Final Report of Joint Meeting between
the Automobile Evaluation Standards Subcommittee,
Energy Efficiency Standards Subcommittee ofthe Advisory Committee for Natural Resources and Energy
andthe Automobile Fuel Efficiency Standards Subcommittee,
Automobile Section, Land Transport Division of the Council
for Transport Policy

December, 2011
The Automobile Evaluation Standard Subcommittee, Energy Efficiency Standards
Subcommittee of the Advisory Committee for Natural Resources and Energy
and
The Automobile Fuel Efficiency Standards Subcommittee, Automobile Section, Land
Transport Division of the Council for Transport Policy

Background and History of Fuel Efficiency Standards Newly Established(1) Current situation of greenhouse gases and CO2 emission originating from energy
The total greenhouse gas emission in FY2009 in Japan decreased as much as 5.6%
compared with that of the previous fiscal year because, on one hand, the energy demand ineach industrial sector continued to decrease in FY2009 due to the rapid economic
downturn during the second half of that fiscal year caused by the financial crisis in thesecond half of FY2008 and, on the other hand, the intensity of power emission was
improved, etc. As a result, the total greenhouse gas emission of that fiscal year was 4.1%
lower than the level of the base year (FY1990) specified by the Kyoto Protocol.
Meanwhile, in case of the transport sector which accounts for approximately 20% of thetotal CO2 emission in Japan, although the emission had tended to decrease in recent years,
it increased 5.8% in FY2009 compared with the level of the base year. This is because,
while the emission of freight vehicles decreased, that of passenger vehicles increased by
28.0% compared with the base year due to the expansion of traffic demand.
(2) History of automobile fuel efficiency standards
For automobiles, the fuel efficiency consumption standards using the Top Runner
Method 1 were introduced in 1999 to promote energy conservation and reduce CO2
emission based on the “Law concerning the Rational Use of Energy” (1979, Law No.
49) (hereinafter referred to as “Energy Conservation Law”) for passenger vehicles
with a capacity of 10 passengers or less and freight vehicles with a gross vehicle
weight of 2.5 tons or less, followed by the fuel efficiency consumption standards forpassenger vehicles using liquefied petroleum gas (hereinafter referred to as “LP gas
passenger vehicles”) introduced in 2003 setting FY2010 as its target fiscal year.
Furthermore, the fuel efficiency consumption standards for heavy-weight freightvehicles with a gross vehicle weight exceeding 3.5 tons and passenger vehicles witha capacity of exceeding 11 passengers or more (but limited to vehicles with a grossvehicle weight exceeding 3.5 tons) were introduced in 2006 and, for passenger
vehicles with a capacity of 10 passengers or less and freight vehicles with a grossvehicle weight of 32.5 tons or less too, the fuel efficiency consumption standards
were introduced in 2007 setting FY2015 as its target fiscal year.
Meanwhile, manufacturers and importers (hereinafter collectively referred to as“manufacturers, etc.”) are required not to make the weighted harmonic average 2 ofthe fuel efficiency consumption values of vehicles they ship in relevant categories
lower than the fuel efficiency consumption standard values pursuant to the Energy
Conservation Law. If the fuel efficiency consumption standards are not met in thetarget fiscal year, admonition, publication, and order will be issued, depending on
the efforts made by the manufacturer, etc. in question, and a fine (up to one million
yen) will be imposed where an order has been violated.
(3) Consideration of new fuel efficiency standards
1 A method to determine standard values based on the values of vehicles presently on the market that have the highest fuelefficiency performance, while taking into consideration future prospects of technological development
2 The weighted harmonic average is the inverse of the weighted average of data’s inverse.
In other words, it is obtained bytaking the inverse of data and calculating its weighted average, then taking the inverse of its value.

1

The fuel efficiency of automobiles has steadily been improved thanks to aggressive
measures taken by automobile manufacturers and the effect of a preferential
taxation system, etc. However, it is still necessary to further improve the fuelefficiency of automobiles in view of the significance of the transport sector(automobile sector) in energy policies and global warming countermeasures.
For this reason, in June 2010, the Ministry of Economy, Trade and Industry
formed the “Automobile Evaluation Standards Subcommittee” under the Energy
Efficiency Standards Subcommittee of its Advisory Committee for Natural
Resources and Energy, while the Ministry of Land, Infrastructure and Transport
formed the “Automobile Fuel Efficiency Standards Subcommittee” under theAutomobile Transport Section (the name of this section was changed to “Automobile
Section” in July, 2011), Land Transport Division of the Council for Transport Policy,
for the purpose of conducting deliberation of the matters to be the evaluation
standards for manufacturers, etc. (scope of target automobiles, target fiscal years,
measurement methods for fuel efficiency, categories of fuel efficiency , fuel efficiency
standard values, matters to be displayed, etc.) in the form of a joint meeting
composed of members of both committees.
(4) Seeking public comments
In order to extensively hear comments from the public, comments were sought on
the results of discussions which the joint meeting had been engaged in. This report
was finally made after publicizing the interim report (draft), in consideration ofthese opinions thus collected (public comments). 42 valuable comments werereceived from 17 people and organizations.

2

Establishment of New Fuel Efficiency Standards

Discussions were held on those items on which manufacturers, etc. should base theirevaluation on energy consumption efficiency (fuel efficiency) of passenger vehicles, and theinterim report (draft) was made as follows.

1. Vehicles to be covered [See Attachment 1.]
The scope of passenger vehicles and freight vehicles currently designated as specified
equipment by the Energy Conservation Law is those using gasoline, diesel oil or liquefied
petroleum gas (hereinafter referred to as “LP gas”) as fuel and received type designation(type-designated vehicles) under Article 75.1 of the Road Trucking Transport Act.
Of those, the target scope of new fuel efficiency standards shall be passenger vehicles with acapacity of 10 passengers or less, and passenger vehicles with a capacity of 11 passengers ormore as well as with a gross vehicle weight of 3.5 tons or less, both of which use gasoline,
diesel oil or LP gas as fuel.

2. Items on which manufacturers, etc. should base their evaluation(1) Target fiscal year [See Attachment 2.]
The target fiscal year shall be FY2020, in consideration of the product development cycleof vehicles and the relation with the current fuel efficiency standards, and in order tosecure an adequate development lead time, etc.
(2) Measurement method for energy consumption efficiency (fuel efficiency)[See Attachment 3.]
Energy consumption efficiency (fuel efficiency) shall be fuel efficiency value (km/L)
which is an indicator widely recognized by automobile users as well as shall be the value
measured by the Minister of Land, Infrastructure Transport and Tourism in designating
vehicle types (inspection values).
For the measurement of energy consumption efficiency (fuel efficiency), JC08 mode
method is adopted the same as the fuel efficiency standards of FY2015, using the combined
value which weights the “cold mode” and the “hot mode” as 0.25:0.75.
(3) Vehicle weight categories [See Attachment 3.]
Basic categories are made by vehicle weight, and the following categories shall be used
the same as the fuel efficiency standards of FY2015.

