We all know the stories. The U.S. space program didn’t just reach for the stars; it brought back innovations that now touch our daily lives. Think about it: cell phone cameras capturing our memories, cordless vacuums making cleaning a breeze, the pressure-relieving comfort of memory foam, the simple genius of Velcro, safer grooved highways beneath our tires, and even the convenience of freeze-dried food on our camping trips.
But nestled among these well-known advancements lies a less celebrated yet profoundly impactful technology: fuel cells. While conceptualized nearly two centuries ago, it was humanity’s ambitious quest to reach the moon that truly propelled their practical application forward.
Imagine the Apollo program’s command module. Crucial systems like communication, the life-sustaining supply of drinking water, vital lighting, and even the comfort of air conditioning all relied on fuel cells. The batteries of that era simply couldn’t deliver the sustained power needed for such a monumental undertaking. Without fuel cells, that giant leap for mankind might have remained just a dream.
Even before Neil Armstrong took his first steps on the lunar surface, a seed of a terrestrial application had been planted. General Motors, a few years prior, began exploring the potential of these space-age power sources to drive vehicles. This vision continues today through GM HYDROTEC, a division dedicated to developing fuel cell technology for a diverse range of applications, from mobile EV charging stations to heavy-duty trucking, aerospace endeavors, industrial machinery, and even marine transport.
Looking back sixty years, the idea of a fuel cell-powered vehicle seemed like a far-fetched notion, fraught with complexity and perceived risks. It was a bold experiment, a gamble that ultimately yielded invaluable insights and paved the way for the fuel cell technology we see emerging today.
At the heart of this pioneering effort was the Electrovan, a groundbreaking fuel cell-powered vehicle unveiled in 1966. Two years prior, GM had initiated a dual exploration into both electric and fuel cell propulsion for automobiles, a project that would eventually involve over 200 engineers. The initial outcome was an electric version of the Chevrolet Corvair, aptly named the Electrovair. This was followed by two more experimental vehicles: an improved EV, the Electrovair II, and the star of our story, the Electrovan.
Under the leadership of GM chief engineer Craig Marks, the program embarked on an ambitious mission: adapting the sophisticated fuel cell technology used in the Apollo program for the demands of automotive propulsion. Collaborating with chemical giant Union Carbide, GM in January 1966 began the intricate process of outfitting a modified 1966 GMC Handi-Van with what was then “the largest hydrogen-oxygen fuel cell system of its kind in the world.”
The engineers were essentially starting from scratch, venturing into a technology where GM possessed limited initial expertise. Floyd Wyczalek, the Electrovan project manager, recalled in a 2017 interview that his first action after assembling the engineering team was to take them to a Union Carbide research lab for an intensive one-day introduction to the world of fuel cells. For most of the team, it was an entirely new concept.
Just ten intense months later, GM proudly showcased the Electrovan alongside the Electrovair II at “Progress of Power,” a media event held at their tech campus in Warren, Michigan.
To truly grasp the audacity of GM building a fuel cell-powered van in the 1960s, it’s essential to understand the underlying science. Fuel cells generate electricity through an electrochemical reaction, combining hydrogen and oxygen with the aid of a catalyst. The byproducts of this clean process are water, heat, and electricity. While the fundamental principle was discovered in 1839 by Sir William Robert Grove, a Welsh scientist and lawyer, it took nearly a century for the first practical fuel cell to emerge in 1932, thanks to British engineer Francis Thomas Bacon. Remarkably, three decades later, NASA adopted Bacon’s fuel cell design for the very space program that inspired GM’s endeavor.
The Electrovan itself wasn’t designed for beauty. It was a repurposed 1966 GMC Handi-Van, a boxy commercial vehicle that sometimes served as a minibus. GM chose this platform purely for its spacious interior, necessary to accommodate the sheer size and complexity of the fuel cell system, which included bulky tanks of compressed hydrogen and oxygen.
