51466 Federal Register / Vol. 70, No. 167 / Tuesday, August 30, 2005 / Proposed Rules 

Therefore, Manufacturer X complies with the 

CAFE requirement set forth in § 533.7(g). 

PART 537—AUTOMOTIVE FUEL 

ECONOMY REPORTS 

6. The authority citation for Part 537 

would continue to read as follows: 

Authority: 15 U.S.C. 2005; 49 CFR 1.50. 

7. Section 537.7 would be amended 

by revising paragraphs (c)(4)(xvi) 

through (xxi) to read as follows: 

§ 537.7 Pre-model year and mid-model 

year reports. 

* * * * * 

(c) Model type and configuration fuel 

economy and technical information. 

* * * 

(4) * * * 

(xvi)(A) In the case of passenger 

automobiles: 

(1) Interior volume index, determined 

in accordance with subpart D of 40 CFR 

part 600, and 

(2) Body style; 

(B) In the case of light trucks: 

(1) Passenger-carrying volume, 

(2) Cargo-carrying volume; and 

(3) Footprint as defined in 49 CFR 

§ 523.2. 

(xvii) Performance of the function 

described in § 523.5(a)(5) of this chapter 

(indicate yes or no); 

(xviii) Existence of temporary living 

quarters (indicate yes or no); 

(xix) Frontal area; 

(xx) Road load power at 50 miles per 

hour, if determined by the manufacturer 

for purposes other than compliance 

with this part to differ from the road 

load setting prescribed in 40 CFR 

86.177–11(d); 

(xxi) Optional equipment that the 

manufacturer is required under 40 CFR 

parts 86 and 600 to have actually 

installed on the vehicle configuration, 

or the weight of which must be included 

in the curb weight computation for the 

vehicle configuration, for fuel economy 

testing purposes. 

* * * * * 

Issued: August 23, 2005. 

Stephen R. Kratzke, 

Associate Administrator for Rulemaking. 

[FR Doc. 05–17006 Filed 8–24–05; 8:45 am] 

BILLING CODE 4910–59–P 

DEPARTMENT OF TRANSPORTATION 

National Highway Traffic Safety 

Administration 

49 CFR Part 533 

[Docket No. 2005–22144] 

RIN 2127–AJ71 

Light Truck Average Fuel Economy 

Standards—Model Years 2008–2011; 

Request for Product Plan Information 

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 new and 

updated information regarding vehicle 

manufacturers’ future product plans to 

assist the agency in analyzing the 

proposed light truck corporate average 

fuel economy (CAFE) standards for MY 

2008–2011, which are discussed in a 

companion document published 

elsewhere in this issue of the Federal 

Register. The agency is seeking 

information that will help it assess the 

effect of the proposed standards on fuel 

economy, manufacturers, consumers, 

the economy, and motor vehicle safety. 

DATE: Comments must be received on or 

before November 22, 2005. 

ADDRESSES: You may submit comments 

[identified by DOT DMS Docket Number 

2005–22144] by any of the following 

methods: 

• Web site: http://dms.dot.gov. 

Follow the instructions for submitting 

comments on the DOT electronic docket 

site. 

• Fax: 1–202–493–2251. 

• Mail: Docket Management Facility; 

U.S. Department of Transportation, 400 

Seventh Street, SW., Nassif Building, 

Room PL–401, Washington, DC 20590–

001. 

• Hand Delivery: Room PL–401 on 

the plaza level of the Nassif Building, 

400 Seventh Street, SW., Washington, 

DC, between 9 a.m. and 5 p.m., Monday 

through Friday, except Federal 

Holidays. 

• Federal eRulemaking Portal: Go to 

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

online instructions for submitting 

comments. 

FOR FURTHER INFORMATION CONTACT: For 

non-legal issues, call Ken Katz, Lead 

Engineer, Fuel Economy Division, 

Office of International Policy, Fuel 

Economy and Consumer Programs, at 

(202) 366–0846, facsimile (202) 493–

2290, electronic mail 

kkatz@nhtsa.dot.gov. For legal issues, 

call Steve Wood or Christopher 

Calamita, Office of the Chief Counsel, at 

(202) 366–2992 or by facsimile at (202) 

366–3820. 