3

Vehicle weight (kg)

Equivalent inertia weight (kg)740 or below

800

741 to 855

910

856 to 970

1,020

971 to 1,080

1,130

1,081 to 1,195

1,250

1,196 to 1,310

1,360

1,311 to 1,420

1,470

1,421 to 1,530

1,590

1,531 to 1,650

1,700

1,651 to 1,760

1,810

1,761 to 1,870

1,930

1,871 to 1,990

2,040

1,991 to 2,100

2,150

2,101 to 2,270

2,270

2,271 or above

2,500(4) Fuel efficiency standard values and standard method[Reference, see attachments 4 & 5.]
The current fuel efficiency standards are adopting a weight categorical standard
achievement system, which requires achieving standard for each vehicle weight category.
Meanwhile, the fuel efficiency of vehicles has been improved steadily so far, so, to further
improve the fuel efficiency, technological advancement and accompanying cost rise areassumed. For this reason, for the fuel efficiency standards of FY2020, it was decided toadopt the method for obtaining corporate fuel efficiency standards (CAFE method) inwhich manufacturers, etc. can flexibly choose and concentrate technologies according totheir technological level to generate high energy conservation effect as a whole.
To be specific, this method requires the harmonic average fuel efficiency values (CAFE
value) of the vehicles shipped by manufacturers, etc. in the target fiscal year not to belower than the values which weight-harmonically average the fuel efficiency target values
set for each weight category with the number of vehicles actually shipped (CAFE standard
values).
As regards gasoline passenger vehicles, diesel passenger vehicles and LP gas passenger
vehicles, the fuel efficiency target values which are equivalent to each other in terms ofenergy equivalent (heat value equivalent) are applied, i.e. the fuel efficiency values (km/L)
are used for gasoline passenger vehicles and the gasoline heat value equivalent fuelefficiency values (value dividing the fuel efficiency value (km/L) by 1.10 in case of diesel
passenger vehicles and value dividing the fuel efficiency value (km/L) by 0.78 in case of LPgas passenger vehicles) are used for diesel passenger vehicles and LP gas passenger
vehicles.
The target fuel efficiency values for each weight category are as follows.

4Equivalent inertia
weight (kg)

Vehicle weight (kg)

Target fuel efficiency
value (km/L)

800

740 or below

24.6

910

741 to 855

24.5

1,020

856 to 970

23.7

1,130

971 to 1,080

23.4

1,250

1,081 to 1,195

21.8

1,360

1,196 to 1,310

20.3

1,470

1,311 to 1,420

19.0

1,590

1,421 to 1,530

17.6

1,700

1,531 to 1,650

16.5

1,810

1,651 to 1,760

15.4

1,930

1,761 to 1,870

14.4

2,040

1,871 to 1,990

13.5

2,150

1,991 to 2,100

12.7

2,270

2,101 to 2,270

11.9

2,500

2,271 or above

10.6(5) Handling of electric vehicles and plug-in hybrid vehicles [See Attachment 6.]
As regards electric vehicles and plug-in hybrid vehicles, the inclusion of them shall beconsidered under certain restrictions when evaluating how standards are achieved.
(6) Display items [See Attachment 7.]1) Items which manufacturers, etc. must indicate energy consumption efficiency (fuelefficiency) shall be as follows.
i)
Vehicle name and typeii)
Engine type and total displacementiii) Vehicle weightiv) Transmission type and number of speedsv)
Fuel supply equipment typevi) Main fuel efficiency improvement measuresvii) Energy consumption efficiency (fuel efficiency values expressed by a unit of km/L
to one decimal place)viii) Manufacturer nameix) Maximum output and maximum torque of engine
x)
Passenger capacity (applicable to passenger vehicles only)xi) Type of fuel used52) When indicating energy consumption efficiency (fuel efficiency) the compliance items to
be followed by manufacturers, etc. are as follows.
- Display items listed in 1) above shall be noted in the catalog of the vehicle concerned.
Energy consumption efficiency (fuel efficiency) shall be displayed in a particularly
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) clearly posted at an easily viewable place.
- As the fuel efficiency value listed in 1) vii) above varies depending on the using
environment (weather, congestion, etc.), driving situation (sudden start, use of air
conditioners, etc.) or maintenance (air pressure of tires, etc.), the statement to thiseffect must be indicated on catalogues or displays along with the fuel efficiency value.

3. Proposals for energy saving
Automobile fuel efficiency standards had been discussed at this joint meeting. In order toreduce automobile’s energy consumption, however, it is important to not only focus on
improving per-vehicle fuel efficiency performance, but also take various actions at the sametime to improve the fuel efficiency of actual driving. For this reason, with the expectationthat further actions will be made by all related parties, proposals are summarized as below.
(1) Government actions
1) In order to effectively popularize next generation vehicles and highly fuel-efficient
vehicles, efforts shall be undertaken to provide support measures and education for
popularization, etc. to promote user awareness and manufacturers’ efforts to improvefuel efficiency.
2) In enforcing evaluation standards, manufacturers’ energy conservation efforts, theirapproach to emission control regulatory measures, and other circumstances shall betaken into account. Also, attention shall be paid so that these activities are carried out
consistently with activities aimed at achieving target standard values.
3) Even after these discussions, while paying close attention to the development of fuelefficiency improvement technologies, efforts shall be made to provide support requiredfor developing and promoting them.
4) With the objective of improving fuel consumption efficiency in actual use, efforts shall bemade to provide information necessary to promote the use of vehicles concerning
reduction of environmental load (so-called “eco-driving”) and facilitate smoother trafficflow.
5) In general, there is a trade-off between improving automobile fuel efficiency andreducing exhaust emission, depending on technologies used. When studying thefuture measures and policies relating to the vehicles covered here, it should be notedthat these standard values were established, premising on the 2009 emission control(the post new long-term control).
6) Basing energy saving standards on the Top Runner Method is a very effective tool forachieving energy conservation in machinery and equipment. Efforts shall be made toseek deeper understanding and promote it internationally, where appropriate.

