The answer, then, is to increase the amount of gaseous hydrogen on board, a feat perhaps possible for something like a pickup truck or an 18-wheeler, but much more difficult for a compact sedan, and virtually impossible for a motorcycle. The hydrogen-fueled Kawasaki H2 in the photos above, for instance, has both its saddlebags — usually devoted to clothes, toiletries, etc. — stuffed full of supplementary hydrogen tanks.
Enter Toyota and its liquid hydrogen-powered GR Corolla H2. Details are sparse, but it appears the liquid-fueled racing Corolla was able to run twice as long between fuel stops as its gaseous cousin while still refuelling in the same short 90-second pit stop .Toyota’s testing is only the beginning. Liquid hydrogen as a mobility fuel has many challenges, not the least of which is that hydrogen must remain supercooled if it is to remain liquid.
Author’s note: As to the why the HySE association is putting all this effort into engineering internal-combustion engines fueled by hydrogen, it is that the motorcycle industry, after much research into electrification, has determined that batteries, because of their relatively low energy-density, are not really suitable for high-performance motorcycles.
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