SUPPLEMENTARY INFORMATION: 

I. Introduction 

In December 1975, during the 

aftermath of the energy crisis created by 

the oil embargo of 1973–74, Congress 

enacted the Energy Policy and 

Conservation Act (EPCA). The Act 

established an automotive fuel economy 

regulatory program by adding Title V, 

‘‘Improving Automotive Efficiency,’’ to 

the Motor Vehicle Information and Cost 

Saving Act. Title V has been amended 

from time to time and codified without 

substantive change as Chapter 329 of 

Title 49 of the United States Code. 

Chapter 329 provides for the issuance of 

average fuel economy standards for 

passenger automobiles and automobiles 

that are not passenger automobiles (light 

trucks). 

Section 32902(a) of Chapter 329 states 

that the Secretary of Transportation 

shall prescribe by regulation corporate 

average fuel economy (CAFE) standards 

for light trucks for each model year. 

That section also states that ‘‘[e]ach 

standard shall be the maximum feasible 

average fuel economy level that the 

Secretary decides the manufacturers can 

achieve in that model year.’’ (The 

Secretary has delegated the authority to 

implement the automotive fuel economy 

program to the Administrator of 

NHTSA. 49 CFR 1.50(f).) Section 

32902(f) provides that, in determining 

the maximum feasible average fuel 

economy level, we shall consider four 

criteria: technological feasibility, 

economic practicability, the effect of 

other motor vehicle standards of the 

Government on fuel economy, and the 

need of the United States to conserve 

energy. 

In a companion document, a notice of 

proposed rulemaking, published 

elsewhere in this issue of the Federal 

Register, NHTSA is proposing light 

truck average fuel economy standards 

for model years (MYs) 2008–2011 under 

a new reformed structure. To assist the 

agency in analyzing these proposed 

CAFE standards, NHTSA has included a 

number of additional questions, found 

in an appendix to this notice, directed 

primarily toward vehicle manufacturers. 

To facilitate our analysis of the 

potential impacts of the proposal, we 

are seeking detailed comments relative 

to the requests found in the appendix of 

this document. The Appendix requests 

information from manufacturers 

regarding their product plans—

including data about engines and 

transmissions—MY 2005 through MY 

Federal Register / Vol. 70, No. 167 / Tuesday, August 30, 2005 / Proposed Rules 51467 

1See http://www-cta.ornl.gov/cta/Publications/ 

pdf/ORNL_TM_2004_181_HybridDiesel.pdf. 

2012, and the assumptions underlying 

those plans. The Appendix also asks for 

estimates of the future vehicle 

population and the fuel economy 

improvement attributed to technologies. 

To facilitate comments and to ensure 

the conformity of data received 

regarding manufacturers’ product plans 

from MY 2005 through MY 2012, 

NHTSA has developed spreadsheet 

templates for manufacturers’ use. The 

uniformity provided by these 

spreadsheets is intended to aid and 

expedite our review of the information 

provided. These templates are the 

preferred format for data submittal, and 

can be found under the CAFE heading 

of the Laws and Regulations section of 

the NHTSA Web site 

(www.nhtsa.dot.gov). The Appendix 

also includes sample tables that 

manufacturers may refer to when 

submitting their data to the Agency. 

For those manufacturers that 

submitted information to the previous 

request for product plan information (68 

FR 74931, December 29, 2003; Docket 

No 16709), the agency will be providing 

spreadsheet files containing each 

manufacturer’s confidential data 

directly to each manufacturer. The 

agency requests that manufacturers 

utilize these files when providing 

revised plans. Manufacturers that didn’t 

supply the agency with product plan 

data in response to the previous request 

for product plan information are asked 

to use these templates for their data 

submission. 

Additionally, the agency has placed 

in the docket for this notice a 2005 

document, prepared under the auspices 

of the Department of Energy (DOE) for 

NHTSA, updating the estimates of lighttruck fuel economy potential and costs 

in the 2001 NAS report, ‘‘Effectiveness 

and Import of Corporate Average Fuel 

Economy (CAFE) Standards.’’ The 

agency seeks comments on this 

document. After having this document 

peer reviewed, the agency will place the 

peer reviewers’ reports in the docket for 

public comment. 

