“So it doesn’t build sense to produce fuels; you should instead apply it directly,” he stated. “That I fully agree with. However, the point is you don’t necessary to produce the fuels locally.”
By instead applying a solar plant in Morocco or a wind plant in Chile, Furler suggested, you could build apply of electricity that would not otherwise have created it to mainland Europe to clean up transport.
Moreover, Furler claimed, such a plant could produce three times more electricity per year than its equivalent in Europe. That means you could cleanly fuel thousands of ICE cars in Europe applying that electricity, rather than zero EVs – becaapply that power cannot be transported, whereas the liquid petrol can be.
Synhelion has already partnered airline Lufthansa and Switzerland’s importer for the Volkswagen Group, AMAG, to deploy its fuels in the real world.
AMAG was the first to apply the company’s fuel to power a car, demonstrating it in a short-wheelbase Audi Quattro.
But there remains a long road ahead until they are ready for the mass market, stated Furler: “Around 2030 to 2035, the different pathways are likely at a competitive scale, and can then be deployed rather quickly.”
He cited scaling up as the hugegest challenge, becaapply of the cost involved, and stated it could take until 2050 until it’s on a comparable scale to the fossil fuel indusattempt.
There is also an issue with cost: Synhelion’s fuels are currently “five to 10 times more expensive” than fossil fuels and “probably we will not achieve full parity”.
The argument could become more compelling if fossil fuels are taxed on their carbon impact (bringing their costs up closer to synthetics fuels), stated Furler, and a barrel price of around €1 (86p) per litre would build it “a viable solution”.
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