Here's an article on Honda's FCX-V3 experimental fuel cell car that is to be tested in California:

TOKYO (AP) _ As the world's automakers scurry to develop fuel cell cars - a technology without polluting emissions - Honda Motor Co. is going at it alone, facing off against bigger rivals opting for mergers and alliances.

The Japanese automaker said on Thursday that it developed a new fuel-cell-powered car for test drives on California roads in November that is quieter, nimbler and lighter than its previous models.

Although mass production is believed at least a decade away, fuel cells hold great potential for clean driving. They use energy produced by a chemical reaction between hydrogen and oxygen.

Unlike gasoline engines that spit out pollutants, fuel cells produce only water. They also don't create carbon dioxide - a chief cause of global warming.

Fuel cells could turn out to be the major technological innovation in the auto industry that separates the winners from the losers in the long run.

Some analysts say Ballard Power Systems, a Canadian fuel-cell maker part-owned by Ford Motor Co. and DaimlerChrysler, is slightly ahead of the others. Ballard has supplied fuel cells to General Motors Corp., Nissan Motor Co. and Volkswagen.

Honda's FCX-V3 uses a Ballard fuel cell, but Honda insists it is developing its own as well.

Honda's mass production target of 2003 applies to an in-house fuel cell - not a Ballard borrowing - said Tomohiko Kawanabe, a director overseeing Honda's fuel cell research.

The FCX-V3 will be among the more than 50 fuel cell vehicles tested over the next three years under the California Fuel Cell Partnership - a project that brought together the state of California, automakers, fuel-cell makers and oil companies to study prospects for the technology.

Honda is still considering whether to take its own fuel-cell for tests with the partnership.

Some analysts say alliances among automakers are critical in developing costly fuel cell technology. That's partly because several types of fuel cell technology are being developed, and it is unclear which will become the industry standard.

Fueling stations for fuel cells will have to become as widespread as gas stations for the technology to be a realistic option.

Honda's domestic rival, Toyota Motor Corp., has shown experimental models of its fuel cells and has signed an agreement with General Motors to exchange fuel cell technology. Toyota has 2003 as the target for a prototype that may lead to commercial production.

Honda _ which is going the independent route - may be at a disadvantage compared to larger automakers boasting more clout in setting standards, says Masaaki Sato, who has written books about Japan's auto industry.

``It's not good enough to just come out with a quality product,'' Sato said. ``Honda managers are not skilled at building alliances.''

Sato believes that Honda's reputation as a technological innovator - especially in low-emission technology _ could be endangered as the industry enters the fuel cell era.

Kawanabe defended Honda's chances in the new technology.

Drivers - not manufacturers - will ultimately set the standard by choosing the fuel-cell car they find the most convenient, he said.

Ford, DaimlerChrysler and Volkswagen are also taking part in the California Fuel Cell Partnership. Ford plans to begin a production program for fuel-cell cars by 2004, although production may be limited.

Honda's FCX-V3 runs on pure hydrogen stored in a high-pressure tank. It gets oxygen from the air.

It has more room than the previous V1 and V2 models that used Honda's own fuel cell, seating four passengers, up from two. It still has no trunk space.

It takes 10 seconds to start moving rather than the previous 10 minutes, takes five minutes to refuel, down from 20 minutes, and weighs about a quarter less than the previous model at 1,750 kilograms (3,850 pounds).

Maximum speed is 130 kph (80 mph). It can travel 180 kilometers (110 miles) without refueling, although mileage is worse in city conditions, on slopes and when air conditioning is used.

Kawanabe acknowledged that the FCX-V3 doesn't work well in cold weather and needs to travel farther without refueling. Its safety features also need more work, and prices have to come down, he said.

``The changes we have made brought the FCX-V3 much closer to a regular car,'' Kawanabe said. ``But major issues remain to be tackled.''