A Revelation!
Not based on our usual criteria, we tested a customer’s (Brétéché Group) Hyundai XCient Fuel Cell on the roads of Vendée. This allowed us to identify its driving characteristics and potential missions. It is also the first time a fuel cell model has been test-driven in France.
By Jean-Philipe Pastre
Two models are available in Europe: the 4×2 and 6×2/4 configurations. The latter, tested here, shows the most commercial promise in France due to load capacity and body flexibility. The Hyundai XCient Fuel Cell is a heavy distribution truck, evidenced by its cabin width of 2.54 m. Designed from the start for both carriage and towing, it has a GCWR of 42 tonnes. Despite its size, it can navigate cities with low-emission zones thanks to its Crit’Air 0 (or electric) badge.
For the Solutrans 2025 show, Hyundai Hydrogen Mobility (the European subsidiary, based in Germany, focusing on this range) announced several advancements (not seen in this test vehicle): fuel cell power increase from 2×90 to 2×110 kW (continuous), optional rear-view cameras, dashboard update with a large secondary touchscreen, and an electro-pneumatic parking brake with automatic actuation. These do not alter the core design. To preserve payload, a common issue with battery vehicles, only 72kWh is installed. The Lithium-ion modules (with no further details) are directly sourced from Hyundai’s automotive range (three 24kWh packs).
For recharging, Hyundai adopts a novel concept, relying on two Hyundai HTWO fuel cells. The test model had the 2x90kW generation (continuous power rating). Hyundai HTWO developed a 110kW version per stack since then. It will be announced at Solutrans for the 2026 generation. No charging socket is provided. The fuel cell maintains and charges the traction batteries, akin to Toyota hybrid cars but without an internal combustion engine, a setup seen in buses (notably Solaris Bus, Heuliez, or the late Van Hool). The Dana TM4 electric rotating machine transforms kinetic energy into electricity during deceleration and braking. For the European versions of the Hyundai XCient Fuel Cell, hydrogen storage is managed by seven tanks from the French-German supplier Forvia, mounted on a crash-tested frame by the German specialist Paul Nutzfahrzeuge. This setup corresponds to 31.5kg of compressed hydrogen at 350 bar. Hyundai HM claims a practical range of about 400 km for towing, and over 400 km when not towing.
Engine
Hyundai uses a well-known rotating machine: a unit from the Dana TM4 Sumo HP. It’s recognized in the bus world and increasingly common in electric industrial vehicles. The selected model offers significant torque and power: it develops 2237Nm of torque and 350kW of power! Hyundai HM could push further if needed, as this traction set is approved by Dana up to 540kW and 2500Nm of torque! Given we were slightly over 22 tonnes, the current setup provided outstanding acceleration. The machine has its cooling system. To support 42-tonne GCWR missions, Hyundai included a gearbox to optimize traction abilities. Interestingly, they chose an Allison Transmissions automatic gearbox with epicyclic gears and torque converter. As usual with electrics, the rotating machine operates as both a motor and generator, depending on driving conditions. Dana supplies the rotating machine with power electronics, also branded Dana TM4.
Transmission
The dream with an electric truck is a direct transmission without a gearbox. This setup lets you enjoy all the benefits of electric rotating machines without torque loss from shifting gears. Hyundai found a unique and efficient compromise, using a genuine automatic gearbox with planetary gears and a torque converter. An Allison 4500R designed for 6 or 7 speeds was used, with our test setup at 6 gears. The converter’s bridging function activates from the 2nd gear for optimal mechanical efficiency.
Hyundai configures the vehicle to crawl when “ready to move.” This is pleasant in maneuvers or stop-and-go traffic. The gearbox is unobtrusive on the road; you only notice its work via the energy indicator’s movements. It only reminds you during a forced gear drop to 1st gear when accelerating from a stop, like at a busy intersection. Power demand triggers a rapid but harsh return to 1st gear. The rear axle tire screech could be heard in the cabin. Remember, we were at 22 tons. The transmission operates smoothly most of the time while preserving excellent acceleration. The gearbox reacts instantly to the gear selector, which is pleasant.
Suspension
In essence, nothing to criticize here, the model is classic yet effective: an 8 mm thick ladder chassis, rigid front and drive axles with parabolic suspensions, a third independent wheel axle with electro-hydraulic actuation. The front axle has an 8-ton capacity, but Hyundai Hydrogen Mobility requested a 9-ton variant to ease bodywork. The drive axle is rated for 12.5 tons, and the rear steering axle handles 8 tons, all with full pneumatic suspension. Here, the third star is warranted. The hesitation came from the steering. The oversized and somewhat intrusive steering wheel challenges the driver. Its large diameter requires extensive arm movement on winding roads or roundabouts. During our test, this became quite noticeable. This is regrettable since the steering assistance is strong enough to eliminate resistance from the two steering axles. Another steering downside: a shimmy feeling on uneven small roads in Vendée, though not felt on highways. With lane-keeping systems mandated by GSR-II, the steering will switch to electro-hydraulic in 2026. Will this improve matters? We shall see…
Tyres are standard: 315/70 R 22.5, here fitted with Goodyear KMax. Note the factory-fitted lightweight alloy wheels, a thoughtful touch by Hyundai reducing unsprung weight.
