Is There a New Hydrogen Engine?

Yes—several new hydrogen engines have emerged recently, largely as hydrogen internal-combustion engines (H2-ICE) for trucks, construction equipment, generators, and motorsport. While no mainstream hydrogen-combustion passenger car is on sale, 2024–2025 has brought pilot deployments, product-ready units for off-highway and stationary power, and high-profile demonstrations that signal growing momentum alongside fuel-cell vehicles.

What counts as a “hydrogen engine” today?

In the market and in labs, “hydrogen engine” generally refers to three approaches: hydrogen internal-combustion engines (H2-ICE), fuel-cell electric systems (FCEV powertrains), and hydrogen-fueled turbines for aviation or large power generation. H2-ICEs retain a familiar engine layout—pistons, crankshaft, and intake/exhaust—while replacing fossil fuel with hydrogen. They can cut CO2 tailpipe emissions to near-zero but still need NOx control. Fuel cells, by contrast, convert hydrogen to electricity with higher efficiency and zero tailpipe NOx, but rely on different components and supply chains. Turbine projects are mostly in prototype stages for aviation and heavy power.

New and notable hydrogen-combustion engines and pilots

The following list highlights prominent H2-ICE programs that have been announced, demonstrated, or entered pilot deployment through 2024–2025 across regions and sectors.

• Heavy-duty trucks and buses:
  

  • Accelera by Cummins: X15H (15-liter) and B6.7H (6.7-liter) hydrogen engines are in pilot testing with vehicle OEMs for regional haul, construction, and municipal fleets, targeting commercialization later this decade.
  • China’s engine makers: Companies such as Weichai and Yuchai have unveiled hydrogen ICE lines for heavy-duty applications, with city logistics and bus trials underway in select Chinese regions.
  • India pilots: Major OEMs including Tata Motors and others are trialing hydrogen-combustion truck platforms with engine partners and energy companies as India scales hydrogen corridors.

• Off-highway and construction:
  

  • JCB: A dedicated hydrogen combustion engine is powering prototype and pilot fleets of backhoes and telehandlers, with the company building out refueling solutions for construction sites.
  • Other off-highway developers: Multiple suppliers are adapting diesel blocks to hydrogen for agriculture, mining, and material handling where duty cycles favor fast refueling.

• Stationary power and generators:
  

  • DEUTZ TCG 7.8 H2: A spark-ignition hydrogen engine for stationary gensets has moved into early commercial deployments with utilities and industrial customers in Europe.
  • Power solutions providers: Engine makers and genset integrators are offering hydrogen-capable packages or conversion paths for backup and prime power, often paired with on-site hydrogen production.

• Motorsport and performance:
  

  • Toyota: Ongoing development of hydrogen-combustion racing engines (including liquid-hydrogen trials) and the GR H2 Racing Concept aimed at the ACO’s planned hydrogen class at Le Mans.

• Marine and small mobility:
  

  • Marine prototypes: Japanese partners have demonstrated hydrogen-fueled outboard engine prototypes and refueling concepts for leisure and light commercial boats.
  • Two- and three-wheel research: The HySE consortium (Honda, Kawasaki, Suzuki, Yamaha, and others) is advancing hydrogen small-mobility engine research, with prototypes but no commercial bikes yet.

Taken together, these programs show hydrogen combustion moving from concept to field trials and early offerings where the duty cycle, refueling needs, and packaging suit an engine-based approach.

What’s actually available to buy now?

Availability varies by sector and region, reflecting different regulatory environments and infrastructure readiness. The points below summarize what customers can realistically access or expect in the near term.

• Stationary power: Early commercial hydrogen-engine gensets are available in limited volumes, primarily for industrial customers and utilities running pilots or specialized projects.
• Off-highway equipment: Select manufacturers are preparing limited production or pilot fleets of hydrogen-combustion machines (e.g., telehandlers, backhoes), often delivered with site-specific refueling support.
• On-highway trucks and buses: Most hydrogen-combustion vehicles remain in pilot or demo phases with fleets; broader commercial releases depend on hydrogen supply, standards, and incentives.
• Passenger cars: No mass-market hydrogen-combustion passenger car is on sale; passenger hydrogen activity is concentrated in fuel cells (e.g., Toyota Mirai, Hyundai Nexo).

In short, you can buy or lease hydrogen-engine solutions today mostly in stationary power and niche off-highway use cases; road-going H2-ICE fleets are still pre-commercial outside select trials.

Why industry is pursuing hydrogen engines—and the hurdles

Hydrogen engines appeal to operators who want familiar hardware and fast refueling. But technical and ecosystem challenges remain. The list below captures the main pros and cons shaping deployment.

• Pros:
  

  • Rapid decarbonization pathway for existing engine platforms, suppliers, and skills.
  • Fast refueling and high uptime for heavy-duty, off-highway, and backup power.
  • Potential to leverage current manufacturing and maintenance infrastructure.

• Challenges:
  

  • Fuel availability and cost: Green hydrogen supply is still limited and often expensive; compression/liquefaction and logistics add cost.
  • Storage and range: Compressed or liquid tanks add bulk/weight and require new safety standards and packaging.
  • Emissions control: While CO2 is near-zero at the tailpipe, NOx can form in combustion and must be controlled (lean burn, EGR, aftertreatment).
  • Efficiency gap: H2-ICE typically trails fuel cells in well-to-wheels efficiency, affecting total cost of ownership where hydrogen is costly.
  • Codes and standards: Harmonizing fueling, safety, and certification frameworks is still ongoing in many regions.

These factors explain why hydrogen engines are surfacing first in sectors where uptime, duty cycle, and operational control can offset infrastructure gaps and higher fuel costs.

