MIT startup says it can turn diesel trucks into cheaper hydrogen haulers; see it at Disrupt
LNK Energies, an MIT startup, says it has developed a compact system for converting existing heavy-duty diesel trucks to run on hydrogen. If the company’s claims prove out, fleets could cut operating costs and pollution while relying on conventional fuel stations, avoiding the need to build a dedicated hydrogen refuelling network.
The system carries hydrogen in a liquid organic hydrogen carrier, then releases it on the truck using a reactor the founders say is about the size of a mini fridge. The hydrogen can power a modified combustion engine or fuel cells; the reactor uses waste engine heat, and the liquid can be pumped like diesel. LNK estimates Class 8 trucks could cost 13% less to own than diesel models and says it could beat diesel at $6.50 per gallon after producing 50 to 100 trucks, without subsidies. Its lab demonstrator currently powers a lawnmower engine, and the founders aim to fit a larger version to a commercial truck within 18 months.
- LNK says its compact reactor could let heavy trucks use hydrogen carried as a liquid.
- The startup estimates 13% lower total ownership costs than diesel.
- A commercial truck demonstration is planned within 18 months.
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Heavy-duty lorries, often called Class 8 trucks in the US, carry goods over long distances and commonly run on diesel. Hydrogen can power engines or fuel cells, but storing and refuelling it has been a challenge for fleets because dedicated stations are limited.
LNK Energies is a startup founded by people linked to MIT. Its proposed system stores hydrogen in a liquid carrier that can be handled much like diesel, then uses a compact reactor to release the hydrogen on the truck; it is designed to use heat from the engine.
The idea is part of a wider effort to reduce the costs and pollution associated with freight transport. Whether it can work at commercial scale, and whether its costs compare favourably with diesel, will affect how useful it may be to truck fleets.
Both sides, in good faith
The strongest fair case each way — we don't pick a winner.
The case for
If the system works at truck scale, it could let fleets use hydrogen without waiting for a dedicated refuelling network, while reusing familiar liquid-fuel handling and existing vehicles. Lower ownership costs and reduced pollution would make it a potentially practical route to cleaner heavy transport, especially if it can compete with diesel without subsidies.
The case against
The case for caution is that these are company estimates, while the current demonstrator powers only a lawnmower engine and a commercial-truck version is still a goal. Cost, reliability, hydrogen supply and real-world emissions remain to be demonstrated; if the system falls short on any of these, fleets could face added complexity and expense without the promised savings or environmental gains.
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