Braking
The test was conducted in a non-Alpine area, limiting our assessment of brake endurance. However, pedal consistency and force feedback were good, as is linearity. The parking brake is a traditional lever, well positioned. There will be future updates from Solutrans 2025 with an electro-pneumatic paddle control. The driver has two deceleration aids: the electric rotating machine’s regeneration and the hydro-dynamic retarder integrated into the Allison automatic gearbox. In its basic form, it has a 373kW holding capacity. Two safety features are better than one, especially with full batteries.
Hyundai maintains the battery charge around 70%, ensuring room for kinetic energy recovery, and there’s a dashboard switch to couple regeneration/retarder with service brakes, like buses. In practice, we preferred manual lever control.
A slight letdown is the non-linear deceleration when activated. The power is sometimes overwhelming, especially during quick downshifts. This issue isn’t new in battery trucks but should be nuanced based on vehicle load. In mountainous areas, or fully utilizing the 42-ton GCWR, the feel might differ, enhancing linearity. Current market standards apply: disc brakes on all wheels with mandatory safety systems (ABS, electronic force distribution, two-circuit electro-pneumatic EBS, AEBS emergency braking). The AEBS didn’t trigger unnecessarily, either manually or with ACC speed control.
Cabin and Body
This truck’s initially road-focused design is evident from the high cabin step, accessible via wide, deep, aligned steps. This highlights the dual nature of this truck, fitting both road and urban requirements. Hyundai Hydrogen Mobility chose a deep, non-sleeper cabin for Europe, offering ample seat adjustment range. The roof is normal height, limiting storage space.
An unusual foldable bunk is included but best for short naps or small frames due to its size. It’s a shame, as the finish is impeccable in paintwork and interior or exterior fittings. Forward visibility is reasonable but limited by cabin height. Side mirrors are typically Asian with two right-side viewfinders. The major issue is the left mirror block obstructing roundabout entries. Its casing thickness and proximity to the windshield pillar create a significant blind spot. A pity, as mirrors provide clear and stable images.
Hyundai Hydrogen Mobility plans to offer rear-view cameras from Solutrans 2025. For bodywork, options are limited to two truck types, a 4×2 and a 6×2/4, with four wheelbase choices: 5000+1350 mm; 5330 mm + 1350 mm (medium, as tested); 5530 + 1350 mm, and 5970 + 1350 mm. This corresponds to lengths between 9780 mm and 12035 mm. Brondy Body created a sliding curtain bed with a Dhollandia DH 2505 liftgate for Brétéché Group, with a 2000 kg capacity. Luckily, the 5330 + 1350 mm medium wheelbase offers the longest rear overhang (3295 mm), easing liftgate installation. The finish commands respect; no structural or side noise during driving, even on rough roads. Brondy Body added side fairings to protect heat exchangers, enhancing overall presentation quality.
Hyundai considered a factory-integrated switch on the dashboard for body power supply. If a PTO is needed, Allison Transmission offers the 4500R with an integrated PTO (output position at 1:00 or 8:00 up to 930Nm continuous). Hyundai HM selected an ePTO (dedicated electric supply) instead. No power figures for the ePTO were provided, likely pertinent for temperature-controlled or environmental services (removable container arms, waste collection).
Body builders need to be cautious of the imposing tank rack affecting front axle load distribution and entry body offset, inevitably pushed rearwards. Chassis rails aren’t free due to many heat exchangers and battery packs. For temperature control, think under-body refrigeration groups, as top cab protrusions are blocked by the tank tower. Complex bodywork remains akin to electric battery vehicles, requiring ingenuity from body builders.
Comfort and Handling
Comfort and handling were somewhat compromised by shimmy effects on uneven small roads. Without this, it would have achieved the 4th star. Comfort is remarkable, making it an ideal tool for regional tasks. For Europe, all-option configurations are standard, meaning full-pneumatic suspension for chassis and four-airbag cabin suspension. This positively impacts onboard experience. With three axles, various speed bumps are mere formalities.
Soundproofing is excellent, free of aerodynamic or body noises. Even tires (Goodyear KMax in this test) ran silently despite wet roads. Hyundai uses an electric heater for cabin heat, creating hot water for onboard radiators. Unused fuel cell heat recovery is a missed opportunity. The air conditioning is user-friendly but could use finer control. The standout daily driver feature is its silence, a key trait for affection, enhanced by comfortable suspension.
