When carmakers announce, “This is the car of the future,” and whip off the silk cover, what we usually see is some sexy new shape, underneath which is last year’s chassis and running gear. With this introduction, it was the complete opposite. It was the technology of the future hidden within the shell of the A-Class that’s been a familiar fixture since 1997.
If the car had no special markings, it wouldn’t have attracted an iota of attention on the open road. This one, though, had plenty of markings, the most prominent of which were large letters spelling “F-Cell” on the car’s flanks. F stands for fuel-cell, the car’s means of generating power.
This was no conventional A-Class powered by an internal-combustion engine, or even by an electric battery. Hidden underneath the cabin floor was all the high technology that will spell the future of getting from A to B in about 10 years’ time.
Why did Mercedes choose the A-Class? Its unique sandwich floor leaves space for the propulsion system. None of the passenger or boot space has been taken up by the new mechanicals. The hydrogen tanks, compressors, batteries, electric motor and fuel cell stack are all tucked beneath the floor. Compact size and relative light weight are also appropriate for the available power.
To start up the F-Cell, you stick the infrared key in as usual, and then twist clockwise. One click, then release. Silence, as the instruments come to life: a conventional speedometer in the middle, and a fuel gauge at the right, indicating kg of hydrogen left. A power indicator resides where the rev counter usually is. After about three seconds, it points reassuringly to near maximum—the F-Cell’s equivalent of warming up.
We start to hear a soft whine, the sound of the compressor stuffing outside air into the fuel cell. That’s the only mechanical sound you hear, growing slightly louder with acceleration. The more power you require, the more air needs to be pumped in. Oxygen in the air combines with the onboard hydrogen, generating electricity and an “exhaust” of pure water. The electricity is fed to an electric motor, which propels the F-cell.
Foot on brake, shift the gear lever to D, and away we went. The electric motor provides maximum torque across all rpm, so there’s no buildup of acceleration here, just an instantaneous surge forward.
The F-Cell’s electric motor produces 210 Nm of torque (for comparison, the Honda City’s 1.5 VTEC generates only 142 Nm) and revs to 13,000 rpm. No gearchanges are necessary.
With that torque instantly on tap, merging from driveways to fast-moving main street traffic is a cinch. Just spot a gap in the flow, squeeze the throttle, the car blips forward and you’re in. The electric motor hums quietly, like an enormous RC car.
Mercedes has timed the car’s 0-100 km/h at a languid 14 seconds, but in-town performance is quite sprightly. Keeping up with and passing other traffic was effortless, and the car felt quick and light. So did the electric power steering. Combined with the short exterior, its nimble nature suited tight stop-and-go traffic. With all the heavy mechanicals tucked beneath the cabin floor, the low center of gravity helped the car respond well to sharp steering inputs.
Release the throttle and the Mercedes coasts along as a normal car would in neutral; there are no pistons compressing air here. You can engage a simulated engine braking mode by slapping the gearlever to the left. This prompts the motor to play the role of generator, recharging the reserve battery.
65 kW of power translates to a 140 km/h top speed, certainly enough for city driving. Fuel economy is the equivalent of a diesel consuming 3 liters / 100 km (33.3 km/l). The 2 kg of hydrogen gas on board converts to a range of 160 km before refueling.
For that, we drove to Singapore’s first consumer hydrogen pump at a BP station. The pump’s nozzle locks onto the fuel lid’s with a twist lever, and we load up on hydrogen gas at S$25/kg.
With other high-tech vehicles, a look under the hood usually produces some approving grunts. The F-Cell’s engine bay could only generate puzzlement. No engine here, just the air compressor and cooling systems. What does produce a gasp of amazement is a look at the tailpipe, which was dripping only clear water.
Having partaken of a large serving of salmon during breakfast, I emitted more poisonous gases than the car that morning. Or ever will, during its useful cycle. That is 5000 hours, the ICE equivalent of 10 years of use.
The F-cell feels ready for the showroom, but it’s still limited to a small-fleet testing program. The Mercedes people didn’t give a price, but we’re figuring about €1.5 million per car. Economies of scale are evidently not yet in the F-Cell’s favor.
Price aside, everything about operating the F-cell felt remarkably conventional, from starting and stopping to refueling. That transparency of operation will be key to its eventual market acceptance. Other surprise and delight features are in the works, such as prolonged stationary air conditioning, and a 220-v outlet for your toaster. The F-Cell is, after all, a mobile electric power plant.
As we stepped back to look at the F-Cell, we were again surprised at how normal it looked. Futuristic innards, hidden within a shape that blends in with current traffic. We felt as if we were driving the Terminator. The difference was, this was not an evil machine out to destroy the world. This one is out to save it.
By Jason Ang | Photos By Jason Ang
As published in The Manila Bulletin and Avantgarde Magazine
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