Light-Duty Vehicle Technology 

Cost Analysis, Mild Hybrid and 

Valvetrain Technology 
NOTICE

This technical report does not necessarily represent final EPA decisions or 

positions. It is intended to present technical analysis of issues using data 

that are currently available. The purpose in the release of such reports is to 

facilitate the exchange of technical information and to inform the public of 

technical developments.

Assessment and Standards Division

Office of Transportation and Air Quality

U.S. Environmental Protection Agency

Prepared for EPA by

FEV, Inc.

EPA Contract No. EP-C-07-069

Work Assignment No. 3-3

Light-Duty Vehicle Technology 

Cost Analysis, Mild Hybrid and 

Valvetrain Technology 

EPA-420-R-11-023

October 2011
 

i 

CONTENTS

Section Page

Executive Summary .........................................................................................................................1

1 Introduction ........................................................................................................................ 1-1

1.1 Objectives ................................................................................................................. 1-1

1.2 Study Methodology ................................................................................................... 1-1

1.3 Manufacturing Assumptions ..................................................................................... 1-4

1.4 Subsystem Categorization ......................................................................................... 1-7

1.5 Case Study Hardware Evaluated ............................................................................... 1-8

1.6 Case Study Discussion and Result Layout ................................................................ 1-9

2 2007 Saturn Vue Green Line BAS Hybrid Cost Analysis, Case Study #0402 ................. 2-10

2.1 Vehicle & Cost Summary Overview ...................................................................... 2-10

2.1.1 BAS Vehicle Hardware Overview .......................................................... 2-10

2.1.2 Direct Manufacturing Cost Differences between a 2007 Saturn 

Vue Green BAS Hybrid and a 2007 Conventional Baseline Saturn Vue 

Vehicle ..................................................................... ..................... 2-11

2.2 Engine System & Cost Summary Overview ........................................................... 2-13

2.2.1 Engine Hardware Overview .................................................................... 2-13

2.2.2 Engine System Cost Impact..................................................................... 2-15

2.3 Transmission System .............................................................................................. 2-17

2.3.1 Transmission System Hardware Overview ............................................. 2-17

2.3.2 Transmission System Cost Impact .......................................................... 2-21

2.4 Body System ........................................................................................................... 2-23

2.4.1 Body System Hardware Overview .......................................................... 2-23

2.4.2 Body System Cost Impact ....................................................................... 2-23

2.5 Brake Systems ......................................................................................................... 2-25

2.5.1 Brake System Hardware Overview ......................................................... 2-25

2.5.2 Brake System Cost Impact ...................................................................... 2-27

2.6 Electric Power Supply System ................................................................................ 2-28

2.6.1 Start Motor/Generator Hardware Overview ............................................ 2-28
ii

2.6.2 BAS Battery Pack Hardware Overview .................................................. 2-36

2.6.3 Electrical Power Supply System Cost Impact ......................................... 2-43

2.7 Electrical Distribution and Electronic Control System ........................................... 2-46

2.7.1 Electrical Wiring and Circuit Protection Subsystem Hardware 

Overview ................................................................................................................. 2-46

2.7.2 Traction and High Voltage Power Distribution Subsystem 

Hardware Overview ................................................................................................ 2-47

2.7.3 Power Electronics Center (PEC) Subsystem Hardware

Overview ................................................................................................................. 2-48

2.7.4 Electrical Distribution and Electronic Control (EDEC) System 

Cost Impact ............................................................................................................. 2-57

3 2010 Fiat MultiAir Cost Analysis, Case Study #0200 ..................................................... 3-61

3.1 MultiAir Hardware Overview ................................................................................. 3-61

3.1.1 MultiAir Versus Baseline ICE Hardware Differences ............................ 3-61

3.1.2 MultiAir System Hardware ..................................................................... 3-62

3.2 Incremental Direct Manufacturing Cost Impact of Adding MultiAir 

Technology ............................................................................................................. 3-75

3.2.1 Direct Manufacturing Cost of MultiAir Hardware .................................. 3-75

3.2.2 Direct Manufacturing Cost of Baseline Engine Modifications 

Required for MultiAir Hardware Integration .......................................................... 3-76

4 Glossary of Terms ............................................................................................................ 4-78
iii

LIST OF FIGURES

Number Page

Figure 1-1: Cost Analysis Process Flow Steps and Document Interaction .................................. 1-3

Figure 1-2 : Illustration of Bill of Material Structure Used in Cost Analysis .............................. 1-7

Figure 2-1: Saturn Vue Green Line Primary BAS Technology Configuration .......................... 2-11

Figure 2-2 : Belt Alternator Starter Hardware ........................................................................... 2-13

Figure 2-3 : Motor Generator Drive Belt ................................................................................... 2-14

Figure 2-4 : Heater Core Coolant Electric Circulation Pump .................................................... 2-14

Figure 2-5 : Transmission Electric Oil Pump ............................................................................ 2-17

Figure 2-6 : Transmission Oil Lines .......................................................................................... 2-17

Figure 2-7 : Transmission Oil Pump .......................................................................................... 2-18

Figure 2-8 : Pump Housing and Cover ...................................................................................... 2-18

Figure 2-9 : Gerotor Gears Shaft and Seal ................................................................................. 2-19

Figure 2-10 : Oil Pump Electric Drive Motor ............................................................................ 2-19

Figure 2-11 : Base Plate and Motor Brushes ............................................................................. 2-20

Figure 2-12 : Motor Can and Magnets ....................................................................................... 2-20

Figure 2-13 : Rotor Assembly and Bearings .............................................................................. 2-20

Figure 2-14 : Rotor, Windings and Commutator ....................................................................... 2-21

Figure 2-15 : Battery Pack Mount Bracket ................................................................................ 2-23

Figure 2-16 : Brake Booster Vacuum Sensor ............................................................................ 2-25

Figure 2-17 : Hill Hold Solenoid and Brake Pressure Sensor .................................................... 2-25

Figure 2-18 : Hill Hold Solenoid & Bracket Assembly ............................................................. 2-26

Figure 2-19 : Hill Hold Solenoid Assembly Components ......................................................... 2-26

Figure 2-20 : Motor Generator Removed .................................................................................. 2-28

Figure 2-21 : Motor Generator Assembly Assorted Views........................................................ 2-28

Figure 2-22 : Motor Generator Pulley ........................................................................................ 2-28

Figure 2-23: Start Motor/Generator Die-Cast Housings ............................................................ 2-29

Figure 2-24 : Resolver, Cover, Vent and Target Wheel ............................................................ 2-29

Figure 2-25 : Cable Interface Block ........................................................................................... 2-30

Figure 2-26 : Cable Motor/Generator to PEB ............................................................................ 2-30

Figure 2-27 : Brush Housing Assembly and Seals ..................................................................... 2-31

Figure 2-28 : Contact Brushes ................................................................................................... 2-32

Figure 2-29 : Rotor Assembly .................................................................................................... 2-32

Figure 2-30 : Rotor Shaft ........................................................................................................... 2-32

Figure 2-31 : Core Halves and Windings ................................................................................... 2-33

Figure 2-32 : Rotor Magnets ...................................................................................................... 2-33

Figure 2-33 : Cooling Fans ........................................................................................................ 2-34

Figure 2-34 : Brush Slip Ring and Winding Connector ............................................................. 2-34

Figure 2-35 : Shaft Bearings ...................................................................................................... 2-34

Figure 2-36 : Stator Assembly ................................................................................................... 2-35

Figure 2-37 : Temperature Sensor ............................................................................................. 2-35

Figure 2-38 : Saturn Vue Green Line 36V Battery Pack Installed in Vehicle (LHS) and Removed 

from Vehicle (RHS) ................................................................................................................... 2-36
iv

LIST OF FIGURES

Number Page

Figure 2-39 : Battery Tray/Housing ........................................................................................... 2-36

Figure 2-40 : Fan Housing ......................................................................................................... 2-37

Figure 2-41 : Fan Assembly ....................................................................................................... 2-38

Figure 2-42 : Battery Pack with Cover Removed ...................................................................... 2-39

Figure 2-43 : Battery Modules and Sub-Modules ...................................................................... 2-39

Figure 2-44 : Battery Case ......................................................................................................... 2-40

Figure 2-45 : Positive Anode, Negative Anode and Separator paper ........................................ 2-40

Figure 2-46 : Battery Pack Harness............................................................................................ 2-41

Figure 2-47 : Encapsulated Battery Pack Control Module ........................................................ 2-41

Figure 2-48 : Battery Cables ...................................................................................................... 2-42

Figure 2-49 : (clockwise from top left) Disconnect Box, Disconnect Relay, Switch, Bus bar, 

Current Sensor, and Fuse ........................................................................................................... 2-43

Figure 2-50 : High Voltage Cable .............................................................................................. 2-47

Figure 2-65 : Cable Protective Covers ....................................................................................... 2-47

Figure 2-51 : Power Electronics Box (PEB) .............................................................................. 2-49

Figure 2-52 : PEB Cable Interfaces ........................................................................................... 2-49

Figure 2-53 : PEB Installation ................................................................................................... 2-50

Figure 2-54 : 8-Pin Module ........................................................................................................ 2-50

Figure 2-55 : 8-Pin Module Electrical Components .................................................................. 2-51

Figure 2-56 : PEB Cooling......................................................................................................... 2-52

Figure 2-57 : Base PEB Module Wrap ...................................................................................... 2-52

Figure 2-58 : Base PEB .............................................................................................................. 2-53

Figure 2-59 : PEB Stacked Assembly ........................................................................................ 2-53

Figure 2-60 : PEB Main Circuit Board ...................................................................................... 2-54

Figure 2-61 : PEB Power Distribution ....................................................................................... 2-55

Figure 2-62 : PEB Aluminum Housing...................................................................................... 2-56

Figure 2-63 : PEB Cooling......................................................................................................... 2-56

Figure 3-1 : MultiAir Hardware Illustration .............................................................................. 3-61

Figure 3-2 : MultiAir Manifold Assembly Installed on the Fiat 1.4L, I4, ICE .......................... 3-63

Figure 3-3 : MultiAir System Forged Aluminum Manifold ...................................................... 3-63

Figure 3-4 : Oil Port Feeding Solenoid Reservoir Cavities for Valve Actuation Circuits ......... 3-64

Figure 3-5 : Oil Port for Lash Adjuster and Rocker Contact Lubrication .................................. 3-64

Figure 3-6 : SOHC, RFF, and Hydraulic Piston ........................................................................ 3-65

Figure 3-7 : Hydraulic Piston, RFF, and Lash Adjust Pivot Pin ................................................ 3-65

Figure 3-8 : Piston Housing, Coil Spring, and Piston Assembly ............................................... 3-66

Figure 3-9 : Piston, Spring Seat, and C-Clip ............................................................................. 3-66

Figure 3-10 : Hydraulic Brake and Lash Adjusters (HBLA) in Hydraulic Manifold ................ 3-67

Figure 3-11 : Hydraulic Brake and Lash Adjusters (HBLA) ..................................................... 3-67

Figure 3-12 : Lash Adjuster Components .................................................................................. 3-68

Figure 3-13 : Hydraulic Solenoid Valve .................................................................................... 3-68

Figure 3-14 : Solenoid pressed into manifold bore .................................................................... 3-69

Figure 3-15 : Bobbin Assembly Components ............................................................................ 3-69
v

LIST OF FIGURES

Number Page

Figure 3-16 : Over-Molded Steel Retainer Plate ....................................................................... 3-70

Figure 3-17 : Solenoid Mechanical Valve ................................................................................. 3-70

Figure 3-18 : Mechanical Valve Components ........................................................................... 3-70

Figure 3-19 : Solenoid Oil Outlet Port (Pressed into the Valve Housing Oil Dump Outlet) ..... 3-71

Figure 3-20 : (Left) Magnetic Reaction Mass and Rod, (Right) Cylinder and Reaction Mass 

Assembly .................................................................................................................................... 3-71

Figure 3-21 : Oil Control Valve ................................................................................................. 3-71

Figure 3-22 : Oil Reservoir Cavity Cover System ..................................................................... 3-72

Figure 3-23 : Oil Reservoir Cavity Lower Cover ...................................................................... 3-72

Figure 3-24 : Oil Reservoir Cavity Lower Steel Cover ............................................................. 3-73

Figure 3-25 : Oil Reservoir Pressure Relief Valve .................................................................... 3-73

Figure 3-26 : Oil Reservoir Check Valve .................................................................................. 3-73

Figure 3-27 : Manifold ............................................................................................................... 3-74

Figure 3-28 : Valve Cover ......................................................................................................... 3-74

Figure 3-29 : Oil Temperature Sensor ....................................................................................... 3-74
vi

LIST OF TABLES

Number 

Table ES-1: New Technology Configurations Incremental Unit Cost Impact ................................2 

Page

Table 1-1: Summary of Universal Cost Analysis Assumptions Applied to All Case Studies ..... 1-5

Table 2-1: Net Incremental Direct Manufacturing Cost of the Saturn Vue Green Line BAS 

Hybrid over a Conventional Saturn Vue .................................................................................... 2-12

Table 2-2: Net Incremental Direct Manufacturing Cost of a Saturn Vue HEV Engine System in 

Comparison to a Saturn Vue Conventional Engine System ...................................................... 2-16

Table 2-3: Net Incremental Direct Manufacturing Cost of a Saturn Vue HEV Transmission 

System in Comparison to a Saturn Vue Conventional Transmission System ........................... 2-22

Table 2-4: Net Incremental Direct Manufacturing Cost of a Saturn Vue HEV Body System in 

Comparison to a Saturn Vue Conventional Body System ......................................................... 2-24

Table 2-5: Net Incremental Direct Manufacturing Cost of a Saturn Vue HEV Brake System in 

Comparison to a Saturn Vue Conventional Brake System ........................................................ 2-27

Table 2-6: Net Incremental Direct Manufacturing Cost of a Saturn Vue HEV Power Supply

System in Comparison to a Saturn Vue Conventional Power Supply System........................... 2-44

Table 2-7: Net Incremental Direct Manufacturing Cost of a Saturn Vue HEV EDEC System in 

Comparison to a Saturn Vue Conventional EDEC System ....................................................... 2-58

Table 3-1: Direct Manufacturing Cost of Fiat MultiAir Hardware ............................................ 3-75

Table 3-2: Direct Manufacturing Cost Impact Associated with Changing Baseline Engine 

Components for MultiAir System .............................................................................................. 3-77
1 

Light-Duty Vehicle Technology Cost Analysis, Mild Hybrid, and Valvetrain 

Technology 

Executive Summary 

The United States Environmental Protection Agency (EPA) contracted with FEV, Inc. to 

determine the incremental direct manufacturing costs for a set of advanced, light-duty 

vehicle technologies. The technologies selected are on the leading edge for reducing 

emissions of greenhouse gases in the future, primarily in the form of tailpipe carbon 

dioxide (CO2). 

This report, the fifth in a series of reports, addresses the direct incremental manufacturing 

cost associated with adding a belt alternator starter (BAS) hybrid system to a conventional 

vehicle’s powertrain system and the incremental manufacturing costs of replacing an 

internal combustion engine (ICE) variable valve timing (VVT) subsystem with a variable 

valve timing and lift (VVTL) subsystem. These technologies are grouped under this 

report for the sake of convenience, not because they are functionally related. 

The 2007 Saturn Vue Green Line was selected for the BAS incremental cost analysis. The 

technology provides a means of turning the internal combustion engine off while the 

vehicle is stopped in traffic without losing any customer-noticeable functionality. The 

addition of start-stop technology applied to a motor vehicle drives a number of changes to 

the existing vehicle design. Areas affected by the technology include engine, 

transmission, accessory drive, wiring, brakes, auxiliary heater core pump, and body. 

Additional components are also required in the adaptation of the technology. The major 

additional components are the battery pack and supporting hardware, power electronic 

control modules, and the alternator starter assembly. Each of these component systems are 

discussed in greater detail in Section 2.0. 

It should be noted that the 2007 Saturn Vue Green Line was considered a logical selection 

for costing of mild hybrid technology at the time the decision was made, but, as with all 

rapidly evolving technology, is no longer considered state-of-the-art. It should also be 

noted that, consistent with the EPA team's priorities for the cost analysis work, FEV did 

not analyze the extent to which the 2007 Saturn Vue BAS technology could be costoptimized through material cost reductions, high volume manufacturing techniques, part 

count reduction through component consolidation and integration, and new technology 

advancements. However, given that this vehicle design is representative of relatively 

early, low-volume BAS hybrid design, it is expected that such cost reductions could be 

quite sizeable. For this reason, the cost results for this technology should not be projected 
2

onto newer-generation mild hybrid technology, such as GM's eAssist technology. Such 

comparison analysis did not fall within the scope of the work assignment. 

The 2010 Fiat MultiAir system was selected for the VVTL incremental cost analysis. The 

MultiAir technology uses a hydraulic system to alter the interaction between the intake 

valves and the intake lobes on a single overhead camshaft (SOHC). Electronically 

controlled solenoid valves control the hydraulic pressure in the MultiAir system. When 

the solenoids are closed, the hydraulic fluid supports a rigid connection between the 

intake valves and SOHC intake lobes. In this scenario, valve timing and lift follow the 

intake cam profile similar to that of a traditional ICE. With the solenoid valves open, 

hydraulic pressure is minimized in the system, decoupling the intake valves from the 

camshaft. Through precisely timed solenoid valve opening and closing events, the intake 

valve lift and timing can be altered to provide improved engine performance and fuel 

economy. The components which make-up the MultiAir system are discussed in greater 

detail in Section 3.0 

The calculated incremental direct manufacturing costs for adding the BAS hybrid system 

to a conventional Saturn Vue vehicle, and the Fiat MultiAir VVTL system to a 

conventional I4 1.4L ICE, dual-VVT are captured below in Table ES-1. 

Table ES- 1: New Technology Configurations Incremental Unit Cost Impact 

Case Study 

Reference 

Number

Technology 

Definition Vehicle Class Base Technology 

New

Technology 

Incremental 

Unit Cost

0402 Belt Alternator Starter 

(BAS) hybrid system

Mid- to Large-Size Car, 

Passenger 4-6

CS# B0402

Saturn Vue 

Base Vehicle 

2.5L I4 ICE

CS# N0402 

Saturn Vue 

Green Line 

2.4L I4 ICE 

+ $1,652.20

0200 Internal Combustion 

Engine Variable Valve 

Lift and Timing 

Subsystem

Subcompact-Size Car, 

Passenger 2-4 

CS# B0200 

1.4L I4 ICE 

Dual-VVT 

CS# N0200

1.4L I4 ICE

Fiat MultiAir

+ $143.07
1-1 

1 Introduction

1.1 Objectives

The objective of this work assignment is to determine the incremental direct 

manufacturing costs for two (2) new advanced light-duty vehicle transmission technology 

configurations using the costing methodology, databases, and supporting worksheets 

developed in the previously concluded pilot study (Light-Duty Technology Cost Analysis 

Pilot Study [EPA-420-R-09-020]). 

