Recap 2022

Our journey 2022

This year we will be the only car driving on Hydrogen. This ‘race’ is meant to show everyone what we do and to convince other teams to join our hydrogen category. This way we can race against other teams next year and we stimulate other teams to discover the possibilities of hydrogen.

Due to the fact that we can not compete yet, we will not send updates about our car every day, but also focus on other things. Facts about hydrogen, what are our functions and what do we do, etc. Each day we will give an update and more information.

Monday: Our subteams


“The connection between the different expertises and team members is of great importance for the team. By stimulating personal growth and innovative thinking, the management raises Green Team to a higher level.”

What we do

1. Get an overview of all the processes in the team
2. Contact with companies about support
3. Weekly meetings with the subteams
4. Create a safe environment
5. Set learning goals and evaluate the progress


“The powertrain is everything with high voltage, from where the energy is generated to the conversion of energy in motion, which happens in the motor.”

What we do

1. Get sufficient background knowledge about similar systems/products.
2. Get the requirements clear.
3. Search for products that meet the requirements.
4. Compare the products and get the best one while still keeping the budget in mind.
5. Integrate the product within the system before ordering.
6. Test the individual parts and if successful, start testing more and more parts together till the entire powertrain functions correctly.
7. Analyse what went wrong or can be done better and start from step 1.


“The cooling system might be the most important subsystem of the car because it prevents the drivetrain components from overheating.”

What we do

1. Get an overview of the cooling requirements of the drivetrain components.
2. Performing heat transfer calculations to make design decisions on the cooling system.
3. Designing radiators that provide sufficient cooling and will still fit in the car.
4. Organizing the liquid-cooled components in a system layout. Therefore we need to take into account each component’s requirement regarding flow, temperature and pressure drop, and heat dissipation.
5. Discuss the duct design with the aerodynamics team. The duct is the piece of bodywork surrounding the radiators. A great duct design increases the efficiency of the heat transfer.
6. Testing of the cooling of individual components.
7. Securely mounting and wiring the cooling system components.

Extern & Finance

“Recruiting new partners and keep in contact with existing ones for money, knowledge and parts. We are continuously searching for partners who want to help us.”

What we do

1. Prepared Standard Packages that are adapted to the wishes of the partners
2. First look within your own network, you already know people, there are leads, and you can come through somewhere and search the Trello for companies that have already been approached.
3. Calling and emailing and working towards an appointment
4. Consult with Mechanics and Electronics about the state of affairs and which parts are needed. They approach entire technical companies themselves, but they help externally with concluding a contract. Very specific parts also run through the technical manager.
5. For large amounts and technical things, we work closely together, such as with the fuel cell
6. Also provides information to the sub-teams


“Educating and spreading awareness about hydrogen and its uses, as well as showing what green team does. The team image.”

What we do

Public relations and Graphics

1. Start brainstorming who is it for and what is the goal.
2. Without thinking a lot of ideation.
3. Ask for feedback and see which is the best option
4. Elaborate and ask for feedback until you think it’s right
5. Reflection on whether it belongs to the goal and target group
6. Publish after last feedback


Make sure we know what is expected of us, where should we be, what is in the budget, what do we want to achieve, what do we show, and should we bring


Making schools enthusiastic about hydrogen, subsidies, education series, workshops, green team twente young


“Design all mechanical parts in a way that optimal racing performance is achieved and that all parts work well together.”

What we do

1. Analyzing the different parts and understanding the technology behind them
2. Invent and elaborate different designs
3. Define parameters
4. Modeling designs in CAD software
5. Optimizing designs based on force calculations and technical insight
6. Produce the final design yourself or send it to companies for production
7. Enter the workshop to assemble and test all parts

Tuesday: Our car, random facts and information

Random facts about the car

  • 1 single cell in the Fuel Cell can produce more than the power we consume with the Aurora Omega. The fuel cell stack consists of 215 of these cells which can produce up to 49 kW altogether.
  • The pressure on a car tire is approximately 3 bars. We store our hydrogen at 100 times that pressure, so 300 bars.
  • On the energy stored in the capstack we can drive 36 seconds on race pace. The same energy can be used to power a refrigerator for 3 hours.
  • The chassis consists of 107 tubes welded together
  • One wheel can easily take a load of 1000 kg

We have multiple systems. From our cooling system to the hydrogen system, to the drivetrain, safety system, and mechanical system. All working together as one team. Resulting in the following statistics.

