[Federal Register Volume 75, Number 245 (Wednesday, December 22, 2010)]
[Proposed Rules]
[Pages 80430-80451]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2010-32163]
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DEPARTMENT OF TRANSPORTATION
National Highway Traffic Safety Administration
49 CFR Parts 531 and 533
[Docket No. NHTSA-2010-0175]
Passenger Car and Light Truck Average Fuel Economy Standards
Request for Product Plan Information--Model Years 2010-2025
AGENCY: National Highway Traffic Safety Administration (NHTSA),
Department of Transportation (DOT).
ACTION: Request for comments.
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SUMMARY: The purpose of this request for comments is to acquire updated
information regarding vehicle manufacturers' future product plans to
assist the agency in assessing what corporate average fuel economy
(CAFE) standards should be established for passenger cars and light
trucks manufactured in model years 2017 and beyond. NHTSA must
establish CAFE standards pursuant to the Energy Policy and Conservation
Act, Public Law 94-163, as amended by the Energy Independence and
Security Act (EISA) of 2007, Public Law 110-140. This request is being
issued in preparation for an upcoming Joint Notice of Proposed
Rulemaking being undertaken by NHTSA and EPA regarding future CAFE and
greenhouse gas (GHG) standards currently anticipated to be released by
September 30, 2011.
DATES: Comments must be received on or before February 22, 2011.
ADDRESSES: You may submit comments [identified by Docket No. NHTSA-
2010-0175] by any of the following methods:
Federal eRulemaking Portal: Go to http://www.regulations.gov. Follow the online instructions for submitting
comments.
Mail: Docket Management Facility, U.S. Department of
Transportation, 1200 New Jersey Avenue, SE., West Building Ground
Floor, Room W12-140, Washington, DC 20590.
Hand Delivery or Courier: West Building Ground Floor, Room
W12-140, 1200 New Jersey Avenue, SE., between 9 a.m. and 5 p.m. ET,
Monday through Friday, except Federal holidays. Telephone: 1-800-647-
5527.
Fax: 202-493-2251
Instructions: All submissions must include the agency name and
docket number for this proposed collection of information. Note that
all comments received will be posted without change to http://www.regulations.gov, including any personal information provided.
Please see the Privacy Act heading below.
Privacy Act: Anyone is able to search the electronic form of all
comments received into any of our dockets by the name of the individual
submitting the comment (or signing the comment, if submitted on behalf
of an association, business, labor union, etc.). You may review DOT's
complete Privacy Act Statement in the Federal Register published on
April 11, 2000 (65 FR 19477-78) or you may visit http://www.dot.gov/privacy.html.
Docket: For access to the docket to read background documents or
comments received, go to http://www.regulations.gov and follow the
online instructions, or visit the Docket Management Facility at the
street address listed above.
FOR FURTHER INFORMATION CONTACT: Mr. Ken Katz, Fuel Economy Division,
Office of International Policy, Fuel Economy and Consumer Programs, at
(202) 366-0846, facsimile (202) 493-2290, electronic mail
[email protected].
[[Page 80431]]
For legal issues, call Ms. Rebecca Yoon, Office of the Chief Counsel,
at (202) 366-2992.
SUPPLEMENTARY INFORMATION:
I. Introduction
NHTSA has been issuing Corporate Average Fuel Economy (CAFE)
standards for the last 30 years under the Energy Policy and
Conservation Act (EPCA). The CAFE program requires manufacturers to
improve the fuel economy of vehicles sold in the United States which
helps the Nation conserve petroleum, saves consumers money at the pump,
and promotes energy independence and security by reducing dependence on
foreign oil. Additionally, since higher fuel economy means that less
fuel needs to be combusted to move a vehicle down the road, and since
the by-product of fuel consumption is carbon dioxide (CO2)
emissions, the CAFE program also reduces the effects of climate change
by reducing those emissions from the tailpipes of new motor vehicles.
Congress amended EPCA in 2007 through the Energy Independence and
Security Act (EISA). EISA added several requirements for NHTSA to
fulfill in developing passenger car and light truck CAFE standards for
each model year (MY). For example, besides the requirement to set
standards at the maximum feasible level for each model year, EISA added
a requirement that MYs 2011-2020 standards must be set to ensure that
the industry-wide average of all new passenger cars and light trucks,
combined, is at least 35 miles per gallon (mpg) by MY 2020. EISA also
required the CAFE standards to be based on one or more vehicle
attributes related to fuel economy and to be expressed in the form of a
mathematical function. The attribute that NHTSA chose for the MYs 2011-
2016 standards was vehicle footprint (which is defined as a vehicle's
wheelbase times its average track width), and the mathematical function
defining those standards is a ``target curve'' which is more stringent
for smaller vehicles and less stringent for larger vehicles. The fleet
wide average fuel economy that a particular manufacturer must achieve
thus depends on the size mix of its fleet. This approach ensures that
all manufacturers will be required to incorporate fuel-saving
technologies across a broad range of their passenger car and light
truck fleets.
Also in 2007, the Supreme Court ruled in Massachusetts v. EPA that
the Clean Air Act allows EPA to regulate emissions of greenhouse gas
(GHG) emissions if the agency determines that these gases endanger
public health and welfare. In 2009, EPA issued the requisite
endangerment finding,\1\ and began working toward the regulation of
motor vehicle GHG emissions.
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\1\ Information about EPA's endangerment finding is available at
http://www.epa.gov/climatechange/endangerment.html (last accessed
November 22, 2010).
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Since 2008, NHTSA has been working closely with EPA to develop
harmonized CAFE and GHG standards for passenger cars and light trucks,
in order to ensure coordinated federal policy and reduce the burden on
manufacturers. Following the success of the joint MYs 2012-2016 CAFE
and GHG standards,\2\ on May 21, 2010, President Obama requested that
the two agencies begin evaluating potential standards for MYs 2017-
2025.\3\ NHTSA and EPA released a Notice of Intent regarding such
standards on September 30, 2010,\4\ along with an Interim Technical
Assessment Report developed jointly by NHTSA, EPA, and the California
Air Resources Board (CARB).\5\ The agencies subsequently issued a
Supplemental Notice of Intent on November 30, 2010,\6\ and expect to
release a Notice of Proposed Rulemaking (NPRM) by September 30, 2011.
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\2\ Final rule establishing the MYs 2012-2016 CAFE and GHG
standards, 75 Fed. Reg. 25324 (May 7, 2010).
\3\ The Presidential Memorandum is available at http://www.whitehouse.gov/the-press-office/presidential-memorandum-regarding-fuel-efficiency-standards (last accessed November 22,
2010).
\4\ Notice of Intent, 75 FR 62739 (Oct. 13, 2010).
\5\ Available at http://www.nhtsa.gov/fuel-economy (last
accessed November 22, 2010).
\6\ Supplemental Notice of Intent, 75 FR 76337 (Dec. 8, 2010).
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To assist the agency in analyzing potential CAFE standards for MYs
2017 and beyond, NHTSA is requesting any updates to product plans
previously provided by vehicle manufacturers, as well as production
data through the recent past, including data about engines,
transmissions, vehicle mass reduction technologies, and hybrid
technologies for MY 2010 through MY 2025 passenger cars and light
trucks and the assumptions underlying those plans. If manufacturers
have not previously submitted product plan information to NHTSA and
wish to do so (especially those who previously had their plans
submitted as part of another manufacturer's submission), NHTSA also
requests such information from them. NHTSA requests information for MYs
2010-2025 primarily as a basis for subsequent discussions with
individual manufacturers regarding their capabilities for the MYs 2017-
2025 time frame as we develop the upcoming NPRM. The information
received will also supplement other information that will be used by
NHTSA to develop a realistic forecast of the vehicle market in MY 2017
and beyond, and to evaluate what technologies may feasibly be applied
by manufacturers to achieve compliance with potential future standards.
