Hyundai’s new 2026 Nexo is an electric SUV that cruises for up to 450 miles and refuels at a familiar-looking pump in 5 minutes. Instead of a battery pack, the Nexo generates electricity on the go from a hydrogen tank and fuel cell. On paper, it’s exactly what Americans want — long-range, fast fill-ups, few compromises — but this new Nexo isn’t coming to America because, for all intents and purposes, hydrogen consumer vehicles are dead in the US. How did we find ourselves here?
I touched down in Seoul to get behind the wheel of the Hyundai Nexo, talk with the automaker’s engineers and Ivana Jemelkova, CEO of the Hydrogen Council, to learn what I can about hydrogen’s future globally and in the US.
A brief hydrogen-powered history lesson
Hydrogen fuel cell vehicles have been inching forward for decades, from the 1966 Chevrolet Electrovan — more rolling lab experiment than a usable car — to the first wave of modern, lease-only offerings in the early 2000s. The Toyota FCHV and Honda FCX marked the point where regulators and automakers aligned enough to put FCEVs on public roads, albeit in tightly controlled numbers. Broader consumer exposure followed with the Honda FCX Clarity in 2008, before Hyundai entered with the ix35 Fuel Cell in 2013, and Toyota took a more public-facing approach with the Toyota Mirai in 2014.
By 2018, Hyundai’s dedicated-platform Hyundai Nexo and a second-generation Mirai suggested the technology had moved beyond proof-of-concept and into something resembling a real product cadence.
And yet, the market never followed. By the end of 2020, global FCEV passenger car sales hovered around 31,000 units, with just a handful of nameplates persisting in select regions. Programs like the Honda Clarity Fuel Cell came and went, while more experimental efforts — including hydrogen plug-in hybrids — remained low-volume exercises rather than scalable solutions. The limiting factors haven’t changed much: a sparse and uneven refueling network, high system costs, and efficiency questions that are harder to ignore in a world where battery electric vehicles have rapidly matured.
That context hangs over the latest Nexo. By the time this second-generation model arrived, the competitive landscape had shifted decisively toward battery electric vehicles, leaving hydrogen to carve out relevance in narrower lanes. Hyundai’s decision to focus the Nexo on markets like South Korea, where infrastructure and policy support are more aligned, underscores the reality. For everyone else, the question isn’t what the Nexo is, but what it could be in markets that aren’t yet built to support it.
The 2026 Hyundai Nexo
The second-generation Hyundai Nexo arrives for 2026 with the kind of incremental but meaningful upgrades that the first car arguably needed from the start. Dimensionally, the new Nexo grows slightly in every direction, pushing it closer to midsize SUV territory while retaining its aero-conscious proportions. Personally, I like the more upright aesthetic, and the inner graphic designer was pleased with the pixel motif found throughout Nexo’s exterior and cabin.
Output climbs to 150 kW (201 horsepower), backed by a larger 2.64 kWh buffer battery and a revised fuel cell stack. The result is a noticeable improvement in real-world drivability, with a claimed 0 to 62 mph time of about 7.8 seconds — making for easier, more confident passing and merging in Korea’s often heavy traffic. It’s still front-wheel drive and tuned more for smoothness than engagement, but the added power and improved energy management make it feel less like a proof of concept and more like a finished product.
Range is where the engineering effort becomes more apparent. Hyundai has stretched the Nexo’s capability to over 700 kilometers (roughly 435 miles) on the Korean test cycle, thanks in part to increased hydrogen storage capacity (now up to 6.69 kilograms) and incremental efficiency gains across the system. Refueling remains a 5-minute affair, preserving the core appeal of fuel cell vehicles: EV-like operation without the wait.
One major difference between filling up a fuel cell vehicle and a combustion car is temperature. Because the liquid hydrogen is stored and transported at much higher pressure than the FCEV’s tanks, the fuel experiences a rapid drop in temperature as it passes through the nozzle, which makes the handle feel chilly to the touch — not a huge deal for most situations, but I was amused to see that the Hyundai staffer in charge of filling up a long queue of Nexos at one of my drive’s stops was wearing mittens on an otherwise mild evening.
I was surprised to see that the Nexo features the same vehicle-to-load, or V2L, capability as Hyundai Motor Group’s EV cars, which allows the vehicle to power external devices, tools, camping equipment and more while parked. Only here, it’s built-in rather than requiring a separate adapter; just plug straight into the AC adapter behind a flap on the passenger’s side. This basically transforms the vehicle into a hydrogen-powered generator that can, for example, provide hours and hours of emergency power to a home in the event of an outage or power a weekend glamping trip.
