There is, I’m guessing you’ve figured out, a caveat. The Hydra system is only available for diesel engines. More specifically, the large commercial diesels that power long-haul 18-wheelers. Itwork on gasoline engines — in fact, Hydra did build some hydrogen taxis about eight years ago — but the trucking business model made more sense for a hydrogen-production company looking for high-volume traffic.
Here’s how the system works. Essentially, what Hydra does is add hydrogen fuelling to an existing powertrain. A tank — actually a collection of high-pressure tanks — are fitted in a remarkably well-disguised cabinet behind the cab. Fuel lines are then routed from the tanks to some injectors mounted to the intake manifold, just aft of the turbocharger. These injectors simply mix metered amounts of H2 into the incoming air that’s on its way to the combustion chamber.
Not that there would be any reason to remove Verhagen’s hydrogen injection. In fact, it’s kinda hard to come up with a downside to Hydra’s tech. Simplicity itself — Leonardo would definitely be impressed — the entire installation takes less than two days, most of that mounting the fuel tank and routing the plumbing.
An in-cabin display keeps track of how much hydrogen you’ve used, as well as how much you have left, and also what percentage of the engine’s power is being generated by H2 . In other words, from the driver’s point of view, the Hydra system is simplicity itself. Other than filling an extra tank, driving a Hydra-equipped 18-wheeler is no different than a standard truck.Article content
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