Information regarding earlier model years may help the agency to better
account for cumulative effects such as cost reductions due to learning.
This information will help the agencies check the estimates they
employed for rulemaking against manufacturer-reported technology costs
and effectiveness, and also to help the agencies understand product mix
and technology application trends during model years for which the
agency is currently receiving CAFE compliance data. Information
regarding later model years may help the agency gain a better
understanding of how manufacturers' plans through MY 2025 relate to
their longer-term expectations regarding foreseeable regulatory
requirements, market trends, and prospects for more advanced
technologies (such as HCCI engines, dual loop cooled EGR, plug-in
hybrid, electric, and fuel cell vehicles, among others).
NHTSA will also consider information regarding the model years
requested when considering manufacturers' planned schedules for
redesigning and freshening their products, in order to examine how
manufacturers anticipate tying technology introduction to product
design schedules. In addition, the agency is requesting information
regarding manufacturers' estimates of the future vehicle population,
and fuel economy improvements and incremental costs attributed to
technologies reflected in those plans. The request for information is
detailed in appendices to this notice. NHTSA has also included a number
of questions directed primarily toward vehicle manufacturers, whereas
others may also be applicable for suppliers that are interested in
supplying independent responses. They can be found in Appendix A to
this notice. Answers to those questions will assist the agency in its
analysis.
Given the importance that responses to this request for comment may
have in informing NHTSA's proposed CAFE rulemaking, either as part of
the basis for the standards or as an independent check on them, NHTSA
intends to review carefully and critically all data provided by
commenters. It is therefore important that commenters fully respond to
each question, particularly by providing information regarding the
[[Page 80432]]
basis for technology costs and effectiveness estimates. Although NHTSA
practice has typically been to request product plan information
reaching several years beyond the end of the anticipated rulemaking
time frame in order to provide this context, many manufacturers
submitting comments in the past have provided relatively little detail
in response for those later model years. Considering past responses to
these requests, we expect that most manufacturers' product plans are
currently well defined through approximately 2015, somewhat less
defined through approximately 2020, and thereafter, increasingly fluid
and open to change. As NHTSA and EPA are working jointly to consider
standards that cover MYs 2017-2025, we request that manufacturers
provide as much information as they can, spanning as many of these
model years as feasible, and also summarize major sources of
uncertainty. For example, if a manufacturer's plans depend
significantly on fuel prices, we request that the manufacturer indicate
which fuel prices they have assumed, as well as what general
differences in product plans could be expected given significantly
lower or higher future fuel prices. Also, as fuel economy regulations
are not defined beyond MY 2016, and GHG regulations currently do not
change after MY 2016, it is expected that product plan information may
be based on requirements continuing to reflect MY 2016 levels through
MY 2025. However, if other assumptions have been used, NHTSA requests
those assumptions be provided.
To facilitate the submission of comments and to help ensure the
conformity of data received regarding manufacturers' product plans from
MY 2010 through MY 2025, NHTSA has developed spreadsheet templates for
manufacturers' use. The uniformity provided by these spreadsheets is
intended to aid and expedite our review, integration, and analysis of
the information provided. These templates are the agency's strongly
preferred format for data submittal, and can be found on the CAFE
webpage at http://www.nhtsa.gov/fuel-economy or can be requested from
Mr. Ken Katz at [email protected]. The templates include an automated
tool (i.e., a macro) that performs some auditing to identify missing or
potentially erroneous entries. The appendices to this document also
include sample tables that manufacturers may refer to when submitting
their data to the agency.
In addition, NHTSA would like to note that we will share the
information submitted in response to this notice with the Environmental
Protection Agency (EPA). This sharing will facilitate NHTSA's and EPA's
consideration of the appropriate factors to be used in establishing
fuel economy and GHG standards, respectively, for MY 2017 and beyond.
Both agencies will ensure that confidential information that is shared
is protected from disclosure in accordance with their regulations and
practices in this area.
II. Submission of Comments
How do I prepare and submit comments?
Comments should be prepared using the spreadsheet template
described above. Please include the docket number of this document in
your comments. Please submit two copies of your comments, including the
attachments, to Docket Management at the address given above under
ADDRESSES. Alternatively, comments may also be submitted to the docket
electronically by logging onto http://www.regulations.gov. Click on the
``Help'' tab at the top of the page and follow the instructions for
finding a regulation and filing the comment electronically.
How can I be sure that my comments were received?
If you wish Docket Management to notify you upon its receipt of
your comments, enclose a self-addressed, stamped postcard in the
envelope containing your comments. Upon receiving your comments, Docket
Management will return the postcard by mail.
How do I submit confidential business information?
If you wish to submit any information under a claim of
confidentiality, you should submit three copies of your complete
submission, including the information you claim to be confidential
business information, to the Chief Counsel, NHTSA, at the address given
above under FOR FURTHER INFORMATION CONTACT. In addition, you should
submit a copy from which you have deleted the claimed confidential
business information to the docket. When you send a comment containing
information claimed to be confidential business information, you should
include a cover letter setting forth the information specified in our
confidential business information regulation. (49 CFR Part 512.)
Will the agency consider late comments?
We will consider all comments that Docket Management receives
before the close of business on the comment closing date indicated
above under DATES. The agency retains discretion to consider late-filed
comments, but emphasizes that comments will be most helpful and
informative to the agency if submitted in a timely manner, so that the
agency may begin reviewing submissions as soon as possible and return
to commenters with follow-up questions as necessary.
How can I read the comments submitted by other people?
You may read the comments received by Docket Management at the
address given above under ADDRESSES. The hours of the Docket are
indicated above in the same location. You may also see the comments on
the Internet. To read the comments on the Internet, take the following
steps:
(1) Go to http://www.regulations.gov.
(2) Check the box for ``View results by docket folder.''
(3) In the field marked ``Keyword,'' type in the docket number
found at the beginning of this notice.
(4) On the results page, click on the desired comments. You may
download the comments. However, since the comments are imaged
documents, instead of word processing documents, the downloaded
comments may not be word searchable.
Please note that even after the comment closing date, we will continue
to file relevant information in the Docket as it becomes available.
Accordingly, we recommend that you periodically check the Docket for
new material.
Anyone is able to search the electronic form of all comments
received into any of our dockets by the name of the individual
submitting the comment (or signing the comment, if submitted on behalf
of an association, business, labor union, etc.). You may review DOT's
complete Privacy Act Statement in the Federal Register published on
April 11, 2000 (Volume 65, Number 70; Pages 19477-78) or you may visit
http://www.dot.gov/privacy.html.
Authority: 49 U.S.C. 32902; delegation of authority at 49 CFR
1.50.
Joseph S. Carra,
Acting Associate Administrator for Rulemaking.
Appendix A
I. Definitions
As used in these appendices--
1. ``Automobile,'' ``fuel economy,'' ``manufacturer,'' and
``model year (MY),'' have the meaning given them in Section 32901 of
Chapter 329 of Title 49 of the United States Code, 49 U.S.C. 32901.
