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Honda reveals 2025 Honda CR-V e:FCEV; plug-in hydrogen fuel cell electric vehicle

Honda revealed the US’ first production plug-in hydrogen fuel cell electric vehicle, the 2025 Honda CR-V e:FCEV. With a 270-mile EPA driving range rating, CR-V e:FCEV combines an all-new US-made fuel cell system along with plug-in charging capability designed to provide up to 29 miles of EV driving around town with the flexibility of fast hydrogen refueling for longer trips. The vehicle has a 17.7 kWh battery pack.


The 5-passenger CUV is the first application of the second-generation Honda Fuel Cell Module, which is produced at Fuel Cell System Manufacturing, LLC (FCSM) in Michigan, offering improved durability, higher efficiency, increased refinement and lower cost compared to Honda’s previous generation fuel cell system.

Co-developed with General Motors (GM), the next-generation Honda Fuel Cell Module leverages the knowledge, know-how and economies of scale of both companies and will reduce the cost by two-thirds compared to the cost of the fuel cell system in the Honda Clarity Fuel Cell. This significant cost reduction was achieved by various measures including the adoption of innovative materials for electrodes, advancement of a cell sealing structure, simplification of the supporting equipment and the improvement of productivity.

Moreover, the durability of the system has doubled by the application of corrosion-resistant materials and controlled suppression of deterioration, and low temperature performance was also improved significantly.

The 2025 CR-V e:FCEV features a front-mounted single-motor producing 174 horsepower and 229 lb.-ft. of torque for quick acceleration and maximum efficiency.

Honda engineers have optimized the CR-V e:FCEV structure and suspension to deliver the same driving experience and refinement as other CR-V models. Compared to CR-V turbo and hybrid models, rear lateral rigidity is increased 10%, rear torsional rigidity has improved 9% and its MacPherson strut front suspension and multilink rear suspension have been completely retuned with specific springs, amplitude-sensitive dampers and stabilizer bars front and rear to optimize responsiveness while maintaining a smooth ride.

The driver can customize the driving experience with four selectable drive modes: Normal, Eco, Sport and Snow.

Standard features include HondaLink with expanded capabilities including hydrogen station information in addition to charging and power supply data. For additional convenience, the included Honda Power Supply Connector utilizes a 110-volt power outlet that can deliver up to 1,500 watts of power, turning CR-V e:FCEV into a clean power source capable of running small home appliances, portable air conditioners, power tools, camping equipment, and more.

The 2025 Honda CR-V e:FCEV will be available for customer leasing in California beginning later this year.

Leveraging Honda fuel cell technology expertise continues to play a critical role in our global goal to achieve carbon neutrality for all products and corporate activities by 2050. Honda has laid out an electrification strategy leading to 100% zero-emission automobile sales by 2040, including the introduction of both battery-electric and fuel cell electric vehicles like this new CR-V e:FCEV model.

—Mamadou Diallo, senior vice president of Auto Sales, American Honda Motor

The CR-V e:FCEV is built at Honda’s Performance Manufacturing Center in Marysville, Ohio, and is the only fuel cell electric passenger vehicle made in the US.

Fuel cell application roadmap. Honda has identified four core domains for the initial utilization of its new fuel cell system: FCEVs, commercial fuel cell vehicles, stationary power stations and construction machinery. While initial FCSM production will be used in support of Honda internal initiatives and FCEV sales, Honda is exploring external fuel cell business opportunities with a goal to begin external deliveries of the fuel cell system modules in the near future. The company envisions initial sales of 2,000 units per year and then expanding sales in stages.

Honda began demonstration testing of a stationary fuel cell power station on its Torrance, Calif. campus in March 2023, marking the company’s first step toward future commercialization of zero-emission backup power generation. The fuel cell power station supplies clean and quiet emergency backup power to Honda’s data center. In December 2023, Honda also announced a similar joint project in Japan where Honda will establish a stationary fuel cell station to power a Mitsubishi data center.

Backup power systems utilizing hydrogen fuel cells offer a promising future for clean, yet reliable and high-quality power generation, especially when operating on green hydrogen made from renewable sources, with water vapor as the only emission.

Future stationary fuel cell (FC) units intended for commercialization will utilize the new Honda FC system. In the coming years, Honda will begin applying stationary FC power station technologies now under development—featuring a next-generation FC system with further cost reduction and improved performance—to Honda facilities and data centers globally.

