Honda UK: Honda joins Clean Energy Partnership with 2 FCX Clarity vehicles

Honda and the Clean Energy Partnership (CEP) have announced today that Honda will become the newest member of the CEP programme, providing further impetus to the hydrogen movement in Europe.

CEP is Europe's leading fuel cell vehicle and hydrogen infrastructure demonstration project, bringing together expertise from vehicle manufacturers, infrastructure and energy companies, and the German Government. CEP is designed to prepare the ground for market entry of hydrogen mobility in Europe.

Honda has been running fuel cell electric vehicles on European roads since 2009 and will support CEP activities with 2 FCX Clarity fuel cell electric vehicles.

Ken Keir, Executive Vice President of Honda Motor Europe said, "Honda firmly believes that hydrogen fuel cell electric vehicles are the ultimate solution in reducing CO2 emissions from road transportation. Participation within CEP with the ground breaking FCX Clarity will demonstrate the viability of fuel cell technology and will also support the essential development of a European hydrogen refuelling infrastructure."

Honda joins the Partnership at the same time as the industrial gas supply company, Air Liquide, demonstrating CEP's value in bringing together vehicle manufacturers and energy companies to support the development of hydrogen based mobility in Europe.

Dr. Klaus Bonhoff, Chairman & Managing Director of NOW GmbH1, remarked: "The CEP is the NIP's2 nucleus for preparing the market for future proof mobility based on hydrogen and fuel cells. The partnership's continuous growth clearly demonstrates the industry's commitment to making zero-emissions mobility possible. We have to cooperate internationally to achieve this, which makes the addition of Air Liquide and Honda to the CEP all the more important. "

Ends


Editors Notes

1 NOW GmbH: National Organisation for Hydrogen and Fuel Cell Technology whose mission is to coordinate and manage market preparation programmes for products and applications based on hydrogen, fuel cell and battery electric powertrain technology. NOW is a German state organisation. It is wholly owned by the federal government, represented by the Federal Ministry of Transport, Building and Urban Development (BMVBS).
2 NIP: The German National Innovation Programme for Hydrogen and Fuel Cell Technology, run by Federal Ministry of Transportation

Source;
http://www.hondanews.eu/en/news/index.pmode/modul,detail,0,1828-DEFAULT,21,text,1/index.pmode

Car Advice: Honda FCX Claritry Information update

By Anthony Crawford May 17th, 2011

Southern California, for all it’s smog (and trust me it still hangs in the San Fernando ‘Valley’ twenty-four seven) it still regarded as the automotive ‘Green’ capital of the world, when it comes to big cities.

There are also thousands of Toyota Prius’ within the California state lines and while they are certainly classified as ‘environmentally friendly’ the ‘Green’ star must surely go to Honda’s FCX Clarity.

Launched in 2008, the Clarity is a proper fuel cell electric vehicle with zero emissions and in some cases, offers 5 minute refuelling times. The other more important news is that the 26 lucky Honda Clarity customers, who lease the car for a grand total of US$600 per month, never have to worry about the price of petrol, regardless of what happens in the Middle East. You see – hydrogen is free. At least, for the time being it is.

FCX Clarity drivers now have access to seven ‘fast-fill’ hydrogen refuelling stations throughout Southern California and last Friday, the world’s first station supplied by an existing hydrogen pipeline opened across the street from Toyota’s Motor Corp’s sales division.

The new Royal Dutch Shell hydrogen station will mainly service test fleets from the likes of Toyota (who incidentally lease the land to Shell), Daimler AG, Hyundai Motor Co and General Motors and of course, those fortunate Honda Clarity drivers.

Honda hopes to have at least 200 FCX Clarity cars on the road within a few years. In traffic congested place like Los Angeles, there is an even greater benefit to driving this ultra green Honda. The deal is that fuel cell vehicles get an automatic ‘white sticker’, which qualifies them to travel in the transit lanes (high occupancy lanes) and that goes for a single driver with no passengers.

It’s a great deal if you can get it, but if it’s that good, why aren’t there thousands of them on the road all over the world?

It’s a question of dollars – they cost plenty to build and it’s likely that Honda looses money on each and every Clarity they make.