Hydrogen system

The fuel cell needs both oxygen and hydrogen in order to deliver electricity. The oxygen side of the fuel cell begins with the air filter, with as purpose to ensure that the air going in the fuel cell does not contain pollutants. In order to meet the required pressure and flow of the air going in the fuel cell we need the compressor. The intercooler, following after, cools down the air that was heated up by the compressor to the right temperature. After that we have the humidifier, ensuring that the air is humid before entering the fuel cell stack. Besides the air input, we also need an input of hydrogen. This starts at the tank where we store the hydrogen at a high pressure. This is where the pressure regulator comes in and lowers the pressure down to a more manageable pressure, which will then flow into the fuel cell as well.

The reaction of Hydrogen and Oxygen makes the flow of electricity possible. The voltage coming out of the fuel cell stack is not steady and is too low to power the motors. This is why the DCDC is needed. The DCDC increases the variable voltage to 400 V. After this, a supercapacitor pack  (capstack) is used to store the energy for a short while. The motor controller then draws power from the capstack and transfers the electricity from DC to AC and into the two rear motors.

Control and safety

Since we work with high power and a hydrogen system, we have to pay special attention to safety. Our main priority is therefore to drive safely! In order to do this, we have a safety system with sensors detecting deviations throughout the entire car. One is the impact attenuator in case of a frontal crash, another one is the hydrogen sensor placed high up in the car so that it can detect hydrogen. And many more. If any deviation is detected by the sensor, the drivetrain will shut down. This means that every component shuts down and stops working. All the devices ensuring safety need to be powered at all times, so when the main power line fails to deliver power, a secondary independent power source is needed to take over.

-Brake System Plausibility Device-

One part is the BSPD, The Brake System Plausibility Device. As can be quite easy to understand. The Key point of this device is to prevent that power goes to the motor controller when hard braking occurs. This can happen when the motor controller malfunctions or has bad communication with the pedal box. In this case, the Drivetrain needs to shut down.

This is done with multiple sensors, a current sensor, and 2 brake sensors. The brake sensors are attached to the brake system to detect braking and the current sensor measures the current flowing to the motor controller. When both measurements reach their threshold the drivetrain will shut down and stay that way until it is reset. Also when an error occurs within the sensors or has a disconnection, the BSPD will try to detect this and will shut down the drivetrain safely

Cooling system

Designing a cooling system has never been done in the history of Green Team. Making it an exciting but particularly difficult task. Dealing with unknown components, missing information required to do heat transfer calculations and more complications were faced during this year. But as with any challenge, you will overcome it in the end.

We have two cooling cycles. The first one is the fuel cell cycle and the other one is for all the other components in the drivetrain.


We designed our radiators to meet these requirements. The design of the radiators is vital because these are the components that will transfer the heat from the fuel cell and the drive train to the surroundings.

For each cycle, we use one big radiator, both radiators being able to cool around 24 kW’s, which should be enough to cool the fuel cell at average performance. We place them both under a slight angle. This angle in the radiator placement makes sure we can maximize the heat transfer area in the limited space available to us.

Adding to the performance are a couple of fans and our duct design. Fans on the back of the radiator draw in even more air to pass the radiator fins. And the duct is the piece of bodywork on top of the sidepods, enclosing the radiators, guiding the air flow for more efficient heat transfer.


Since we are switching to the Formula Student, the design of the suspension is totally different than the SEM car. The front and the rear suspension of the FS car are slightly different, as the set-up needs to be different for the car’s performance.

The knuckle and hub are designed by ourselves and are based on different load cases, so we know that one wheel can easily take a load of 1000 kg. It was also a challenge to attach these components together with the double-wishbone structure to the chassis and the spring dampers. There was not much space left for our spring dampers, as we had to place a 22,4 kg hydrogen tank in the car, because of this, as in ordinary cars, we place the engines and gears in the wheel assembly.

Therefore, our spring dampers are placed slightly differently than other FS cars. Our spring dampers are connected to the lower tubes of the back.

