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This New 64-Foot Hydrogen-Powered Catamaran Uses Renewable Energy to Supply Unlimited Range

The zero-carbon-emissions catamaran will hit the water in less than two years., rachel cormack.

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Hydrogen propulsion still has a ways to go in the marine industry, but don’t tell that to Fraser Yachts . The yachting company, which handles everything from chartering to new builds, has just unveiled a new catamaran powered by the eco-friendly fuel alternative.

Meet Aquon One . The futuristic new multihull, which is set for delivery in 2023, is designed to be an environmentally friendly boat that combines modern comforts with innovative green technologies for sustainable cruising sans noise and emissions.

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Penned by Christian Grande , the “pocket superyacht” will be fitted with just shy of 700 square feet of solar panels on the flybridge roof. This will allow the cat to harness its own renewable energy, which will then be used to create hydrogen via fuel cells to power the two electric motors and the onboard amenities. Small lithium-ion batteries can store electricity in the short term, while carbon tanks can hold it long term.

The flybridge roof is equipped with just shy of 700 square feet of solar panels.  Fraser Yachts

Fraser says the 64-footer, which has an estimated top speed of 16 knots, will be able to cruise off-grid for several days. She’ll also have a virtually unlimited range, giving those aboard unprecedented independence at sea.

The eco-friendly ethos also carries through to the interior. Spread across more than 1,000 square feet, the upscale living quarters showcase a range of sustainable materials, such as light bamboo and recycled leather. It’s a smart yacht, too, meaning all the LED lights can be controlled from your phone.

As for the layout, the main deck is home to a large living area and dining room, while the lower deck is dedicated to the guest cabins. With space for up to eight seafarers, you can opt for two, three or four staterooms that can be customized with different sized beds and ensuites.

The upscale interior features an array of sustainable materials.  Fraser Yachts

Outdoors, meanwhile, the terrace to the aft offers a dining table, sun lounge and direct access to the ocean. At the other end, the foredeck sports another sizable lounge for entertaining. Above, the flybridge comes equipped with a dining area for 12, along with a bar and grill.

Aquon One will be built by Latitude Yachts . According to Fraser, the full-service shipyard, which is behind some of the world’s largest luxury trimarans, will ensure the cat is finished within two years. The hydrogen-powered vessel is priced at €6 million (about $7 million at current exchange).

Check out more photos of Aquon One below:

• Fraser Yachts

Rachel Cormack is a digital editor at Robb Report. She cut her teeth writing for HuffPost, Concrete Playground, and several other online publications in Australia, before moving to New York at the…

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Hydrogen powered boats: what are the realistic options?

• Sam Fortescue
• November 24, 2021

Hydrogen is the future of energy – everyone says so. Billions of pounds of funding have been unveiled as part of the Government’s UK Hydrogen Strategy, which includes marine sector targets

Hydrogen fuel has the potential to be entirely carbon-free, producing just water as a by-product of its use. Credit: Scharfsinn/Alamy

Hydrogen is the future of energy – everyone says so. But what options are there for hydrogen powered boats?

The yacht industry may still be gingerly getting to grips with battery-powered craft and electric yachts , and us leisure sailors are still wedded to our dirty diesels , but the hydrogen revolution is coming to boating.

In fact it may be here already, according to Tom Sperrey of Fuel Cell Systems in Berkshire.

‘We could do it today,’ he tells me. ‘I could have your boat in the water with a fuel cell by the spring for £100k plus the cost of the boat!’

Hydrogen fuel has the potential to be entirely carbon-free, producing just water as a by-product of its use.

A decade or more ago, it was assumed that hydrogen combustion would provide a useful stepping-stone to the use of hydrogen fuel cells, because it allowed manufacturers to use existing engine blocks and design.

Hydrogen modules are among the smallest that exist and require a plastic-lined cylinder for storage under pressure

But burning hydrogen in a thermal engine is up to 50% less efficient than reacting it with air in a fuel cell, and pretty noisy to boot, so this approach has been sidelined in favour of adopting more innovative solutions.

In cars or boats, where every mile of extra range is critical, a key challenge with fuel cells is how to store the hydrogen.

It is a gas at normal pressure and temperature, which means that it has to be heavily compressed to get enough of it into a tank.

At sea, the current limit is 350bar, although the automotive industry has approval for 700-bar storage, which gives an extra 25% capacity.

But, to maintain such pressure, you need specialist carbon cylinders lined with impervious plastic, as well as a system of robust pumps and piping.

And that adds both cost and weight.

‘In the near future, there’ll be hundreds of 32 foot hydrogen powered boats,’ promises Daedalus founder, Michael Reardon

Using a 350-bar system, the weight of the fuel cell and the hydrogen storage system still comes in below that of a traditional diesel set-up, but it requires more volume and it costs more.

Using gaseous hydrogen as a fuel leads French marine fuel cell developer EODev to be cautious about marine applications.

‘We’re not looking at replacing the diesel engine – although that is the ultimate goal. [Our target] is limited cruising in inshore areas. It makes perfect sense from an environmental perspective.’

Hydrogen powered boats: Liquid fuel

Another approach is to use a liquid fuel that is rich in hydrogen – like methanol or ammonia.

They naturally contain less usable energy than pure hydrogen, so are less efficient, but being stored in standard fuel tanks makes them easier to integrate with current designs of boat.

The drawback here is that methanol reactions generate CO2 and ammonia produces polluting nitrous oxides.

All these fuels can be produced industrially from fossil fuels, with the associated emissions, or from water and air using renewable energy .

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This gives rise to different ‘colours’ of fuel, ranging from green to grey, brown and black – a loose measure of how environmentally friendly they are.

The other challenge is a relative lack of infrastructure for distributing pure hydrogen (of any colour), which makes it rather difficult to fill up during a cruise.

‘Right now, the thing that’s stopping us is the availability of hydrogen,’ agrees Sperrey.

His company has developed a stand-alone refueller called the HyQube as well as refuelling stations on wheels.

Growing momentum for hydrogen powered boats

Across Europe , many pilot schemes are being rolled out via mobile or small-scale distributors and there are already 11 UK filling stations – concentrated in the south-east of England.

It would not take a big leap to start developing a distribution network around petrol station forecourts and extending to key harbours .

More excitingly, the French company EODev is building a floating hydrogen refuelling station which actually makes its own hydrogen by desalinating and electrolysing seawater in the harbour.

Phil Sharp is on a mission to race around the globe in the world’s first hydrogen race yacht

With all these ifs and buts, you might think that the technology would not be ready yet for actual boaters.

But there are already several marine-specific power modules on the market, ranging from 40W to 200kW.

Naturally enough, big engineering firms like ABB and CMB are also building much larger fuel cell systems for commercial vessels, and this will have a trickle down effect in time.

If you want to go emissions-free now, it’ll cost €100k upwards, so it’s an expensive project.

Hydrogen powered boats: At 6 knots, the new Hynova 40 motorboat has a range of 69 miles courtesy of 22.5kg of hydrogen stored in three cylinders

That would make much more sense as part of a luxurious new build project, like the D88 catamaran from Daedalus, which will make its own hydrogen as it goes.