Five years ago, Ford said that their fuel cell Focus cost $1 million to build although, Toyota said this year, that the actual costs have come down by 90 percent, which would mean US$100,000, but that’s still way out of the ball park for average consumers.

That said Toyota says that they also plan to release their own fuel cell model by 2015 at a cost of around US$50,000. It makes huge sense when you weigh up the benefits. Hydrogen can be made from natural gas or water, you can refill your car in minutes with a range of several hundred kilometres or more and the clincher, and there are no exhaust emissions.

Whichever way you cut it, the only sustainable fuel model for the global automotive industry is hydrogen fuel cells. The Hybrids and electric plug-in vehicles are simply stop/gap solutions while the collective technology partners work it all out on the fuel cell front.

Source;
http://www.caradvice.com.au/119109/honda-fcx-clarity-%E2%80%93-as-%E2%80%98green%E2%80%99-as-it-gets/

Future Tech Watch: Automakers Try To Sell Government On Fuel Cell Cars

Honda's fuel cell electric car, the FCX Clarity, can go about 240 miles on a tank of hydrogen fuel. Compared with gasoline, that's about 60 miles to the gallon. The only emission is water so pure you could drink it.

The company has been building a limited number of these cars since 2005, so Honda was surprised when Secretary of Energy Steven Chu claimed it would take four technological miracles to make fuel cell cars viable in the marketplace.

"Simply put, he's wrong on those points. He has bad advice," Honda's Steve Ellis said at southeast Michigan's sole hydrogen fueling station. "Automakers are not foolish. We're not going to invest in technology that we see as a dead end."

The Clarity costs $600 a month to lease, but if you add in all of Honda's research and development costs, each one is probably worth tens of millions of dollars. Ellis says the costs are coming down, though — from the hydrogen fuel, which is made from natural gas, to the cost of the fuel cells. Producing them in volume will really bring the costs down, he says.

"Ten years ago, if we were looking under this hood, it would be like duct tape and baling wires," he says. "So it was all an engineering exercise. This car, we're handing the keys to customers, saying, 'Here's your car, see you in six months. Nothing to see here folks.' "

But the keys are being given only to people in southern California, where there's a cluster of hydrogen fueling stations, built with the help of state subsidies. Even if Chu changes his mind about the miracles, the price tag remains a problem.

Oliver Hazimeh of the management consulting firm PRTM says battery electric cars like the Volt and the Leaf are getting cheaper faster, which is why batteries are getting the nod from the government.

"By 2015, even five years from now, you will probably get a Nissan Leaf-type vehicle on the battery side for probably $25,000," he says. "That same vehicle in the fuel cell configuration will probably still be $45,000 to $50,000."

But fuel cell proponents say that's not a fair competition. The government spent more on battery electrics in just the past two years than it did on fuel cells over the past decade. James Warner, director of policy at the Fuel Cell and Hydrogen Energy Association, says cutting funding sends the wrong message to car companies developing fuel cell cars like Honda, GM, Toyota, Daimler and Hyundai.

"By all accounts, they are ready to commercialize these vehicles by 2015," he says.

Warner has a bigger worry than less federal funding. Under a continuing budget resolution, Chu has no mandate to spend anything at all on fuel cell technology.

"The secretary if he so chose could end these programs today," he says.

A statement from Chu suggests he is likely to stick with President Obama's proposed budget, which cuts research and development by about half, but eliminates funding for the commercialization of fuel cell cars. That means it could take even longer for people who don't live in southern California to get a hydrogen fuel cell car to drive.

Source;
http://www.npr.org/2011/04/19/135518929/automakers-try-to-sell-government-on-fuel-cell-cars

Honda's 'road to zero emissions'

Honda is very much looking to the future - and a clean one too. It will use the Geneva show to strut its environmental credentials

"Road to Zero Emissions" is the theme of Honda's stand at Geneva, where it will showcase its EV Concept electric vehicle and a platform for mid-sized plug-in hybrids.