6(2) Actions of manufacturers, etc.
1) It is desirable to advance technological development aimed at improving automobile fuelefficiency and to develop vehicles with excellent fuel efficiency performance.
2) In order to promote highly fuel-efficient vehicles, it is desirable to make effort to provide
appropriate information that helps users to select such vehicles, and also desirable to do
the same to enforce “eco-driving”.
3) In order to promote “eco-driving”, along with efforts to develop technologies and productsthat support “eco-driving”, it is desirable to provide appropriate information about them.
4) Vehicle usages and usage environments vary from one user to another, and their impact
to fuel efficiency performance in actual driving also varies depending on vehicles. If allof these effects are taken into consideration, it becomes technically very difficult toevaluate the performance of vehicles. Meanwhile, there are factors consumers are very
interested in, such as air conditioners which greatly affect the fuel consumption or travel
distance of electric vehicles.
Therefore, while working with the government,
manufacturers, etc. shall study the way to adequately provide information specificallyneeded by consumers including how to evaluate the performance.
(3) User actions
It is desirable to select highly fuel-efficient vehicles and make efforts for energy
conservation through “eco-driving” as well as other proper and effective use of vehicles.
(4) Others
To improve energy efficiency and reduce CO2 emission of the transport sector as a whole,besides making efforts for performance improvement and effective utilization of vehicles,
comprehensive measures including fuel measures should also be implemented; thus,
continued efforts of both the government and private sectors are required.

7

(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
(FY2020), assuming that the new fuel efficiency standards are achieved.
In the case of passenger vehicles, fuel efficiency for the target fiscal year (FY2020) would
improve by 24.1% over the actual levels of gasoline passenger vehicles in FY2009 and by
19.6% over the levels of existing fuel efficiency standards (FY2015 target).
<Fuel efficiency improvement rate from actual levels in FY2009>

Vehicle type

FY2009 actual levels

FY2020 estimates

Fuel efficiency
improvement ratefrom FY2009 actuallevels

Passenger
vehicles16.3 (km/L)

20.3 (km/L)

24.1%<Fuel efficiency improvement rate from the levels of existing fuel efficiency standards>

Vehicle type

Average level
equivalent to FY2015
standards

FY2020 estimates

Fuel efficiency
improvement ratefrom FY2015
standards

Passenger
vehicles17.0 (km/L)

20.3 (km/L)

19.6%* The fuel efficiency values in the above tables are JC08 mode fuel efficiency values.
* Each fuel efficiency improvement rate is calculated on the assumption that the ratio of thenumber of vehicles shipped in each weight category in the target fiscal year (FY2020) is thesame as that in FY2009.

8

Attachment 1

Vehicles to be Covered
1. Vehicles covered by this study
The scope of passenger vehicles and freight vehicles currently designated as specified
equipment by the Energy Conservation Law is those using gasoline, diesel oil or LP gas as fueland received type designation (type-designated vehicles) under Article 75.1 of the Road
Trucking Transport Act.
Of those, the target scope of this new fuel efficiency standards shall be passenger vehicles
with a capacity of 10 passengers or less, and passenger vehicles with a capacity of 11
passengers or more as well as with a gross vehicle weight of 3.5 tons or less, both of which use
gasoline, diesel oil or LP gas as fuel.
The vehicles covered by specific control are as follows.

Table 1-1 Vehicles to be covered under the Energy Conservation Law (specified equipment)
and new fuel efficiency standards
Passenger
capacity

Gross vehicle
weightPassenger vehicle

10 or less
3.5 tons or lessDiesel oil

Type-designatedvehiclesType-designatedvehiclesType-designatedvehiclesType-designatedvehiclesType-designatedvehicles and vehicle
equipped with
type-designated COand other substances
emission preventive
deviceType-designatedvehiclesType-designatedvehicles and vehicle
equipped with
type-designated COand other substances
emission preventive
device11 or more
Over 3.5 tons

3.5 tons or less
Freight vehicle

Gasoline

Type-designatedvehiclesOver 3.5 tons

Liquefiedpetroleum gas
Type-designatedvehicles

Other
fuel
Not
covered* New fuel efficiency standards shall be established for the underlined.

2. Concept of vehicles to be covered by this study(1) Handling of gasoline passenger vehicles and diesel passenger vehicles
Of gasoline passenger vehicles and diesel passenger vehicles, passenger vehicles with acapacity of 10 passengers or less and passenger vehicles with a capacity of 11 passengers ormore and with a gross vehicle weight of 3.5 tons or less are covered by this study and othervehicles are to be studied based on improvement, etc. to be made in the future.
In case of small buses (i.e. passenger vehicles with a capacity of 11 passengers or more

9and a gross vehicle weight of 3.5 tons or less), although their fuel efficiency standard
values are now set differently from passenger vehicles with a capacity of 10 passengers or
less, the new standard values shall be set together with passenger vehicles with a capacityof 10 passengers or less instead of setting them only for small buses, because vehicle
models of small buses are not many so it is difficult to set standard values independently
and the line-up of small buses is the extension of passenger vehicles with a capacity of 10
passengers or less and thus sharing common vehicle bodies and driving systems.
The reasons for having excluded some vehicles from the study of this joint meeting are as
follows.
- In case of heavy vehicles (i.e. passenger vehicles with a capacity of 11 passengers or more
and a gross vehicle weight of 3.5 tons or more and freight vehicles with a gross vehicle
weight of 3.5 tons or more), careful study is needed because the regulation for NOx, etc.
in their emission, which is closely related to the fuel efficiency improvement of vehicles,
is likely to be strengthened and it is difficult to predict their fuel efficiency improvement
because of the uncertainty in the enforcement of the regulation.
- In case of freight vehicles with a gross vehicle weight of 3.5 tons or less, there are somecategories in which the result of FY2008 cannot meet the standards for FY2010; thus, it
is difficult to specifically expect that the standards for FY2015 will be achieved.
(2) Handling of LP gas passenger vehicles
For the fuel efficiency standards of LP gas passenger vehicles, FY2010 standards (10.15mode) have been set. To further promote the fuel consumption improvement of LP gas
passenger vehicles even after FY2010, they shall be covered by new fuel consumption
standards.
However, their standard values are to be set together with gasoline passenger vehicles,
instead of setting them only for LP gas passenger vehicles, because vehicle models of LPgas passenger vehicles are not many so it is difficult to set standard values independently.
When doing this, if the standard values are applied merely using the fuel efficiency(km/L), they do not become the same energy consumption efficiency (fuel efficiency)
because the unit heating value (MJ/L) of gasoline is different from that of LP gas.
Therefore, the energy equivalent (heating value equivalent) of LP gas passenger vehicles
shall be used, likewise for diesel passenger vehicles in the FY2015 standards.
(3) Handling of next generation vehicles
Of next generation vehicles, hybrid vehicles are to be included in the target scope
likewise in FY2010 fuel efficiency standards and FY2015 fuel consumption standards.
Meanwhile, of other next generation vehicles, in case of electric vehicles and plug-in
hybrid vehicles which started to sell in recent years, vehicle models are not many, the sales
amount is still low and technological information for making standard values is not enough.
Therefore, they are not controlled for now, but the inclusion of them is to be considered
under some restrictions when evaluating achievement of standards for gasoline passenger
vehicles, etc. (to be detailed in Attachment 6).