But Daedalus founder Michael Reardon is convinced the technology will trickle down quickly.

‘In the very near future, there’ll be hundreds of hydrogen 32-footers,’ he promises.

In the meantime, you can always use an Efoy methanol cell so you don’t have to fire up the engine for battery charging.

Efoy fuel cells have long been a staple of boat show stands and are now on their fifth generation, leading the market for small-scale methanol units.

The marinised models are the Efoy 80 and Efoy 150 – slightly confusingly generating 40W and 75W of power respectively, at 12V or 24V.

You can simply connect them up to standard, gel, AGM or lithium batteries, although they are at their most efficient paired with an Efoy lithium cell.

‘I have an Efoy on my boat which is 12 years old,’ says Sperrey. ‘It’s been very reliable. As with all fuel cells its performance declines over time.’

EFOY fuel cells lead the market for small-scale methanol units

Both units are fairly compact (448 x 198 x 275mm) and weigh less than 7kg, making them easy to site.

No need to worry about exhaust gases – just a small quantity of waste water, which should be drained or collected.

You can install an optional control panel in the system to see what’s going on, or add an Efoy Bluetooth adapter – sometimes bundled – and consult the Efoy app via smartphone or tablet.

Liquid methanol fuel comes in 5L or 10L canisters costing £75.60 or £106.80 respectively.

You can also order a 28L canister. At 12V, expect to get 460Ah (5.5kWh) out of the small 5L cartridge or 925Ah (11.1kWh) from the big 10L one.

Efoy 80 BT: £2,670 Efoy 150 BT: £4,230, www.fuelcellsystems.co.uk

Genevos HPM-15

Spun out of the sailing campaign of Phil Sharp and his IMOCA 60 OceansLab , this is a hydrogen-based power module that you can order now, although manufacturing is still at a low level, so you won’t receive your fuel cell module until 2022.

It is in a different league to the Efoy, capable of generating up to 15kW of continuous power.

This makes it suitable for propulsion in smaller or easily driven boats, and should easily cover hotel loads on a larger boat with lots of gadgets.

One of the benefits of proton membrane exchange technology like this is that it can supply even very low currents efficiently and step up in the blink of an eye.

The extra power comes with extra dimensions, though.

A hydrogen-based power module that you can order now, although you won’t receive it til 2022

The unit is over a metre long (110cm), 65cm wide and 35cm high, although it weighs in at just 90kg.

Genevos is also developing larger units with outputs of 30kW and 45kW.

The cost of buying and installing a full system starts at around €100,000, according to Sharp.

‘The price of fuel cells and green hydrogen is really going to drop, especially when large scale electrolysis gets online,’ he says.

‘We’re expecting a 70% reduction in costs. By 2025, there’ll be production boats with hydrogen energy systems.’

HPM-15: c£42,750 (€50,000) www.genevos.com

EODev REXH2

As the name here implies, this unit is considered as a range extender to an electric boat , but it is also an effective generator.

It has been developed by the commercial spin-off of the Energy Observer project, which is in the process of sending a specially designed hydrogen-electric craft around the globe without a drop of fossil fuel.

The other partner was car-maker Toyota, which provided the fuel cell technology – identical to that in its new Mirai car.

REXH2 is a hydrogen range-extender to an electric vessel, and a generator

The headline power rating is 70kW – roughly equivalent to 94hp, and the unit is ‘stackable’ so you can install several in series for more power.

Like all hydrogen fuel cells, it is silent, can instantly generate power across its full range of outputs and produces only water as a waste product.

Although it is a recent product, the first commercial demonstration is already afloat; the new Hynova 40 motorboat – currently on a publicity tour in the south of France .

Its top speed is 22 knots and, at 6 knots, it has a range of 69 miles courtesy of 22.5kg of hydrogen stored in three cylinders.

EODev is looking at smaller units too, and admits that the current cost of the REXH2 makes it unlikely to appeal to smaller boats.

‘Our objective is to bring [the price] down significantly within the next couple of years once full industrialisation is underway,’ says Tallieu.

€180,000, www.eo-dev.com

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The World's First Hydrogen-Powered Superyacht Has a $644 Million Price Tag

By Nick Mafi

Superyachts seemed to be among the last modes of (luxe) transportation to bend toward the growing consumer demand for eco-friendly engine designs. But if news from last week’s Monaco Yacht Show served as a bellwether, the industry meant to cater to the wealthiest among us made a progressive splash with the unveiling of Aqua, the world's first hydrogen-powered superyacht.

Designed by the Dutch firm Sinot Yacht & Architecture Design, Aqua is a nearly 400-foot-long vessel that's run entirely by a renewable energy source. "Water is the eternal fuel of life, the life-sustaining force that makes planet Earth habitable," says Sander Sinot, founder of the firm that bears his name. "Water is soft, yet at the same time it cuts through hard rocks." It was this appreciation of water that helped the firm find balance between the natural world and the technological. The propulsion system is made up of two 28-ton vacuumed tanks that each contain liquified hydrogen which are stored at -423 degrees Fahrenheit. Along with being eco-friendly, hydrogen-based energy means for a quieter experience aboard the ship in comparison to traditional engines. That said, there will be backup diesel generators handy should the captain ever need them.

The infinity pool aboard AQUA. 

There was much confusion on Monday if there was already a buyer who had paid the hefty $644 million price tag. Reports spread throughout the internet that billionaire Bill Gates had purchased the superyacht, rumors that proved to be false. Yet readers couldn't be blamed for believing such reports, as images show Aqua to include its own infinity pool, helipad, spa, and gym—amenities meant to attract billionaires such as Gates.

An aerial view of the superyacht shows how close passengers can get to the water, as well as the cascading design of the infinity pool.

Sinot and his team designed the vessel to safely bring passengers as close to the water as possible. "Water is relaxation; it makes us calmer and more creative," Sinot comments. "We wanted to provide those on board with the closest possible proximity to the water. The aft deck features an innovative series of platforms cascading down towards the sea, while a large swim platform allows all passengers to enjoy the optimal experience of accessing the water at sea level."

One of the bedrooms inside of Aqua shows a minimalist aesthetic. 

Aqua can reach speeds of up to 19.5 mph and features enough room for 14 guests and 31 crew members. The firm plans to complete the vessel by 2024.

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Project 821: The world’s first hydrogen-powered superyacht

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Project 821 is took five years to build and is now for sale through superyacht broker Edmiston. Hugo Andreae reports

The Feadship yard Royal Van Lent has launched the world’s first hydrogen-powered superyacht . The 390ft (119m) megayacht, known for now as Project 821, uses electro-chemical fuel-cells to convert fossil-free ‘green hydrogen’ into electrical energy. The only by-product is water, in the form of steam.

It takes 16 of these compact 185kW fuel cells to provide enough energy to charge the relatively small battery bank that acts as a buffer storage facility between the fuel cells and the twin 3,200kW electric ABB pod thrusters, which propel the yacht.

