Driven: the MAN hTGX
In recent years, battery-electric trucks have hit the headlines. But now a new(ish) technology is coming to the fore: trucks with internal combustion engines that are powered by hydrogen. We hopped behind the wheel of the MAN hTGX – the first such truck to enter production – to find out what all the fuss is about.
Introducing the hTGX
The MAN hTGX marks a significant milestone in the evolution of commercial vehicles, because it is the first European truck with an internal combustion engine (ICE) that is powered by hydrogen to enter production (albeit small-scale).
Set for launch in 2025, the hTGX is designed to cater to special transport applications where battery-electric solutions may not work (because, for instance, there are no charging facilities). The truck offers an alternative to conventional diesel engines or battery-electric propulsion, promising substantial reductions in carbon emissions while maintaining very good performance.
It is labelled as a zero-emission truck (because emissions are so low) but, in reality, this is not strictly true. Hydrogen combustion engines can still produce small amounts of nitrogen oxides (NOx) – although at much lower levels than traditional diesel engines.
It’s important to note that this is not a fuel-cell truck. A hydrogen ICE truck – such as the hTGX – burns hydrogen in a modified internal combustion engine, similar to traditional diesel engines, while a fuel cell truck uses a fuel cell to generate electricity that powers electric motors.
Hydrogen drives are, of course, not new within the MAN stable. The company launched its first hydrogen-powered bus back in 1996. The SL 202 city bus was powered by a natural gas engine that had been modified for hydrogen operation.
Hydrogen is considered to be one of the energy sources of the future because this gas only leaves behind water vapour when it is burned, making it climate neutral.
The truck in a nutshell
Most transport operators know the MAN TGX – it’s a highly respected long-haul truck with an internal combustion engine that runs on diesel. The MAN hTGX is basically the same thing. But its internal combustion engine runs on hydrogen – so it smiles on the environment.
The MAN hTGX is specifically engineered for applications requiring high payloads and long-range capabilities, making it an ideal choice for sectors such as construction, tank transport, and timber hauling. The truck is offered in 6x2 and 6x4 axle configurations, providing flexibility for various operational needs. With a maximum range of 600km and the ability to refuel in under 15 minutes, the hTGX addresses key concerns of efficiency and practicality in hydrogen-powered transport.
Exterior
The exterior design of the MAN hTGX is both functional and familiar, reflecting the solid, utilitarian aesthetics typical of MAN's TG series. The truck’s body obviously had to be designed to accommodate the hydrogen tanks (without compromising on payload capacity or aerodynamics). So, it looks a lot like a “regular” TGX – but with the nips and tucks to accommodate the hydrogen tanks behind the cab (they contain hydrogen compressed to 700 bar).
Yet another clue to the truck’s propulsion is the H2-ICE decal on the front of the cab. Our test truck was super funky, featuring a brilliant black and neon yellow colour scheme.
Interior
Inside the MAN hTGX, drivers of diesel-powered TGX trucks will feel right at home – because it’s business as usual. Hence, the interior is designed with the long-haul driver in mind, offering ergonomic seating, intuitive controls, and ample storage space. The dashboard is equipped with digital displays that provide real-time information on hydrogen levels, range, and other critical vehicle data. This helps the driver stay informed and manage the truck’s operation efficiently.
Connectivity options ensure that drivers remain in touch with their base, while climate control systems make the cabin a comfortable workspace in all weather conditions. Overall, the interior is a very nice place to be, and were super comfortable during our test drive.
Drivetrain
The engine – which sounds a bit like a V8 diesel on steroids – is being produced at MAN’s Nuremberg plant. It was a somewhat complex job to reengineer the engine to make it compatible with hydrogen. For instance, the bore had to be increased from 138 to 145mm, while retaining the same stroke of 170mm. This results in a larger engine displacement of 16.8 litres, compared with the 15.3 litres of the MAN D38 on which the hydrogen combustion engine is based.
The torque and power output of the hydrogen combustion engine therefore come close to the values of its diesel counterpart. To be exact, the H45 hydrogen combustion engine delivers 383kW (520hp) of power and 2,500Nm of torque.
Safety
Safety was, of course, a paramount concern in the design of the MAN hTGX. The truck is equipped with advanced safety features, including electronic stability control, lane-keeping assistance, and automatic emergency braking. These systems work together to prevent accidents and protect both the driver and other road users.
The hTGX also features robust braking systems designed to handle the weight and demands of a fully loaded hydrogen-powered truck.
Verdict
The MAN hTGX is a very smart solution to the planet’s environmental woes. By integrating hydrogen combustion technology into a proven truck platform, MAN has created a vehicle that not only meets the environmental demands of the future but also retains the power, reliability, and operational efficiency that customers expect. The hTGX is particularly well-suited for applications where battery-electric vehicles may not be practical, such as in regions lacking sufficient charging infrastructure or in industries requiring specialised axle configurations.
With its impressive range, quick refuelling time, and strong performance credentials, the hTGX could become a key player in the evolving landscape of zero-emission transport. There are, however, two caveats: firstly, the price of the vehicle will need to drop. Hydrogen ICE trucks are wildly expensive (they cost about four times as much as the equivalent diesel truck). This is because all the development costs need to be amortised (unfortunately, as we have already explained, it’s not a simple case of replacing diesel with hydrogen; a massive amount of reengineering goes into converting a diesel ICE truck into a hydrogen ICE truck). Secondly, a comprehensive refuelling infrastructure needs to be put into place.
So, for now, hydrogen ICE trucks such as the hTGX won’t be commonplace on any country’s roads. This could, however, change in the future – as the infrastructure develops and the trucks become more affordable (as is bound to happen).