1.2 Study Methodology 

The first report published, “Light-Duty Technology Cost Analysis Pilot Study (EPA-420-

R-09-020),” covers in great detail the overall costing methodology used to calculate an 

incremental cost delta between various technology configurations. In summary, the 

costing methodology is heavily based on teardowns of both new and baseline technology 

configurations having similar driver performance metrics. Only components identified as 

being different within the selected new and baseline technology configurations as a result 

of the new technology adaptation are evaluated for cost. Component costs are calculated 

using a ground-up costing methodology analogous to that employed in the automotive 

industry. All incremental costs for the new technology are calculated and presented using 

transparent cost models consisting of eight (8) core cost elements: material, labor, 

manufacturing overhead/burden, end item scrap, SG&A (selling general and 

administrative), profit, ED&T (engineering, design, and testing), and packaging. 

Information on how additional associated manufacturing fixed and variable cost elements 

(e.g., shipping, tooling, OEM indirect costs) are accounted for within the cost analysis is 

also discussed in the initial report (EPA-420-R-09-020).

Listed below, with the aid of Figure 1-1, is a high level summary of the ten (10) major 

steps taken during the cost analysis process. For additional information concerning the 

terminology used within the ten (10) steps, please reference the glossary of terms found at 

the end of this report. 

Step 1: Using the Powertrain-Vehicle Class Summary Matrix (P-VCSM), a technology 

is selected for cost analysis. 

Step 2: Existing vehicle models are identified for teardown to provide the basis for 

detailed incremental cost calculations. 

Step 3: Pre-teardown Comparison Bills of Materials (CBOMs) are developed, covering 

hardware that exists in the new and base technology configurations. These high level 
1-2

CBOMs are informed by the team’s understanding of the new and base technologies and 

serve to identify the major systems and components targeted for teardown.

Step 4: Phase 1 (high level) teardown is conducted for all subsystems identified in Step 3 

and the assemblies that comprise them. Using Design Profit® software, all high level 

processes (e.g., assembly process of the high-pressure fuel pump onto the cylinder head 

assembly) are mapped during the disassembly. 

Step 5: A cross functional team (CFT) reviews all the data generated from the high level 

teardown and identifies which components and assumptions should be carried forward 

into the cost analysis. The CBOMs are updated to reflect the CFT input. 

Step 6: Phase 2 (component/assembly level) teardowns are initiated, based on the updated 

CBOMs. Components and assemblies are disassembled, and processes and operations are 

mapped in full detail. The process mapping generates key process information for the 

quote worksheets. Several databases containing critical costing information provide

support to the mapping process. 

Step 7: Manufacturing Assumption and Quote Summary (MAQS) worksheets are 

generated for all parts undergoing the cost analysis. The MAQS detail all cost elements 

making up the final unit costs: material, labor, burden, end item scrap, SG&A, profit, 

ED&T, and packaging. 

Step 8: Parts with high or unexpected cost results are subjected to a marketplace crosscheck, such as comparison with supplier price quotes or wider consultation with company 

and industry resources (i.e., subject matter experts) beyond the CFT. 

Step 9: All costs calculated in the MAQS worksheets are automatically inputted into the 

Subsystem Cost Model Analysis Templates (CMAT). The Subsystem CMAT is used to 

display and roll up all the differential costs associated with a subsystem. All parts in a 

subsystem that are identified for costing in the CBOM are entered into the Subsystem 

CMAT. Both the base and new technology configurations are included in the same 

CMAT to facilitate differential cost analysis. 

Step 10: The final step in the process is creating the System CMAT, which rolls up all the 

subsystem differential costs to establish a final system unit cost. The System CMAT,

similar in function to the Subsystem CMAT, is the document used to display and roll-up 

all the subsystem costs associated within a system as defined by the CBOM. Within the 

scope of this cost analysis, the System CMAT provides the bottom line incremental unit 

cost between the base and new technology configurations under evaluation. 
1-3

 

Figure 1-1: Cost Analysis Process Flow Steps and Document Interaction 

. 

1. Technology 

Selection

Powertrain Vehicle 

Class Summary Matrix 

(P-VCSM)

2. Hardware 

Selection

Powertrain Package 

Proforma

3A. Generate Bill of 

Materials – Phase 1

Comparison Bill of

Materials (C-BOM)

Databases (Material, Labor, Manufacturing 

Overhead, Mark-up, & Packaging)

5. Cross Functional

Team (CFT)

Reviews

7. Generate 

Manufacturing 

Assumption and 

Quote Summary 

(MAQS) 

Worksheets

9. Subsystem Cost 

Roll Up

Subsystem Cost Model 

Analysis Template

(Subsystem CMAT)

10. System Cost 

Roll Up

System Cost Model 

Analysis Template

(System CMAT)

4. System/Subsystem 

Disassembly and 

Process Mapping – 

Phase 1

(Design Profit®)

6. Component/ 

Assembly 

Disassembly & 

Process Mapping – 

Phase 2

(Design Profit®)

3B. Update Bill of Materials – Phase 2

Comparison Bill of Materials (C-BOM)

8. Market Place 

Cross-check

Process Flow 

Manual & Automated 

Document Links 
1-4

1.3 Manufacturing Assumptions

When conducting the cost analysis for the various technology configurations, a number of 

assumptions are made in order to establish a consistent framework for all costing. The 

assumptions can be broken into universal and specific case study assumptions. 

The universal assumptions apply to all technology configurations under analysis. Listed in 

Table 1-1 are the fundamental assumptions. 

The specific case study assumptions are those unique to a given technology configuration.

These include volume assumptions, weekly operation assumptions (days, shifts, hours, 

etc.), packaging assumptions, and Tier 1 in-house manufacturing versus Tier 2/3 purchase 

part assumptions. Details on the case study specific assumptions can be found in the 

individual MAQS worksheets. 
1-5

Table 1-1: Summary of Universal Cost Analysis Assumptions Applied to All Case 

Studies 

Item Description Universal Case Study Assumptions

1 Incremental Direct Manufacturing Costs 

A. Incremental Direct manufacturing cost is the incremental 

difference in cost of components and assembly, to the OEM, between 

the new technology configuration and the baseline technology 

configuration. 

B. This value does not include Indirect OEM costs associated with 

adopting the new technology configuration (e.g., tooling, corporate 

overhead, corporate R&D, etc).

2

Incremental Indirect OEM Costs are not 

handled within the scope of this cost 

analysis

A. Indirect Costs are handled through the application of "Indirect 

Cost Multipliers" (ICMs) which are not included as part of this 

analysis. The ICM covers items such as:

a. OEM corporate overhead (sales, marketing, warranty, etc)

b. OEM engineering, design, and testing costs (internal and external)

c. OEM owned tooling

B. Reference EPA report EPA-420-R-09-003, February 2009, 

"Automobile Industry Retail Price Equivalent and Indirect Cost 

Multiplier" for additional details on the development and application 

of ICM factors.

3 Product/Technology Maturity Level

A. Mature technology assumption, as defined within this analysis, 

includes the following: 

a. Well-developed product design

b. High production volume

c. Products in service for several years at high volumes

c. Significant marketplace competition 

B. Mature Technology assumption establishes a consistent framework 

for costing. For example, a defined range of acceptable mark-up 

rates:

a. End-item-scrap 0.3-0.7%

b. SG&A/Corporate Overhead 6-7%

c. Profit 4-8%

d. ED&T (Engineering, Design, and Testing) 0-6%

C. The technology maturity assumption does not include allowances 

for product learning. Application of a learning curve to the 

calculated incremental direct manufacturing cost is handled outside 

the scope of this analysis. 
1-6

Item Description Universal Case Study Assumptions

4 Selected Manufacturing Processes and 

Operations

A. All operations and processes are based on existing 

standard/mainstream industrial practices.

B. No additional allowance is included in the incremental direct 

manufacturing cost for manufacturing learning. Application of a 

learning curve to the developed incremental direct manufacturing cost 

is handled outside the scope of this analysis. 

5 Annual Capacity Planning Volume 450,000 units

6 Supplier Manufacturing Location North America (USA or Canada)

7 OEM Manufacturing Location North America (USA or Canada)

8

Manufacturing Cost Structure Timeframe 

( e.g. Material Costs, Labor Rates, 

Manufacturing Overhead Rates)

2009/2010 production year rates

9 Packaging Costs

A. Calculated on all Tier One (T1) supplier level components.

B. For Tier 2/3 (T2/T3) supplier level components, packaging costs 

are included in T1 mark-up of incoming T2/T3 incoming goods.

10 Shipping and Handling 

A. T1 supplier shipping costs covered through application of the 

Indirect Cost Multiplier (ICM) discussed above.

B. T2/T3 to T1 supplier shipping costs are accounted for via T1 markup on incoming T2/T3 goods.

11 Intellectual Property (IP) Cost 

Considerations

Where applicable, IP costs are included in the analysis. Based on the 

assumption that the technology has reached maturity, sufficient 

competition would exist suggesting alternative design paths to achieve 

similar function and performance metrics would be available 

minimizing any IP cost penalty. 

12 Material Cost Reductions (MCRs) on 

analyzed hardware

Only incorporated on those components where it was evident that the 

component design and/or selected manufacturing process was chosen 

due to actual low production volumes (e.g., design choice made to 

accept high piece price to minimize tooling expense). Under this 

scenario, assumptions where made and cost analyzed assuming high 

production volumes. 

13 Operating and End-of-Life Costs No new, or modified, maintenance or end-of-life costs, were identified 

in the analysis.

14 Stranded Capital or ED&T expenses

No stranded capital or non-recovered ED&T expenses were 

considered within the scope of this analysis. It was assumed the 

integration of new technology would be planned and phased in 

minimizing non-recoverable expenses.
1-7

1.4 Subsystem Categorization

As with the first case study analysis, a design-based classification system was used to 

group the various components and assemblies making up the technology configurations. 

In general, every vehicle system (e.g., engine system, transmission system, etc.) is made 

up of several subsystems levels (e.g., the engine system includes a crank drive subsystem, 

cylinder block subsystem, cylinder head subsystem, valvetrain subsystem, etc.), which, in 

turn, is made up of several sub-subsystem levels (e.g., the crank drive subsystem includes 

the following sub-subsystems: connecting rod, piston, crankshaft, flywheel). The subsubsystem is the smallest classification level in which all components and assemblies are 

binned. 

Figure 1-2 illustrates the classification hierarchy as discussed above. In Sections 2.0 and 

3.0, costs are presented for both technologies using this standard classification system. 

Figure 1-2 : Illustration of Bill of Material Structure Used in Cost Analysis 

VEHICLE

Engine System

Transmission System

Body System

Suspension System

etc.

Crank-Drive 

Subsystem

Cylinder Block 

Subsystem

Cylinder Head

Subsystem

Valvetrain Subsystem

etc.

Connecting Rod SubSubsystem

Piston SubSubsystem

Crankshaft SubSubsystem

Flywheel SubSubsystem

etc.

Rod - Connecting

Cap - Rod, 

Connecting

Bearing - Rod, 

Connecting

Bolt - Rod, Cap 

Connecting

etc.
1-8

1.5 Case Study Hardware Evaluated

For the BAS cost analysis, the 2007 Saturn Vue Green Line vehicle was selected. At the 

time of the analysis it was one of the few production-available start/stop hybrids in the 

market place. Based on the team’s initial assessment of the BAS technology, in particular 

the adaptation/integration of the BAS components into baseline vehicle configuration, a 

decision was made to only teardown the Saturn Vue Green Line vehicle. The team felt 

any changes made to baseline conventional vehicle could readily be identified in the 

advance vehicle hardware (i.e., Green Line Vehicle) without having the baseline vehicle 

hardware present for reference. In questionable cases, published service documentation 

was used to support the team’s assumptions on the differences between the two 

technology configurations. In general, the design team for the Saturn Vue did a good job 

adding the BAS hardware with minimal disruption to the existing baseline vehicle. A 

great approach for a low annual volume production build vehicle sharing a common 

platform. Although one could argue that this low level integration of the new BAS 

components with the existing conventional components favors a conservative cost 

estimate for BAS systems at high volume. 

For the variable valvetrain timing and lift (VVTL) technology configuration cost analysis, 

the Alfa Romeo MiTo 1.4L, I4, Turbo, Port Fuel Injected (PFI), MultiAir ICE (135 hp) 

was procured. Although the purchased engine came with a turbocharger air induction 

subsystem, it was excluded from the evaluation. Only components added or modified for 

the adaptation of the VVTL system were considered in the analysis. Previously completed 

case studies, such as V6 to I4 downsized, turbocharged gasoline direct injection engine 

and V8 to V6 downsized, turbocharged gasoline direct injection engine, were used to 

support the component modification costs to the baseline technology configuration (1.4L 

I4, NA, PFI, ICE, with dual variable valve timing). Examples of components referenced 

from these prior case studies include cam phasers and associated hardware, intake and 

exhaust cam shafts, and conventional valvetrain hardware. 
1-9

1.6 Case Study Discussion and Result Layout

In the following two (2) report sections, the results for the BAS system (Section 2) and 

MultiAir system (Section 3) are provided. For each case study, a brief description of the 

technology under comparison is discussed. In addition, a high level overview of key 

hardware content is included for each technology evaluated. 

Following the technology and hardware overviews for each case study, the increment 

direct manufacturing cost impact is generally summarized at a subsystem and/or system 

level Cost Model Analysis Template (CMAT). For subsystems and systems in which 

there were both new and baseline technology costs, the baseline technology costs are 

subtracted from the new technology costs developing the incremental direct 

manufacturing cost. 

In subsystem and systems where there are no baseline costs (i.e., credits to offset new 

technology costs), the new technology direct manufacturing costs are the incremental 

direct manufacturing costs. 

Because each case study consists of a large quantity of component and assembly 

Manufacturing and Assumption Quote Summary (MAQS) worksheets, hard copies were 

not included as part of this report. However, electronic copies of the MAQS worksheets, 

as well as all other supporting case study documents (e.g., Subsystem CMATs, System 

CMATs), can be accessed at http://www.epa.gov/otaq/climate/publications.htm.
2-10

2 2007 Saturn Vue Green Line BAS Hybrid Cost Analysis, Case Study 

#0402

2.1 Vehicle & Cost Summary Overview

2.1.1 BAS Vehicle Hardware Overview

In the BAS HEV cost analysis, both the Saturn Vue baseline (i.e., conventional vehicle) 

and new technology configuration (i.e., Green Line/BAS vehicle) utilized the same family 

engine and transmission. The internal combustion engine is GM’s 2.4L Ecotec 170hp 

engine. The transmission is a small, mid-size car front-wheel-drive 4-speed automatic 

transmission. Modifications were required to both the engine and transmission in order to 

adopt the BAS system technology to the baseline Saturn Vue. The main engine hardware 

changes include the replacement of the standard alternator with a 14.5 kW starter 

motor/generator, which provides engine restart, launch assist and regenerative braking 

added functionality. To support the advanced starter motor/generator, a dual tensioner 

assembly replaced the standard baseline tensioner. The major modification on the 

transmission consisted of an externally mounted transmission pump required to maintain 

system pressure on ICE shut down. 

A 36V, 18.4Ah, prismatic nickel metal hydride battery provides the necessary power to 

the starter motor/generator. The battery is package behind the rear passenger seat as 

shown in Figure 2-1 below. Packaged under the hood, toward the front of the vehicle on 

the passenger side, is the starter generator control module (SGCM)/power electronic 

controls center. The SGCM is connected to the vehicle’s 12V (conventional service 

battery) and 36V DC circuits. A high-voltage wire harness extends from the 36V battery 

pack to the SGCM via a high-voltage wire hardness packaged and protected on the 

underside of the vehicle. Three (3)-phase high-voltage AC cables also run between the 

SGCM and the starter motor/generator. In addition to the high voltage connections 

mentioned, the SGCM also controls items such as the transmission auxiliary pump, brake 

hill hold solenoids, auxiliary heater core pump, and SGCM auxiliary cooling pump. 

Smaller design changes, with much less impact on the direct manufacturing costs were 

also made in the brake system and body-in-white system. Theses changes, as well as the 

ones previously discussed, will be covered in more detail in the subsections that follow. 
2-11

 (Source: http://revocars.com/190/2007-saturn-vue-green-line-hybrid-suv) 

Figure 2-1: Saturn Vue Green Line Primary BAS Technology Configuration 

2.1.2 Direct Manufacturing Cost Differences between a 2007 Saturn Vue Green BAS 

Hybrid and a 2007 Conventional Baseline Saturn Vue Vehicle

A summary of the calculated, net incremental, direct manufacturing costs for producing a 

2007 Saturn Vue Green Line BAS hybrid vehicle over the conventional Saturn Vue is 

presented in Table 2-1. The costs, captured only for vehicle differences having an overall 

positive or negative cost impact, are broken out for each of the major systems in both the 

Saturn Vue Green Line (New Technology Configuration) and Saturn Vue (Baseline 

Technology Configuration). At the bottom of the table, the baseline configuration costs 

are subtracted from the new technology configuration costs resulting in a net incremental 

cost. 

From the cost element breakdown within the table, approximately 62% of the incremental 

direct manufacturing costs (i.e., $1,388.77) are material costs, 13% labor costs, and 25% 

overhead costs. Relative to the net incremental direct manufacturing cost of $1,652.20, 

approximately 84% are total manufacturing costs (i.e., material, labor, overhead) and the 

remaining 16% is applicable mark-up. 

More than 90% of the costs for adding the BAS technology to the baseline configuration

originate from the Electrical Power Supply (52%), Electrical Distribution and Control 

(34%), and Engine (7%) systems. 

