Daimler GenH2 hydrogen fuel cell trucks complete 225,000 km in trial
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The question of which zero-emission technology is best for long-haul trucking often centers on two contenders: battery-electric and hydrogen fuel cell. Daimler Truck’s latest milestone brings new weight to the hydrogen argument.
The company announced that five Mercedes-Benz GenH2 hydrogen fuel cell trucks surpassed 225,000 kilometers in active logistics operations across Germany. Trial partners included Amazon, Air Products, Holcim, INEOS Inovyn, and Wiedmann & Winz.
That distance is equal to circling the Earth more than five times. These kilometers were not part of closed-track tests. They were logged under real-world logistics conditions, hauling actual freight and providing one of the most comprehensive live demonstrations of hydrogen trucking to date.
Trial insights show fuel cell trucks are road-ready for long-haul logistics
The GenH2 trucks consistently exceeded 1,000 kilometers on a full tank of liquid hydrogen. Refueling required 10 to 15 minutes, matching diesel turnaround times. During the trial, the trucks consumed about 15 metric tons of hydrogen in 285 refueling stops.
Hydrogen use ranged from 5.6 to 8 kilograms per 100 kilometers, depending on cargo and route. Gross vehicle weights ranged from 16 to 34 metric tons.
Drivers cited quiet operation, smooth handling, and comfort on par with conventional diesel trucks. These attributes improve the working environment and reduce noise in urban delivery zones.
The trucks’ environmental impact was significant. Daimler estimates they avoided the combustion of about 58,000 liters of diesel and prevented the release of roughly 154 metric tons of carbon dioxide.
Liquid hydrogen offers an extended range but challenges remain for scaling
Daimler selected liquid hydrogen, or sLH2, for its higher energy density and lighter storage footprint. The result is longer driving ranges and fewer stops. However, liquid hydrogen presents logistical complexity. It requires storage at extremely low temperatures and is available at very few locations.
The trial depended on only two refueling stations: one in Wörth am Rhein and another in the Duisburg area. This constraint highlights a critical barrier to broader adoption. A working vehicle is not sufficient. Without reliable refueling infrastructure, hydrogen-powered fleets cannot scale.
Industry projections suggest Europe will need 2,000 hydrogen fueling stations by 2030 to support commercial fuel cell trucking. The infrastructure must arrive before the trucks can become a viable replacement for diesel across the sector.
Daimler doubles down with a second trial and limited 2026 production
Daimler has confirmed a second trial phase beginning in the fourth quarter of 2025. Five new customers will join, allowing the company to test the GenH2 platform under more varied operating conditions.
At the same time, Daimler is preparing for small-series production of about 100 trucks, set to begin at its Wörth plant in late 2026. These units are not for experimental use. They are intended for early commercial deployment among companies already positioned to support hydrogen fueling.
The GenH2 program places Daimler among the few manufacturers with a viable fuel cell platform. Yet, full-scale industrial production remains out of reach. Broader deployment has been postponed to the early 2030s due to uneven policy support and lagging infrastructure investment.
Daimler is pursuing a dual-technology strategy. Battery-electric trucks will serve routes with high charging availability and shorter distances. Fuel cell trucks are positioned for long-haul segments where range and fast refueling matter most.
Regulations on emissions are tightening, and logistics companies are under pressure to meet decarbonization targets. Daimler’s trial shows that hydrogen-powered trucks are technically and operationally ready. The rest of the system, from infrastructure to incentives, still needs to catch up.