BMW is preparing to add a hydrogen fuel-cell version to the fifth generation of the X5, betting on a technology that has so far failed to achieve widespread adoption among passenger cars. The company said that the hydrogen iX5 will arrive in 2028, without specifying the countries where it will be available.
BMW will offer the new X5 with five powertrain systems, including gasoline and diesel hybrid engines, a plug-in hybrid version, a fully electric version, and the hydrogen version. The hydrogen model appeared during the vehicle’s launch in white with blue lines, indicating how its powertrain differs from the other versions of the car.
A Bet That Goes Beyond Cars
Hydrogen vehicles face a clear disadvantage compared with battery-electric vehicles. Fast-charging networks for electric cars are expanding, and battery supply chains have become more mature, while hydrogen refueling stations remain scarce and concentrated in a limited number of markets.
In the United States, all 47 public stations are located in California, according to the U.S. Department of Energy. Worldwide, more than 80% of hydrogen stations last year were located in just five countries: China, Japan, South Korea, France, and Germany. This shortage helps explain the difficulties faced by vehicles such as the Toyota Mirai, Honda CR-V e:FCEV, and Hyundai Nexo in achieving significant sales.
But BMW does not view hydrogen solely as a fuel for cars. Philippe Kuhn, director of the vehicle line at BMW Group, said that the development of a hydrogen economy alongside renewable energy sources could pave the way for the growth of the refueling infrastructure required. He added that hydrogen can store huge quantities of energy.
The idea is to use surplus electricity generated from wind and solar power to operate electrolyzers and produce hydrogen, then store it in tanks for later use in generating electricity or powering cars, trucks, and industrial applications such as forklifts.
How Does the Hydrogen iX5 Powertrain Work?
The vehicle will have seven cylinders capable of storing a total of seven kilograms, or 15.4 pounds, of hydrogen. The fuel cells combine the stored hydrogen with oxygen from the outside air through an electrochemical process to generate the electricity that powers the motors.
BMW developed the fuel-cell system in cooperation with Toyota, which was an early user of the technology in the Mirai. BMW says the iX5 will offer a range of up to 750 kilometers according to the WLTP standard, equivalent to about 400 miles under the EPA standard, and that its tank can be filled with hydrogen in less than five minutes, a time close to that required to refuel a conventional vehicle.
According to BMW, the iX5 will be the first passenger car equipped with both a hydrogen powertrain and all-wheel drive. The Hyundai Nexo and Honda CR-V e:FCEV use front-wheel drive, while the Toyota Mirai sends power only to the rear wheels.
Storage Advantages and Efficiency Limits
Research suggests that hydrogen can complement battery energy storage rather than compete with it directly. Battery systems are generally suitable for rapid charging and discharging cycles that help balance grid fluctuations, but they cannot remain fully charged for long periods without losing some energy over time.
By contrast, hydrogen can be stored for months because of its very low self-discharge rate. This is an important advantage when energy must be retained for long periods, particularly as electricity generation from variable renewable sources such as wind and solar increases.
But this advantage comes at the cost of efficiency. Research has estimated the round-trip efficiency of hydrogen—the amount of electricity that can be recovered after it is converted into hydrogen and then converted back into electricity—at between 35% and 55%. This figure reaches 80% or 90% in battery-storage systems, which also benefit from a more established supply chain.
In addition, about 95% of the hydrogen currently produced in the United States comes from fossil fuels, according to the U.S. Department of Energy, weakening its environmental claims. Sources such as solar and wind can support the production of so-called green hydrogen, made using cleaner sources.
Is the Infrastructure Sufficient to Change the Equation?
Hydrogen fuel-cell vehicles remain significantly expensive, and BMW has not announced the price of the iX5. The issue of where to refuel has also not been resolved, a factor that limits the appeal of these vehicles even with the speed at which their tanks can be filled.
BMW is betting that the use of hydrogen in energy storage will eventually lead to an expansion of refueling stations. At the same time, battery-storage technologies are also advancing; lower-cost, more durable lithium iron phosphate batteries are gradually replacing more expensive nickel-manganese-cobalt cells, while sodium-ion cells are emerging as another option.
BMW says the iX5 will resemble its electric sibling in other respects, including the “Heart of Joy” computer responsible for smooth cornering and braking, and the sixth-generation high-voltage battery architecture.
BMW’s experience with hydrogen is not limited to passenger cars; the company has operated hundreds of hydrogen-powered forklifts and public-transport trains at its plant in Spartanburg for more than a decade. Hyundai Motor Group also uses Xcient Class 8 fuel-cell trucks at its plant in Georgia to transport loads over short distances.
The viability of BMW’s bet remains tied to the development of the hydrogen economy outside the automotive sector. Toyota sold only 210 Mirai units in the United States last year, while Honda introduced the CR-V e:FCEV in California during 2024, and Hyundai is working to launch a new generation of the Nexo in overseas markets, with its availability in the United States remaining uncertain at present. Therefore, the future of hydrogen in energy storage may determine whether the iX5 finds a suitable environment for growth or remains a high-cost experiment with limited adoption.