Additional details on the components evaluated within each vehicle system and their 

associated costs are discussed in the following sections. 
2-12

Table 2-1: Net Incremental Direct Manufacturing Cost of the Saturn Vue Green Line 

BAS Hybrid over a Conventional Saturn Vue 

Material Labor Burden End Item 

Scrap SG&A Profit ED&T-R&D

000000 Vehicle

1 01 Engine System $ 71.84 $ 33.14 $ 23.08 $ 128.06 $ 0.69 $ 8.14 $ 8.16 $ 3.65 $ 20.65 $ 0.46 $ 149.17

2 02 Transmission System $ 16.64 $ 15.04 $ 15.95 $ 47.63 $ 0.20 $ 2.58 $ 2.38 $ 0.99 $ 6.16 $ 0.07 $ 53.86

3 03 Body System $ 3.41 $ 2.50 $ 7.98 $ 13.89 $ 0.03 $ 0.44 $ 0.35 $ 0.09 $ 0.91 $ 0.03 $ 14.83

6 06 Brake System $ 9.56 $ 10.88 $ 16.45 $ 36.89 $ 0.17 $ 2.30 $ 2.08 $ 0.83 $ 5.38 $ 0.03 $ 42.30

14 14 Electrical Power Supply System $ 503.67 $ 76.19 $ 244.84 $ 824.70 $ 5.58 $ 58.65 $ 64.35 $ 30.85 $ 159.43 $ 2.42 $ 986.55

18 18 Electrical Distribution and Control System $ 315.89 $ 61.27 $ 96.67 $ 473.82 $ 3.04 $ 32.32 $ 35.09 $ 16.72 $ 87.17 $ 0.92 $ 561.91

$ 921.00 $ 199.03 404.97$ $ 1,524.99 $ 9.72 104.43$ 112.42$ $ 53.13 $ 279.69 $ 3.94 $ 1,808.62

Item

System Description

SYSTEM & SUBSYSTEM DESCRIPTION

VEHICLE ROLL-UP

NEW TECHNOLOGY GENERAL PART INFORMATION:

2007 Saturn Vue, 2.4L, I4, 170 hp, Mild HEV 

(Electric Motor 14.5kW, Battery 36V, Nominal Pack Capacity 18.4Ah)

Manufacturing Total 

Manufacturing 

Cost 

(Component/ 

Assembly)

Markup Net 

Component/ 

Assembly 

Cost Impact to 

OEM

Total Markup 

Cost 

(Component/ 

Assembly)

Total 

Packaging 

Cost 

(Component/ 

Assembly)

Material Labor Burden End Item 

Scrap SG&A Profit ED&T-R&D

000000 Vehicle

1 01 Engine System $ 12.39 $ 5.62 $ 7.91 $ 25.92 $ 0.12 $ 1.55 $ 1.43 $ 0.60 $ 3.70 $ 0.10 $ 29.72

2 02 Transmission System $ - $ - $ - $ - $ - $ - $ - $ - $ - $ - $ -

3 03 Body System $ - $ - $ - $ - $ - $ - $ - $ - $ - $ - $ -

6 06 Brake System $ - $ - $ - $ - $ - $ - $ - $ - $ - $ - $ -

14 14 Electrical Power Supply System $ 42.06 $ 17.88 $ 45.21 $ 105.15 $ 0.47 $ 6.60 $ 6.13 $ 2.51 $ 15.71 $ 0.09 $ 120.95

18 18 Electrical Distribution and Control System $ 2.77 $ 1.75 $ 0.63 $ 5.15 $ 0.02 $ 0.28 $ 0.21 $ 0.07 $ 0.58 $ 0.03 $ 5.76

57.22$ $ 25.24 $ 53.75 $ 136.22 $ 0.61 $ 8.43 $ 7.77 $ 3.18 $ 19.99 $ 0.22 $ 156.43

BASE TECHNOLOGY GENERAL PART INFORMATION:

2007 Saturn Vue, 2.4L I4, 170hp, 162 ft-lb

Item

System Description

SYSTEM & SUBSYSTEM DESCRIPTION

VEHICLE ROLL-UP

Manufacturing Total 

Manufacturing 

Cost 

(Component/ 

Assembly)

Markup Total Markup 

Cost 

(Component/ 

Assembly)

Total 

Packaging 

Cost 

(Component/ 

Assembly)

Net 

Component/ 

Assembly 

Cost Impact to 

OEM

Material Labor Burden End Item 

Scrap SG&A Profit ED&T-R&D

000000 Vehicle

1 01 Engine System $ 59.45 $ 27.52 $ 15.17 $ 102.14 $ 0.57 $ 6.59 $ 6.73 $ 3.06 $ 16.95 $ 0.37 $ 119.46

2 02 Transmission System $ 16.64 $ 15.04 $ 15.95 $ 47.63 $ 0.20 $ 2.58 $ 2.38 $ 0.99 $ 6.16 $ 0.07 $ 53.86

3 03 Body System $ 3.41 $ 2.50 $ 7.98 $ 13.89 $ 0.03 $ 0.44 $ 0.35 $ 0.09 $ 0.91 $ 0.03 $ 14.83

6 06 Brake System $ 9.56 $ 10.88 $ 16.45 $ 36.89 $ 0.17 $ 2.30 $ 2.08 $ 0.83 $ 5.38 $ 0.03 $ 42.30

14 14 Electrical Power Supply System 461.61$ $ 58.32 $ 199.62 $ 719.55 $ 5.11 $ 52.05 $ 58.22 $ 28.33 $ 143.72 $ 2.33 $ 865.60

18 18 Electrical Distribution and Control System 313.12$ $ 59.52 $ 96.04 $ 468.67 $ 3.02 $ 32.04 $ 34.88 $ 16.66 $ 86.59 $ 0.89 $ 556.15

$ 863.78 $ 173.78 351.21$ $ 1,388.77 $ 9.11 $ 95.99 104.64$ $ 49.96 $ 259.70 $ 3.72 $ 1,652.20

INCREMENTAL COST TO UPGRADE TO NEW TECHNOLOGY PACKAGE

Manufacturing Total 

Manufacturing 

Cost 

(Component/ 

Assembly)

Markup Total Markup 

Cost 

(Component/ 

Assembly)

Total 

Packaging 

Cost 

(Component/ 

Assembly)

Net 

Component/ 

Assembly 

Cost Impact to 

OEM

Item

System Description

SYSTEM & SUBSYSTEM DESCRIPTION

VEHICLE ROLL-UP
2-13

2.2 Engine System & Cost Summary Overview

2.2.1 Engine Hardware Overview

The internal combustion engine in the Saturn Vue Green Line is similar to the 

conventional vehicle engine (i.e., no ICE foundation changes are associated with the 

adaptation of the BAS technology). However, there are modifications regarding the 

ancillary components assembled to the engine. The greatest change is the replacement of 

the 12-volt alternator with a three (3)-phase starter motor/generator. Figure 2-2 shows the 

starter motor/generator position on the engine. The addition of the starter motor also 

drives additional changes in the serpentine belt tensioner, as it needs to react in two 

directions as opposed to the current single direction. When the vehicle engine is off, the 

electric motor is used to drive the engine/AC compressor belt. This ensures adequate 

cooling in the event of the operator having the AC turned on. Additional details on the 

starter motor/generator are cover in Section 2.5, “Electric Power Supply Subsystem.” 

Figure 2-2: Belt Alternator Starter Hardware 

The belt tensioner (Figure 2-3) for the motor/generator is a spring-hydraulic design. The 

shock is fixed at the top and attaches to a dual pulley pivot plate. Note: the front pulley 

mount ear was damaged on the vehicle as received. Commodity-based pricing was used 

for the pulley bearings, shaft seal, spring, and fasteners. All other parts were analyzed in 

detail to calculate their associated costs. The pivot plate and both ends of the shock ears 

are die-cast machined aluminum. Both pulleys are a steel design assumed to be machined 

and painted from steel 1008 bar stock. The shock internal parts were machined from bar 

stock with the exception of the stamped star-shaped retainer clip. 
2-14

Figure 2-3: Motor Generator Drive Belt 

During cold weather operation, an electric coolant pump is used to provide fluid flow for 

the heater core to maintain a desired temperature within the passenger compartment. The 

coolant pump is an additional component to the system and is tied into the existing heater 

core plumbing in the engine compartment (Figure 2-4). 

Figure 2-4: Heater Core Coolant Electric Circulation Pump
2-15

The engine retains the typical 12-volt starter motor for use in cold start conditions. The 

attachment configurations of the BAS components to the engine, compared to the 

conventional 12-volt alternator system, were considered equal in the majority of cases. 

For example, the belt tensioner for the BAS system has a single mounting point to the 

engine similar to base vehicle design. Further, the starter motor/generator mounting 

bracket is considered to be comparable to what is typically used to support a 12-volt 

conventional alternator. 

2.2.2 Engine System Cost Impact

The system overview discussion highlights the two (2) engine subsystems that saw the 

greatest magnitude of change required for Mild HEV adaptation. These components are 

captured within their respective subsystems. The two (2) subsystems that contributed to 

the net incremental, direct manufacturing engine system cost of $119.46 are listed below

and in Table 2-2. 

• Accessory Drive Subsystem ($30.75) (belt, tensioner, and bracket assembly). The 

additional cost is driven by the replacement of the 12-volt alternator with a three

(3)-phase motor/generator and in turn causes modification to the serpentine belt. 

• Cooling Subsystem ($88.71) (auxiliary coolant pump, tubes and hoses). An 

auxiliary electric coolant pump is used to provide fluid flow for the heater core to

maintain a desired temperature within the passenger compartment. 
2-16

Table 2-2 : Net Incremental Direct Manufacturing Cost of a Saturn Vue HEV Engine 

System in Comparison to a Saturn Vue Conventional Engine System 

Material Labor Burden End Item 

Scrap SG&A Profit ED&T-R&D

01 Engine System

1 02 Engine Frames, Mounting and Brackets Subsystem $ - $ - $ - $ - $ - $ - $ - $ - $ - $ - $ -

8 09 Accessory Drive Subsystem $ 26.66 $ 11.20 $ 14.70 $ 52.56 $ 0.25 $ 3.26 $ 2.99 $ 1.22 $ 7.73 $ 0.17 $ 60.46

13 14 Cooling Subsystem $ 45.18 $ 21.94 $ 8.38 $ 75.50 $ 0.44 $ 4.88 $ 5.17 $ 2.43 $ 12.92 $ 0.29 $ 88.71

71.84$ $ 33.14 $ 23.08 $ 128.06 $ 0.69 $ 8.14 $ 8.16 $ 3.65 $ 20.65 $ 0.46 $ 149.17

SYSTEM & SUBSYSTEM DESCRIPTION

SYSTEM ROLL-UP

NEW TECHNOLOGY GENERAL PART INFORMATION:

2007 Saturn Vue, 2.4L, I4, 170 hp, Mild HEV 

(Electric Motor 14.5kW, Battery 36V, Nominal Pack Capacity 18.4Ah)

Manufacturing Total 

Manufacturing 

Cost 

(Component/ 

Assembly)

Markup Net 

Component/ 

Assembly 

Cost Impact to 

OEM

Total Markup 

Cost 

(Component/ 

Assembly)

Total 

Packaging 

Cost 

(Component/ 

Assembly)

Item

Subsystem

 Subsystem Description

Material Labor Burden End Item 

Scrap SG&A Profit ED&T-R&D

01 Engine System

1 02 Engine Frames, Mounting and Brackets Subsystem $ - $ - $ - $ - $ - $ - $ - $ - $ - $ - $ -

8 09 Accessory Drive Subsystem $ 12.39 $ 5.62 $ 7.91 $ 25.92 $ 0.12 $ 1.55 $ 1.43 $ 0.60 $ 3.70 $ 0.10 $ 29.72

13 14 Cooling Subsystem $ - $ - $ - $ - $ - $ - $ - $ - $ - $ - $ -

12.39$ $ 5.62 $ 7.91 $ 25.92 $ 0.12 $ 1.55 $ 1.43 $ 0.60 $ 3.70 $ 0.10 $ 29.72

Total 

Packaging 

Cost 

(Component/ 

Assembly)

Net 

Component/ 

Assembly 

Cost Impact to 

OEM

Manufacturing Total 

Manufacturing 

Cost 

(Component/ 

Assembly)

Markup Total Markup 

Cost 

(Component/ 

Assembly)

SYSTEM & SUBSYSTEM DESCRIPTION

SYSTEM ROLL-UP

Item

Subsystem

 Subsystem Description

BASE TECHNOLOGY GENERAL PART INFORMATION:

2007 Saturn Vue, 2.4L I4, 170hp, 162 ft-lb

Material Labor Burden End Item 

Scrap SG&A Profit ED&T-R&D

01 Engine System

1 02 Engine Frames, Mounting and Brackets Subsystem $ - $ - $ - $ - $ - $ - $ - $ - $ - $ - $ -

8 09 Accessory Drive Subsystem $ 14.27 $ 5.58 $ 6.80 $ 26.64 $ 0.13 $ 1.71 $ 1.56 $ 0.63 $ 4.03 $ 0.08 $ 30.75

13 14 Cooling Subsystem $ 45.18 $ 21.94 $ 8.38 $ 75.50 $ 0.44 $ 4.88 $ 5.17 $ 2.43 $ 12.92 $ 0.29 $ 88.71

$ 59.45 $ 27.52 $ 15.17 $ 102.14 $ 0.57 $ 6.59 $ 6.73 $ 3.06 $ 16.95 $ 0.37 $ 119.46

SYSTEM & SUBSYSTEM DESCRIPTION

SYSTEM ROLL-UP

Item

Subsystem

 Subsystem Description

INCREMENTAL COST TO UPGRADE TO NEW TECHNOLOGY PACKAGE

Manufacturing Total 

Manufacturing 

Cost 

(Component/ 

Assembly)

Markup Total Markup 

Cost 

(Component/ 

Assembly)

Total 

Packaging 

Cost 

(Component/ 

Assembly)

Net 

Component/ 

Assembly 

Cost Impact to 

OEM
2-17

2.3 Transmission System

2.3.1 Transmission System Hardware Overview

The transmission is a typical automatic design with minor modifications to support the 

BAS technology. An electric oil pump (Figure 2-5) is added to the transmission to ensure 

smooth launch characteristics following engine re-start. The oil pump is a separate 

external component attach to the outside of the transmission housing. Two (2) lines are 

attached to the pump: one pulling in oil from the sump and the second providing 

pressurized oil back into the transmission (assumed into pump pressure circuit offsetting 

the loss of normal pump pressure from the engine being off). There were no apparent 

changes to the transmission other than tying the electric pump lines into the existing oil 

supply circuits and mounting points for the pump. Machining operations costs were 

captured for all the additional required features. 

Figure 2-5: Transmission Electric Oil Pump 

The transmission oil pump is mounted on the side of the transmission (external) and 

secured with four (4) threaded fasteners. An inlet and outlet tube connects the pump to 

the internal transmission oil passages. The additional machining required for attaching the 

pump and the tubes to the case is captured as part of the analysis. 

Figure 2-6: Transmission Oil Lines 
2-18

Both transmission oil pump lines (Figure 2-6) are aluminum tube design. All fabrication 

processes were captured in detail. The tube is assumed to be tube stock that is bent to the 

required shape. The addition of machined aluminum fittings are slid in place on the long 

tube. The ends are then flared, capturing them in place. The same process is used on one 

end of the short tube; the opposite end of the short tube has a fitting that is brazed in 

place. O-rings are used at each end of the tube for sealing. The fasteners for attaching the 

tube ends are costed based on commodity pricing. 

Figure 2-7: Transmission Oil Pump 

The transmission oil pump depicted in Figure 2-7 is an electric-driven gerotor design.

The gears are captured between two (2) aluminum machined housings with the electric 

motor attached on one end. The motor is secured to the pump housing with four (4) 

threaded fasteners. 

Figure 2-8: Pump Housing and Cover 

The oil pump housing and cover in Figure 2-8 are both die-cast machined aluminum 

A380 designs. The cover provides the interface to the external tubing, while the housing 

provides the gerotor pocket and interface to the electric motor. 
2-19

Figure 2-9: Gerotor Gears, Shaft, and Seal

The gears shown in Figure 2-9 are powdered metal design with ground surfaces on the 

front and back sides. The inner gear is pressed on to a machined shaft, which is driven by

the electric motor. A shaft seal is used to prevent oil from exiting the pump into the 

electric motor. 

Figure 2-10: Oil Pump Electric Drive Motor 

The electric motor (Figure 2-10) is contained in a steel can with a base plate for the 

brushes and attachment to the gear housing. The rotor is installed into the can, followed 

by a gasket and then the base plate. The assembly is secured together once it is attached to 

the gear housing. The gasket is a stamped coated steel design. 
2-20

Figure 2-11: Base Plate and Motor Brushes

The base plate (Figure 2-11) is die-cast machined aluminum A380. The brush mounting 

plate is injection-molded PBT with 30% glass fill and includes two (2) over-molded 

terminal plates. 

Figure 2-12: Motor Can and Magnets

The motor can (Figure 2-12) is a deep-drawn galvanized design. Two magnets are 

contained inside the can held in place by magnetism only. A wire-formed locator is used 

to keep the magnets separated from each other once installed. 

Figure 2-13: Rotor Assembly and Bearings

The rotor (Figure 2-13) is held on each end by a pair of bearings. Both bearings are 

pressed on to the ends of the shafts. The unsealed bearing sits in the bottom of the can 

while the sealed bearing is in a pocket inside the base plate. 
2-21

Figure 2-14: Rotor, Windings, and Commutator 

The rotor components are highlighted in Figure 2-14. The rotor shaft is assumed to be 

machined from bar stock 1060 steel. The rotor stack consists of twenty-six (26) stamped 

EM steel laminated plates locked together. The wire windings is made up of six (6) poles, 

24 winds per pole, two phases (12 poles total), and 64 inches of 19.5 gauge (0.031") 

varnished copper wire. A segmented commutator is pressed onto one end of the shaft for 

connecting to the individual pole leads. The commutator is an injection-molded PPS with 

the brass segments insert-molded. 

2.3.2 Transmission System Cost Impact

The system overview discussion describes the transmission subsystems requiring changes 

for the BAS system adaptation. Although the changes to the transmission crossed over 

several subsystems within the transmission, to simplify the analysis all cost impact was 

captured within the Oil pump and Filter Subsystem. The net incremental direct 

manufacturing cost for the transmission ($53.86) is captured in Table 2-3, including cost 

element contributions (i.e., material, labor, manufacturing overhead, and mark-up). 

In the transmission system analysis, only part and process additions and modifications, 

increasing the costs to the baseline transmission system, were identified. Because there 

are no baseline transmission system credits to offset the BAS system additions, there is no 

baseline or incremental direct manufacturing cost sub-tables included in Table 2-3. The 

new technology configuration direct manufacturing cost is the incremental direct 

manufacturing cost. 
2-22

Table 2-3: Net Incremental Direct Manufacturing Cost of a Saturn Vue HEV 

Transmission System in Comparison to a Saturn Vue Conventional Transmission System

Material Labor Burden End Item 

Scrap SG&A Profit ED&TR&D

0 0206 Oil Pump and Filter Subsystem

1 00 Assembly of Oil Pump and Filter Subsystem $ 0.32 $ 3.07 $ 0.47 $ 3.87 $ - - $ - $ - $ $ - $ - $ 3.87

2 01 Oil Pump Assembly $ 14.29 $ 7.26 $ 8.75 $ 30.30 $ 0.15 $ 1.97 $ 1.82 $ 0.76 $ 4.70 $ 0.03 $ 35.03

3 02 Covers $ - $ - $ - $ - $ - - $ - $ - $ $ - $ - $ -

4 03 Filters $ - $ - $ - $ - $ - - $ - $ - $ $ - $ - $ -

5 04 Oil Cooler $ - $ - $ - $ - $ - - $ - $ - $ $ - $ - $ -

6 05 Oil Squirter $ - $ - $ - $ - $ - - $ - $ - $ $ - $ - $ -

7 10 Plugs $ - $ - $ - $ - $ - - $ - $ - $ $ - $ - $ -

8 70 Pipes, Hoses, Ducting $ 1.41 $ 4.06 $ 3.96 $ 9.43 $ 0.05 $ 0.61 $ 0.57 $ 0.24 $ 1.46 $ 0.04 $ 10.92

9 75 Brackets $ - $ - $ - $ - $ - - $ - $ - $ $ - $ - $ -

10 80 Boltings $ - $ - $ - $ - $ - - $ - $ - $ $ - $ - $ -

11 85 Sealing Elements $ - $ - $ - $ - $ - - $ - $ - $ $ - $ - $ -

12 90 Bearings Elements Misc $ - $ - $ - $ - $ - - $ - $ - $ $ - $ - $ -

13 99 Miscellaneous $ 0.62 $ 0.65 $ 2.77 $ 4.04 $ - - $ - $ - $ $ - $ - $ 4.04

16.64$ $ 15.04 $ 15.95 $ 47.63 $ 0.20 $ 2.58 $ 2.38 $ 0.99 $ 6.16 $ 0.07 $ 53.86

SYSTEM & SUBSYSTEM DESCRIPTION

SUBSYSTEM ROLL-UP

NEW TECHNOLOGY GENERAL PART INFORMATION:

2007 Saturn Vue, 2.4L, I4, 170 hp, Mild HEV 

(Electric Motor 14.5kW, Battery 36V, Nominal Pack Capacity 18.4Ah)

Manufacturing Total 

Manufacturing 

Cost 

(Component/ 

Assembly)

Markup Net 

Component/ 

Assembly 

Cost Impact to 

OEM

Total Markup 

Cost 

(Component/ 

Assembly)

Total 

Packaging 

Cost 

(Component/ 

Assembly)

Item

Subsystem

Sub-Subsystem Description

Technology Level: Mild Hybrid, Start-Stop Technology

 Vehicle Class: Mid to Large Size Passenger Vehilce, 4-6 Passengers

 Study Case#: 0402 (N=New, B=Base, 04=Technology Package, 02=Vehicle Class)
2-23

2.4 Body System

2.4.1 Body System Hardware Overview

The addition of the various BAS components drove minor changes in the body-in-white. 