10

Attachment 2

Target Fiscal Year
1. Basic concept of target fiscal year
Target fiscal years are set at the interval of about 3 to 10 years considering productdevelopment periods of specified equipment, forecast of technological development, etc.
Based on this, to set a target fiscal year for passenger vehicles, it is appropriate to set anadequate lead time, considering a product development period necessary for achieving a target,a facility investment period, forecast of technological development in the future, etc.
2. Matters to be considered to set a target fiscal year
(1) Consistency with model change cycle
Generally, major fuel efficiency improvement is made at the time of a model change,
and the cycle of automobile model change is usually said to be approximately 5 years. It
is therefore appropriate, in principle, to set a lead time which enables each model toundergo a model change.
(2) Relation to current fuel efficiency standards
The target fiscal years for the fuel efficiency standards of existing passenger vehicles
are set to be FY2010 and FY2015. Manufacturers, etc. of vehicles have pushed forward
technological development for steady achievement of the existing fuel efficiency
standards. It is thus appropriate to set the target fiscal year in a few years after
FY2015, in consideration of the model change cycle as well as the time frame fortechnological development necessary for meeting the existing fuel efficiency standards.
(3) Target fiscal years
Based on the above, considering the relationship to the existing fuel efficiency
standards and the product development cycle for automobiles from a base fiscal year,
and allowing sufficient time for developing fuel efficiency improvement technologies, thetarget fiscal year is set to be FY2020, considering the period necessary for each vehicle
model to implement model change after FY2015 which is the current target fiscal year.

11

Attachment 3
Method and Classification for Measuring Automobile Energy Consumption Efficiency (FuelEfficiency)
1. Energy consumption efficiency
Energy consumption efficiency of the current fuel efficiency standards is the value
expressing the travel distance per liter in kilo meters, so-called fuel efficiency (km/L)3.
As this fuel efficiency is widely known among consumers as energy consumption efficiency,
the fuel efficiency (km/L) shall be used as energy consumption efficiency in the FY2020 fuelefficiency standards too.
2. Measurement method and categories
In the FY2015 fuel efficiency standards, the values measured by the Minister of Land,
Infrastructure and Transportation (examination values) are used to designate automobile
types. Its measurement method is adopting JC08 mode and also adopting a fuel efficiency
performance evaluation with combined values taking driving in the cold mode into
consideration besides the driving in the hot mode, where the weighting factor is cold mode:hotmode = 0.25:0.75.
This measurement method is the same as that of exhaust emission and is consistent withinternational standards because the categories of the equivalent inertia weight (IW) are thesame as ECE regulations 4, so JC08 mode continues to be used for the measurement method
and categories of FY2020 fuel efficiency standards too.
Meanwhile, the WLTP (Worldwide Light-duty Test Procedure), i.e. internationallyharmonized test method for the exhaust emission and fuel efficiency of passenger vehicles, etc.,
is being studied as the measurement method for passenger vehicles, etc. Once the WLTP isestablished, it is desirable to study anew to use it as the measurement method of fuelefficiency standards.
Figure 3-1 Driving mode (JC08 mode) of fuel efficiency measurement method for passenger
vehicles and freight vehicles (gross vehicle weight 3.5 tons or less)100

speed km/h

80
60
40
20
0
0

200

400

600
time s

800

1000

1200

3 The term “fuel efficiency” is used in this interim report (draft) to mean km/L which is widely known, although, in somecases, it may be used to mean fuel consumption efficiency (L/km) as the driving whose fuel consumption performance is
excellent is expressed as “low fuel consumption”.
4 Regulations of UN Economic Commission for Europe

12

(Reference 3-1)

Calculation of Mode Fuel Efficiency Value

To calculate the JC08 mode fuel efficiency value, the weighting factor is made to be thetravel ratio which is the same as that in the exhaust emissions measurement method, and, as
shown in the following formula, the JC08 mode fuel efficiency value of cold start and the JC08
mode fuel efficiency value of hot start are weight-harmonically averaged by respective travel
ratio.

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 of cold start (km/L)
EJC08H: JC08 mode fuel efficiency value of hot start (km/L)

13

(Reference 3-2)
Table 3-1 Equivalent inertia weight categories
IW categories of ECE regulations
Weight of vehicle under
test (kg)IW categories of JC08 mode
Weight of vehicle underIW (kg)test (kg)IW (kg)480 or below

455

480 or below

455

481 to 540

510

481 to 540

510

541 to 595

570

541 to 595

570

596 to 650

625

596 to 650

625

651 to 710

680

651 to 710

680

711 to 765

740

711 to 765

740

766 to 850

800

766 to 850

800

851 to 965

910

851 to 965

910

966 to 1080

1020

966 to 1080

1020

1081 to 1190

1130

1081 to 1190

1130

1191 to 1305

1250

1191 to 1305

1250

1306 to 1420

1360

1306 to 1420

1360

1421 to 1530

1470

1421 to 1530

1470

1531 to 1640

1590

1531 to 1640

1590

1641 to 1760

1700

1641 to 1760

1700

1761 to 1870

1810

1761 to 1870

1810

1871 to 1980

1930

1871 to 1980

1930

1981 to 2100

2040

1981 to 2100

2040

2101 to 2210

2150

2101 to 2210

2150

2211 to 2380

2270

2211 to 2380

2270

2381 to 2610

2270

2381 to 2625

2500

2611 or above

2270

2626 to 2875

2750

2876 to 3250

3000

3251 to 3750

3500

○ In the IW categories under the ECE regulations, weight of vehicle under test is vehicle
weight (fuel 90%, spare tire and tools included) + 100 kg.
○ In the JC08 mode IW categories, weight of vehicle under test is vehicle weight (fuel 100%
included) + 110 kg.

14

(Reference 3-3)

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 is used torecreate 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 recorder
Drum

Power
absorption
equipment

Torque meter
Acceleration device
Vehicle weight
simulator (vehicle
Schematic of small chassis dynamometerweight inertia
flywheel)15

(Reference 3-4)

Categories under the Exhaust Gas Emission Regulations for Passenger Vehicles, etc.

As regards the regulations controlling emission of passenger vehicles, etc. covered by thisFY2020 fuel efficiency standards, the “Notice of the safety standard details for road transport
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 (i through iv
below).
i) Ordinary vehicles, compact vehicles, or mini vehicles of 10 or less passenger capacity thatare exclusively for passenger useii) Ordinary vehicles or compact vehicles with a gross vehicle weight of 1.7 tons or less that
exclude i) aboveiii) Ordinary vehicles or compact vehicles with a gross vehicle weight of 3.5 tons or less that
exclude i) and ii) aboveiv) Mini vehicles excluding i) 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 exhaust emission is measured
on a chassis dynamometer.