Wednesday: Technical inspection

Because we will not race yet, we do not have to go through a technical inspection. However, we will do some unofficial technical inspection just for ourselves to find out how far we will come and what we should improve.
The technical inspection has a few categories and before starting, a pre-inspection will be held. All categories are: the accumulator which is the capstack, electrical, mechanic, tilt test, vehicle weighing, rain test, and brake test.


Before one can enter the technical inspection, a pre-inspection is done. This inspection looks at the presence of two fire extinguishers, 4 tires needed for wet conditions, 4 tires for dry conditions, and the driver’s equipment and safety gear.

This includes underclothing consisting of a balaclava, underwear, and socks. The driver’s overall and accessories, which are suitable shoes, a helmet, and gloves. All these items should be fire-resistant and strong enough to protect the driver when an accident occurs. Besides, the helmet should cover the driver’s mouth and not only his head because a full-coverage helmet is stronger.

Accumulator inspection

The accumulator, our capstack, is an energy stack that is used to store energy. The fuel cell stack delivers constant power. However, the motors don’t need constant power, since they use power in a fluctuating way. Hence this is why we need a energy buffer; the capstack!

When the car accelerates it needs maximum power. When you race, it needs a bit less. With braking, you don’t need power at all. Breaking gives energy back to the capstack, this is called regenerative braking. The capstack exists because of this difference in energy consumption. The capstack will be tested to ensure safety.

– Basic tools – 

First, the set of basic tools will be checked. Insulated cable shears and screwdrivers are needed because the capstack works with a high voltage. A multimeter with protected probe tips, face shield, two pairs of HV insulating gloves, two HV insulating blankets, and safety glasses with side shields for all members who work on the accumulator or tractive system. The tractive system covers all high voltage parts of the car to ensure the motor works.

– Charger & temperature –

Next to the basic tools, the charger of the capstack will be inspected and sealed. This is important because a wrong charger can cause a fire. Besides the charger, an official temperature logging device must be installed. This device measures the temperature and makes sure the capstack turns itself off when it becomes too hot. When the driver races, the other team members can also keep track of the temperature because the device sends its data to a computer as well.

Electrical inspection

Before the electrical inspection starts, some requirements are walked through. One of the team members should be assigned as electrical safety officer, ESO. The Tractive system capstack should be mounted to the vehicle. Samples of the self-designed PCBs, printed circuit boards, which are parts of the tractive system should be shown. Tools for the de BSPD, brake system plausibility device, check should be brought and all data sheets of the tractive system. The technical inspection focuses on two tests.

– High voltage vs low voltage system – 

The first test is a test about preventing short-circuit. In the car, there is the tractive system, which are all the parts on a high voltage and there is the low voltage system, which are all the parts needed to power the safety system such as the shutdown circuit and cooling system. There should be a high resistance between these two systems to prevent short-circuit and because the systems will not work well when there is low resistance. That is why the resistance between these two systems is tested.

Vehicles with a maximum TS voltage less than or equal to 250 V will be probed with 250 V and vehicles with a maximum TS voltage greater than 250 V with 500 V. To pass this test, the measured insulation resistance must be at least 500 Ω/V related to the maximum TS voltage of the vehicle.

– Insulation monitoring device –

Secondly, you do not want the chassis to be charged unnoticed. This is why you need an earth leakage circuit breaker, which is for the car a device called the insulation monitoring device, IMD. The device shuts down the entire tractive system when the chassis is under high voltage. Therefore, it is very important to check the insulation monitoring device.

It is tested by connecting a resistor between the tractive system measuring port and the low voltage system ground connector. The test is passed if the IMD shuts down the tractive system, within 30 s at a fault resistance of 50 % below the response value which corresponds to 250 Ω/V.

Insulation monitoring device

Mechanical inspection

The mechanical inspection mainly consists of providing materials and documents. Copies of any safety structure equivalency forms should be handed in, such as all structures from the chassis. Copies of any impact attenuator data requirement, among which the material specifications and how it is attached to the chassis. This impact attenuator is a hardened bumper, which makes sure the car will not break immediately when crashing into something. There should also be a test piece of the impact attenuator brought to the inspection. The tallest driver of the team should take place in the car, the car should be ready-to-race and a quick jack and red push bars should be present. A quick jack is kind of a pallet jack which can move the car for- and backwards and the push bars are handles on the car which can be used to push and turn the car.