Hydrogen is a relatively abundant resource (H20 is the chemical formula for water) and can be produced cleanly using green electricity to split water molecules but it is complicated to store. A pressurised double-wall cryogenic 92m² fuel tank on board the yacht keeps it at a temperature of -253°C and even then it takes up roughly 10 times the space of an equivalent diesel tank. However, liquid hydrogen is light – 1m³ weighs just 70kg, compared to 830kg for diesel – to help offset the extra volume.

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A full tank of hydrogen should allow for a week’s worth of cruising at 10 knots and all the usual hotel load requirements. The yacht’s tanks can also be used to carry methanol, which a steam process can convert into hydrogen to extend its fuel-cell range.

The yacht is not completely ICE free, however. For greater autonomy in areas where hydrogen supply might be problematic or when crossing an ocean, it can function in a more conventional diesel-electric mode thanks to five MTU generators, which can run off both conventional diesel or sustainable HVO biodiesel. Its maximum speed is 17 knots and at a 14-knot fast-cruise, its range should be 6,500nm.

It took five years to build this ground-breaking 390ft megayacht

In total, the fuel cells, cryotank, switching equipment for the DC power grid and vent stacks for the water vapour exhausts added around 14m to the overall length of the design over a conventional diesel installation.

Other features aboard Project 821 include a beach club with a 27ft contraflow pool, a cinema, a mini hospital and an underwater ‘Nemo’ lounge tucked into the keel. There is accommodation for 30 guests and 44 crew.

She took five years to build and is now for sale through superyacht broker Edmiston.

The price is confidential but we estimate it will be well north of half-a-billion euros.

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The zero-carbon power source will allow owners to venture into waters where diesel propulsion is prohibited, and more.

Asilent, limitless, zero-carbon power source that can run on ocean water might seem like the stuff of a Jules Verne novel, but the sci-fi-sounding technology of the hydrogen fuel cell will soon be a reality in yachting.

For an industry that adopts new technology at a glacial pace, using this type of experimental power on a superyacht costing tens of millions of dollars is a bold and financially daring step. But four shipyards are outfitting new builds with fuel cells anyway. The first is expected to splash in 2024. If it succeeds, it may one day supplant the hybrid diesel-electric engines and solar-powered sailboats that have served as a first step toward nautical sustainability.

“Someone has to be the pioneer,” says Michael Breman, sales director at Lürssen Yachts, referring to an unnamed superyacht under construction at the company’s German headquarters. Lürssen, which has built many of the world’s largest, most complicated superyachts, won’t even reveal the vessel’s length. But Breman credits the owner, who also wants to remain anonymous, as someone looking toward the future with enthusiasm: “He’s smart about it. He didn’t jump in without taking stock of everything.”

A rendering of Lürssen’s game-changing fuel cell. Courtesy of Lürssen Yachts

Lürssen and its partner, the  Freudenberg Group , have been working on their fuel cell since 2019 and plan to start final testing this spring. The other big benefit of this system is that the cell “doesn’t have any moving parts, so there’s no noise or vibration,” says Breman.

The fuel cell won’t power the yacht’s main propulsion but instead will run the house load—mainly electricity and air-conditioning—in blissful silence for 15 days, or move the boat at a slow, net-zero-emissions pace for 1,000 miles. Both are significant breakthroughs since they will allow the yacht to stay away from port for weeks or travel into environmentally sensitive waters restricted to electric vessels.

Italian builder Baglietto says it’s building a fuel cell prototype that will be on display at its shipyard by the end of the year. The system can be installed on yachts 171 feet or longer and delivered by the end of 2024 or early 2025. (Sanlorenzo plans to debut its own system around the same time; Feadship also has a fuel-cell system in the works but remains mum on launch dates.)

Baglietto’s system captures hydrogen directly from ocean water, and you can also fill its storage tanks with commercially sourced hydrogen. Like Lürssen’s, its system will power the house load while delivering a silent, slow-mo cruise of six to nine knots. “One of our big goals is to extend the range in zero-emissions mode,” says Alessandro Balzi, director of Baglietto’s energy department. “It allows a yacht into areas where diesel propulsion is prohibited.”

While these systems represent an important step-change in sustainable technology, nobody expects a true, zero-carbon yacht for at least a decade. “Clean energy is not yet there for the main engines,” says Tankoa CEO Vincenzo Poerio, one of yachting’s early adopters of hybrid diesel-electric engines. Hydrogen fuel cells will be a critical component but not the total solution—at least not for a while. “We’ll see multiple systems coming together to feed our need for clean energy—possibly even nuclear-fusion power,” says Poerio. “Owners are asking for yacht designs now that can be swapped out as those systems mature over the next 10 years.”

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• zero-carbon

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Inside AQUA: The 112m hydrogen-powered superyacht concept which emits only water

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By Katia Damborsky   10 February 2020

Computer-generated images give us a look inside the 112m/ 372ft superyacht AQUA , an eco-friendly concept developed by Sinot Yacht Architecture that is powered by liquid hydrogen and emits only water. 

Breaking new ground in form and function, AQUA is a yacht concept that’s at the cutting-edge of what is possible in superyacht design and engineering today. 

The yacht concept was presented at the 2019 Monaco Yacht Show by Sinot, the esteemed Dutch design studio. They have collaborated with Lateral Naval Architects for the yacht’s naval architecture. 

AQUA will be powered by liquid hydrogen stored in two on-board tanks at -423F, meaning the yacht’s only emission is water. This innovative technology nods to her namesake.

She comes with an incredible selection of amenities, including a waterfall pool and fully-equipped spa.

Speaking about the concept, designer Sander Sinot said: “For the development of Aqua we took inspiration from the lifestyle of a discerning, forward-looking owner, the fluid versatility of water and cutting-edge technology to combine this in a 112-metre superyacht with truly innovative features.

“Our challenge was to implement fully operational liquid hydrogen and fuel cells in a true superyacht that is not only groundbreaking in technology, but also in design and aesthetics."

Alfresco areas

According to Sinot, AQUA has been designed to provide her guests with a constant connection to the ocean.

Renderings show an exterior inspired by the ocean, with sweeping lines and a futuristic profile that looks similar to a spaceship. Large portions of glass and bubble-hood wheelhouse add to the contemporary look.

The yacht’s alfresco areas are centred around the aft decks, which have been designed to provide maximum volume and space. The main deck aft is dominated by a huge pool flanked by steps, with a cascading water feature that offers a show-stopping entrance to anyone stepping on board. 

A variety of seating options are scattered across the deck, before the space merges seamlessly with the yacht’s main salon via sliding, floor-to-ceiling glass doors. This creates a versatile winter garden that allows the deck to be enjoyed by the entire party.

The circular seating area also allows the space to function as a home cinema. 

Open space continues on the upper deck aft, where guests will find more seating arranged around fire pits. Formal dining can be found forward, in an open setting that offers panoramic views over the surroundings. This deck can offer privacy or open entertainment space dependent on the needs of the guests, thanks to Japanese shoji grid screens.

