Driving the hydrogen-powered CR-V e:FCEV offers a pleasant experience without any major drawbacks. The interior mirrors the standard CR-V, though the shift lever is replaced with push-button controls specific to the FCEV model.
Honda anticipates that most of its California customers will opt for a three-year lease at $459 per month, which includes $15,000 in hydrogen refueling credits. A two-year lease is available for $489 per month with a $25,000 fuel credit. There is also a six-year lease option.
However, the challenge lies in the availability of hydrogen fuel. Despite being the most abundant element on Earth, hydrogen is not readily accessible to consumers as a car fuel.
Automakers like Honda, General Motors, Hyundai, Toyota, and BMW are investing heavily in future propulsion technologies, including hydrogen fuel cells, which require significant financial resources to develop and implement. These investments span the development of emission-free fuel cells, onboard vehicle integration, and the installation of high-pressure tanks to store the compressed hydrogen needed to generate electricity.
Honda’s latest addition, the CR-V e:FCEV, is a result of these extensive investments. We recently tested this five-passenger crossover in Marysville, Ohio, where Honda’s Performance Manufacturing Center has just begun production, aiming to build fewer than 500 units in the first year. This is a stark contrast to the 360,000 conventional CR-Vs sold in the U.S. in 2023.
The FCEV offers a driving experience similar to battery-electric vehicles, featuring ample low-end torque that peaks at 229 lb-ft, and a powertrain that produces minimal noise compared to internal-combustion engines. The fuel cell, which converts compressed hydrogen to electricity to power the 174-hp electric motor, is slightly noisier than a battery-electric vehicle but quieter than traditional engines.
Some of the generated energy is used to drive the motor and wheels directly, while the rest is stored in the battery for later use. Uniquely, this CR-V is a plug-in hybrid with a total range of 270 miles, including 29 miles of battery-electric range. This allows for some flexibility if hydrogen refueling stations are unavailable.
The 29 miles of battery-electric range is supported by a 17.7-kWh battery, significantly smaller than those in modern EVs, which helps conserve global lithium supplies.
Despite the abundance of hydrogen, it remains scarcely available for consumer use in cars. California hosts the majority of the 55 hydrogen fueling stations, mostly around Los Angeles and San Francisco, with more stations under construction or in the permitting process. However, Shell USA’s recent closure of six out of seven hydrogen stations further complicates access.
Starting July 9, the CR-V e:FCEV will be available exclusively in California, with three leasing options, each requiring a down payment of approximately $3,000. Honda is not offering the vehicle for purchase, even at the lease’s end.
The three-year lease is priced at $459 per month, including $15,000 in hydrogen credits. A two-year lease is $489 per month with $25,000 in credits. For a longer-term option, a six-year lease is available at $389 per month with $30,000 in credits. Despite these offers, Honda is unlikely to profit from the limited production, which serves more to mitigate economic losses. Toyota’s Mirai, the only other fuel-cell vehicle to achieve significant volume with about 25,000 units on California roads since 2014, also struggles with profitability.
Automakers continue to invest in fuel cells as a contingency for potential future scenarios where petroleum may be scarce or internal-combustion vehicles may be banned. Fuel cells remain one of several alternative propulsion technologies being explored.
For Honda and other innovative automakers, developing fuel cells also aligns with the California Air Resources Board’s long-standing efforts to reduce smog and air pollution. However, the economic viability of fuel cells remains uncertain.
Would you prefer a hydrogen fuel-cell car over an EV if hydrogen was more readily available and competitively priced? Share your thoughts in the comments below.
Driving the hydrogen-powered CR-V e:FCEV offers a pleasant experience without any major drawbacks. The interior mirrors the standard CR-V, though the shift lever is replaced with push-button controls specific to the FCEV model.
Honda anticipates that most of its California customers will opt for a three-year lease at $459 per month, which includes $15,000 in hydrogen refueling credits. A two-year lease is available for $489 per month with a $25,000 fuel credit. There is also a six-year lease option.
However, the challenge lies in the availability of hydrogen fuel. Despite being the most abundant element on Earth, hydrogen is not readily accessible to consumers as a car fuel.
Automakers like Honda, General Motors, Hyundai, Toyota, and BMW are investing heavily in future propulsion technologies, including hydrogen fuel cells, which require significant financial resources to develop and implement. These investments span the development of emission-free fuel cells, onboard vehicle integration, and the installation of high-pressure tanks to store the compressed hydrogen needed to generate electricity.
Honda’s latest addition, the CR-V e:FCEV, is a result of these extensive investments. We recently tested this five-passenger crossover in Marysville, Ohio, where Honda’s Performance Manufacturing Center has just begun production, aiming to build fewer than 500 units in the first year. This is a stark contrast to the 360,000 conventional CR-Vs sold in the U.S. in 2023.
The FCEV offers a driving experience similar to battery-electric vehicles, featuring ample low-end torque that peaks at 229 lb-ft, and a powertrain that produces minimal noise compared to internal-combustion engines. The fuel cell, which converts compressed hydrogen to electricity to power the 174-hp electric motor, is slightly noisier than a battery-electric vehicle but quieter than traditional engines.
Some of the generated energy is used to drive the motor and wheels directly, while the rest is stored in the battery for later use. Uniquely, this CR-V is a plug-in hybrid with a total range of 270 miles, including 29 miles of battery-electric range. This allows for some flexibility if hydrogen refueling stations are unavailable.
The 29 miles of battery-electric range is supported by a 17.7-kWh battery, significantly smaller than those in modern EVs, which helps conserve global lithium supplies.
Despite the abundance of hydrogen, it remains scarcely available for consumer use in cars. California hosts the majority of the 55 hydrogen fueling stations, mostly around Los Angeles and San Francisco, with more stations under construction or in the permitting process. However, Shell USA’s recent closure of six out of seven hydrogen stations further complicates access.
Starting July 9, the CR-V e:FCEV will be available exclusively in California, with three leasing options, each requiring a down payment of approximately $3,000. Honda is not offering the vehicle for purchase, even at the lease’s end.
The three-year lease is priced at $459 per month, including $15,000 in hydrogen credits. A two-year lease is $489 per month with $25,000 in credits. For a longer-term option, a six-year lease is available at $389 per month with $30,000 in credits. Despite these offers, Honda is unlikely to profit from the limited production, which serves more to mitigate economic losses. Toyota’s Mirai, the only other fuel-cell vehicle to achieve significant volume with about 25,000 units on California roads since 2014, also struggles with profitability.
Automakers continue to invest in fuel cells as a contingency for potential future scenarios where petroleum may be scarce or internal-combustion vehicles may be banned. Fuel cells remain one of several alternative propulsion technologies being explored.
For Honda and other innovative automakers, developing fuel cells also aligns with the California Air Resources Board’s long-standing efforts to reduce smog and air pollution. However, the economic viability of fuel cells remains uncertain.
Would you prefer a hydrogen fuel-cell car over an EV if hydrogen was more readily available and competitively priced? Share your thoughts in the comments below.