Lh idrive hybrid golf clubs12/31/2023 The powertrain is, of course, central to the iX5 Hydrogen's driving experience, but not in the way you might expect. However, unlike the i4 and iX, the iX5 Hydrogen has a small battery, which means fewer precious metals are needed to build it. When that isn't required, though, the fuel cells send their electricity straight to the motor, which is much the same as the ones found on the existing BMW i4 and iX electric vehicles. Those tanks feed a bank of hydrogen fuel cells taken from the Toyota Mirai as part of BMW's collaboration with the Japanese brand, and the electricity produced there is used to fuel a small high-performance battery, allowing instant acceleration. Deep in the bowels of the car is a pair of pressurised tanks carrying up to 6kg of hydrogen at 700 bar - the same level of pressurisation set to be used in hydrogen trucks. That space exists primarily because BMW has managed to squeeze the iX5 Hydrogen's running gear into the space normally taken up by the X5 xDrive45e's transmission tunnel, fuel tank, battery and motors. That means you get a 500-litre boot (down 150 litres on the standard X5, but still as much as you get in a 3 Series Touring) that expands to more than 1,700 litres when you drop the rearmost seats. Interior space is good, too, with much the same cabin as the X5 xDrive45e plug-in hybrid. That's partly because you get all the same technology, including the infotainment system and the digital instrument display, as well as the iDrive rotary controller that makes BMW's infotainment one of the best in the business. Blue bits aside, it's just as classy a place to sit as an average X5's interior. Naturally, the build quality and the technology on display are much the same as that of the conventional BMW X5, with similar materials and finish ensuring an upmarket, premium feel. In fairness, that's barely more lurid than the interior of a plug-in hybrid 3 Series, so it's hardly a great issue. Of course some of the displays are slightly different - economy is presented in miles per kilo of hydrogen, for example - but it's all very conventional inside, despite the blue trim on the dash and the bright blue starter button. Inside, the story is much the same, with BMW maintaining the familiar X5 interior, right down to the instrument cluster and infotainment screen. However, although the cells need to vent out the water vapour that's a by-product of creating that electricity, there are no tailpipes sticking out of the rear valance. The iX5 Hydrogen even has a similar grille to the internal combustion-powered versions because the fuel cells need to breathe in oxygen-rich air if they're to create any electricity. Were it not for the blue patterns down the side, the blue accents around the grille, bumpers and sills, and the 'Hydrogen' lettering emblazoned down the sides, you might be forgiven for thinking this was a conventional petrol- or diesel-powered BMW. Or at least it does if you can ignore the blue-on-white livery BMW has adorned these test mules with. In the metalįrom the outside, the BMW iX5 Hydrogen looks very X5-ish. Built in small volumes, it's here to teach BMW the ropes as it embarks on a lengthy test period, and there are no plans to put this car on sale. Essentially a fuel-cell X5, the car offers a 500km range and can be filled in five minutes, but it's just a test bed at present. For those who tow, regularly travel long distances or simply live where charging is difficult, BMW sees hydrogen as a potential solution.Īfter quite a long gestation period, the company is finally ready to let us loose in its pilot project - the iX5 Hydrogen. They reckon hydrogen fuel cells and batteries should work in tandem to bring down emissions, with Europe's smaller cars - the majority of those on the road - using batteries, while larger cars, vans and trucks can use hydrogen. Those ever-sensible Bavarians, on the other hand, take a more nuanced view. That way you cut the losses along the way. Some say rapid fuelling times and the cleanliness of the fuel cell's sole emission (water) make it ideal for the vehicles of tomorrow, while others say hydrogen is too difficult to extract and too inefficient a fuel, particularly when you could make the electricity you need to create hydrogen in the first place and then feed it straight to the car. Ironically, for an element that loves to hook up with other things, hydrogen has become quite a divisive fuel.
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