16

Attachment 4
System of Standards
1. Evaluation method of achieving fuel efficiency standards(1) System of standards by weight category
Under the existing system of standards by weight category, the standards are set foreach weight category taking into consideration the technological improvement expected tobe made by a target fiscal year on the basis of the best fuel efficiency performance ofautomobile (top runner) of the category, and manufacturers, etc. are required to have thefuel efficiency values in each weight category (weighted harmonic average) of theirproducts meet the relevant standard values.
The intention of setting a standard value for each weight category is to encourage themaximum effort to improve the fuel efficiency of all types of automobiles considering thefact that purposes of consumers for using cars are diverse, that there are needs for various
car types, and that technologies adopted by cars are different depending on the car type.
In this case, vehicle weight is used as an index of categorization because it is closely
related to fuel efficiency performance from the technological point of view as well as
reflecting a general automobile ranks.
(2) System of average fuel efficiency standard by corporation (CAFE method: Corporate
Average Fuel Efficiency method)
In the U.S. and EU, the corporate average fuel efficiency method (CAFE method) has
been adopted, though the calculation methods for standard values are different. 5 Thismethod requires the weighted average fuel efficiency value of the vehicles shipped by acompany not to be lower than the standard value determined by the sales composition of
the company.
With CAFE method, it can be accepted as an effective option to improve fuel efficiency
that manufacturers choose specific car types or advanced technologies and concentrate
their investment on it while taking advantage of their own technological feature. In otherwords, it allows manufacturers to cover technologies of the area which they are not good atby means of advancing the technologies they are good at. Thus, this is the method which
can correspond to the sophistication and diversification of recent fuel efficiency
improvement technologies.
Besides, in case of CAFE method, the evaluation is simply made by only judging if acompany has achieved the standard or not, so the result is more directly linked to thecorporate image of consumers than it is with conventional methods. Therefore, eachcompany actively tries to improve CAFE value, and as a result it is expected to progress
the improvement of fuel efficiency as a whole.
Meanwhile, the notice concerning the fuel efficiency standard achieved, which iscurrently being used for the taxation system, etc. (FY----- standard + -----% achieving
vehicle), has an advantage that it provides general users with understandable information.
Therefore, when adopting CAFE method, a fuel efficiency target value should be set along
5 To calculate a standard value of each company, there are two methods, i.e. EU method which determines the standard
value with average vehicle weight and US method which determines manufacturer's standard value by weight-averaging astandard value corresponding to the foot print of each vehicle (wheel base x tread) with sales ratio.

17

for each weight category as a performance index of individual vehicle.
(3) System of standards in FY2020 fuel efficiency standard
Based on the concept mentioned above, the corporate average fuel efficiency method(CAFE method) shall be adopted. With which, higher energy saving result can be
expected as a result of flexible implementation of selection and concentration by eachmanufacturer based on their own technological feature, while technologies are increasingly
advanced and become expensive accordingly.
Specifically, first a fuel efficiency target value is set for each category, and then it
requires that the weighted harmonic average fuel efficiency value (CAFE value) of eachcompany in a target fiscal year should not be lower than the value (CAFE standard value)
obtained by weight-harmonically averaging the fuel efficiency target value with actual
shipment value of each company in the target fiscal year.
Fuel
efficiency (km/L)
燃費（km/L）

販売台数（台）Number ofvehicles sold (Units)

α km/Labcdβ km/L
γ km/Lδ km/LA units
A台

B units
B台

C units
C台

D台
D units
等価慣性重量（kg）
Equivalent inertia weight (kg)CAFE value of =A社のCAFE値
A company

A +B + C+ D
A
B
C
D
+
+
+
α
β
γ
δ

≧

CAFE standard
value of A company

A社のCAFE基準値 =A +B + C+ D
A
B
C
D
+
+
+
a
b
c
d

Figure 4-1 Image of Corporate Average Fuel Efficiency method(4) Handling of diesel passenger vehicles and LP gas passenger vehicles
As regards diesel passenger vehicles and LP gas passenger vehicles, the evaluation ismade together with gasoline passenger vehicles, and the achievement made for the fuelefficiency target value under CAFE method will be judged. When doing this, theevaluation is made by the energy equivalent (heating value equivalent) considering thedifference of the unit heating value among fuel types. To be specific, fuel efficiency value
shall be used for the evaluation of gasoline passenger vehicles, and gasoline heating value
equivalent of fuel efficiency value shall be used for the evaluation of diesel passenger
vehicles and LP gas passenger vehicles (the value dividing fuel efficiency value (km/L) with
1.10 for diesel passenger vehicles and the value dividing fuel efficiency value (km/L) with
0.78 for LP gas passenger vehicles).

18

Attachment 5
Fuel Efficiency Standards
1. Basic concept of fuel efficiency standards
Based on the concept of the Top Runner Method under the Energy Conservation Law, fuelefficiency target values for each category shall be determined by considering the performanceof vehicles whose fuel efficiency performance is the best of all the vehicles currently in themarket (hereinafter, referred to as “top runner vehicles”) and prospect of technologicaldevelopment in the future, etc. (“Basic concept concerning preparation and revision ofevaluation standards for manufacturers, etc. to improve performance of specified equipment”,
revision made by the 10th Energy Efficiency Standards Subcommittee of the Advisory
Committee for Natural Resources and Energy).
Therefore, it is appropriate to determine the value considering factors such as fuel efficiency
improvement to be made by technological development until FY2020, while taking the fuelefficiency performance of top runner vehicles of each weight category as a base.
2. Matters to be considered to set standard values for fuel efficiency improvement technologies,etc.
(1) Selection of top runner vehicles
Passenger vehicles, the fuel efficiency performance of which is the best of all passenger
vehicles being marketed in FY2009 except for special vehicles, are selected as top runnervehicles.
When selecting the top runner vehicles, the following matters should be considered.
1) MT vehicles and diesel passenger vehicles are considered as special vehicles andexcluded from the selection of top runner vehicles. As regards hybrid vehicles,
although they were treated as special vehicles because their sales ratio was small when
making the current FY2015 fuel efficiency standards, they are no longer treated as
special vehicles in FY2020 fuel efficiency standards because the market share of hybrid
vehicles has substantially risen recently.
2) Since the measurement method of JC08 mode is adopted, the passenger vehicles whose
JC08 mode fuel efficiency value is the highest in each category as of the end of FY2009
are selected as top runner vehicles.
(2) Estimated evaluation of fuel efficiency improvement technologies, etc.
a) Evaluation of fuel efficiency improvement factors
This joint meeting conducted hearing from manufacturers, etc. and collected various
kinds of information including their business strategies, such as the status quo andprospect of the development of various fuel efficiency improvement technologies and theprospect of those technologies to spread in consideration of consumers’ level of
acceptance for cost etc.
Referring to this information, as for each of fuel efficiency improvement factors
including engine improvement, reduction of auxiliary equipment loss, improvement ofdriving system, etc. as listed in Table 5-1, its fuel efficiency improvement ratio andpenetration ratio in the future (FY 2020) were reviewed from the technical point of viewto estimate the degree of fuel efficiency improvement from top runner vehicles.
The fuel efficiency improvement factors which are specifically reviewed and their fuelefficiency improvement ratio are listed in Table 5-1 below. As regards the fuelefficiency improvement ratio, average ratios are listed because the following matters19

