80430 Federal Register / Vol. 75, No. 245 / Wednesday, December 22, 2010 / Proposed Rules 

(i) Bagged or tagged code (for items too 

small to individually tag or mark). 

(ii) Contents (the type of information 

recorded on the item, e.g., item internal 

control number). 

(iii) Effective date (date the mark is 

applied). 

(iv) Added or removed code/flag. 

(v) Marker code (designates which code is 

used in the marker identifier, e.g., D=CAGE, 

UN=DUNS, LD=DODAAC). 

(vi) Marker identifier, e.g., Contractor’s 

CAGE code or DUNS number. 

(vii) Medium code; how the data is 

recorded, e.g., barcode, contact memory 

button. 

(viii) Value, e.g., actual text or data string 

that is recorded in its human-readable form. 

(ix) Set (used to group marks when 

multiple sets exist). 

(f) Procedures for reporting of Governmentfurnished property to the IUID Registry or the 

GFP Hub. Except as provided in paragraph 

(c) of this clause— 

(1) GFP with a UII assigned—The 

Contractor shall establish and report to the 

IUID Registry the information required by 

FAR clause 52.245–1, paragraphs (e) and 

(f)(1)(iii), in accordance with the data 

submission procedures at http:// 

www.acq.osd.mil/dpap/pdi/uid/

data_submission_information.html. 

(2) GFP without a UII assigned—The 

Contractor shall submit the following 

information in accordance with the 

instructions at http://www.acq.osd.mil/dpap/ 

pdi/uid/data_submission_information.html. 

Common data elements include the 

following: 

(i) Description/nomenclature. 

(ii) Type designation, if assigned. 

(iii) NSN. 

(iv) PIN. 

(v) CAGE code of reporting contractor. 

(vi) Supply condition code per paragraph 

(e)(5) of this clause. 

(vii) Unit acquisition cost. 

(viii) Contract number. 

(ix) Quantity. 

(x) Unit of issue. 

(xi) Serial number, if assigned. 

(g) Procedures for updating the DoD IUID 

Registry. The Contractor shall update the 

DoD IUID Registry at 

https://www.bpn.gov/iuid for changes in 

status, mark, custody, condition code, or 

disposition of items— 

(1) Delivered or shipped from the 

Contractor’s plant, under Government 

instructions, except when shipment is to a 

subcontractor or other location of the 

Contractor; 

(2) Consumed or expended, reasonably and 

properly, or otherwise accounted for, in the 

performance of the contract as determined by 

the Government property administrator, 

including reasonable inventory adjustments; 

(3) Disposed of; or 

(4) Transferred to a follow-on or other 

contract. (End of clause) 

7. Amend section 252.251–7000 by 

removing ‘‘(NOV 2004)’’ and adding in 

its place ‘‘(XXX–XXXX)’’, revising 

introductory paragraph (c), and revising 

paragraphs (d) through (f) to read as 

follows: 

252.251–7000 Ordering From Government 

Supply Sources. 

* * * * * 

(c) When placing orders for Government 

stock [on a reimbursable basis], the 

Contractor shall— 

* * * 

(d) When placing orders for Government 

stock on a non-reimbursable basis, the 

Contractor shall— 

(1) Comply with the requirements of the 

Contracting Officer’s authorization. 

(2) When using electronic transactions to 

submit requisitions on a non-reimbursable 

basis only, orders shall be placed by 

authorizing contract number using the 

Defense Logistics Management System 

(DLMS) Supplement to Federal 

Implementation Convention 511R, 

Requisition; and receipts shall be 

acknowledged by authorizing contract 

number using the DLMS Supplement 527R, 

Receipt, Inquiry, Response and Material 

Receipt Acknowledgement. 

(e) Only the Contractor may request 

authorization for subcontractor use of 

Government supply sources. The Contracting 

Officer will not grant authorizations for 

subcontractor use without approval of the 

Contractor. 

(f) Government invoices shall be submitted 

to the Contractor’s billing address, and 

Contractor payments shall be sent to the 

Government remittance address specified 

below: 

Contractor’s Billing Address (include point 

of contact and telephone number): 

Government Remittance Address (include 

point of contact and telephone number): 

(End of clause) 

[FR Doc. 2010–32099 Filed 12–21–10; 8:45 am] 

BILLING CODE 5001–08–P 

DEPARTMENT OF TRANSPORTATION 

National Highway Traffic Safety 

Administration 

49 CFR Parts 531 and 533 

[Docket No. NHTSA–2010–0175] 

Passenger Car and Light Truck 

Average Fuel Economy Standards 

Request for Product Plan 

Information—Model Years 2010–2025 

AGENCY: National Highway Traffic 

Safety Administration (NHTSA), 

Department of Transportation (DOT). 

ACTION: Request for comments. 

SUMMARY: The purpose of this request 

for comments is to acquire updated 

information regarding vehicle 

manufacturers’ future product plans to 

assist the agency in assessing what 

corporate average fuel economy (CAFE) 

standards should be established for 

passenger cars and light trucks 

manufactured in model years 2017 and 

beyond. NHTSA must establish CAFE 

standards pursuant to the Energy Policy 

and Conservation Act, Public Law 94– 

163, as amended by the Energy 

Independence and Security Act (EISA) 

of 2007, Public Law 110–140. This 

request is being issued in preparation 

for an upcoming Joint Notice of 

Proposed Rulemaking being undertaken 

by NHTSA and EPA regarding future 

CAFE and greenhouse gas (GHG) 

standards currently anticipated to be 

released by September 30, 2011. 

DATES: Comments must be received on 

or before February 22, 2011. 

ADDRESSES: You may submit comments 

[identified by Docket No. NHTSA– 

2010–0175] by any of the following 

methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

online instructions for submitting 

comments. 

• Mail: Docket Management Facility, 

U.S. Department of Transportation, 1200 

New Jersey Avenue, SE., West Building 

Ground Floor, Room W12–140, 

Washington, DC 20590. 

• Hand Delivery or Courier: West 

Building Ground Floor, Room W12–140, 

1200 New Jersey Avenue, SE., between 

9 a.m. and 5 p.m. ET, Monday through 

Friday, except Federal holidays. 

Telephone: 1–800–647–5527. 

• Fax: 202–493–2251 

Instructions: All submissions must 

include the agency name and docket 

number for this proposed collection of 

information. Note that all comments 

received will be posted without change 

to http://www.regulations.gov, including 

any personal information provided. 

Please see the Privacy Act heading 

below. 

Privacy Act: Anyone is able to search 

the electronic form of all comments 

received into any of our dockets by the 

name of the individual submitting the 

comment (or signing the comment, if 

submitted on behalf of an association, 

business, labor union, etc.). You may 

review DOT’s complete Privacy Act 

Statement in the Federal Register 

published on April 11, 2000 (65 FR 

19477–78) or you may visit http:// 

www.dot.gov/privacy.html. 

Docket: For access to the docket to 

read background documents or 

comments received, go to http:// 

www.regulations.gov and follow the 

online instructions, or visit the Docket 

Management Facility at the street 

address listed above. 

FOR FURTHER INFORMATION CONTACT: Mr. 

Ken Katz, Fuel Economy Division, 

Office of International Policy, Fuel 

Economy and Consumer Programs, at 

(202) 366–0846, facsimile (202) 493– 

2290, electronic mail ken.katz@dot.gov. 


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1 Information about EPA’s endangerment finding 

is available at http://www.epa.gov/climatechange/ 

endangerment.html (last accessed November 22, 

2010). 

2Final rule establishing the MYs 2012–2016 

CAFE and GHG standards, 75 Fed. Reg. 25324 (May 

7, 2010). 

3The Presidential Memorandum is available at 

http://www.whitehouse.gov/the-press-office/ 

presidential-memorandum-regarding-fuelefficiency-standards (last accessed November 22, 

2010). 

4Notice of Intent, 75 FR 62739 (Oct. 13, 2010). 

5Available at http://www.nhtsa.gov/fuel-economy 

(last accessed November 22, 2010). 

6Supplemental Notice of Intent, 75 FR 76337 

(Dec. 8, 2010). 

For legal issues, call Ms. Rebecca Yoon, 

Office of the Chief Counsel, at (202) 

366–2992. 

SUPPLEMENTARY INFORMATION: 

I. Introduction 

NHTSA has been issuing Corporate 

Average Fuel Economy (CAFE) 

standards for the last 30 years under the 

Energy Policy and Conservation Act 

(EPCA). The CAFE program requires 

manufacturers to improve the fuel 

economy of vehicles sold in the United 

States which helps the Nation conserve 

petroleum, saves consumers money at 

the pump, and promotes energy 

independence and security by reducing 

dependence on foreign oil. 