[[Page 80433]]
2. ``Basic engine'' has the meaning given in 40 CFR 600.002-
93(a)(21).
3. ``Cargo-carrying volume,'' ``gross vehicle weight rating''
(GVWR), and ``passenger-carrying volume'' are used as defined in 49
CFR 523.2.
4. ``CARB'' means California Air Resources Board
5. ``Domestically manufactured'' is used as defined in Section
32904(b)(2) of Chapter 329, 49 U.S.C. 32904(b)(2).
6. ``ED&T'' means Engineering, Design and Testing
7. ``Footprint'' means the product of average track width
(measured in inches and rounded to the nearest tenth of an inch)
times wheelbase (measured in inches and rounded to the nearest tenth
of an inch) divided by 144 and then rounded to the nearest tenth of
a square foot as described in 49 CFR 523.2.
8. ``Light truck'' means an automobile of the type described in
49 CFR 523.3 and 523.5.
9. A ``model'' of passenger car is a line, such as the Chevrolet
Impala, Ford Fusion, Honda Accord, etc., which exists within a
manufacturer's fleet.
10. ``Model Type'' is used as defined in 40 CFR 600.002-
93(a)(19).
11. ``MY'' means model year
12. ``Passenger car'' means an automobile of the type described
in 49 CFR 523.3 and 523.4.
13. ``Percent fuel consumption improvements'' means that
percentage which corresponds to the amount by which respondent could
improve the fuel consumption of vehicles in a given model or class
through the application of a specified technology, averaged over all
vehicles of that model or in that class which feasibly could use the
technology. Projections of percent fuel consumption improvement
should be based on the assumption of maximum efforts by respondent
to achieve the highest possible fuel economy increase through the
application of the technology while holding other performance
characteristics constant (such as 0-60 miles-per-hour (mph) time,
gradeability, towing capacity, NVH, etc.) relative to the
respondent's 2010MY vehicles/fleet. The baseline for determination
of percent fuel consumption improvement is the level of technology
and vehicle performance for respondent's 2010 model year passenger
cars or light trucks in the equivalent class.
14. ``Percent production implementation rate'' means that
percentage which corresponds to the maximum number of passenger cars
or light trucks of a specified class which could feasibly be
produced with the technology if respondent made maximum efforts to
apply the technology by a specified model year.
15. ``Production'' means production for the U.S. market.
16. ``Production percentage'' means the percent of respondent's
passenger cars or light trucks of a specified model projected to be
manufactured in a specified model year.
17. ``Project'' or ``projection'' refers to the best estimates
made by respondent, whether or not based on less than certain
information.
18. ``R&D'' means research and development
19. ``Redesign'' means any change, or combination of changes, to
a vehicle that would change its weight by 50 pounds or more or
change its frontal area or aerodynamic drag coefficient by 2 percent
or the implementation of new engine.
20. ``Refresh'' means any change, or combination of changes, to
a vehicle that would change its weight by less than 50 pounds and
would not change its frontal area or aerodynamic drag coefficient.
21. ``Relating to'' means constituting, defining, containing,
explaining, embodying, reflecting, identifying, stating, referring
to, dealing with, or in any way pertaining to.
22. ``Respondent'' means each manufacturer (including all its
divisions) providing answers to the questions set forth in this
appendix, and its officers, employees, agents or servants.
23. ``RPE'' means retail price equivalent
24. ``Test Weight'' is used as defined in 40 CFR 86.082-2.
25. ``Track Width'' means the lateral distance between the
centerlines of the base tires at ground, including the camber angle.
26. ``Truckline'' means the name assigned by the Environmental
Protection Agency to a different group of vehicles within a make or
car division in accordance with that agency's 2001 model year
pickup, van (cargo vans and passenger vans are considered separate
truck lines), and special purpose vehicle criteria.
27. ``Variants of existing engines'' means versions of an
existing basic engine that differ from that engine in terms of
displacement, method of aspiration, induction system or that weigh
at least 25 pounds more or less than that engine.
28. ``Wheelbase'' means the longitudinal distance between front
and rear wheel centerlines.
II. Assumptions
All assumptions concerning emission standards, damageability
regulations, safety standards, etc., should be listed and described
in detail by the respondent.
III. Specifications--Passenger Car and Light Truck Data
Go to http://www.nhtsa.gov/fuel-economy for spreadsheet
templates.
1. Identify all passenger car and light truck models offered for
sale in MY 2010 whose production each respondent projects
discontinuing before MY 2017 and identify the last model year in
which each will be offered.
2. Identify all basic engines offered by respondent in MY 2010
passenger cars and light trucks which respondent projects it will
cease to offer for sale in passenger cars and light trucks before MY
2017, and identify the last model year in which each will be
offered.
3. For each model year 2010-2025, list all known or projected
car and truck lines and provide the information specified below for
each model type. Model types that are essentially identical except
for their nameplates (e.g., Ford Fusion/Lincoln MKZ) may be combined
into one item. Engines having the same displacement but belonging to
different engine families are to be grouped separately. Within the
fleet, the vehicles are to be sorted first by car or truck line,
second by basic engine, and third by transmission type. For each
model type, a specific indexed engine and transmission are to be
identified. As applicable, an indexed predecessor model type is also
to be identified. Spreadsheet templates can be found at http://www.nhtsa.gov/fuel-economy. These templates include codes and
definitions for the data that the agency is seeking, including, but
not limited to the following:
A. General Information
1. Vehicle Number--a unique number assigned to each model.
2. Manufacturer--manufacturer's name (e.g., Toyota).
3. Model--name of model (e.g., Corolla).
4. Nameplate--vehicle nameplate (e.g., Corolla Matrix).
5. Primary Fuel--classified as CNG = compressed natural gas; D =
diesel; E = electricity; E-85 = ethanol; E100 = neat ethanol; G =
gasoline; H = hydrogen; LNG = liquefied natural gas; LPG = propane;
M85 = methanol; M100 = neat methanol.
6. Fuel Economy on Primary Fuel--measured in miles per gallon;
laboratory fuel economy (weighted FTP+highway gasoline-equivalent
gallon (GEG), exclusive of any calculation under 49 U.S.C. 32905).
7. Secondary Fuel--classified as CNG = compressed natural gas; D
= diesel; E = electricity; E-85 = ethanol; E100 = neat ethanol; G =
gasoline; H = hydrogen; LNG = liquefied natural gas; LPG = propane;
M85 = methanol; M100 = neat methanol.
8. Fuel Economy on Secondary Fuel--measured in miles per gallon;
laboratory fuel economy (weighted FTP + highway GEG, exclusive of
any calculation under 49 U.S.C. 32905).
9. Tertiary Fuel--classified as CNG = compressed natural gas; D
= diesel; E = electricity; E-85 = ethanol; E100 = neat ethanol; G =
gasoline; H = hydrogen; LNG = liquefied natural gas; LPG = propane;
M85 = methanol; M100 = neat methanol.
10. Fuel Economy on Tertiary Fuel--measured in miles per gallon;
laboratory fuel economy (weighted FTP + highway GEG, exclusive of
any calculation under 49 U.S.C. 32905).
11. CAFE Fuel Economy--measured in miles per gallon; laboratory
fuel economy (weighted FTP + highway GEG, inclusive of any
calculation under 49 U.S.C. 32905).
12. Engine Code--unique number assigned to each engine
a. Manufacturer--manufacturer's name (e.g., General Motors,
Ford, Toyota, Honda).
b. Name--name of engine.
c. Configuration--classified as V = V-shaped; I = inline; R =
rotary, H = horizontally opposed (boxer).
d. Primary Fuel--classified as CNG = compressed natural gas, D =
diesel, E85 = ethanol, E100 = neat ethanol, G = gasoline, H =
hydrogen, LNG = liquefied natural gas, LPG = propane, M85 =
methanol, M100 = neat methanol.
e. Secondary Fuel--classified as CNG = compressed natural gas, D
= diesel, E85 = ethanol, E100 = neat ethanol, G = gasoline, H =
hydrogen, LNG = liquefied natural gas, LPG = propane, M85 =
methanol, M100 = neat methanol.
f. Country of Origin--name of country where engine is
manufactured.
[[Page 80434]]
g. Engine Oil Viscosity--ratio between the applied shear stress
and the rate of shear, which measures the resistance of flow of the
engine oil (as per SAE Glossary of Automotive Terms); typical values
as text include 0W20, 5W20, etc.
h. Cycle--combustion cycle of engine; classified as A =
Atkinson, AM = Atkinson/Miller, D = Diesel, M = Miller, O = Otto, OA
= Otto/Atkinson.
i. Air/Fuel Ratio--the weighted (FTP + highway) air/fuel ratio
(mass); a number generally around 14.7 for gasoline engines.
j. Fuel Delivery System--mechanism that delivers fuel to engine;
classified as SGDI = stoichiometric gasoline direct injection; LBGDI
= lean-burn gasoline direct injection; SFI = sequential fuel
injection; MPFI = multipoint fuel injection; TBI = throttle body
fuel injection; CRDI = common rail direct injection (diesel); UDI =
unit injector direct injection (diesel).
k. Aspiration--breathing or induction process of engine (as per
SAE Automotive Dictionary); classified as NA = naturally aspirated,
S = supercharged, T = turbocharged, T2P = parallel twin
turbocharged, T2S = sequential twin turbocharged, T2ST = staged twin
turbocharged, T4 = quad-turbocharged, ST = supercharged and
turbocharged.
l. External Exhaust Gas Recirculation (EGR)--recirculation of
some of the exhaust gases back into the engine; classified as SSSL =
single stage--single loop, SSDL = single stage--dual loop, DSSL =
dual stage--single loop, DSDL = dual stage--dual loop, NA = not
applicable.
m. EGR Pressure, measured in Pounds per Square Inch (PSI).
n. EGR Cooler Type--classified as AC = air cooled, LC = liquid
cooled.
o. EGR Coolant Type--type of coolant used.
p. Engine Brake Mean Effective Pressure (BMEP)--average engine
effective pressure, measured as bar.
q. Valvetrain Design--design of the total mechanism from
camshaft to valve of an engine that actuates the lifting and closing
of a valve (as per SAE Glossary of Automotive Terms); classified as
CVA = camless valve actuation, DOHC = dual overhead cam, OHV =
overhead valve, SOHC = single overhead cam.
r. Valve Actuation/Timing--valve opening and closing points in
the operating cycle (as per SAE J604); classified as F = fixed, ICP
= intake cam phasing, CCP = coupled cam phasing, DCP = dual cam
phasing.
s. Valve Lift--describes the manner in which the valve is raised
during combustion (as per SAE Glossary of Automotive Terms);
classified as F = fixed, DVVL = discrete variable valve lift, CVVL =
continuously variable valve lift, IVC = intake valve control (e.g.,
Fiat's MultiAir system).
t. Cylinders--the number of engine cylinders; an integer such as
2, 3, 4, 5, 6, 8, 10 or 12.
u. Valves/Cylinder--the number of valves per cylinder, an
integer from 2 through 5.
v. Deactivation--presence of cylinder deactivation mechanism;
classified as Y = cylinder deactivation applied; N = cylinder
deactivation not applied.
w. Displacement--total volume displaced by a piston in a single
stroke multiplied by the number of cylinders; measured in liters.
x. Compression Ratio (min)--typically a number between 8 and 11;
(for fixed CR engines, should be identical to maximum CR).
y. Compression Ratio (max)--typically a number between 8 and 20;
(for fixed CR engines, should be identical to minimum CR).
z. Max. Horsepower--the maximum power of the engine, measured as
horsepower.
aa. Max. Horsepower RPM--rpm at which maximum horsepower is
achieved.
bb. Max. Torque--the maximum torque of the engine, measured as
lb-ft.
cc. Max Torque RPM--rpm at which maximum torque is achieved.
13. Transmission Code--unique number assigned to each
transmission:
a. Manufacturer--manufacturer's name (e.g., General Motors,
Ford, Toyota, Honda).
b. Name--name of transmission.
c. Country of origin--where the transmission is manufactured.
d. Type--type of transmission; classified as M = manual, A =
automatic (torque converter), AMT = automated manual transmission
(single clutch w/torque interrupt), DCT = dual clutch transmission,
CVT1 = belt or chain CVT, CVT2 = other CVT (e.g., toroidal), HEVT =
hybrid/electric vehicle transmission (for a BISG or CISG type
hybrid, please define the actual transmission used, not HEVT).
e. Clutch Type--type of clutch used in AMT or DCT type
transmission; D = dry, DA = damp, W = wet.
f. Number of Forward Gears--classified as an integer indicating
the number of forward gears; ``CVT'' for a CVT type transmission; or
``n/a''.
g. Logic--indicates aggressiveness of automatic shifting;
classified as A = aggressive bias toward improving fuel economy, C =
conventional shifting. Provide rationale for selection in the
transmission notes column.
14. Origin--classification (under CAFE program) as domestic or
import, D = domestic, I = import.
B. Production
1. Production--actual and projected U.S. production for MY 2010
to MY 2025 inclusive, measured in number of vehicles.
2. Percent of Production Regulated by CARB Standards--percent of
production volume that will be regulated under CARB standards in
each of MYs 2010 to MY 2025.
C. MSRP--Measured in 2009 Dollars Actual and Projected Average MSRP
(Sales-Weighted, Including Options) for MY 2010 to MY 2025 Inclusive
D. Vehicle Information
1. Subclass--for technology application purposes only and should
not be confused with vehicle classification for regulatory purposes;
classified as Subcompact, Subcompact Performance, Compact, Compact
Performance, Midsize, Midsize Performance, Large, Large Performance,
Minivan, Small LT, Midsize LT, Large LT; where LT = SUV/Pickup/Van;
use tables below, with example vehicles, to place vehicles into the
most appropriate subclass.
------------------------------------------------------------------------
Subclass Example (MY 2010) vehicles
------------------------------------------------------------------------
Subcompact............................. Chevy Aveo, Honda Civic,
Volkswagen New Beetle.
Subcompact Performance................. Audi TT, Mazda Miata, Subaru
Impreza.
Compact................................ Chevy Cruze, Ford Focus, Nissan
Sentra.
Compact Performance.................... Audi S4 Quattro, Mazda RX8,
Mitsubishi Lancer Evolution.
Midsize................................ Honda Accord, Hyundai Azera,
Toyota Camry.
Midsize Performance.................... Chevy Corvette, Ford Mustang
GT, Nissan G37 Coupe.
Large.................................. Audi A8, Cadillac CTS, Ford
Taurus.
Large Performance...................... Bentley Arnage, BMW M5, Daimler
CL600.
Minivans............................... Dodge Caravan, Toyota Sienna.
Small SUV/Pickup/Van................... Ford Ranger, Nissan Rogue,
Toyota RAV4.
Midsize SUV/Pickup/Van................. Jeep Wrangler 4-door, Mazda CX-
9, Toyota Tacoma.
Large SUV/Pickup/Van................... Chevy Silverado, Ford
Econoline, Toyota Sequoia.
------------------------------------------------------------------------
2. Style--classified as Convertible, Coupe, Hatchback, Sedan,
Minivan, Pickup, Sport Utility, Van, Wagon.
3. Light Truck Indicator--a unique code(s) (e.g., 2ii, 7i)
assigned to each vehicle which represents the design feature(s) that
classify it as a light truck, classified as:
(0) The vehicle neither has off-road design features (defined
under 49 CFR 523.5(b) and described by numbers 1 and 2 below) nor
has functional characteristics (defined under 49 CFR 523.5(a) and
described by numbers 3 through 7 below) that would allow it to be
properly classified as a light truck, thus the vehicle is properly
classified as a passenger car.
An automobile capable of off-highway operation, as indicated by
the fact that it: (1)(i) Has 4-wheel drive; or
(ii) Is rated at more than 6,000 pounds gross vehicle weight;
and
[[Page 80435]]
(2) Has at least four of the following characteristics
calculated when the automobile is at curb weight, on a level
surface, with the front wheels parallel to the automobile's
longitudinal centerline, and the tires inflated to the
manufacturer's recommended pressure--
(i) Approach angle of not less than 28 degrees.
(ii) Breakover angle of not less than 14 degrees.
(iii) Departure angle of not less than 20 degrees.
(iv) Running clearance of not less than 20 centimeters.
(v) Front and rear axle clearances of not less than 18
centimeters each.
An automobile designed to perform at least one of the following
functions:
(3) Transport more than 10 persons;
(4) Provide temporary living quarters;
(5) Transport property on an open bed;
(6) Provide, as sold to the first retail purchaser, greater
cargo-carrying than passenger-carrying volume, such as in a cargo
van; if a vehicle is sold with a second-row seat, its cargo-carrying
volume is determined with that seat installed, regardless of whether
the manufacturer has described that seat as optional; or (7) Permit
expanded use of the automobile for cargo-carrying purposes or other
non-passenger-carrying purposes through:
(i) For non-passenger automobiles manufactured prior to model
year 2012, the removal of seats by means installed for that purpose
by the automobile's manufacturer or with simple tools, such as
screwdrivers and wrenches, so as to create a flat, floor level,
surface extending from the forward most point of installation of
those seats to the rear of the automobile's interior; or
(ii) For non-passenger automobiles manufactured in model year
2008 and beyond, for vehicles equipped with at least 3 rows of
designated seating positions as standard equipment, permit expanded
use of the automobile for cargo-carrying purposes or other non-
passenger-carrying purposes through the removal or stowing of
foldable or pivoting seats so as to create a flat, leveled cargo
surface extending from the forward most point of installation of
those seats to the rear of the automobile's interior.
4. Structure--classified as either L = Ladder or U = Unibody
5. Drive--classified as A = all-wheel drive; F = front-wheel
drive; R = rear-wheel-drive; 4 = 4-wheel drive \7\
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\7\ NHTSA considers ``4-wheel drive'' to refer only to vehicles
that have selectable 2- and 4-wheel drive settings, as opposed to
all-wheel drive, which is not driver-selectable.
---------------------------------------------------------------------------
6. Axle Ratio--ratio of the speed of the drive shaft to the
speed of the driven wheels
7. Length--measured in inches; defined per SAE J1100, L103
(Sept. 2005)
8. Width--measured in inches; defined per SAE J1100, W116 (Sept.
2005)
9. Wheelbase--measured to the nearest tenth of an inch; defined
per SAE J1100, L101 (Sept. 2005), and clarified above
10. Track Width (front)--measured to the nearest tenth of an
inch; defined per SAE J1100, W101-1 (Sept. 2005), and clarified
above
11. Track Width (rear)--measured to the nearest tenth of an
inch; defined per SAE J1100, W101-2 (Sept. 2005), and clarified
above
12. Footprint--the product of average track width (measured in
inches and rounded to the nearest tenth of an inch) times wheelbase
(measured in inches and rounded to the nearest tenth of an inch)
divided by 144 and then rounded to the nearest tenth of a square
foot: Defined per 49 CFR 523.2.
13. Base Tire--the tire specified as standard equipment by a
manufacturer on each vehicle configuration of a model type; (e.g.,
275/40R17).
14. Running Clearance--measured in centimeters; defined per 49
CFR 523.2.
15. Front Axle Clearance--measured in centimeters; defined per
49 CFR 523.2.
16. Rear Axle Clearance--measured in centimeters; defined per 49
CFR 523.2.
17. Approach Angle--measured in degrees; defined per 49 CFR
523.2.
18. Breakover Angle--measured in degrees; defined per 49 CFR
523.2.
19. Departure Angle--measured in degrees; defined per 49 CFR
523.2.
20. Curb Weight--total weight of vehicle including batteries,
lubricants, and other expendable supplies but excluding the driver,
passengers, and other payloads, measured in pounds; per SAE J1100
(Sept. 2005).
21. Test Weight--weight of vehicle as tested, including the
driver, operator (if necessary), and all instrumentation (as per SAE
J1263); measured in pounds.
22. GCWR--Gross Combined Weight Rating, as defined per 49 CFR
571.3, means the value specified by the manufacturer as the loaded
weight of a combination vehicle, which is determined by the
procedures and requirements found in SAE J2807.
23. GVWR--Gross Vehicle Weight Rating; as defined per 49 CFR
523.2 measured in pounds.
24. Towing Capacity (Maximum)--measured in pounds.
25. Payload--measured in pounds.
26. Cargo volume behind the front row--measured in cubic feet,
defined per Table 28 of SAE J1100 (Sept. 2005).
27. Cargo volume behind the second row--measured in cubic feet,
defined per Table 28 of SAE J1100 (Sept. 2005).
28. Cargo volume behind the third row--measured in cubic feet,
defined per Table 28 of SAE J1100 (Sept. 2005).
29. Enclosed Volume--measured in cubic feet.
30. Passenger Volume--measured in cubic feet; the volume
measured using SAE J1100 as per EPA Fuel Economy regulations (40 CFR
600.315-82, ``Classes of Comparable Automobiles''). This is the
number that manufacturers calculate and submit to EPA.
31. Cargo Volume Index--defined per Table 28 of SAE J1100 (Sept.
2005).
32. Luggage Capacity--measured in cubic feet; defined per SAE
J1100, V1 (Sept. 2005).
33. Seating (max)--number of usable seat belts before folding
and removal of seats (where accomplished without special tools);
provided in integer form.
34. Number of Standard Rows of Seating--number of rows of seats
that each vehicle comes with as standard equipment; provided in
integer form (e.g., 1, 2, 3, 4, or 5).
35. Frontal Area--a measure of the wind profile of the vehicle,
typically calculated as the height times width of a vehicle body,
e.g., 25 square feet.
36. Aerodynamic Drag Coefficient, Cd--a dimensionless
coefficient that relates the motion resistance force created by the
air drag over the entire surface of a moving vehicle to the force of
dynamic air pressure acting only over the vehicle's frontal area,
e.g., 0.25.
37. Base Tire Rolling Resistance, Crr--a
dimensionless coefficient that relates the motion resistance force
due to tire energy losses (e.g., deflection, scrubbing, slip, and
air drag) to a vehicle's weight for the base tire (highest
production volume tire) used in the laboratory fuel economy test
(weighted FTP + highway), e.g., 0.0012 Normalized on (pound force/
1,000 pound) basis.
38. Fuel Capacity--measured in gallons of diesel fuel or
gasoline; MJ (LHV) of other fuels (or chemical battery energy).
39. Electrical System Voltage--measured in volts, e.g., 12 volt,
42 volts.
40. Power Steering--H = hydraulic; E = electric; EH = electro-
hydraulic.
41. Percent of Production Volume Equipped with air conditioning
(A/C).
42. A/C Refrigerant Type--e.g. HFC-134a; HFC-152a;
CO2.
43. A/C Refrigerant Quantity--measured in pounds.
44. A/C Compressor Displacement--measured in cubic centimeters.
45. A/C CARB or EPA credit--measured in grams per mile; g/mile
CO2 equivalent as reportable under California ARB's AB
1493 or EPA's GHG Regulation.
46. N2O Emission Rate--measured in grams per mile; as
reportable under California ARB's AB 1493 Regulation.
47. CH4 Emission Rate--measured in grams per mile; as
reportable under California ARB's AB 1493 Regulation.
48. Estimated Total CARB Credits--measured in grams per mile; g/
mile CO2 equivalent as reportable under California ARB's
AB 1493 Regulation.
E. Hybridization/Electrification
1. Type of Hybrid/Electric vehicle--classified as MHEV = 12V
micro hybrid, BISG = belt mounted integrated starter generator, CISG
= crank mounted integrated starter generator, PSHEV = power-split
hybrid, P2HEV = P2 hybrid, 2MHEV = 2-mode hybrid, PHEV = plug-in
hybrid, EV = electric vehicle, H = hydraulic hybrid, P = pneumatic
hybrid.
2. Electrical Only Driving Range (for EV and Plug-in only)--
driving range powered by electric drive only--measured in miles.
Please specify the basis for the range (e.g., combined city/highway
test cycle).
3. Petroleum Only Driving Range (for Plug-in only)--driving
range powered by petroleum drivetrain only--measured in miles.
Please specify the basis for the range (e.g., combined city/highway
test cycle).
4. Blended Driving Range (for HEV, PHEV and EV)--driving range
with both electrical and petroleum powertrain measured in miles.
Please specify the basis for the range (e.g., combined city/highway
test cycle).
[[Page 80436]]
5. Voltage (volts) or, for hydraulic hybrids, pressure (psi) of
the vehicle.
6. Battery Information--
a. Battery Type--classification such as NiMH = Nickel Metal
Hydride; Li-ion = Lithium Ion; Li-Air = Lithium Air.
b. Battery 100% Discharge Energy--battery energy when the
battery is 100% discharged, measured as kWh.
c. Fraction of Useable Energy (%)--Percent of useable energy for
the battery which should take into consideration of battery fade,
temperature effect and other factors that have an effect on usage
energy of the battery.
d. Battery Chemistry for Cathode--Chemistries such as
LiNi0.8Co0.15Al0.05O2(NCA
), LiFePO4(LFP), LiMn2O4 (MS), etc.
e. Battery Chemistry for Anode--Chemistries such as Graphite,
Amorphous carbon, Lithium titanate, Lithium alloys, Lithium Oxides,
etc.
f. Nominal Voltage for battery, measured as volts.
g. Weight of All Battery Packs, measured as kg--Weight should
include closure, cooling system, control system and ancillary
systems.
h. Battery Manufacturer.
7. Power Electronics Information--
a. Primary Motor Size, measured as kW.
b. Secondary Motor Size, measured as kW.
c. Primary Inverter size, measured as kW.
d. Secondary Inverter size, measured as kW.
8. Battery Only Range (charge depleting PHEV or EV)--measured in
miles.
9. Maximum Battery Only Vehicle Speed--measured in miles per
hour; maximum speed at which a HEV/PHEV/EV can still operate solely
on battery power measured on a flat road using the vehicle's FTP
weight.
10. Percentage of braking energy recovered and stored over
weighted FTP + highway drive cycle.
11. Percentage of maximum motive power provided by stored energy
system.
12. Electrified Accessories--list of electrified accessories;
classified as WP = water (coolant) pump; OP = oil pump; AC = air
conditioner compressor.
F. Energy Consumption \8\--of total fuel energy (higher heating value)
consumed over FTP city and highway tests (each weighted as for items 5
and 6 above), shares attributable to the following loss mechanisms,
such that the sum of the shares equals one.
---------------------------------------------------------------------------
\8\ This information is sought in order to account for a given
vehicle model's fuel economy as partitioned into nine energy loss
mechanisms. The agency may use this information to inform our
estimates of the extent to which a given technology reduces losses
in each mechanism.
---------------------------------------------------------------------------
1. System irreversibility governed by the Second Law of
Thermodynamics.
2. Heat lost to the exhaust and coolant streams.
3. Engine friction (i.e., the part of mechanical efficiency lost
to friction in such engine components as bearings and rods, as could
be estimated from engine dynamometer test results).
4. Pumping losses (i.e., the part of mechanical efficiency lost
to work done on gases inside the cylinder, as could be estimated
from engine dynamometer test results).
5. Accessory losses (i.e., the part of fuel efficiency lost to
work done by engine-driven accessories, as could be estimated from
bench test results for the individual components).
6. Transmission losses (i.e., the part of driveline efficiency
lost to friction in such transmission components as gears, bearings,
and hydraulics, as could be estimated from chassis dynamometer test
results).
7. Aerodynamic drag of the body, as could be estimated from
coast-down test results.
8. Rolling resistance in the tires, as could be estimated from
coast-down test results.
9. Work done on the vehicle itself, as could be estimated from
the vehicle's inertia mass and the fuel economy driving cycles.
G. Planning and Assembly
1. U.S. Content--overall percentage, by value, that originated
in the U.S.
2. Canadian Content--overall percentage, by value, that
originated in Canada.
3. Mexican Content--overall percentage, by value, that
originated in Mexico.
4. Domestic Content--overall percentage, by value, that
originated in the U.S., Canada and Mexico.
5. Final Assembly City.
6. Final Assembly State/Province (if applicable).
7. Final Assembly Country.
8. Predecessor--number (or name) of model upon which current
model is based, if any.
9. Refresh Years--model years of most recent and future
refreshes through the 2025 time period; e.g., 2010, 2015, 2020,
2025.
10. Redesign Years--model years of most recent and future
redesigns through the 2025 time period; e.g., 2012, 2017, 2022;
where redesign means any change or combination of changes to a
vehicle that would change its weight by 50 pounds or more or change
its frontal area or aerodynamic drag coefficient by 2 percent or
more.
11. Employment Hours Per Vehicle--number of hours of U.S. labor
applied per vehicle produced.
H. The agency also requests that each manufacturer provide an
estimate of its overall passenger car CAFE and light truck CAFE for
each model year. This estimate should be included as an entry in the
spreadsheets that are submitted to the agency.
4. As applicable, please explain the differences between the
product plans submitted in response to the 2009 product plan
requests and the product plans being submitted in response to this
request.
5. Relative to MY 2009 levels, for MYs 2010-2025 please provide
information, by carline and as an average effect on a manufacturer's
entire passenger car fleet and by truckline and as an average effect
on a manufacturer's entire light truck fleet, on the weight
(increases or decreases) and/or fuel economy impacts of the
following standards or equipment:
A. FMVSS No. 214, Side Pole Impact.
B. FMVSS No. 216, Roof Crush Resistance.
C. FMVSS No. 226, Ejection Mitigation.
D. FMVSS No. 111, Rear Detection System.
E. Voluntary installation of safety equipment (e.g., forward
collision warning); please provide the specific item(s)/system(s).
F. Pedestrian Global Technical Regulation (GTR).
G. Environmental Protection Agency regulations.
H. California Air Resources Board requirements.
I. Other applicable motor vehicle regulations affecting fuel
economy. Please specify the regulations which affect the weight
change.
For the following questions, whenever RPE cost is requested,
please also provide the RPE multiplier value assumed and whether the
component is manufactured in-house or out-sourced.
6. For each specific model (and model year if applicable) of
respondent's passenger car and light truck fleets projected to
implement one or more of the following and/or any other weight
reduction methods:
A. Substitution of materials;
B. Use of new vehicle structural, system or component designs;
C. ``Downsizing'' of existing vehicle design due to the
downsizing of vehicle dimensions (interior and exterior) and/or
footprint;
D. ``Downsizing'' of existing vehicle design due to the
downsizing of vehicle powertrain or component, i.e., secondary mass
reduction.
Please provide the following information:
(i) description of the method, for example:
--For material substitution, substituting a composite body panel for
a steel panel;
--For downsizing, reducing front, rear, or side overhang (the
dimensions of the vehicle outside the ``footprint'' area), or
reducing track width or wheelbase;
--For use of new vehicle, structural, system or component designs,
replacing a body-on-frame structure with a unibody structure, or
replacing an existing fuel tank with a smaller fuel tank (i.e.,
maintaining range).
(ii) The weight reduction, in pounds, averaged over the model;
(iii) The percent fuel economy improvement averaged over the
model;
(iv) The basis for your answer to (iii), (e.g., data from
dynamometer tests conducted by respondent, engineering analysis,
computer simulation, reports of test by others);
(v) The per vehicle incremental RPE cost (in 2009 dollars),
averaged over the model, associated with the method;
(vi) The total capital cost, in constant 2009 dollars, required
to implement the method, please subdivide the cost into product
development (R&D/ED&T) and capital investment (equipment, tolling
plant/facilities, etc.) costs, indicate if these costs are included
or amortized in the incremental RPE cost (v) above;
(vii) The maximum production capacity, expressed in units of
capacity per year, associated with the capital expenditure in (vi)
above.
(viii) The actual capacity and percent production implementation
that is planned to be used each year and the reasons limiting the
implementation of the method.
(ix) The actual capacity and percent production implementation
that is planned for vehicles for sale in the United States.
7. For each specific model (and model year if applicable) of
respondent's passenger car
[[Page 80437]]
and light truck fleets projected to implement one or more of the
following and/or any other aerodynamic drag reduction methods:
A. Revised exterior components (e.g., front fascia or side view
mirrors)
B. Addition of aerodynamic treatment, such as addition of
underbody panels, usage of active grill shutter, etc
C. Vehicle design changes (e.g., change in ride height or
optimized cooling flow path)
Please provide the following information:
(i) Description of the method/aerodynamic change
(ii) The percent reduction of the aerodynamic drag coefficient
(Cd) and the Cd prior to the reduction,
averaged over the model;
(iii) The percent fuel economy improvement averaged over the
model;
(iv) The basis for your answer to (iii), (e.g., data from
dynamometer tests conducted by respondent, wind tunnel testing,
engineering analysis, computer simulation, reports of test by
others);
(v) The per vehicle incremental RPE cost (in 2009 dollars),
averaged over the model, associated with the method;
(vi) The total capital cost, in constant 2009 dollars, required
to implement the method, subdivide the cost into product development
(R&D/ED&T) and capital investment (equipment, tolling plant/
facilities, etc.) costs, indicate if these costs are included or
amortized in the incremental RPE cost (v) above;
(vii) The maximum production capacity, expressed in units of
capacity per year, associated with the capital expenditure in (vi)
above.
(viii) The actual capacity and percent production implementation
that is planned to be used each year and the reasons limiting the
implementation of the method.
(ix) The actual capacity and percent production implementation
that is planned for vehicles for sale in the United States.
8. For each specific model (and model year if applicable) of
respondent's passenger car and light truck fleets projected to
implement one or more of the following and/or any other A/C leakage
reduction or A/C efficiency improvement methods:
A. Low permeation hoses.
B. Improved system fittings, connections and seals (including
compressor shaft seal).
C. Externally controlled fixed or variable displacement
compressor.
D. Automatic default to recirculated cabin air.
E. Improved blower and fan motor controls.
F. Electronic expansion valve.
G. Improved-efficiency evaporators and condensers.
H. Oil separator.
Please provide the following information:
(i) Description of the method, (e.g., implementation of
electronic control valve).
(ii) The g/mile CO2 equivalent as reportable under
California ARB's AB 1493 Regulation, averaged over the model;
(iii) The basis for your answer to (ii), (e.g., data from
dynamometer tests conducted by respondent, engineering analysis,
computer simulation, reports of test by others);
(iv) The per vehicle incremental RPE cost (in 2009 dollars),
averaged over the model, associated with the method;
(v) The percent production implementation rate and the reasons
limiting the implementation rate.
9. Indicate any of your MYs 2010-2025 passenger car and light
truck model types that have higher average test weights than
comparable MY 2010 model types. Describe the reasons for any weight
increases (e.g., increased option content, less use of premium
materials) and provide supporting justification.
10. Please provide your estimates of projected total industry
U.S. passenger car sales and light truck sales, separately, for each
model year from 2009 through 2025, inclusive.
11. Please provide your company's assumptions for U.S. gasoline
and diesel fuel prices during 2009 through 2025.
12. Please provide projected production capacity available for
the North American market (at standard production rates) for each of
your company's passenger carline and light truckline designations
during MYs 2010-2025.
13. Please provide your estimate of production lead-time for new
models, your expected model life in years, and the number of years
over which tooling costs are amortized. Additionally, the agency is
requesting that manufactures provide vehicle or design changes that
characterize a freshening and those changes that characterize a
redesign.
IV. Technologies, Cost and Potential Fuel Economy Improvements
Spreadsheet templates for the tables mentioned in the following
section can be found at http://www.nhtsa.gov/fuel-economy.
1. The agency requests that manufacturers, for each passenger
car and light truck model projected to be manufactured for US sale
by respondent between MYs 2010-2025, provide the following
information on new technology applications, including A/C
technologies that will be eligible under EPA GHG standards.
(i) Description of the nature of the technological improvement;
including the vehicle's baseline technology that the technology
replaces (e.g., 6-speed automatic transmission replacing a 4-speed
automatic transmission)
(ii) The percent fuel consumption improvement or the g/mile
CO2 equivalent reduction for A/C technologies, averaged
over the model; please indicate if the weight saving (or increase),
associated with the implementation of the technology, is accounted
for in the fuel economy improvement estimate.
(iii) The basis for your answer to (ii), (e.g., data from
dynamometer tests conducted by respondent, engineering analysis,
computer simulation, reports of test by others);
(iv) The per vehicle incremental RPE cost (in 2009 dollars),
averaged over the model, associated with implementing the new
technology in MY 2017 or the first MY of implementation;
(v) The total capital cost, in constant 2009 dollars, required
to implement the new technology, subdivide the cost into product
development (R&D/ED&T) and capital investment (equipment, tolling
plant/facilities, etc.) costs, indicate if these costs are included
or amortized in the incremental RPE cost (iv) above;
(vi) The maximum production capacity, expressed in units of
capacity per year, associated with the capital expenditure in (v)
above.
(vii) The actual capacity and percent production implementation
that is planned to be used each year and the reasons limiting the
implementation of the new technology.
(ix) The actual capacity and percent production implementation
that is planned for vehicles for sale in the United States.
In regards to costs, the agency is requesting information on
cost reductions available through learning effects that are
anticipated, from MY 2017 to MY 2025, so information should be
provided regarding what the cost reductions associated with learning
effects are, when and at what production volumes they occur, and to
what degrees such learning is expected to be available.\9\ The
agency is also asking that the indirect cost or retail price
equivalent markup factor (used to determine the indirect cost
estimates) is stated in the response.
---------------------------------------------------------------------------
\9\ ``Learning effects'' describes the reduction in unit
production costs as a function of accumulated production volume and
small redesigns that reduce costs. Applying learning effects, or
``curves,'' requires estimates of three parameters: (1) The initial
production volume that must be reached before cost reductions begin
to be realized (referred to as ``threshold volume''); (2) the
percent reduction in average unit cost that results from each
successive doubling of cumulative production volume (usually
referred to as the ``learning rate''); and (3) the initial cost of
the technology.
---------------------------------------------------------------------------
2. Additionally, the agency requests that manufacturers and
other interested parties provide the same information, as requested
above, for the technologies listed in the following tables and any
other potential technologies that may be implemented to improve fuel
economy. These potential technologies can be inserted into
additional rows at the end of each table. Examples of other
potential technologies could include but are not limited to:
Homogenous Charge Compression Ignition (HCCI), Electric Vehicle (EV)
and Fuel Cell Vehicle specific technologies. In an effort to
standardize the information received the agency requests that if
possible respondents fill in the following tables:
Table IV-1 with estimates of the model year of availability for
each technology listed and any other identified technology.
Table IV-2 with estimated phase-in rates \10\ by year for each
technology listed and any other additional technologies.
Engineering, planning and financial constraints can prohibit many
technologies from being applied across an entire fleet of vehicles
within a year, so the agency requests
[[Page 80438]]
information on possible constraints on the rates at which each
technology can penetrate a manufacturer's fleet.
---------------------------------------------------------------------------
\10\ In NHTSA's 2006 rulemaking establishing CAFE standards for
MY 2008-2011 light trucks, the agency considered phase-in caps by
ceasing to add a given technology to a manufacturer's fleet in a
specific model year once it has increased the corresponding
penetration rate by at least the amount of the cap. Having done so,
it applied other technologies in lieu of the ``capped'' technology.
---------------------------------------------------------------------------
Tables IV-3a, b and IV-4a, b with estimates for incremental RPE
costs (in 2009 dollars) and incremental fuel consumption reductions
for each technology listed and any other additional technologies.
These estimates, for the technologies already listed, should assume
that the preceding technologies, as defined by the decision trees in
Appendix B, have already been applied and/or will be superseded. The
agency is requesting that respondents fill in incremental RPE costs
and fuel consumption reductions estimates for all vehicle subclasses
listed. If a respondent feels that the incremental RPE cost and fuel
consumption reduction estimates are similar for different subclasses
they may combine subclasses.
Table IV-5 with estimates for the percentage by which each
technology reduces energy losses attributable to each of nine energy
loss mechanisms.
Tables IV-6a, b with estimates for synergies \11\ that can occur
when multiple technologies are applied.
---------------------------------------------------------------------------
\11\ When two or more technologies are added to a particular
vehicle model to improve its fuel efficiency, the resultant fuel
consumption reduction may sometimes be higher or lower than the
product of the individual effectiveness values for those items. This
may occur because one or more technologies applied to the same
vehicle partially address the same source or sources of engine or
vehicle losses. Alternately, this effect may be seen when one
technology shifts the engine operating points, and therefore
increases or reduces the fuel consumption reduction achieved by
another technology or set of technologies. The difference between
the observed fuel consumption reduction associated with a set of
technologies and the product of the individual effectiveness values
in that set is sometimes referred to as a ``synergy.'' Synergies may
be positive (increased fuel consumption reduction compared to the
product of the individual effects) or negative (decreased fuel
consumption reduction).
---------------------------------------------------------------------------
Table IV-7 with estimates of battery and power electronics
information, listed below, for HEV, PHEV and EV technologies. For
cost information the agency is requesting that respondents provide
explicit MY 2017, MY 2020 and MY 2025 appropriate costs, in addition
to the requested learning effects and mark-up factor assumptions
discussed above, specific to HEVs, PHEVs and EVs.
(i) The 100% discharge energy battery pack RPE cost, measured as
$/kWh (in 2009 dollars), which equals the total cost per kWh of the
battery cell, battery pack closure, control system, cooling system
and ancillary systems.
(ii) The usable energy battery pack RPE cost, measured as $/kWh
(in 2009 dollars), which equals the total cost per kWh of the
battery cell, battery pack closure, control system, cooling system
and ancillary systems.
(iii) The battery cell RPE cost, measured as in $/kWh (in 2009
dollars), which equals the cost per kWh at the battery cell level
before the cell is integrated into battery pack
(iv) The battery warranty (time), measured in number of years
(v) The battery warranty (mileage), measured in miles
(vi) The expected battery life (time), measured in number years
(vii) The expected battery life (mileage), measured in number
miles
(viii) The primary motor RPE cost, measured as $/kW (in 2009
dollars)
(ix) The secondary motor RPE cost, measured as $/kW (in 2009
dollars)
(x) The primary inverter RPE cost, measured as $/kW (in 2009
dollars)
(xi) The secondary inverter RPE cost, measured as $/kW (in 2009
dollars)
3. The agency also asks that manufacturers or other interested
parties provide information on appropriate sequencing of
technologies, so that accumulated cost and fuel consumption effects
may be evaluated incrementally. As examples of possible technology
sequences, ``decision trees'' are shown in Appendix B below.
4. For each new or redesigned vehicle identified in response to
Question III-3 provide your best estimate of the following, in terms
of constant 2009 dollars:
A. Total capital costs required to implement the new/redesigned
model according to the implementation schedules specified in your
response. Subdivide the capital costs into product development (R&D/
ED&T), and investment (equipment, tooling, plant/facilities, etc.)
costs.
B. The maximum production capacity, expressed in units of
capacity per year, associated with the capital expenditure in (a)
above. Specify the number of production shifts on which your
response is based and define ``maximum capacity'' as used in your
answer.
C. The actual capacity that is planned to be used each year for
each new/redesigned model.
D. The increase in variable costs per affected unit, based on
the production volume specified in (b) above.
E. The equivalent retail price increase per affected vehicle for
each new/redesigned model. Provide an example describing methodology
used to determine the equivalent retail price increase.
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Appendix B. Technology Decision Trees
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[FR Doc. 2010-32163 Filed 12-21-10; 8:45 am]
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