In the area of commercial vehicles, the GIGA FUEL CELL, a zero-emissions fuel cell-powered heavy-duty truck currently being co-developed by Isuzu Motors Limited and Honda Motor Co., Ltd. was shown for the first time at the Japan Mobility Show 2023.

In addition to conducting joint research on fuel cell heavy-duty trucks, the two companies have begun demonstration testing of a prototype model on public roads in Japan in December 2023, and plan to introduce the production model to market in 2027 by fully leveraging the technology, experience and knowledge gained through the joint research.

Moreover, Honda is preparing a proof-of-concept Class 8 hydrogen fuel cell truck in the US and is in talks with potential customers.

Honda also will take initiative to apply its fuel cell system to construction equipment such as excavators and wheel loaders, contributing to the realization of carbon neutrality for construction machinery.

Honda is conducting advanced research and development of hydrogen technologies while envisioning use in outer space, another potential area where hydrogen technologies such as a fuel cell system and high differential pressure water electrolysis technologies can be utilized. In addition to water and food, people need oxygen, as well as hydrogen for fuel and electricity for various activities supporting life in space.



Japan, South Korea, China and Europe are now all putting in hydrogen stations to provide fuelling for long range BEV trucks, so unlike previously fuel cell cars can piggyback on existing infrastructure.

I am not clear what is happening in the US.

' With a 270-mile EPA driving range rating, CR-V e:FCEV combines an all-new US-made fuel cell system along with plug-in charging capability designed to provide up to 29 miles of EV driving around town with the flexibility of fast hydrogen refueling for longer trips. The vehicle has a 17.7 kWh battery pack.'

Which makes criticisms centred on the 'fuel inefficiency' of hydrogen compared to batteries moot, as for everyday running around batteries will do the job anyway, and we have been told umpteen times that most runs are modest, and the battery in an FCEV is not subject to losses and low range due to the cold, as the fuel cell waste heat keeps it at optimum temperature.

On the other hand, when you have a long run provided there are hydrogen fuelling stations it is way more flexible than a BEV, with refills taking comparable times to gas cars.


I don't get this new trend towards ICE engines burning hydrogen. Hydrogen is expensive enough to waste it in an internal combustion engine.
What's the problem with fuel cells? I thought the technology was mature enough for commercial use.


' For additional convenience, the included Honda Power Supply Connector utilizes a 110-volt power outlet that can deliver up to 1,500 watts of power, turning CR-V e:FCEV into a clean power source capable of running small home appliances, portable air conditioners, power tools, camping equipment, and more.'

In earthquake and fire prone areas, more than handy.

I'd like to see a truck version.
Those of us who have done construction know how useful that would be.


Video here with an annoying voice over:


No flat load platform for this, and it is not going to be fast with a lot of weight and modest power.


It will be fascinating to see how this fares in the marketplace.

The upside of this PHEV FCV as Davemart and Rover Pham have pointed out many times in these comments, is that it reduces dependency on the limited H2 refueling infrastructure by extending the H2 refuel interval. Also reduces the annual cost of H2 significantly if plugged in daily, possibly even at both home and work.

But the long distance travel will be limited in CA to north-south corridors, nixing any eastern travel from the coast, such as the popular destinations of Las Vegas, Phoenix, or Lake Tahoe/Reno.

So unless you have a proscribed driving pattern, or a second car for trips, the audience for this vehicle will be limited to folks really enthusiastic about H2.

Getting this vehicle to market at a competitive price will be even more challenging. EVs with 320+ miles are selling under $50k, a few can be had for the low $40s. They are far more convenient to fuel than FCVs, even on north-south trips in CA, since the electric refueling infrastructure is practically everywhere except deep in the forest in the Sierras or Redwoods.

Even the lodge in Yosemite Valley has EV charging.



To be clear the vehicle in the recent news I like is the BYD Seagull BEV, cheap and with limited range, just like me!

Although I am an advocate of using fuel cells and hydrogen where appropriate, I dislike this fat arsed implementation almost as much as I dislike the Tesla Model S, alhough not so much as the entirely ludicrous and pretentious pedestrian killer Cybertruck, let alone the Rivian.

And any comments that I am also far arsed and far too heavy, although perfectly accurate, are most unkind.

Small and light, not shifting around more pounds than you need to, or emitting more particulates into the atmosphere than you have to, is the way to go, IMNVHO

Move the shops nearer to where you want them, and walk, like all the poshest neighbourhoods now do, and all neighbourhoods used to before the fad for automobiles, is the way to go!