Tilt test

To make sure the car will not spin out it is important to have the right point of gravity. To make sure this is the case a tilt test will be performed. This test will be conducted with the tallest driver fully strapped in normal driving position and all fluids will be at their maximum fill level. The car will be placed on a table which will tilt to an angle of 60°. To pass the test, there should be no fluid leaks and all wheels must remain in contact with the table.

Vehicle weighing

Before the car can race it will be weighted in ready-to-race conditions, so including driver. This is done to prevent teams from removing or adding parts after the inspection. When the weight difference differs more than 5 kg you will get penalty points.

Rain test

If the car will drive through the rain, you don’t want a short-circuit or voltage on the chassis. This is why a rain test is performed. During this test the tractive should be on, because this will also be the case when the car is in driving mode. The tractive system includes the motor controller and motors as well.

Before the test the wheels should be removed and the vehicle must be placed on the quick jack without driver to prevent the car from driving away in case of a short-circuit.

Water will be sprayed at the vehicle from any possible direction, which will be similar to a vehicle driving in rain and not a direct high-pressure stream of water. The test is passed if the insulation measurement device is not triggered while water is sprayed at the vehicle for 120 s and 120 s after the water spray has stopped. The insulation measurement device detects if there is voltage on the chassis, this is why you do not want it to be triggered.

Brake test

– Brakes-

Having a brake test speaks for itself. The car should be able to stop to prevent any accidents. All four wheels should be locked and stop the vehicle in a straight line at the end of an acceleration run specified by the officials without stalling the engine. After accelerating the tractive system must be switched off by the driver and the driver must break only using mechanical brakes.

– Lights –

However, not only the brakes are tested. Next to the brakes the brake lights will be tested and observed if the illumination is good enough. The TSAL light, tractive system active light, should also work. These lights blink red if the tractive system is active to ‘scare’ people. Red means there is high voltage and you should not just touch things. The light will be off when there is an error and green when the voltage is below 60V.

– Sound –

Finally, the horn is tested which will be used to make clear you are ready-to-drive.

Thursday: The Formula student, racing and the circuit

The Formula Student (FS) is a very high-profile event. With more than 300 teams worldwide, it is the most established educational engineering competition in Europe. The name says it all, but each team consists only of students from universities. Of course, the teams work together with companies, professionals and academics.

The race is seen worldwide as a gateway for university students to, for example, Formula 1 and the WEC (World Endurance Championship). Besides gaining experience in the racing world, the FS is a perfect way for students to gain all-round engineering/work experience. Ross Brawn, Formula 1 Managing Director, said:

“I can speak from personal experience when I say that practical experience is essential for a good engineering foundation. Formula Student combines the practical applications with the academic study of the students, but also teaches the students important skills such as project management, dealing with finances and teamwork.”

Besides the engineering and racing part, the FS is also about students developing other skills such as designing, presenting and making a business case. The idea of the business case is that you try to make a car for the market of non-professional hobby racers.

The race has three classes, combustion, electric and driverless. We are now going to set up a new classification, the hydrogen classification. This year we will be the only one and we hope to pave the way for other teams to switch or start with hydrogen.

This year we have the honor to be present at Formula Student Netherlands and Germany. These will take place at TT axes and the circuit of Hockenheim.

– Formula Student Netherlands (FSNL) –

This year will see the 5th edition of FSNL. This will be at TT Assen, the home of Motor GP. This will be the first venue where we will show our new hydrogen FS car. Besides us, there will be 50 other teams from three different continents.

– Formula Student Germany (FSG) –

The FSG is considered the world championship in the FS race! It is the largest in the world and is held on the Hockenheim circuit. Formula 1 was held here until 2019. Almost all FS teams want to take part, but in the end “only” 100 are allowed to do so.


In every FS race, you always have to go through the technical inspection as told yesterday. This is to check that the car is completely safe and there is little that can go wrong. Making a completely new kind of car is of course not without danger. Hydrogen is not exactly more dangerous than electric or combustion, but of course it has to be checked properly. For this technical inspection we work together with KIWA. KIWA is a specialist in Testing, Inspection and Certification. They also do this in the field of hydrogen and so they can properly check if our car is completely safe.