Additionally, since higher fuel economy 

means that less fuel needs to be 

combusted to move a vehicle down the 

road, and since the by-product of fuel 

consumption is carbon dioxide (CO2) 

emissions, the CAFE program also 

reduces the effects of climate change by 

reducing those emissions from the 

tailpipes of new motor vehicles. 

Congress amended EPCA in 2007 

through the Energy Independence and 

Security Act (EISA). EISA added several 

requirements for NHTSA to fulfill in 

developing passenger car and light truck 

CAFE standards for each model year 

(MY). For example, besides the 

requirement to set standards at the 

maximum feasible level for each model 

year, EISA added a requirement that 

MYs 2011–2020 standards must be set 

to ensure that the industry-wide average 

of all new passenger cars and light 

trucks, combined, is at least 35 miles 

per gallon (mpg) by MY 2020. EISA also 

required the CAFE standards to be based 

on one or more vehicle attributes related 

to fuel economy and to be expressed in 

the form of a mathematical function. 

The attribute that NHTSA chose for the 

MYs 2011–2016 standards was vehicle 

footprint (which is defined as a 

vehicle’s wheelbase times its average 

track width), and the mathematical 

function defining those standards is a 

‘‘target curve’’ which is more stringent 

for smaller vehicles and less stringent 

for larger vehicles. The fleet wide 

average fuel economy that a particular 

manufacturer must achieve thus 

depends on the size mix of its fleet. This 

approach ensures that all manufacturers 

will be required to incorporate fuelsaving technologies across a broad range 

of their passenger car and light truck 

fleets. 

Also in 2007, the Supreme Court 

ruled in Massachusetts v. EPA that the 

Clean Air Act allows EPA to regulate 

emissions of greenhouse gas (GHG) 

emissions if the agency determines that 

these gases endanger public health and 

welfare. In 2009, EPA issued the 

requisite endangerment finding,1 and 

began working toward the regulation of 

motor vehicle GHG emissions. 

Since 2008, NHTSA has been working 

closely with EPA to develop 

harmonized CAFE and GHG standards 

for passenger cars and light trucks, in 

order to ensure coordinated federal 

policy and reduce the burden on 

manufacturers. Following the success of 

the joint MYs 2012–2016 CAFE and 

GHG standards,2 on May 21, 2010, 

President Obama requested that the two 

agencies begin evaluating potential 

standards for MYs 2017–2025.3 NHTSA 

and EPA released a Notice of Intent 

regarding such standards on September 

30, 2010,4 along with an Interim 

Technical Assessment Report developed 

jointly by NHTSA, EPA, and the 

California Air Resources Board (CARB).5

The agencies subsequently issued a 

Supplemental Notice of Intent on 

November 30, 2010,6 and expect to 

release a Notice of Proposed 

Rulemaking (NPRM) by September 30, 

2011. 

To assist the agency in analyzing 

potential CAFE standards for MYs 2017 

and beyond, NHTSA is requesting any 

updates to product plans previously 

provided by vehicle manufacturers, as 

well as production data through the 

recent past, including data about 

engines, transmissions, vehicle mass 

reduction technologies, and hybrid 

technologies for MY 2010 through MY 

2025 passenger cars and light trucks and 

the assumptions underlying those plans. 

If manufacturers have not previously 

submitted product plan information to 

NHTSA and wish to do so (especially 

those who previously had their plans 

submitted as part of another 

manufacturer’s submission), NHTSA 

also requests such information from 

them. NHTSA requests information for 

MYs 2010–2025 primarily as a basis for 

subsequent discussions with individual 

manufacturers regarding their 

capabilities for the MYs 2017–2025 time 

frame as we develop the upcoming 

NPRM. The information received will 

also supplement other information that 

will be used by NHTSA to develop a 

realistic forecast of the vehicle market in 

MY 2017 and beyond, and to evaluate 

what technologies may feasibly be 

applied by manufacturers to achieve 

compliance with potential future 

standards. Information regarding earlier 

model years may help the agency to 

better account for cumulative effects 

such as cost reductions due to learning. 

This information will help the agencies 

check the estimates they employed for 

rulemaking against manufacturerreported technology costs and 

effectiveness, and also to help the 

agencies understand product mix and 

technology application trends during 

model years for which the agency is 

currently receiving CAFE compliance 

data. Information regarding later model 

years may help the agency gain a better 

understanding of how manufacturers’ 

plans through MY 2025 relate to their 

longer-term expectations regarding 

foreseeable regulatory requirements, 

market trends, and prospects for more 

advanced technologies (such as HCCI 

engines, dual loop cooled EGR, plug-in 

hybrid, electric, and fuel cell vehicles, 

among others). 

NHTSA will also consider 

information regarding the model years 

requested when considering 

manufacturers’ planned schedules for 

redesigning and freshening their 

products, in order to examine how 

manufacturers anticipate tying 

technology introduction to product 

design schedules. In addition, the 

agency is requesting information 

regarding manufacturers’ estimates of 

the future vehicle population, and fuel 

economy improvements and 

incremental costs attributed to 

technologies reflected in those plans. 

The request for information is detailed 

in appendices to this notice. NHTSA 

has also included a number of questions 

directed primarily toward vehicle 

manufacturers, whereas others may also 

be applicable for suppliers that are 

interested in supplying independent 

responses. They can be found in 

Appendix A to this notice. Answers to 

those questions will assist the agency in 

its analysis. 

Given the importance that responses 

to this request for comment may have in 

informing NHTSA’s proposed CAFE 

rulemaking, either as part of the basis 

for the standards or as an independent 

check on them, NHTSA intends to 

review carefully and critically all data 

provided by commenters. It is therefore 

important that commenters fully 

respond to each question, particularly 

by providing information regarding the 


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basis for technology costs and 

effectiveness estimates. Although 

NHTSA practice has typically been to 

request product plan information 

reaching several years beyond the end of 

the anticipated rulemaking time frame 

in order to provide this context, many 

manufacturers submitting comments in 

the past have provided relatively little 

detail in response for those later model 

years. Considering past responses to 

these requests, we expect that most 

manufacturers’ product plans are 

currently well defined through 

approximately 2015, somewhat less 

defined through approximately 2020, 

and thereafter, increasingly fluid and 

open to change. As NHTSA and EPA are 

working jointly to consider standards 

that cover MYs 2017–2025, we request 

that manufacturers provide as much 

information as they can, spanning as 

many of these model years as feasible, 

and also summarize major sources of 

uncertainty. For example, if a 

manufacturer’s plans depend 

significantly on fuel prices, we request 

that the manufacturer indicate which 

fuel prices they have assumed, as well 

as what general differences in product 

plans could be expected given 

significantly lower or higher future fuel 

prices. Also, as fuel economy 

regulations are not defined beyond MY 

2016, and GHG regulations currently do 

not change after MY 2016, it is expected 

that product plan information may be 

based on requirements continuing to 

reflect MY 2016 levels through MY 

2025. However, if other assumptions 

have been used, NHTSA requests those 

assumptions be provided. 

To facilitate the submission of 

comments and to help ensure the 

conformity of data received regarding 

manufacturers’ product plans from MY 

2010 through MY 2025, NHTSA has 

developed spreadsheet templates for 

manufacturers’ use. The uniformity 

provided by these spreadsheets is 

intended to aid and expedite our 

review, integration, and analysis of the 

information provided. These templates 

are the agency’s strongly preferred 

format for data submittal, and can be 

found on the CAFE webpage at http:// 

www.nhtsa.gov/fuel-economy or can be 

requested from Mr. Ken Katz at 

ken.katz@dot.gov. The templates 

include an automated tool (i.e., a macro) 

that performs some auditing to identify 

missing or potentially erroneous entries. 

The appendices to this document also 

include sample tables that 

manufacturers may refer to when 

submitting their data to the agency. 

In addition, NHTSA would like to 

note that we will share the information 

submitted in response to this notice 

with the Environmental Protection 

Agency (EPA). This sharing will 

facilitate NHTSA’s and EPA’s 

consideration of the appropriate factors 

to be used in establishing fuel economy 

and GHG standards, respectively, for 

MY 2017 and beyond. Both agencies 

will ensure that confidential 

information that is shared is protected 

from disclosure in accordance with their 

regulations and practices in this area. 

II. Submission of Comments 

How do I prepare and submit 

comments? 

Comments should be prepared using 

the spreadsheet template described 

above. Please include the docket 

number of this document in your 

comments. Please submit two copies of 

your comments, including the 

attachments, to Docket Management at 

the address given above under 

ADDRESSES. Alternatively, comments 

may also be submitted to the docket 

electronically by logging onto http:// 

www.regulations.gov. Click on the 

‘‘Help’’ tab at the top of the page and 

follow the instructions for finding a 

regulation and filing the comment 

electronically. 