Two mounting brackets are added on the inboard side of each rear shock tower for 

attaching the battery pack. 

Figure 2-15: Battery Pack Mount Bracket 

The battery mount bracket (Figure 2-15) is a stamped steel design that is spot welded to 

the body on either side inboard of the rear shock tower. The stamping cost is estimated 

along with installation to the vehicle. The cost of painting the bracket is excluded as it is 

part of the body-in-white and requires no additional steps or operations; it has minimal to 

no impact on the total cost. 

2.4.2 Body System Cost Impact

In Table 2-4, the incremental cost for adding the battery mounting brackets to the 

baseline body-in-white (BIW) are shown. The brackets are additional components 

required for the BAS system. With the addition of the BAS system, no baseline body 

credits are recognized. Therefore, the incremental direct manufacturing cost for BIW is 

equal to the new technology direct manufacturing costs ($14.83). 
2-24

Table 2-4: Net Incremental Direct Manufacturing Cost of a Saturn Vue HEV Body 

System in Comparison to a Saturn Vue Conventional Body System

Material Labor Burden End Item 

Scrap SG&A Profit ED&T-R&D

0 $ - - $ - $ $ - $ - $ - $ - $ - $ - $ - $ -

$ - - $ - $ $ - $ - - $ - $ - $ $ - $ - $ -

0301 Body Structure Subsystem $ - - $ - $ $ - $ - - $ - $ - $ $ - $ - $ -

1 00 Assembly of Body Structure Subsystem $ 1.55 $ 2.04 $ 6.97 $ 10.57 $ - $ - $ - $ - $ - $ - $ 10.57

A Assembly of Body Structure Subsystem Components 03 01 00 - N0402- 01 1 Full $ 1.55 $ 2.04 $ 6.97 $ 10.57 $ - - $ - $ - $ $ - $ - $ 10.57

13 75 Brackets $ 1.86 $ 0.46 $ 1.01 $ 3.32 $ 0.03 $ 0.44 $ 0.35 $ 0.09 $ 0.91 $ 0.03 $ 4.27

A V - Brace Rear Battery Left 03 01 75 - N0402- 01 1 Full $ 0.93 $ 0.23 $ 0.50 $ 1.66 $ 0.01 $ 0.22 $ 0.18 $ 0.05 $ 0.46 $ 0.02 $ 2.13

B V - Brace Rear Battery Right 03 01 75 - N0402- 02 1 Full $ 0.93 $ 0.23 $ 0.50 $ 1.66 $ 0.01 $ 0.22 $ 0.18 $ 0.05 $ 0.46 $ 0.02 $ 2.13

14 80 Boltings $ - - $ - $ $ - $ - $ - $ - $ - $ - $ - $ -

A 03 01 80 - N0402- 01 1 Full PIA to Body 

Assembly $ - - $ - $ $ - $ - - $ - $ - $ $ - $ - $ -

B 03 01 80 - N0402- 02 1 Full PIA to Body 

Assembly

C V Weld Nut - Small, 36V Harness Asm 03 01 80 - N0402- 03 3 Full PIA to Body 

Assembly

D V Weld Nut - Large 36V Harness Asm 03 01 80 - N0402- 04 4 Full PIA to Body 

Assembly

E V Weld Nut - PEB Bracket Mount 03 01 80 - N0402- 05 2 Full PIA to Body 

Assembly

F V Weld Stud - PEB Bracket Mount 03 01 80 - N0402- 06 2 Full PIA to Body 

Assembly

G V Weld Stud, Ground Stud BIW, PEB 03 01 80 - N0402- 07 1 Full PIA to Body 

Assembly

15 85 Sealing Elements $ - - $ - $ $ - $ - $ - $ - $ - $ - $ - $ -

A Body Sheet Metal Silicone Sealer 03 01 85 - N0402- 01 NA Full PIA to Body 

Assembly $ - - $ - $ $ - $ - - $ - $ - $ $ - $ - $ -

$ 3.41 $ 2.50 $ 7.98 $ 13.89 $ 0.03 $ 0.44 $ 0.35 $ 0.09 $ 0.91 $ 0.03 $ 14.83

Grommet - V High Voltage Wire 

Harness Assembly, Rear Floor Pan 

Complete 

Subsystem Quote 

(Yes/No)

Full, 

Modification, 

Differential, 

or Not 

Applicable 

Quote Level

Part Number

Stud - V Ground Strap, Rear Battery 

to Body

Total Markup 

Cost 

(Component/ 

Assembly)

Total 

Packaging 

Cost 

(Component/ 

Assembly)

Net 

Component/ 

Assembly 

Cost Impact to 

OEM

No

NEW TECHNOLOGY GENERAL PART INFORMATION:

2007 Saturn Vue, 2.4L, I4, 170 hp, Mild HEV 

(Electric Motor 14.5kW, Battery 36V, Nominal Pack Capacity 

18.4Ah)

Item

Subsystem

NEW 

TECHNOLOGY 

PACKAGE QUOTE 

PARAMETERS

Markup

Assembly

Name/Description

NEW TECHNOLOGY PACKAGE COST INFORMATION

QTY/ 

Subsystem

Notes

Manufacturing Total 

Manufacturing 

Cost 

(Component/ 

Subassembly

Assembly)

Component

Sub-Subsystem
2-25

2.5 Brake Systems

2.5.1 Brake System Hardware Overview

The Saturn Vue’s brake system is also modified to support the start-stop technology. 

When the vehicle is at a stop and the engine is off, there is no means of providing 

additional vacuum to the brake booster. A hill hold feature is added to the existing brake 

system to compensate for the vacuum loss. The hill hold feature consists of a solenoid 

pack for holding brake pressure to both rear wheels of the vehicle. Two (2) sensors are 

added for system control: a pressure sensor in the brake line and a vacuum sensor in the 

brake booster. 

Figure 2-16: Brake Booster Vacuum Sensor 

The vacuum sensor in Figure 2-16 is integrated with the brake booster vacuum check 

valve. 

Figure 2-17: Hill Hold Solenoid and Brake Pressure Sensor 

The brake pressure sensor in Figure 2-17 requires extra components which are connected 

in line with the existing brake lines. The sensor are screwed into an extruded machined 

aluminum 7000 series block. Machined features provide a T-connection between the 

existing brake fluid circuit and the sensor. A break in the line also requires the addition of 
2-26

two (2) tube nuts and additional fabrication to the lines for flaring operations. The 

addition of the solenoid results in four (4) more tube nuts and flaring operations. 

Figure 2-18: Hill Hold Solenoid & Bracket Assembly 

The hill hold solenoid in Figure 2-18 is attached by two (2) threaded fasteners to the front 

of dash pannel just below the brake master cylinder. A painted, stamped steel plate is 

attached with two (2) threaded fasteners to the base of the valve housing. 

Figure 2-19: Hill Hold Solenoid Assembly Components 

The hill hold solenoid valve in Figure 2-19 consists of a machined aluminum cast 

manifold with two (2) control valves and a pair of electric solenoids for control. 
2-27

2.5.2 Brake System Cost Impact

The brake system overview discussion highlights three (3) additional primary brake 

components (i.e., hill hold solenoid, booster vacuum sensor, and brake line pressure 

sensor) required for the BAS brake system. The costs of these components are captured 

within their respective subsystems in Table 2-5 below. 

In the brake system analysis only part and process additions and modifications, increasing 

the costs to the baseline brake system, were identified. Because there are no baseline 

brake system credits to offset the BAS system additions, there is no baseline or 

incremental direct manufacturing cost sub-tables included in Table 2-5. 

Table 2-5: Net Incremental Direct Manufacturing Cost of a Saturn Vue HEV Brake 

System in Comparison to a Saturn Vue Conventional Brake System 

Material Labor Burden End Item 

Scrap SG&A Profit ED&T-R&D

0906 Brake Controls Subsystem

1 00 Assembly of Brake Controls Subsystem $ 0.08 $ 3.52 $ 0.54 $ 4.14 $ - $ - $ - $ - $ - $ - $ 4.14

2 01 Brake Control Hardware $ - - $ $ - $ - $ - $ - $ - $ - $ - $ - $ -

3 02 Brake Control Valves $ 3.21 $ 3.05 $ 6.42 $ 12.67 $ 0.07 $ 0.87 $ 0.79 $ 0.32 $ 2.05 $ 0.01 $ 14.74

4 03 Sensors $ 6.27 $ 4.31 $ 9.49 $ 20.08 $ 0.11 $ 1.42 $ 1.29 $ 0.51 $ 3.32 $ 0.02 $ 23.42

5 04 Brake Lines & Fittings $ - - $ $ - $ - $ - $ - $ - $ - $ - $ - $ -

6 70 Pipes, Hoses, Ducting $ - - $ $ - $ - $ - $ - $ - $ - $ - $ - $ -

7 75 Brackets $ - - $ $ - $ - $ - $ - $ - $ - $ - $ - $ -

8 80 Boltings $ - - $ $ - $ - $ - $ - $ - $ - $ - $ - $ -

9 85 Sealing Elements $ - - $ $ - $ - $ - $ - $ - $ - $ - $ - $ -

10 90 Bearings Elements Misc $ - - $ $ - $ - $ - $ - $ - $ - $ - $ - $ -

11 99 Miscellaneous $ - - $ $ - $ - $ - $ - $ - $ - $ - $ - $ -

$ 9.56 $ 10.88 $ 16.45 $ 36.89 $ 0.17 $ 2.30 $ 2.08 $ 0.83 $ 5.38 $ 0.03 $ 42.30

Total Markup 

Cost 

(Component/ 

Assembly)

Total 

Packaging 

Cost 

(Component/ 

Assembly)

Item

Subsystem

Sub-Subsystem Description

SYSTEM & SUBSYSTEM DESCRIPTION

SUBSYSTEM ROLL-UP

NEW TECHNOLOGY GENERAL PART INFORMATION:

2007 Saturn Vue, 2.4L, I4, 170 hp, Mild HEV 

(Electric Motor 14.5kW, Battery 36V, Nominal Pack Capacity 18.4Ah)

Manufacturing Total 

Manufacturing 

Cost 

(Component/ 

Assembly)

Markup Net 

Component/ 

Assembly 

Cost Impact to 

OEM

Technology Level: Mild Hybrid, Start-Stop Technology

 Vehicle Class: Mid to Large Size Passenger Vehilce, 4-6 Passengers

 Study Case#: 0402 (N=New, B=Base, 04=Technology Package, 02=Vehicle Class)
2-28

2.6 Electric Power Supply System

2.6.1 Starter Motor/Generator Hardware Overview

The starter motor/generator (Figure 2-20 and Figure 2-21) was completely disassembled 

and analyzed to capture the cost impact to the BAS system. In the analysis, it is assumed 

that the motor/generator assembly was received at the OEM with the cables already 

attached for installation to the engine. Major pre-assembled components for the starter 

motor/generator assembly, discussed in more detail below, include the rotor, stator, 

resolver, power cables, and brush housing. 

Figure 2-20: Motor Generator Removed 

Figure 2-21: Motor Generator Assembly Assorted Views 

Figure 2-22: Motor Generator Pulley 
2-29

The starter motor/generator drive pulley (Figure 2-22) for the motor generator is assumed 

to be a manufactured form steel bar stock on a CNC turning machine. It also utilizes a 

pressed-in conical spacer/bushing design for assembly to the shaft. The conical bushing is 

also assumed to be manufactured from steel bar stock. 

Figure 2-23: Starter Motor/Generator Die-Cast Housings 

The motor generator is captured between two (2) die-cast machined aluminum housings, 

as shown in Figure 2-23. An additional die-cast aluminum housing (far left photo above) 

is attached on the back and provides a sealed environment for the resolver. All three 

housings are assumed to be manufactured from aluminum A380. The rear housing 

contains machined features to accommodate the cable block attachment. All three have 

as-cast cooling vent holes. Note the outside of the stator is not covered by the aluminum 

castings and is completely exposed to the elements. 

Figure 2-24: Resolver, Cover, Vent and Target Wheel 

A resolver is utilized to montitor the starter motor/generator speed. It is located at the 

back of the assembly inside a pocket in the end cover. It is secured to the housing with a 

stamped steel retainer plate and three (3) threaded fasteners. A separate stamped steel 

cover plate encloses the resolver and provides sealing against the elements. A duckbill 

vent is used to allow for one-way airflow in the resolver pocket, which is vented to the 

atmosphere. The sensor target consists of sixteen (16) stamped EM steel laminated plates 

pressed over the rotor shaft. Each of these components is illustrated in Figure 2-24. The 
2-30

resolver was completely disassembled and analyzed to capture its total cost. It consisted 

of the following: 10" - 8 conductor shielded cable; wire grommet; 10-pin connector 

(w/CPA, TPA, and Rosebud), 7 - 0.10" male blade terminals; 5.5"x0.5" diameter braided 

sheath; 2 - 1-3/8" heat shrink tubing; 184 feet - 38 gauge (0.004") wire (12 poles, 174 

winds per pole - 4 groups); 14 EM steel plates (0.020" thick); and a PPS injection molded 

housing. 

Figure 2-25: Cable Interface Block 

As shown in Figure 2-25, a cable block is installed on the back of the motor/generator 

assembly to the cast housing. It is an injection-molded PPS and contains several 

over/insert molded brass inserts. Three (3) molded rubber gromets are used to isolate/seal 

the stator leads coming through the housing. 

Figure 2-26: Cable Motor/Generator to PEB 

The cable connection for the motor/generator and power electronics bar (PEB) is through 

three separate cables. Each one has a different length because the connection point to the 

PEB is staggered. Red, white, and black primary cables are used to ensure each is 

properly connected (black shortest, red longest, etc.). Common o-ring sealed terminals are 

used on each end. All three utilize a blue convolute cover for additional protection. The 

cable assemblies are tied together in the middle with an insulated clamp and bracket, as 

seen in Figure 2-26. 
2-31

Figure 2-27: Brush Housing Assembly and Seals 

Power is applied to the rotors slip ring through a pair of spring-loaded contact brushes. 

The brushes are contained in an injection-molded PPS part. A split housing design is 

utilized to provide ease of installation. The smaller end piece is also injection-molded 

PPS with two (2) grooves for a slip-fit design to the main brush housing. Both ends of the 

shaft opening are sealed (face seal to case radial on top). Figure 2-27 highlights the brush 

housing assembly and seals. 
2-32

Figure 2-28: Contact Brushes 

Four (4) stamped terminals are overmolded in the housing, providing electrical 

conductivity to the rotor. The brushes, as seen in Figure 2-28, are retained by their wire 

tails soldered in place at the back of the housing. The brushes are under constant spring 

tension and are self-contained for ease of installation over the shaft. 

Figure 2-29: Rotor Assembly 

The rotor assembly in Figure 2-29 was disassembled down to its individual components. 

The rotor is assumed to go through a balancing operation (after the cores are pressed onto 

the shaft), coating operation and testing, in addition to the general assembly of the 

individual parts. 

Figure 2-30: Rotor Shaft 
2-33

The rotor shaft, Figure 2-30, is assumed to be machined from steel 4140 bar stock. 

Machining operations include numerous turned ODs, rolled splines, threading, and cut 

slots. 

Figure 2-31: Core Halves and Windings 

The rotor core halves as seen in Figure 2-31 are common from end to end. The core is 

assumed to be a machined nodular cast iron. The external OD machining was captured 

after assembly to the shafts. Both cores and coil are assumed to be pressed in place all at 

the same time for assembly. The coil consisted of an injection-molded bobbin with 475 

feet - 20 gauge (0.030") varnished copper wire wrapped around it. After the coil is wound 

and in place on the bobbin, it is wrapped with an insulating protective tape. 

Figure 2-32: Rotor Magnets 

Sixteen (16) magnets are pressed between each of the pole halves around the entire 

perimeter of the rotor (Figure 2-32). The magnets are contained inside a stamped steel 

case. 
2-34

Figure 2-33: Cooling Fans 

Both ends of the rotor contain fan blades for cooling as depicted in Figure 2-33. Both are 

a stamped steel design and are spot welded to the rotor core. 

Figure 2-34: Brush Slip Ring and Winding Connector 

The brushes transfer current through a pair of copper slip rings with leads connecting to 

the winding connector interface (Figure 2-34). The rings are assumed to be machined 

from copper tube stock pressed over a PPS injection-molded base. The terminal connector 

is a PPS injection-molded part with the terminal to winding stamped terminal leads 

overmolded into the connector. 

Figure 2-35: Shaft Bearings 
2-35

Both ends of the rotor shaft are supported by sealed bearings, as seen in Figure 2-35. One 

end is secured with a plate and three (3) threaded fasteners. The other end is pressed in 

place and has a stamped retainer plate. 

Figure 2-36: Stator Assembly 

The stator (Figure 2-36) consists of one hundred five (105) stamped laminated and 

locked EM steel plates. The windings are typical of motor alternator designs and use an 8 

pole (9 winds per pole), three-phase (24 poles) design. Insulators are placed in each pole 

area before the wire is wound to the stator. The stator windings use 129 feet - 14 gauge 

(0.066") varnished copper wire. Final assembly of terminals and termination of wires 

along with final insulation and wraping is assumed to have been done in a manual labor 

environment. 

Figure 2-37: Temperature Sensor 

A temperature sensor (Figure 2-37) is installed during the final wrap and tie off of the 

windings. The sensor sits along the top of the windings. 
2-36

2.6.2 BAS Battery Pack Hardware Overview

The BAS technology requires an additional high capacity battery pack. The battery pack, 

as seen in Figure 2-38, is located directly behind the rear seat. It is assembled to the 

vehicle as a completed battery module. The battery module contains the battery cells, 

control board, battery disconnent module, internal low and high voltage wire harnesses, 

cooling hardware, and internal and external mounting brackets and covers. 

Figure 2-38: Saturn Vue Green Line 36V Battery Pack Installed in Vehicle (LHS) and 

Removed from Vehicle (RHS) 

The battery type and construction is a prismatic nickle metal hydride comprising of six (6) 

modules. The nominal system voltage provided by the battery is 36V; nominal pack 

capacity is 18.4 Ah. More detail on the pack construction is dicussed below. 

Figure 2-39: Battery Tray/Housing 
2-37

The battery is enclosed in a stamped steel housing. The bottom housing in Figure 2-39 

consists of the primary tray and six (6) brackets spot welded in place; one bracket a multipiece hinged design. The top cover is a single-piece stamping with weld nuts attached by 

twelve (12) threaded fasteners to the tray. 

