Mercedes-Benz Trucks GenH2 Truck

*** THIS IS A HYDROGEN FUEL-CELL VEHICLE (FCEV), NOT A BATTERY-ELECTRIC TRUCK. *** It is included at the request of the research brief and must be labelled clearly wherever it appears next to BEVs. It has no plug and cannot be charged; batteryGrossKwh 70 is a fuel-cell BUFFER battery, not a traction pack, and dcPeakKw/mcsKw are null by design. Powertrain (pre-series specification, per Daimler): cellcentric fuel-cell twin system, 300 kW total (2 x 150 kW), with the buffer battery able to add 400 kW temporarily; two electric motors at 2 x 230 kW continuous and 2 x 330 kW maximum, i.e. 460 kW continuous / 660 kW peak as recorded; torque 2 x 1,577 Nm continuous (3,154 Nm total) and 2 x 2,071 Nm peak - torqueNm 4142 is the TOTAL PEAK figure, the continuous total is 3,154 Nm. CONFLICT on hydrogen capacity: the September 2023 record-run release says 'two 40 kg tanks' (80 kg); the July 2024 customer-trial release says 88 kg (2 x 44 kg). The later, more detailed figure is the better one; both are Daimler's own. History: concept shown in Berlin 16.09.2020; prototypes testing from 2021 including the Brenner Pass; liquid-hydrogen prototype from 2022; 1,047 km record run September 2023; a five-truck customer-trial fleet started operations on 25.07.2024 for roughly one year with Air Products, Amazon, Holcim, INEOS/VERVAEKE and Wiedmann & Winz. Status: never entered series production. Superseded by the Mercedes-Benz NextGenH2 Truck (separate record), which moves to the eActros 600 platform, a 300 kW cellcentric twin fuel-cell system, a 101 kWh LFP buffer battery, an eAxle up to 370 kW and 85 kg of LH2, with small-series manufacture of 100 units planned from the end of 2026. 'discontinued' is used here rather than 'cancelled/defunct' because the programme fed directly into that successor rather than being abandoned.