How can I be sure that my comments 

were received? 

If you wish Docket Management to 

notify you upon its receipt of your 

comments, enclose a self-addressed, 

stamped postcard in the envelope 

containing your comments. Upon 

receiving your comments, Docket 

Management will return the postcard by 

mail. 

How do I submit confidential business 

information? 

If you wish to submit any information 

under a claim of confidentiality, you 

should submit three copies of your 

complete submission, including the 

information you claim to be confidential 

business information, to the Chief 

Counsel, NHTSA, at the address given 

above under FOR FURTHER INFORMATION

CONTACT. In addition, you should 

submit a copy from which you have 

deleted the claimed confidential 

business information to the docket. 

When you send a comment containing 

information claimed to be confidential 

business information, you should 

include a cover letter setting forth the 

information specified in our 

confidential business information 

regulation. (49 CFR Part 512.) 

Will the agency consider late 

comments? 

We will consider all comments that 

Docket Management receives before the 

close of business on the comment 

closing date indicated above under 

DATES. The agency retains discretion to 

consider late-filed comments, but 

emphasizes that comments will be most 

helpful and informative to the agency if 

submitted in a timely manner, so that 

the agency may begin reviewing 

submissions as soon as possible and 

return to commenters with follow-up 

questions as necessary. 

How can I read the comments submitted 

by other people? 

You may read the comments received 

by Docket Management at the address 

given above under ADDRESSES. The 

hours of the Docket are indicated above 

in the same location. You may also see 

the comments on the Internet. To read 

the comments on the Internet, take the 

following steps: 

(1) Go to http://www.regulations.gov. 

(2) Check the box for ‘‘View results by 

docket folder.’’ 

(3) In the field marked ‘‘Keyword,’’ 

type in the docket number found at the 

beginning of this notice. 

(4) On the results page, click on the 

desired comments. You may download 

the comments. However, since the 

comments are imaged documents, 

instead of word processing documents, 

the downloaded comments may not be 

word searchable. 

Please note that even after the comment 

closing date, we will continue to file 

relevant information in the Docket as it 

becomes available. Accordingly, we 

recommend that you periodically check 

the Docket for new material. 

Anyone is able to search the 

electronic form of all comments 

received into any of our dockets by the 

name of the individual submitting the 

comment (or signing the comment, if 

submitted on behalf of an association, 

business, labor union, etc.). You may 

review DOT’s complete Privacy Act 

Statement in the Federal Register 

published on April 11, 2000 (Volume 

65, Number 70; Pages 19477–78) or you 

may visit http://www.dot.gov/ 

privacy.html. 

Authority: 49 U.S.C. 32902; delegation of 

authority at 49 CFR 1.50. 

Joseph S. Carra, 

Acting Associate Administrator for 

Rulemaking. 

Appendix A 

I. Definitions 

As used in these appendices— 

1. ‘‘Automobile,’’ ‘‘fuel economy,’’ 

‘‘manufacturer,’’ and ‘‘model year (MY),’’ have 

the meaning given them in Section 32901 of 

Chapter 329 of Title 49 of the United States 

Code, 49 U.S.C. 32901. 


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2. ‘‘Basic engine’’ has the meaning given in 

40 CFR 600.002–93(a)(21). 

3. ‘‘Cargo-carrying volume,’’ ‘‘gross vehicle 

weight rating’’ (GVWR), and ‘‘passengercarrying volume’’ are used as defined in 49 

CFR 523.2. 

4. ‘‘CARB’’ means California Air Resources 

Board 

5. ‘‘Domestically manufactured’’ is used as 

defined in Section 32904(b)(2) of Chapter 

329, 49 U.S.C. 32904(b)(2). 

6. ‘‘ED&T’’ means Engineering, Design and 

Testing 

7. ‘‘Footprint’’ means the product of average 

track width (measured in inches and rounded 

to the nearest tenth of an inch) times 

wheelbase (measured in inches and rounded 

to the nearest tenth of an inch) divided by 

144 and then rounded to the nearest tenth of 

a square foot as described in 49 CFR 523.2. 

8. ‘‘Light truck’’ means an automobile of the 

type described in 49 CFR 523.3 and 523.5. 

9. A ‘‘model’’ of passenger car is a line, 

such as the Chevrolet Impala, Ford Fusion, 

Honda Accord, etc., which exists within a 

manufacturer’s fleet. 

10. ‘‘Model Type’’ is used as defined in 40 

CFR 600.002–93(a)(19). 

11. ‘‘MY’’ means model year 

12. ‘‘Passenger car’’ means an automobile of 

the type described in 49 CFR 523.3 and 

523.4. 

13. ‘‘Percent fuel consumption 

improvements’’ means that percentage which 

corresponds to the amount by which 

respondent could improve the fuel 

consumption of vehicles in a given model or 

class through the application of a specified 

technology, averaged over all vehicles of that 

model or in that class which feasibly could 

use the technology. Projections of percent 

fuel consumption improvement should be 

based on the assumption of maximum efforts 

by respondent to achieve the highest possible 

fuel economy increase through the 

application of the technology while holding 

other performance characteristics constant 

(such as 0–60 miles-per-hour (mph) time, 

gradeability, towing capacity, NVH, etc.) 

relative to the respondent’s 2010MY 

vehicles/fleet. The baseline for determination 

of percent fuel consumption improvement is 

the level of technology and vehicle 

performance for respondent’s 2010 model 

year passenger cars or light trucks in the 

equivalent class. 

14. ‘‘Percent production implementation 

rate’’ means that percentage which 

corresponds to the maximum number of 

passenger cars or light trucks of a specified 

class which could feasibly be produced with 

the technology if respondent made maximum 

efforts to apply the technology by a specified 

model year. 

15. ‘‘Production’’ means production for the 

U.S. market. 

16. ‘‘Production percentage’’ means the 

percent of respondent’s passenger cars or 

light trucks of a specified model projected to 

be manufactured in a specified model year. 

17. ‘‘Project’’ or ‘‘projection’’ refers to the 

best estimates made by respondent, whether 

or not based on less than certain information. 

18. ‘‘R&D’’ means research and 

development 

19. ‘‘Redesign’’ means any change, or 

combination of changes, to a vehicle that 

would change its weight by 50 pounds or 

more or change its frontal area or 

aerodynamic drag coefficient by 2 percent or 

the implementation of new engine. 

20. ‘‘Refresh’’ means any change, or 

combination of changes, to a vehicle that 

would change its weight by less than 50 

pounds and would not change its frontal area 

or aerodynamic drag coefficient. 

21. ‘‘Relating to’’ means constituting, 

defining, containing, explaining, embodying, 

reflecting, identifying, stating, referring to, 

dealing with, or in any way pertaining to. 

22. ‘‘Respondent’’ means each manufacturer 

(including all its divisions) providing 

answers to the questions set forth in this 

appendix, and its officers, employees, agents 

or servants. 

23. ‘‘RPE’’ means retail price equivalent 

24. ‘‘Test Weight’’ is used as defined in 40 

CFR 86.082–2. 

25. ‘‘Track Width’’ means the lateral 

distance between the centerlines of the base 

tires at ground, including the camber angle. 

26. ‘‘Truckline’’ means the name assigned 

by the Environmental Protection Agency to a 

different group of vehicles within a make or 

car division in accordance with that agency’s 

2001 model year pickup, van (cargo vans and 

passenger vans are considered separate truck 

lines), and special purpose vehicle criteria. 

27. ‘‘Variants of existing engines’’ means 

versions of an existing basic engine that 

differ from that engine in terms of 

displacement, method of aspiration, 

induction system or that weigh at least 25 

pounds more or less than that engine. 

28. ‘‘Wheelbase’’ means the longitudinal 

distance between front and rear wheel 

centerlines. 

II. Assumptions 

All assumptions concerning emission 

standards, damageability regulations, safety 

standards, etc., should be listed and 

described in detail by the respondent. 

III. Specifications—Passenger Car and Light 

Truck Data 

Go to http://www.nhtsa.gov/fuel-economy 

for spreadsheet templates. 

1. Identify all passenger car and light truck 

models offered for sale in MY 2010 whose 

production each respondent projects 

discontinuing before MY 2017 and identify 

the last model year in which each will be 

offered. 

2. Identify all basic engines offered by 

respondent in MY 2010 passenger cars and 

light trucks which respondent projects it will 

cease to offer for sale in passenger cars and 

light trucks before MY 2017, and identify the 

last model year in which each will be offered. 