Accommodation

Accommodation is provided for a total of 12 guests in seven cabins. 

Occupying the forward area of the upper deck, the vast owner’s deck is a vast, interlinked space divided by finely crafted wooden screens that allow for complete privacy. On the starboard and port sides, floor-to-ceiling windows offer incredible views and influxes of light.

The ceiling in the owner’s deck varies between 280cm to 380cm, with the tallest point at the central skylight. A wooden structure extends from the skylight, with a raised platform at the base that creates a stage or display area.

The en suite facilities in the owner’s apartment are one of the focal points on board. High gloss black marble floors complement the incredible panoramic views, with a freestanding geometric tub in the centre.

His and hers vanities, basins and crescent-shaped mirrors flank the space. Large walk-in wardrobes and an office area add a level of convenience.

The remaining cabins are similarly styled, with Japanese themes, wide windows and individual en suite bathrooms. Textured silk carpets, wooden furniture and mixed textures on the walls and ceilings contribute to the holistic ambience.

Central Staircase

Situated at AQUA’s core, the spectacular circular staircase winds down from the top deck to the lower deck, floating around a  cylindrical void.

A skylight is located at the top, and an art piece can be found at the base, which mirrors the skylight and reflects an ocean theme. On the lowest level, a panel of glass allows guests to see the two liquified hydrogen tanks which power the yacht. 

The staircase itself features a finely crafted wooden balustrade that seems to defy gravity and catches the light created by the wave structure of the artwork. Backlit glass inserts in the steps accentuate the motif of flowing water, trickling down from the bridge deck.

Spa and Gym Area

Accessed via a circular tunnel, the health and wellness centre boasts an exclusive hydrotherapy suite and a water-level gym. The gym area opens out, giving guests the feeling of working out while being connected to the water. 

There is a yoga space and workout floor, with plenty of the latest exercise equipment to ensure guests can keep up their fitness regimes. 

The Aqua Room

Situated at the very bow of the yacht, the AQUA room adjoins the owner’s apartment and offers an incredible observatory area with some of the best views on board. It can remain the owner’s secret, or be enjoyed by the entire party. 

While underway, guests will love getting comfortable and enjoy the feeling of being totally at one with the ocean thanks to full-height windows that eliminate the borders between the outside and the inside. A stainless steel structural support adds a polished finish to the room. 

The yacht’s interiors are a fine balance of elegance and understated, with an overarching contemporary theme. There is a large main salon with sumptuous sofa seating, a stone-paneled wall and bronze-finished sculptures.

The skylounge is primed for daytime relaxing, with huge expanses of glass and recessed seating.

How does the hydrogen technology work?

The hydrogen is pumped through a special type of fuel cell which converts it into electricity while emitting only water which can be safely pumped into the ocean.

Despite its novel fuel source, the vessel is able to reach 17 knots and travel 3,750 miles before it needs to refuel, enough to cover an Atlantic crossing from New York to Southampton.

What’s the price of AQUA?

The yacht is reported to cost around $645 million.

Media reports stated the yacht was being built by Feadship and had been purchased by Bill Gates. These claims have been denied by Sinot. The Dutch designers have said that any links between Aqua and Mr. Gates are "factually incorrect."

To learn about chartering an eco-friendly superyacht, please get in touch with your preferred yacht charter broker . 

Stand-out superyachts for charter:

62m Icon Yachts 2013 / 2019

73m Picchiotti 2014

66m ISA 2014 / 2023

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• Apr 1, 2022

Hydrogen Powered Yachts Are Coming, Too

By: Scott Way

Last week, we discovered that Yamaha and Toyota were in cahoots to develop a V8 hydrogen engine. It's being tested in automobiles right now, but its destined for a transom in the near future. After a little more digging, we learned Toyota is already working on the next step, having launched the Toyota Energy Observer , an energy-autonomous hydrogen-powered catamaran that's in the midst circumnavigating the globe. Pandora's Box is open to an incoming surge of hydrogen-based marine technology.

This week, four of the world's largest yacht builders announced they are developing hydrogen fuel cells for powering large scale marine vessels. Those names include Lürssen , who have built several of the world's largest and most complex superyachts, as well as Baglietto , Tankoa . and the world-renowned Feadship . That's quite a list.

But it gets better.

The hydrogen hysteria is getting creative. Companies who aren't on the level of mega-corporations like Feadship are refitting existing superyachts to test the capabilities of hydrogen power. The most eye-opening example comes courtesy of deceased former Libyan dictator Muammar Gaddafi, who's repo'd Sunseeker Predator 95 is now in the hands of Norwegian shipbuilder Green Yacht, who are converting it to a zero-emission hydrogen-powered examplar under the moniker Hydrogen Viking . That's quite a name.

Redefining the yacht industry by rapidly and radically adopting a new propulsion system, which is not inexpensive, is a bold move. The first hydrogen yachts are expected to be ready as early as 2024. If they are within striking distance of the power and range offered by diesel-electric engines, they may signal the resolute transition towards alternative power. If superyachts can do it, surely the smaller boats won't be far behind.

“Someone has to be the pioneer,” said Michael Breman, sales director at Lürssen Yachts, to Robb Report . Lürssen is already constructing a hydrogen superyacht, but are keeping the details close to the chest. According to Breman, the owner is remaining anonymous but believes that hydrogen is the future. “He’s smart about it. He didn’t jump in without taking stock of everything,” he added.

To be sure, there are hurdles to overcome before hydrogen becomes the primary power source on a boat. The most pressing is that hydrogen power is drastically behind diesel and electric motors in terms of output and efficiency. Existing hydrogen tech can power secondary systems, or provide interior power while at rest, but cannot power the engines that drive the boat in any meaningful capacity. The closest example of 100% hydrogen power that could be applied to recreational boating is the hydrogen-powered Toyota Corolla that recently ran the Fuji 24 Hours endurance race. It finished the race, but it can't compete with its gas-powered competitors. It ran a 1.5 L 3-cylinder engine. Perhaps enough for a small runabout, but that's about it. For now.

The other major issue is that hydrogen is extremely flammable in both liquid and gaseous forms, which means keeping it onboard requires specialty tanks that use a huge portion of a boat's interior space. Boaters are sticklers about storage, so a boat comprised entirely of fuel tanks and battery banks (which are full of hazardous materials) isn't particularly appealing. There won't be enough room for a cuddy cabin, head, or under-floor storage.

The third issue amounts to infrastructure. Diesel fuel is available everywhere. In terms of electric power, the industry is starting to make headway with electric charging stations for recreational boaters, but it's literally just begun. Hydrogen is not available at any marina, dock, or shipyard, and it's not easy to come by. Current prototypes like the Toyota Energy Observer convert seawater to hydrogen power using a complicated network of solar panels, wind turbines, and interior systems, but that's not a realistic (or aesthetically pleasing) option for a billionaire's superyacht. It is certainly not realistic on a smaller recreational boat.