Friday: Hydrogen


Hydrogen can be stored in gas or in liquid form, but mostly gas tanks are used with a pressure of 350-700 bar. Hydrogen storage technology has developed rapidly in recent years and is way safer than people think. Modern aluminum-composite tanks provide excellent storage being able to withstand point-blank gunshots without taking a dent.

Easy refueling

Currently, already 14 hydrogen tank stations are available in the Netherlands! 3 more are under construction and 12 are funded so will be built soon. Also, in Belgium and Germany, more hydrogen tank stations are being built. Hydrogen-powered cars can be refueled in just a few minutes, making hydrogen a perfect source of energy for mobility, in contrast to electric vehicles.

Energy density

Hydrogen is the lightest gas in the universe, but also has a very high energy density. The energy density is measured by looking at the available energy per mass unit of a substance. Diesel and gasoline have an energy density of 45 megajoules per kilogram. However, for hydrogen this is 120 megajoules per kilogram! This means that with the same volume, hydrogen stores more energy than any other fuel. This is the reason why the range of a hydrogen-powered car exceeds the range of any other car.

Proven technology

The technology of fuel cell was already developed by Sir William Grove in 1838. However, the first commercial hydrogen fuel cell was available in 1932. It was first used by NASA for space programs, and after that it became more used in different other industries. In the automotive industry fuel cells were proven to be an easy scalable technology. The new hydrogen-powered cars being developed nowadays prove that the technology still is very valuable!

Hydrogen economy

In 1874, French novelist Jules Verne prophesied that ‘hydrogen will be the coal of the future’. This statement fascinated and inspired many people at that time. Now that the climate change is becoming more and more urgent, Verne’s statement is still accurate. A hydrogen economy is developing, where more and more industries are planning to use hydrogen as the main energy carrier. Politics is investing more in infrastructures to realize this hydrogen economy, so for the future it will be indispensable.

Sustainable fuel

Hydrogen is produced by electrolysis, using electricity to split water into oxygen and hydrogen. The production of hydrogen can be done with green electricity; energy that is generated by sustainable methods such as solar or wind power. Because of this green production and water is the only byproduct, hydrogen is a sustainable fuel.

Shell Eco-marathon

Our race updates 2022

Day 4 Friday

After a full evening of deliberation and a short nights rest we started the day with a plan. We used the knowledge gained from our first attempt to adapt the car and our driving strategy. With big results! Where we started of with a score of 140 to which our competitor HAN must have felt pretty confident. However each attempt we leapt forward, first 200, then 278.

It is 17:00 Aurora omega rolls up to her last attempt. Disaster strikes, she is not allowed on track. Of all things the seemingly simple horn malfunctioned. The clock chips away at the time as we scramble to find a solution.

One of our competitors had the replacement part we needed. Our fourth and final attempt was saved. We would like to point out the amazing cooperative atmosphere in the paddock. Even though some of us were directly competing we lended our tools and parts out and got ones we needed in return. Giving everyone their best shot at showing of their year long hard work.

Our driver Bas rolled up to the starting line just in time for our final attempt. 275 was the score to beat, held by HAN. As Bas drove off we cheered him on. A little time passed and then Bas told us the terrible news. “A tire is scraping the wheel arch.” It went quiet.

It was a nerve wracking wait. Aurora drove one lap even more gracefull than the last. After she finished on the dot the efficiency was calculated. The field radio buzzed the score. We asked for a repeat, we couldn’t believe it. As we heard 305 again we erupted in total joy.

Dispite all the setbacks, like a broken fuelcell a month before the race. We managed to set an amazing score. 4281 kilometers on a single kilo of hydrogen. That is from Enschede well into the Saharan desert.

We’d like to congratulate Eco-Runner and HAN with their victories and wish them good luck next year. This was a great end of an era for us. We’re looking forward to exploring the high performance possibilities of hydrogen.