The concepts - first unveiled at the LA Auto Show in November 2010 - aim to illustrate the current technology of hybrids, alongside the "near-future" technology of plug-in vehicles and the ultimate goal of Fuel Cell Electric Vehicles, such as the company's FCX Clarity.

Both the EV Concept and the plug-in hybrid platform are integral to the "Honda Electric Mobility Network", the company's approach to reducing CO2 emissions through innovative products, energy-management and energy-production technology.

Honda says its EV Concept hints strongly at the direction and styling for its forthcoming production battery electric vehicle, the Fit EV, which will be introduced in the US and Japan in 2012. The EV Concept is designed to meet the daily driving needs of town and city dwellers and has the same five-passenger layout as the Jazz. It will achieve an estimated 100-mile driving range per charge.

The plug-in hybrid platform showcases Honda's next-generation, two-motor hybrid technology set to debut in 2012. Integrated into a mid-size saloon, the plug-in hybrid is aimed at motorists who make short, frequent trips in all-electric mode, but also need long-distance capability.

Source;
http://www.telegraph.co.uk/motoring/motor-shows/geneva-motor-show/8328219/Hondas-road-to-zero-emissions.html

Zero-Emission Vehicle Regulations Get Tougher for 2012 - Feature

Here's an interesting read....
California Dreaming: The new CARB diet.
BY KEITH BARRY, PHOTOGRAPHY BY MORGAN SEGAL, ROY RITCHIE, AND THE MANUFACTURERS, ILLUSTRATION BY SEAN MCCABE January 2011

The California Air Resources Board (CARB) is trying to use a version of a “cap-and-trade” policy to stimulate automakers to build Zero-Emission Vehicles (ZEVs). CARB has mandated that starting in 2012, major automakers will have to produce a certain number of ZEVs. If an automaker can’t build enough to satisfy the regulation, it will be able to purchase credits from those that make more ZEVs than are required, thus covering its own shortfall. While it may sound onerous, it may also sound familiar—the latest ZEV mandate grew out of more than 20 years of CARB regulations. And during that time, CARB learned that the government can’t force engineers to build new technology, just as automakers learned how to use the regulatory process for their own good.

A Mandate With Destiny

Two decades ago, gas was cheap and electric-car technology had languished since the early-Eighties fuel crisis. Aside from a niche market of environmentalists and early adopters, the general public wasn’t interested in a car with a limited range and a high MSRP. Still, California had a pollution problem, and CARB, somewhat speciously, sought to reduce smog by encouraging automakers to build tiny volumes of  ZEVs. In 1990, CARB announced that it would require that ZEVs make up two percent of every automaker’s fleet by 1998, increasing to 10 percent by 2003. As the technology advanced, went the rationale, costs would come down and ZEVs would gain widespread acceptance. Automakers balked, arguing that it was impossible to build that many commercially viable ZEVs in eight years. CARB and automakers spent the better part of  the ’90s in court.

A compromise came in 2003 when CARB replaced the strict mandate with incentives for manufacturers to build ZEVs. Automakers that sold cars in California now had to earn a certain amount of yearly credits by building low-emission vehicles lest they incur fines. By 2008, 10 other states that follow CARB regulations (Connecticut, Maine, Maryland, Massachusetts, New Jersey, New Mexico, New York, Oregon, Rhode Island, and Vermont) had adopted the incentive-based ZEV mandate.

Automakers earned full credits by building ZEVs and partial credits for hybrids and gas-powered Ultra Low-Emission Vehicles (ULEVs). If an automaker couldn’t earn enough credits with its own product, it could buy credits from a company with an excess of credits, essentially subsidizing the creation of ZEV technology without assuming the risk of developing it in-house. Carmakers that didn’t comply could be fined $5000 per credit not produced, though CARB has yet to levy a penalty. For the past seven years, most manufacturers met the mandate with a mix of hybrids and gas-burning ULEVs, plus a few hydrogen fuel-cell or electric cars. Automakers negotiated the buying and selling price of credits on their own, reporting sales to CARB after the fact.