To bypass some of these limitations, Lürssen is using methanol as their fuel source. It reduces some of the technical complexity while also using less storage space because methanol can be stored in conventional tanks, rather than in oversized specialty hydrogen tanks. Burning methanol produces less CO2 than burning diesel, and methanol can be converted without producing harmful emissions. With regards to fuel cells, hydrogen is converted into electricity and then stored onboard inside lithium-ion battery packs. That electricity is capable of powering electric engines and secondary systems, and will run as long as there's a continuous feed of hydrogen into the cell.

While hydrogen fuel cells can't propel a boat, at least not to the degree of a diesel engine, they can run other critical components like onboard electricity and air conditioning. According to Robb Report , the existing Lürssen prototype can power a ship's systems for 15 days or 1,000 miles. The other advantage is that the system is silent and doesn't produce vibration because there are no moving parts, so at least users can enjoy a quieter and smoother ride.

Italian shipbuilder Baglietto is also expected to have a fuel cell prototype unveiled by 2024. It's not small, the minimum size requirements are yachts 171 feet or longer, but the upside is that large yachts can spend weeks at sea without having to dock to resupply or refuel. The Baglietto system is also expected to draw enough power to propel the yacht at 6 to 9 knots. “One of our big goals is to extend the range in zero-emissions mode,” Alessandro Balzi, director of Baglietto’s energy department, told Rob Report . “It allows a yacht into areas where diesel propulsion is prohibited.”

While there is progress being made, 100% hydrogen powered yachts are still years away. In the meantime, hydrogen power will become more popular for running auxiliary systems, and to a lesser degree, providing small-scale propulsion. As with all things, a combined effort is needed to develop the primary technology alongside the infrastructure (like fuel availability and refilling stations) that will make it attractive against the status quo.

Tankoa CEO Vinceno Peorio told Robb Report , “Clean energy is not yet there for the main engines. We’ll see multiple systems coming together to feed our need for clean energy—possibly even nuclear-fusion power. Owners are asking for yacht designs now that can be swapped out as those systems mature over the next 10 years.”

The next decade will be interesting.

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62-meter Complete Hydrogen powered Superyacht

H2 yachts and motioncode: blue developed a hydrogen yacht..

The developers had the goal to create a yacht that combines Zero-Emission technology with a great design, harmonious lines, and functionality.

The yacht has a fully electric propulsion system with a LOHC (Liquid Organic Hydrogen Carriers) as an energy storage. The concept has enough to have an operating range of over 6,000 nautical miles at a speed of ten knots.

Michael Stusch explains that his goal was to orient themselves along the lines of the automotive industry and to integrate solar panels and a wind turbine in a modern and minimalist hull and superstructure design. Maritime functionality coupled with a luxurious interior, which is unusual even for a superyacht of this size. Michael Stusch himself has over 20 years of maritime experience as captain and lived for many years on his own yacht. He is a Chartered Engineer and is responsible for the naval architecture and concept idea of the vessel, the exterior and interior design, together with the design team motion code: blue developed from Graz in Austria. The straight vertical bow and the Explorer shape which enable a 480m ² beach club with 2 pools, 2 decks, a fold-70m² large bathing platform and floor to ceiling windows were requirements for the design. The sea view on the main deck, on which the salon and the open kitchen with bar, is made possible through the transparent bulwark and on the upper deck, which is fully reserved for the owner, to ceiling windows. The upper deck has a front and a rear terrace, and a spa with sauna, steam room, and Jacuzzi. The bedroom of the owner is wide open to the rear terrace and features a bar, which is right next to the sliding door, giving you the feeling of sitting outdoors. The bridge deck is used as a dining room to aft and in addition to a dining table for 20 people, a bar and a wood stove for each piglet and pizza. The sea view from the bar is complemented by a 50cm high sofa that follows the main design line that runs from the bow to the stern of the upper deck. Another distinctive feature is the sky lounge which has a retractable roof, which is as close when it rains in 30 seconds leaves. A waterfall connects the pools. It starts in the hot tub on the owner’s deck, running in the pool on the main deck, just behind the built-in pool chairs along the pool and ends in the lower deck.

Overview Hydrogen Yacht

The tender garages with 2 perfectly tailored to the mother ship tenders ( 7 and 11 meters ) and an SUV are located below the lower beach clubs. Fold side flaps make it possible to increase the lower beach club and serving as landing platforms for tender and other water toys. The balconies behind the side flaps can be used for fishing during the trip. The 7.5-meter high bow provides a smoother ride at high seas and provides more space for tenders, jet skis and a submarine. The terrace behind this is for the 2nd Owners reserved and can be separated by sliding doors, offering privacy in a hot tub in the other opens another waterfall. Stairs on the port and starboard – side retractable lead to a helicopter platform, which allows, thanks to its 7m diameter helipads an easy “touch and go”.

Since there is any technique in the tank deck, the entire lower deck VIP cabin and the crew can be used. The owner has the choice between 5 and 6 VIP crew cabins or any other combination. In addition to the electric Voith-Schneider propellers that enable a silent cruising, full stabilization and dynamic positioning, located on the tank deck the necessary boat equipment, a crew mess with bar and dining room for the entire crew and a galley that seats up offers to 3 bosses. The rest of the space is occupied by the 140,000-liter tank for the “Liquid Organic Hydrogen Carriers” ( LOHC ). This “fuel” is fluid and non-explosive under normal pressure and normal temperature. The stored hydrogen is burned to release in fuel cells, which generate up to 1-megawatt electrical energy to drive the motors and all other electrical equipment on board the 62-meter yacht. Is thus fueled the self-powered yacht lying at anchor about 860m² of their solar panels and a wind turbine. The range is 6000 nautical miles at 10 knots.

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Sam Sorgiovanni reveals hydrogen-powered superyacht concept ZeRo

Related articles.

A futuristic, hydrogen-powered superyacht concept named ZeRo has been revealed by designer Sam Sorgiovanni as the 2021 Monaco Yacht Show gets underway.

The design, which has a sustainable propulsion package at its core, features a futuristic exterior but “maintains a timeless elegance”, Sorgiovanni said. Elsewhere, the "streamlined" exterior features a “striking yet sleek” semi-planing hull form and a “restrained” superstructure.

The propulsion system meanwhile comprises hydrogen tanks and fuel cells and electric engines, combined with a battery storage system.

• Designer Q&A: In conversation with Sam Sorgiovanni

The result is a yacht capable of travelling at high speeds with a “zero-carbon impact” on the environment. Few other details, including the length of the design, have been revealed.

It comes after Feadship kicked off the show by unveiling an 81.75 metre superyacht concept named Pure .

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Big Test Coming For Hydrogen Fuel Cells At Sea

The jury is still out on hydrogen fuel cell passenger cars, but practically every other means of conveyance is fair game. That includes the elite world of yacht racing. The clean tech accelerator OceansLab has announced plans to showcase hydrogen fuel cells in high profile races, with an eye on decarbonizing the maritime industry.

