atmosphere (which the plants absorb as they grow). Contrastly, when using fossil fuels, additional CO2 currently locked underground is released.
Despite SUSTAIN Classic being designed for classic vehicles, it can be used for any vehicle that runs on standard forecourt petrol. With an octane number greater than 98 and bio-ethanol content of less than 1%, it also contains a premium additive package which stabilises and extends the life of the fuel and helps clean and protect the engines.
Per litre, the price is currently £3.80 – £5.24 (depending on the variant) and is available from distributor Motor Spirit at Bicester Heritage from 13th June. However, more stockists are launching throughout the UK in the coming months.
The three variants currently available are Super 80, Super 33, and Racing 50. All of these are suitable for year-round use.
The three fuel types range from at least 33% sustainable content to at least 80%. David Richardson, Business Development Director at Coryton explains why: “Every kilogram of CO2 we avoid adding to our atmosphere, by replacing fossil fuel with sustainable fuel, is a win. We don’t instantly have to go for the full switch to start making a genuine impact. As more feedstocks become available, these fuels will start to contain even higher levels of traceable sustainable elements. However, we want to keep things as affordable as possible for consumers and be open about what’s actually achievable at the moment.
“The availability of true fossil-free fuel components is limited. So, we’re setting truthful and realistic goals, producing fuels that have a meaningful impact whilst meeting the demands of the user. While we could use ‘mass balancing’ techniques to certify this fuel as 100%, we believe that it is important to be open about technology readiness and traceability. The industry will get there with the right support – which is why we think it’s important to start getting these products into the hands of consumers so they can see how easy and effective the switch could be.”
SUSTAIN Classic has performed brilliantly in the testing centre but also on the track too. It has been certified by Coryton’s fully accredited lab and meets ISCC sustainable protocols. In fact, during the recent Rally For The Ages event at Bicester Heritage, more than 70 cars used the Super 80 variant of the fuel to complete the course. This will also be available at Flywheel 2023 too.
Guy Lachlan heads up Motor Spirit at Bicester Heritage, which will be one of the distributors of SUSTAIN Classic. He said: “We’re very excited to be the launch partner for Coryton’s SUSTAIN Classic fuel. It is vital for the future of Classic Cars and Motorcycles that environmentally-friendly liquid fuels are commercially available, and Motor Spirit’s facility at Bicester Heritage is the perfect location to start an environmental revolution! SUSTAIN Classic represents the best available combination of usability, sustainability and quality: exactly in line with Motor Spirit’s ethos.”
Andrew Willson, CEO at Coryton, said: “We believe that SUSTAIN Classic is the world’s first-ever sustainable fuel catering for classic vehicles, providing a credible and convenient way to run vintage vehicles without the need for fossil fuels. It’s fully certified, tested, and developed right here in the UK at our world-class blending facility.
“It’s estimated that there are almost half a million classic cars in the UK, each one with its own unique purpose, build and history. By creating a collection of second-generation biofuels that are compatible with their needs, as well as those of other vintage vehicles, we hope to provide these much-loved motors with a more sustainable future and preserve them for years to come.”
The SUSTAIN Classic fuel is actually the second specialist fuel from Coryton’s SUSTAIN range. Last year, SUSTAIN Racing was launched and took the motorsport sector by storm by claiming titles in events such as the Dakar Rally.
Stockist information can be found on the Sustain Classic website sustainclassic.com, where distributors can also register their interest.
Source: Classic Cars and Campers
Fantastic article from our friends at Classic Cars and Campers; ‘Can E-Fuel Rescue Classic Cars?’
Many classic car owners are on tenterhooks with news that the government is moving towards mass electrification of cars, intending to do away with all diesel and even petrol cars by 2050 following a ban on the sale of new combustion vehicles will be introduced in 2030.
Many of us, classic and modern car owners alike, feel reluctant to switch to electric cars. Indeed, for classic car owners, the cost of conversion of a prized vintage vehicle is relatively high. Whilst switching to electricity may seem the best way to help the environment, it is actually a hugely expensive exercise to undertake following the enormous cost implications of Brexit and a global pandemic.
Malcolm McKay, a spokesperson for the Historic and Classic Vehicle Association, said, “This programme is one that is likely to prove a huge mistake as other nations achieve net zero CO2 by a far less costly and disruptive mix of electric power where it’s best suited and e-fuels where they are more efficient.”
He added: “E-fuels, with green generation, are potentially carbon-neutral and are the most viable answer for aircraft, ships and long-haul trucks.
“They offer an achievable solution for poorer countries with older vehicle fleets and inadequate electricity infrastructure.
“They also offer a lifeline for historic vehicles.”
With classic car owners hit by the daily fees of Clean Air Zones and London expanding their ULEZ, could e-fuels be the saviour we are looking for?
Vehicle fuels are composed of a combination of hydrogen and carbon atoms. While conventional fuels such as petrol or diesel are derived from oil, synthetic or E-Fuels can derive their carbon from the air and hydrogen from water. These then form to mimic the structure of oil-based fuels such as petrol or diesel.
These synthetic fuels are almost carbon neutral and can be used as a natural alternative to petrol or diesel. This means that they can be pumped from existing fuel stations, and they work with the combustion engines already fitted in your favourite historic vehicle.
Porsche has joined forces with Siemens Energy to produce e-fuels. This project is taking place in the south of Chile, South America. This southern location was chosen because a reliable wind source is necessary when developing e-fuels, and the wind in this area is plentiful. This wind provides renewable energy for splitting water into hydrogen, which is an electric-intensive process. The use of this wind power means that even after shipping any synthetic fuels back to Europe in a tanker, the fuels are still close to carbon-neutral.
Porsche has taken on this project because they believe that to lower CO2 emissions of legacy cars, e-fuel will be crucial. They would even allow for future plug-in hybrids to alternate between electric propulsion in the city and synthetic fuels for other travel.
Audi has also been involved in creating and innovating e-fuels since 2009, albeit in smaller volumes.
The answer is no. Brazil worked hard to create biofuels from crops; however, unfortunately, the competition with food supplies was too great. At the moment, British fuel is 5% bio-ethanol, but this will rise to 10% over the course of this summer. The E10 formula does reduce CO2 emissions. However, it’s not a substitute for a carbon-neutral alternative.
Synthetic fuel isn’t free; in fact, Porsche estimates that e-petrol is likely to cost over 10 euro per litre initially. However, they predict that the cost will drop to match today’s fuel prices once more refineries are built.
The drop in the cost of e-fuels will be somewhat reliant on the penalties applied by the government to the price of fossil fuels. These penalties would act as a deterrent for fossil fuel use and lower the costs of alternatives such as e-fuel.
While e-fuel may not ultimately win out to electric power, it certainly offers classic car owners a light at the end of the tunnel in the fight to keep their vintage vehicles on the road.
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