[Upcoming Hydrogen Economy] "Feels like switching from Avante to Genesis" Trying a Hydrogen Truck

Test Drive of Hyundai Glovis Pilot Operation Xcient
Overwhelming Quietness Compared to Diesel Trucks
Better Fuel Efficiency Than Diesel with Subsidies
Lack of Charging Infrastructure Hinders Commercialization

On the 14th, at Hyundai Glovis Ulsan Sales Office, a large truck painted white and blue is visible from the entrance. The cargo bed has the words "Eco-friendly Hydrogen Truck" written on it. I climbed three steps to open the door and get into the vehicle. The distance between the driver's seat and the passenger seat was wide enough to fit two adult men comfortably. I started the engine. There was no sound. Although the driver was far away, there was no need to raise our voices to communicate. I asked if the engine was really on. "Diesel trucks have the engine right under the driver's seat, so if you speak quietly like now, you can't hear it. When I first rode the hydrogen truck, it felt like going from an Avante to a Genesis," he said.

Hyundai Motor Company launched the hydrogen electric truck Xcient in December last year. The originally scheduled sales date for this year was moved up because the vehicle underwent sufficient suitability verification on domestic roads. At Hyundai Glovis Ulsan Sales Office, where this suitability verification is being conducted, I rode the hydrogen truck for about 40 minutes. I felt the quietness and power that were on a different level from diesel trucks. The main obstacle to commercialization is the lack of charging infrastructure.

Inside the Hyundai Xcient hydrogen truck, there are six hydrogen tanks.
Photo by Oh Gyumin moh011@

Hyundai Glovis signed an agreement with Hyundai Motor Company and the government at the end of 2021 and introduced two Xcient hydrogen electric trucks. Currently, five trucks are in operation (Hyundai Glovis 2, CJ Logistics 2, Coupang 1). The hydrogen trucks mainly transport products along the Gyeongbuk region (Ulsan-Gyeongju-Yangsan) route. The longest route is between Ulsan and Yesan, Chungnam (about 300 km one way).

This truck is an 11-ton wing body model, equipped with a 350 kW motor, a 180 kW fuel cell stack, and a 72 kWh high-voltage battery. It can travel up to 570 km on a single charge, with a maximum output of 476 horsepower. The retail price, including the wing, is 760 million KRW. However, with subsidies (national + local) of 450 million KRW, it can be purchased for 160 million KRW.

The greatest strength of the hydrogen truck is its quietness. When the engine is started, you can only faintly hear the sound of a boiler running. There is no sound during steady driving or deceleration, and only a "whirring" sound when pressing the accelerator pedal. Park Beopsu (60), who has driven diesel trucks for 20 years and is now driving a hydrogen truck, said, "People who drive cargo trucks suffer from hearing loss because the diesel engine is located under the driver's seat. After driving this truck, I feel less tired and don't have to raise my voice." This means they can focus more on cargo transport work.

On the 14th, after riding the Xcient hydrogen truck for about 40 minutes, the average fuel efficiency was 13.8 km/kg, and the driving distance was 24 km.
[Photo by Oh Gyumin moh011@]

Thanks to subsidies, fuel efficiency is also better than diesel trucks. Currently, hydrogen charging costs about 8,500 KRW per kilogram of hydrogen. In Ulsan, with a subsidy of 4,100 KRW, the cost is 4,400 KRW. The average fuel efficiency that day was 13.8 km/kg. The driving distance that day was 24 km. This means it cost about 7,650 KRW to travel 24 km. For the Xcient diesel model, the average fuel efficiency is mid-3 km per liter (3.7 km). Calculated at the national average diesel price of 1,387.83 KRW on the 20th, it costs about 8,993 KRW to travel 24 km.

Park Beopsu (60), driving a hydrogen electric truck at Hyundai Glovis Ulsan Sales Office.
Photo by Oh Gyumin moh011@

However, the lack of charging infrastructure is an obstacle to commercialization. Most hydrogen charging stations for commercial vehicles (80 kg/h class) are installed at bus garages, making it difficult for trucks to access them. As a result, trucks mainly use passenger car charging stations (50 kg/h class). The problem is that charging takes a long time. The Xcient can store up to 41 kg of hydrogen, whereas the Nexo stores 6.3 kg. Charging a truck with a passenger car charger takes proportionally longer. Mr. Park said, "When driving long distances, you have to contact nearby hydrogen charging stations along the way to secure a spot and charge."

Hyundai Xcient Hydrogen Truck Cargo Bed Appearance
Photo by Oh Gyumin

There is also a disadvantage that the cargo bed height is somewhat high, requiring a bit more movement to load cargo. This is because the battery is located under the chassis, making the cargo bed height higher than that of diesel trucks. The Xcient diesel truck (based on 9.5t and 13t) has a height (distance from the ground to the roof) of 3,290 mm. In contrast, the hydrogen truck is 3,828 mm, about 50 cm higher.

Hyundai Xcient hydrogen truck with batteries installed under the cargo bed.
Photo by Oh Gyumin