The system’s power output is around 130bhp, and there’s plenty of the strong, effortless torque that characterises an electrically propelled car’s step-off. The acceleration dulls once the car is moving, but it remains brisk and, with no gears to shift, the power delivery is continuous.
Braking is smooth, too. With no engine-driven servo, fuel cell cars depend on electrically generated assistance to reduce braking efforts, which in the past have felt jerkily inconsistent. But there are no such problems here.
On the small circuit around which we drove the FCV, it handled tidily and gripped well, its weight distribution no doubt aided by the fact that the stack is located beneath the front seats and the two carbonfibre hydrogen tanks are fitted under the rear seats and in the boot. This FCV is not a hugely engaging drive, but it’s certainly agile.
The source of the whooshing noise? It’s the compressor, used to push air through the fuel cell stack to purge it of the water that’s the by-product of the electricity-generating oxidising of hydrogen and oxygen. Compressors are the main NVH challenge with fuel cell cars, but the redesigned pump in this car yields far less noise.
The result is a car that’s far simpler to drive than it has been to develop, project manager Hitoshi Nomasa explaining that “a lot of work” has gone in since the Highlander prototypes. Among the many developments are the incorporation of the stack’s cell humidifiers into the unit itself, while Toyota now makes its own carbonfibre hydrogen tanks to reduce costs.