Roger Pham

The Plug-in FCV (PFCV) would enable the H2-filling infrastructure throughout the entire USA in a heart beat, as well as rapidly promote the growth of Renewable Energy. Here's how:

1.. With enough daily driving range on electricity, the PFCV would need H2-fill-up only once a month. This would allow stations to be as far away from home as 20 miles. A large metroplex in the USA have radius no more than 20 miles from the center. This would means only ONE centrally-placed H2 filling station would be needed per even large metroplexes such as Los Angeles, San Francisco, Dallas-Ft Worth, Washington DC, Seatle, Miami, etc...
83% of USA population live in over 300 metroplexes like above.
There would need have ONLY 400 H2 filling stations for the entire USA to permit coast-to-coast traveling, with distances between metroplexes under 250 miles.
At $1M to $2M cost per H2-filling stations, the total cost would be UNDER $1Billion USD to enable H2 driving for the entire urban USA population. This is FAR LOWER than what the $7.5 Billion the Biden Adm paid for the US EV charging infrastructure.

2.. Most interstate and intrastate freeways converge at the center of the metroplex, and that would be where one would place the ONLY, the SINGLE H2 filling station for the entire metroplex. Before embarking on a long-distance trip, one will just have to fill-up with H2 at the center of the metroplex.

The H2-filling station can be a mobile one, with H2 dispensers built-in to the H2 carrier truck. The trucks will carry H2 made from solar and wind farms at the periphery of the metroplex into the center of the metroplex, and parked there for car to re-fuel. When one H2-filling truck is near-empty, another truck will arrive to replace the empty H2 truck.
These H2-refueling trucks are made in factories where automation can drastically reduce construction costs, so the cost per H2 stations will be far lower than the $1M to $2M price tag quoted right now. Multiple number of trucks will constantly be used to for PFCV refueling and for transporting the H2 from the Solar and Wind farms to the center of the metroplex, in order to ensure the reliability of the H2 stations, because there will be only ONE H2 refueling station per metroplex.

3.. There have been concerns that people who own PHEVs do not plug-in their vehicle as often as they should, and this PFCV would address this issue, by being much more convenient to plug-in daily, or twice daily, than having to drive some distance to the H2-station for filling up. Plug-in or not, the emission benefit will still be there when using 100% Green H2.

4.. In time, there will be many MORE H2-filling stations per metroplex than the ONLY ONE station in the initial stage. Through large-scale utilization and mass production, Green H2 when sourced from local Solar and Wind energy will be cheap at the pump. This would enable more H2 utilization for driving or for supplying power to the grid during periods of low Solar and Wind energy supply or periods of very high grid power demand, to ease the burden from the grid. So, PFCV charging from the grid will be done ONLY when there will be a grid-surplus of Solar and Wind energy. So, the PFCV if used in this way, is capable of running on 100% Renewable Energy as well as help backing up the grid during periods of high power demand... and thus will greatly help boost Renewable Energy growth.

Roger Pham

A Plug-in FCV, or a H2-PHEV with a plug-out capability to supply a house with many kW of power during power outage is extremely valuable for the growth of EVs and for Renewable Energy integration into the grid. This is because the coming growth of EVs will put extreme strain to the grid, and the growth of Renewable Energy (RE) will likewise do the same, when the huge surge of power during sunny AND windy days from all the wind and solar farms will wreak havoc on the grid's fragile power transmission. Having H2 production facilities right at the solar and wind farms will soak up these RE surplus power and thereby easing the strain on the grid, as well as ensuring VERY LOW Electricity cost for the electrolyzers, as low as 2-3 cents per kWh. This will ensure cheap H2 when produced locally and delivered via mobile H2 dispensers that can be driven from the farm and parked anywhere needed to dispense the H2. These H2 mobile truck dispensers can be parked throughout the periphery of the metroplexes in most neighborhoods to allow quick and convenient and CHEAP Green H2 to all H2-Vehicles nearby.

Then, each home that own a PFCV or H2-PHEV can generate their own electricity from their vehicle during periods of peak grid power demand, thereby easing the burden on the grid and minimizing the cost to expand the grid. Further expansion of H2 green production capacity will require pipelines to transport locally-produced H2 to underground caverns for storage during periods of peak RE production for use in seasons of high energy demand.
Thus, the Plug-in H2 vehicles will be a catalyst for the rapid expansion of H2-refueling infrastructure and for rapid RE deployment.



I'm not convinced that you could build a public toilet in valuable downtown real estate for a million dollars, let alone a H2 refueling station with enough parking for dozens (or hundreds) of cars waiting their turn. I also don't know why drivers would want to take an hour-long trip downtown during rush hour for the privilege of paying more for "liquid electricity" that's available in its original form at home.

