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Honda begins production of CR-V e:FCEV fuel cell plug-in EV in Ohio

Honda started production of the all-new 2025 Honda CR-V e:FCEV fuel cell electric vehicle (FCEV) at the Performance Manufacturing Center (PMC) in Ohio. The all-new CR-V e:FCEV is the only FCEV made in America, as well as the first production hydrogen FCEV in the United States to combine an all-new US-made fuel cell system with plug-in EV charging capability.


The CR-V e:FCEV received a 270-mile EPA driving range rating, combining the fuel cell system with plug-in charging to provide up to 29 miles of EV driving around town with the flexibility of fast hydrogen refueling for longer trips.

In addition to producing the Honda CR-V e:FCEV in America, the next gen fuel cell system that powers it is also made in the US at Fuel Cell System Manufacturing LLC, in Brownstown, Michigan—the joint venture production facility established by Honda and General Motors (GM).

The new fuel cell system was co-developed by Honda and GM, achieving higher efficiency and increased refinement, with durability performance doubled and cost reduced by two-thirds compared to the previous fuel cell system in the Honda Clarity Fuel Cell.

PMC Innovations for CR-V e:FCEV production. Production technicians at PMC navigated several challenges related to new production equipment and processes to effectively transition from building the Acura NSX supercar to the Honda CR-V e:FCEV. Following is a look at several of these key initiatives.

New components: PMC technicians are taking on multiple new assembly processes specific to producing a vehicle powered by both a fuel cell system and a plug-in EV battery, requiring multiple connections for the vehicle’s two power sources and the Power Supply Connector that can provide electrical power for various external devices. These include:

  • Sub-assembly of two hydrogen tanks, attaching high pressure piping and other parts and then installing the tanks in the vehicle.

  • Compressing hydrogen to 10,000 PSI via a new onsite station used to fill the CR-V e:FCEV hydrogen fuel tanks.

  • Installation of the fuel-cell system along with connecting high pressure piping and wiring.

  • Sub-assembly and installation of the under-floor battery.

New Weld System: Transitioning to the CR-V e:FCEV required a complete transformation of the Weld Department, from a highly-automated welding system created for an aluminium spaceframe to a multi-material unibody construction.

The previous robotic weld system was removed and replaced with new steel welding robots which were installed with characteristics of a traditional weld system but are unique from mass production plants with a flexible fixture system that rolls around on a track.

PMC technicians also now perform some manual MIG welding to apply welds that are difficult for robots to reach to attach closure parts for the doors, hood and tailgate.

Paint System Modifications: The larger and heavier all-steel body of the CR-V e:FCEV requires a different corrosion protection application process than the smaller, all-aluminium Acura NSX.

The CR-V e:FCEV marks the first application in Honda North America of zirconium to a mixed metal, uni-body, and utilizes the same high-appearance paint coating as the NSX. The E-coat dip tank was designed for the smaller surface area of the NSX spaceframe, not a full frame vehicle like CR-V with more surface area inside. As a result, engineers had to modify the dip tank to enable the CUV body shape to enter at a 38-degree angle, steeper than the 15-degree angle for NSX. More precise control of the E-coat pumps also was required for CR-V, to create higher circulation of the E-coat to cover the surface area inside the frame.


The body of the all-new 2025 CR-V e:FCEV is e-coated at a 38-degree angle to accommodate the CUV body style at the Performance Manufacturing Center, steeper than the 15-degree angle for the Acura NSX.

Following e-coating, but prior to application of the final paint finish, sealer is applied to prevent water leaks. The CR-V body is mounted on a rotisserie, but unlike the previous equipment arm used to turn the lighter NSX spaceframe, a more robust arm that can maintain stability of the heavier CR-V steel frame is used to turn the frame on its side. This enables associates to apply sealer manually similar to the application for the NSX.

Production of the FCEV at the PMC also is laying the groundwork for production of battery-electric vehicles at the Honda EV Hub in Ohio from the standpoint of software for the Integrated Power Unit (IPU).

CR-V e:FCEV. The Honda CR-V is America’s best-selling CUV of the past quarter century, and the CR-V e:FCEV builds on that foundation to deliver top class cabin space, cargo capacity and power.

Honda engineers optimized CR-V e:FCEV’s steering and suspension tuning to deliver the same sporty driving experience and class-leading refinement as turbo and hybrid-powered CR-V models. Moreover, the driver can customize the driving experience of the CR-V e:FCEV with selectable drive modes, including EV modes to maximize efficiency and a Sport mode to prioritize acceleration and responsiveness.