After spending two days driving the Nexo across the Korean peninsula — covering nearly 500 miles from Seoul to Seonyudo Island to Mokpo and back — I could easily see myself daily driving one of these, if only…
None of this changes the broader constraint. The Nexo is still only as viable as the hydrogen infrastructure around it, which remains limited outside select markets. But viewed purely as a piece of engineering, the 2026 update shows Hyundai iterating in the right places — more power, more range, and better packaging — without overcomplicating the formula.
Why did hydrogen consumer cars fail in the US?
Hydrogen’s struggles in the US market aren’t hard to trace, and they start with the math. Producing, compressing, transporting, and dispensing hydrogen is an energy-intensive chain with losses at nearly every step. Even before you get to the pump, the well-to-wheel efficiency trails what battery electric vehicles can achieve by a wide margin. Layer in the fact that most commercially available hydrogen has historically been derived from natural gas, and the “zero-emission” pitch starts to look more conditional than absolute — clean at the tailpipe, less so upstream.
Infrastructure hasn’t helped the case. Building out a hydrogen refueling network is capital-intensive and slow, and what exists today remains fragmented and, at times, unreliable. Stations go offline, supply can be inconsistent, and geographic coverage is thin enough that even early adopters have to plan around it. That fragility makes the ownership experience feel experimental in a way that’s hard to justify at scale, especially when compared with the increasingly ubiquitous charging options available to battery electric drivers.
Then there’s timing. While hydrogen was working through these challenges, BEVs moved from niche to mainstream with surprising speed. Costs came down, range improved, and charging (while at times imperfect) became predictable enough for daily use. Against that backdrop, hydrogen didn’t just fall behind; it started to look like a parallel path without a clear advantage. The technology still has its advocates, particularly for heavy-duty and industrial use, but as a consumer proposition in the US, it’s struggled to answer a simple question: Why this, instead of a battery?
Hydrogen’s potential future in the US and abroad
To understand hydrogen’s future, I spoke with Ivana Jemelkova, CEO of the Hydrogen Council, a global coalition of 140 major companies from 20 countries formed to promote the development and adoption of hydrogen as a clean energy solution across transport, industry, and power sectors.
Hydrogen’s role: Coexistence over competition
Rather than framing hydrogen as a rival to battery electric vehicles, Jemelkova sees it as a vital part of a diversified energy mix. “We’ve never had a single technology or a single fuel,” Jemelkova said, emphasizing that relying on one solution creates a “single point of failure.”
Strategic applications
In the US market, the goal is to match the energy source to the specific use case. Jemelkova highlighted three primary areas where hydrogen holds a “formidable opportunity”:
- Heavy transport: Hydrogen trucking is nearing cost parity with conventional fuels due to existing infrastructure and low production costs.
- Industrial scaling: The most immediate impact lies in decarbonizing heavy industries like refining and ammonia production — sectors where batteries often fall short.
- Energy storage: Hydrogen tanks can be stored without degradation and transported to remote areas or emergency zones. On site, the H2 can be converted to electricity with fuel cell hardware identical to what’s under the Nexo’s hood.
The path to affordability
While cost remains a hurdle, Jemelkova views it as a matter of volume rather than a permanent barrier. Drawing parallels to the early days of solar power, she argues that policy-driven demand will eventually lead to industrial capacity and lower prices.
“We’ve seen this movie before,” she said, suggesting that while the timeline is still shifting, hydrogen’s downward cost trajectory is a proven historical pattern.
A mismatch, not a mistake
On paper (and in practice in its home market), the second-generation Hyundai Nexo gets all of the fundamentals right. It delivers a competitive range, a refined, easygoing driving experience, and the kind of 5-minute refueling that only the most cutting-edge battery EVs are starting to match. However, capability alone doesn’t determine viability, and in the US, the timing simply hasn’t worked in hydrogen’s favor. Battery electric vehicles have scaled faster, built out infrastructure more effectively and, crucially, made a clearer case to consumers.
In markets where hydrogen production and refueling networks are more cohesive, the same attributes are strengths rather than compromises. The technology isn’t inherently flawed; it’s just not a one-size-fits-all energy solution. Environments and specific markets either support it or don’t. Yes, the Nexo is a mismatch for the US, but that’s OK, and personally I hope hydrogen fuel cell tech continues to advance in markets where it’s a better fit.
Editors’ note: Travel costs related to parts of this story were covered by the manufacturer, which is common in the auto industry. The judgments and opinions of CNET’s staff are our own.
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