Daimler Truck has officially launched the second generation of the “NextGenH2 Truck” road tractors under the Mercedes-Benz brand, powered by a powertrain supported by 300-kilowatt fuel cells.
These vehicles will be produced in a small series and enter service in the second half of 2026, with the aim of scaling up to larger production volumes from 2030.
The Mercedes-Benz “NextGenH2 Truck” represents the most advanced stage in Daimler Truck’s so-called hydrogen strategy for long-haul heavy transport. These vehicles are, in effect, highly mature fuel cell platforms, conceived not as demonstrators but as near-production solutions. Company plans to build around one hundred units at its Wörth plant, intended for operation under real-world conditions. The project builds on the general concept of the earlier “GenH2 Truck” prototype, while introducing substantial advances in system integration and overall powertrain efficiency.
The stated goal is to achieve performance, range, and operational flexibility comparable to modern diesel-powered long-haul trucks. This is made possible by a powertrain centered on “Bza150” fuel cells developed by the German company Cellcentric. These are proton exchange membrane fuel cells (PEMFC), optimized for heavy-duty applications and designed to operate continuously under high loads, ensuring high power density and long service life.
Each unit is capable of delivering up to 150 kilowatts of net electrical power, which is why the vehicle adopts a twin-system configuration with two combined units, for a total output of 300 kilowatts. This modular architecture not only increases available power but also improves redundancy and operational flexibility. The control system can modulate the contribution of each fuel cell according to demand, keeping them within an optimal operating range in terms of efficiency and avoiding thermal and load cycles that could negatively affect durability.
From an electrochemical standpoint, the “Bza150” cells use high-purity hydrogen as fuel, reacting at the anode with oxygen from the air at the cathode through a proton-conducting polymer membrane. This process generates electrical energy, heat, and water vapor, with significantly higher conversion efficiency than traditional internal combustion engines, especially under the medium and steady loads typical of long-haul transport.
Thermal management is a key aspect of the project. The fuel cells operate at temperatures of around 80 degrees Celsius and require a dedicated cooling circuit, closely integrated with the vehicle system to ensure stable operation even under harsh climatic conditions and prolonged high loads. The “Bza150” units are also designed to work in synergy with the vehicle’s high-voltage battery, which handles power transients and allows the fuel cells to avoid rapid load changes—conditions known to negatively impact membrane and catalyst durability. In this way, the fuel cells can function as highly efficient electric generators operating within a relatively stable range, maximizing system lifespan and reducing overall operating costs.
One of the key elements of the project is Daimler Truck’s decision to use liquid hydrogen storage. At approximately minus 253 degrees Celsius, liquid hydrogen offers significantly higher volumetric energy density than high-pressure gaseous hydrogen, enabling increased range without excessively impacting weight and space requirements. In the “NextGenH2 Truck”, the total capacity of the two cryogenic tanks has been increased to up to 85 kilograms of hydrogen, allowing ranges exceeding 1,000 kilometers at full load, as demonstrated in early testing phases. Refueling is carried out using the “sLH2” standard developed with Linde, with times of around 10 to 15 minutes—an essential factor for compatibility with long-haul operations and commercial transport schedules.
From a powertrain perspective, the “NextGenH2 Truck” adopts a fully electric drive configuration, building on solutions already validated in the Mercedes-Benz “eActros 600” tractor unit. The electrical energy produced by the fuel cells and managed by the high-voltage battery—a lithium iron phosphate unit with an installed capacity of 101 kilowatt-hours—powers electric motors integrated into the rear axle, coupled with a four-speed transmission including two reverse gears.
This architecture allows optimization of the fuel cell operating point, keeping it within an efficiency-friendly load range, while the battery acts as an energy buffer, absorbing power peaks and storing energy recovered during deceleration and braking. Under demanding conditions, such as long climbs or fully loaded towing, the system can deliver up to 340 kilowatts in economy mode (462 horsepower) and up to 370 kilowatts in “Power” mode (503 horsepower), ensuring dynamic performance in line with heavy-duty segment expectations.
A further qualitative leap comes from the integration of next-generation production components, contributing not only to technical maturity but also to overall efficiency. The new “ProCabin”, already introduced on the “Actros L” and “eActros 600”, improves aerodynamic efficiency by around nine percent compared to the previous cab, with direct benefits in energy consumption at high speeds typical of long-haul transport.
At the same time, the adoption of the latest electronic and electrical architecture enables the integration of advanced driver assistance and active safety systems such as “Active Brake Assist 6”, “Front Guard Assist”, and “Active Sideguard Assist 2”, as well as full compliance with cybersecurity standards required for next-generation industrial vehicles.
Particular attention has also been given to component layout and operational usability. The so-called “Tech Tower”, located behind the cab, has been redesigned to be more compact, allowing the wheelbase to be reduced to 4,000 millimeters and improving compatibility with various semi-trailer configurations within European regulatory limits. This module also houses hydrogen boil-off management systems, essential for safety and regulatory compliance, as well as an advanced cooling system capable of maintaining stable operating conditions even in hot climates or under high energy demand.
Safety considerations also extend to the protection of the cryogenic tanks, thanks to side panels with impact-absorbing elements and advanced sensors capable of detecting potential hydrogen leaks, even allowing overnight parking with crew onboard under maximum safety conditions.
Overall, the Mercedes-Benz “NextGenH2 Truck” presents itself as a coherent and engineering-mature technological platform, where the fuel cell is not merely an alternative to the diesel engine but a central element of an integrated electric system designed to maximize efficiency, range, and reliability.
The start of small-series production of around one hundred units from the end of 2026 represents a crucial step in validating this architecture under real operating conditions, collecting data on consumption, durability, and operating costs—key factors for transitioning in the early 2030s to full-scale production of fuel cell vehicles destined to play a structural role in the decarbonization of long-distance heavy transport.
Title: Daimler Truck: new generation of Mercedes-Benz NextGenH2 Truck tractors
Translation with ChatGPT