The paddock crew

The Team

Aurora Omega on TT Assen

Day 3 Thursday
Today we were very early present at the paddock, before it even opened. Once we were in we started working on the hydrogen system and slightly adjust the car because we had to get through the technical inspection as soon as possible. After working very hard and efficient we managed to have the car ready in the end of the morning. This was a huge milestone and we are all very happy and celebrated for a few minutes before going back to work at the car. We made the car pass the technical inspection, but for us this was the first time on the TT-circuit so a few test laps were needed. These testlaps were perfect to make the final adjustments to our strategy model. Once we did this we took a short break followed by our first official attempt at the SEM. We completed the run and are satisfied with the results. This run was not perfect, in fact we know now quite well how we can improve our results tomorrow. After the first day we came in 3rd. Not all the teams have put their first run in so we have to see where we end-up after tomorrow! Tomorrow is the last day of the SEM, we will look into achieving higher efficiencies!

Last minute part creation

Day 2 Wednesday
On our second day at the Shell Eco Marathon our biggest goal is passing the technical inspection. This elaborate inspection of both the mechanical and electrical parts as well as the hydrogen system is usually tough to pass. To pass, we need to apply to a certain large set of rules.

Still, in the morning we had to make some adjustments and refinements to be ready for the inspection. For example, we had to integrate the telemetry device, two joule meters and a flow sensor into the car. The telemetry device sends all our data from the car to the Shell Eco Marathon organization. Integrating these parts came with some struggle as the connections didn’t all fit. Some new cables and connections had to be created that hadn’t been in the car before. In response to that also some extra cable management had to be done. At the end of the morning, we plan to be ready to go through the technical inspection and hopefully pass it without any issues.

Part of the team also performed a track walk this morning. It was exciting to inspect the track from up close that so far we have only seen on paper. We got the chance to discuss the optimal racing line and our racing strategy that we have in mind while walking the actual track.

Installation of telemetry

Our Drivers

Day 1 Tuesday

Early in the afternoon we arrived at the campsite. After setting up our tents we went to TT Assen for the first day of the SEM. We are not going to race today because this day is purely meant for preparing for the race.

First we had to sign in at the reception, part of this was watching a video on how to act safe in the pitbox. Next, we went to the paddock to unload the car and tools into our pitbox.

Once everything was setup we went to pick up the telemetry devices from the organisation. These report data from our car back to Shell. So they can check us during the race. This includes a flowmeter, joulemeter and an onboard computer.

Thereafter the openings ceremony was about to begin. All the competing cars where set up in the pit lane for a nice group picture, with the Aurora Omega in the front left.

Once the ceremony was over, with only one hour left before the paddocks would close, we started installing the telemetry equipment.

The Contestants


Setting up camp

Green Team Twente competes within the Shell Eco-Marathon. This is an unique competition that challenges students around the world to design, build and drive the most energy-efficient car. With three annual events in Asia, America and Europe, student teams compete on efficiency: who can drive the furthest on the least amount of fuel?

The competition is split into two vehicle classes, the Prototype class and the Urban Concept class. Cars in the prototype class are all about the ultimate performance, meaning there are no design boundaries. Cars in the Urban Concept class also drive as efficient as possible, but are design-wise restricted to resemble current cars and are also assessed on their driving performance.

Among these two main classes, cars are divided by energy-categories. There are subclasses for cars propelled by an internal combustion engine fueled by gasoline, diesel or ethanol. As well as for cars driving battery-electric and driving hydrogen-electric. In the final race, the Drivers World Championship, all different subclasses race each other, in the ultimate car of the future race. Green Team Twente is a participant in the Urban Concept class, driving hydrogen-electric.

Prizes Green Team Twente




2019, 2017, 2012


2016, 2013


2020, 2019, 2018, 2017, 2015

SEM 2019


The Shell Eco-Marathon 2019 has been a great experience! We started this week not knowing how our car would compare to those of other teams. On Friday the 28th we arrived in the UK and our journey began. Luckily, we passed the technical inspection really quickly and without much trouble. This gave us the chance to make plenty of use of the practice rounds and make final adjustments to the car. The first competition day went well with good results for the first attempt. On the second day, unfortunately, the second attempt was not valid, as our hydrogen bottle ran out during the race. The third and fourth attempt went really great as well, which ultimately led us to victory. This meant we were the hydrogen UrbanConcept winner of the Shell Eco-Marathon 2019.