3. For each model year 2010–2025, list all 

known or projected car and truck lines and 

provide the information specified below for 

each model type. Model types that are 

essentially identical except for their 

nameplates (e.g., Ford Fusion/Lincoln MKZ) 

may be combined into one item. Engines 

having the same displacement but belonging 

to different engine families are to be grouped 

separately. Within the fleet, the vehicles are 

to be sorted first by car or truck line, second 

by basic engine, and third by transmission 

type. For each model type, a specific indexed 

engine and transmission are to be identified. 

As applicable, an indexed predecessor model 

type is also to be identified. Spreadsheet 

templates can be found at http:// 

www.nhtsa.gov/fuel-economy. These 

templates include codes and definitions for 

the data that the agency is seeking, including, 

but not limited to the following: 

A. General Information 

1. Vehicle Number—a unique number 

assigned to each model. 

2. Manufacturer—manufacturer’s name 

(e.g., Toyota). 

3. Model—name of model (e.g., Corolla). 

4. Nameplate—vehicle nameplate (e.g., 

Corolla Matrix). 

5. Primary Fuel—classified as CNG = 

compressed natural gas; D = diesel; E = 

electricity; E–85 = ethanol; E100 = neat 

ethanol; G = gasoline; H = hydrogen; LNG = 

liquefied natural gas; LPG = propane; M85 = 

methanol; M100 = neat methanol. 

6. Fuel Economy on Primary Fuel— 

measured in miles per gallon; laboratory fuel 

economy (weighted FTP+highway gasolineequivalent gallon (GEG), exclusive of any 

calculation under 49 U.S.C. 32905). 

7. Secondary Fuel—classified as CNG = 

compressed natural gas; D = diesel; E = 

electricity; E–85 = ethanol; E100 = neat 

ethanol; G = gasoline; H = hydrogen; LNG = 

liquefied natural gas; LPG = propane; M85 = 

methanol; M100 = neat methanol. 

8. Fuel Economy on Secondary Fuel— 

measured in miles per gallon; laboratory fuel 

economy (weighted FTP + highway GEG, 

exclusive of any calculation under 49 U.S.C. 

32905). 

9. Tertiary Fuel—classified as CNG = 

compressed natural gas; D = diesel; E = 

electricity; E–85 = ethanol; E100 = neat 

ethanol; G = gasoline; H = hydrogen; LNG = 

liquefied natural gas; LPG = propane; M85 = 

methanol; M100 = neat methanol. 

10. Fuel Economy on Tertiary Fuel— 

measured in miles per gallon; laboratory fuel 

economy (weighted FTP + highway GEG, 

exclusive of any calculation under 49 U.S.C. 

32905). 

11. CAFE Fuel Economy—measured in 

miles per gallon; laboratory fuel economy 

(weighted FTP + highway GEG, inclusive of 

any calculation under 49 U.S.C. 32905). 

12. Engine Code—unique number assigned 

to each engine 

a. Manufacturer—manufacturer’s name 

(e.g., General Motors, Ford, Toyota, Honda). 

b. Name—name of engine. 

c. Configuration—classified as V = Vshaped; I = inline; R = rotary, H = 

horizontally opposed (boxer). 

d. Primary Fuel—classified as CNG = 

compressed natural gas, D = diesel, E85 = 

ethanol, E100 = neat ethanol, G = gasoline, 

H = hydrogen, LNG = liquefied natural gas, 

LPG = propane, M85 = methanol, M100 = 

neat methanol. 

e. Secondary Fuel—classified as CNG = 

compressed natural gas, D = diesel, E85 = 

ethanol, E100 = neat ethanol, G = gasoline, 

H = hydrogen, LNG = liquefied natural gas, 

LPG = propane, M85 = methanol, M100 = 

neat methanol. 

f. Country of Origin—name of country 

where engine is manufactured. 


srobinson on DSKHWCL6B1PROD with PROPOSALS
80434 Federal Register / Vol. 75, No. 245 / Wednesday, December 22, 2010 / Proposed Rules 

g. Engine Oil Viscosity—ratio between the 

applied shear stress and the rate of shear, 

which measures the resistance of flow of the 

engine oil (as per SAE Glossary of 

Automotive Terms); typical values as text 

include 0W20, 5W20, etc. 

h. Cycle—combustion cycle of engine; 

classified as A = Atkinson, AM = Atkinson/ 

Miller, D = Diesel, M = Miller, O = Otto, OA 

= Otto/Atkinson. 

i. Air/Fuel Ratio—the weighted (FTP + 

highway) air/fuel ratio (mass); a number 

generally around 14.7 for gasoline engines. 

j. Fuel Delivery System—mechanism that 

delivers fuel to engine; classified as SGDI = 

stoichiometric gasoline direct injection; 

LBGDI = lean-burn gasoline direct injection; 

SFI = sequential fuel injection; MPFI = 

multipoint fuel injection; TBI = throttle body 

fuel injection; CRDI = common rail direct 

injection (diesel); UDI = unit injector direct 

injection (diesel). 

k. Aspiration—breathing or induction 

process of engine (as per SAE Automotive 

Dictionary); classified as NA = naturally 

aspirated, S = supercharged, T = 

turbocharged, T2P = parallel twin 

turbocharged, T2S = sequential twin 

turbocharged, T2ST = staged twin 

turbocharged, T4 = quad-turbocharged, ST = 

supercharged and turbocharged. 

l. External Exhaust Gas Recirculation 

(EGR)—recirculation of some of the exhaust 

gases back into the engine; classified as SSSL 

= single stage—single loop, SSDL = single 

stage—dual loop, DSSL = dual stage—single 

loop, DSDL = dual stage—dual loop, NA = 

not applicable. 

m. EGR Pressure, measured in Pounds per 

Square Inch (PSI). 

n. EGR Cooler Type—classified as AC = air 

cooled, LC = liquid cooled. 

o. EGR Coolant Type—type of coolant 

used. 

p. Engine Brake Mean Effective Pressure 

(BMEP)—average engine effective pressure, 

measured as bar. 

q. Valvetrain Design—design of the total 

mechanism from camshaft to valve of an 

engine that actuates the lifting and closing of 

a valve (as per SAE Glossary of Automotive 

Terms); classified as CVA = camless valve 

actuation, DOHC = dual overhead cam, OHV 

= overhead valve, SOHC = single overhead 

cam. 

r. Valve Actuation/Timing—valve opening 

and closing points in the operating cycle (as 

per SAE J604); classified as F = fixed, ICP = 

intake cam phasing, CCP = coupled cam 

phasing, DCP = dual cam phasing. 

s. Valve Lift—describes the manner in 

which the valve is raised during combustion 

(as per SAE Glossary of Automotive Terms); 

classified as F = fixed, DVVL = discrete 

variable valve lift, CVVL = continuously 

variable valve lift, IVC = intake valve control 

(e.g., Fiat’s MultiAir system). 

t. Cylinders—the number of engine 

cylinders; an integer such as 2, 3, 4, 5, 6, 8, 

10 or 12. 

u. Valves/Cylinder—the number of valves 

per cylinder, an integer from 2 through 5. 

v. Deactivation—presence of cylinder 

deactivation mechanism; classified as Y = 

cylinder deactivation applied; N = cylinder 

deactivation not applied. 

w. Displacement—total volume displaced 

by a piston in a single stroke multiplied by 

the number of cylinders; measured in liters. 

x. Compression Ratio (min)—typically a 

number between 8 and 11; (for fixed CR 

engines, should be identical to maximum 

CR). 

y. Compression Ratio (max)—typically a 

number between 8 and 20; (for fixed CR 

engines, should be identical to minimum 

CR). 

z. Max. Horsepower—the maximum power 

of the engine, measured as horsepower. 

aa. Max. Horsepower RPM—rpm at which 

maximum horsepower is achieved. 

bb. Max. Torque—the maximum torque of 

the engine, measured as lb-ft. 

cc. Max Torque RPM—rpm at which 

maximum torque is achieved. 

13. Transmission Code—unique number 

assigned to each transmission: 

a. Manufacturer—manufacturer’s name 

(e.g., General Motors, Ford, Toyota, Honda). 

b. Name—name of transmission. 

c. Country of origin—where the 

transmission is manufactured. 

d. Type—type of transmission; classified as 

M = manual, A = automatic (torque 

converter), AMT = automated manual 

transmission (single clutch w/torque 

interrupt), DCT = dual clutch transmission, 

CVT1 = belt or chain CVT, CVT2 = other CVT 

(e.g., toroidal), HEVT = hybrid/electric 

vehicle transmission (for a BISG or CISG type 

hybrid, please define the actual transmission 

used, not HEVT). 

e. Clutch Type—type of clutch used in 

AMT or DCT type transmission; D = dry, DA 

= damp, W = wet. 

f. Number of Forward Gears—classified as 

an integer indicating the number of forward 

gears; ‘‘CVT’’ for a CVT type transmission; or 

‘‘n/a’’. 

g. Logic—indicates aggressiveness of 

automatic shifting; classified as A = 

aggressive bias toward improving fuel 

economy, C = conventional shifting. Provide 

rationale for selection in the transmission 

notes column. 