IMOCA Hearts Sustainability

The yacht in question is a sleek 60-foot sailing yacht that conforms to the standards set forth by IMOCA, the International Monohull Open Class Association. IMOCA was founded in 1991 and earned official recognition by World Sailing (formerly the International Sailing Federation) in 1998 as the manager of rules and standards for the class of 60-foot open monohull yachts .

IMOCA explains that its goal is “to develop the fleet of monohulls and offer its skippers an attractive and coherent sports programme,” with an emphasis on sustainability.

“Central to IMOCA’s concerns as it evolves is how to constantly respect the environment better,” they explain. “Renewable energies are not merely viewed as a resource, but also a key element in terms of performance.”

A High Profile Showcase For Hydrogen Fuel Cells

OceansLab has high expectations for its new vessel. “…this new IMOCA will see a unique and innovative ocean racing campaign with the clear aim of demonstrating scalable clean technologies within the maritime sector,” the firm stated in a press release last January.

“IMOCA race boats are the most innovative and extreme of ocean-going vessels. They are an ideal platform to showcase vital clean technologies, such as hydrogen fuel cells, and prove their durability in the harshest of ocean environments,” elaborated OceansLab co-founder, CTO and well known racing skipper Phil Sharp.

Oceanslab’s yacht is on track to launch in time to  compete in the IMOCA Globe Series this year. Its inaugural race will be the Transat Jacques Vabre in October. A qualifying race for the 2024 Vendée Globe is also in the works, among others.

Who Needs A Hydrogen Fuel Cell On A Racing Yacht?

If you’re wondering why a racing yacht with the latest high tech sails needs hydrogen fuel cells when it’s supposed to be using wind power, that’s a good question, and it’s one to which IMOCA has devoted considerable attention.

When IMOCA yachts are on the race course, their propellers are sealed and sails provide the only propulsion. They need something else to provide propulsion at other times, for example when maneuvering around harbors or responding to an emergency at sea.

IMOCA yachts also require energy to run all other shipboard operations , and they need enough energy to be self-sustaining for days on end, and that has been a challenge.

“…to eat, drink, study the weather or ensure that everything aboard the boat is working smoothly, the skipper has to generate his own electricity and manage his reserves down to the smallest detail,” IMOCA explains.

Historically, that has meant loading up diesel fuel to run a generator, though alternatives are beginning to emerge. IMOCA notes that most yachts in the fleet now have hydrogenerators, which are underwater turbines that can be towed behind a ship. A handful of the them also have wind turbines or solar panels.

That’s a good start, but it’s not enough to keep up with new maritime technology. The use of ship-board energy has been increasing along with a growing list of high tech maritime gear, in addition to all the systems needed for sustaining human life during a race. IMOCA lists the navigation console, radar, canting keel (a device that swings out to steady a boat when needed), desalination equipment, and wi-fi, among other energy-sucking gear.

Seagoing Fuel Cells For Everyone

The challenge for OceansLab is to demonstrate that its first-of-its-kind fuel cell solution can outperform other diesel alternatives under extreme racing conditions.

“OceansLab will be the first race boat to integrate a hydrogen-electric energy system, technology that is applicable to a vast range of commercial and recreational vessels,” OceansLab declares. “The IMOCA’s zero emission energy system will power all on board energy, in addition to propulsion outside of the races.”

The OceansLab yacht is deploying a fuel cell system developed by the OceansLab spinoff Genevos, which was also co-founded by Sharp. Its solution, the Hydrogen Power Module, is a modular plug-and-play system that can be configured to fit the energy needs of a wide range of recreational, sport, and commercial craft.

“The HPM is a fully-integrated marine hydrogen fuel cell power pack intended to be installed above or below deck to meet power needs from 15 kW to 500 kW,” Genevos explained last year, when it secured approval in principle from Lloyd’s Register for maritime use . The milestone followed a series of other stringent maritime reviews including the International Code of Safety for ships using gases or other low-flashpoint fuels

For those of you keeping score at home, Genevos sourced the technology from the leading engineering firm Cummins, which acquired the fuel cell startup Hydrogenics in 2019.

All This, & Solar Power, Too

The fuel cell system is just part of OceansLab’s zero emissions plan. On June 6, OceansLab announced that the advanced electric propulsion firm Oceanvolt and the solar cell innovator Maxeon Solar Technologies are also official partners in the project.

CleanTechnica took note a while back when Maxeon hooked up with the leading US solar company SunPower in a solar panel manufacturing deal. Maxeon is known for its lightweight, durable thin film technology, which it will apply to the OceansLab yacht.

“Interdigitated Back Contact (IBC) cells will be encapsulated into a protective film to ensure resistance against water and impact,” Maxeon explains. “ Over 1,000 solar cells will be installed onto the deck of the IMOCA covering 16 m2, capable of creating a total power output of more than 3.6kW.”

So, Where Is All The Hydrogen Coming From?

Fuel cells are slowly beginning to emerge in other maritime fields , including ferry boats . Proving their seaworthiness under competitive conditions could help accelerate the trend. Genevos has already racked up a string of credits for its HPM fuel cells, including the Solar Impulse Efficient Solution Label, the Monaco Prize for Innovation in Renewable Hydrogen and Transportation, the 2022 Electric & Hybrid Propulsion System of the Year Award, and the Sud-Ouest Region Nouvelle-Aquitaine Maritime Innovation Trophy.

The big question is what OceansLab plans to do about the hydrogen situation. Almost all of the global supply of hydrogen comes from natural gas and other fossil sources.

Fortunately, the cost of sustainable hydrogen is coming down, drawing from water, biogas, and other renewable resources. OceansLab has already incorporated green hydrogen into its plans, in a partnership with the government of Jersey, a self-governing island off the coast of France.

In an interesting twist, the US Navy has been exploring new E-fuel technologies , including the use of on-board electrolysis systems to produce hydrogen from seawater while at sea. The system would double as a desalination and purification system to provide potable water for crews at sea.

Could a future iteration of the OceansLab yacht include on-board electrolysis system to produce fuel and water on-the-go? If you have any thoughts about that, drop us a note in the comment thread.

Find me on Spoutible: @TinaMCasey or LinkedIn @TinaMCasey or Mastodon @Casey or Post @tinamcasey.

Photo: This zero emission racing yacht will launch without any fossil fuels on board (courtesy of OceansLab).

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Tina specializes in advanced energy technology, military sustainability, emerging materials, biofuels, ESG and related policy and political matters. Views expressed are her own. Follow her on LinkedIn, Threads, or Bluesky.

Tina Casey has 3353 posts and counting. See all posts by Tina Casey

Everything electric boats and boating

Winners of Electric and Hybrid Marine Awards 2024

The 2024 Electric and Hybrid Marine Expo Europe (E&HME) is being held at RAI Amsterdam this week, and winners in the show’s E&HME Awards were announced on June 18. 

The E&HME show itself has 200 exhibitors showing electric and hybrid solutions for everything from oceangoing cargo and cruise ships to electric motors for the smallest of fishing dinghys. There is also a 3 day conference covering a wide variety of subjects with over 100 speakers from industry, governments, research institutes, ports, and regulators around the world.

