There’s going to be a lot of misunderstanding about the hydrogen fuel cell powered Honda CR-V e:FCEV, so we’ll try and demystify it here. The best way to think of this is that Honda is beta-testing its latest hydrogen fuel cell technology. We say that because the Japanese brand will be building around 300 examples per year (depending on demand), and these will be available only for lease, and only in California. Just doing some basic estimations – Honda won’t give any official numbers – we would then bet that the cost of leasing won’t cover the cost of manufacturing. Honda will likely see this as an R&D cost as at least some of them, when returned, will be pulled apart and evaluated. In other words, think of the Honda CR-V e:FCEV as a concept vehicle you can lease. If you live in California and have hydrogen pumps in the area, and you’re prepared to be an extremely early adopter, the CR-V e:FCEV might just be up your alley.
CarBuzz was given the opportunity to spend a few hours with the CR-V e:FCEV at a First Drive event, and while that means time with it is limited, it does allow us to form some early impressions. We look forward to a longer-term review where we can assess its livability, but for now, we were left relatively impressed at the first opportunity.
So, What Is The Honda CR-V e:FCEV, And Why Does It Exist?
The Honda CR-V e:FCEV is a new version of the latest generation Honda CR-V that runs on hydrogen gas. The letters in the name denote that it’s an electric (e) Fuel Cell (FC) EV. The lowercase e might seem redundant, but FC vehicles are electric by default as that’s what the hydrogen stack creates; there is typically a small battery to act as a buffer for power coming from the hydrogen stack and going to the electric motor(s), but the Honda CR-V e:FCEV has a larger battery that can be charged from a plug and has a range of between 20 and 30 miles on its own. The CR-V e:FCEV is designed predominantly to work as a kind of chimera – a combination of hydrogen vehicle and battery electric vehicle (BEV). In that hybrid mode, on a full tank of hydrogen, it’s capable of 270 miles of total range.
Like BEVs, hydrogen-powered vehicles have been around for decades as R&D projects. Also like BEVs, there’s not much infrastructure for fueling them. In reality, we’ll have to rely on the commercial infrastructure for hydrogen vehicles growing to create that for passenger vehicles. Refilling a hydrogen tank is much quicker than charging a battery – which is one of the reasons why this works in the commercial sector; charging batteries big enough to power trucks would simply take too long. The issue for passenger FCEVs is that BEVs can be fueled by something every house has: electricity, and more and more houses now have solar roofs. On the other hand, a significant chunk of the population live in apartments or have two cars with a single-car garage where they’d have to take turns charging, so that’s not as convenient for everyone. Hydrogen may be a solution for them.
Honda is likely hedging its bets to a degree, but passenger cars are cheaper to produce than trucks (and in this case, hydrogen-powered trucks), so putting hydrogen cars on the road means it can get back data from 300 cars per year. Alongside these valuable insights, it also raises awareness of hydrogen as a relatively safe fuel with huge environmental benefits. That data will be important to developing the trucks that Honda plans as well as any future hydrogen cars. But let’s get back to the Honda CR-V e:FCEV itself.
What’s Different About the Honda CR-V And e:FCEV Version?
Of course, Honda has made aesthetic changes between the regular CR-V and the e:FCEV version, including a different grill, wheels, and clear upright rear lights. Inside, there are some sustainable materials. However, that’s quite unimportant. For people to want to drive a Honda CR-V e:FCEV, it needs to be as good or better than the non-FCEV version. To that end, the CR-V e:FCEV was clearly designed, and cleverly so, with FCEV as an intentional variant.
However, the hydrogen tanks are large and need to go somewhere – and that’s behind the seats, which reduces cargo capacity. Honda’s solution to the problem is creative and turns the trunk into a two-tier compartment. By lifting the floor and putting it on the rails, the upper cargo area is made flat. The seats can still fold flat, and there’s enough room for a bike or maybe two; the lower compartment is still usable with the seats folded.
On The Road
Getting into and starting the Honda CR-V e:FCEV is exactly the same as the regular CR-V: Foot on the brake, press the start button, select the drive, and go. Pull away, and most people wouldn’t even realize it’s a hydrogen version. There’s a little vibration from the power stack, and it accelerates like a normal car until you go past the point where the continuously variable transmission (CVT) would normally change ratios. The noises the CR-V makes might lead you to think it is a hybrid, but there’s no CVT or transmission noise, so it’s clearly electric after that.
For the nerds, there’s a power distribution graphic you can call up. There’s also a Sport mode, which increases throttle response and pushes synthesized engine sounds through the speakers. The added sound is unnecessary, we think, and would become annoying after a while. Sport mode may make more sense on a twisting road as Honda says that with the battery down low in the chassis, the performance dynamics are still there, so the CR-V e:FCEV should be surprisingly fun to hustle.
Our time with the Honda CR-V e:FCEV was short and in the city only, and if the purpose was to make the Honda CR-V e:FCEV feel like any other CR-V, then it’s mission accomplished. You don’t need to rethink how you drive, and there’s no option for one-pedal driving. The only time you’ll notice a difference in acceleration is when you go heavy on the pedal and have linear power delivery. As a transition vehicle for even the least tech- and car-savvy out there, it’s simply a Honda CR-V to drive.
Filling it is a whole other matter, though. We’ve refilled hydrogen vehicles before, and it’s a bit more of a process, but not so wildly different that it would deter us from having one.
Conclusion:
Unless you live near to a hydrogen fuel filling station in Orange County, LA, or the Bay Area up north in California, we wouldn’t rush to buy a Honda CR-V e:FCEV now. You may be able to circumvent the need for hydrogen by plugging in to charge the e:FCEV if you’re not able to fill up, but that only gives you 29 miles of range. If you do have access to hydrogen stations, however, then pricing is coming; Honda told us leasing costs would be reasonable, and we suspect that it will come with a generous refueling package as well as tax rebates for those that want to be, effectively, beta testers and help push us towards an emissions-free future.
For those 300 customers a year, the Honda CR-V e:FCEV will function just as the regular versions do – and that’s a good thing. It’s comfortable, easy – even fun – to drive, and practical as a family vehicle. The last bit is where it trumps the Toyota Mirai; while the Mirai has much more range, it is, effectively, a Lexus sedan. As a research exercise and development tool, we’re impressed with the Honda CR-V e:FCEV. Saying it drives like a regular CR-V sounds damning with faint praise, but it’s a serious piece of engineering and not to be sniffed at.