14. Origin—classification (under CAFE 

program) as domestic or import, D = 

domestic, I = import. 

B. Production 

1. Production—actual and projected U.S. 

production for MY 2010 to MY 2025 

inclusive, measured in number of vehicles. 

2. Percent of Production Regulated by 

CARB Standards—percent of production 

volume that will be regulated under CARB 

standards in each of MYs 2010 to MY 2025. 

C. MSRP—Measured in 2009 Dollars Actual 

and Projected Average MSRP (SalesWeighted, Including Options) for MY 2010 to 

MY 2025 Inclusive 

D. Vehicle Information 

1. Subclass—for technology application 

purposes only and should not be confused 

with vehicle classification for regulatory 

purposes; classified as Subcompact, 

Subcompact Performance, Compact, Compact 

Performance, Midsize, Midsize Performance, 

Large, Large Performance, Minivan, Small 

LT, Midsize LT, Large LT; where LT = SUV/ 

Pickup/Van; use tables below, with example 

vehicles, to place vehicles into the most 

appropriate subclass. 

Subclass Example (MY 2010) vehicles 

Subcompact .............................................................................................. Chevy Aveo, Honda Civic, Volkswagen New Beetle. 

Subcompact Performance ........................................................................ Audi TT, Mazda Miata, Subaru Impreza. 

Compact ................................................................................................... Chevy Cruze, Ford Focus, Nissan Sentra. 

Compact Performance .............................................................................. Audi S4 Quattro, Mazda RX8, Mitsubishi Lancer Evolution. 

Midsize ...................................................................................................... Honda Accord, Hyundai Azera, Toyota Camry. 

Midsize Performance ................................................................................ Chevy Corvette, Ford Mustang GT, Nissan G37 Coupe. 

Large ......................................................................................................... Audi A8, Cadillac CTS, Ford Taurus. 

Large Performance ................................................................................... Bentley Arnage, BMW M5, Daimler CL600. 

Minivans .................................................................................................... Dodge Caravan, Toyota Sienna. 

Small SUV/Pickup/Van ............................................................................. Ford Ranger, Nissan Rogue, Toyota RAV4. 

Midsize SUV/Pickup/Van .......................................................................... Jeep Wrangler 4-door, Mazda CX–9, Toyota Tacoma. 

Large SUV/Pickup/Van ............................................................................. Chevy Silverado, Ford Econoline, Toyota Sequoia. 

2. Style—classified as Convertible, Coupe, 

Hatchback, Sedan, Minivan, Pickup, Sport 

Utility, Van, Wagon. 

3. Light Truck Indicator—a unique code(s) 

(e.g., 2ii, 7i) assigned to each vehicle which 

represents the design feature(s) that classify 

it as a light truck, classified as: 

(0) The vehicle neither has off-road design 

features (defined under 49 CFR 523.5(b) and 

described by numbers 1 and 2 below) nor has 

functional characteristics (defined under 49 

CFR 523.5(a) and described by numbers 3 

through 7 below) that would allow it to be 

properly classified as a light truck, thus the 

vehicle is properly classified as a passenger 

car. 

An automobile capable of off-highway 

operation, as indicated by the fact that it: 

(1)(i) Has 4-wheel drive; or 

(ii) Is rated at more than 6,000 pounds 

gross vehicle weight; and 


srobinson on DSKHWCL6B1PROD with PROPOSALS
Federal Register / Vol. 75, No. 245 / Wednesday, December 22, 2010 / Proposed Rules 80435 

7NHTSA considers ‘‘4-wheel drive’’ to refer only 

to vehicles that have selectable 2- and 4-wheel drive 

settings, as opposed to all-wheel drive, which is not 

driver-selectable. 

(2) Has at least four of the following 

characteristics calculated when the 

automobile is at curb weight, on a level 

surface, with the front wheels parallel to the 

automobile’s longitudinal centerline, and the 

tires inflated to the manufacturer’s 

recommended pressure— 

(i) Approach angle of not less than 28 

degrees. 

(ii) Breakover angle of not less than 14 

degrees. 

(iii) Departure angle of not less than 20 

degrees. 

(iv) Running clearance of not less than 20 

centimeters. 

(v) Front and rear axle clearances of not 

less than 18 centimeters each. 

An automobile designed to perform at least 

one of the following functions: 

(3) Transport more than 10 persons; 

(4) Provide temporary living quarters; 

(5) Transport property on an open bed; 

(6) Provide, as sold to the first retail 

purchaser, greater cargo-carrying than 

passenger-carrying volume, such as in a cargo 

van; if a vehicle is sold with a second-row 

seat, its cargo-carrying volume is determined 

with that seat installed, regardless of whether 

the manufacturer has described that seat as 

optional; or (7) Permit expanded use of the 

automobile for cargo-carrying purposes or 

other non-passenger-carrying purposes 

through: 

(i) For non-passenger automobiles 

manufactured prior to model year 2012, the 

removal of seats by means installed for that 

purpose by the automobile’s manufacturer or 

with simple tools, such as screwdrivers and 

wrenches, so as to create a flat, floor level, 

surface extending from the forward most 

point of installation of those seats to the rear 

of the automobile’s interior; or 

(ii) For non-passenger automobiles 

manufactured in model year 2008 and 

beyond, for vehicles equipped with at least 

3 rows of designated seating positions as 

standard equipment, permit expanded use of 

the automobile for cargo-carrying purposes or 

other non-passenger-carrying purposes 

through the removal or stowing of foldable or 

pivoting seats so as to create a flat, leveled 

cargo surface extending from the forward 

most point of installation of those seats to the 

rear of the automobile’s interior. 

4. Structure—classified as either L = 

Ladder or U = Unibody 

5. Drive—classified as A = all-wheel drive; 

F = front-wheel drive; R = rear-wheel-drive; 

4 = 4-wheel drive 7

6. Axle Ratio—ratio of the speed of the 

drive shaft to the speed of the driven wheels 

7. Length—measured in inches; defined 

per SAE J1100, L103 (Sept. 2005) 

8. Width—measured in inches; defined per 

SAE J1100, W116 (Sept. 2005) 

9. Wheelbase—measured to the nearest 

tenth of an inch; defined per SAE J1100, 

L101 (Sept. 2005), and clarified above 

10. Track Width (front)—measured to the 

nearest tenth of an inch; defined per SAE 

J1100, W101–1 (Sept. 2005), and clarified 

above 

11. Track Width (rear)—measured to the 

nearest tenth of an inch; defined per SAE 

J1100, W101–2 (Sept. 2005), and clarified 

above 

12. Footprint—the product of average track 

width (measured in inches and rounded to 

the nearest tenth of an inch) times wheelbase 

(measured in inches and rounded to the 

nearest tenth of an inch) divided by 144 and 

then rounded to the nearest tenth of a square 

foot: Defined per 49 CFR 523.2. 

13. Base Tire—the tire specified as 

standard equipment by a manufacturer on 

each vehicle configuration of a model type; 

(e.g., 275/40R17). 

14. Running Clearance—measured in 

centimeters; defined per 49 CFR 523.2. 

15. Front Axle Clearance—measured in 

centimeters; defined per 49 CFR 523.2. 

16. Rear Axle Clearance—measured in 

centimeters; defined per 49 CFR 523.2. 

17. Approach Angle—measured in degrees; 

defined per 49 CFR 523.2. 

18. Breakover Angle—measured in degrees; 

defined per 49 CFR 523.2. 

19. Departure Angle—measured in degrees; 

defined per 49 CFR 523.2. 

20. Curb Weight—total weight of vehicle 

including batteries, lubricants, and other 

expendable supplies but excluding the 

driver, passengers, and other payloads, 

measured in pounds; per SAE J1100 (Sept. 

2005). 

21. Test Weight—weight of vehicle as 

tested, including the driver, operator (if 

necessary), and all instrumentation (as per 

SAE J1263); measured in pounds. 

22. GCWR—Gross Combined Weight 

Rating, as defined per 49 CFR 571.3, means 

the value specified by the manufacturer as 

the loaded weight of a combination vehicle, 

which is determined by the procedures and 

requirements found in SAE J2807. 

23. GVWR—Gross Vehicle Weight Rating; 

as defined per 49 CFR 523.2 measured in 

pounds. 

24. Towing Capacity (Maximum)— 

measured in pounds. 