needs to be concerned.
1) Fuel efficiency improvement ratio of each fuel consumption improvement technology
is affected by the vehicle type and weight category.
2) Fuel efficiency improvement ratio is affected by a redundant relationship with othertechnologies introduced.
Table 5-1 Fuel efficiency improvement factors and fuel efficiency improvement ratios
Fuel efficiency improvement factors
Engineimprovement

Reduction of
auxiliaryequipment loss
Driving system
improvement

Reduction ofdriving
resistance
OthersFuel efficiency
improvement ratios

Further reduction of friction

1%

4 valves

1%

2 valves + 2 point ignition

2%

Variable valve system

1 to 6%

Solenoid valve system

10%

Direct-injection engine

2 to 10%

Variable cylinder

7%

Miller cycle

6%High volume EGR (exhaust gas recirculation)2%

Heat management (reduction of cooling loss,
recovery of discharge heat, etc.)

2%

Variable compression ratio

10%

Supercharged downsizing

8%

Electric power steering

2%Electrically-powered (electric wiper, etc.)

1%

Charge control

0.5%

Idle-neutral control

1%

AT (automatic transmission) with muliple gears

2%

Expansion of AT’s lock-up area

2%

CVT (continuously variable transmission)

7%

AMT (automatic manual transmission)
DCT (dual clutch transmission)

9%

MT (manual transmission)

9%

Further reduction of rolling resistance1%

Further improvement of air drag1%

Idling stop (except for hybrid vehicles)

7%

Diesel vehicles

20%

Idling stop + energy regeneration (except for hybrid
vehicles)10%20b) Evaluation of fuel efficiency influence factors
In general, fuel efficiency tends to deteriorate as engine’s thermal efficiency decreases
as a result of strengthened exhaust emission control or as vehicle weight increases
following safety regulations, so it is necessary to study the influence of these factors
when making fuel efficiency standards.
However, as the enhancement of exhaust emission control or safety regulations which
may significantly affect the fuel efficiency is not planned for now, these fuel efficiency
influence factors shall be excluded from the review this time.
(3) Approach to hybrid vehicles
In the “basic concept concerning preparation and revision of evaluation standards for
manufacturers, etc. to improve performance of specified equipment (concept of the
top-runner program)”, it is said that “as regards products which use advanced energy
saving technology and, therefore, are expensive but highly energy efficient, although it ispossible to classify them independently, it is desirable to address them in the same
categories of others as much as possible so that manufacturers, etc. can actively sell
products with excellent energy consumption efficiency”.
It is also said that “if standard values are made only considering products which areexpensive but highly energy efficient, consumers may be forced to buy
economically-unmatching expensive products in the name of energy conservation, so
standard values should be developed while paying attention to this aspect”.
In other words, this concept introduces an approach that provides an incentive for
manufacturers, etc. to sell products using advanced technologies into the concept of top
runner standard by means of setting a standard value for a unified category with an
expectation of future shift to such products.

Figure 5-1 Method for setting standard values
Good→◎: Energy consumption efficiency of current products (with high technology)?

○: Energy consumption efficiency of current products (without high technology)

Energy consumption efficiency

Relational expression showing the highest energy consumption
efficiency of products using advanced technologies.

◎
◎

◎
◎
◎

○

○

←Poor

○
?

○

Target standard line
(Solid line)
A standard value is set in
the same category
expecting the shift
toward products using
advanced technologies.

○ consumption
Relational expression showing the highest energy
efficiency of products not using advanced technologies.
Basic index

21

Therefore, as for FY2020 fuel efficiency standards, based on the fuel efficiency
performance of top runner vehicles of both conventional vehicles and hybrid vehicles, thetarget candidate values taking into consideration the fuel efficiency improvement, etc.
made by technologies expected to be developed by FY2020 are proportionally adjusted withthe estimated penetration ratio of hybrid vehicles (ratio of hybrid vehicles in the number of
new vehicles shipped) in FY2020. Then, the obtained values are taken as fuel efficiency
target values for each category.
Regarding estimated penetration rate of hybrid vehicles which is used as a premise forsetting the fuel efficiency target value for each category, this joint meeting set it as 18%
based on the actual sales in the past and referring to the hearing from manufacturers, etc.
Each manufacturer, etc. finally only have to achieve the fuel efficiency standard according
to its business strategy or technological strategy. Each manufacturer, etc. or the market
as a whole is not required to achieve the foregoing estimated penetration rate, but the fuelefficiency target value for each category which is developed on the premise of it should be
set at the level which manufacturers, etc. can achieve on their own responsibilities if they
make the maximum effort.
(4) Securing consistency between categories (smoothing)
The technological estimates, obtained by estimating and evaluating fuel efficiency
improvement technologies based on the top-runner vehicle (fuel efficiency value obtained
from adding improvement achieved by fuel efficiency improvement technologies possibly
introduced by FY2020 onto that of top-runner vehicles as of FY2009), have low continuity
over weight categories thus show inconsistency in some parts, depending on the fuelefficiency performance of top-runner vehicles in each category.
Therefore, it is appropriate to perform smoothing (leveling correction) so that a fuelefficiency standard for each category is properly set in relation to vehicle weight, and set
the fuel efficiency target value for each category based on the value after the smoothing.
(5) Approach to encourage further fuel efficiency improvement of heavy vehicles
In addition to the introduction of CAFE method, it is necessary to deal with issues andconcerns such as deterioration of fuel efficiency due to increasing vehicle weight for
additional accessories or insufficient evaluation of the effort for lighter vehicle weight. Asa method of doing it, it is possible to introduce a system which requires heavier vehicles tomake further effort for fuel efficiency improvement. However, in case that the required
level is too high to be achieved technically, vehicles may become smaller rather than lighter,
likely to result in a mismatch with consumer needs. Thus, it also needs to be concerned.
Considering these issues, this joint meeting studied a technically feasible scopeincluding, for example, active introduction of high-grade and advanced lighter materials.
In conclusion, to incorporate this approach, additional efficiency improvement is requiredfor values calculated up to (4) in stages from the category of average weight. As for theheaviest category, it is set as the level requiring additional 10% improvement.
3. Setting of fuel efficiency target value for each category
Table 5-2 shows the fuel efficiency target values for each category for FY2020.
Assuming these fuel efficiency target values for each category is achieved, the estimated
fuel efficiency value in the target fiscal year (FY2020) which is a weighted-harmonic average22

