Quick linksBMW has dealt with hydrogen for decades – from the luxurious limousines of the hydrogen 7 of the 2000s to newer prototypes, which quietly tested the limits of fuel cell technology. Now the company is preparing for its first hydrogen car of production. In 2028, the BMW IX5 hydrogen, based on the upcoming G65 generation X5, will enter exhibition rooms. It will not only be another drive stranger option. For BMW it is a statement: the future of mobility is not dominated by a single solution.
We deal with Michael Rath, Vice President Hydrogen Vehicles BMW Group, to discuss what BMW has learned so far how the IX5 differ from previous prototypes and why the Munich brand believes that hydrogen belongs alongside EVS, hybrids and incineration cars.
Lessons from the pilot fleet
The pilot fleet of BMW from IX5 hydrogen testic cars was used in 20 countries and more than a million kilometers were clocked. Rath described the results both encouraging and instructive. “We found that this technology is very ripe and robust,” he said. “It was very surprising that the entire system is so robust in this early development stage. Customers also loved the driving experience – the combination of electrical smoothness with faster.”
Nevertheless, the test program revealed some minor practical challenges. “There were some minor points that we found out in terms of freezing preparation – how do you manage the entire water within the system when the temperatures sink? This is something that we have considered for the standard model.”
Why the X5?
Why start hydrogen in the X5? Rath said the election was on purpose. “The IX5 will be available with five drive lines: internal combustion engine, diesel, plug-in hybrid, battery and hydrogen fuel cell,” he said. “The X5 is a volume column of our portfolio that runs throughout the planet. The larger the car is, the greater the resistance – the better hydrogen is the right technology.”
The decision also underlines the versatility of the CLAR architecture of BMW, which was designed right from the start to record several drive trains.
A third generation fuel cell, built with Toyota
BMW’s hydrogen development continues in cooperation with Toyota. The 2028 IX5 will debut a third generation fuel cell system, the Rath describes the main jump. “We have developed the system together with Toyota, and our two companies bring all of our skills to this cooperation. We have made a big leap from the second generation to the third in terms of efficiency, electricity and in particular volume. The system is 25% smaller than before.”
Downsizing was not achieved by a single breakthrough, but by incremental improvements in the entire system. “We reduced them in all dimensions – the water pump, the compressor, the air subsystem. In principle, we saved all components over the volume.”
Packaging and everyday user -friendliness
While the integration of hydrogen tanks could have concerns about the interior or luggage compartment, Rath emphasized that the 2028 IX5 hydrogen does not differ from its burn or its electrical objects in daily usability. “From a view, this car will be full of view like all other drive lines in terms of luggage and compartments,” he said. “There will be no restrictions on hydrogen.”
When Rath was pressed over the tankout, he stayed close and declined and refused to share details. However, he emphasized that customers do not notice any difference in user -friendliness compared to ICE or BEV X5 models. The range will also improve. “We are really hard on the range to offer more than now, as it is very important at an early stage when the station density is low.”
Infrastructure: the biggest hurdle
On site BMW IX5 hydrogen AntwerpNo discussion about hydrogen is complete without fixing the infrastructure. BMW knows that customers without stations do not oblige. Rath explained that BMW is working with energy suppliers and other car manufacturers to make the drive viable.
“We have an initiative that works with several companies that are interested in the hydrogen game in order to really combine all of our pump requirements,” he said. “We teamed up to bundle the requirements of all vehicle types and define places where petrol stations can work profitably, so they come to stay.”
When pressing, whether BMW may be carefully examined the installation of hydrogen pumps at large retailers in early adopter regions-war. “Maybe it is too early to talk about it,” he admitted, refusing to give details.
Hydrogen availability remains uneven worldwide. “Japan and South Korea already have a very good density,” Rath noted. “The west coast of the United States is also promising, although California have a little struggle because the prices are too high – about $ 36 per kilogram.”
The prices vary in Europe. Rath quoted € 18/kg in Antwerp, although he admitted that this is still expensive. “We believe that a price of around € 10 is feasible,” he added. “At this level, hydrogen with gasoline is competitive.”
BMW believes that scale effects will help. “At the moment, the prices are very strongly due to the distribution costs and operating costs at the pump. As soon as there is sales, the price is reduced. It is not really tied to the current purchase price of hydrogen.”
As for the density, Rath gave a number: “In Germany we see around 500 stations as a minimal sustainable network to have a very good application for customers without too many roundabouts.”
The customer profile
For whom does BMW build the IX5 hydrogen? Rath described the target buyers as those who want the advantages of electrical driving but need more flexibility. “We see that the car is suitable for those who want to become electrical but recharge your batteries faster,” he said. “Especially for tow trees, cold climate zones and maybe also for fleets.”
He emphasized that incentives will not define the market. “You cannot really plan incentives because you turn so quickly. In most regions, incentives for fuel cell electric vehicles are very similar to the battery-electric vehicles.”
Advantages towards BEVS
For those who ask themselves why hydrogen is needed at all, Rath pointed out his unique advantages. “The main advantage is that the car, like an electric vehicle of the battery – smooth, silent, immediate acceleration – drives completely and at the same time reworked in four minutes like a petrol engine,” he explained. “It combines the advantages of both worlds.”
Cold weather performance is another edge. “In a fuel cell system, you have excess energy when converting hydrogen and oxygen. You can use the car to heat the car. In a battery -electric car you need a dedicated heating that consumes energy.”
With weight, Rath admitted that the numbers are still under development. “The first IX5 hydrogen was approximately in the same weight as the plug-in hybrid. We have not yet disclosed the production weight for the new car.”
Beyond the X5
So is that just the start? Rath did not confirm any additional hydrogen models, but emphasized the scalability of the system. “We are now starting the first car and we have not yet decided on the further rollout,” he said. “But the system is to be introduced in several courses.”
When asked what he would tell a skeptical EV customer who is in a dealer, Rath’s answer was simply: “You can’t change your habits. You can stick to your habits as you are used to. Everything remains the same and at the same time you have this immediate, smooth acceleration.”
BMW’s hydrogen view
BMW calls this its technologically open approach. Instead of bet on a single drive train, the company believes that customers should decide – and that different markets require different solutions. The IX5 hydrogen is not intended to replace battery EVS, but to add it. In larger vehicles, in regions with a cold climate or in use cases such as towing, hydrogen offers advantages that a BEV cannot.
Rath summarized the philosophy: “As soon as you can fill up quickly, you don’t have to think about the entire process. That is the message.”
The road until 2028
The next three years will be decisive. Hydrogen fuel networks have to grow, the costs fall and customer awareness must increase. Rath is optimistic.
“There is a lot of movement all over the world,” he said. “We are very confident that there will be further growth, especially of transport and commercial applications.”