25. Payload—measured in pounds. 

26. Cargo volume behind the front row— 

measured in cubic feet, defined per Table 28 

of SAE J1100 (Sept. 2005). 

27. Cargo volume behind the second row— 

measured in cubic feet, defined per Table 28 

of SAE J1100 (Sept. 2005). 

28. Cargo volume behind the third row— 

measured in cubic feet, defined per Table 28 

of SAE J1100 (Sept. 2005). 

29. Enclosed Volume—measured in cubic 

feet. 

30. Passenger Volume—measured in cubic 

feet; the volume measured using SAE J1100 

as per EPA Fuel Economy regulations (40 

CFR 600.315–82, ‘‘Classes of Comparable 

Automobiles’’). This is the number that 

manufacturers calculate and submit to EPA. 

31. Cargo Volume Index—defined per 

Table 28 of SAE J1100 (Sept. 2005). 

32. Luggage Capacity—measured in cubic 

feet; defined per SAE J1100, V1 (Sept. 2005). 

33. Seating (max)—number of usable seat 

belts before folding and removal of seats 

(where accomplished without special tools); 

provided in integer form. 

34. Number of Standard Rows of Seating— 

number of rows of seats that each vehicle 

comes with as standard equipment; provided 

in integer form (e.g., 1, 2, 3, 4, or 5). 

35. Frontal Area—a measure of the wind 

profile of the vehicle, typically calculated as 

the height times width of a vehicle body, e.g., 

25 square feet. 

36. Aerodynamic Drag Coefficient, Cd—a 

dimensionless coefficient that relates the 

motion resistance force created by the air 

drag over the entire surface of a moving 

vehicle to the force of dynamic air pressure 

acting only over the vehicle’s frontal area, 

e.g., 0.25. 

37. Base Tire Rolling Resistance, Crr—a 

dimensionless coefficient that relates the 

motion resistance force due to tire energy 

losses (e.g., deflection, scrubbing, slip, and 

air drag) to a vehicle’s weight for the base tire 

(highest production volume tire) used in the 

laboratory fuel economy test (weighted FTP 

+ highway), e.g., 0.0012 Normalized on 

(pound force/1,000 pound) basis. 

38. Fuel Capacity—measured in gallons of 

diesel fuel or gasoline; MJ (LHV) of other 

fuels (or chemical battery energy). 

39. Electrical System Voltage—measured in 

volts, e.g., 12 volt, 42 volts. 

40. Power Steering—H = hydraulic; E = 

electric; EH = electro-hydraulic. 

41. Percent of Production Volume 

Equipped with air conditioning (A/C). 

42. A/C Refrigerant Type—e.g. HFC–134a; 

HFC–152a; CO2. 

43. A/C Refrigerant Quantity—measured in 

pounds. 

44. A/C Compressor Displacement— 

measured in cubic centimeters. 

45. A/C CARB or EPA credit—measured in 

grams per mile; g/mile CO2 equivalent as 

reportable under California ARB’s AB 1493 

or EPA’s GHG Regulation. 

46. N2O Emission Rate—measured in 

grams per mile; as reportable under 

California ARB’s AB 1493 Regulation. 

47. CH4 Emission Rate—measured in grams 

per mile; as reportable under California 

ARB’s AB 1493 Regulation. 

48. Estimated Total CARB Credits— 

measured in grams per mile; g/mile CO2

equivalent as reportable under California 

ARB’s AB 1493 Regulation. 

E. Hybridization/Electrification 

1. Type of Hybrid/Electric vehicle— 

classified as MHEV = 12V micro hybrid, 

BISG = belt mounted integrated starter 

generator, CISG = crank mounted integrated 

starter generator, PSHEV = power-split 

hybrid, P2HEV = P2 hybrid, 2MHEV = 2- 

mode hybrid, PHEV = plug-in hybrid, EV = 

electric vehicle, H = hydraulic hybrid, P = 

pneumatic hybrid. 

2. Electrical Only Driving Range (for EV 

and Plug-in only)—driving range powered by 

electric drive only—measured in miles. 

Please specify the basis for the range (e.g., 

combined city/highway test cycle). 

3. Petroleum Only Driving Range (for Plugin only)—driving range powered by 

petroleum drivetrain only—measured in 

miles. Please specify the basis for the range 

(e.g., combined city/highway test cycle). 

4. Blended Driving Range (for HEV, PHEV 

and EV)—driving range with both electrical 

and petroleum powertrain measured in 

miles. Please specify the basis for the range 

(e.g., combined city/highway test cycle). 


srobinson on DSKHWCL6B1PROD with PROPOSALS
80436 Federal Register / Vol. 75, No. 245 / Wednesday, December 22, 2010 / Proposed Rules 

8This information is sought in order to account 

for a given vehicle model’s fuel economy as 

partitioned into nine energy loss mechanisms. The 

agency may use this information to inform our 

estimates of the extent to which a given technology 

reduces losses in each mechanism. 

5. Voltage (volts) or, for hydraulic hybrids, 

pressure (psi) of the vehicle. 

6. Battery Information— 

a. Battery Type—classification such as 

NiMH = Nickel Metal Hydride; Li-ion = 

Lithium Ion; Li-Air = Lithium Air. 

b. Battery 100% Discharge Energy—battery 

energy when the battery is 100% discharged, 

measured as kWh. 

c. Fraction of Useable Energy (%)—Percent 

of useable energy for the battery which 

should take into consideration of battery 

fade, temperature effect and other factors that 

have an effect on usage energy of the battery. 

d. Battery Chemistry for Cathode— 

Chemistries such as 

LiNi0.8Co0.15Al0.05O2(NCA), LiFePO4(LFP), 

LiMn2O4 (MS), etc. 

e. Battery Chemistry for Anode— 

Chemistries such as Graphite, Amorphous 

carbon, Lithium titanate, Lithium alloys, 

Lithium Oxides, etc. 

f. Nominal Voltage for battery, measured as 

volts. 

g. Weight of All Battery Packs, measured as 

kg—Weight should include closure, cooling 

system, control system and ancillary systems. 

h. Battery Manufacturer. 

7. Power Electronics Information— 

a. Primary Motor Size, measured as kW. 

b. Secondary Motor Size, measured as kW. 

c. Primary Inverter size, measured as kW. 

d. Secondary Inverter size, measured as 

kW. 

8. Battery Only Range (charge depleting 

PHEV or EV)—measured in miles. 

9. Maximum Battery Only Vehicle Speed— 

measured in miles per hour; maximum speed 

at which a HEV/PHEV/EV can still operate 

solely on battery power measured on a flat 

road using the vehicle’s FTP weight. 

10. Percentage of braking energy recovered 

and stored over weighted FTP + highway 

drive cycle. 

11. Percentage of maximum motive power 

provided by stored energy system. 

12. Electrified Accessories—list of 

electrified accessories; classified as WP = 

water (coolant) pump; OP = oil pump; AC = 

air conditioner compressor. 

F. Energy Consumption 8—of total fuel 

energy (higher heating value) consumed over 

FTP city and highway tests (each weighted as 

for items 5 and 6 above), shares attributable 

to the following loss mechanisms, such that 

the sum of the shares equals one. 

1. System irreversibility governed by the 

Second Law of Thermodynamics. 

2. Heat lost to the exhaust and coolant 

streams. 

3. Engine friction (i.e., the part of 

mechanical efficiency lost to friction in such 

engine components as bearings and rods, as 

could be estimated from engine 

dynamometer test results). 

4. Pumping losses (i.e., the part of 

mechanical efficiency lost to work done on 

gases inside the cylinder, as could be 

estimated from engine dynamometer test 

results). 

5. Accessory losses (i.e., the part of fuel 

efficiency lost to work done by engine-driven 

accessories, as could be estimated from 

bench test results for the individual 

components). 

6. Transmission losses (i.e., the part of 

driveline efficiency lost to friction in such 

transmission components as gears, bearings, 

and hydraulics, as could be estimated from 

chassis dynamometer test results). 

7. Aerodynamic drag of the body, as could 

be estimated from coast-down test results. 

8. Rolling resistance in the tires, as could 

be estimated from coast-down test results. 

9. Work done on the vehicle itself, as could 

be estimated from the vehicle’s inertia mass 

and the fuel economy driving cycles. 

G. Planning and Assembly 

1. U.S. Content—overall percentage, by 

value, that originated in the U.S. 

2. Canadian Content—overall percentage, 

by value, that originated in Canada. 

3. Mexican Content—overall percentage, by 

value, that originated in Mexico. 

4. Domestic Content—overall percentage, 

by value, that originated in the U.S., Canada 

and Mexico. 