Figure 2-40: Fan Housing 

A cooling fan, as seen in Figure 2-40, is assembled to the side of the battery pack. It is 

covered by a stamped steel part with vent slots for air flow. The steel part provides 

protection of the motor as it is mounted on the outside of the battery pack. The fan 

assembly is mounted to the cover, then to the battery pack. The fan and fan housing are 

assumed to be injection-molded PBT components. The housing is assumed to be stamped 

1008 steel folded and spot welded to form the box, then painted. 
2-38

Figure 2-41: Fan Assembly 

The cooling fan in Figure 2-41 is pre-assembled to the circuit board before installation 

into the plastic housing. A stamped steel can is used to hold the magnet. The winding 

assembly consists of twenty (20) EM steel plates over-molded and then wound. The 

components of the circuit board were all identified and costed individually. The board top 

side mounted components included: FR4 bare board; 4-pin connector; SP8M8TBCT-ND 

MOSFETs - surface mount 2ea; PIC16F684 IC 1ea; F2933CT-ND fuse - surface mount 

1ea; B340A-FDITR-ND diode - Schottky - surface mount 3ea; BC848C-TPMSCT-ND 

transistor - surface mount 1ea; DL5244B-TPMSCT-ND Zener diode - surface mount 1ea; 

SS3P3-E3/84AGICT-ND diode - Schottky - surface mount 1ea; P930-ND capacitor - 

surface mount 1ea; capacitors 5ea; and resistors 7ea. 

The board bottom side mounted components included: SP8M8TBCT-ND MOSFETs - 

surface mount 2ea; PIC16F684 IC 1ea; F2933CT-ND fuse - surface mount 1ea; B340AFDITR-ND diode - Schottky - surface mount 3ea; BC848C-TPMSCT-ND transistor - 

surface mount 1ea; DL5244B-TPMSCT-ND Zener diode - surface mount 1ea; SS3P3-

E3/84AGICT-ND diode - Schottky - surface mount 1ea; P930-ND capacitor - surface 

mount 1ea; capacitors 5ea; and resistors 7ea. 
2-39

Figure 2-42: Battery Pack with Cover Removed 

Figure 2-43: Battery Modules and Sub-Modules 

As seen in Figure 2-42, a total of six (6) battery modules are used in the battery pack. The 

modules are grouped together in pairs (Figure 2-43), producing three (3) sets total. The 

modules in each pair are connected in parallel, the three (3) pairs are connected in series, 

producing a 36V nominal battery pack. Each battery module is made up of ten (10) cells 

(1.2V/cell), for a total battery pack quantity of sixty (60) cells. 

1

2

3

4

5

6

1

2
2-40

Each pair is contained in a stamped welded galvanized steel frame seperated by a pair of 

2000 series aluminum extrusions. As each pair is assembled, a temperature sensor is 

inserted into the end of each battery. 

Figure 2-44: Battery Case 

The battery module case (Figure 2-44) consists of five (5) injection-molded nylon 6 15% 

glass-filled parts. Once all the electrodes for each cell are in place and the tabs are welded 

together, each cell is filled with an electrolyte. The entire assembly is then sealed cover to 

the base by vibration welding. The battery module then goes through a charging and 

discharging cycle referred to as formation. It is allowed to age before final testing and 

capacitance grading of battery modules. This allows for sorting of the modules into 

equallly balanced battery packs. 

Figure 2-45: Positive Anode, Negative Anode and Separator paper 

Figure 2-45 illustrates that both positive and negative electrode plates were analyzed in 

detail to establish their respective costs. The positive cathode uses a Ni foam substrate. 

The positive substrate is coated with a slurry mix consisting of Ni(OH)2, nickel hydroxide 
2-41

powder, cobalt powder, cobalt sub-oxide and polyacrylamide crystals (binder). The 

negative anode uses a nickle plated steel substrate. The negative substrate is coated with a 

slurry mix conssiting of La rich, AB5 metal alloy powder, carbon black 99.95% pure, 

PTFE injection grade (binder), and carboxyl methyl cellulose (thickener). The cell 

separator is constructed of a non-woven microporus polyolefin film. 

Figure 2-46: Battery Pack Harness 

The battery pack harness (Figure 2-46) consists of a control module and two (2) separate 

harnesses. One harness has eight (8) circuits (interface to body) and the other ten (10) 

(battery monitoring circuits). 

Figure 2-47: Encapsulated Battery Pack Control Module 
2-42

The control module, removed from the wire harness assembly, is shown in Figure 2-47. 

The circuit board consists of the following bottom-side components: FR4 board 1ea;, 

MC9S12DG128MPV-ND IC - surface mount 1ea; 255-2130-2-ND PhotoMOS - surface 

mount 3ea; 495-1868-2-ND IC – surface mount 1ea; TLE42754D-ND IC - surface mount 

1ea; 497-1548-1-ND, IC - surface mount 1ea; IPS041L-ND MOSFET - surface mount 

1ea; 160-1305-5-ND optoisolators - surface mount 1ea; 516-1731-1-ND optoisolators - 

surface mount 1ea; PCE3155TR-ND-1 aluminum capacitor - surface mount 3ea; 296-

17563-2-ND IC - surface mount 1ea; 497-1170-2-ND IC - surface mount 1ea; 631-1011-

6-ND CRYSTAL - surface mount 1ea; OPA343UA/2K5-ND IC - surface mount 2ea; 

MM74HC14SJX-ND IC - hex inverting trigger 2ea; capacitors 21ea; resistors 26ea; and 

811-1556-5-ND DC DC converter - thru hole 1ea. 

The top side of the board contains the following components: 296-17563-2-ND IC - 

surface mount 4ea; 516-1731-1-ND optoisolator - surface mount 4ea; 255-2130-2-ND 

PhotoMOS - surface mount 3ea; IPS041L-ND MOSFET - surface mount 1ea; 

MM74HC14SJX-ND IC - hex inverting trigger 1ea; capacitors 47ea; resistors 43ea; and 

WM3809-ND power connector - thru hole 1ea. 

Figure 2-48: Battery Cables 

A total of four (4) cables, as seen in Figure 2-48, are used to connect the three (3) battery 

packs in series. 
2-43

Figure 2-49: (clockwise from top left) Disconnect Box, Disconnect Relay, Switch, Bus 

bar, Current Sensor, and Fuse 

Figure 2-49 highlights a large, injection-molded ABS housing which is used for the 

battery disconnect box. It is mounted on the side of the battery pack and has a hinged 

door. When opened, it turns off the power from the battery pack (service disconnect). The 

box also contains the battery control module that was discussed in the battery pack wiring 

section. Other componets located in the box include a disconnect relay, door open switch, 

bus bar, current sensor, and a 200-amp fuse. 

2.6.3 Electrical Power Supply System Cost Impact

In the Electrical Power Supply system, the Generator/Alternator and Regulator Subsystem 

and High Voltage Traction Battery Subsystem had a combined net incremental direct 

manufacturing cost of $865.60 as shown in Table 2-6. 

Because the baseline vehicle does not have a 36V battery, the incremental direct 

manufacturing cost associated with the added battery equals $813.66. Figure 2-50 

provides additional details on the cost breakdown of the sub-subsystems with the battery. 

Replacing the conventional alternator system hardware with the BAS system starter 

motor/generator results in an incremental direct manufacturing cost increase of $51.94. 
2-44

Table 2-6: Net Incremental Direct Manufacturing Cost of a Saturn Vue HEV Power 

Supply System in Comparison to a Saturn Vue Conventional Power Supply System

Material Labor Burden End Item 

Scrap SG&A Profit ED&T-R&D

14 Electrical Power Supply System

1 01 Service Battery Subsystem $ - $ - $ - $ - $ - $ - $ - $ - $ - $ - $ -

2 02 Generator/Alternator and Regulator Subsystem $ 59.83 $ 27.12 $ 63.12 $ 150.07 $ 0.73 $ 9.54 $ 8.79 $ 3.66 $ 22.72 $ 0.09 $ 172.89

3 03 High Voltage Traction Battery Subsystem $ 443.84 $ 49.07 $ 181.72 $ 674.62 $ 4.85 $ 49.11 $ 55.56 $ 27.19 $ 136.71 $ 2.33 $ 813.66

4 05 Voltage Converter / Inverter Subsystem $ - $ - $ - $ - $ - $ - $ - $ - $ - $ - $ -

5 08 Energy Management Module Subsystem $ - $ - $ - $ - $ - $ - $ - $ - $ - $ - $ -

503.67$ $ 76.19 244.84$ $ 824.70 $ 5.58 $ 58.65 $ 64.35 $ 30.85 $ 159.43 $ 2.42 $ 986.55

Material Labor Burden End Item 

Scrap SG&A Profit ED&T-R&D

14 Electrical Power Supply System

1 01 Service Battery Subsystem $ - $ - $ - $ - $ - $ - $ - $ - $ - $ - $ -

2 02 Generator/Alternator and Regulator Subsystem $ 42.06 $ 17.88 $ 45.21 $ 105.15 $ 0.47 $ 6.60 $ 6.13 $ 2.51 $ 15.71 $ 0.09 $ 120.95

3 03 High Voltage Traction Battery Subsystem $ - $ - $ - $ - $ - $ - $ - $ - $ - $ - $ -

4 05 Voltage Converter / Inverter Subsystem $ - $ - $ - $ - $ - $ - $ - $ - $ - $ - $ -

5 08 Energy Management Module Subsystem $ - $ - $ - $ - $ - $ - $ - $ - $ - $ - $ -

$ 42.06 $ 17.88 $ 45.21 $ 105.15 $ 0.47 $ 6.60 $ 6.13 $ 2.51 $ 15.71 $ 0.09 $ 120.95

Material Labor Burden End Item 

Scrap SG&A Profit ED&T-R&D

14 Electrical Power Supply System

1 01 Service Battery Subsystem $ - $ - $ - $ - $ - $ - $ - $ - $ - $ - $ -

2 02 Generator/Alternator and Regulator Subsystem $ 17.77 $ 9.24 $ 17.91 $ 44.92 $ 0.26 $ 2.94 $ 2.67 $ 1.15 $ 7.01 $ 0.00 $ 51.94

3 03 High Voltage Traction Battery Subsystem $ 443.84 $ 49.07 $ 181.72 $ 674.62 $ 4.85 $ 49.11 $ 55.56 $ 27.19 $ 136.71 $ 2.33 $ 813.66

4 05 Voltage Converter / Inverter Subsystem $ - $ - $ - $ - $ - $ - $ - $ - $ - $ - $ -

5 08 Energy Management Module Subsystem $ - $ - $ - $ - $ - $ - $ - $ - $ - $ - $ -

461.61$ $ 58.32 199.62$ $ 719.55 $ 5.11 $ 52.05 $ 58.22 $ 28.33 $ 143.72 $ 2.33 $ 865.60

Net 

Component/ 

Assembly 

Cost Impact to 

OEM

SYSTEM ROLL-UP

Total 

Manufacturing 

Cost 

(Component/ 

Assembly)

Markup Total Markup 

Cost 

(Component/ 

Assembly)

Total 

Packaging 

Cost 

(Component/ 

Assembly)

Manufacturing 

Item

Subsystem

 Subsystem Description

SYSTEM ROLL-UP

SYSTEM & SUBSYSTEM DESCRIPTION INCREMENTAL COST TO UPGRADE TO NEW TECHNOLOGY PACKAGE

Total Markup 

Cost 

(Component/ 

Assembly)

Total 

Packaging 

Cost 

(Component/ 

Assembly)

Net 

Component/ 

Assembly 

Cost Impact to 

OEM

Manufacturing Total 

Manufacturing 

Cost 

(Component/ 

Assembly)

Markup

Item

Subsystem

 Subsystem Description

SYSTEM & SUBSYSTEM DESCRIPTION BASE TECHNOLOGY GENERAL PART INFORMATION:

2007 Saturn Vue, 2.4L I4, 170hp, 162 ft-lb

SYSTEM & SUBSYSTEM DESCRIPTION

SYSTEM ROLL-UP

NEW TECHNOLOGY GENERAL PART INFORMATION:

2007 Saturn Vue, 2.4L, I4, 170 hp, Mild HEV 

(Electric Motor 14.5kW, Battery 36V, Nominal Pack Capacity 18.4Ah)

Manufacturing Total 

Manufacturing 

Cost 

(Component/ 

Assembly)

Markup Net 

Component/ 

Assembly 

Cost Impact to 

OEM

Total Markup 

Cost 

(Component/ 

Assembly)

Total 

Packaging 

Cost 

(Component/ 

Assembly)

Item

Subsystem

 Subsystem Description
2-45

Saturn Vue Green Line Prismatic, NiMH Battery

Sub-Subsystem Cost Breakdown

(36V,18.4Ah) 

VO Assembly, $3.40 

Covers and Brackets, 

$42.64 

Cooling Module, 

$28.16 

Battery Pack Modules

(NiMH Cells), $569.79 

Battery Disconnect 

Module, $51.31 

Battery Control 

Module & Internal 

Connections , $118.37 

Total Cost = $813.66

Nominal Capacity = 0.662 kWh

Figure 2-50: Saturn Vue Green Line Battery Cost Breakdown by Subsystem 
2-46

2.7 Electrical Distribution and Electronic Control System 

The majority of the controls for components added to the BAS system reside in the Starter

Generator Control Module (SGCM). As introduced in Section 2.1.1, the SGCM interfaces 

and controls components such as the 36V NiMH battery, starter motor/generator, 

auxiliary transmission pump, brake hill-hold solenoid, and auxiliary coolant pumps. In 

Section 2.7.3 more details on the function and components within the SGCM will be 

discussed. Note that within the analysis, the terms Power Electronic Center and (PEC)

Power Electronics Box (PEB) are alternative naming conventions used to describe the 

starter generator control module (SGCM). 

Supporting the electrical connections between the components and controls are several 

new and updated wiring connections: On the high-voltage side a cable was added to 

connect the 36V battery to the SGCM (in the context of this report ≥36V will be 

considered high voltage). High-voltage cabling was also required in the connection 

between the starter motor/generator and the SGMC. More details on the high-voltage 

cabling are discussed in Section 2.7.2. In addition to high-voltage wiring additions, 

several low-voltage wiring additions/updates were required as well including engine, 

transmission, and body harness updates. These updates are discussed in section 2.7.1. 

2.7.1 Electrical Wiring and Circuit Protection Subsystem Hardware Overview 

The integration of the BAS system into the conventional Saturn Vue vehicle resulted in 

the addition of several new components requiring additional wiring and updates to 

existing wiring harnesses. The majority of the updates are listed in Table 2-7. In addition 

to the wiring, updates to the auxiliary fuse box are also accounted for in the cost analysis. 

 Table 2-7: Low-Voltage Wiring Additions/Updates 

01 Engine and Transmission Wiring

A Wire Harness - Aux. Heater Coolant Pump (2 Pin.)

B Wire Harness - Aux. SGCM/PEB Aux. Coolant Pump (2 Pin)

C Wire Harness - Aux. Tran Pump (2 Pin)

D Wire Harness - Fuse Block Aux, Hybrid Pump Drive, SGCM/PEB (5 a 

E Wire Harness Assembly - SGM Resolver (7 Pin)

F Wire Harness Assembly - ( x2 Temp & x2 Rotor)

G Wire Harness Assembly, Brake Hill Hold Solenoids ( 4 Pins)

H Wire Harness Assembly, Brake Hill Hold Pressure Sensor (3 Pin)

J High Speed GMLAN Serial Data Bus (4 Pin)

K Wire Harness Assembly, Brake Booter Vacuum Sensor
2-47

2.7.2 Traction and High Voltage Power Distribution Subsystem Hardware Overview

As discussed, additional high-voltage cabling is required to support the addition of the 

BAS technology components. Because the battery pack is located in the rear of the 

vehicle, a high-voltage, DC shielded cable (Figure 2-51) is required to connect the 

battery to the starter generator control module (SGCM) in the engine compartment. The 

cable is just over ten (10) feet in length. 

Figure 2-51: High-Voltage Cable 

The cable was broken down into the following areas: 124" shielded cable, 11" ground 

lead, three (3) cable lugs, ground ferrule, cable gland w/bracket, two (2) wrap ties, label, 

edge biter clip, two (2) rosebud clips, 25" heat shield sheathing, 0.75" heat shrink tubing, 

cable end sleeve, 109.5" blue convolute (split), 1.25" adhesive heat shrink, 52" blue tape, 

95" black tape, bulkhead grommet SBR, bulkhead grommet support two (2) nylon parts. 

Figure 2-52: Cable Protective Covers 
2-48

Two (2) stamped steel painted covers, as seen in Figure 2-52, are used to protect the 

high-voltage cable routed under the vehicle floor pan. The long cover is a multipiece 

stamping with two (2) long cover sections spot welded together and three (3) attachment 

brackets spot welded in place. Note: the cable is attached to the cover with press-in plastic 

clips prior to installation to the vehicle. A second smaller cover is used in the engine 

compartment for routing and protection. This cover is also a stamped steel painted design. 

Figure 2-53 below shows the high-voltage cable connection beteen the starter

motor/generator and SGCM /PEB at each of the component interfaces. The three (3) 

cables range in length between 27 and 33 inches. Cable construction includes a shielded

cable, cable lugs, cable sleeves, heat shrink isolators, protective convolute, and cable 

gland and end bracket. 

Figure 2-53: High-Voltage Cabling between Starter Motor/Generator and SGCM/PEB 

2.7.3 Power Electronics Center (PEC) Subsystem Hardware Overview

The addition of the starter motor/generator requires a starter generator control module 

(SGMC)/power electronics box (PEB), as shown in Figure 2-54. The SGMC provides all 

of the electrical interfaces between AC/DC high-voltage and DC low-voltage (12-volt) 

systems. The module is located above the transmission and has a self-contained liquid 

cooling system driven by a separate electric coolant pump. Two multi-pin connectors 

provide an interface to the engine compartment harnesses for control interfaces. Separate 

pass-through holes are used for the high-voltage and 12-volt battery cables. 
2-49

Figure 2-54: Starter Generator Control Module (SGCM) 

Figure 2-55: SGCM Cable Interfaces 

As seen in Figure 2-55, two (2) cable termination cavities/pockets are located on top of 

the SGCM housing, sealed with a stamped galvanized steel cover. Both use a separate 

die-cast and machined aluminum housing, which is attached to the SGCM main housing 

with threaded fasteners. The left side is for the three cables to the starter/generator (upperleft picture, left cavity with black, white and red terminal ends). The other is for the 

battery pack cable (blue sheathing) and the 12-volt supply to the lead acid battery (black 

convolute). 
2-50

Figure 2-56: SGCM Installation 

The main control module (Figure 2-56) for the start-stop technology consists of a large 

subassembly, which includes a number of features and functions. A smaller control 

module referred to as the 8-pin module (Figure 2-57) is attached to the outside of the 

main housing, directly on top of the cold plate. Inside the main housing are a large circuit 

board, capacitor bank, IGBT plates, inductor coils, and numerous bus bars for component 

connections. The module was attached to a large, stamped 1018 steel painted bracket, 

which was secured to the top of the transmission. A short ground strap was connected 

between the case and the transmission. The bracket was cost estimated using the detailed 

estimating method, while the fasteners and ground strap were considered commodity 

items. 