We note that the introduction of the 

2005 DOE document states that that 

document does not address the costs 

and benefits of hybrid and diesel 

technology because these matters have 

been documented in a 2004 Energy and 

Environmental Analysis, Inc. (EEA) 

study for the DOE. The title of that 

study is ‘‘Future Potential of Hybrid and 

Diesel Powertrains in the U.S. LightDuty Vehicle Market.’’ 1 The agency has 

placed that study in the docket and 

seeks comments on it as well. 

II. Comments 

Submission of Comments 

How Can I Influence NHTSA’s Thinking 

on This Notice? 

In developing the notice of proposed 

rulemaking for MY 2008–2011 light 

truck standards, we tried to address the 

concerns of all our stakeholders. Your 

comments will help us determine what 

standards should be set for light truck 

fuel economy. We welcome your views 

on all aspects of this notice, but request 

comments on specific issues throughout 

this notice. Your comments will be most 

effective if you follow the suggestions 

below: 

—Explain your views and reasoning as 

clearly as possible. 

—Provide empirical evidence, wherever 

possible, to support your views. 

—If you estimate potential costs, 

explain how you arrived at the 

estimate. 

—Provide specific examples to illustrate 

your concerns. 

—Offer specific alternatives. 

—Refer your comments to specific 

sections of the notice, such as the 

units or page numbers of the 

preamble, or the regulatory sections. 

—Be sure to include the name, date, and 

docket number of the proceeding with 

your comments. 

How Do I Prepare and Submit 

Comments? 

Your comments must be written and 

in English. To ensure that your 

comments are correctly filed in the 

Docket, please include the docket 

number of this document in your 

comments. 

Your comments must not be more 

than 15 pages long. (49 CFR 553.21). We 

established this limit to encourage you 

to write your primary comments in a 

concise fashion. However, you may 

attach necessary additional documents 

to your comments. There is no limit on 

the length of the attachments. 

Please submit two copies of your 

comments, including the attachments, 

to Docket Management at the address 

given above under ADDRESSES. 

Comments may also be submitted to the 

docket electronically by logging onto the 

Dockets Management System Web site 

at http://dms.dot.gov. Click on ‘‘Help & 

Information’’ or ‘‘Help/Info’’ to obtain 

instructions for filing the document 

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 two copies, from which you 

have deleted the claimed confidential 

business information, to Docket 

Management at the address given above 

under ADDRESSES. 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. Due to the statutory deadline 

(April 1, 2006), we will be very limited 

in our ability to consider comments 

filed after the comment closing date. If 

Docket Management receives a comment 

too late for us to consider it in 

developing a final rule, we will consider 

that comment as an informal suggestion 

for future rulemaking action. 

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 the Docket Management 

System (DMS) Web page of the 

Department of Transportation (http:// 

dms.dot.gov/). 

(2) On that page, click on ‘‘search.’’

(3) On the next page (http:// 

dms.dot.gov/search/ 

searchFormSimple.cfm), type in the 

51468 Federal Register / Vol. 70, No. 167 / Tuesday, August 30, 2005 / Proposed Rules 

four-digit docket number shown at the 

beginning of this document. Example: If 

the docket number were ‘‘NHTSA–

1998–1234,’’ you would type ‘‘1234.’’

After typing the docket number, click on 

‘‘search.’’

(4) On the next page, which contains 

docket summary information for the 

docket you selected, 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 are not 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://dms.dot.gov. 

Authority: 15 U.S.C. 2002; delegation of 

authority at 49 CFR 1.50. 

Issued on: August 23, 2005. 

Stephen R. Kratzke, 

Associate Administrator for Rulemaking. 

APPENDIX 

I. Definitions 

As used in this appendix—

1. ‘‘Automobile,’’ ‘‘fuel economy,’’

‘‘manufacturer,’’ and ‘‘model year,’’ have the 

meaning given them in Section 32901 of 

Chapter 329 of Title 49 of the United States 

Code, 49 U.S.C. 32901. 