of the entire passenger vehicles will be 20.3km/L (24.1% improvement from FY2009).
In this time of developing fuel efficiency standard values, due to the adoption of CAFE
method, manufacturers, etc. are allowed to have flexibility in selection and concentration ofoperating resources for achieving targets when determining if the target is achieved. At thesame time, other approaches, such as to promote further fuel efficiency improvement inheavier vehicles are also introduced. As a result, the fuel efficiency target value for eachcategory is set at the level higher than one used to.
To be more specific, even now when the fuel efficiency has already been substantially
improved, the above-mentioned improvement ratio estimated when developing FY2020
standards is exceeding the one for FY2010 standards (22.8% improvement from FY1995) andFY2015 standards (23.5% improvement from FY2004).
Table 5-2 Fuel efficiency target values of each category for FY2020
Equivalent inertia
weight (kg)

Vehicle weight (kg)

Fuel efficiency target
value (km/L)

800

740 or below

24.6

910

741 to 855

24.5

1020

856 to 970

23.7

1130

971 to 1,080

23.4

1250

1,081 to 1,195

21.8

1360

1,196 to 1,310

20.3

1470

1,311 to 1,420

19.0

1590

1,421 to 1,530

17.6

1700

1,531 to 1,650

16.5

1810

1,651 to 1,760

15.4

1930

1,761 to 1,870

14.4

2040

1,871 to 1,990

13.5

2150

1,991 to 2,100

12.7

2270

2,101 to 2,270

11.9

2500

2,271 or above

10.6

23

Attachment 6

Handling of Electric Vehicles and Plug-in Hybrid Vehicles

1. Status quo of electric vehicles and plug-in hybrid vehicles
As regards electric vehicles and plug-in hybrid vehicles (limited to passenger vehicles,
hereinafter referred to as “electric vehicles, etc.”), sales of electric vehicles for general
consumers started last year, and currently 2 electric vehicle models have received typeapproval and are on sale. As regards plug-in hybrid vehicles, sale of 1 model has been also
started for business use.

Furthermore, several manufacturers in and out of Japan haveannounced their electric vehicle sales plans for years around 2012.

As seen above, activities

for full-scale popularization of these vehicles are on the move.
Still, the number of electric vehicles, etc. sold in FY2009 with type approval wasapproximately 1,700 vehicles and its ratio in entire passenger vehicles is currently below
0.1%.
2. Handling of electric vehicles and plug-in hybrid vehicles(1) Handling of electric vehicles and plug-in hybrid vehicles
Currently, only 1 to 2 vehicle models are on sale so far respectively and each sales
volume ratio is below 0.1%; therefore, the prospect of technological development needed forestablishing standards as well as of their penetration is not clear.

If standard values are

set under the current situation where information is not enough, its level may beinappropriate, impose unnecessary restrictions on the technology development for electricvehicles, etc. to be made in the future and negatively affect the advancement oftechnologies in the future.
Therefore, as regards electric vehicles, etc., they shall not to be designated as specified
products covered by the regulation under the Energy Conservation Law, as a result
standard values are not set for these vehicles.
However, the function of electric vehicles, etc., i.e. to travel on roads and carry people
and cargos, is the same as gasoline passenger vehicles, diesel passenger vehicles and LP
gas passenger vehicles (hereinafter referred to as “gasoline passenger vehicles, etc.” 6
including hybrid vehicles) and they compete with each other in the market.

Also,

manufacturers who make electric vehicles, etc. are almost the same as those who makegasoline passenger vehicles, etc.
Under such circumstances, to promote energy conservation of gasoline passenger
vehicles, etc. and electric vehicles, etc. as automobiles as a whole, it is necessary tocorrectly evaluate the efforts of manufacturers, etc. to introduce electric vehicles, etc. when6

Gasoline passenger vehicles, diesel passenger vehicles and LP gas passenger vehicles including hybrid vehicles

24

evaluating the achievement made for fuel efficiency standards of gasoline passenger
vehicles, etc.
(2) Specific evaluation of introduction of electric vehicles and plug-in hybrid vehicles
For the reasons mentioned above, when evaluating the achievement made toward fuelefficiency standards of gasoline passenger vehicles, etc., the performance and the numberof vehicles shipped of electric vehicles, etc. shall be coupled with in the evaluation.
To be more specific, as regards the fuel efficiency standards of FY2020, the achievement
toward the standards is evaluated by the value which is obtained fromweight-harmonically averaging gasoline usage converted from energy consumption ofelectric vehicles based on its heat value 7 (using 3.6 MJ/kWh as electric heating value and32.9 MJ/L as gasoline's lower heating value) and fuel consumption of gasoline passenger
vehicles, etc. with the number of vehicles shipped respectively (for plug-in hybrid vehicles
too, the value combining a value converted likewise from power consumption and a fuelconsumption value shall be used).
In this connection, when calculating power efficiency of electric vehicles, etc., thefollowing matters should be considered.
1) When diesel passenger vehicles and LP gas passenger vehicles are evaluated together
with gasoline passenger vehicles, energy conversion (heat value conversion) was
adopted taking into consideration the fact that the unit heat values are different
depending on fuel types.
2) When evaluating the fuel efficiency of gasoline passenger vehicles, etc., evaluation ofenergy efficiency value after supplying fuel to vehicles, the performance of which can be
improved under the responsibility of manufacturers, etc., (i.e. “Tank to Wheel”
evaluation) was adopted, instead of evaluating energy efficiency covering the process offuel purification and transportation (i.e. “Well to Wheel” evaluation).
(3) Minimum requirements to be satisfied by gasoline passenger vehicles, etc.
The development and production of conventional vehicles 8 are conducted as common
and basic activities of manufacturers, etc. Meanwhile, the development and production of
hybrid vehicles or electric vehicles, etc. are being conducted according to business strategy
of each manufacturer, etc. making the use of their own technological strength.
In order to improve the fuel efficiency of gasoline passenger vehicles, etc., while securing
the flexibility of activities made by manufacturers, etc., it should be required that the fuelefficiency level of gasoline passenger vehicles, etc. without counting electric vehicles, etc. is
at least above the level of the target candidate value of conventional vehicles (fuelefficiency value of top-runners among conventional vehicles plus consideration oftechnological improvement, etc.).
To be more specific, based on the sales composite of the base year (FY2009), according to
the ratio between the whole company's weighted harmonic average fuel efficiency value
calculated from the fuel efficiency target value for each category of FY2020 and the whole
company's weighted harmonic average fuel efficiency value calculated from the target
candidate value of conventional vehicles, it is set as a requirement that the CAFE value ofgasoline passenger vehicles, etc. of manufacturers, etc. must be more than the value which
78Inverse value (km/kWh) of JC08 mode AC energy consumption ratio (kWh/km)
Gasoline passenger vehicles, diesel passenger vehicles and LP gas passenger vehicles excluding hybrid vehicles

25

multiplies the CAFE standard value by 0.9.