Onboard Experience
Door storage is ample, with drawer space at the dashboard base. Koreans and Japanese share a minimalist philosophy, necessitating methodical organization to avoid missing storage spaces for clothes, bags, and work items. Interior atmosphere suffers from dull gray plastics, worsened by cold LED lighting. A shame, given impeccable finish. Cabin movement is easy due to a regular floor. Space isn’t used for fridges or storage boxes. A retractable and foldable passenger table is included. A central dashboard recess holds and wirelessly charges a smartphone.
Future developments from Solutrans 2025 include a new infotainment interface and USB-C ports. Drivers of all sizes will find onboard comfort but will criticize the oversized steering wheel. Seats are comfy but lackluster in materials and colors. Displays are readable, with dashboard and steering controls reminiscent (by chance?) of a Mercedes-Benz Actros. Practical touch: a fog-light activation reminder on the central display, a thoughtful forgetfulness prevention. The foldable bunk is more symbolic than restful. Like Hyundai cars, the H2 refueling flap needs unlocking via a dashboard button. Using fuel cells, highway driving is stress-free concerning range, resulting in a zen, somewhat ascetic truck.
Maintenance
Future fuel cell truck drivers need not worry if there’s water under it. It’s the pure water condensate from the fuel cell. Complexity shows in the number of onboard exchangers. Basic checks are confined to cooling circuits. Behind the grille, you’ll find windshield washer fluid and the fuel cell expansion reservoir. The left panel conceals cooling circuit expansion tanks for power electronics and electric rotating machine. A second protection covers oil exchangers for the gearbox and A/C condenser. Right side panels cover current converters, battery management systems (BMS), and storage units. The two fuel stacks sit between the rails where the traditional engine normally is. The Allison 4500R automatic gearbox is mainly central in the chassis, needing only periodic oil changes (Allison Transmission TES 295 or TES 389 approved oils) and an oil filter change, with 41 to 48 liters capacity (with PTO).
The Hyundai HTWO fuel cell is well-established in both the brand’s cars and Heuliez Buses. Each stack is rated at 90kW (likely for hydrogen consumption efficiency) although could go to 98kW. Maintenance involves an initial 10,000km check and annual or 80,000km air and ionic filter changes (six in total). Like a non-rechargeable Hyundai or Toyota hybrid, refueling is through its fuel flap; hydrogen is stored in Forvia-group European tanks at 350 bars. With our and the customer’s measurements, consumption (loaded) is about 7 kg per 100km. The “range restoration” time is faster than pure battery electric models, simplifying operations and boosting productivity. One left-side filling port exists behind the cabin, a possible station constraint. Maintenance requires highly specialized workshops qualified for high currents and ATEX standards. Lockout involves electrical and gas hydrogen circuits. A new workshop skill set is needed, rarely found for Hyundai XCient Fuel Cell work. In France, BPM Pro in the Nantes region is the sole Hyundai Hydrogen Mobility-certified facility. Two more service points aim to open by late 2025, with a third anticipated in 2026.
Conclusion
In summary, it’s an electric vehicle without range anxiety! The Hyundai XCient Fuel Cell 6×2/4 truck is perfect for long regional hauls. It seems tailored for this use case by its users. Regaining range quickly by refueling hydrogen (compressed at 350 bar) is a major benefit for users. The hydrogen molecule cost remains problematic in France (over €18/kg for green hydrogen – see https://issuu.com/trm24/docs/reperes_vehicules_hydrogene_2025). Despite its automatic gearbox, this truck feels distinct from battery trucks recently tested by TRM24. Its silence (kudos to Brondy Body for a noiseless truck cover), acceleration capabilities, and overall feel connect it to the electric vehicle realm, because that’s what it is. Its smoothness in driving and maneuvering thanks to the true automatic gearbox, paired with the cabin’s deep, non-sleeper design, offers great seat adjustment comfort. Yet storage space remains a concern, and the oversized steering wheel detracts from the driving experience. Despite the extensive tech setup, it lacks fan and “electronic knick-knacks” noise, which drivers will appreciate.
The key asset is the hydrogen refueling. Operators will value the ability to complete two or three shifts without the stress of recharge times, assuming station availability, akin to CNG. Both the battery pack’s charge and the operators’ productivity benefit from the fuel cell’s upkeep. Complaints lie mainly with the left mirror’s considerable obstruction near roundabouts and the giant steering wheel, demanding extensive movement in tight turns. A shame since, with its holding power, it shines during winter ski station deliveries. For visibility, Hyundai has a solution: the GSR-II generation to be introduced at Solutrans 2025 will feature rear-view cameras. If it weren’t for hydrogen energy pricing, a significant usage cost factor, and some bodywork constraints, we’d have the perfect electric truck.
Source: TRM24.fr