With this, a ticket to the Driver’s World Championship (DWC) was secured. On Friday, we had the technical inspection for the DWC and subsequently the race itself. This went great, as we finished first with great distance from the second car. This meant we had the world’s fastest energy-efficient car. However, this wasn’t our last award of the week, as it was announced during the ending ceremony that the Communications Award was also ours. With three rewards we’ll be heading home, back to our Future Factory.


Today we arrived at our campsite and settled with our Aurora 2 at Mercedes-Benz World, where the Shell Eco-Marathon takes place! We are ready for the challenge, tomorrow we will stand in line really early for the technical inspection!


Today, we had the first chance to get into the technical inspection. At 06:00, the first people of Green Team Twente were in line. This was done to start the technical inspection as early as possible. Technical inspection entails the checking of all different parts of the car: hydrogen, mechanical, electrical and of course safety. All team have to pass this inspection in order to compete in the race. Teams that pass first have more time to test on the track.

The first day of technical inspection had its ups and downs; most of the tests we passed with no problems, but there were some difficulties when testing the hydrogen part of the system. Therefore, we had to make some adjustments to the system at the paddock. Tomorrow will be the last part of our technical inspection. To make sure we pass as early as possible, we will stand in line at 07:00 in order to test as soon as possible!


Today, we came back to the technical inspection with our hydrogen problems fixed. We made it from 8/12 to 12/12 tests done! It was a long run, but finally it worked out well! After this, our mechanics aligned the wheels after being shaken a bit during the ride to England.

In the afternoon, from 4PM until 6PM, we had the chance to drive on the track, as the first Urban Concept car! In the beginning, we experienced some problems with our drive power. Nevertheless, we did succeed to simulate one attempt with 2 minutes left. After this, we did some rounds with our second driver. During this round, the problem persisted, so we quit the attempt in order to solve it. After bringing the Aurora 2 back to the paddock and inspecting it, we quickly found out what the problem was: a broken cable. This was fixed in a few minutes and afterwards the system worked perfectly again. This means we can test again tomorrow with a stable drive power.


Today we had another day filled with testing. We had two time slots during the day, one in the morning from 9:00 until 10:30 and one in the afternoon from 16:00 until 18:00. Unfortunately we had some small hydrogen issues in the morning, which caused us to be unable to stand in line at 9 o’clock. Because of this, we got on track very late so we were only able to drive a few laps before the time slot was over. Luckily, we could see from these few laps that the car was working almost perfectly!


In the afternoon, we went into the technical inspection again. Of course, this wasn’t because we didn’t pass the first inspection or because there was something wrong with the car. It was because Shell thought our car looked very beautiful and they wanted to get some photos and movies of it together with the crew members of the technical inspection. It was really nice for us to get this great opportunity to show even more people our car and our mission!


This morning at 9 o’clock we had our first time slot and we set out to also get our first valid attempt. Since we really wanted to get a valid attempt first before driving the most efficient possible. This means we wanted to drive the full 11 laps in the maximum time of 39 minutes, so we drove very safe and without risks. This turned out really well and we could easily finish the attempt without any problems. Our attempt was the most efficient of all the hydrogen teams of today! So at the moment, we are on the top of the ranking!

After the successful attempt we celebrated it briefly, but got to work soon after that. We had a lot of changes we wanted to make to the car to try to increase the efficiency even more, which we deemed too risky to implement before the first valid attempt was set. One of the things we wanted to implement was a software update to the capstack software. With this update we could use effectively more capacity of the capstack. We also noticed during the first attempt that one of the cables of the motors was a bit faulty, so we changed this just to be sure this wouldn’t cause any problems during the coming attempts.


We wanted to take our time to get everything right and since the second time slot was 1,5 hours long, we didn’t get in line at the first possible moment. Unfortunately, when we were in line, one of the wishbones of the suspension of the car broke which we could fix quite easily and quickly, but caused us to have to return to the back of the queue. Since there were too many cars in front of us at that point, we were not able to start for a second time today. But luckily, we did not lose an attempt over this, so we will have 3 more attempts left for tomorrow!