The awards are coordinated by Electric & Hybrid Marine Technology International to recognize and reward the latest achievements and developments across the marine sustainability sector. Nominations can be put forward in any of the 9 categories by anyone working in the industry. Entries are judged and officiated by a panel of international journalists, consultants and industry experts.

Electric and Hybrid Marine Awards Categories

• Environmental achievement of the year – propulsion system design Celebrating the latest and greatest breakthroughs in electric and hybrid propulsion technologies and system design.
• Environmental achievement of the year – vessel design Recognizing achievements relating to improved vessel sustainability outside of propulsion systems.
• Environmental achievement of the year – industry contribution Recognizing the contribution that a person, company or organization has made to improve environmental responsibility across the marine propulsion industry.
• Concept vessel design of the year This category showcases the brightest and best in conceptual vessel innovation, highlighting ships with electric, hydrogen and hybrid propulsion systems.
• New propulsion technology of the year Recognizing the most important breakthroughs in propulsion technologies from the last 12 months.
• Hydrogen technology breakthrough of the year This award focuses specifically on hydrogen propulsion technology breakthroughs.
• Vessel charging innovation of the year Showcasing the most cutting-edge onboard technologies relating to vessel charging.
• Ports and harbour innovation of the year Acknowledging achievements related to maritime electrification taking place in ports and harbours.
• Marine industry supplier of the year This award champions the suppliers working to enable decarbonization across the marine industry.

The first award, for Environmental Achievement of the Year – Propulsion System Design , was won by Tidal Transit, for the e-Ginny CTV project, which converted a diesel crew transfer vessel to 100% electrical power. Tidal Transit

“With global offshore wind capacity set to soar even further as the UK’s electricity grid continues to decarbonize and increase the share of renewables in the energy mix, it’s now more important than ever to make the transition to electric and hybrid crew transport,” said Tidal Transit’s commercial director, Leo Hambro. “The Electric & Hybrid Marine Awards are a testament to just how pressing this need has become. We’re thrilled to have been recognized for our hard work in designing and engineering a world’s first diesel-to-electric retrofit project, which we truly believe will become the model for the future of low-carbon crew transport.” Vessev

Next up was Environmental Achievement of the Year – Vessel Design , with the trophy being picked up by New Zeland’s Vessev for the VS-9 electric hydrofoiling passenger vessel that has just been launched and is undergoing testing and certification in Auckland. The cutting-edge design includes an innovative foiling system that can reduce hull drag to 20% of that experienced by a comparable, non-foiling craft.

Read: Vessev’s VS-9 passes Auckland testes with ‘flying’ colours

The third category of the evening was the Environmental Achievement of the Year – Industry Contribution award, won by the Ultra Efficient Yacht Project, a collaborative venture led by Optima Electric Yachts and focused on developing hyper-efficient boat designs.

The company’s Optima e10 flagship showed off that efficiency last year when it was the first electric boat to circumnavigate the UK’s Isle of Wight. The ‘stabilized monohull’ enabled a 51 nautical mile (95km) journey in just under 6 hours. Optima

The boat and hull were designed by Optima CEO David Kendall, who said  “It has taken four years of development to produce the most energy-efficient yachts on the market with a range of up to 150 miles under battery power alone.Optima is delighted to receive another award, especially from an esteemed publication such as E&H Marine.”

Read: Optima e10 1st electric boat to circumnavigate Isle of Wight 

Concept Vessel Design of the Year is a popular new award added in 2023. From a strong field of shortlisted entries, Hurtigruten Norway impressed the jury with its Sea Zero cruise ship concept and was awarded first place.

“We are greatly honoured and proud to receive this award and the recognition of the hard work our employees and our partners have made on this project so far,” said Hurtigruten COO Gerry Larsson-Fedde. “We are still in early stages, and our task now is to pave the way for new innovations and enhance existing ones to align with our goal.” Hurtigruten Sea Zero

German motor manufacturer Molabo, who have pioneered high power 48 volt electric boat motors became a two-time winner this year when it won in the New Propulsion Technology of the Year category. Last year the company won in the same category for its plug and play system and this year was rewarded for the introduction of the Aries R50, the first 50kW electric outboard engine with safe-to-touch voltages. Molabo

Another repeat winner was Genevos, in the Hydrogen Technology Breakthrough of the Year category, which they won in 2023 for their HPM-250 – a 250kW fuel cell module. Genevos

“It’s testament to the great work going on at Genevos that the company has won this award for two years in a row,” said awards chairman and E&H Marine editor-in-chief Matt Ross. “With hydrogen sure to play a key part in marine decarbonization, this category is more important than ever, and the winners are showing what great progress can be made.”

Moving up to larger commercial applications,  in the Vessel Charging Innovation of the Year category, Oasis Marine took home the award for the Oasis Power Buoy, an offshore charging solution due to commence a pilot scheme in 2025. Oasis Marine

Managing director George Smith said “We have been pioneering and driving forward offshore charging technology since 2020 with our Oasis Power Buoy development, initially designed for charging windfarm maintenance vessels offshore. To have our work recognized here is a great reflection of the hard work put in by our team.”

The Ports and Harbour Innovation of the Year award was won by Igus for its Mobile Shore Power Outlet (IMSPO), which features a moveable socket that can be positioned to suit the vessel in dock. “The Igus MPSO addresses a key requirement for port electrification,” said juror Jamie Marley, echoing the feedback from across the judging panel. Igus iMSPO

The final award of the night was for the Marine Industry Supplier of the Year – a category that champions the suppliers working to enable decarbonization across the marine industry. Another closely fought category, this was won by Wärtsilä, with judges citing the company’s leadership position across a whole range of applications and technologies – even beyond the marine sector. Wärtsilä

Thank you to Electric & Marine Hybrid Technology International for the Awards and the information in this article.

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The Most Affordable Hydrogen-powered Car In 2024

T he FCEV (Fuel Cell Electric Vehicle) segment isn't densely populated in the U.S. There are only two options: the Toyota Mirai and the Hyundai Nexo . The Mirai is the most affordable of the two, with a starting MSRP of $10,000 less than the Nexo's base price.

The first generation of the Mirai was the world's first mass-produced hydrogen-electric vehicle. Its second generation, currently on sale in the States, is an improvement across the board . It is better looking, has more features, has higher power output, and comes with a host of advanced safety systems.

As an FCEV, the Mirai offers an ideal balance of quick fill-ups , similar to a gas-powered vehicle, and a zero-emissions drive, akin to an electric car. If you are shopping for a hydrogen-electric vehicle (and live in California), read along to learn what makes the Toyota Mirai so unique.

In order to give you the most up-to-date and accurate information possible, the data used to compile this article was sourced from Toyota, Hyundai, and other authoritative sources, including fueleconomy.gov and the U.S. Department of Energy.

2023 Toyota Mirai: Performance, Price, And Photos

Mirai's hydrogen-electric propulsion system makes 182 horsepower.

Though the Toyota Mirai runs on hydrogen, it is driven by an electric motor. But unlike a BEV (battery electric vehicle), the electricity required to run this electric motor is not sourced from an external charger but is generated onboard the Mirai itself.