Your scenario might make some sense for long-haul trucking, where you can build outside of populated areas and battery solutions aren't available yet, but as a consumer why would you want to pay a lot more more money for a lot less convenience? You can already drive coast-to-coast in the US with an EV, it's not an unusual thing to do. Most drivers don't really mind that their "fuel stops" last 30 minutes instead of 10, since they can eat and go to the bathroom during these 30 minutes. Most states don't allow you to refuel unattended, so liquid fueling often takes longer than EV charging.


This configuration provides flexibility, charge when you can fill when you can.
Charging takes more time filling takes less time, in the Los Angeles area there are more hydrogen filling stations over time, we will see how this goes.

Roger Pham

A skeletal number of H2 mobile stations of just 1 per metroplex is just the beginning. Soon, moer will come, to every neighborhood. Using the H2 carrier truck that can dispense H2 as well, a H2 station can be placed instantly at the parking lot of any department stores or any business. At the solar and wind farms, the H2 trailer tankers can serve as storage tanks to get stuffed with H2 as it is being produced. Do you see the economics of this scheme? Very economical and most cost-effective investment to ensure that H2 stations will pop up all around the city, everywherem selling dirt-cheap H2. Who needs pure BEV with the humongous battery pack?


Bernard makes some good points. Hydrogen fuel stations cost $3-4 million each, and each station would certainly not have the capacity to service a small city, even if those cars only refueled with once every two months.

300+ mile electric range and 250kW supercharger type fast chargers make long distance drives very convenient. I’ve driven NY to CA three times, and San Diego to Seattle and south Florida to Montreal. Numerous trips from the west coast to New Mexico and Colorado. It’s easy with all the map / navigation software available, including the dashboard systems in most cars.

With all automakers, including laggard Stellantis, adopting NACS, and most automakers cutting deals with Tesla for access to their network, the biggest pain point for crosss country travel, reliable fast charging for non-Teslas, will get vastly better over the next few years.

Electrify America and EVgo will need to step up their
game and create reliable networks or they will be toast.

Imagine being a VW exec and ceding that ground to Tesla because you couldn’t get your gear to work.

Roger Pham

With a Plug-in H2 car, you can fast charge it at a fast charging station in about 15 minutes to drive 40 miles. You only neeed H2 about once a month on a leisure trip during off hours. That is for the beginning. Soon, H2 will be dirt-cheap and be available everywhere, so why not own and enjoy a Plug-in H2 car?


@Bernard said:

' I'm not convinced that you could build a public toilet in valuable downtown real estate for a million dollars, let alone a H2 refueling station with enough parking for dozens (or hundreds) of cars waiting their turn. '

I would largely agree, although hundreds of cars waiting their turn seems entirely imaginary save in some emergency.

Hydrogen filling stations now are largely being built to service trucks most places in the world, with a side benefit of being able to service FCEV cars at little extra cost.

So you would have hydrogen filling stations on the city outskirts on the freeways.


ECI said:

' Imagine being a VW exec and ceding that ground to Tesla'

VW executives don't have to imagine that, that is the reality they have lived with for years,

And not just to Tesla, but to Toyota who, as a mass manufacturer kept their eye on what people can actually afford aroung the world, and what the availability of reliable charging actually is in most places and countries, and consequently did not go all in on premature shift to batteries, which may be fine for a premium supplier like Tesla, but is WAY too expensive for most folk.

And now, with cars like the BYD Seagull from China, which is a modest all electric car, the folly of VW management is going to become even more clear.



You ain't gonna bother knackering your PHEV FCEV battery by fast charging it.
When the battery runs short of energy, it will be recharged by the fuel cell, as it was designed to do.

People will charge their battery overnight on slow charge for local running around.


Roger as always I enjoy your comments, thanks.

Roger Pham

Thank you, SJC, for being on the same page.
Thank you, Davemart, for agreeing that green H2 will be widely available and affordable. As I see it, each PFCV can be plugged-in at home to be charged with wind energy at night and plugged-in at work during the day to be charged with solar energy during the day. However, during calm nights and cloudy days, these PFCVs can sell the power back to the grid to help out during those moments of grid power shortage. This will help to rapidly expand Renewable Energy to allow us to reach zero-emission in time to avert climate catastrophe.
Otherwise, the growth of RE will stall when there will be increasing periods of huge RE surplus that will not bring back return of investment to the investors.

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