Refueling with hydrogen takes about the same time as filling a tank with gasoline. Recharging the Honda CR-V e:FCEV takes just 1.8-hours using a level 2 charger and adds up to 29 miles of battery-powered range for short trips around town.

The Honda CR-V e:FCEV also features the Honda Power Supply Connector, turning the CUV into a clean power source capable of running small home appliances, power tools or camping equipment, as well as charging the new Honda Motocompacto e-scooter.

Honda Hydrogen Business. Honda has identified four core domains for the utilization of its fuel cell system. In addition to fuel cell electric vehicles (FCEV), the Honda hydrogen business strategy includes commercial vehicles, stationary power stations and construction machinery. Honda is engaged in collaboration with other companies in pursuit of these business opportunities.

Honda recently debuted a Class 8 Hydrogen Fuel Cell Truck Concept powered by three Honda fuel cell systems to showcase the start of a new demonstration project aimed at future production of fuel cell-powered products for the North American market.

Honda also 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.

Honda also is looking at the application of its fuel cell system to equipment such as excavators and wheel loaders, which account for a large segment of the construction machinery market.

Honda Electrification Strategy. Honda has a vision to make battery-electric and fuel cell electric vehicles represent 100% of its new vehicle sales by 2040. Toward this goal, Honda is establishing its “Honda EV Hub” in Ohio where the company will begin production of EVs in North America.

Honda also recently announced plans to build a comprehensive EV value chain in Canada with an approximate investment of USD$11 billion, to strengthen its EV supply system and capability to prepare for a future increase in EV demand in North America. It is the role of the Honda EV Hub in Ohio to establish the expertise and experience for EV production that will be shared across the Honda production network in North America, including the EV value chain initiative in Canada.



And bang goes the ratioinale that fuel cell vehicles are hopelessly inefficient in fuel use compared to BEVs.

The fuel cell kicks in when needed, making it the ultimate hybrid, especially for places where it can get chilly, as the excess heat from the fuel cell keeps occupants and the battery at optimum temperatures.

Downsides is that packaging for the tanks is still an issue, and greater system complexity than in a BEV.

The tester will be in China and Europe, where hydrogen stations are being built out in reasonable volume, and in the former where the cost of green hydrogen is very competitive.


Who would buy this with their own money? It has less range than similar-size EVs from Tesla, Volvo, Nissan, Polestar, VW, etc., costs several times more to fuel, and it's likely to cost a lot more up-front. Plus you literally can't take it anywhere since you need to stay within 200km of an H2 fuelling station.

I guess you can sit there and admire the technology (while you wait for a tow to the fuel station?), but it is obsolete from day 1.


Luv it!
I refill mine every other day at my conveniently installed home hydrogen station in my single family home garage. My forward thinking city has piped hydrogen into virtually everybody's home here. My personal station cost only $300,000, and my homeowner's insurance is only $10,000 monthly now.
What was that sound? Oh, it was just our friendly neighborhood oil company CEO's celebration spilling out from my basement. Silly us, left the window open again. All that super strong pot smoke down there, makes one a little dizzy, maybe even delusional.



The range is more than adequate because of the short, (under 10 minutes) refueling time.

This sounds like the vehicle Roger was recently hoping for except they’ve replaced the cheap, noisy, toxic fume producing ICE with an expensive FC. This is also what many of us prescribed years ago; Drop the religion, add a big battery, include a plug, and use the FC as a range extender.

Noticeably they did not mention the output of their stack. This is may be because a significant portion of the ~70% cost reduction of the stack may be from a significantly lower output. As a range extender they don’t need 100-150+ kW output that others have designed in.

I would venture to guess this was designed for the Japanese market. The average Japanese driver does about 80 miles per week and 29 miles of AER might mean rarely having to add expensive H2.

The California / US FCV market almost doesn’t exist anymore. We’re on pace to lease or sell fewer than 900 vehicles CY2024. The European market is even smaller and the Korean Chinese markets prefer home grown products.


Hi Gasbag:

' It is expected to use Honda’s next generation fuel cells and boast 270 miles in driving range, with an additional 29 miles provided by the 17kWh battery.

With an anticipated power output of 92.2kW, the fuel tank will have a capacity of 4.3kg and require compressed hydrogen gas.'

