http://www.wired.com/2015/10/honda-clarity-hydrogen-fuel-cell-sales/
The revealed product is even in a "Sig Red" color, LOL:biggrin:
Interesting facts:
Interesting photos of the mechanical insides, and short test drive impressions here: http://beta.motortrend.com/auto-shows/tokyo/2017-honda-clarity-fuel-cell-quick-drive-review/
My take: Definitely an improvement over the last generation (from 2008), but lack of infrastructure is still a problem. It's not that much cheaper than a base Model S, which makes it a tough sell for Honda.
The revealed product is even in a "Sig Red" color, LOL:biggrin:
Interesting facts:
- The electric motor and fuel cell are compact enough that they can both be under the hood of the car. This means the Clarity is now a 5-seater. The previous generation FCX Clarity had the fuel cell in the center of the passenger compartment, which obstructed the center position in the rear bench and made the car a 4-seater.
- Electric motor is rated at 175 Horsepower
- A dual hydrogen tank system provides 300 miles rated range. One large hydrogen tank sits behind the rear bench, and a small one under the rear bench.
- A Lithium Ion pack (to store braking regen) sits under the driver's seat.
- MSRP expected to be $63,000.
- On-sale date projected to be March 2016 in Japan, and US shortly after.
Interesting photos of the mechanical insides, and short test drive impressions here: http://beta.motortrend.com/auto-shows/tokyo/2017-honda-clarity-fuel-cell-quick-drive-review/
Nail the throttle pedal, and the Clarity Fuel Cell jumps forward and accelerates surprisingly quickly, quick enough that I wouldn’t be at all concerned about merging on the freeway. I’d bet Honda’s taken at least a second off the 0-60-mph time. Like an EV, it’s very quiet business getting up to speed, but unlike in an EV, you do hear a faint noise from the fuel cell under hard acceleration. It sounds like someone slowly letting the air out of your tires.
Because my test drive was limited to a proving ground, I didn’t get much of an impression of ride quality or handling performance, but the strongest impression the car gives is that it’s surprisingly familiar. Other than the EV acceleration experience, it drives like a bigger, heavier Civic. Steering, braking, handling, and ride quality (what little I experienced) all felt like any other compact to midsize sedan. (Yes, it looks like a hatchback, but it’s not.) The average consumer will find this car surprisingly unintimidating despite its George Jetson powertrain.
My take: Definitely an improvement over the last generation (from 2008), but lack of infrastructure is still a problem. It's not that much cheaper than a base Model S, which makes it a tough sell for Honda.