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Martin Peleška has been working in the automotive industry since 1998, and is currently the head of the Czech representative office of Toyota and Lexus. The opening question was about electric cars. “I wouldn’t just direct it in this one-way technological direction, but rather I would be able to bet and believe in the fact that one day we will drive in zero-emission means of transport. This is probably the trend and the effort of all manufacturers and those who deal with mobility, so that one day the transport will be zero-emission. But whether it will be electric cars, or some other solution, or rather if it will be a combination of several technologies, you know I think it will be more like that option,” said Peleška.
He does feel nostalgia for internal combustion engines, but not much. “The smell of gasoline is still here, but we are moving towards a date when it will be a problem to produce new internal combustion cars, but it will still be possible to drive in the cars that are produced today and sold today,” he added.
“All manufacturers are preparing for this situation, but I have such mixed feelings about that goal, about that deadline. I don’t think that’s a good motivator to set a goal like that, and now we’re all headed, so to speak, over corpses, to turn off production of conventional combustion engines on January 1, 2035. First of all, for a global brand like Toyota or Lexus, of course the market is global and there will still be plenty of destinations after the first of January 2035 where internal combustion engines will be used. Europe accounts for roughly 10 percent of our total production. Another 90 percent will remain. It’s about how it will look elsewhere, in the United States, in America in general, or in other countries,” added Peleška, who does not see the “date motivator” as correct.
“The main motivator should be the effort to reduce emissions to a minimum. To reduce them with the various technologies that are available and really focus on those zero-emission drives from the point of view of the benefit to the environment, the benefit to people, to human health. And it is probably not entirely decisive whether it is the year 2032, 2035 or 2040, but I think that making the right strategy, technological development and implementation of those technologies that are in line with the corresponding economic situation, with the market situation, in line with demand and with a clear and possible implementation without bending with standards, fines, etc., it would be much more natural. And the car companies would reach that goal anyway. Because today there is no car company that does not have a goal in its statements – to have low-emission or zero-emission means of transport,” he said.
“The point is to achieve the elimination of emissions, not to choose a technology that in some examples may not meet the needs of the people who use those mobile devices. What I mean by that is that when I talk about it, I’m not saying it’s going to be a battery-powered future, but zero-emission, we can use batteries, we can use hydrogen, we can use a combination of the two. We can use, and will be developing, synthetic fuels, etc. I am not against the fact that the possibility of zero-emission means of transport will cover the whole range of different drives. The technological revolution is developing quickly, and what doesn’t apply or doesn’t work today may look different in five years,” he added.
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And doesn’t electromobility run into a dead end, for example due to poor ranges or disposal of batteries?
“If we give ourselves a deadline of 2035, that we’re going to do this and that, and now we’re going to push all things violently to get there, then we may end up in a state where what we’ve bet on doesn’t work. It will not adequately serve our needs. It’s not going to adequately cover the needs of that huge variety of mobility, and actually all the technology and infrastructure and all that stuff is going to be focused on that, and this minidisk may not cover everything. I’m not saying it won’t work, but it won’t be able to cover all needs. And we will have to give up some area of mobility that we won’t be able to support purely with electricity and battery operation, and so we simply won’t have it, because we won’t have another solution,” Peleška further noted.
According to him, hydrogen is currently already a practice that has been transformed into the use of a fuel cell. “Simply put, the thing or things work by taking hydrogen, which you pump into the car, you take oxygen, which you suck in from the ubiquitous air, and using a fuel cell, you combine the two. This gives you electricity and clean water as a waste emission element. It’s the opposite process if you take an elementary school attempt to split water into hydrogen and oxygen using an electrolyzer,” explained Peleška.
According to him, the method of burning hydrogen is also currently being tested. “Fundamentally from a fuel system perspective it’s the same, you’re pumping hydrogen but you’re not using a fuel cell, you’re using a current modified engine,” he said.
According to Peleška, a hydrogen car is already on the market, hydrogen can be bought at two existing filling stations. “Financially, it works out like this: One kilo of hydrogen costs 278 crowns. That car will travel 100 kilometers on one kilogram of hydrogen, which means that a kilometer will cost 2.78 CZK. And if you convert it to today’s price of gasoline, it’s like a car that eats around 7 liters of gasoline,” Peleška continued.
“Infrastructure is a limiting factor, but on the other hand, today, especially the car that we sell on the Czech market, is the best promo of how the hydrogen technology will work in the future. But that radius is limited, with that car you can drive around 550 to 600 km on that one tank, on that one filling, but to be honest, today we are about ten years ahead of where the world will be with hydrogen in those ten years. Because the massive expansion is yet to come, the massive use of hydrogen is yet to come, and we’re way ahead of it. The technology that is used in this passenger car is applicable and is actually used in public transport buses, for example. Today there are quite a few manufacturers that use it, where for example the use of hydrogen is very beneficial in that there is a big difference between the current current diesel public transport bus and its impact on urban pollution, compared to if you use this bus on hydrogen with zero emissions. There, it goes from zero to a hundred within the first few kilometers,” added Peleška.
“It’s 100% safe. It has been safety-tested and tested several times, and that development preceded that of 2015, it is clearly a safe technology,” he pointed out.
Peleška perceives the ideal path in hybrids. “Either we are concerned with the promotion of individual technologies, or we are concerned with low-emission operation. And we have to somehow work our way to that. If we talk about hybrids, then hybrid technology is the domain of Toyota, which started with it 25 years ago. You will probably know the legendary Prius model, whose name was built on huge demand even by movie stars, sportsmen, etc., and that technology, I think, amazed a lot of people at the time and that was – and is – a sure way to how to gradually reduce those emissions,” added Peleška.
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The article contains labels
car , emissions , Toyota , automotive industry , lexus , Xtv.cz , Peleška , hydrogen , 2.78 CZK , kilo of hydrogen , liter of gasoline
author: Vanda Efnerová
2023-10-11 15:10:00
#CZK #kilometer #7liter #gasoline #car #expensive #hydrogen