<Requirement for counting electric vehicles, etc.>(CAFE value of each manufacturer, etc.) ≥ (CAFE standard value of each manufacturer,etc.) x 0.9
In this connection, above mentioned evaluation for manufacturers, etc. made withcounting electric vehicles, etc. is for determining whether the standard has been achievedor not; on the other hand, the CAFE value of manufacturers, etc. is the value calculated
from the fuel efficiency value of gasoline passenger vehicles, etc.
(4) Handling of electric vehicles and plug-in hybrid vehicles to be introduced in the future
As mentioned above, it is not appropriate to set standard values for electric vehicles, etc.
now, but efforts shall be made to organize an environment where the energy consumption
efficiency (fuel efficiency) of electric vehicles, etc. will be improved in the future by setting
standard values. To be more specific, from 2012 onward when electric vehicles are widely
spread and the environment is established in which information on technology
development or penetration prospect can be obtained, as a result of active sales due toincreasing model types of electric vehicles, it is appropriate to revisit the opportunity todesignate them as specified equipment and to develop standards for them, including theway to evaluate them together with gasoline passenger vehicles.

26

Attachment 7
Display Items

1. Display items, etc.
The purpose of the display system is to promote fuel-efficient vehicles by helping automobile
users, at the time of purchase, easily identify energy consumption efficiency (fuel efficiency) tochoose such vehicles. Therefore, it is appropriate to display fuel efficiency values in an easily
visible manner along with those items closely related to fuel efficiency performance.
(1) Display items
It is appropriate to designate the items i) through xi) below as display items, as in thecase of display items used under existing fuel efficiency standards and fuel efficiency
standards for heavy vehicles.
i)
Vehicle name and typeii)
Engine type and total displacementiii) Vehicle weightiv) Transmission type and number of speedsv)
Fuel supply equipment typevi) Main fuel efficiency improvement measuresvii) Energy consumption efficiency (fuel efficiency values expressed by a unit of km/L to
one decimal place)viii) Manufacturer nameix) Maximum output and maximum torque of engine
x)
Passenger capacity (applicable to passenger vehicles only)xi) Type of fuel used
(2) Compliance items
It is appropriate to designate the followings as compliance items, as in the case ofcompliance items under existing fuel efficiency standards.
- Display items listed in (1) above shall be noted in the catalog of the vehicle concerned.
Energy consumption efficiency (fuel efficiency) shall be displayed in a particularly 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) clearly posted at an easily viewable place.
- As the fuel efficiency value listed in (1) vii) above varies depending on the using
environment (weather, congestion, etc.), driving situation (sudden start, use of air
conditioners, etc.) or maintenance (air pressure of tires, etc.), the statement to this effectmust be indicated on catalogues or displays along with the fuel efficiency value.

27

(3) Others
Under the existing display system, the items in (1) above must be noted in the catalog ofeach vehicle to encourage automobile users to purchase fuel-efficient vehicles. Fuelefficiency values displayed in vehicle catalogs are measured under the prescribed uniform
driving conditions to enable users to compare and evaluate fuel efficiency performance
when they choose vehicles. Meanwhile, as the number of models of diesel passenger
vehicles has increased in recent years, it is also requested to indicate the type of fuel used
to provide consumers with accurate information on fuel efficiency.
Besides, it is expected that such information on fuel efficiency values enhances theconcern of consumers for fuel efficiency performance. Therefore, the information must be
provided through various means such as attaching stickers displaying fuel efficiency
performance to vehicle bodies or making fuel efficiency values known throughadvertisement, etc. instead of putting the display on catalogs only.

28

Attachment 8
History of Joint Meetings between
the Automobile Evaluation Standards Subcommittee, Energy Efficiency Standards
Subcommittee of the Advisory Committee for Natural Resources and Energy and theAutomobile Fuel Efficiency Standards Subcommittee, Automobile Section, Land Transport
Division of the Council for Transport PolicyFirst meeting (June 28, 2010)- Opening joint meetings to the public- Current status of passenger vehicles, etc.
- Main issues to be discussed
Second meeting (September 13, 2010)- Hearing from vehicle manufacturers associations, vehicle importers associations, etc.
Third meeting (October 28, 2010)- Target fiscal year
- Scope of vehicles to be covered- Concept of the Top Runner- Regulation system, etc.
Fourth meeting (January 5, 2011)- Scope of vehicles to be covered- Provision of information to users, such as fuel efficiency indication method
Fifth meeting (June 24, 2011)- Fuel efficiency values
Sixth meeting (August 11, 2011)- Interim report (draft)
Seventh meeting (October 20, 2011)- Opinions on interim report (draft) , and final report (draft)

29

Attachment 9
Committee Member List of Joint Meetings between
the Automobile Evaluation Standards Subcommittee, Energy Efficiency Standards
Subcommittee of the Advisory Committee for Natural Resources and Energy and theAutomobile Fuel Efficiency Standards Subcommittee, Automobile Section, Land Transport
Division of the Council for Transport Policy(Honorifics omitted and in Japanese alphabetical order.)Chairman

Yasuhiro Daisho

Vice-chairman

Hisashi Ishitani

Members

Hiroko Kiba

Newscaster, Specially Appointed Professor, Chiba
University

Yuichi Goto

Manager, Environment Research Department, National
Traffic
SafetyandEnvironment
Laboratory(Independent Administrative Institution)

Toshio Kobayashi

Professor, Graduate School of Environment and Energy
Engineering, Waseda University
Professor Emeritus, The University of Tokyo

Professor Emeritus, The University of Tokyo

Masahiro Shioji

Professor, Graduate School of Energy Science, Kyoto
University

Takemi Chikahisa

Professor, Faculty of Engineering, Hokkaido University

Akihiko Nakaya

Motor Journalist

Yoshitsugu Hayashi

Professor, Graduate School of Environmental Studies,
Nagoya University

Ryuji Matsuhashi

Professor, School of Engineering, The University ofTokyo30