BMW iX5 Hydrogen enters its next testing phase
BMW is bringing its hydrogen powertrain an important step closer to series production. New BMW iX5 Hydrogen prototypes are undergoing an extensive testing program, while the next development phase of the fuel-cell system is already beginning in Munich.
At the same time, BMW is preparing its Steyr plant for the system’s industrialization and subsequent production. The first test benches and production facilities have been installed there, and employees are also being trained in the new technology. The plant already plays a central role in expanding BMW electric motor production in Steyr.
Development target of up to 750 km of range
The iX5 Hydrogen is intended to match the performance of the battery-electric X5 variant. BMW is targeting acceleration from 0 to 100 km/h in under five seconds, which would firmly place the hydrogen SUV in the high-performance premium segment.
| Metric | Development target |
|---|---|
| Range | Up to 750 km under WLTP |
| Refueling time | Under five minutes |
| Acceleration | 0 to 100 km/h in under five seconds |
| Fuel-cell system | Third generation |
| Development partners | BMW and Toyota |
Fast refueling is the main practical advantage over large traction batteries. However, whether this advantage proves useful in everyday life depends heavily on the availability of hydrogen refueling stations. Particularly for private cars, coverage in the DACH region—Germany, Austria, and Switzerland—remains significantly more limited than the public charging infrastructure for battery-electric vehicles.
Fuel cell, battery, and electric motor work together
Technically, the iX5 Hydrogen is an electric car. The fuel cell generates electricity on board through an electrochemical reaction between hydrogen from the tanks and oxygen from the ambient air. Propulsion itself is provided by an electric motor.
A high-voltage battery acts as a power buffer and stores energy recovered through regenerative braking. BMW is also optimizing the system’s so-called Energy Master, the central control unit for the high-voltage system. Greater regenerative braking capacity is intended to reduce energy losses and improve the efficiency of the overall powertrain.
The fuel cell alone is not what matters; the key is the precise interaction between the hydrogen storage system, battery, electric motor, and power electronics.
During the current tests, BMW is evaluating the system under various environmental conditions and load profiles. This includes not only the fuel cell and electric motor, but also the high-voltage battery, tanks, control units, and thermal management system.
Third-generation fuel cell developed with Toyota
BMW is developing the new fuel-cell system together with Toyota. In Munich, the focus is now on validating testing procedures and preparing the technology for industrial production. An earlier development phase concentrated primarily on ensuring that the components could be manufactured and on establishing the supply chain.
The iX5 Hydrogen is set to become the BMW Group’s first hydrogen model offered as a series-production vehicle. The next X5 generation is planned with an especially broad choice of powertrains, including battery-electric variants, plug-in hybrids, combustion engines, and a fuel-cell powertrain.
€273 million in public funding
Development of the powertrain and hydrogen tank system is being supported through the HyPowerDrive project under the European IPCEI Hy2Move funding framework, an Important Project of Common European Interest. Germany’s federal government is providing €191 million, while the state of Bavaria is contributing a further €82 million.
This brings total public funding for the project to €273 million. BMW is positioning hydrogen not as a blanket replacement for battery-electric cars, but as an additional option for use cases in which long range and short stops are particularly important.
Infrastructure remains the decisive factor
From a technical perspective, the iX5 Hydrogen combines locally emissions-free electric driving with short refueling stops. However, broad market adoption will require enough refueling stations and hydrogen produced using climate-friendly methods. If the hydrogen is produced using fossil energy, a large share of the emissions is merely shifted to the production stage.
Nevertheless, BMW is demonstrating that it has not abandoned fuel-cell technology. The simultaneous preparation of the vehicle, component production, and supply chain points to a serious series-production project, even though its market launch, production volumes, and prices remain undecided.