Figure 2-57: 8-Pin Module 

The 8-pin module consisted of an aluminum die-cast machined housing with a sealed 

cover. Inside the module are one circuit board, an 8-pin sealed connector, and a coil. The 

entire module was filled with potting compound, covered, and sealed. The module 
2-51

housing is a die-cast aluminum A380 design using a pre-formed elastomeric seal and a 

stamped galvanized steel cover retained by six (6) threaded fasteners. 

Figure 2-58 : 8-Pin Module Electrical Components 

The 8-pin module used a separate header for connection to the vehicle harness, which is 

secured to the housing with a pair of threaded fasteners and sealed with a pre-formed 

gasket (Figure 2-58). A wire stitch bonding process was used to connect the header to the 

circuit board after both were installed in the housing. A coil sits in a pocket of the 

housing and was assumed to be installed to the board prior to installation to the housing. 

The circuit board was analyzed completely to identify discreet components. Circuit board 

components consisted of the following: FR4 1ea; inductor coil 1ea; resistors - caps 87ea; 

transistors 3ea; capacitor - odd form 1ea; capacitor 5PW 33 50V 1ea; IC1 335H 1ea; IC2 

5611T65K 1ea; IC3 1431Q1 1ea; IC4 277 21 543 1ea; IC5 842 21 528 1ea; IC6 NEC 

K3811 5XM 1ea; and IC7 0150 30SC4M 1ea. All discreet electrical component costs 

were commodity–based. Board processing and assembly were estimated using detailed 

calculation method. 
2-52

Figure 2-59: SGCM Cooling 

A cold plate cooling design (Figure 2-59) was used on the SGCM module with its own 

electric coolant circulation pump. The purpose of the cold plate is to pull heat from the 

high-power IGBTs residing on the inside housing. The cover is a die-cast machined 

aluminum A380 design with two (2) formed coated steel coolant fittings swaged in place. 

A pre-formed elastomeric seal is pressed into the main housing, providing a sealing 

surface for the cover. The cover is retained with ten (10) threaded fasteners. The cover 

also contained machined features for mounting the 8-pin module. 

Figure 2-60: Base SGCM Module Wrap 

The power distribution housing section of the SGCM (Figure 2-60) is a plastic molded 

design. A stamped, galvanized steel surround wrapped the entire plastic molded part. The 

wrap assumed to provide EMI shielding. The open side of the distribution housing is 

closed out with a die-cast aluminum machined cover. 
2-53

Figure 2-61: Base SGCM 

The SGCM, as shown in Figure 2-61, consists of two primary assemblies: an aluminum 

base and a plastic molded housing. The aluminum base contained the capacitor and coil 

banks along with a cold plate for IGBT mounting. The plastic housing provided power 

distribution and bus bar isolation, as well as mounting features for the main circuit board 

and interface connections for IGBT to circuit board. 

Figure 2-62: SGCM Stacked Assembly 

As seen in Figure 2-62, the stacked assembly of the housing-mounted IGBTs, power 

distribution, and circuit board connections were accomplished with wire-stitch bonding 

and flexible ribbon. The connections of the IGBTs are all done by wire-stitch bonding to 

the terminals and bus bars which are contained in the injection molded housing. A total of 

five hundred twenty-five (525) wire connections are made during the operation. The 

IGBT low-current circuits are then connected by terminal strips in the housing to the 

circuit board. After the circuit board is installed, the terminal strips are connected to the 

board by eight (8) flex ribbons soldered in place. 
2-54

Figure 2-63: SGCM Main Circuit Board 

The SGCM main circuit board (Figure 2-63) is heavily populated on both sides and 

contains a mixture of standard components, odd form (unique), as well as a combination 

of through-hole and surface-mounted parts. Each step of the process was analyzed based 

on each part’s attributes to establish total manufacturing costs. The individual 

components on the board were each identified and estimated based on commodity pricing 

of exact or similar-type parts in function. The board contained the following components: 

main circuit board FR4 1ea; 93C66B-I/ST-ND IC - memory - surface mount 1ea; 

LT1461DHS8-3#PBF-ND IC - surface mount 1ea; IR2101STR-ND MOSFET - surface 

mount 1ea; 641-1099-6-ND Schottky diode - surface mount 1ea; resistors 220ea; 

capacitors 114ea; HC6F800-S LEM current sensor 4ea; NTD20P06LT4GOSCT-ND 

MOSFET - surface mount 2ea; R5F61668RN50FPV-ND IC - surface mount 1ea; 

AD2S1200WSTZ-ND IC - analog to digital converter - surface mount 1ea, 445-2221-2-

ND IC - choke - surface mount 2ea; APIC-S03 IC 1ea; 24LC16BH-I/SN-ND IC - 

memory - surface mount 1ea; IR21094SPBF-ND IC - surface mount 1ea; 296-11431-5-

ND IC - voltage regulator - surface mount 1ea; 296-7354-2-ND IC - amplifier - surface 

mount 3ea; DSS6-0025BS-ND Schottky diode - surface mount 2ea; 

NTD70N03RT4GOSCT-ND MOSFET - surface mount 1ea; CMS04QMTR-ND Schottky 

diode - surface mount 4ea; FFD06UP20SCT-ND diode - surface mount 3ea; 296-14516-

6-ND IC - surface mount 1ea; BAT 63-02V E6327-ND Schottky diode - surface mount 

4ea; PC844 IC - surface mount 1ea; 641-1099-6-ND-1 Schottky diode - surface mount 

3ea; 497-2529-2-ND Schottky diode - surface mount 22ea; capacitors 88ea; resistors 

106ea; 513-1489-1-ND inductor 2ea; SRR1208-471KLTR-ND inductor 2ea; 493-2289-1-

ND aluminum capacitor 4ea; AFK686M2AH32T-F-ND aluminum capacitor 4ea; 

AFK477M35H32T-F-ND aluminum capacitor 2ea; PCE4439TR-ND aluminum capacitor 

1ea; PCE4442TR-ND aluminum capacitor 1ea; AFK336M50X16T-F-ND aluminum 

capacitor 1ea; LM1085ISX-3.3-ND LM1085 - voltage regulator 1ea; 631-1011-6-ND-1 

IC - CRYSTAL 1ea; SMBJ5345B-TPMSTR-ND Zener diode 1ea; M8723-ND inductor 

1ea; power transformer 1ea; flexible connector 8ea; and 12092320 connector 2ea. 
2-55

Figure 2-64: SGCM Power Distribution 

SGCM power distribution (Figure 2-64) is accomplished through a mix of individual 

buss bars and over-molded buss bars. Most of the connections were accomplished with 

threaded fasteners, with the exception of the IGBT wire-stitch bonding. Four (4) stamped 

copper buss bars connected over-molded cable attachment studs to internal posts. Five (5) 

additional stamped copper bus bars were used for circuit connections of the inductor coils 

and a capacitor. The three (3) round capacitor banks, with a fourth capacitor in-line, were 

all connected by the over-molded buss bars in the plastic housing. The injection-molded 

PPS housing contained the following components (all insert molded): 5-pin terminal set 

SGCM mid-base module housing 8ea; terminal plate capacitor anode 1ea; terminal 

SGCM main to heat sink plate 4ea; terminal block SGCM - mtr/alt pass-through 3ea; 

terminal block SGCM coil cavity 2ea; terminal plate capacitor cathode 1ea; and terminal 

block SGCM - fuse connect - coil cavity 1ea. 
2-56

Figure 2-65: SGCM Aluminum Housing 

The die-cast machined aluminum A380 housing base shown in Figure 2-65 contained 

numerous cavities for various component mountings. Components located in the base 

pockets included the following: TDK inductor coil HSL-50PQ001 1ea; TDK inductor coil 

HSL-40PQ002 1ea; cap 80V 3000uf 3ea; cap 63V 3600uf 1ea; cap 75 VDC 50uf 1ea; and 

cap Nippon 2A106 6P07. All four larger capacitors had silicon pads underneath. An 

injection-molded PPS cover was used over the three round caps inline to help keep them 

oriented for assembly. A thermally conductive paste was applied to the cold plate surface 

prior to attaching the IGBTs with threaded fasteners. It was assumed the paste applied to

the coils was also a thermal conductive type. 

Figure 2-66: SGCM Cooling 
2-57

The cold plate in the SGCM receives coolant from an electric coolant circulation pump. 

The cooling circuit is tied into the base vehicle’s plumbing. Connection of the 

components requires two (2) T-joints, three (3) hoses, and associated hardware as seen in 

Figure 2-66. 

2.7.4 Electrical Distribution and Electronic Control (EDEC) System Cost Impact

The system hardware overview discussion above highlights the subsystems which saw the 

greatest magnitude of change for adding the BAS technology to the conventional Saturn 

Vue vehicle. In Table 2-8 below, the direct manufacturing cost impact for each EDEC 

subsystem is listed along with the net incremental direct manufacturing cost for the entire 

system. The EDEC system incremental direct manufacturing impact of $556.16 represents 

approximately 34% of the net vehicle direct manufacturing cost impact. 

The Traction and High Voltage Power Distribution subsystem account for approximately 

17% of the EDEC system costs. Additional cost details for this subsystem can be found 

in Table 2-9. 

The Power Electronic Center subsystem accounts for approximately 79% of the EDEC 

costs. Additional cost details for this subsystem can be found in Table 2-10. The 

remaining 4% cost impact is made-up from components within the electrical wiring and 

circuit protection subsystem. 
2-58

Table 2-8: Net Incremental Direct Manufacturing Cost of a Saturn Vue HEV EDEC 

System in Comparison to a Saturn Vue Conventional EDEC System

Material Labor Burden End Item 

Scrap SG&A Profit ED&TR&D

18 Electrical Distribution and Electronic Control System

1 01 Electrical Wiring and Circuit Protection Subsystem $ 12.42 $ 8.28 $ 3.87 $ 24.57 $ 0.11 $ 1.55 $ 1.38 $ 0.55 $ 3.59 $ 0.23 $ 28.39

2 03 Electrical Distribution Switches Subsystem $ - - $ - $ $ - $ - - $ - $ - $ $ - $ - $ -

3 04 Miscellaneous Electrical Devices Subsystem $ - - $ - $ $ - $ - - $ - $ - $ $ - $ - $ -

4 06 Traction And High Voltage Power Distribution Subsystem $ 58.27 $ 13.80 $ 9.50 $ 81.57 $ 0.38 $ 5.27 $ 4.63 $ 1.70 $ 11.98 $ 0.57 $ 94.11

5 07 Power Electronics Center (PEC) Subsystem $ 245.20 $ 39.18 $ 83.29 $ 367.68 $ 2.54 $ 25.50 $ 29.08 $ 14.47 $ 71.60 $ 0.12 $ 439.40

6 08 EV, Hybrid, Fuel Cell Subsystem $ - - $ - $ $ - $ - - $ - $ - $ $ - $ - $ -

$ 315.89 61.27$ 96.67$ $ 473.82 $ 3.04 32.32$ 35.09$ 16.72$ $ 87.17 $ 0.92 $ 561.91

Material Labor Burden End Item 

Scrap SG&A Profit ED&TR&D

18 Electrical Distribution and Electronic Control System

1 01 Electrical Wiring and Circuit Protection Subsystem $ 2.77 $ 1.75 $ 0.63 $ 5.15 $ 0.02 $ 0.28 $ 0.21 $ 0.07 $ 0.58 $ 0.03 $ 5.76

2 03 Electrical Distribution Switches Subsystem $ - - $ - $ $ - $ - - $ - $ - $ $ - $ - $ -

3 04 Miscellaneous Electrical Devices Subsystem $ - - $ - $ $ - $ - - $ - $ - $ $ - $ - $ -

4 06 Traction And High Voltage Power Distribution Subsystem $ - - $ - $ $ - $ - - $ - $ - $ $ - $ - $ -

5 07 Power Electronics Center (PEC) Subsystem $ - - $ - $ $ - $ - - $ - $ - $ $ - $ - $ -

6 08 EV, Hybrid, Fuel Cell Subsystem $ - - $ - $ $ - $ - - $ - $ - $ $ - $ - $ -

$ 2.77 $ 1.75 $ 0.63 $ 5.15 $ 0.02 $ 0.28 $ 0.21 $ 0.07 $ 0.58 $ 0.03 $ 5.76

Material Labor Burden End Item 

Scrap SG&A Profit ED&TR&D

18 Electrical Distribution and Electronic Control System

1 01 Electrical Wiring and Circuit Protection Subsystem $ 9.65 $ 6.53 $ 3.24 $ 19.42 $ 0.10 $ 1.27 $ 1.17 $ 0.49 $ 3.01 $ 0.20 $ 22.63

2 03 Electrical Distribution Switches Subsystem $ - - $ - $ $ - $ - - $ - $ - $ $ - $ - $ -

3 04 Miscellaneous Electrical Devices Subsystem $ - - $ - $ $ - $ - - $ - $ - $ $ - $ - $ -

4 06 Traction And High Voltage Power Distribution Subsystem $ 58.27 $ 13.80 $ 9.50 $ 81.57 $ 0.38 $ 5.27 $ 4.63 $ 1.70 $ 11.98 $ 0.57 $ 94.11

5 07 Power Electronics Center (PEC) Subsystem $ 245.20 $ 39.18 $ 83.29 $ 367.68 $ 2.54 $ 25.50 $ 29.08 $ 14.47 $ 71.60 $ 0.12 $ 439.40

6 08 EV, Hybrid, Fuel Cell Subsystem $ - - $ - $ $ - $ - - $ - $ - $ $ - $ - $ -

$ 313.12 59.52$ 96.04$ $ 468.67 $ 3.02 32.04$ 34.88$ 16.66$ $ 86.59 $ 0.89 $ 556.15

Net 

Component/ 

Assembly 

Cost Impact 

to OEM

SYSTEM ROLL-UP

Total 

Manufacturing 

Cost 

(Component/ 

Assembly)

Markup Total Markup 

Cost 

(Component/ 

Assembly)

Total 

Packaging 

Cost 

(Component

/ Assembly)

Manufacturing 

Item

Subsystem

 Subsystem Description

SYSTEM ROLL-UP

SYSTEM & SUBSYSTEM DESCRIPTION INCREMENTAL COST TO UPGRADE TO NEW TECHNOLOGY PACKAGE

Total Markup 

Cost 

(Component/ 

Assembly)

Total 

Packaging 

Cost 

(Component

/ Assembly)

Net 

Component/ 

Assembly 

Cost Impact 

to OEM

Manufacturing Total 

Manufacturing 

Cost 

(Component/ 

Assembly)

Markup

Item

Subsystem

 Subsystem Description

SYSTEM & SUBSYSTEM DESCRIPTION BASE TECHNOLOGY GENERAL PART INFORMATION:

2007 Saturn Vue, 2.4L I4, 170hp, 162 ft-lb

Item

Subsystem

 Subsystem Description

SYSTEM & SUBSYSTEM DESCRIPTION

SYSTEM ROLL-UP

NEW TECHNOLOGY GENERAL PART INFORMATION:

2007 Saturn Vue, 2.4L, I4, 170 hp, Mild HEV 

(Electric Motor 14.5kW, Battery 36V, Nominal Pack Capacity 18.4Ah)

Manufacturing Total 

Manufacturing 

Cost 

(Component/ 

Assembly)

Markup Net 

Component/ 

Assembly 

Cost Impact 

to OEM

Total Markup 

Cost 

(Component/ 

Assembly)

Total 

Packaging 

Cost 

(Component

/ Assembly)
2-59

Table 2-9 : Incremental Direct Manufacturing Cost of Traction and High Voltage Power 

Distribution Subsystem, Saturn Vue Green Line 

Material Labor Burden End Item 

Scrap SG&A Profit ED&T-R&D

0 n/a n/a $ - - $ - $ $ - $ - - $ $ - $ - $ - $ - $ -

$ - - $ - $ $ - $ - - $ - $ - $ $ - $ - $ -

$ - - $ - $ $ - $ - - $ - $ - $ $ - $ - $ -

1806 Traction And High Voltage Power Distribution Subsystem

1 00 Assembly of Traction And High Voltage Power Distribution Subsystem $ 0.41 $ 5.04 $ 1.38 $ 6.84 $ 0.02 $ 0.23 $ 0.22 $ 0.04 $ 0.50 $ - $ 7.34

A 18 06 00 - N0402- 01 1 $ 0.41 $ 5.04 $ 1.38 $ 6.84 $ 0.02 $ 0.23 $ 0.22 $ 0.04 $ 0.50 $ - $ 7.34

$ - - $ - $ $ - $ - - $ - $ - $ $ - $ - $ -

2 01 High Voltage Wiring $ 50.05 $ 5.97 $ 3.83 $ 59.85 $ 0.29 $ 3.88 $ 3.54 $ 1.46 $ 9.18 $ 0.20 $ 69.23

A V High Voltage Harness Assembly 18 06 01 - N0402- 01 1 $ 30.20 $ 1.73 $ 1.20 $ 33.14 $ 0.17 $ 2.15 $ 1.99 $ 0.83 $ 5.14 $ 0.10 $ 38.37

B V HV Wire, Red ( Alternator to PEB) 18 06 01 - N0402- 02 1

Includes cost for assembling Red, 

White and Black cables together 

with V Bracket & Clamp plus 

packaging cost.