Late in the afternoon, it was almost time for our second time slot of testing of the day. Every team member knew his or her task and the car and team were all quickly on their designated place. During this test round, we wanted to simulate the race as it would be during an official attempt, so we tried driving 11 laps in time. This worked out very well without any problems, and because of the long line to get on track we decided to continue and drive another 11 laps, which we could also finish without any trouble. After these two race simulations, there wasn’t much time left in the time slot and we decided to stop the testing. We calculated our efficiency and it looks really promising!


This morning, we started our second attempt. Everything went really well in the beginning! All the stuff that we worked on yesterday, behaved really good! Besides, we chose to have a small hydrogen bottle, because that saves 1,5 kg. Until the last round, everything went really smooth. After this, the hydrogen bottle was empty. We had only used 43 litres during the drive, while the bottle contains 80 litres in total. This means we do not know what went wrong, though we know something did. However, we stay positive, and we have good news: In our attempt yesterday, we used a lot more than we did today, so we know our efficiency went up! The only thing we need now, is to do the same in a valid attempt! We are already in line and completely ready to drive the attempt with full focus this afternoon from 13:30!

To follow us live and check our results, see the button above on this page!


We started the morning with a briefing and an extra technical inspection, to check if we adhere to the extra rules that are set for this competition. After this, we had a practice race with all of the 9 teams with only 4 laps, which we ‘won’ big time! This gave us good hope for the real race, which took place at 16:00 local time.

Every car gets an amount of energy that is related to the energy that was used in the best attempt of the SEM, but then recalculated to 7 laps instead of the 11 that we drove in the Shell Eco-Marathon. All the winners of every energy type get 5% extra, so that means us as well! The start position of the cars are chosen randomly. We were lucky, because we could start in the first position! 


The race was more exciting and nerve-wracking than any race we had done before, but luckily we quickly had a head start on the rest of the teams. Our strategy was to accelerate really quickly, so the other teams couldn’t catch up with us since the maximum speed was only 40 km/h. During the year, we engineered the new drivetrain to be able to accelerate very fast and efficiently at the same time, especially for the Drivers’ World Championship.

In the last rounds, we even lapped a few cars! After the 7 laps, we finished first. This means we are now European Champions and World Champions! We were the first European car to win the DWC and besides that, the first hydrogen car! Below, the top 3 of the DWC!


Friday afternoon, the ending ceremony was held. Apart from the on-track awards, the winners of the off-track awards were also announced. At this moment, it was announced that Green Team Twente had won the Communications Award. For our diverse content, activities and strong brand it was decided that we had the most thought-out communication strategy. This means we are the third year in a row that the Communications Award has been given to Green Team Twente!


After we waited for the results of the others, we knew for sure that we stayed on top of the ranking and we were European Champions!  With an efficiency of 242 km/m3, we are the most efficient car of the UrbanConcept Hydrogen cars! We are very proud of our work from this week and the whole year! Thanks all for your support and special thanks to the team of last year, for standing at the base of this car. You can find our results on the result website of Shell!

After winning the Shell Eco-Marathon, we were allowed to participate in the DWC. This is a race about speed, instead of the highest efficiency. However, efficiency is still the main theme of the race. The top 3 UrbanConcept cars of every energy type (Battery Electric, ICE and Hydrogen) of the Shell Eco-Marathon Europe may participate in this race. Those nine cars are competing against each other to be the first to complete 7 laps on the track. 

Every car gets an amount of energy that is related to the energy that was used in the best attempt of the SEM, but then recalculated to 7 laps instead of the 11 that we drove in the Shell Eco-Marathon. All the winners of every energy type get 5% extra, so that means us as well! The start position of the cars are chosen randomly. We were lucky, because we could start in the first position! 

Hydrogen Efficiency Challenge
In 2021, we organised, together with TU Delft and Hogeschool Arnhem en Nijmegen, our own race. This race was called the Hydrogen Efficiency Challenge. This race was organised because there was no Shell Eco-Marathon due to Covid-19. This race was about efficiency again. On this day, every team got 4 attempts. Each attempt consisted of 15 rounds, which had to be finished within the time limit of 35 minutes. In each round, there was a stop-and-go to simulate a traffic situation. At the beginning and end of each attempt, the amount of hydrogen in the tank was measured, to monitor the hydrogen consumption. We became second this day.