According to documentation from the GM Heritage Center and Archive, the Electrovan tipped the scales at a hefty 7,100 pounds, with a staggering 3,900 pounds dedicated to the powerplant and electric drive systems alone. GM estimated a range of 150 miles, although for safety reasons, it never ventured onto public roads. Its zero to 60 mph acceleration time of a leisurely 30 seconds certainly didn’t make it a speed demon. Furthermore, the extensive equipment transformed the six-seat Handi-Van into a cramped two-seater.
The experimental nature of the project was underscored during the development phase. GM wisely established a dedicated outdoor test area away from permanent buildings on their Warren campus. This foresight proved crucial when, during testing in September 1966, an external hydrogen tank exploded, sending debris flying a quarter of a mile. Fortunately, no one was injured.
While the Electrovan was a fascinating technological demonstration, it was never intended for mass production. As GM themselves acknowledged, the cost of the platinum required for the fuel cell system alone would have been enough to purchase an entire fleet of conventional vans. Refueling also presented a significant practical challenge. Yet, the undeniable fact remains: GM successfully built and operated a fuel cell-powered vehicle nearly sixty years ago.
“The objective of this demonstration,” stated GM executive VP Edward Cole in a 1966 press release, “is to give a public review of what General Motors has been doing, what we are doing today, and where our search for better systems of power conversion and transmission may lead us in the future.”
Cole further noted that the Electrovan project unequivocally demonstrated that “electrical propulsion by fuel cells is technically feasible.” However, he astutely pointed out that the “size, weight and cost of the power source” would require “radical improvement” to create a practical vehicle.
Charlie Freese, executive director for GM’s fuel cell business, emphasizes that the Electrovan program laid the groundwork for modern fuel cells, which now draw oxygen from the air rather than requiring cumbersome tanks of compressed gas. “It showed the potential of fuel cells as a propulsion system for vehicles,” Freese explained in a recent interview with GM News. “It also hinted at the inherent strengths of fuel cells – their suitability for larger vehicles where moving heavier payloads necessitates significant energy, a task where bulky batteries can compromise payload capacity and overall utility.”
Freese elaborates that modern fuel cells offer a compelling alternative for large vehicles, particularly those currently powered by diesel engines. For smaller vehicles, battery-electric power often provides a more efficient solution compared to internal combustion engines.
“The bigger the vehicle, the heavier the payload it moves, the more energy you need on board,” he explains. “The battery gets bigger and heavier. This isn’t a significant drawback for small cars, where battery-electric vehicles can achieve around 92% efficiency and accommodate sufficient battery capacity. However, with large cargo-carrying vehicles, accommodating massive batteries can compromise payload by 20% to 24%. This significantly impacts the vehicle’s purchase and operating costs, often outweighing the efficiency benefits. Furthermore, charging times for such large batteries become impractical for vehicles like long-haul Class 8 trucks that operate continuously with short refueling stops. Hydrogen offers the advantage of storing a large amount of energy in a compact space and can be refueled almost as quickly as gasoline.”
The crucial takeaway is this: six decades after the Electrovan’s brief moment in the spotlight, GM remains actively engaged with customers in developing fuel cell-powered vehicles and equipment. And the remarkable progress? Fuel cells no longer require the entire volume of a van.
GM’s innovative HYDROTEC power cube is a testament to this advancement. Each modular unit packs 300 fuel cells and their supporting components into a package roughly the size of a large suitcase. These power cubes can be stacked or combined with high-voltage battery packs to meet the demands of more challenging applications, ranging from mobile EV charging stations to heavy-duty trucks and even mining equipment. Last year marked a significant milestone as GM began commercial fuel cell production in Brownstown, Michigan, through its 50:50 joint venture with Honda. Collaborating with partners like Komatsu and Autocar, GM is actively integrating HYDROTEC systems into their vehicles. Notably, HYDROTEC has also powered groundbreaking GM vehicles like the Chevrolet Colorado ZH2.
“The major advantages of fuel cells have been verified,” wrote Marks and his co-authors in their seminal 1967 paper. “Our program demonstrated that fuel cell technology has reached the point where a high output vehicular powerplant is technically feasible.” And the journey continues. The once outlandish dream of fuel cell-powered transportation is finally gaining traction, proving that sometimes, looking to the stars can indeed lead to profound innovations right here on Earth.
[source: GM]