$ 6.70 $ 1.35 $ 0.83 $ 8.87 $ 0.04 $ 0.58 $ 0.53 $ 0.22 $ 1.38 $ 0.09 $ 10.34

C V HV Wire, White ( Alternator to PEB) 18 06 01 - N0402- 03 1 $ 6.26 $ 0.96 $ 0.75 $ 7.97 $ 0.04 $ 0.52 $ 0.48 $ 0.20 $ 1.24 $ - $ 9.20

D V HV Wire, Black ( Alternator to PEB) 18 06 01 - N0402- 04 1 $ 5.77 $ 0.96 $ 0.75 $ 7.49 $ 0.04 $ 0.49 $ 0.45 $ 0.19 $ 1.16 $ - $ 8.65

E V Ground Strap, Rear Battery 18 06 01 - N0402- 05 1 $ 1.12 $ 0.96 $ 0.30 $ 2.39 $ 0.01 $ 0.14 $ 0.10 $ 0.02 $ 0.27 $ 0.01 $ 2.67

3 75 Bracket $ 7.80 $ 2.78 $ 4.30 $ 14.88 $ 0.07 $ 1.16 $ 0.87 $ 0.20 $ 2.30 $ 0.37 $ 17.55

A 18 06 75 - N0402- 01 1 $ 0.52 $ 0.11 $ 0.23 $ 0.86 $ 0.00 $ 0.07 $ 0.05 $ 0.00 $ 0.14 $ - $ 0.99

B V Clamp, 3 HV Wire Clamp 18 06 75 - N0402- 02 1 Cost included in V Bracket, For 3 

Wire HV Wire Clamp (Part Above) $ - - $ - $ $ - $ - - $ - $ - $ $ - $ - $ -

C V Steel Bracket - Long Harness Protect 18 06 75 - N0402- 03 1 $ 5.84 $ 2.49 $ 3.35 $ 11.68 $ 0.05 $ 0.90 $ 0.68 $ 0.17 $ 1.81 $ 0.36 $ 13.85

D V Steel Stamped Harness Protect Bracket 18 06 75 - N0402- 04 1 $ 1.44 $ 0.18 $ 0.71 $ 2.34 $ 0.01 $ 0.18 $ 0.13 $ 0.03 $ 0.35 $ 0.01 $ 2.70

4 80 Boltings $ - - $ - $ $ - $ - - $ $ - $ - $ - $ - $ -

 A V Nut Ground Strap, Rear Battery, Bat. 18 06 80 - N0402- 01 1

PIA to Assembly of Traction And 

High Voltage Power Distribution 

Subsystem

$ - - $ - $ $ - $ - - $ - $ - $ $ - $ - $ -

B V Bolt, Clamp, 3 HV Wires 18 06 80 - N0402- 02 1 PIA to V HV Wire, Red ( Alternator 

to PEB)

 C V Bolt, V Bracket, For 3 HV Wire Clamp 18 06 80 - N0402- 03 1

PIA to Assembly of Traction And 

High Voltage Power Distribution 

Subsystem

D 18 06 80 - N0402- 04 2

PIA to Assembly of Traction And 

High Voltage Power Distribution 

Subsystem

 E V Bolt, Small, 36 Volt Harness Asm. 18 06 80 - N0402- 05 3

PIA to Assembly of Traction And 

High Voltage Power Distribution 

Subsystem

F V Bolt, Harness Asm. Large 18 06 80 - N0402- 06 4

PIA to Assembly of Traction And 

High Voltage Power Distribution 

Subsystem

 G V Nut, Upper Bracket, 36 V Harness 18 06 80 - N0402- 07 2

PIA to Assembly of Traction And 

High Voltage Power Distribution 

Subsystem

5 85 Sealing Elements

6 99 Miscellaneous $ - - $ - $ $ - $ - - $ $ - $ - $ - $ - $ -

A V Tie-strap, Standard 18 06 99 - N0402- 01 3

PIA to Assembly of Traction And 

High Voltage Power Distribution 

Subsystem

$ - - $ - $ $ - $ - - $ - $ - $ $ - $ - $ -

B V Tie-strap, Metal 18 06 99 - N0402- 02 3

PIA to Assembly of Traction And 

High Voltage Power Distribution 

Subsystem

$ - - $ - $ $ - $ - - $ - $ - $ $ - $ - $ -

C V Tie-strap, Xmas Tree 18 06 99 - N0402- 03 2

PIA to Assembly of Traction And 

High Voltage Power Distribution 

Subsystem

$ - - $ - $ $ - $ - - $ - $ - $ $ - $ - $ -

$ 58.27 13.80$ $ 9.50 $ 81.57 $ 0.38 $ 5.27 $ 4.63 $ 1.70 $ 11.98 $ 0.57 $ 94.11

Assembly of Traction And High Voltage Power 

Distribution Subsystem

Part Number

V Bracket, For 3 Wire HV Wire Clamp 

(Secures Alt. Wires)

V Nut, Harness Assembly (Long Harness 

Bracket)

Total Markup 

Cost 

(Component/ 

Assembly)

Total Packaging 

Cost 

(Component/ 

Assembly)

Assembly Cost 

Net Component/ 

Impact to OEM

NEW TECHNOLOGY GENERAL PART INFORMATION:

2007 Saturn Vue, 2.4L, I4, 170 hp, Mild HEV 

(Electric Motor 14.5kW, Battery 36V, Nominal Pack 

Capacity 18.4Ah)

Item

Subsystem

NEW TECHNOLOGY 

PACKAGE QUOTE 

PARAMETERS

Markup

Assembly

Name/Description

NEW TECHNOLOGY PACKAGE COST INFORMATION

QTY/ 

Subsystem

Notes

Manufacturing 

Total 

Manufacturing 

Cost 

(Component/ 

Assembly)

Subassembly

Component

Sub-Subsystem
2-60

Table 2-10: Incremental Direct Manufacturing Cost of Power Electronic Center (PEC) 

Subsystem, Saturn Vue Green Line 

Material Labor Burden End Item 

Scrap SG&A Profit ED&TR&D

0 $ - - $ - $ $ - $ - - $ - $ - $ $ - $ - $ -

$ - - $ - $ $ - $ - - $ - $ - $ $ - $ - $ -

1807 Power Electric Center (PEC) Subsystem $ - - $ - $ $ - $ - - $ - $ - $ $ - $ - $ -

1 00 Assembly of Power Electric Center (PEC) Subsystem $ 0.91 $ 5.36 $ 0.83 $ 7.10 $ - - $ - $ - $ $ - $ - $ 7.10

A Assembly of SGCM subsystem/PEB 18 07 00 - N0402- 01 1 $ 0.91 $ 5.36 $ 0.83 $ 7.10 $ - - $ - $ - $ $ - $ - $ 7.10

2 01 Power Electronics Control Center $241.82 33.15 $ $ 81.42 $ 356.39 $ 2.49 $ 24.95 $ 28.51 $ 14.26 $ 70.21 $ 0.12 $ 426.72

V PEB Assembly 18 07 01 - N0402- 01 1 $21.14 15.12$ 23.70$ $ 59.95 $ 0.42 $ 4.20 $ 4.80 $ 2.40 $ 11.81 $ 0.12 $ 71.89

V PEB Lower Base Module 18 07 01 - N0402- 30 1 $92.72 12.72$ 42.62$ $ 148.07 $ 1.04 10.36$ 11.85$ $ 5.92 $ 29.17 $ - $ 177.24

V Main Circuit Board 18 07 01 - N0402- 63 1 115.01$ $ 1.05 $ 5.16 $ 121.22 $ 0.85 $ 8.49 $ 9.70 $ 4.85 $ 23.88 $ - $ 145.10

Conn Module 8-pin 18 07 01 - N0402- 110 1 $ 12.95 $ 4.27 $ 9.93 $ 27.14 $ 0.19 $ 1.90 $ 2.17 $ 1.09 $ 5.35 $ - $ 32.49

3 75 Bracket $ 2.47 $ 0.67 $ 1.05 $ 4.20 $ 0.05 $ 0.55 $ 0.57 $ 0.21 $ 1.39 $ - $ 5.59

A V Bracket, PEB (SGCM) 18 07 75 - N0402- 01 1

Includes assembly labor and 

fastener cost to mount 

bracket to PEB

$ 2.47 $ 0.67 $ 1.05 $ 4.20 $ 0.05 $ 0.55 $ 0.57 $ 0.21 $ 1.39 $ - $ 5.59

4 80 Boltings $ - - $ - $ $ - $ - - $ - $ - $ $ - $ - $ -

A V Nut, PEB to BIW 18 07 80 - N0402- 01 2 PIA to Assembly of SGCM $ - - $ - $ $ - $ - - $ - $ - $ $ - $ - $ -

B V Bolt, PEB to BIW 18 07 80 - N0402- 02 2 PIA to Assembly of SGCM

C 18 07 80 - N0402- 03 7 PIA to V Bracket, PEB 

D 18 07 80 - N0402- 04 2 PIA to Assembly of SGCM

E V Bolt 36-V PEB to Alternator 18 07 80 - N0402- 05 3 PIA to Assembly of SGCM

F V Nut, Cables to PEB 18 07 80 - N0402- 06 5 PIA to Assembly of SGCM

G 18 07 80 - N0402- 07 3 PIA to Assembly of SGCM

H V lock, PEB connetors 18 07 80 - N0402- 08 2 PIA to Assembly of SGCM

I Nut -Ground to PEB (BIW) 18 07 80 - N0402- 09 1 PIA to Assembly of SGCM

5 85 Sealing Elements $ - - $ - $ $ - $ - - $ - $ - $ $ - $ - $ -

A V Cover SGCM 18 07 85 - N0402- 01 1 PIA to SGCM/PEB $ - - $ - $ $ - $ - - $ - $ - $ $ - $ - $ -

6 99 Miscellaneous $ - - $ - $ $ - $ - - $ - $ - $ $ - $ - $ -

$ - - $ - $ $ - $ - - $ - $ - $ $ - $ - $ -

245.20$ 39.18$ 83.29$ $ 367.68 $ 2.54 25.50$ 29.08$ 14.47$ $ 71.60 $ 0.12 $ 439.40

V Bolt, PEB Bracket 

(PEB to Mount Bracket)

V Bolt 12-V Cable PEB 

( Same for 36V Cable)

V Bolt PEB Cover 

( Bolt Assembly, washer, tinnerman)

NEW TECHNOLOGY PACKAGE COST INFORMATION

QTY/ 

Subsystem

Notes

Manufacturing 

Total 

Manufacturing 

Cost 

(Component/ 

Assembly)

Subassembly

Component

Sub-Subsystem

NEW TECHNOLOGY GENERAL PART INFORMATION:

2007 Saturn Vue, 2.4L, I4, 170 hp, Mild HEV 

(Electric Motor 14.5kW, Battery 36V, Nominal Pack 

Capacity 18.4Ah)

Item

Subsystem

NEW 

TECHNOLOGY 

PACKAGE QUOTE 

PARAMETERS

Markup

Assembly

Name/Description

Total Markup 

Cost 

(Component/ 

Assembly)

Total Packaging 

Cost 

(Component/ 

Assembly)

Assembly Cost 

Net Component/ 

Impact to OEM

Part Number
3-61

3 2010 Fiat MultiAir Cost Analysis, Case Study #0200

3.1 MultiAir Hardware Overview

3.1.1 MultiAir Versus Baseline ICE Hardware Differences

Figure 3-1 below illustrates the primary hardware associated with the MultiAir system. 

In the MultiAir I4 ICE application there are two (2) intake and exhaust valves per 

cylinder, the same as the conventional baseline I4 ICE. The MultiAir system has a single 

overhead cam (SOHC) that drives both the intake and exhaust valves. The exhaust valves 

in the MultiAir system are driven by direct contact between the exhaust cam lobes and 

mechanical buckets. The intake valves are actuated by the MultiAir hydraulic system. The 

intake cam lobe actuates a hydraulic piston via the finger follower assembly. A solenoid 

valve controls the hydraulic fluid flow from the hydraulic piston into the hydraulic brake 

and lash adjuster. When the solenoid is closed, the hydraulic fluid creates a rigid 

connection between the intake valve and SOHC intake lobe. In this scenario, valve timing 

and lift follow the intake cam profile, similar to that of a traditional ICE. With the 

solenoid valves open, hydraulic pressure is minimized in the system, decoupling the 

intake valves from the camshaft. Through precisely timed solenoid valve opening and 

closing events, the intake valve lift and timing can be altered. 

Figure 3-1: MultiAir Hardware Illustration 
3-62

The baseline ICE configuration includes two overhead camshafts, an intake camshaft, and 

exhaust camshaft. In the baseline configuration, the intake and exhaust camshafts actuate 

the respective valves through the mechanical bucket valvetrain hardware – similar to the 

exhaust valvetrain system shown in Figure 3-1. With the baseline configuration, variable 

valve timing is accounted for using a cam phaser system. Outside of the changes to the 

valvetrain, cylinder head, air intake, and electrical/electronic engine subsystems, no other 

significant engine subsystem changes (e.g., cylinder block, crank drive, cooling, exhaust, 

fuel, etc.) were required to the baseline engine to add the MultiAir hardware. 

3.1.2 MultiAir System Hardware

At the heart of the MultiAir system is a large forged aluminum manifold, which is utilized 

to control the volume of oil available for intake valve actuation (reference Figure 3-2 and 

Figure 3-3). The manifold contains all components required to actuate the valves. It is 

secured directly to the cylinder head over the intake valves. Individual pistons are utilized 

in the manifold to supply oil pressure straight to both lash adjusters, which are mounted 

over each set of cylinder intake valves. Each of the four (4) manifold pistons is actuated 

by individual roller followers, which are driven by separate lobes on the exhaust 

camshaft. The MultiAir exhaust camshaft had a total of twelve (12) lobes, unlike the 

baseline engine which only had eight (8). Four (4) solenoids were pressed into the 

manifold, each controlling a pair of valves relative to their respective cylinders. The 

default solenoids “off position” allowed full intake valve lift and duration. Each solenoid 

could be individually actuated to bleed oil from the oil feed circuit to reduce lift and/or 

duration of each pair of intake valves, depending on the engine running conditions. 
3-63

 

Figure 3-2: MultiAir Manifold Assembly Installed on the Fiat 1.4L, I4, ICE 

Figure 3-3: MultiAir System Forged Aluminum Manifold 

Two (2) oil feed ports were machined into the hydraulic manifold. One port is utilized for 

lash adjustment and rocker arm lubrication. A second filtered port feeds oil to the 

solenoid reservoir cavities for each of the valve actuation circuits. Both oil feed circuits 

received a continuous supply of oil from the engine oil pump (Reference Figures 3-4 and

3-5).

MultiAir Manifold 

Assembly
3-64

Figure 3-4: Oil Port Feeding Solenoid Reservoir Cavities for Valve Actuation Circuits 

Figure 3-5: Oil Port for Lash Adjuster and Rocker Contact Lubrication 

The primary function of each solenoid is to reduce the amount of valve lift and/or 

duration. This is accomplished through actuating the solenoid, which diverts pressurized 

oil into the reservoir cavity on top of the manifold. When the solenoid valve is held in the 

closed position, high-pressure oil is diverted into the hydraulic brake and lash adjuster 

and there is full intake valve duration and lift. When the solenoid valve is open, highpressure is diverted from the hydraulic brake and lash adjuster. Additionally, each 

reservoir cavity is constantly fed oil from the engine to replenish the pressurized oil 

circuit. This is done by opening the solenoid while the piston roller finger follower (RFF)

is riding along the base circle of the cam lobe. 
3-65

Intake valve displacement is initiated by the intake lobe on the single overhead camshaft

(SOHC). This intake lobe actuates the RFF, which then drives the manifold piston to 

pressurize the internal oil circuit (Figure 3-6). The assembly rests on a lash adjust pivot 

pin which is pressed into the manifold. The RFF assembly is a typical stamped/formed 

conventional ICE design (Figure 3-7). The machined rollers utilize needle bearings and 

are secured by pressed-in pins. 

Figure 3-6: SOHC, RFF, and Hydraulic Piston 

Figure 3-7: Hydraulic Piston, RFF, and Lash Adjust Pivot Pin 

Each manifold piston consists of multiple parts (Figure 3-8). The piston housing is 

ground smooth along the internal bore and threaded on the outer diameter (OD).

Additionally, the OD has a hex feature to facilitate assembly into the manifold. A coil 

spring is utilized to ensure constant contact between the piston and rocker arm. The piston 

assembly (Figure 3-9) consists of three (3) separate components: a piston, spring seat, 

and a C-clip, which retained the seat to the piston. The piston housings are assumed to be 

Piston

Roller Ringer Follower 

Intake Cam Lobe
3-66

manufactured from bar stock on a turning machine followed by induction hardening and 

coating applications. The spring seats are assumed to be stamped parts that are induction 

hardened. The springs, pistons and C-clips were treated as purchased commodities within 

the analysis. 

 Figure 3-8: Piston Housing, Coil Spring, and Piston Assembly 

Figure 3-9: Piston, Spring Seat, and C-Clip 

Oil is forced into the solenoid cavity as the piston is depressed. The pressurized oil 

branches off to both intake hydraulic brake and lash adjusters (HBLA) for their respective 

cylinders. Similar to the pistons, the HBLA are threaded into a machined cavity in the 

hydraulic manifold (Figure 3-10 and 3-11). The HBLA are preassembled prior to being 

installed in the manifold. Intake valve lash adjustment is accomplished by engine oil 

pressure fed through holes in the side of the assembly. The manifold piston pressure is

applied to one end of the HBLA assembly, similar to a hydraulic lifter design. The 

opposite end is seated directly over the top of the intake valve stem. 
3-67

Figure 3-10: Hydraulic Brake and Lash Adjusters (HBLA) in Hydraulic Manifold 

Figure 3-11: Hydraulic Brake and Lash Adjusters (HBLA) 

The lash adjusters consist of multiple components. The main housing assembly is

assumed to be machined from bar stock. It has a number of internal and external 

machined features, including cross-drilling for oil flow and a threaded OD for 

installation. The inside of the housing has additional machining to achieve tight 

tolerances which allow the three separate parts to oscillate within the bore. In Figure 

3-12, the cylinder on the far right is the reaction piston which receives pressure from the 

manifold piston. The reaction piston makes direct metal to metal contact with the inner 

sleeve. The inner sleeve is hollow with a check ball at the intake valve end. Lash 

adjustment is controlled by oil that travels through a port in the OD of the housing. The 

oil travels through a cross-drilled hole in the OD of the inner sleeve and down its inner 
3-68

diameter (ID) to the end cap, which rests on the intake valve stem. A check valve holds

the oil in the end cap, which prevents the lifter from collapsing. A C-clip is utilized to 

retain the end cap inside the housing. All three oscillating components are assumed to be 

machined from bar stock; the C-clip and two sealing O-rings are considered commodity 

items. 

Figure 3-12: Lash Adjuster Components 

The solenoid (Figure 3-13), although typically considered a commodity item, was 

disassembled and analyzed to establish its projected cost. The design and construction of 

the solenoid assembly is similar to those employed in anti-lock brake control module 

applications. Each solenoid is pressed/swaged into the manifold. Material displaced from 

the manifold bore is forced into two grooves on the solenoid OD as each is pressed in 

place (Figure 3-14). The displaced material collected inside the grooves permanently 

secures the solenoid in the manifold. 

Figure 3-13: Hydraulic Solenoid Valve 
3-69

Figure 3-14: Solenoid pressed into manifold bore 

The solenoid assembly consists of numerous machined components, electrical (solenoid) 

components, and a few commodity parts. The commodity parts include three springs and 

a bobbin for the wire windings. Wire is wrapped around the plastic bobbin and terminal 

ends are attached. The wound bobbin assembly and a steel retainer plate are inserted into 

an injection molding machine. The assemblies are over-molded to form the housing and 

harness connector shell to achieve a one-piece design. The bobbin and steel retainer plate 

assembly (Figure 3-16) are press fit into the machined outer steel tube housing (Figure 

3-15). The steel retainer plate is used as a back-up support during assembly. The 

completed solenoid is installed over the mechanical valve housing and captured by a 

formed (rolled) lower edge. 

Figure 3-15: Bobbin Assembly Components 
3-70

Figure 3-16: Over-Molded Steel Retainer Plate 

The mechanical valve portion (Figure 3-17) of the solenoid consists of multiple parts.

Part construction includes intricate machining, deep drawn stampings, powdered metals, 

injection moldings, and commodity-based components such as coil springs. 

Figure 3-17: Solenoid Mechanical Valve 

With the exception of the oil port outlet, all components pictured below (Figure 3-18) are

inserted into the main mechanical valve housing from one direction. 

Figure 3-18: Mechanical Valve Components 
3-71

The oil outlet port is a stamped part (Figure 3-19) which is pressed into the valve housing 

oil dump outlet. 

Figure 3-19: Solenoid Oil Outlet Port (Pressed into the Valve Housing Oil Dump Outlet) 

The magnetic reaction mass and rod are a press fit assembly. The reaction mass and rod 

assembly are placed in a deep drawn steel cylinder on top of a circular plastic insert. A 

spring is placed over the rod to keep the mass against the top. The cylinder and reaction 

mass assembly are laser-welded to the shaft bushing retainer (Figure 3-20). 