The Hydrogen from the tanks undergoes an electrochemical reaction in the Mirai's fuel cell with the oxygen taken from the intakes. This reaction produces electricity, which is either stored in the onboard battery for later use or is used to power the electric motor.

2024 Toyota Mirai Specifications

(Specs Sourced From Toyota)

The Mirai comes with a single electric motor . It produces 182 horsepower and 300 pound-feet of peak torque and drives the rear wheels through a single-speed automatic transmission. Toyota claims the Mirai can sprint from 0 to 60 mph in 9.2 seconds.

A Low Center Of Gravity And 50:50 Weight Distribution

Toyota has engineered the power unit components of the current-generation Mirai to be as compact as possible and placed them low in the engine bay. Due to the switch to the rear-wheel-drive configuration, the location of the fuel cell and drive systems has changed compared to the previous-generation model. All this clever engineering on Toyota's part has resulted in the Mirai's low center of gravity and a 50:50 weight distribution between the front and rear axles.

Heres How Much It Costs To Refill A Hydrogen-powered Toyota Mirai

The toyota mirai can go 402 miles between refills.

The Mirai only has a 1.24 kWh lithium-ion battery pack. It has three hydrogen tanks made from carbon fiber-reinforced polymer to extend the range. The EPA hasn't rated the 2024 Mirai yet for its fuel economy estimates. However, according to the agency, the 2023 model year Mirai XLE can go 402 miles on a single fill-up according to the EPA. The range drops to 357 miles for the range-topping 2023 Mirai Limited.

2023 Toyota Mirai Fuel Economy

(Fuel Economy Data Sourced From The EPA)

Fills Up In Five Minutes

The Lucid Air has one of the quickest charging times among electric vehicles sold in the U.S. Its 112 kWh battery pack can be juiced up from 10 percent to 80 percent in 15 minutes when connected to a 350 kW DC fast charger. Toyota says filling up the Mirai's three hydrogen tanks will take an estimated five minutes.

However, there is a catch. Currently, there are only 55 working Hydrogen filling stations in the United States, all in California. So, while the Mirai offers one of the highest driving ranges among electric cars, you can only buy and drive it within the Golden State.

How Much Does It Cost To Fill Up The Toyota Mirai?

The Mirai has three hydrogen tanks: one under the central stack, one under the rear passenger seat, and one under the luggage compartment. They have a combined capacity to carry 5.6 kilograms of hydrogen. According to the U.S. Department of Energy, one kilogram of hydrogen equals two gallons of gas in terms of energy.

True Zero, the leading hydrogen supplier in California, retails the gas at its stations at $36 per kilogram. Based on that estimate, filling up the Mirai would cost $208.8 , depending on which filling station you use. That's $151 more expensive than filling up the 15.8-gallon fuel tank of the 2024 Toyota Camry with gas.

It is $171 more expensive than charging the Hyundai Ioniq 5's 77.4 kWh battery pack through a DC fast charger. Thankfully, Toyota sells the Mirai with a $15,000 hydrogen credit , valid for the first six years of purchase. The duration drops to three years in case of a lease.

10 Things To Know About The Hydrogen-powered Toyota Mirai

The toyota mirai comes with an upscale interior.

The Mirai offers a host of features . Since its range starts with the XLE trim, you won't feel the cabin is sparsely equipped even if you pick the 'base' Mirai. Standard tech includes a color LCD instrument cluster, a 12.3-inch touchscreen multimedia system with wireless Android Auto and Apple CarPlay, and a 14-speaker JBL sound system.

Standard Features Available On The 2024 Toyota Mirai

• 19-inch twin-spoke alloy wheels
• Heated outside mirrors
• Auto-leveling LED headlights
• UV-protected water-repellent side windows
• Dual-zone automatic climate control
• Leather-wrapped steering wheel
• Auto-dimming rearview mirror with HomeLink
• Heated front seats
• SofTex-trimmed seats (Toyota's vegan leather upholstery)
• Eight-way power-adjustable driver's seat
• Four-way power-adjustable front passenger seat

The range-topping Limited adds many other features, such as a color heads-up display, three-zone automatic climate control with a separate digital control panel for the rear passengers, a power rear-window sunshade, a digital rearview mirror, dual-pane panoramic moonroof, and heated and ventilated front and rear seats.

Standard Safety Systems On The 2024 Toyota Mirai

• Toyota Safety Sense
• Blind-Spot Monitoring
• Rear cross-traffic alert
• Stability Control
• Traction Control
• Hill Start Assist
• Tire Pressure Monitoring System

Like all Toyota vehicles on sale in the U.S., the Mirai comes standard with Toyota Safety Sense. It includes advanced safety and driver assistance systems such as a pre-collision system with pedestrian detection, lane departure alert with steering assist, lane keeping assist, radar-guided cruise control, and automatic high beams.

Why Toyota Is Hellbent On Keeping The Hydrogen-powered Mirai Alive Despite Its Poor Sales

The toyota mirai starts at $50,190.

For the 2024 model year, Toyota has dropped the LE trim from the Mirai's lineup. The range now starts with the XLE trim, which starts at $50,190. However, if you do not mind the reduced range and would instead go for the fully loaded Mirai Limited, you must pay $67,115.

2024 Toyota Mirai Prices

(Prices Sourced From Toyota)

The Toyota Mirai is the most affordable Hydrogen fuel-cell electric vehicle in the U.S., but it is not the only one . Hyundai also sells an FCEV in the United States - the Nexo. It is only available in a front-wheel-drive configuration, and its electric motor produces 161 horsepower. The 2024 Hyundai Nexo Prices start at $60,135 for the entry-level Blue trim and go up to $63,585 for the top-spec Limited.

2024 Hyundai Nexo Prices

(Prices Sourced From Hyundai)

Here's How Toyota's Hydrogen Fuel-Cell Technology Works

The Toyota Mirai's Hydrogen-Electric propulsion system consists of multiple components. The system comprises three pressurized hydrogen tanks , an air intake system, a fuel-cell unit, a power control unit, an electric motor, and a lithium-ion battery.

The Toyota Mirai Is A Lab On Wheels

The Mirai fuel cell unit consists of 330 individual fuel cells. These are made from thin sets of catalyst plates (anode and cathode) with a Polymer Electrolyte Membrane sandwiched in between. The oxygen and hydrogen that flow into the fuel cell unit combine in these fuel cells in an electrochemical reaction to produce electricity.

The electricity generated in the fuel cell is sent to the electric motor, which drives the Mirai's rear wheels through a single-speed automatic gearbox. Water is the only by-product of the electrochemical reaction between oxygen and hydrogen in the Mirai's fuel cell unit.

No Need For A Large Battery Pack

Since an FCEV uses hydrogen and oxygen to generate electricity, it does not need a large battery pack to store charge. The Mirai comes with a 1.24 kWh battery mounted at the back. It is used as a reserve to store surplus charge and hold the electricity generated by the Mirai's brake energy recuperation system.