5. Final Assembly City. 

6. Final Assembly State/Province (if 

applicable). 

7. Final Assembly Country. 

8. Predecessor—number (or name) of 

model upon which current model is based, 

if any. 

9. Refresh Years—model years of most 

recent and future refreshes through the 2025 

time period; e.g., 2010, 2015, 2020, 2025. 

10. Redesign Years—model years of most 

recent and future redesigns through the 2025 

time period; e.g., 2012, 2017, 2022; where 

redesign means any change or combination of 

changes to a vehicle that would change its 

weight by 50 pounds or more or change its 

frontal area or aerodynamic drag coefficient 

by 2 percent or more. 

11. Employment Hours Per Vehicle— 

number of hours of U.S. labor applied per 

vehicle produced. 

H. The agency also requests that each 

manufacturer provide an estimate of its 

overall passenger car CAFE and light truck 

CAFE for each model year. This estimate 

should be included as an entry in the 

spreadsheets that are submitted to the 

agency. 

4. As applicable, please explain the 

differences between the product plans 

submitted in response to the 2009 product 

plan requests and the product plans being 

submitted in response to this request. 

5. Relative to MY 2009 levels, for MYs 

2010–2025 please provide information, by 

carline and as an average effect on a 

manufacturer’s entire passenger car fleet and 

by truckline and as an average effect on a 

manufacturer’s entire light truck fleet, on the 

weight (increases or decreases) and/or fuel 

economy impacts of the following standards 

or equipment: 

A. FMVSS No. 214, Side Pole Impact. 

B. FMVSS No. 216, Roof Crush Resistance. 

C. FMVSS No. 226, Ejection Mitigation. 

D. FMVSS No. 111, Rear Detection System. 

E. Voluntary installation of safety 

equipment (e.g., forward collision warning); 

please provide the specific item(s)/system(s). 

F. Pedestrian Global Technical Regulation 

(GTR). 

G. Environmental Protection Agency 

regulations. 

H. California Air Resources Board 

requirements. 

I. Other applicable motor vehicle 

regulations affecting fuel economy. Please 

specify the regulations which affect the 

weight change. 

For the following questions, whenever RPE 

cost is requested, please also provide the RPE 

multiplier value assumed and whether the 

component is manufactured in-house or outsourced. 

6. For each specific model (and model year 

if applicable) of respondent’s passenger car 

and light truck fleets projected to implement 

one or more of the following and/or any other 

weight reduction methods: 

A. Substitution of materials; 

B. Use of new vehicle structural, system or 

component designs; 

C. ‘‘Downsizing’’ of existing vehicle design 

due to the downsizing of vehicle dimensions 

(interior and exterior) and/or footprint; 

D. ‘‘Downsizing’’ of existing vehicle design 

due to the downsizing of vehicle powertrain 

or component, i.e., secondary mass 

reduction. 

Please provide the following information: 

(i) description of the method, for example: 

—For material substitution, substituting a 

composite body panel for a steel panel; 

—For downsizing, reducing front, rear, or 

side overhang (the dimensions of the 

vehicle outside the ‘‘footprint’’ area), or 

reducing track width or wheelbase; 

—For use of new vehicle, structural, system 

or component designs, replacing a bodyon-frame structure with a unibody 

structure, or replacing an existing fuel tank 

with a smaller fuel tank (i.e., maintaining 

range). 

(ii) The weight reduction, in pounds, 

averaged over the model; 

(iii) The percent fuel economy 

improvement averaged over the model; 

(iv) The basis for your answer to (iii), (e.g., 

data from dynamometer tests conducted by 

respondent, engineering analysis, computer 

simulation, reports of test by others); 

(v) The per vehicle incremental RPE cost 

(in 2009 dollars), averaged over the model, 

associated with the method; 

(vi) The total capital cost, in constant 2009 

dollars, required to implement the method, 

please subdivide the cost into product 

development (R&D/ED&T) and capital 

investment (equipment, tolling plant/ 

facilities, etc.) costs, indicate if these costs 

are included or amortized in the incremental 

RPE cost (v) above; 

(vii) The maximum production capacity, 

expressed in units of capacity per year, 

associated with the capital expenditure in 

(vi) above. 

(viii) The actual capacity and percent 

production implementation that is planned 

to be used each year and the reasons limiting 

the implementation of the method. 

(ix) The actual capacity and percent 

production implementation that is planned 

for vehicles for sale in the United States. 

7. For each specific model (and model year 

if applicable) of respondent’s passenger car 


srobinson on DSKHWCL6B1PROD with PROPOSALS
Federal Register / Vol. 75, No. 245 / Wednesday, December 22, 2010 / Proposed Rules 80437 

9 ‘‘Learning effects’’ describes the reduction in 

unit production costs as a function of accumulated 

production volume and small redesigns that reduce 

costs. Applying learning effects, or ‘‘curves,’’ 

requires estimates of three parameters: (1) The 

initial production volume that must be reached 

before cost reductions begin to be realized (referred 

to as ‘‘threshold volume’’); (2) the percent reduction 

in average unit cost that results from each 

successive doubling of cumulative production 

volume (usually referred to as the ‘‘learning rate’’); 

and (3) the initial cost of the technology. 

10 In NHTSA’s 2006 rulemaking establishing 

CAFE standards for MY 2008–2011 light trucks, the 

agency considered phase-in caps by ceasing to add 

a given technology to a manufacturer’s fleet in a 

specific model year once it has increased the 

corresponding penetration rate by at least the 

amount of the cap. Having done so, it applied other 

technologies in lieu of the ‘‘capped’’ technology. 

and light truck fleets projected to implement 

one or more of the following and/or any other 

aerodynamic drag reduction methods: 

A. Revised exterior components (e.g., front 

fascia or side view mirrors) 

B. Addition of aerodynamic treatment, 

such as addition of underbody panels, usage 

of active grill shutter, etc 

C. Vehicle design changes (e.g., change in 

ride height or optimized cooling flow path) 

Please provide the following information: 

(i) Description of the method/aerodynamic 

change 

(ii) The percent reduction of the 

aerodynamic drag coefficient (Cd) and the Cd

prior to the reduction, averaged over the 

model; 

(iii) The percent fuel economy 

improvement averaged over the model; 

(iv) The basis for your answer to (iii), (e.g., 

data from dynamometer tests conducted by 

respondent, wind tunnel testing, engineering 

analysis, computer simulation, reports of test 

by others); 

(v) The per vehicle incremental RPE cost 

(in 2009 dollars), averaged over the model, 

associated with the method; 

(vi) The total capital cost, in constant 2009 

dollars, required to implement the method, 

subdivide the cost into product development 

(R&D/ED&T) and capital investment 

(equipment, tolling plant/facilities, etc.) 

costs, indicate if these costs are included or 

amortized in the incremental RPE cost (v) 

above; 

(vii) The maximum production capacity, 

expressed in units of capacity per year, 

associated with the capital expenditure in 

(vi) above. 

(viii) The actual capacity and percent 

production implementation that is planned 

to be used each year and the reasons limiting 

the implementation of the method. 

(ix) The actual capacity and percent 

production implementation that is planned 

for vehicles for sale in the United States. 

8. For each specific model (and model year 

if applicable) of respondent’s passenger car 

and light truck fleets projected to implement 

one or more of the following and/or any other 

A/C leakage reduction or A/C efficiency 

improvement methods: 

A. Low permeation hoses. 

B. Improved system fittings, connections 

and seals (including compressor shaft seal). 

C. Externally controlled fixed or variable 

displacement compressor. 

D. Automatic default to recirculated cabin 

air. 

E. Improved blower and fan motor 

controls. 

F. Electronic expansion valve. 

G. Improved-efficiency evaporators and 

condensers. 

H. Oil separator. 

Please provide the following information: 

(i) Description of the method, (e.g., 

implementation of electronic control valve). 

(ii) The g/mile CO2 equivalent as reportable 

under California ARB’s AB 1493 Regulation, 

averaged over the model; 

(iii) The basis for your answer to (ii), (e.g., 

data from dynamometer tests conducted by 

respondent, engineering analysis, computer 

simulation, reports of test by others); 

(iv) The per vehicle incremental RPE cost 

(in 2009 dollars), averaged over the model, 

associated with the method; 

(v) The percent production implementation 

rate and the reasons limiting the 

implementation rate. 

9. Indicate any of your MYs 2010–2025 

passenger car and light truck model types 

that have higher average test weights than 

comparable MY 2010 model types. Describe 

the reasons for any weight increases (e.g., 

increased option content, less use of 

premium materials) and provide supporting 

justification. 

10. Please provide your estimates of 

projected total industry U.S. passenger car 

sales and light truck sales, separately, for 

each model year from 2009 through 2025, 

inclusive. 