Figure 3-20: (Left) Magnetic Reaction Mass and Rod, (Right) Cylinder, and Reaction 

Mass Assembly 

Inside the valve housing is the oil control valve (Figure 3-21). The design of the oil 

control valve requires all the components to be installed sequentially and in the proper 

orientation. The valve components consist of two coil springs, the valve, and a pair of 

spring seats. One of the spring seats has a composite spacer. 

Figure 3-21: Oil Control Valve 
3-72

All interfaces between moving parts inside the valve are precision machined. Some of the 

parts appear to be treated with secondary coating applications. The bushing sleeve 

housing and reaction mass assembly are pressed into the valve housing and then staked, 

capturing the valve assembly. 

On top of the hydraulic manifold (Figure 3-22) is an oil reservoir cavity associated with 

each of the four (4) solenoid valves. The cavities receive a constant oil flow from the 

engine oil pump. A check valve protects the oil circuit from back pressure spikes during 

solenoid pressure dumps. The cavity also has a pressure relief port which provides a path 

for the additional oil volume released by the solenoid during valve operation. The oil 

reservoir cavity cover system consists of two plates. 

Figure 3-22: Oil Reservoir Cavity Cover System 

The lower cover, located over the oil reservoir cavities, is a stamped, machined, 

aluminum plate with a molded-in-place gasket (Figure 3-23). Each chamber is 

individually sealed via a silicone sealing bead. Not visible in Figure 3-23 are a pair of 

precision-machined orifices at each cavity for oil flow control. 

Figure 3-23: Oil Reservoir Cavity Lower Cover 

A stamped steel cover (Figure 3-24) was installed over the first aluminum plate and 

provides a chamber for oil flow from the orifices in the first plate. A single small hole 

pierces the cover over each chamber to allow oil to return to the cylinder head. 
3-73

Figure 3-24: Oil Reservoir Cavity Lower Steel Cover 

The pressure relief valve (Figure 3-25) in each oil reservoir consists of opposing pistons, 

a coil spring, retainer clip, and an O-ring seal. The cavity piston has a solid top face and is 

sealed with an O-ring around the OD. The opposing piston has a center hole for oil flow 

and serves as the spring seat. The pistons are retained in their respective bores with a Cclip. 

Figure 3-25: Oil Reservoir Pressure Relief Valve 

Each oil reservoir cavity has a one-way check valve/ball (Figure 3-26) designed to allow 

engine oil to constantly feed into all four (4) reservoir chambers. The check valve 

prevents the pressurized solenoid dump oil from back-feeding into the circuit. The check 

valve consists of a steel ball, spring, and two stamped metal parts. Each check valve 

assembly is pressed into the oil inlet port of its respective reservoir. 

Figure 3-26: Oil Reservoir Check Valve 

An additional sealing requirement for the hydraulic manifold housing includes a coated 

stamped steel gasket (Figure 3-27). This seals the manifold to the cylinder head. The 

shape and design of the interface between the valve cover (Figure 3-28) and cylinder 
3-74

head resulted in a T-joint seal condition at each end of the manifold. A T-joint seal 

encompasses the three (3) separate sealing surfaces intersecting at a common point. 

Figure 3-27 : Manifold 

Figure 3-28: Valve Cover 

To monitor oil temperature, a sensor (Figure 3-29) is added in a strategic location in the 

manifold. The oil temperature sensor is located in the oil circuit at the back of the 

manifold (Figure 3-27), the furthest point traveled by the oil in the entire circuit. 

Figure 3-29: Oil Temperature Sensor 
3-75

3.2 Incremental Direct Manufacturing Cost Impact of Adding MultiAir 

Technology

3.2.1 Direct Manufacturing Cost of MultiAir Hardware 

The system overview discussion highlighted the major components and the functional 

performance of the various actuating and control features. The cost impact of primary and 

secondary components is captured within their respective sub-assemblies. The 

components and assemblies which contributed to the net direct manufacturing MultiAir 

system cost of $234.14 are listed below along with the primary components and subassemblies evaluated. Additional cost details can be found in Table 3-1. 

Table 3-1: Direct Manufacturing Cost of Fiat MultiAir Hardware 

Material Labor Burden End Item 

Scrap SG&A Profit ED&TR&D

$ - $ - $ - $ - $ - - $ - $ - $ $ - $ - $ -

$ - - $ - $ $ - $ - - $ - $ - $ $ - $ - $ -

07 Valvetrain Subsystem

05 Valve Actuation Elements: Rockers, Finger Followers, Hydraulic Lash Adju $ 46.18 $ 53.67 $ 85.79 185.64$ $ 1.57 $ 21.96 19.14$ $ 5.74 $ 48.41 $ 0.10 $ 234.14

01 07 05 - N0200 - 01 1 $ 6.35 $ 2.50 $ 0.98 $ 9.83 $ 0.05 $ 0.65 $ 0.59 $ 0.25 $ 1.54 $ - $ 11.37

01 07 05 - N0200 - 02 4 $ 22.69 $ 9.48 $ 9.27 $ 41.44 $ 0.25 $ 3.30 $ 2.97 $ 1.10 $ 7.62 $ 0.04 $ 49.10

01 07 05 - N0200 - 03 1 $ 10.34 $ 4.91 $ 21.84 $ 37.09 $ 0.40 $ 5.15 $ 4.75 $ 1.42 11.72$ $ - $ 48.81

01 07 05 - N0200 - 04 8 $ 1.69 $ 14.71 $ 26.80 $ 43.21 $ 0.39 $ 5.71 $ 4.84 $ 1.34 12.29$ $ 0.01 $ 55.50

4 $ 3.02 $ 21.46 $ 25.97 $ 50.45 $ 0.44 $ 6.64 $ 5.49 $ 1.48 14.06$ $ - $ 64.51

01 07 05 - N0200 - 05 4 $ 0.31 $ 6.44 $ 6.69 $ 13.44 $ 0.12 $ 1.76 $ 1.45 $ 0.39 $ 3.71 $ 0.02 $ 17.17

FM Solenoid Plunger SubAssy - E 01 07 05 - N0200 - 06 4 $ 0.35 $ 6.74 $ 8.11 $ 15.21 $ 0.14 $ 2.03 $ 1.71 $ 0.47 $ 4.35 $ - $ 19.56

FM Solenoid Plunger Pin Assy & 

Solenoid Shell - F 01 07 05 - N0200 - 07 4 $ 0.04 $ 5.08 $ 7.66 $ 12.77 $ 0.11 $ 1.70 $ 1.40 $ 0.38 $ 3.59 $ - $ 16.37

01 07 05 - N0200 - 08 4 $ 2.32 $ 3.20 $ 3.51 $ 9.03 $ 0.07 $ 1.15 $ 0.93 $ 0.25 $ 2.40 $ - $ 11.43

01 07 05 - N0200 - 09 1 $ 2.09 $ 0.62 $ 0.92 $ 3.62 $ 0.04 $ 0.51 $ 0.49 $ 0.15 $ 1.19 $ 0.02 $ 4.84

$ 46.18 $ 53.67 $ 85.79 $ 185.64 $ 1.57 21.96$ $ 19.14 $ 5.74 48.41$ $ 0.10 $ 234.14

FM Solenoid Assy Cost Summation 

(D,E,F,G) ((Solenoid Valve))

FM Oil Control Solenoid Assy - D

FM Electrical Assembly - G

FM Solenoid Cover Plate Assy - H

FM Multi-Air System ((with Temperature 

Harness Asm))

FM Solenoid Housing Assy - A ((Piston & 

Finger Followers))

FM Solenoid Housing - B (MultiAir 

Manifold))

FM Valve Actuation Piston Assy - C 

((Hyd. Brake & Lash Adjusters))

NEW TECHNOLOGY PACKAGE COST INFORMATION

QTY/ Subsystem

Manufacturing 

Total Manufacturing Cost 

(Component/ Assembly)

Subassembly

Component

Sub-Subsystem

NEW TECHNOLOGY GENERAL PART INFORMATION:

2010 Fiat Motors 1.4L Turbo, I4, 135hp, 206N.m Torque 

Gas Powered Engine

Item

Subsystem

Markup

Assembly

Name/Description Part Number

Total Packaging Cost 

(Component/ Assembly)

Net Component/ Assembly Cost 

Impact to OEM

Total Markup Cost (Component/ 

Assembly)
3-76

3.2.2 Direct Manufacturing Cost of Baseline Engine Modifications Required for MultiAir 

Hardware Integration

Adding the MultiAir hardware to a baseline 1.4L I4, NA, PFI, d-VVT ICE results in the 

addition, deletion, and modification of baseline engine components and processes. The 

largest cost impact is linked with changes to the baseline valvetrain, including deletion of 

cam phasers, intake camshaft and associated intake valvetrain hardware. In addition, a 

less complex machined cylinder head, as intake valvetrain features are transferred from 

the cylinder head into the MultiAir manifold, and a smaller intake manifold assembly 

result in savings on the baseline engine components. 

Table 3-2 summarizes the cost impact associated with the baseline engine component 

changes required for the addition of the MultiAir system. The components and assemblies 

that are no longer required in the baseline engine are indicated in red. The parts/processes 

highlighted in green are additions that would be added along with the previously costed 

MultiAir system. The component costs (e.g., intake camshaft, exhaust camshaft, VVT 

mechanism) provided in Table 3-2 are based on calculations completed in prior EPA case 

studies. 

The net incremental direct manufacturing cost differential is calculated by adding the 

direct manufacturing cost of the MultiAir system ($234.14) with the direct manufacturing 

cost of the changes to the baseline engine (-$91.07). The resulting increase in the direct 

manufacturing cost to add the MultiAir VVTL system is $143.07 ($234.14-91.07). 
3-77

 Table 3-2: Direct Manufacturing Cost Impact Associated with Changing Baseline Engine 

Components for MultiAir System 

Component / Process Description Std VVT

RED =Parts/Processes Saved 

GREEN =Additional Parts/Process Required ( I4 ICE )

Exhaust Camshaft (additional lobes 4-1ea cylinder) $ 25.63

Intake Camshaft (+sensor & associated H/W) $ (26.70)

Sprocket, Camshaft $ 2.25

Bolt, Sprocket $ 0.26

Bearing Caps, Camshaft $ (4.20)

Bolts, Bearing Cap (10pcs-2ea cap) $ (0.80)

VVT Mechanism / Module $ (61.23)

VVT ECM Drivers $ (15.00)

VVT Wiring Circuits (Delta 4 Versus 2 Solenoids) $ (2.00)

Intake Lifter Buckets (8pcs-2ea bank) $ (13.36)

Timing Belt (Length & Width) / Chain (Length & Gauge) $ (2.00)

Cylinder Head Processing: $ (15.42)

Bore Lifter Buckets

Camshaft Line Bore

Valve Cover/Intake Manifold Complexity/Size Reduction $ (10.00)

Valve Cover Size Reduction 

ECU Upgrades for Additional High and Low Side Drivers $ 31.50

Part / Technology Differential Costs: $ (91.07)

FM Multi-Air Hardware Cost $ 234.14

Net Incremental Direct Manufacturing Cost $ 143.07
4-78

4 Glossary of Terms

Assembly: generally refers to a group of interdependent components joined together to 

perform a defined function (e.g., turbocharger assembly, high pressure fuel pump 

assembly, high pressure fuel injector assembly). 

BAS (Belt Alternator Starter): is a system design to start/re-start an engine using a nontraditional internal combustion engine (ICE) starter motor. In a standard internal ICE the 

crankshaft drives an alternator, through a belt pulley arrangement, producing electrical 

power for the vehicle. In the BAS system, the alternator is replaced with a starter 

motor/generator assembly so that it can perform opposing duties. When the ICE is 

running, the starter motor/generator functions as a generator producing electricity for the 

vehicle. When the ICE is off, the starter motor/generator can function as a starter motor, 

turning the crankshaft to start the engine. In addition to starting the ICE, the starter motor 

can also provide vehicle launch assist and regenerative braking capabilities. 

Buy: is the terminology used to identify those components or assemblies as ones in which 

a manufacturer would purchase versus manufacture. All parts designated as a “buy” part, 

within the analysis, only have a net component cost presented. Typically these types of 

parts are considered commodity purchase parts having industry established pricing. 

Cam Phaser: are additional components, added to an internal combustion engine’s 

valvetrain, enabling the opening and closing times between engine valves and the 

crankshaft to be changed during engine operation. The changing of time/phasing of valve 

events relative to crankshaft position optimizes engine performance for different 

operating conditions. Cam phasers can be mounted to the end of intake and exhaust 

camshafts. 

CBOM (Comparison Bill of Materials): is a system bill of materials, identifying all the 

subsystems, assemblies and components associated with the technology configurations 

under evaluation. The CBOM records all the high level details of the technology 

configurations under study, identifies those items which have cost implications as a result 

of the new versus base technology differences, documents the study assumptions, and is 

the primary document for capturing input from the cross-functional team. 

Component: is the lowest level part within the cost analysis. An assembly is typically 

made up of several components acting together to perform a function (e.g., the turbine 

wheel in a turbocharger assembly). However, in some cases a component can act 

independently performing a function within a sub-subsystem or subsystem (e.g., exhaust 

manifold within the exhaust subsystem). 

Cost Estimating Models: are cost estimating tools, external to the Design Profit® 

software, used to calculate operation and process parameters for primary manufacturing 
4-79

processes (e.g., injection molding, die casting, metal stamping, forging). Key information 

calculated from the costing estimating tools (e.g., cycle times, raw material usage, 

equipment size) is inputted into the Lean Design® process maps supporting the cost 

analysis. The Excel base cost estimating models are developed and validated by Munro & 

Associates. 

Costing Databases: refer to the five (5) core databases which contain all the cost rates for 

the analysis. The material database lists all the materials used throughout the analysis 

along with the estimated price/pound for each. The labor database captures various 

automotive, direct labor, manufacturing jobs (supplier and OEM), along with the 

associated mean hourly labor rates. The manufacturing overhead rate database contains 

the cost/hour for the various pieces of manufacturing equipment assumed in the analysis. 

A mark-up database assigns a percentage of mark-up for each of the four (4) main markup categories (i.e., end-item scrap, SG&A, profit, and ED&T), based on the industry, 

supplier size, and complexity classification. The fifth database, the packaging database, 

contains packaging options and costs for each case.

Lean Design® (a module within the Design Profit® software): is used to create 

detailed process flow charts/process maps. Lean Design® uses a series of standardized 

symbols, each base symbol representing a group of similar manufacturing procedures 

(e.g., fastening, material modifications, inspection). For each group, a Lean Design® 

library/database exists containing standardized operations along with the associated 

manufacturing information and specifications for each operation. The information and 

specifications are used to generate a net operation cycle time. Each operation on a process 

flow chart is represented by a base symbol, operation description, and operation time, all 

linked to a Lean Design® library/database. 

Make: is the terminology used to identify those components or assemblies as ones in 

which a manufacturer would produce internally versus purchase. All parts designated as a 

“make” part, within the analysis, are costed in full detail. 

MAQS (Manufacturing Assumption and Quote Summary) Worksheet: is the 

standardized template used in the analysis to calculate the mass production manufacturing 

cost, including supplier mark-up, for each system, subsystem and assembly quoted in the 

analysis. Every component and assembly costed in the analysis will have a MAQS 

worksheet. The worksheet is based on a standard OEM (original equipment manufacturer) 

quote sheet modified for improved costing transparency and flexibility in sensitivity 

studies. The main feeder documents to the MAQS worksheets are process maps and the 

costing databases. 

MCRs (Material Cost Reductions): is a process employed to identify and capture 

potential design and/or manufacturing optimization ideas with the hardware under 

evaluation. These savings could potentially reduce or increase the differential costs 
4-80

between the new and base technology configurations, depending on whether an MCR 

idea is for the new or the base technology. 

MultiAir: is an electro-hydraulic valvetrain system which can dynamically alter intake 

valve lift and timing for an internal combustion engine. Valve lift and timing adjustments 

can be made real-time within the profile of the baseline intake cam lobe profile. The 

technology has been developed by Fiat Powertrain Technologies. 

Net Component/Assembly Cost Impact to OEM: is defined as the net manufacturing 

cost impact per unit, to the OEM, for a defined component, assembly, subsystem or 

system. For components produced by the supplier base, the net manufacturing cost impact 

to the OEM includes total manufacturing costs (material, labor, and manufacturing 

overhead), mark-up (end-item scrap costs, selling, general and administrative costs, 

profit, and engineering design and testing costs) and packaging costs. For OEM internally 

manufactured components, the net manufacturing cost impact to the OEM includes total 

manufacturing costs and packaging costs; mark-up costs are addressed through the 

application of an indirect cost multiplier. 

NTAs (New Technology Advances): is a process employed to identify and capture 

alternative advance technology ideas which could be substituted for some of the existing 

hardware under evaluation. These advanced technologies, through improved function and 

performance, and/or cost reductions, could help increase the overall value of the 

technology configuration. 

Process Maps: are detailed process flow charts used to capture the operations and 

processes, and associated key manufacturing variables, involved in manufacturing 

products at any level (e.g., vehicle, system, subsystem, assembly, component). 

P-VCSM (Powertrain–Vehicle Class Summary Matrix): records the technologies 

being evaluated, the applicable vehicle classes for each technology, and key parameters 

for vehicles or vehicle systems that have been selected to represent the new technology 

and baseline configurations in each vehicle class to be costed. 

Quote: refers to the analytical process of establishing a cost for a component or assembly.

Sub-subsystem: refers to a group of interdependent assemblies and/or components, 

required to create a functioning sub-subsystem. For example, the air induction subsystem 

contains several sub-subsystems including the following: turbocharging, heat exchangers, 

and pipes, hoses, and ducting.

Subsystem: refers to a group of interdependent sub-subsystems, assemblies and/or 

components, required to create a functioning subsystem. For example, the engine system 

contains several subsystems including the following: crank drive subsystem, cylinder 
4-81

block subsystem, cylinder head subsystem, fuel induction subsystem, and air induction 

subsystem.

Subsystem CMAT (Cost Model Analysis Templates): is the document used to display 

and roll up all the sub-subsystem, assembly and component incremental costs associated 

with a subsystem (e.g., fuel induction, air induction, exhaust), as defined by the 

Comparison Bill of Material (CBOM). 

Surrogate part: refers to a part similar in fit, form and function as the part required for 

the cost analysis. Surrogate parts are sometimes used in the cost analysis when actual 

parts are unavailable. The cost of a surrogate part is considered equivalent to the cost of 

the actual part. 

System: refers to a group of interdependent subsystems, sub-subsystems, assemblies 

and/or components, working together to create a vehicle primary function (e.g., engine 

system, transmission system, brake system, fuel system, suspension system). 

System CMAT (Cost Model Analysis Template): is the document used to display and 

roll up all the subsystem incremental costs associated with a system (e.g., engine, 

transmission, steering), as defined by the CBOMs. 

Valvetrain: is the group of internal combustion engine (ICE) components responsible for 

controlling air flow (or a flow of mixed air and fuel) into the combustion chamber and 

after combustion, the combustion by-products out of the combustion chamber. The 

valvetrain subsystem is typically made up of the valves (e.g., intake, exhaust) and valve 

operating mechanisms (e.g., valve springs, rockers, finger followers, camshafts, cam 

sprockets).