Cost reduction is happening all across the board, with much simplified systems in hydrating stacks etc.

Fuel cell vehicles can only sell where there is infrastructure built out.
It is as sensible to dismiss the tech before that is done as it was to dismiss BEVs on the grounds that there was no where to charge them, which many sought to do as they started to be introduced,

It is also ludicrous to attempt a dismissal based on the very high prices of hydrogen delivered in homeopathic quantities to outlets in California.

Where fuelling infrastructure is going in, primarily for trucks, is overwhelmingly in China, but also in Europe, Japan and South Korea.

At that stage some higher volume production and sales can take place.


In nearly a decade of BEV driving, I've never - even once - experienced the desire for a hybrid vehicle let alone a contraption based on H2.


The 10 minute refueling time for H2 only applies in specific circumstances:
You are already at an H2 fuel station. It's more likely that you had to drive an hour or more out of your way.
There is no-one ahead of you, so you don't need to wait while the station re-pressurizes.
The station isn't out of service. That should be a given, but it comes-up often enough in "living with a Mirai" articles that it's worth mentioning.

Compare and contrast with electrical charging, which is the same experience as charging your phone (except you only have to do it once a week): plug it in, go and do other things. Unplug when you need your car again.

Davemart, H2 prices may eventually come down, however the process of generating and consuming H2 is much less efficient than using electricity directly, so it's unlikely that H2 will achieve cost-parity in the foreseeable future.

Roger Pham

Hi Gasbag,
You've read my mind. Indeed, I've been advocating for a Plug-in FCV in this and other fora for over 10 years now, because the Plug-in FCV with at least 40-mi AER and 300-mi H2 range is instrumental in spreading FCV ownership throughout the USA. With 40-mi AER, the need for and frequency of H2 filling is much reduced. Thus vehicles can be refilled in over once a month vs weekly, thus permitting a single H2 station at 20-30-mi radius from home, thus only 1 station is needed for the entire large metroplex, thus greatly reducing filling infrastructure investment.

There are 387 metroplexes in the USA, thus only less than 500 H2 stations would be needed for the entire continental USA, and at $2 million a piece, only $1 Billion USD of initial investment needed...comparing to the US gov spending of $7 Billion to expand the EV charging net work. The centrally-located H2 station per metroplex can be located near the junctions of all the interstate highways coming to town to make for convenient filling up for long-distance travelers. If the metroplexes are more than 250-mi apart, then a H2 station would be necessary in the middle, but this would be rare. Most metroplexes are less than 250 mi apart, well within the H2 travel range of the 300-mi H2-range PFCV.
Now, with H2 network for fueling FC trucks, the national network of H2 stations would be even more feasible.

The easiest way to deploy H2 filling stations is to have a trailerable H2 tanker with built-in H2 dispensers. This mobile H2 refill station can be parked at any parking lot, and when empty, another tanker can be moved in to replace the empty tanker to be towed away. H2 can be produced from local solar and wind farms to fill up these tanker and mobile H2 stations. In the future when H2 will replace Natural Gas in the local gas distribution network, then the permanent H2 stations will simply obtain H2 from the local piping system, compress it and dispense it.

It is possible to build a Plug-in FCV (PFCV) to have the same internal space as a Tesla, because compressed H2 at 700 bar has 1,500 Wh per liter, while Li-ion battery has 500 Wh per liter. Even though the BEV has twice the mileage per Wh of energy, the volumetric energy density of H2 is still 3 times higher.
Image two H2 tanks having under 9-inch inner diameter and 80 inch long placed longitudinally in the center line of the vehicle serving as structural backbone as well, capable of holding 6.25 kg of H2. The battery pack can be placed below the rear seat and behind the H2 tanks., thus allowing the entire rear trunk space unaffected.

Roger Pham

I hope the posting above has answered some of your questions. Who would buy this with their own money? Early adopters and admirers of new technologies would be the first wave of buyers, then the PFCV tech and the H2 fuel will become more affordable for the rest.
As far as Zero-Emission Vehicles are concerned, the PFCV can address several shortcomings of the full-BEV, including quick refill time and much lower battery replacement cost with the battery being 1/5 the size of a full BEV of comparable range.


Delivery fleets might be interested in fuel cell range extender vehicles they put on a lot of miles and they need them in operation as many hours as they can get I could see the Honda fuel cell in an airplane using lh2 we will see what happens

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