GANGWON-DO, SOUTH KOREA – Outwardly, the 2019 Hyundai Nexo looks like a contemporary crossover complete with its two-box styling and, in a nod to the Range Rover Velar, door handles that pop out when the vehicle is unlocked. However, what lurks beneath is a dedicated platform with a 2,790-millimetre wheelbase and the company’s latest fuel-cell technology. It’s a zero-emission ride that produces nothing but water — it also “vacuums” the air because what goes in (smog, tiny particulates, and so on) is cleansed so the air that exits is 99.9 percent pure.

The new powertrain is state-of-the-art and brings some big improvements to the market. When compared to the Tucson FCEV’s fuel cell stack, the Nexo’s is 16 kilograms lighter yet boasts a one-kilowatt improvement in power density, now 3.1 kW per litre, which means a big improvement in driving range — in this case, 609 kilometres from its three underfloor hydrogen fuel tanks.

2019 Hyundai Nexo Graeme Fletcher , Driving

2019 Hyundai Nexo Graeme Fletcher , Driving

2019 Hyundai Nexo Graeme Fletcher , Driving

2019 Hyundai Nexo Graeme Fletcher , Driving

2019 Hyundai Nexo Graeme Fletcher , Driving

2019 Hyundai Nexo Graeme Fletcher , Driving

2019 Hyundai Nexo Graeme Fletcher , Driving

2019 Hyundai Nexo Graeme Fletcher , Driving

2019 Hyundai Nexo Graeme Fletcher , Driving

2019 Hyundai Nexo Graeme Fletcher , Driving

2019 Hyundai Nexo Graeme Fletcher , Driving

2019 Hyundai Nexo Graeme Fletcher , Driving

The fact the new fuel cell converts 60 per cent of the hydrogen consumed into useful energy, compared to 25 per cent for a gasoline engine, speaks volumes. It has a life cycle of 10 years, compared to the five years the Tucson FCEV enjoyed, yet the unspoken plus is unlike a conventional electric vehicle, the hydrogen tanks can be filled in under five minutes – about the same time it takes to gas up a regular vehicle.

The new fuel cell stack is joined by a lithium-ion battery, which improves output and provides a seamless transition of power. Minus the battery, it takes the fuel cell about a second to go from idle to full power, which would mean a rather laggy driving experience — the battery covers the intervening period to provide instantaneous response. The fuel cell is rated at 95 kW and the battery at 40, giving the Nexo a total output of 135 kW – 11 better than the Tucson. In a real-world application the net system output is rated at 120 kW.

The combination powers an electric motor that delivers 151.5 horsepower and 291 lb.-ft. of torque. The numbers, as they appear on paper, do not seem special — driving the Nexo proved it to be more than adequate, as the torque is generated the instant the wheels begin to turn. This brings a spirited launch off the line and a rewardingly willing mid-range kick. The combination means it is as good as any other affordable electric ride!

Conversely, on the highway the Nexo comfortably purred along at 140 km/h and still had a little kick left in its performance when needed. No, the overall performance is not going to wow, but it more than gets the job done and delivers outstanding fuel efficiency in the process — a test average of 88.6 kilometres driven per one kilogram of hydrogen consumed. Compared to a similarly sized, gas-powered crossover that number is somewhat less than half the expected consumption and it’s zero emission.

A big part of the efficiency equation boils down to regenerative braking. As is becoming popular, the Nexo has paddle shifters that allow the driver to tailor the amount of regenerative braking to their taste. There are four basic levels — Level 0 has no regenerative braking while Level 3 delivers a healthy dose. The best setting proved to be Level 2, delivering plenty of regen without making the car overly sensitive to slight changes in the throttle pedal’s position. If there is a nit to pick, it is that the top level of regen should provide more of a one pedal-drive experience than it already does.

The Nexo’s ride and handling got thumbs up in both cases. Body roll is controlled, the steering is crisp and responsive, and there’s plenty of lateral grip in a fast corner. Comfort-wise, it soaked up road imperfections nicely. Again, it’s not a sporty crossover, but more than up to the expectations of the segment and without the usual harshness.

2019 Hyundai Nexo Graeme Fletcher , Driving

2019 Hyundai Nexo Graeme Fletcher , Driving

2019 Hyundai Nexo Graeme Fletcher , Driving

2019 Hyundai Nexo Graeme Fletcher , Driving

2019 Hyundai Nexo Graeme Fletcher , Driving

The cabin follows the sophisticated lead with a large display screen behind the steering wheel and a second to the right that hovers over the central console. The neat bit is when the turn signal is activated, the rearward view to the left or right shows up in the instrumentation in a clean and uncompromised display. It is similar to Honda’s LaneWatch, but with more sophistication. The setup is such it all but rendered the side mirrors redundant.

Flowing away from the infotainment and navigation screen, which recognizes the usual smartphone gestures, is large bank of switches and knobs. It’s intuitive and houses a push-button shifter. However, the look says it’s a little yesteryear compared to the instrumentation and infotainment system. Move rearward and there is no compromise. The backseat has enough width, head- and legroom for three six-footers to sit comfortably, and with 839 litres of cargo capacity behind them. No number was given for the seats-down capacity.

The Nexo is due to arrive in Canada fourth-quarter this year, with the allotment expected to be around 25 vehicles — blame the non-existent hydrogen refueling infrastructure for that limited number. Final specifications and pricing will be announced closer to launch, although Nexo will qualify for the maximum rebate in all Canadian provinces that offer an EV incentive.