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Alpine says its Alpenglow Hy6 hydrogen-powered rolling prototype produces 740 bhp—more than twice the 340 bhp claimed for the earlier Alpenglow Hy4. The Hy6 pairs a 3.5-litre twin-turbo V6 with direct hydrogen injection and indirect water injection. Alpine says the water helps control abnormal combustion and reduce NOx, but it has not published an independently measured Hy6 emissions result in the cited announcement.
What “doubles up power” means
The comparison is between two Alpine prototypes, not between a production car and a new retail model. Alpine rates the Hy6 at 740 bhp and the earlier Hy4 at 340 bhp, making the newer prototype’s stated output more than twice its predecessor’s. The figures are manufacturer specifications, not independently verified dynamometer results.
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| Prototype | Engine | Alpine-rated output | Role and qualification |
|---|---|---|---|
| Alpenglow Hy4 | 2.0-litre turbocharged four-cylinder | 340 bhp | Earlier hydrogen-powered rolling prototype; Alpine specification. |
| Alpenglow Hy6 | 3.5-litre, 100-degree twin-turbo V6 | 740 bhp (544 kW) at 7,600 rpm | Hydrogen-powered rolling prototype; Alpine specification. Alpine says development initially favors a racing version. |
Alpine gives the Hy6 a maximum torque figure of 770 Nm at 5,000 rpm and a specific output of 211 bhp per litre. It also claims a top speed above 330 km/h; that is a manufacturer-stated figure, not an independently verified test result. Alpine’s 14 October 2024 release describes the vehicle as a rolling prototype and says the engine could be adapted for series production. That possibility is not a production commitment or a retail offer.
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How water fits into the hydrogen engine
The Hy6 uses direct hydrogen injection and indirect water injection, according to Alpine. The company says hydrogen’s combustion characteristics make mixture preparation and injection important to managing abnormal combustion, including pre-ignition and knock. It describes the combustion chamber as designed for hydrogen and says water injection helps reduce NOx while addressing those combustion risks. These are Alpine’s stated design rationale and intended functions; the release does not report a measured Hy6 NOx result or an independent emissions-test protocol.
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Water injection is therefore part of the engine’s combustion strategy, not evidence by itself of a particular emissions outcome. Results depend on the engine configuration, injection method and amount, and operating point. Findings from other hydrogen-engine studies cannot be transferred directly to Alpine’s V6.
What other water-injection studies show—and do not show
Separate research provides context for why engineers investigate water addition, but the engines and methods differ from the Hy6. The reported figures below belong to those studies only.
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- Experimental engine study: A 2025 paper in the SAE International Journal of Engines examined a single-cylinder, boosted, direct-injection hydrogen engine. Its abstract reports that water injection reduced NOx by more than 55% relative to the study’s comparison condition at extreme load. This is an experimental result for that setup and operating condition, not a Hy6 measurement. SAE International Journal of Engines study.
- Numerical simulation: A February 2026 paper in Applied Thermal Engineering modeled water-injection modes and quantities in a single-cylinder hydrogen direct-injection engine. Its reported optimum modeled case reached 40.1% thermal efficiency and 8.06 g/kWh NOx. Those are simulation outputs, not measurements on Alpine’s engine. Applied Thermal Engineering study.
- Thermodynamic model: A 2025 paper in Fuel developed a two-zone model for a boosted, lean-burn hydrogen spark-ignition engine. It reported model-predicted reductions in knock integral and nitric oxide for specified water-addition and operating conditions, while emphasizing the need to balance knock, emissions, fuel consumption and performance. These predictions are not Hy6 test results. Fuel study.
The studies do not establish a universal water-injection benefit or a single percentage reduction that applies to hydrogen engines generally. Their different methods, engine configurations and operating conditions are why none can be used as a proxy for the Hy6.
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Alpine says the prototype carries three tanks, each holding 2.1 kg of gaseous hydrogen at 700 bar. It says pressure is reduced before hydrogen reaches the injection pressure. The tanks sit in ventilated compartments sealed from the passenger compartment, and Alpine lists pressure regulation, rapid evacuation valves for a fire, hydrogen-presence sensors and start-up checks. These are features reported by the manufacturer, not the findings of an independent safety assessment.
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- During the experiment, please use 80℃ hot water for Combination reaction (if the water temperature is low, the amount of hydrogen and air pressure from the Combination reaction are insufficient, the fuel cell cannot be used for power generation), and then take off the plug of the vent pipe at the lower part of the fuel cell, release the gas in the rubber hose immediately, and then plug it back immediately, so that only pure hydrogen and air are in the fuel cell, so that the fuel cell can generate hydrogen air power.
Is the Hy6 going into production?
Alpine says its initial development philosophy favors a racing version and that the engine could be transposed to series production. The cited release does not announce a production model, a sale date or a retail engine. Alpine Motorsports vice president Bruno Famin said: “With the development of this brand new Hy6 V6 engine, we are demonstrating our commitment to hydrogen research, which could herald motorsport applications with high-performance levels.”
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- 1. Electrical part: motor with wind shoulder, ammeter, voltmeter.
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