Cutting Carbs

Starting in 2012, CARB regulations get stricter, requiring large-volume automakers that sell more than 10,000 vehicles in California yearly—currently Toyota, Honda, Nissan, Ford, GM, and Chrysler—to produce among them a total of 7500 ZEVs between 2012 and 2014, a figure that rises to 25,000 for the 2015-to-2017 time frame. Also starting in 2012, each individual automaker must earn a certain number of ZEV credits depending on its sales numbers. A percentage of those ZEV credits must be “pure,” or earned solely from the sale of ZEVs and not from selling hybrids or gas-burning ULEVs. Automakers that don’t sell that many ZEVs must buy “pure” ZEV credits from other manufacturers. Credits expire after three years.
“We want people to earn credits and use them,” says Anna Gromis-Wong, an air-pollution specialist at CARB. “We want to get out of a demonstration phase.”

Currently, only all-electric vehicles such as the Tesla Roadster and the upcoming Nissan Leaf—plus hydrogen fuel-cell cars such as Honda’s FCX Clarity and Mercedes-Benz’s F-cell—meet the ZEV regulation. The much-touted Chevy Volt doesn’t count as a ZEV because it has an onboard internal-combustion engine. Carmakers seem to be tolerant of the new regulations. Whether it’s to reduce airborne pollutants, cut greenhouse-gas emissions, or wean Americans from foreign oil, it seems that this time around—like it or not—ZEVs are here to stay.

For the rest of the article with pic's, follow the link;
http://www.caranddriver.com/features/11q1/zero-emission_vehicle_regulations_get_tougher_for_2012-feature

Hydrogen Honda arrives in the UK

With all this talk of the Electric Vehicles, it's nice to take a look at what Honda is pursuing....
Richard Scott takes a look at the Honda Clarity

A fuel cell car claimed to be the world's first to come off a production line has come to the UK.
The Honda FCX Clarity uses hydrogen to generate electricity, which then powers the car.
The carmaker sees it as the future of motoring, insisting hydrogen is better than batteries that need to be very heavy to supply enough electricity.

But it is likely to be many years before the infrastructure is in place to make these cars practical.

As such, Honda's hydrogen car could be seen as a brave move; previous models made by other carmakers in the past, often as derivatives of conventinoal models, have not been put into production.

One of the big problems with electric cars is providing enough power to help a car accelerate up to a decent speed, while at the same time having enough capacity for a decent range.

Honda thinks the future development of batteries is limited, and that they will never be able to satisfy motorists wanting to use their cars for longer journeys.

But there is another way to power an electric car - hydrogen.

The car is still electric, in that it has an electric motor which turns the wheels.

The difference is in how the electricity for that motor is generated.

How it works
In cars with batteries, the electricity comes from the national grid, with owners plugging their cars in.

The gas - stored under pressure in a tank behind the rear seats - flows forward to the fuel cell.
In the Clarity, that sits between the front seats.

In the fuel cell a controlled reaction takes place between hydrogen and oxygen from the atmosphere.

That produces two things: water, which is the waste product and comes out of the exhaust, and electricity that is sent to the electric motor at the front of the car.

'Seismic shift'
The big advantage, according to the car maker, is that hydrogen is a much more efficient store of energy than batteries - so the car can be used just the way you would a petrol or diesel version.
The Clarity, for example, has a top speed of 100mph (160km/h) and a range of 270 miles.

"Ever since the car has been around we've been dependent on fossil fuels," says Professor David Bailey from Coventry University Business School.

"What we need to do is to move on to electric power and in the long term, hydrogen.
"This is the seismic shift in terms of technologies under-pinning how we power our cars."
But he has a warning too.

"There's a long way to go yet because it's expensive, because consumers need to be educated, because the infrastructure needs to be put in place."

Poor infrastructure
Hydrogen tanks can be filled much more quickly than batteries can be charged.

But filling up is still one of the things that are holding them back.

Honda's Clarity is in production in Japan, but is only being leased to customers - often government officials and celebrities - in that country and California.

They have the infrastructure in place for drivers to fill up with hydrogen - but in the UK such facilities are not widespread.

At the moment there are only about 10 places across the UK where you could fill up your hydrogen car.

Honda admits it will be many years before a suitable network exists.

Source;
http://www.bbc.co.uk/news/business-11297952