What’s your opinion on massive electrification, could it be delayed due to world dynamics?

For sure Electrification is a fundamental trend and even if the rhythm will be different according to regions, it is clear that global mobility will be massively electrified on the long-term. The uncertainty is more about the pace of this transition because, as many things, it won’t be linear. There will be phases of acceleration and phases of slowdown, as the one we seem to experience currently.

The current slowdown can be explained by many factors: infrastructure readiness (especially easy access to charging stations), latest technology advancements (vehicles autonomy and time for recharge are still key points for consumers), uncertainty in regulations (and increasing noise from OEMs about the feasibility of CO2 reduction targets) and of course the purchasing prices of EVs that are still significantly higher than their ICE equivalents.

While I won't discuss regulation speed, from a technical standpoint, the automotive industry must focus on reducing EV production costs, especially batteries, which still represent around 70% of the drive train of a vehicle cost. On that, we already see some new battery chemistry (LFP) on the market bringing significant cost reductions. We could also quote the simplification of the power electronic modules, the cooling system, the centralization of the computation power and the optimization of the wiring harnesses for example. All these domains helping lower EV production costs.
But in our industry, as always, the key lever to lower cost is to reach a certain critical mass in our productions. This is for instance what we want to reach in our Allenjoie plant where we produce hydrogen storage tanks and complete systems for hydrogen powered vehicles. At full speed in Allenjoie, we’ll be producing 100,000 tanks a year allowing us to decrease production cost significantly.

Beyond the question of affordability, I’d also like to remind that the common objective is to decarbonize mobility overall and therefore it is important to have solutions for all vehicles that will be put on road. That’s why at FORVIA we are powertrain agnostics and have products addressing several technologies and enabling ultra-low to zero-emissions mobility. We can then help depolluting ICE vehicles, provide power management electronics for battery electric vehicles, supply tanks for hydrogen vans using fuel cells or even develop solutions to use hydrogen in thermal engines.

It is thanks to this plurality of solutions that we will significantly lower emissions from mobility and of course electrification will be massive.

What about the impact of batteries (BEV mainly but also mHEV) on vehicle weight? How to reduce it?

For our readers : mHEV are hybrid vehicles with a smaller eletric drive that must always run in combination with the combustion engine and cannot power the car on its own. 

You're right—electric vehicles are significantly heavier than internal combustion engine vehicles, by about 350 to 450 kg or more, mainly due to battery weight and the reinforcement needed to support it. In mild hybrids, the extra weight is much less significant. Future optimizations in battery chemistry, power electronics, cooling systems, and EV platforms could reduce weight by 150 to 200 kg. FORVIA has consistently worked to reduce the weight of its components and will continue this effort in BEVs, especially in power electronics and cooling systems, aiming for a 15% to 20% weight reduction across all components by 2030, with a strong focus on environmental goals.

Why aren’t EVs with range extenders penetrating different markets faster?

EVs with range extenders (EREVs) are not zero-emission vehicles. Most EREVs currently come from China, where the vehicle base is electric, and a combustion engine with a generator is added to charge the battery once it’s depleted. This setup is known as a “series hybrid.”

Compared to Plug-in Hybrid Electric Vehicles (PHEVs, or “parallel hybrids”), EREVs typically offer greater battery capacity for the same cost since they don’t require components like a gearbox. This results in a longer zero-emission driving range.
In terms of usage, because EREVs have more battery capacity than PHEVs at the same cost, they tend to emit less CO2 on average if charged regularly. However, once the combustion engine is needed after the battery is depleted, the EREV’s efficiency drops by more than 10%.

The ideal solution may lie in a hybrid approach that combines the benefits of both systems: starting with a series hybrid (EREV) setup, but allowing for a direct mechanical connection between the combustion engine and the wheels when necessary, such as on highways. This would bypass the energy transfer from engine to battery. This solution already exists in China.

While EREVs are likely to gain more market share in the future, and many OEMs are exploring this technology, it’s not expected to become the dominant solution, especially with increasingly strict CO2 regulations. Additionally, EREVs are less suited for lower vehicle segments.
 

Where does the development of technologies for hydrogen and fuel cell electric vehicles stand?

Initially, the market for hydrogen fuel cell vehicles targets intensive use cases, such as trucks and light commercial vehicles.
We are currently in a phase of refining product technologies and significantly reducing costs through mass production and related production technologies. At the same time, we need decarbonized hydrogen at a reasonable price and a sufficient network of refueling stations for the equation to work, both of which are also in a phase of maturation.

Hydrogen engines or hydrogen batteries?

I suppose the question is about hydrogen internal combustion engines (H2 ICE) versus fuel cell technology combined with a battery (FCEV). There is currently strong interest in H2 ICE, as it presents a promising solution for trucks and light commercial vehicles, and is now recognized by the European Commission as a zero-emission option for trucks. Moreover, the full life cycle assessment (LCA) of a H2 ICE vehicle is not far off from that of a battery electric vehicle (BEV), provided the hydrogen is decarbonized.

In terms of efficiency, on average, the FCEV system is a bit better than H2 ICE, but H2 ICE performs better under high loads. H2 ICE produces particles and NOx emissions, which we know how to manage.

However, an H2 ICE must be partially or fully redesigned compared to a gasoline or diesel ICE, which requires investment.
In conclusion, I believe that we will see H2 ICE in the coming years, but in the mid-term, FCEVs are likely to become predominant as their maturity increases and costs decrease.

What is FORVIA's view on zero-emission fuel cell electric trucks?

FCEVs are the ideal zero-emission solution for trucks with heavy payloads and high-intensity usage, as they are lighter than BEVs due to battery weight. They also offer shorter recharging times. The market is growing, and we expect a major breakthrough around 2030.