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

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

CFR 523.2. 

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

40 CFR 600.002–85(a)(21). When identifying 

a basic engine, respondent should provide 

the following information: 

(i) Engine displacement (in liters). If the 

engine has variable displacement (i.e., 

cylinder deactivation) the respondent should 

provide both the minimum and maximum 

engine displacement. 

(ii) Number of cylinders or rotors. 

(iii) Number of valves per cylinder. 

(iv) Cylinder configuration (V, in-line, etc.). 

(v) Other engine characteristics, 

abbreviated as follows: 

A—Atkinson cycle 

AM—Atkinson/Miller cycle 

D—Diesel cycle 

M—Miller cycle 

O—Otto cycle 

OA—Otto/Atkinson cycle 

V—V-shaped 

I—Inline 

R—Rotary 

DI—Direct injection 

IDI—Indirect injection 

MPFI—Multipoint fuel injection 

PFI—Port fuel injection 

SEFI—Sequential electronic fuel injection 

TBI—Throttle body fuel injection 

NA—Naturally aspirated 

T—Turbocharged 

S—Supercharged 

FFS—Feedback fuel system 

2C—Two-stroke engines 

C—Camless 

OHV—Overhead valve 

SOHC—Single overhead camshaft 

DOHC—Dual overhead camshafts 

VVT—Variable valve timing 

VVLT—Variable valve lift and timing 

CYDA—Cylinder deactivation 

IVT—Intake valve throttling 

CVA—Camless valve actuation 

VCR—Variable compression ratio 

LBFB—lean burn-fast burn combustion 

DCL—Dual cam lobes 

E—Exhaust continuous phasing 

EIE—Equal continuous intake and exhaust 

phasing 

ICP—Intake continuous phasing 

IIE—Independent continuous intake and 

exhaust 

CV—Continuously variable valve lift 

F—Fixed valve lift 

SVI—Stepped variable intake with 2 or more 

fixed profiles 

SVIE—Stepped variable intake and exhaust 

with 2 or more fixed profiles 

4. ‘‘Domestically manufactured’’ is used as 

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

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

5. ‘‘Footprint’’ means the product of a 

vehicle’s wheelbase and average track width, 

presented in square feet. For purposes of this 

definition, track width is the lateral distance 

between the centerlines of the tires at ground 

when the tires are mounted on rims with zero 

offset. For purposes of this definition, 

wheelbase is the longitudinal distance 

between front and rear wheel centerlines. In 

case of multiple rear axles, wheelbase is 

measured to the midpoint of the centerlines 

of the wheels on the rearmost axle. 

6. ‘‘Light truck’’ means an automobile of 

the type described in 49 CFR 523.3 and 

523.5. 

7. A ‘‘model’’ is a vehicle line, such as the 

Chevrolet Impala, Ford Taurus, Honda 

Accord, etc., which exists within a 

manufacturer’s fleet. 

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

CFR 600.002–85(a)(19). 

9. ‘‘Percent fuel economy improvements’’

means that percentage which corresponds to 

the amount by which respondent could 

improve the fuel economy 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 economy 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. The baseline 

for determination of percent fuel economy 

improvement is the level of technology and 

vehicle performance with respect to 

acceleration and gradeability for respondent’s 

2005 model year vehicles in the equivalent 

class. 

10. ‘‘Percent production implementation 

rate’’ means that percentage which 

corresponds to the maximum number of 

vehicles of a specified class, which could 

feasibly employ a given type of technology if 

respondent made maximum efforts to apply 

the technology by a specified model year. 

11. ‘‘Production percentage’’ means the 

percent of respondent’s vehicles of a 

specified model projected to be 

manufactured in a specified model year. 

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

best estimates made by respondent, whether 

or not based on less than certain information. 

13. ‘‘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. 

14. ‘‘Relating to’’ means constituting, 

defining, containing, explaining, embodying, 

reflecting, identifying, stating, referring to, 

dealing with, or in any way pertaining to. 

15. ