Final Report of Joint Meeting between
the Automobile Evaluation Standards Subcommittee, Energy Efficiency Standards
Subcommittee of the Advisory Committee for Natural Resources and Energy
andthe Automobile Fuel Efficiency Standards Subcommittee, Automobile Transport Section,
Land Transport Division of the Council for Transport Policy
Concerning revisions of evaluation standards for Manufacturers with regard to
improvement of automobile energy consumption efficiency

March 2007
The Automobile Evaluation Standard Subcommittee, Energy Efficiency Standards Subcommitteeof the Advisory Committee for Natural Resources and Energy
and
The Automobile Fuel Efficiency Standards Subcommittee, Automobile Transport Section, Land
Transport Division of the Council for Transport Policy

Background to Establishing New Fuel Efficiency Standards(1) Present CO2 and energy situation in Japan
In Japan, total greenhouse gas emissions for FY2005 (preliminary figures) were8.1% higher than the base year (FY1990) level specified in the Kyoto Protocol,
moving further from Japan’s international commitment to reduce its greenhousegas emissions by 6% from the base year level during the first commitment period(Year 2008 to 2012). This is due to a significant increase of carbon dioxide (CO2)
resulting from energy consumption, which accounts for approximately 90% ofJapan’s greenhouse gas emissions.
Under these circumstances, the “Kyoto Protocol Target Achievement Plan”,
adopted at a Cabinet meeting in April 2005, set CO2 emission reduction targets
for each sector. Under the plan, the target for the transport sector is to reduce
CO2 emissions to 250 million tons in FY2010. As a result of Manufacturers’
positive efforts to meet the target, such as improving fuel efficiency, CO2
emissions for the transport sector (preliminary figures) were 257 million tons in
FY2005, steadily approaching the target. However, global warming is predicted
to become an increasingly serious problem on a global scale. It is important for
the transport sector to continue with its efforts, since it accounts forapproximately 20% of total CO2 emissions.
In recent years, structural energy constraints have been increasing, as seen insoaring crude oil prices, sudden expansion of energy demand mainly driven by the
BRICs, historically unstable supply risks, etc. In light of this, the “Outline of
Economic Growth Strategy” (Council for Fiscal and Economic Reforms, July 2006)
and the “New National Energy Strategy” (Ministry of Economy, Trade andIndustry, May 2006) have set targets of improving energy consumption efficiency
by 30% through Year 2030 and reducing the transport sector’s oil dependency toabout 80%.
(2) Present status of automobile fuel efficiency standards
For automobiles, fuel efficiency standards using the Top Runner Method (*)
were introduced in 1999 to promote energy savings and reduce CO2 emissions.
These standards are based on the “Law Concerning the Rational Use of Energy”(1979, Law No. 49) (hereinafter referred to as “Energy Conservation Law”). The
standards cover passenger vehicles with a capacity of 10 passengers or less andfreight vehicles with a gross vehicle weight of 2.5 tons or less. They were
followed by a series of fuel efficiency standards: standards for LPG vehicles wereintroduced in 2003, and in 2006 standards were introduced for heavy freightvehicles with a gross vehicle weight over 3.5 tons and passenger vehicles with acapacity of 11 or more passengers (with a gross vehicle weight over 3.5 tons).
Manufacturers must ensure that for each category, the weighted harmonic
average fuel efficiency of vehicles shipped in a target fiscal year does not fall
below the fuel efficiency standards under the Energy Conservation Law. If the1

fuel efficiency standards are not met in a target fiscal year, warnings, publicannouncement, and orders will be issued, depending on the efforts made by the
manufacturer in question. A fine of up to one million yen will be imposed wherean order has been violated.
* A method to determine standard values based on vehicles presently on themarket that have the highest fuel efficiency, while taking into consideration
future prospects of technological development.
(3) Consideration of establishing new fuel efficiency standards
With regard to gasoline passenger vehicles, approximately 80% (of the vehicles
shipped) met the existing fuel efficiency standards (FY2010 targets) at the end of
FY2004.
This steady improvement in fuel efficiency is due in part to
Manufacturers’ positive efforts, green taxation, etc. Similarly, freight vehicles
are moving steadily toward meeting the existing fuel efficiency standards.
On the other hand, greater efforts to improve fuel efficiency are necessary, in
consideration of Japan’s increased energy constraints, the seriousness of thesituation concerning CO2 emissions, and the importance of CO2 reduction
measures in the transport sector (automobile sector) which accounts forapproximately 20% of CO2 emissions.
In July 2005, the Ministry of Economy, Trade and Industry formed an“Automobile Evaluation Standards Subcommittee” under the Energy Efficiency
Standards Subcommittee of its Advisory Committee for Natural Resources andEnergy, while the Ministry of Land, Infrastructure and Transport formed an“Automobile Fuel Efficiency Standards Subcommittee” under the Automobile
Transport Section, Land Transport Division of its Council for Transport Policy.
The intention was to establish new fuel efficiency standards for passenger
vehicles and freight vehicles based on the Top Runner Method. Through joint
meetings held by the same members of both subcommittees, hearings with relatedparties were conducted, and discussions were held repeatedly on those items on
which Manufacturers should base their evaluation (such as vehicles to be covered,target fiscal year, fuel efficiency measurement methods, fuel efficiency
classifications, fuel efficiency standards, and display items).
The Kyoto Protocol Target Achievement Plan, Outline of Economic Growth
Strategy, and New National Energy Strategy also mention the establishment of
this new fuel efficiency standard (Top Runner standard) to further improve fuelefficiency, in line with future developments and trends.
(4) Seeking public comments
In order to extensively hear comments from the public, comments were soughton the results of discussions which the joint meeting had been engaged in. Thisis a final report summarizing the discussion results, in consideration of thesepublic comments. 19 valuable comments were collected from 8 people.

2

Concerning Revisions of the Evaluation Standards for Manufacturers with regard
to the Improvement of Automobile Energy Consumption Efficiency

Discussions were held on those items on which manufacturers or importers(hereinafter referred to as “Manufacturers”) should base their evaluation withregard to energy consumption efficiency (fuel efficiency) of passenger vehicles andfreight vehicles. The following is a final summary report of such discussions.
1. Vehicles to be covered (See Attachment 1)
Those passenger vehicles with a capacity of 10 passengers or less and that are
fueled with gasoline or diesel oil (hereinafter referred to as “passenger car”),
passenger vehicles with a capacity of 11 or more passengers (gross vehicle weightof 3.5 tons or less) (hereinafter referred to as “small buses”), and freight vehicles
with a gross vehicle weight of 3.5 tons or less (hereinafter referred to as “small
freight vehicles”) that have received type designation (type-designated vehicles)
under Article 75.1 of the Road Trucking Vehicle Law (1951, Law No. 185).
2. Items on which Manufacturers should base their evaluation(1) Target fiscal year (See Attachment 2)
The target fiscal year is set for FY2015 in consideration of the existing fuelefficiency standards as well as the effective period of exhaust emission regulations.
Taking account of the period in which each vehicle undergoes a model change inand after FY2010, sufficient time will be ensured for development toward better
fuel efficiency.
(2) Measurement method of energy consumption efficiency (fuel efficiency) (SeeAttachment 3)
Energy consumption efficiency shall be fuel efficiency values (km/L), an
indicator widely recognized by automobile users.
These shall be values
measured by the Minister of Land, Infrastructure and Transport in designating
vehicle types (inspection values).
For the measurement of energy consumption efficiency (fuel efficiency), JC08
mode shall be used as the driving mode, to be consistent with exhaust gas
measurement method and evaluate fuel performance more accurately.
To simulate actual driving as closely as possible, cold-start driving before theengine is warmed up shall be taken into account, as well as hot-start driving whenthe engine is already warm. A weighted harmonic average (see note), weighted
with each driving ratio, is used to obtain JC08 mode fuel efficiency, as in thefollowing formula.
(Note) A weighted harmonic average is the reciprocal of the weighted average ofthe reciprocals of measured data. It is obtained by first taking thereciprocals of data, then calculating their weighted average, and lastly
taking the reciprocal of the weighted average.
3

E=

1
⎛ 0.25 0.75 ⎞+⎜⎟⎝ EJC 08 C EJC 08 H ⎠E: JC08 mode fuel efficiency value (km/L)
EJC08C: JC08 mode fuel efficiency value by cold start (km/L)
EJC08H: JC08 mode fuel efficiency value by hot start (km/L)(3) Fuel efficiency classifications (See Attachment 4)
Basic classifications are by vehicle type and weight. In consideration of fuel,transmission type, effects of vehicle’s structural difference on fuel efficiency,
actual shipments, etc., the following classifications shall be used.
Type

Fuel

種別

Vehicle structure

燃料

Passenger
1.①乗用車vehicle2. Small bus②小型バス
Mini freight
3.③軽貨物車
vehicle4.5Light-weight④軽量貨物車
freight vehicle
Medium-weight
5.⑤中量貨物車
freight vehicle

車両構造Transmission

変速機

Weight category

重量区分

Gasoline or diesel oil

揮発油及び軽油

×

－
－

×

－
－

×

16 categories

Gasoline
揮発油

×

－
－

×

－
－

×

－
－

Diesel
軽油oil

Gasolineor diesel oil
揮発油及び軽油× A
Ａ

Gasolineor diesel oil
揮発油及び軽油

×Gasoline
揮発油

× A
Ａ

Diesel
軽油oil

１６区分

×

MT
MT

AT
AT

– 4 categories
× 2２～４区分

－
－

×

MT
MT

AT
AT

3 categories
× 2 –２～３区分

B1
B1

B2
Ｂ２ ×

MT
MT

AT
AT

8 categories
× 1 –１～８区分

BＢ(4) Target standard values (See Attachment 5)
With regard to vehicles to be shipped to the domestic market in the target fiscal
year and each subsequent fiscal year, Manufacturers must make sure that, foreach category (*), the harmonic average of the energy consumption efficiency (fuelefficiency) values measured in (2) weighted with the number of shipments will not
go below the target standard value. Values exceeding the target standards may
be used to supplement other categories where the targets are not met.
* With regard to passenger vehicles, mini freight vehicles, and light-weightfreight vehicles, gasoline vehicles and diesel vehicles shall be placed in thesame category, to which equal target standards are applied using energy
conversion (heating value equivalent). A weighted harmonic average shallbe obtained using fuel efficiency values for gasoline vehicles andgasoline-heating-value-equivalent fuel efficiency values for diesel vehicles(fuel efficiency of diesel vehicles divided by 1.10).

○ Passenger car
Category

Vehicle weight (kg)

1
2
3
4

- 600
601 - 740
741 - 855
856 - 970
4Target standard
value (km/L)
22.5
21.8
21.0
20.8

5
6
7
8
9
10
11
12
13
14
15
16

971 - 1,080
1,081 - 1,195
1,196 - 1,310
1,311 - 1,420
1,421 - 1,530
1,531 - 1,650
1,651 - 1,760
1,761 - 1,870
1,871 - 1,990
1,991 - 2,100
2,101 - 2,270
2,271 -

20.5
18.7
17.2
15.8
14.4
13.2
12.2
11.1
10.2
9.4
8.7
7.4

○Small buses
Category

Fuel

1
2

Gasoline
Diesel oil

Target standard
value (km/L)
8.5
9.7○Small freight vehicles[Mini freight vehicles]
Category
1
2
3
4
5
6
7
8
9
10
11
12
13

Vehiclestructure

Transmission

Structure A

MT

- 740
741 - 740
741 - 855
856 - 740
741 - 855
856 - 970
971 - 740
741 - 855
856 - 970
971 -

AT

Structure
B

Vehicleweight (kg)

MT

AT

5

Targetstandardvalue(km/L)
23.2
20.3
20.9
19.6
18.9
18.2
18.0
17.2
16.4
16.4
16.0
15.4
14.7

[Light-weight freight vehicles (with a gross vehicle weight of 1.7 tons or less)]
TargetCategory Transmission Vehicle weight (kg) standard value(km/L)
1- 1,08018.5
MT
2
1,081 17.1
3
- 1,08017.4
AT
4
1,081 - 1,195
15.8
5
1,196 14.7

[Medium-weight freight vehicles (with a gross vehicle weight over 1.7 tons
and no more than 3.5 tons)]
TargetVehicleVehicle weightstandard
Category
Fuel
Transmission
structure
(kg)
value
(km/L)
Gasoline Structure
1
MT
－
14.2
A
2
AT
- 1,31013.3
31,311 12.7
Structure4MT- 1,31011.9
B1
51,311 - 1,420
10.6
6
1,421 - 1,530
10.3
7
1,531 - 1,650
10.0
8
1,651 - 1,760
9.8
91,761 9.7
10
- 1,31010.9
AT
11
1,311 - 1,420
9.8
12
1,421 - 1,530
9.6
13
1,531 - 1,650
9.4
141,651 - 1,760
9.1
15
1,761 - 1,870
8.8
16
1,871 8.5
MTStructure17- 1,31011.2
B2
181,311 - 1,420
10.2
19
1,421 - 1,530
9.9
20
1,531 - 1,650
9.7
21
1,651 - 1,760
9.3
22
1,761 8.9
23
- 1,31010.5
AT
24
1,311 - 1,420
9.7
25
1,421 - 1,530
8.9
26
1,531 - 1,650
8.6
1,651 7.9
27
6

28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59

Dieseloil

StructureA
andStructure
B1

MT

AT

Structure
B2

MT

AT

- 1,420
1,421 - 1,530
1,531 - 1,650
1,651 - 1,760
1,761 - 1,870
1,871 - 1,990
1,991 - 2,100
2,101 - 1,420
1,421 - 1,530
1,531 - 1,650
1,651 - 1,760
1,761 - 1,870
1,871 - 1,990
1,991 - 2,100
2,101 - 1,420
1,421 - 1,530
1,531 - 1,650
1,651 - 1,760
1,761 - 1,870
1,871 - 1,990
1,991 - 2,100
2,101 - 1,420
1,421 - 1,530
1,531 - 1,650
1,651 - 1,760
1,761 - 1,870
1,871 - 1,990
1,991 - 2,100
2,101 -

14.5
14.1
13.8
13.6
13.3
12.8
12.3
11.7
13.1
12.8
11.5
11.3
11.0
10.8
10.3
9.4
14.3
12.9
12.6
12.4
12.0
11.3
11.2
11.1
12.5
11.8
10.9
10.6
9.7
9.5
9.0
8.8

* The vehicle structures in the above tables refer to cab-behind-engine (bonnettype) vans for Structure A, cab-over-engine vans for Structure B1, andcab-over-engine trucks for Structure B2. Structure B refers to vehicles ofStructure B1 and B2 all together. Each structure is defined below.

7

[Definitions of Structure A, B, B1, and B2]
1. “Structure A” refers to a structure that meets all of the requirements listed
below.
a. The maximum loading capacity divided by the gross vehicle weight is 0.3 orsmaller.
b. The seating equipment and cargo-loading equipment are installed inside
the same vehicle compartment, which is separated from the vehicle exterior
with bulkhead such as fixed roof and window glass.
c. The engine is located in front of the driver compartment.
2. “Structure B” refers to any structure other than Structure A.
3. “Structure B1” refers to Structure B that meets the requirement in 1-b.
4. “Structure B2” refers to Structure B that excludes Structure B1.
(5) Display items (see Attachment 6)
1. The following are display items.
a. Vehicle name and typeb. Engine type and total displacementc. Vehicle weightd. Transmission type and number of speeds
e. Fuel supply equipment typef. Main fuel efficiency improvement measures
g. Energy consumption efficiency (fuel efficiency value expressed by a unit of
km/L to one decimal place)h. Manufacturer namei. Gross vehicle weight and maximum loading capacity (applicable to freightvehicles only)
j. Maximum output and maximum torque of engine
k. Passenger capacity (applicable to passenger vehicles only)
2. The following are compliance items.
- Display items shall be noted in catalogs of the vehicle concerned. Energy
consumption efficiency (fuel efficiency values) shall be displayed in aparticularly visible manner, such as by use of underlines, larger typefaces,
and letters of different colors.
- In addition to vehicle name and type, vehicles on display shall have energy
consumption efficiency (fuel efficiency values) clearly posted at an easily
viewable place.
3. Fuel efficiency display schedule
While properly evaluating the achievement status of the existing fuelefficiency standards and taking account of exhaust gas test mode schedule,
the fuel efficiency display schedule is summarized as below for the rapid
promotion of realistic fuel efficiency display with efforts to prevent market
confusion.

8

[ Display obligation (through FY2010) ]- Vehicles of early compliance with JC08 mode (*): Both 10•15 mode fuel efficiency
value and JC08 mode fuel efficiency value shall be displayed.
- Vehicles other than those of early compliance with JC08 mode: 10•15 mode fuelefficiency value shall be displayed.
* Those are vehicles that receive type designation by taking JC08 mode exhaustgas tests prior to the date when the exhaust gas test mode becomes
obligatory.
3. Proposals for energy saving
Automobile fuel efficiency standards had been discussed at this joint meeting.
In order to reduce automobile energy consumption, however, it is important not
only to focus on improving per-vehicle fuel performance, but also to take various
actions at the same time. For this reason, with the expectation that further
actions will be made by all related parties, proposals are summarized as below.
(1) Government actions
1. In order to effectively popularize highly fuel-efficient vehicles such as
hybrid vehicles, idling-stop vehicles, diesel passenger vehicles etc., efforts
shall be undertaken to provide support measures, education for
popularization, etc. to promote user awareness and Manufacturers’ efforts
to improve fuel efficiency.
2.

In enforcing evaluation standards, Manufacturers’ energy saving efforts,
their approach to exhaust gas regulatory measures, and othercircumstances shall be taken into account. Also, attention shall be paid sothat these activities are carried out consistently with activities aimed atachieving target standard values.

3.

As for new fuel efficiency improvement technologies that were inconceivable
during these discussions, efforts shall be made to provide support requiredfor developing and promoting them, while paying close attention to theirdevelopment status.

4.

Use of vehicles designed to reduce environmental load, so-called“eco-driving,” helps reduce fuel consumption in actual use. Efforts shall bemade to provide information necessary to promote “eco-driving.“

5.

Efforts shall be made not only for energy saving performance improvementof vehicles, but also for fuel efficiency improvement in actual on-road
driving by means of smoothing traffic flow, etc.

6.

In general, there is a trade-off between improving automobile fuel efficiency
and reducing exhaust emission, depending on technologies used. When9

studying the future measures and policies relating to the vehicles covered
here, it should be noted that these target standards were established,premising on the 2009 exhaust gas emission control (the post new long-term
control).
7.

Basing energy saving standards on the Top Runner Method is a very
effective tool for achieving energy conservation in machinery andequipment. Efforts shall be made to seek deeper understanding andpromote it internationally, where appropriate.

(2) Manufacturer actions
1. It is desirable to advance technological development aimed at improving
automobile fuel efficiency and to actively promote practical application ofthese technologies.
2.

In order to promote highly fuel-efficient vehicles, it is desirable to provide
appropriate information that helps vehicle users select such vehicles, aswell as information to promote “eco-driving.”

3.

In order to promote “eco-driving,” along with efforts made for practicalapplication and popularization of technologies and products that assist“eco-driving”, such as fuel efficiency indicator, it is desirable to provide
appropriate information about them.

(3) User actions
It is desirable to select highly fuel-efficient vehicles and make efforts forenergy conservation through “eco-driving” as well as other proper and effective
use of vehicles.
(4) Other
The type and characteristic of vehicle fuel, coupled with the corresponding
vehicle that uses the fuel, contribute to fuel efficiency improvement; thus, they
have major effects on reducing energy consumption in Japan. Therefore, it isdesirable that the automobile industry, oil industry, and other relatedindustries cooperate with one another to diversify fuel types and improve fuelcharacteristics. It is also necessary for the government to positively support
these actions.

10(Reference)
Evaluation of Future Fuel Efficiency Improvement Rate due to the New Fuel
Efficiency Standards
The following tables show fuel efficiency improvement rate for the target fiscal
year (FY2015), assuming that the new fuel efficiency standards (the target
standard values shown in 2.(4) ) are achieved.
In the case of passenger cars, fuel efficiency for the target fiscal year (FY2015)
would improve by 23.5% over the actual levels of gasoline cars in FY2004 and by
29.2% over the levels of existing fuel efficiency standards (FY2010 target).
[Fuel efficiency improvement rate from actual levels in FY2004]
Fuel efficiency
FY2004 actual
improvement rate
Vehicle type
FY2015 estimateslevelsfrom FY2004
actual levels
Passenger
13.6 (km/L)
16.8 (km/L)
23.5%
cars
Small buses
8.3 (km/L)
8.9 (km/L)
7.2%
Small
freight
13.5 (km/L)
15.2 (km/L)
12.6%
vehicles[Fuel efficiency improvement rate from the levels of existing fuel efficiency
standards]
Fuel efficiency
Average level
improvement
Vehicle typeequivalent toFY2015 estimate
rate from FY2010
FY2010 standards
standards
Passenger
13.0 (km/L)
16.8 (km/L)
29.2%
cars
* The fuel efficiency values in the above tables are JC08 mode fuel efficiency
values, reflecting more recent driving conditions.
* There are no existing fuel efficiency standards established for some small
buses and small freight vehicles. Thus, for these vehicles, no fuel efficiency
improvement rate from the levels of existing fuel efficiency standards is given
here.
* Each fuel efficiency improvement rate is calculated on the assumption thatthe number of shipment ratio for each category in the target fiscal year
(FY2015) is the same as that in FY2004.

11

Attachment 1
Vehicles to be Covered
The following vehicles shall be covered under new fuel efficiency standards to beestablished based on the Law Concerning the Rational Use of Energy (1979, Law
No. 49) (hereinafter referred to as “Energy Conservation Law”): those vehicles
fueled with gasoline or diesel oil that are (1) passenger vehicles of 10 or lesspassenger capacity, (2) freight vehicles with a gross vehicle weight of 2.5 tons or
less, (3) passenger vehicles of 11 or more passenger capacity (with a gross vehicle
weight of 3.5 tons or less), and (4) freight vehicles with a gross vehicle weight over
2.5 tons and 3.5 tons or less that have been designated under the Road Trucking
Vehicle Law (1951, Law No. 185) Article 75.1 (type-designated vehicles).
Vehicles (1) and (2) are covered by the existing fuel efficiency standards, while
there are no fuel efficiency standards presently applicable to vehicles (3) and (4).
As for passenger vehicles fueled with liquefied petroleum gas, the fuel efficiency
standards are currently in effect. Because it is too soon since the fuel efficiency
standards were introduced (July 2003) and the progress of the present standards
needs to be closely monitored, they are excluded from the targets of standard
development this time.
Vehicles using any fuel other than gasoline or diesel oil and vehicles other than
type-designated ones shall not be covered due to their small market share. If in
the future it is determined appropriate to cover them due to such factors aschanges in the number of units shipped, then they shall be given consideration asneeded.
Table 1-1 below shows vehicles to be covered under the new fuel efficiency
standards as well as the Energy Conservation Law (designated products).
Table 1-1 Vehicles to be covered under the Energy Conservation Law (designatedproducts) and the new fuel efficiency standards
Passenger
capacityGrossvehicleweightDiesel oil

Type-designated Type-designated vehicles
vehicles10 or lessPassenger
vehicleGasoline

3.5 tonsor less

11 or
more

Type-designated Type-designated vehicles
vehiclesType-designated vehicles
and vehicle equipped
Over 3.5
Not covered
with CO and othertons
substances emission
preventive device
3.5 tonsor less

Freight
vehicleType-designated Type-designated vehicles
vehiclesType-designated vehicles
and vehicle equipped
Over 3.5
with CO and otherNot covered
tons
substances emission
preventive device* New fuel efficiency standards shall be established for the underlined.

12

Liquefiedpetroleum gas

Other
fuel

Type-designatedvehiclesNotcoveredNot covered

Not
coveredNot covered

Not
coveredNot covered

Not
coveredNot covered

Not
coveredAttachment 2
Target Fiscal Year for Vehicles
Generally, major fuel efficiency improvement is made at the time of a modelchange, and the cycle of automobile model change is usually said to beapproximately 5 years. It is therefore appropriate, in principle, to consider aperiod when each model can undergo a model change.
Diesel vehicles, in particular, will need to address the 2009 exhaust emission
regulations (post new long-term exhaust gas control) to be introduced in 2009(2010 for some vehicle types). Focus of the model change should be on
minimizing fuel efficiency deterioration first and then improving future fuelefficiency. To allow sufficient time for developing fuel efficiency improvement
technologies, it is appropriate to set the target fiscal year in a few years after 2009
– 2010, in consideration of the model change cycle.
On the other hand, the target fiscal year for gasoline vehicles under the existing
fuel efficiency standards are set for FY2010. Manufacturers of motor vehicles
have pushed forward technological development for steady achievement of theexisting fuel efficiency standards. It is thus appropriate to set the target fiscal
year in a few years after FY2010, in consideration of the model change cycle aswell as the time frame for technological development for meeting the existing fuelefficiency standards.
Based on the above, considering the relationship to the existing fuel efficiency
standards and the effective date of the exhaust emission regulations, and allowing
sufficient time for developing fuel efficiency improvement technologies, it isappropriate to set the target fiscal year for FY2015. This will allow each vehicle
type to undergo a model change in and after FY2010.
* Under the fuel efficiency standards for heavy vehicles established in April
2006, the target fiscal year was set for FY2015 in relationship to the effective
date of the exhaust emission regulations.

13

Attachment 3
Method of Measuring Automobile Energy Consumption Efficiency (FuelEfficiency)
There is a trade-off between fuel efficiency improvement and exhaust gas
reduction, depending on the technologies used. It is therefore necessary toevaluate these two under the same conditions at the same time. It is also
desirable that measurement method for fuel efficiency is the same as one for theexhaust emission regulations as much as possible in order to ease the burden on
the Manufacturers involved in measurement.
(1) Energy consumption efficiency
Energy consumption efficiency shall be fuel efficiency values (km/L), an
indicator widely recognized by automobile users.
These shall be values
measured by the Minister of Land, Infrastructure and Transport in the course ofdesignating vehicle types (inspection values).
(2) Driving mode
Under the existing fuel efficiency standards, fuel efficiency is measured by the10•15 mode (hot start) method using a chassis dynamometer, in line with theexisting exhaust emission measurement.
In November 2006, the “Notice of the safety standard details for road trucking
vehicles (Notice No. 619 of the Ministry of Land, Infrastructure and Transport,
July 15, 2002)” was revised. For the purpose of evaluating exhaust emission
performance more accurately, it was decided that driving modes of the new
exhaust emission measurement method will be switched from the 11 mode to
JC08C mode (JC08 mode by cold start) starting in FY2008 and from the 10•15
mode to JC08H mode (JC08 mode by hot start) starting in FY2011.
For the measurement of fuel efficiency under the new fuel efficiency standards,
JC08 mode in Figure 3-1 shall be used as a driving mode, in order to be consistent
with the exhaust emission measurement method as well as to more accurately
evaluate fuel performance.
To evaluate fuel efficiency performance by simulating actual driving as closely
as possible, cold start driving before the engine is warmed up shall be taken into
account in addition to hot start driving when the engine is already warm, as in thecase of exhaust emission measurement. Using the driving ratio of these in theexhaust emission measurement as weighting factors, JC08 mode fuel efficiency is
14

obtained as a weighted harmonic average of hot-start and cold-start JC08 mode
fuel efficiency values, as shown in the following formula.
E=1⎛ 0.25 0.75 ⎞+⎜⎟⎝ EJC 08 C EJC 08 H ⎠E: JC08 mode fuel efficiency value (km/L)
EJC08C: JC08 mode fuel efficiency value by cold start (km/L)
EJC08H: JC08 mode fuel efficiency value by hot start (km/L)(3) Classification by equivalent inertia weight
The equivalent inertia weight (hereinafter referred to as “IW”) required on atest using chassis dynamometer is defined according to the weight range ofvehicle under test in the “Test Methods for New Model Vehicles (Automobiles No.
669, October 20, 1971) (hereinafter referred to as “TRIAS”). TRIAS prescribes
the details of existing fuel efficiency measurement methods. Under the TRIAS,
IW class range is approximately twice as wide as that of the United Nations
Economic Commission for Europe Regulations or ECE Regulations (*).
* Regulations based on the “United Nations Agreement Concerning the
Adoption of Uniform Conditions of Approval and Reciprocal Recognition ofApproval for Motor Vehicle Equipment and Parts (1958 Agreement),” a
multilateral agreement concerning international harmony and reciprocal
recognition of motor vehicle standards, of which Japan is a member.
Under the new fuel efficiency standards, IW classification in the ECE
Regulations shall be adopted as a new IW classification, for the sake of global
standards harmonization and more accurate fuel efficiency measurement.
However, for vehicle under test weighing over 2,380 kg, which are not broken
down by IW classification of the ECE Regulations, the existing TRIAS IW
classification shall be used to ensure the fuel efficiency measuring method to beappropriate. Table 3-1 shows the new IW classification in detail.

15

Figure 3-1 Driving mode for measuring fuel efficiency of passenger vehicles andfreight vehicles (with a gross vehicle weight of 3.5 tons or less)○10•15 mode --- Driving mode under the existing fuel efficiency standards (hotstart only)

80

speed km/h

60
40
20
0
0

200

300
time s

400

500

600

JC08 mode --- Driving mode under the new fuel efficiency standards (acombination of hot start and cold start)

100
80
speed km/h

○

100

60
40
20
0
0

200

400

600
time s

16

800

1000

1200

Table 3-1 New Equivalent Inertia Weight Classifications
IW classification– ECE Regulations
Weight of vehicle IW
under test (kg)(kg)

IW classification– TRIAS
Weight of vehicle IW
under test (kg)
(kg)

- 480

455

481 - 540510

541 - 595

570

596 - 650

625

651 - 710

680

711 - 765

740

766 - 850

800

851 - 965

910

813 - 937

966 - 1080

1020

938 - 1125

1081 - 1190

1130

1191 - 1305

1250

1306 - 1420

1360

1421 - 1530

1470

1531 - 1640

1590

1641 - 1760

1700

1761 - 1870

1810

1871 - 1980

1930

1981 - 2100

2040

2101 - 2210

2150

2211 - 2380

2270

2381 - 2610
2611 -

○
○

IW
(kg)
455

481 - 540510

541 - 595

570

596 - 650

625

651 - 710

680

711 - 765

740

766 - 850

800

875

851 - 965

910

1000

966 - 1080

1020

1081 - 1190

1130

1191 - 1305

1250

1306 - 1420

1360

1421 - 1530

1470

1531 - 1640

1590

1641 - 1760

1700

1761 - 1870

1810

1871 - 1980

1930

1981 - 2100

2040

2101 - 2210

2150

2211 - 2380

2270

500

563 - 687

625

1126 - 1375

Weight of vehicle
under test (kg)
- 480

- 562

688 - 812

New IW classification

750

1250

1376 - 1625

1500

1626 - 1875

1750

1876 - 2125

2000

2126 - 2375

2250

2270

2376 - 2625

2500

2381 - 2625

2500

2270

2626 - 2875

2750

2626 - 2875

2750

2876 - 3250

3000

2876 - 3250

3000

3251 - 3750

3500

3251 - 3750

3500

In IW classification under the ECE Regulations, weight of vehicle under test isvehicle weight (fuel 90%, spare tire and tools included) + 100 kg.
In the TRIAS IW classification as well as the new IW classification, weight ofvehicle under test is vehicle weight (fuel 100% included) + 110 kg.

17

(Reference 3-1)
Equivalent Inertia Weight
When measuring exhaust emissions and fuel efficiency in a test room, a chassis
dynamometer is used to reproduce an actual on-road driving, and a flywheel isused to recreate inertia caused by vehicle weight. The flywheel used has several
weight settings depending on the weight range of vehicle under test. The set
weight of the flywheel is called equivalent inertia weight.

Vehicle speed sensitive cooling unit

Throttle monitor
Exhaust gas
sampler(CVS)

Exhaust gas analyzer

Data recorderPowerabsorption
equipment

Drum
Torque meter
Acceleration device
Vehicle weight simulator(vehicle weight inertia flywheel) Schematic of Small Chassis Dynamometer18

Attachment 4
Fuel Efficiency Categories for Vehicles
1. Basic concept of categories in Top Runner program
In determining Top Runner standards, designated equipment is classified basedon a certain measure. This measure (basic measure) shall be physical quantity,
performance, or other indicator closely related to energy consumption efficiency
and determined in consideration of what consumers would base their purchasedecision on (things representing consumer needs).
A target standard value shall be determined for each category of the basic
measure, under which it would be possible and appropriate to aim at the sameenergy consumption efficiency. It is desirable to set a category range as widely as
possible with a high efficiency value to promote maximum energy saving. If thesame energy consumption efficiency cannot be applied as a target standard value,
a separate category shall be created and a target standard value shall be
determined for that category.
Even if it is not appropriate to use the same energy consumption efficiency as atarget standard value, with regard to those products built with specialized
technologies whose market share is sufficiently small at present and whose futureis largely uncertain, they shall be categorized as special products and placed in
the same category as other products built with common technologies, rather thanin a separate category. If the energy consumption efficiency of these special
products is used as a target standard value, it is possible that products built withwidely used technologies may cease to exist, seriously distorting the market andinterfering with improvement and innovation of other technologies. Therefore,
special products may be removed from the Top Runner. In determining a target
standard value, however, consideration shall be given to the possibility that thetechnologies used in special products may become popular in the future.
It is necessary to review the handling of these special products when setting
categories.
2. Basic concept of fuel efficiency categories for vehicles
There is a trade-off between fuel efficiency improvement and exhaust gas
reduction, depending on the technologies used.
By adopting the sameclassifications as used under the exhaust emission regulations, fuel efficiency andexhaust gas emission can be evaluated under the same conditions. This isappropriate for the effective implementation of environmental measures. This isalso appropriate in easing the burden on the Manufacturers.
Thus, as for fuel efficiency categories, the same measurement categories as in
the exhaust emission regulations (vehicle type and weight) are employed as a base.
In addition to the base, type of fuel used, vehicle structure, effects of transmission
type on fuel efficiency, actual shipments, etc. are taken into consideration whensetting fuel efficiency categories.
19

* See Reference 4-1 for fuel efficiency categories under the existing fuelefficiency standards.
* See Reference 4-2 for measurement categories under the exhaust emission
regulations.
3. Fuel efficiency categories under the new fuel efficiency standards(1) Classification by vehicle type
Besides passenger vehicles and freight vehicles defined as designated products
under the Energy Conservation Law, the following are the vehicle type categories
shared by the measurement categories under the exhaust emission regulations.
[Passenger vehicles]
1. Passenger vehicles of 10 or less passenger capacity (hereinafter referred to as“passenger cars”).
2. Passenger vehicles of 11 or more passenger capacity (with a gross vehicle
weight of 3.5 tons or less) (hereinafter referred to as “small buses”).
[Freight vehicles]
3. Freight vehicles that are of mini vehicle category (hereinafter referred to as“mini freight vehicles”).
4. Freight vehicles with a gross vehicle weight of 1.7 tons or less (hereinafterreferred to as “light-weight freight vehicles”).
5. Freight vehicles with a gross vehicle weight over 1.7 tons and no more than
3.5 tons (hereinafter referred to as “medium-weight freight vehicles”).
(2) Classification by fuelTable 4-1 shows the number of units of gasoline and diesel vehicles shipped in
FY2004 by vehicle type.
Diesel vehicles that are passenger cars, mini freight vehicles, and light-weightfreight vehicles show significantly smaller number of shipments in comparison togasoline vehicles. From FY2000 to FY2004, the number of shipments decreased
approximately 95% for passenger cars and 85% for light-weight freight vehicles.
On the other hand, with regard to small buses and medium-weight freightvehicles, approximately 40% of which are diesel vehicles, and the differences inshipment units between gasoline and diesel vehicles are smaller.
Table 4-1 Number of units of gasoline and diesel vehicles shipped (share)
Vehicle type
Gasoline vehicle
Diesel vehicle
shipment (share)
shipment (share)
Passenger car
4,481,817 (99.9%)
2,807 (0.1%)
Small bus
1,423 (62.5%)855 (37.5%)
Mini freight vehicle
509,128 (100%)0 (0%)
Light-weight freight vehicle
104,196 (97.6%)
2,604 (2.4%)
Medium-weight freight vehicle
116,128 (62.6%)
69,423 (37.4%)
Source: Japan Automobile Manufacturers Association, Inc.
20

[Passenger cars, mini freight vehicles, and light-weight freight vehicles]With respect to passenger cars, mini freight vehicles, and light-weight freightvehicles, it is difficult to determine appropriate fuel efficiency standards for diesel
vehicles alone using the Top Runner Method. This is because the number ofthese vehicles shipped is extremely small (no mini freight vehicles have been
shipped). Moreover, among the existing weight categories of passenger cars, only
two classes have the shipment.
The 2009 exhaust emission regulations (*) are scheduled to take effect in
FY2009. With the regulations in effect, the exhaust emission control values fordiesel vehicles and gasoline vehicles will be almost at the same level.
With respect to passenger cars, mini freight vehicles, and light-weight freightvehicles, it is appropriate to apply the same energy consumption efficiency to bothof those using gasoline and diesel oil, in line with the general idea of promoting
fuel-efficient diesel vehicles. Fuel efficiency standards shall be established basedon gasoline vehicles, which are more suitable for proper setting of such standards
by the Top Runner Method. Diesel vehicles shall be treated as special products
which are not used as top-runner vehicles; however, they shall be treated as a fuelefficiency improvement factor, in prospect of future popularization of fuel-efficientdiesel vehicles.
* See Reference 4-3 for the 2009 exhaust emission regulations.
[Small buses and medium-weight freight vehicles]
As for small buses and medium-weight freight vehicles, both of those using
gasoline and diesel oil have been shipped in large quantities with no distinct
difference in share. Since this trend is expected to continue in the future, fuelefficiency standards shall be established for each of gasoline and diesel vehicles inseparate categories based on the Top Runner Method, as in the case of the existing
fuel efficiency standards.
[How to evaluate achievement status of fuel efficiency standards]
In evaluating how well passenger cars, mini freight vehicles, and light-weightfreight vehicles are achieving the fuel efficiency standards, it is appropriate toevaluate gasoline and diesel vehicles together in the same category, since thesame energy consumption efficiency is applied to both types of vehicles.
Under the fuel efficiency standards, a fuel efficiency value (km/L) shall be used
as a measure for energy consumption efficiency. Although the same fuelefficiency standards are applied to gasoline and diesel vehicles, it does not meanthat the same values are applied in terms of energy consumption efficiency.
This is because gasoline and diesel oil have different unit heating values (MJ/L)(*).
Therefore, it is appropriate to use the energy-converted (heating value
equivalent) fuel efficiency standard for gasoline and diesel vehicles.

21

* Unit heating value of gasoline and diesel oil (from the attached table No. 1 ofthe enforcement regulations of the Law Concerning the Rational Use ofEnergy [Ministry of International Trade and Industry Ordinance No. 74,
September 1979])- Gasoline: 34.6 (GJ/kL)- Diesel oil: 38.2 (GJ/kL)
When evaluating the achievement of fuel efficiency standards of passenger cars,
mini freight vehicles, and light-weight freight vehicles, it is appropriate to require
for each manufacturer that a weighted harmonic average for each category shallbe the same or above the fuel efficiency standard. The weighted harmonic
average are obtained from fuel efficiency values for gasoline vehicles and gasoline
heating value converted fuel efficiency value for diesel vehicles (fuel efficiency ofdiesel vehicles divided by 1.10) which are weighted and averaged with the numberof shipments of each vehicle types.
As for small buses and medium-weight freight vehicles, for which gasoline anddiesel vehicles are placed in separate categories, achievement status of fuelefficiency standards shall be evaluated separately, as in the evaluation under the
existing fuel efficiency standards.
[Requirements to achieve fuel efficiency standards for passenger cars, mini freightvehicles, and light-weight freight vehicles]
Vehicle type

Fuel
efficiency
standard

Gasoline vehicle
Diesel vehicle

Number of
shipments by
vehicleFuel efficiency byvehiclePg1, Pg2,…, Pgi
Pd1, Pd2,…, Pdj

FS

i

j

n =1

n =1

∑ Pgi + ∑ Pdj
j
Pgi
Pdj
(
)
+
(
)
∑
∑
n =1 Fgi
n =1 Fdj / 1.10i≧Fg1, Fg2,…, Fgi
Fd1, Fd2,…, Fdj

FS(3) Classification by vehicle structure
Under the existing fuel efficiency standards for freight vehicles, thoseoriginated from passenger vehicles (Structure A) and those whose main purpose isto transport cargo (Structure B) are classified separately. It is consideredinappropriate to treat them in the same manner, because they differ greatly infuel efficiency performance due to different torque, vehicle body strength, etc.
This situation remains the same at present, with an approximately 30% differencein fuel efficiency value between Structures A and B. Therefore, it is appropriate
to continue classifying Structures A and B separately under the new standards,
just as in the existing standards.
22

As for light-weight freight vehicles, however, there is only Structure A and thus
no classification is provided by vehicle structure. It is expected that Structure A
continues to dominate; therefore, no classification based on structure will bemaintained.
Medium-weight freight vehicles, on the other hand, have various maximum
loading capacities. Included in this category are freight vehicles with a grossvehicle weight over 1.7 tons and no more than 2.5 tons, to which the existing fuelefficiency standards apply. Added to this category are freight vehicles with agross vehicle weight over 2.5 tons and no more than 3.5 tons. As a result, a fuelefficiency difference between vans and trucks is roughly 5 to 10%, particularly inthe heavier categories. This difference in fuel efficiency is due to a large
difference in maximum loading capacity between vans and trucks (the maximum
loading capacity of vehicles currently in the market is 1,250 kg for vans and 1,500
kg for trucks), which results in setting of lower gears more often on trucks.
Other factors, such as higher air resistance of trucks due to the loading bed placedoutside of the vehicle, may also cause the difference. Users generally choose
trucks for loading capacity as of utmost importance and vans for transporting
goods without getting them dirty. User needs are high with both.
Therefore, in the case of medium-weight freight vehicles, it is appropriate toplace vans and trucks in separate categories, considering that the range of grossvehicle weight has widened under the existing Structure B.
In summary, medium-weight freight vehicles shall be classified into three
categories: Structure A, Structure B1 (vans of existing Structure B), andStructure B2 (trucks of existing Structure B). Fuel efficiency standards shall beestablished for each category. (As for medium-weight diesel freight vehicles,
however, the number of Structure A shipped is extremely small and, in fact, there
is only one model in the market. They shall be placed in the same category as
Structure B1, which is the closest in terms of vehicle structure.)[Definitions of Structure A, B, B1, and B2]
1. “Structure A” refers to a structure that meets all of the requirements listed
below.
a. The maximum loading capacity divided by the gross vehicle weight is 0.3 orsmaller.
b. The seating equipment and cargo-loading equipment are installed inside
the same vehicle compartment, which is separated from the vehicle exterior
with bulkhead such as fixed roof and window glass.
c. The engine is located in front of the driver compartment.
2. “Structure B” refers to any structure other than Structure A.
3. “Structure B1” refers to Structure B that meets the requirement in 1-b.
4. “Structure B2” refers to Structure B that excludes Structure B1.
(4) Classification by transmission type
Manual transmission (MT) and automatic transmission (AT) are typical types.
Since they have different transmission mechanisms and transmission loss ratios,
it is appropriate to classify MT vehicles and AT vehicles separately and establish
fuel efficiency standards for each. If the number of units of either MT vehicles or23

AT vehicles is extremely small in a relative manner, then making it difficult toestablish appropriate fuel efficiency standards, fuel efficiency standards shall be
examined based on the one with the higher number of units, instead of classifying
them separately. The other (the one not used in determining standards) shall betreated as a special product and considered as a variation factor of fuel efficiency
standards, taking account of the market share of these vehicles in the target fiscal
year.
* In general, MT vehicles have higher fuel efficiency performance than AT
vehicles. If AT vehicles are used as the base for standards, MT vehicles shallbe treated as a fuel efficiency improvement factor. If MT vehicles are used as
the base for standards, AT vehicles shall be treated as a fuel efficiency
influence factor.
[Passenger cars]
Table 4-2 below shows the number of shipments and share of gasoline
passenger cars in FY2004 by MT vehicles, AT vehicles, and CVT vehicles. Figure
4-1 shows changes in share of each type. The share of MT vehicles has shrunk inrecent years, while the share of CVT vehicles has expanded.
While CVT vehicles increase in its share each year, it is currently smaller thanthat of AT vehicles. While they are highly effective in improving fuel efficiency
performance mainly in small cars, CVT vehicles have its limits in penetrating intolarge cars due to the durability issue of metal belts. It is difficult to switch all AT
vehicles to CVT vehicles, due to higher cost of CVT vehicles than AT vehicles,
design issues relating to a power transmission system that prevents them frombeing installed in 4WD or FR vehicles, etc. From the vehicle user point of view,
however, there is no particular distinction between AT and CVT vehicles in termsof ease of driving and convenience.
Therefore, CVT vehicles shall be placed in the same category as AT vehicles
rather than in its own class. It is appropriate, however, to determine fuelefficiency standards by closely examining the market share of both AT and CVT
vehicles.
As for MT vehicles, it is difficult to establish appropriate fuel efficiency
standards by the Top Runner Method in their own category, since the share of MT
vehicles is small relative to AT vehicles and is even declining. Therefore, it isappropriate to examine fuel efficiency standards using AT vehicles as the base,while treating MT vehicles as special products which are considered to be a fuelefficiency standard improvement factor, in consideration of the market share ofboth vehicles in the target fiscal year.
Table 4-2 Number of shipments (share) of gasoline passenger cars by transmission
type
Vehicle type
MT
AT
CVT
196,626
3,416,173
869,018
Gasoline
units
units
units
passenger car
(4%)
(76%)
(20%)
Source: Japan Automobile Manufacturers Association, Inc.
24

Figure 4-1 Changes of share of gasoline passenger cars by transmission type

Shipment ratio (%)

出
荷
台
数
構
成
比
率

100
90
80
70
60
50
40
30
20
10
0

MT
CVT
AT

1995 1996 1997 1998 1999 2000 2001 2002 2003 2004

Source: Japan Automobile Manufacturers Association, Inc.
[Small buses]
Table 4-3 below shows the number of shipments and share of gasoline small
buses and diesel small buses in FY2004 by MT and AT vehicle type.
In gasoline small buses, AT vehicles accounted for the majority of shipments
and are expected to continue dominating the share. In diesel small buses, theshare of AT vehicles is larger, although not as much as in gasoline small buses,
and is expected to expand further. Besides, since the number of MT vehicles
shipped in FY 2004 is extremely small, it is difficult to establish appropriate fuelefficiency standards by the Top Runner Method in their own category.
In view of the above, fuel efficiency standards shall be determined based on AT
vehicles for both gasoline and diesel small buses. For MT vehicles not to be usedas the base, it is appropriate to treat them as special products which areconsidered as a fuel efficiency standard improvement factor, in consideration of
the market share of both vehicle types in the target fiscal year.
Table 4-3 Number of shipments (share) of small buses by transmission type
Vehicle type
MT
AT
Gasoline small bus
103 units (7%)
1,320 units (93%)
Diesel small bus
140 units (16%)
715 units (84%)
Source: Japan Automobile Manufacturers Association, Inc.
[Small freight vehicles]
Table 4-5 below shows the number of shipments and share of gasoline mini
freight vehicles, gasoline light-weight freight vehicles, gasoline medium-weightfreight vehicles, and diesel medium-weight freight vehicles in FY2004 by MT, AT,
and CVT vehicle type.

25

Each vehicle, whether MT or AT, has a large number of shipments, but neither
vehicle has an extremely small share relative to others. With the same trend
expected for the future, AT and MT vehicles shall be categorized separately andfuel efficiency standards shall be established for each.
CVT vehicles, presently with an extremely small share, shall be placed in thesame category as AT vehicles. It is appropriate, however, to determine fuelefficiency standards by thoroughly considering the market share of both AT and
CVT vehicles.
Table 4-5 Number of shipments (share) of small freight vehicles by transmission
type
Vehicle type
MT
AT
CVT
Gasoline mini freight 312,413 units
186,828 units
9,887 units
vehicle
(61%)
(37%)
(2%)
Gasolinelight-weight
11,997 units
91,918 units
281 units (1%)
freight vehicle
(11%)
(88%)
Gasoline
45,440 units
70,688 units
0 unit (0%)
medium-weight freight
(39%)
(61%)
vehicleDiesel medium-weight
28,975 units
40,448 units
0 unit (0%)
freight vehicle
(42%)
(58%)
Source: Japan Automobile Manufacturers Association, Inc.
(5) Classification by vehicle weight[Passenger cars and small freight vehicles]
Classification by vehicle weight under the existing fuel efficiency standards isbased on IW classification of the 10•15 mode test method. However, the new
JC08 mode test method will use further subdivided, new IW classification to be inharmony with international standards and improve accuracy in fuel efficiency
measurement.
In order to achieve maximum energy savings, it is desirable to set
highly-efficient standard values for the widest possible range of categories.
However, if a vehicle weight category is set wider than the new IW class, a light
IW vehicle within that category will become a top-runner vehicle and a fuelefficiency standard will be determined based on it. This means that heavier IW
vehicles within the same category will be treated unfavorably due to a factor
unrelated to fuel efficiency performance (poorer fuel efficiency due to IW
difference).
In order to maintain fairness within a category, vehicles should be classified
under equal measurement conditions.
It is appropriate to use new IWclassification for vehicle weight.
[Small buses]
Table 4-4 below shows the average fuel efficiency of gasoline small buses anddiesel small buses in FY2004 by new IW classification.
26

The total number of small buses shipped is extremely small (the total number of
shipment in FY2004: 2,278 units), and the differences in average fuel efficiency
among IW classes are relatively small (in some class, it is in reverse compared to
the relationship by weight). In view of this reality in small buses, grouping all
IW classes together into one category would be sufficient, if fuel efficiency
improvement efforts are made focusing on the vehicles that belong to the lightest
IW class.
Thus, in order to achieve maximum energy savings, it is appropriate not to useclassification by vehicle weight.
Table 4-4 Number of shipments and average fuel efficiency of small buses by IW
Vehicle typeIW
Average fuelefficiency in FY2004- 2040 kg
7.06 km/L
Gasoline small bus
2150 kg
8.21 km/L
2270 kg 7.47 km/L
- 2150 kg
9.11 km/L
Diesel small bus
2270 kg
9.61 km/L
2500 kg 9.66 km/L
Source: Japan Automobile Manufacturers Association, Inc.
(6) OtherHybrid vehicles, which use combined technologies of electric motors and engines,
excel in fuel efficiency performance.
They are produced by certain
Manufacturers and are expensive. The share of hybrid vehicles in the gasoline
passenger car market is as low as 2% in FY2004. While there is expectation forthem to grow, huge uncertainties remain for its future.
If hybrid vehicles are treated in the same manner as conventional vehicles inestablishing fuel efficiency standards, fuel efficiency standards will be determinedbased on them as being the top-runner vehicles. In such case, Manufacturers
need to take measures such as switching all models to hybrid; otherwise, they will
not be able to meet the target by the target fiscal year. This may cause a burden
on Manufacturers and automobile users and potentially eliminate vehicles
equipped with widely used fuel efficiency improvement technologies, resulting in
the market distortion and interruption of other technological improvement andinnovation.
Among hybrid vehicles, there are a variety of technologies including those using
the electric motor as major driving power and those using the electric motor
subsidiarily. It is possible that more diversified hybrid vehicles will be developedin the future, according to the maturity levels of hybrid technologies. This
makes it difficult to group hybrid vehicles into one category; thus, it is not
appropriate to separate them from conventional vehicles.

27

Accordingly, hybrid vehicles shall be grouped together with conventional
vehicles in the same category. In determining fuel efficiency standards, however,hybrid vehicles shall not be treated as the top-runner but as special products
which are considered as a fuel efficiency improvement factor, in consideration of
their market share and technological development.

(7) Summary of classification
In view of the above, the entire classification is summarized as follows:
Type

種別

Fuel

1.①乗用車
Passenger car
2. Small bus②小型バス
Mini freight
3.③軽貨物車
vehicleGasoline or diesel oil

揮発油及び軽油

×－－Gasoline
揮発油

×

－
－

4.5Light-weight④軽量貨物車
freight vehicle
Medium-weight
5.⑤中量貨物車
freight vehicle

Diesel
軽油oil

変速機

Weight category

×

－
－

×

16 categories

×

－
－

×

－
－

車両構造

Gasolineor diesel oil
揮発油及び軽油× A
Ａ

Gasolineor diesel oil
揮発油及び軽油

×Gasoline
揮発油

× A
Ａ

Diesel
軽油oil

Transmission

Vehicle structure

燃料

重量区分
１６区分

×

MT
MT

AT
AT

– 4 categories
× 2２～４区分

－
－

×

MT
MT

AT
AT

– 3 categories
× 2 ２～３区分

B1
B1

B2
Ｂ２ ×

MT
MT

AT
AT

– 8 categories
× 1 １～８区分

B
Ｂ

28

(Reference 4-1)
Fuel Efficiency Categories under the Existing Fuel Efficiency Standards[Passenger vehicles]
The existing fuel efficiency standards for passenger cars are classified by thefollowing items under the “Evaluation Standards for Manufacturers Concerning
the Performance Improvement of Passenger Vehicles (Ministry of Economy, Tradeand Industry/Ministry of Land, Infrastructure and Transport Notice No. 1, March
2006):”(1) Classification by fuel (Gasoline, diesel oil, and LPG)
(2) Classification by vehicle weight (7 – 9 categories based on IW)
Diesel oil-fueled passenger vehicles of 11 or more passenger capacity (with agross vehicle weight over 3.5 tons) are classified by the following items:(1) Classification by vehicle type (Fixed route bus and ordinary bus)
(2) Classification by gross vehicle weight[Freight vehicles]
The existing fuel efficiency standards for freight vehicles are classified by thefollowing items under the “Evaluation Standards for Manufacturers Concerning
the Performance Improvement of Freight Vehicle (Ministry of Economy, Trade andIndustry/Ministry of Land, Infrastructure and Transport Notice No. 2, March
2006):”(1) Classification by vehicle type (Mini freight vehicle, light-weight freightvehicle, and medium-weight freight vehicle)(2) Classification by fuel (Gasoline and diesel oil)(3) Classification by transmission type (MT and AT)(4) Classification by vehicle structure (Structure A and Structure B)(5) Classification by vehicle weight (1 – 4 categories based on IW)
Diesel oil-fueled freight vehicles with a gross vehicle weight over 3.5 tons areclassified by the following items under the standards:(1) Classification by vehicle type (trucks and tractors)(2) Classification by gross vehicle weight (For the categories of gross vehicle
weight over 3.5 tons and no more than 6 tons, classification by maximum
loading capacity is also applied.)29

(Reference 4-2)
Measurement Categories under the Exhaust Gas Emission Regulations
The “Notice of the safety standard details for road trucking vehicles (Notice No.
619 of the Ministry of Land, Infrastructure and Transport, July, 2002)”(hereinafter referred to as the “Detail Notice”) prescribes exhaust gas emission
control values for each fuel category (gasoline or LPG/diesel oil) classified by
vehicle type (a. through d. below).
a. Ordinary vehicles, compact vehicles, or mini vehicles of 10 or less passenger
capacity that are exclusively for passenger use
b. Ordinary vehicles or compact vehicles with a gross vehicle weight of 1.7 tonsor less that exclude a. abovec. Ordinary vehicles or compact vehicles with a gross vehicle weight of 3.5 tonsor less that exclude a. and b. above
d. Mini vehicles excluding a. above
Under each category, in accordance with the Attachment 42: “Exhaust Emission
Measurement Methods for Light/Medium-weight Vehicles” of the Detail Notice,equivalent inertia weight (IW) is set depending on the vehicle weight, and exhaustemission is measured on a chassis dynamometer.
Following the introduction of exhaust emission measurement methods using
JC08 mode, the Attachment 42 of the Detail Notice has employed new equivalent
inertia weight (IW) classification, together with energy consumption efficiency(fuel efficiency) measurement methods.

30

(Reference 4-3)
Target Values under 2009 Exhaust Emission Control
for Diesel and Gasoline Vehicles(Diesel vehicles)
PM

NOx

NMHC

CO

0.005
▲62%
0.005
▲62%

0.08
▲43%
0.08
▲43%

0.024
0%
0.024
0%

0.63
0%
0.63
0%

Medium-weight
0.007
▲53%
vehicle(GVW: over 1.7 tons andno more than 3.5 tons)

0.15
▲40%

0.024
0%

0.63
0%

Heavy-weight vehicle(GVW: over 3.5 tons)

0.01
▲63%

[Next-phase target] 0.17
0%0.7 (▲65%)[Challenge Target]
about 1/3 of 0.7(▲88%)

2.22
0%

PM

NOx

NMHC

CO

0.005
(New)
0.005
(New)

0.05
0%
0.05
0%

0.05
0%
0.05
0%

1.15
0%
1.15
0%

0.007
(New)

0.07
0%

0.05
0%

2.55
0%

2009

0.01
(New)

0.7
0%

0.23
0%

16.0
0%

2009

Truck/bus

Passenger car
Light-weight vehicle(GVW: 1.7 tons or less)Target year(reference)
2009
2009
2010 (over 1.7 tons
and no more than
2.5 tons)
2009 (over 2.5 tons
and no more than
3.5 tons)
2010 (over 3.5 tons
and no more than
12 tons)
2009 (over 12 tons)(Gasoline vehicles)

Truck/bus

Passenger car
Light-weight vehicle(GVW: 1.7 tons or less)Medium-weight vehicle(GVW: over 1.7 tons andno more than 3.5 tons)
Heavy-weight vehicle(GVW: over 3.5 tons)

Target year
(Reference)
2009
2009

Note 1) Unit of target value: g/kWh (heavy-weight vehicles) and g/km (vehicles
other than heavy-weight vehicles)
Note 2) GVW: gross vehicle weight, NMHC: non-methane hydrocarbons
Note 3) As for challenge target level, after being technologically reviewed around2008, the final target value and year shall be determined, if necessary.
Note 4) PM target values for gasoline vehicles are only applied to lean-burn
direct-injection vehicles equipped with a NOx occlusion-reduction catalyst.
Source: “Future Policy for Motor Vehicle Emission Reduction (Eighth Report)” byCentral Environment Council (April 8, 2005)
31

Attachment 5
Fuel Efficiency Standards
1. Basic concept of fuel efficiency standards
Based on the concept of the Top Runner Method under the Law Concerning the
Rational Use of Energy (Energy Conservation Law), target standards (fuelefficiency standards) shall be determined by focusing on the most fuel-efficient(top-runner) vehicle of all the vehicles currently in the market, in consideration of
future prospects of technological development, etc.
It is appropriate to determine target standard based on the fuel efficiency
performance of the most fuel-efficient (top-runner) vehicle for each category
among all the vehicles available in the market during FY2004, while considering
fuel efficiency improvement to be achieved by the target fiscal year (FY2015)
through technological development, effects of the 2009 exhaust emission
regulations on fuel efficiency, etc.
2. Estimative evaluation of fuel efficiency improvement technologies, etc.
(1) Evaluation of fuel efficiency improvement factors
With regard to fuel efficiency improvement technologies for passenger vehicles
and freight vehicles, while taking Manufacturers’ comment through hearings into
consideration, currently foreseeable future technological development wasreviewed, and evaluation was made on effects of fuel efficiency improvement
technologies that are expected to be introduced and gain popularity in the future.
Specifically, evaluation was made on technologies that contribute to engine
improvement, auxiliary equipment loss reduction, and driving system
improvement, as well as the level of fuel efficiency improvement to be attained
through special products (hybrid vehicles, diesel vehicles, and MT vehicles,
depending on vehicle type) as they gain popularity in the market in the future.
However, since these technologies cannot immediately be applied to every vehicle
type, in order to determine fuel efficiency standards, a level of fuel efficiency
improvement was estimated in consideration of projected penetration of fuelefficiency improvement technologies and status of adoption of these technologies
on top-runner vehicles.
Hybrid vehicles are produced by certain Manufacturers and are expensive.
They excel in fuel efficiency performance and their market share is expected to
grow in the future. As such, aggressive evaluation was given to the technologies
of hybrid passenger cars. This technology evaluation pushed higher the level offuel efficiency improvement in heavier categories and created an incentive forweight reduction.
The following are the fuel efficiency improvement factors (fuel efficiency
32

improvement rates) specifically taken into consideration:[1] Further enhancement of conventional fuel efficiency improvement technologies(2 – 4 % in total)- Engine compression ratio increase- Friction reduction- Weight reduction- Reduction of vehicle travel resistance- Low rolling resistance tires- Optimizing overall control of engine[2] Engine improvement[Gasoline engine improvement]- 4 valves (1%)- 2 valves and 2 ignitions (2%)- Variable valve system (1 – 7 %)- Direct-injection stoichiometric engine (2%)- Direct-injection lean-burn engine (10%)- Variable cylinder (7%)- Miller cycle (10%)- High volume EGR (2%)- Roller cam follower (1%)- Offset crank (2%)- Variable compression ratio (10%)[Diesel engine improvement]- 4 valves (1%)- Electronically controlled fuel injection device (1.5%)- Common rail (2.5%)- Direct-injection diesel engine (8%)- High pressure injection (1%)- Supercharger and supercharger efficiency improvement (2 – 2.5%)- Intercooler (1%)- EGR (0.5 – 1%)- Roller cam follower (1.5%)- Offset crank (2%)[3] Auxiliary equipment loss reduction- Electric power steering (2%)- Charge control (0.5%)[4] Driving system improvement- Idle-neutral control (1%)- AT with more gears (1 – 4%)- Switch to CVT (7%)- Switch to automated MT (AMT/DCT) (9%)
33-Switch to MT (9%)[5] Introduction of fuel-efficient vehicles- Hybrid vehicles (15 – 70%)
- Diesel vehicles (20%)- Idling stop vehicles (4 – 7%)(2) Evaluation of fuel efficiency influence factors
Evaluation was made on the effects on fuel efficiency from future exhaustemission control and safety regulations to be introduced, including the 2009
exhaust emission regulations (post new long-term regulations), the offset crashstandards, etc.
The following are the fuel efficiency influence factors (fuel efficiency influence
rates) specifically taken into consideration:[1] In response to exhaust emission regulations (▲3 to ▲7.5% in total)
Consideration was given to the worsening of fuel efficiency caused bytechnologies used on diesel vehicles and direct-injection lean-burn vehicles in
response to the 2009 exhaust emission regulations. Technologies consideredwere engine body improvement (NOx reduction by improving EGR, PM reduction
by high pressure injection, etc.) and aftertreatment devices such as NOx occlusion
reduction catalyst and continuous regeneration type DPF, etc.
[2] In response to safety measures (▲0.1 to ▲1.4% in total)
Consideration was given to the worsening of fuel efficiency caused by increased
weight and travel resistance as a result of measures against/for offset crash,pedestrian protection, ISO-FIX, etc.
[3] In response to noise measures (▲0.1% in total)(3) Securing consistency between categories
The technological estimates, obtained by estimating and evaluating fuelefficiency improvement technologies based on the top-runner vehicle, maysometimes be relatively unfair in relationship to vehicle weight, depending on thefuel efficiency of the top-runner vehicle in each category. If the degree of severityof fuel efficiency standards differs between classes, this creates unfairness
between these classes and may potentially distort the market (such as increasing
the shipment share of vehicles in a class where the standard is relatively loose).
Therefore, when determining fuel efficiency standards for passenger cars, it isappropriate to perform smoothing of technological estimates (smoothingcorrection) so that a fuel efficiency standard for each category is properly set inrelationship to vehicle weight.
Specifically, when determining the fuel efficiency standards forcompact/ordinary vehicles and mini vehicles, smoothing shall be performed34

separately on the “category led by compact/ordinary vehicles” and the “category
led by mini vehicles,” in consideration of difference in specifications andtechnologies to be applied. In a category where the numbers of these two vehicle
types are almost equal, the values obtained by smoothing shall be weighted andaveraged with the number of shipments to set fuel efficiency standards.
As for small freight vehicles, the number of vehicle types is small depending on
categories, and some have particularly low fuel efficiency. As a result, thetechnological estimate for this category may be lower than others.
It is inappropriate to perform smoothing with the technological estimate of such
category in the same manner as for passenger cars.
Therefore, before
determining fuel efficiency standard for such category, effort-adjusted corrections
are made to the technological estimate so that the standard is appropriate relative
to the relationship between technological estimates and vehicle weight of
categories around the category in question.
3. Establishment of fuel efficiency standards
In consideration of the above, fuel efficiency standards shall be determined as in
Table 5-1 below, based on the fuel efficiency of the top-runner vehicle, throughestimative evaluation including the prospects of fuel efficiency improvement for
the target fiscal year, and after securing consistency between categories so thatthe fuel efficiency standard of each category will be set properly relative to vehicle
weight.
4. Other
While giving Manufacturers flexibility in evaluating target achievement, target
fuel efficiency standards shall be set to high levels at this time, incorporating
aggressive evaluation on fuel efficient improvement technologies and corrected,
such as effort-adjusted, technological estimates.
Specifically, the concept of the weighted harmonic average method used underthe existing fuel efficiency standards shall be applied beyond one category. A
comprehensive category evaluation method (credit approach), in which theshortage of an underachieving category can be filled with the excess of an
overachieving category, shall be used within the categories of passenger car, smallbus, and small freight vehicle.

35

Table 5-1 New fuel efficiency standards○ Passenger car
Class

Vehicle weight (kg)

Target standard
value (km/L)

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16

- 600
601 - 740
741 - 855
856 - 970
971 - 1,080
1,081 - 1,195
1,196 - 1,310
1,311 - 1,420
1,421 - 1,530
1,531 - 1,650
1,651 - 1,760
1,761 - 1,870
1,871 - 1,990
1,991 - 2,100
2,101 - 2,270
2,271 -

22.5
21.8
21.0
20.8
20.5
18.7
17.2
15.8
14.4
13.2
12.2
11.1
10.2
9.4
8.7
7.4

○ Small buses
Class

Fuel

Target standard
value (km/L)

1
2

Gasoline
Diesel oil

8.5
9.7

○ Small freight vehicle[Mini freight vehicles]
VehicleClass
structure
1
2
3
4
5

Structure A

Transmission
MT
AT

36

Vehicle weight(kg)

Targetstandard
value (km/L)- 740
741 - 740
741 - 855
856 -

23.2
20.3
20.9
19.6
18.9

Structure B

6
7
8
9
10
11
12
13

MT

- 740
741 - 855
856 - 970
971 - 740
741 - 855
856 - 970
971 -

AT

18.2
18.0
17.2
16.4
16.4
16.0
15.4
14.7

[Light-weight freight vehicles (with a gross vehicle weight of 1.7 tons or less]Class Transmission
1
2
3
4
5

MT
AT

Vehicle weight (kg)

Target standard
value (km/L)- 1,080
1,081 - 1,080
1,081 - 1,195
1,196 -

18.5
17.1
17.4
15.8
14.7

[Medium-weight freight vehicles (with a gross vehicle weight over 1.7 tons
and no more than 3.5 tons]
Class
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16

Fuel

VehicleTransmission
structure

Gasoline Structure
A

MT
AT

Structure
B1

MT

AT

37

Vehicle weight(kg)

Targetstandard
value (km/L)－- 1,310
1,311 - 1,310
1,311 - 1,420
1,421 - 1,530
1,531 - 1,650
1,651 - 1,760
1,761 - 1,310
1,311 - 1,420
1,421 - 1,530
1,531 - 1,650
1,651 - 1,760
1,761 - 1,870
1,871 -

14.2
13.3
12.7
11.9
10.6
10.3
10.0
9.8
9.7
10.9
9.8
9.6
9.4
9.1
8.8
8.5

17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55

Structure
B2

MT

AT

Dieseloil

StructureA
andStructure
B1

MT

AT

Structure
B2

MT

AT

38

- 1,310
1,311 - 1,420
1,421 - 1,530
1,531 - 1,650
1,651 - 1,760
1,761 - 1,310
1,311 - 1,420
1,421 - 1,530
1,531 - 1,650
1,651 - 1,420
1,421 - 1,530
1,531 - 1,650
1,651 - 1,760
1,761 - 1,870
1,871 - 1,990
1,991 - 2,100
2,101 - 1,420
1,421 - 1,530
1,531 - 1,650
1,651 - 1,760
1,761 - 1,870
1,871 - 1,990
1,991 - 2,100
2,101 - 1,420
1,421 - 1,530
1,531 - 1,650
1,651 - 1,760
1,761 - 1,870
1,871 - 1,990
1,991 - 2,100
2,101 - 1,420
1,421 - 1,530
1,531 - 1,650
1,651 - 1,760

11.2
10.2
9.9
9.7
9.3
8.9
10.5
9.7
8.9
8.6
7.9
14.5
14.1
13.8
13.6
13.3
12.8
12.3
11.7
13.1
12.8
11.5
11.3
11.0
10.8
10.3
9.4
14.3
12.9
12.6
12.4
12.0
11.3
11.2
11.1
12.5
11.8
10.9
10.6

56
57
58
59

1,761 - 1,870
1,871 - 1,990
1,991 - 2,100
2,101 -

9.7
9.5
9.0
8.8

* The vehicle structures in the above tables refer to cab-behind-engine (bonnettype) vans for Structure A, cab-over-engine vans for Structure B1, andcab-over-engine trucks for Structure B2. Structure B refers to vehicles ofStructure B1 and B2 all together. Each structure is defined below.
[Definitions of Structure A, B, B1, and B2]
1. “Structure A” refers to a structure that meets all of the requirements listed
below.
a. The maximum loading capacity divided by the gross vehicle weight is 0.3 orsmaller.
b. The seating equipment and cargo-loading equipment are installed inside
the same vehicle compartment, which is separated from the vehicle exterior
with bulkhead such as fixed roof and window glass.
c. The engine is located in front of the driver compartment.
2. “Structure B” refers to any structure other than Structure A.
3. “Structure B1” refers to Structure B that meets the requirement in 1-b.
4. “Structure B2” refers to Structure B that excludes Structure B1.

39

(Reference 5-1)
Fuel Efficiency Distribution of Vehicles Shipped in FY2004 andNew Fuel Efficiency Standards[Passenger car (Class No. 1 – 4)]
30
ＩＷ６８０

ＩＷ８００

ＩＷ９１０

ＩＷ１０２０Fuel
燃費基準値
efficiency
standards
ＡＴ車AT
vehicleＣＶＴ車
CVTvehicleＭＴ車
MTvehiclevehicleHybridハイブリッド車

JC08モード燃費値（km/L）

JC08 mode fuel efficiency (km/L)

25

20

15

10

5
500

550

600

650

700

750
車両重量（kg）

800

850

900

950

1000

Vehicle weight (kg)[Passenger car (Class No. 5 – 8)]30
ＩＷ１１３０

ＩＷ１２５０

ＩＷ１３６０

ＩＷ１４７０Fuel
efficiency
燃費基準値
standards
ＡＴ車AT
vehicleＣＶＴ車
CVTvehicleＭＴ車
MTvehiclevehicleHybridハイブリッド車

JC08モード燃費値（km/L）

JC08 mode fuel efficiency (km/L)

25

20

15

10

5
950

1000

1050

1100

1150

1200
車両重量（kg）

Vehicle weight (kg)

40

1250

1300

1350

1400

1450

[Passenger car (Class No. 9 – 12)]30
ＩＷ１７００

ＩＷ１５９０

ＩＷ１８１０

ＩＷ１９３０Fuel
efficiency
燃費基準値
standards
ＡＴ車AT
vehicleＣＶＴ車
CVTvehicleMTvehicleＭＴ車
Hybridvehicleハイブリッド車

JC08モード燃費値（km/L）

JC08 mode fuel efficiency (km/L)

25

20

15

10

5
1400

1450

1500

1550

1600

1650
車両重量（kg）

1700

1750

1800

1850

1900

Vehicle weight (kg)[Passenger car (Class No. 13 – 16)]30
ＩＷ２０４０

ＩＷ２１５０

ＩＷ２２７０

ＩＷ２５００Fuel
efficiency
燃費基準値
standards
ＡＴ車AT
vehicleＣＶＴ車
CVTvehicleMTvehicleＭＴ車
Hybridvehicleハイブリッド車

JC08モード燃費値（km/L）

JC08 mode fuel efficiency (km/L)

25

20

15

10

5
1850

1900

1950

2000

2050

2100

2150

2200
2250
2300
車両重量（kg）

Vehicle weight (kg)

41

2350

2400

2450

2500

2550

2600

2650

[Small bus]

Fuel
efficiency
燃費基準値（揮発油）
standards (Gasoline)
Fuel
efficiency
燃費基準値（軽油）standards (Diesel oil)JC08モード燃費値（km/L）

JC08 mode fuel efficiency (km/L)

20

15

ガソリン車
Gasoline
vehicleディーゼル車Dieselvehicle

10

5
1850

1900

1950

2000

2050

2100
車両重量（kg）

Vehicle weight (kg)

42

2150

2200

2250

2300

2350

[Mini freight vehicle (Structure A)]
25

JC08モード燃費値（km/L）

JC08 mode fuel efficiency (km/L)

ＩＷ８００

ＩＷ９１０

ＩＷ１０２０20

Fuelefficiency
燃費基準値（ＭＴ）
standards (MT)Fuelefficiency
燃費基準値（ＡＴ）
standards (AT)ＭＴ車MT
vehicle15

ＡＴ車
AT
vehicleCVTvehicle
ＣＶＴ車

10
650

700

750

800
車両重量（kg）

850

900

950

Vehicle weight (kg)[Mini freight vehicle (Structure B)]
25

JC08モード燃費値（km/L）

JC08 mode fuel efficiency (km/L)

ＩＷ８００

ＩＷ９１０

ＩＷ１０２０

ＩＷ１１３０Fuel
efficiency
燃費基準値（ＭＴ）
standards (MT)Fuelefficiency
燃費基準値（ＡＴ）
standards (AT)

20

ＭＴ車
MT
vehicleAT
vehicle
ＡＴ車

15

10
650

700

750

800

850
車両重量（kg）

Vehicle weight (kg)

43

900

950

1000

1050

[Light-weight freight vehicle]
25

JC08モード燃費値（km/L）

JC08 mode fuel efficiency (km/L)

ＩＷ１１３０

ＩＷ１２５０

ＩＷ１３６０Fuel
efficiency
燃費基準値（ＭＴ）
standards (MT)
燃費基準値（ＡＴ）
Fuel
efficiency
standards (AT)

20

ＭＴ車

MT vehicle

ＡＴ車AT
vehicleＣＶＴ車
CVTvehicle

15

10
1000

1050

1100

1150
車両重量（kg）

1200

1250

1300

Vehicle weight (kg)[Gasoline medium-weight freight vehicle (Structure A)]
20

JC08モード燃費値（km/L）

JC08 mode fuel efficiency (km/L)

ＩＷ１３６０

ＩＷ１４７０15

Fuelefficiency
燃費基準値（ＭＴ）
standards (MT)Fuelefficiency
燃費基準値（ＡＴ）
standards (AT)

10

ＭＴ車
MT
vehicleAT
vehicle
ＡＴ車

5
1200

1250

1300
車両重量（kg）

Vehicle weight (kg)

44

1350

1400

[Gasoline medium-weight freight vehicle (Structure B1)]
20

JC08モード燃費値（km/L）

JC08 mode fuel efficiency (km/L)

ＩＷ１３６０

ＩＷ１４７０

ＩＷ１５９０

ＩＷ１７００

ＩＷ１８１０

ＩＷ１９３０

ＩＷ２０４０Fuel
efficiency
燃費基準値（ＭＴ）
standards (MT)Fuelefficiency
燃費基準値（ＡＴ）
standards
(AT)

15

MT
vehicleＭＴ車
AT
vehicle
ＡＴ車

10

5
1200

1250

1300

1350

1400

1450

1500

1550
1600
1650
車両重量（kg）

1700

1750

1800

1850

1900

1950

2000

Vehicle weight (kg)[Gasoline medium-weight freight vehicle (Structure B2)]
20
ＩＷ１４７０

ＩＷ１５９０

ＩＷ１７００

ＩＷ１８１０

ＩＷ１９３０Fuel
efficiency
燃費基準値（ＭＴ）
standards (MT)Fuelefficiency
燃費基準値（ＡＴ）
standards (AT)JC08モード燃費値（km/L）

JC08 mode fuel efficiency (km/L)

ＩＷ１３６０15

ＭＴ車
MTvehicleAT
vehicle
ＡＴ車

10

5
1200

1250

1300

1350

1400

1450

1500

1550
1600
1650
車両重量（kg）

Vehicle weight (kg)

45

1700

1750

1800

1850

1900

1950

2000

[Diesel medium-weight freight vehicle (Structures A and B1)]
20

JC08モード燃費値（km/L）

JC08 mode fuel efficiency (km/L)

ＩＷ１４７０

ＩＷ１５９０

ＩＷ１７００

ＩＷ１８１０

ＩＷ１９３０

ＩＷ２０４０

ＩＷ２１５０

ＩＷ２２７０Fuel
efficiency
燃費基準値（ＭＴ）
standards (MT)Fuelefficiency
燃費基準値（ＡＴ）
standards (AT)

15

ＭＴ車
MT
vehicleAT
vehicle
ＡＴ車

10

5
1300

1350

1400

1450

1500

1550

1600

1650

1700 1750 1800
車両重量（kg）

1850

1900

1950

2000

2050

2100

2150

2200

Vehicle weight (kg)[Diesel medium-weight freight vehicle (Structure B2)]
20

JC08モード燃費値（km/L）

JC08 mode fuel efficiency (km/L)

ＩＷ１４７０

ＩＷ１５９０

ＩＷ１７００

ＩＷ１８１０

ＩＷ１９３０

ＩＷ２０４０

ＩＷ２１５０

ＩＷ２２７０Fuel
efficiency
燃費基準値（ＭＴ）
standards (MT)Fuelefficiency
燃費基準値（ＡＴ）
standards (AT)

15

ＭＴ車
MT
vehicleAT
vehicle
ＡＴ車

10

5
1300

1350

1400

1450

1500

1550

1600

1650

1700 1750 1800
車両重量（kg）

Vehicle weight (kg)

46

1850

1900

1950

2000

2050

2100

2150

2200

Attachment 6
Display Items
1. Display items, etc.
The purpose of display system is to promote fuel-efficient vehicles by helping
automobile users, at the time of purchase, easily identify energy consumption
efficiency (fuel efficiency values) to choose such vehicles. Therefore, it isappropriate to display fuel efficiency values in an easily visible manner along withthose items closely related to fuel efficiency performance.
(1) Display items
It is appropriate to designate the items a. through k. below as display items,
as in the case of the display items used under the existing fuel efficiency
standards and the fuel efficiency standards for heavy vehicles.
a. Vehicle name and typeb. Engine type and total displacementc. Vehicle weightd. Transmission type and number of speeds
e. Fuel supply equipment typef. Main fuel efficiency improvement measures
g. Energy consumption efficiency (fuel efficiency value expressed by a unit of
km/L to one decimal place)h. Manufacturer namei. Gross vehicle weight and maximum loading capacity (applicable to freightvehicles only)
j. Maximum output and maximum torque of engine
k. Passenger capacity (applicable to passenger vehicles only)(2) Compliance items
It is appropriate to designate the following as compliance items, as in the caseof the compliance items under the existing fuel efficiency standards.
[1] Display items listed in (1) above shall be noted in the catalog of the vehicle
concerned. Energy consumption efficiency (fuel efficiency values) shall be
displayed in a particularly visible manner, such as by use of underlines,
larger typefaces, and letters of different colors.
[2] In addition to vehicle name and type, vehicles on display shall have energy
consumption efficiency (fuel efficiency values) clearly posted at an easily
viewable place.
(3) Other
Under the existing display system, the items in (1) above must be noted in the
catalog of each vehicle to encourage automobile users to purchase fuel-efficient47

vehicles.
Fuel efficiency values displayed in vehicle catalogs are measured under theprescribed uniform driving conditions to enable comparative evaluation of fuelefficiency. This piece of information is expected to heighten automobile users’interest in fuel efficiency performance and eventually promote “eco-driving.”
Therefore, it is appropriate to take measures so that automobile users, even after
purchase, easily notice the fuel efficiency values of their vehicles.
2. Fuel efficiency display schedule
In a display system under the existing fuel efficiency standards, with the target
fiscal year set for FY2010 (FY2005 for diesel vehicles), 10•15 mode fuel efficiency
values are displayed in vehicle catalogs, etc.
Under the new fuel efficiency standards, fuel efficiency measurements arechanged to the JC08 mode method in order to simulate actual driving conditions
as closely as possible. It is appropriate, therefore, to display JC08 mode fuelefficiency in a catalog, etc. according to a display system under the new standards.
(1) Future fuel efficiency display schedule
While properly evaluating the achievement status of the existing fuel efficiency
standards and taking account of exhaust gas test mode schedule (*1), it isappropriate to summarize the fuel efficiency display schedule as below for the
rapid promotion of more realistic fuel efficiency display with efforts to prevent
market confusion.
[ Display obligation (through FY2010) ][1] Vehicles of early compliance with JC08 mode (*2): Both 10•15 mode fuelefficiency value and JC08 mode fuel efficiency value shall be displayed.
[2] Vehicles other than those of early compliance with JC08 mode: 10•15 mode
fuel efficiency value shall be displayed.
*1 Under the exhaust emission regulations, compliance with JC08 mode
(JC08H mode and JC08C mode) will be mandatory on April 1, 2011 for newmodels and March 1, 2013 for continuous-production models and imported
vehicles.
*2 “Vehicles of early compliance with JC08 mode” refer to vehicles that receive
type designation by taking JC08 mode exhaust gas tests prior to the datewhen the exhaust gas test mode becomes obligatory.
This fuel efficiency display schedule will allow automobile users to perform thecomparative evaluation of fuel efficiency performance of all vehicles with 10•15
mode fuel efficiency value and to obtain more realistic fuel efficiency information(JC08 mode fuel efficiency) earlier, during the period until FY2010.

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In and after FY2011, it is appropriate to take measures to display JC08 mode
fuel efficiency values of principally all vehicles in their catalogs, etc., while paying
attention to the time table of JC08 mode exhaust gas tests forcontinuous-production models and imported vehicles (mandatory on March 1,
2013).
(2) Handling of vehicles to be added to designated productsPassenger vehicles of 11 or more passenger capacity (with a gross vehicle
weight of 3.5 tons or less) and freight vehicles with a gross vehicle weight over 2.5
tons and no more than 3.5 tons will be covered, for the first time, under the
Energy Conservation Law (designated equipment). Therefore, fuel efficiency ofthese vehicles has never been displayed in their catalogs, etc.
It is important to provide automobile users with fuel efficiency information forthese vehicles as well. It is thus appropriate to start displaying the information
for them as soon as possible, like in other vehicles.
(3) Other
It is necessary to be careful not to confuse the market because of the period
when display of fuel efficiency values in JC08 mode and 10•15 mode coexists, as
described in (1) above. It is also necessary to give automobile users proper
information so that they understand the intention of changing fuel efficiency test
modes as well as the differences, characteristics, etc. of these modes.

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Attachment 7
History of Joint Meetings between
Automobile Evaluation Standards Subcommittee, Energy Efficiency Standards
Subcommittee of the Advisory Committee for Natural Resources and Energy
andAutomobile Fuel Efficiency Standards Subcommittee, Automobile Transport
Section, Land Transport Division of the Council for Transport PolicyFirst joint meeting (July 7, 2005)- Opening joint meetings to the public- Current status of passenger cars, etc.
- Main issues to be discussed
Second joint meeting (November 16, 2005)- Vehicles to be covered- Energy consumption efficiency measurement methods- Concept of selecting vehicles to be measured for passenger vehicles
Third joint meeting (February 3, 2006)- Fuel efficiency categories- Subject matters for hearings with automobile manufacture/import tradeorganizations
Fourth joint meeting (March 30, 2006)- Hearing with automobile manufacture/import trade organizations (mainlyfor passenger cars)
Fifth joint meeting (June 15, 2006)- Target fiscal year
- Fuel efficiency standard values for passenger cars
Sixth joint meeting (July 27, 2006)- Hearing with automobile manufacture organizations (mainly for small
freight vehicles and small buses)
Seventh joint meeting (December 15, 2006)- Fuel efficiency standard values- Display items- Interim report
Public comment period on the interim report (December 19 ~ January 23)
Eighth joint meeting (February 2, 2007)- The final report as well as comments on the interim report50

Attachment 8
Committee Member List of Joint Meetings between
Automobile Evaluation Standards Subcommittee, Energy Efficiency Standards
Subcommittee of the Advisory Committee for Natural Resources and Energy
andAutomobile Fuel Efficiency Standards Subcommittee, Automobile Transport
Section, Land Transport Division of the Council for Transport Policy
Committee Chairman
Makoto Ikegami
Professor, Dept. of Engineering, Fukui University ofTechnology
Committee Vice-Chairman
Masahiro Sugiyama
Professor, Faculty of Commerce, the Graduate School,
Waseda University
Committee Members
Akira Ishihara

Managing Director, The Energy Conservation Center, Japan

Takeyuki Kamimoto

Professor, Future Science and Technology Joint ResearchCenter, Tokai University

Risuke Kubochi

Vice-Chairman, Japan Auto-Body Industries Association Inc.

Keizo Saito

Fellow, Metrology Institute of Japan, National Institute ofAdvanced Industrial Science and Technology (Independent
Administrative Institution)

Yasuhiro Daisho

Professor, School of Science and Engineering, Waseda
University

Eiji Toyota

Executive Director, Japan Trucking Association

Yoshiyasu Nao

Vice-Chairman and Executive Director, Japan Automobile
Manufacturers Association, Inc.

Akira Noda

Director, National Traffic Safety and Environment
Laboratory (Independent Administrative Institution)

Naoyoshi Hayashi

Director, Japan Automobile Research Institute

Masatoshi Matsunami Adviser, Japan Automobile Federation
Masanobu Wada

Managing Director, Japan Automobile Importers Association

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