How this differs from hydrogen fuel cells

Fuel cells produce electricity through an electrochemical reaction and generally achieve higher efficiency with zero tailpipe NOx, but rely on different components (stacks, humidifiers, high-voltage systems). H2-ICEs, in contrast, retain conventional engine architecture and drivetrains, easing integration for existing OEMs and fleets. Many manufacturers pursue both paths: fuel cells for long-haul or urban clean-air zones and hydrogen engines for rugged, high-uptime applications.

Outlook for 2025–2030

Expect more pilot-to-commercial transitions in stationary power and off-highway, with heavy-duty on-road hydrogen-combustion trucks entering limited regional sales where policy and fueling hubs align. Motorsport will continue as a proving ground, and marine prototypes will expand. Broader adoption hinges on cheaper low-carbon hydrogen, expanded fueling networks, and clear regulatory signals—especially emissions rules that recognize near-zero-CO2 combustion with controlled NOx.

Summary

There isn’t a single “new hydrogen engine” so much as a wave of them: pilot and early commercial H2-ICEs from major engine makers for trucks, construction equipment, and generators, plus high-profile motorsport efforts. If you’re a fleet or industrial operator with access to hydrogen, you can engage now through pilots and select products; for mainstream road cars, hydrogen remains centered on fuel cells, with combustion engines focused on heavy-duty, off-highway, and specialized use cases.

Is Toyota producing a hydrogen engine?

Yes, Toyota is actively developing both fuel cell vehicles (like the Mirai) and hydrogen combustion engines, which burn hydrogen in a traditional engine format to produce power. They view hydrogen as a key component of their “multi-pathway” strategy for achieving carbon neutrality and are refining this combustion technology through motorsports and pilot programs, like the Corolla Cross H2 Concept.
 
Toyota’s Dual Approach

• Fuel Cell Electric Vehicles (FCEVs): Opens in new tabToyota has a long history with fuel cells, exemplified by the mass-produced Toyota Mirai sedan, which uses hydrogen to generate electricity. 
• Hydrogen Combustion Engines: Opens in new tabToyota is also developing internal combustion engines that directly burn hydrogen as fuel, similar to traditional gasoline engines but with near-zero emissions, producing primarily water vapor. 

Key Developments

• Prototyping: Toyota is testing prototype hydrogen combustion engines in vehicles like the Corolla Cross H2 Concept, using a turbocharged 1.6-liter three-cylinder engine. 
• Partnerships: Toyota is collaborating with Yamaha Motor to develop a high-performance V8 hydrogen engine. 
• Motorsports: The company is using motorsports to test and refine hydrogen combustion engine technology, including using hydrogen-powered race vehicles. 
• Infrastructure: Toyota is also working to support a broader hydrogen ecosystem, including producing hydrogen at its Port of Long Beach operations to fuel trucks and passenger vehicles. 

Purpose

• Carbon Neutrality: Toyota believes hydrogen has a significant role in achieving carbon neutrality, especially in heavy-duty sectors. 
• Meeting Different Needs: This dual approach allows Toyota to offer a range of zero-emission options to meet the varied needs and preferences of drivers and industries. 

What is the MPG of a hydrogen engine?

1) What is the mileage like? First, you need to know that hydrogen fuel isn’t measured by gallons – it’s measured by kilograms. A full tank for a Mirai is approximately five kilograms, and on a full tank, it gets about 66 MPGe (miles per gallon equivalent) of hydrogen gas.

Are hydrogen engines coming?

Hyundai and Kia aim to launch hydrogen combustion engines by 2025, advancing alternative fuel vehicles. The engines are designed to meet Euro 6d emissions standards, emitting only water vapour. Volvo plans to test hydrogen combustion trucks by 2026, ensuring high performance and reliability.

What is the biggest problem with hydrogen cars?

The main problems with hydrogen cars are their high cost due to inefficient and costly production (often from fossil fuels) and the lack of extensive, profitable refueling infrastructure, coupled with the safety concerns of storing highly flammable, colorless, and odorless gas under high pressure. These factors make hydrogen cars significantly more expensive to fuel and less convenient than electric vehicles, which are more efficient and already have established charging infrastructure, even if limited. 
Cost & Efficiency

• Expensive to produce: Most hydrogen is currently produced from natural gas, a process that is not only expensive but also creates CO2, making it not truly “green”. 
• Energy intensive: Producing “green” hydrogen through electrolysis of water is very expensive and requires significant amounts of electricity, making it less efficient than using electricity directly in a battery-electric vehicle. 
• High fuel cost: Due to these production challenges, hydrogen is a very expensive fuel for vehicles compared to electricity for EVs. 

Infrastructure 

• Lack of fueling stations: There is a severe shortage of hydrogen fueling stations, with the limited number concentrated in California, making it difficult and inconvenient for owners to travel.
• Unprofitable stations: The high cost of building and maintaining hydrogen refueling stations makes them unprofitable, further hindering expansion.

Storage & Safety 

• Difficult to store: Hydrogen is a colorless, odorless, and highly flammable gas that must be stored under high pressure (or at extremely low temperatures) in reinforced tanks, which are bulky and heavy.
• Safety concerns: Its high flammability and tiny molecule size, which can easily escape through tiny cracks, present significant safety challenges for transportation and storage.

Comparison to Electric Vehicles

• Efficiency difference: Opens in new tabThe “round trip” energy efficiency of converting electricity to hydrogen and then back to electricity in a car is much lower (around 40%) than the efficiency of charging and using a battery (around 85%). 
• Market dominance: Opens in new tabBecause of these issues, electric vehicles have already captured the passenger car market, and hydrogen is more likely to find a niche in heavier-duty or specialized applications where its energy density is more beneficial.