11. Please provide your company’s 

assumptions for U.S. gasoline and diesel fuel 

prices during 2009 through 2025. 

12. Please provide projected production 

capacity available for the North American 

market (at standard production rates) for each 

of your company’s passenger carline and 

light truckline designations during MYs 

2010–2025. 

13. Please provide your estimate of 

production lead-time for new models, your 

expected model life in years, and the number 

of years over which tooling costs are 

amortized. Additionally, the agency is 

requesting that manufactures provide vehicle 

or design changes that characterize a 

freshening and those changes that 

characterize a redesign. 

IV. Technologies, Cost and Potential Fuel 

Economy Improvements 

Spreadsheet templates for the tables 

mentioned in the following section can be 

found at http://www.nhtsa.gov/fuel-economy. 

1. The agency requests that manufacturers, 

for each passenger car and light truck model 

projected to be manufactured for US sale by 

respondent between MYs 2010–2025, 

provide the following information on new 

technology applications, including A/C 

technologies that will be eligible under EPA 

GHG standards. 

(i) Description of the nature of the 

technological improvement; including the 

vehicle’s baseline technology that the 

technology replaces (e.g., 6-speed automatic 

transmission replacing a 4-speed automatic 

transmission) 

(ii) The percent fuel consumption 

improvement or the g/mile CO2 equivalent 

reduction for A/C technologies, averaged 

over the model; please indicate if the weight 

saving (or increase), associated with the 

implementation of the technology, is 

accounted for in the fuel economy 

improvement estimate. 

(iii) The basis for your answer to (ii), (e.g., 

data from dynamometer tests conducted by 

respondent, engineering analysis, computer 

simulation, reports of test by others); 

(iv) The per vehicle incremental RPE cost 

(in 2009 dollars), averaged over the model, 

associated with implementing the new 

technology in MY 2017 or the first MY of 

implementation; 

(v) The total capital cost, in constant 2009 

dollars, required to implement the new 

technology, subdivide the cost into product 

development (R&D/ED&T) and capital 

investment (equipment, tolling plant/ 

facilities, etc.) costs, indicate if these costs 

are included or amortized in the incremental 

RPE cost (iv) above; 

(vi) The maximum production capacity, 

expressed in units of capacity per year, 

associated with the capital expenditure in (v) 

above. 

(vii) The actual capacity and percent 

production implementation that is planned 

to be used each year and the reasons limiting 

the implementation of the new technology. 

(ix) The actual capacity and percent 

production implementation that is planned 

for vehicles for sale in the United States. 

In regards to costs, the agency is requesting 

information on cost reductions available 

through learning effects that are anticipated, 

from MY 2017 to MY 2025, so information 

should be provided regarding what the cost 

reductions associated with learning effects 

are, when and at what production volumes 

they occur, and to what degrees such 

learning is expected to be available.9 The 

agency is also asking that the indirect cost or 

retail price equivalent markup factor (used to 

determine the indirect cost estimates) is 

stated in the response. 

2. Additionally, the agency requests that 

manufacturers and other interested parties 

provide the same information, as requested 

above, for the technologies listed in the 

following tables and any other potential 

technologies that may be implemented to 

improve fuel economy. These potential 

technologies can be inserted into additional 

rows at the end of each table. Examples of 

other potential technologies could include 

but are not limited to: Homogenous Charge 

Compression Ignition (HCCI), Electric 

Vehicle (EV) and Fuel Cell Vehicle specific 

technologies. In an effort to standardize the 

information received the agency requests that 

if possible respondents fill in the following 

tables: 

Table IV–1 with estimates of the model 

year of availability for each technology listed 

and any other identified technology. 

Table IV–2 with estimated phase-in rates 10

by year for each technology listed and any 

other additional technologies. Engineering, 

planning and financial constraints can 

prohibit many technologies from being 

applied across an entire fleet of vehicles 

within a year, so the agency requests 


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11When two or more technologies are added to 

a particular vehicle model to improve its fuel 

efficiency, the resultant fuel consumption reduction 

may sometimes be higher or lower than the product 

of the individual effectiveness values for those 

items. This may occur because one or more 

technologies applied to the same vehicle partially 

address the same source or sources of engine or 

vehicle losses. Alternately, this effect may be seen 

when one technology shifts the engine operating 

points, and therefore increases or reduces the fuel 

consumption reduction achieved by another 

technology or set of technologies. The difference 

between the observed fuel consumption reduction 

associated with a set of technologies and the 

product of the individual effectiveness values in 

that set is sometimes referred to as a ‘‘synergy.’’ 

Synergies may be positive (increased fuel 

consumption reduction compared to the product of 

the individual effects) or negative (decreased fuel 

consumption reduction). 

information on possible constraints on the 

rates at which each technology can penetrate 

a manufacturer’s fleet. 

Tables IV–3a, b and IV–4a, b with 

estimates for incremental RPE costs (in 2009 

dollars) and incremental fuel consumption 

reductions for each technology listed and any 

other additional technologies. These 

estimates, for the technologies already listed, 

should assume that the preceding 

technologies, as defined by the decision trees 

in Appendix B, have already been applied 

and/or will be superseded. The agency is 

requesting that respondents fill in 

incremental RPE costs and fuel consumption 

reductions estimates for all vehicle 

subclasses listed. If a respondent feels that 

the incremental RPE cost and fuel 

consumption reduction estimates are similar 

for different subclasses they may combine 

subclasses. 

Table IV–5 with estimates for the 

percentage by which each technology 

reduces energy losses attributable to each of 

nine energy loss mechanisms. 

Tables IV–6a, b with estimates for 

synergies 11 that can occur when multiple 

technologies are applied. 

Table IV–7 with estimates of battery and 

power electronics information, listed below, 

for HEV, PHEV and EV technologies. For cost 

information the agency is requesting that 

respondents provide explicit MY 2017, MY 

2020 and MY 2025 appropriate costs, in 

addition to the requested learning effects and 

mark-up factor assumptions discussed above, 

specific to HEVs, PHEVs and EVs. 

(i) The 100% discharge energy battery pack 

RPE cost, measured as $/kWh (in 2009 

dollars), which equals the total cost per kWh 

of the battery cell, battery pack closure, 

control system, cooling system and ancillary 

systems. 

(ii) The usable energy battery pack RPE 

cost, measured as $/kWh (in 2009 dollars), 

which equals the total cost per kWh of the 

battery cell, battery pack closure, control 

system, cooling system and ancillary 

systems. 

(iii) The battery cell RPE cost, measured as 

in $/kWh (in 2009 dollars), which equals the 

cost per kWh at the battery cell level before 

the cell is integrated into battery pack 

(iv) The battery warranty (time), measured 

in number of years 

(v) The battery warranty (mileage), 

measured in miles 

(vi) The expected battery life (time), 

measured in number years 

(vii) The expected battery life (mileage), 

measured in number miles 

(viii) The primary motor RPE cost, 

measured as $/kW (in 2009 dollars) 

(ix) The secondary motor RPE cost, 

measured as $/kW (in 2009 dollars) 

(x) The primary inverter RPE cost, 

measured as $/kW (in 2009 dollars) 

(xi) The secondary inverter RPE cost, 

measured as $/kW (in 2009 dollars) 

3. The agency also asks that manufacturers 

or other interested parties provide 

information on appropriate sequencing of 

technologies, so that accumulated cost and 

fuel consumption effects may be evaluated 

incrementally. As examples of possible 

technology sequences, ‘‘decision trees’’ are 

shown in Appendix B below. 

4. For each new or redesigned vehicle 

identified in response to Question III–3 

provide your best estimate of the following, 

in terms of constant 2009 dollars: 

A. Total capital costs required to 

implement the new/redesigned model 

according to the implementation schedules 

specified in your response. Subdivide the 

capital costs into product development (R&D/ 

ED&T), and investment (equipment, tooling, 

plant/facilities, etc.) costs. 

B. The maximum production capacity, 

expressed in units of capacity per year, 

associated with the capital expenditure in (a) 

above. Specify the number of production 

shifts on which your response is based and 

define ‘‘maximum capacity’’ as used in your 

answer. 

C. The actual capacity that is planned to 

be used each year for each new/redesigned 

model. 

D. The increase in variable costs per 

affected unit, based on the production 

volume specified in (b) above. 

E. The equivalent retail price increase per 

affected vehicle for each new/redesigned 

model. Provide an example describing 

methodology used to determine the 

equivalent retail price increase. 

BILLING CODE 4910–59–P 


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Appendix B. Technology Decision Trees 


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[FR Doc. 2010–32163 Filed 12–21–10; 8:45 am] 

BILLING CODE 4910–59–C 


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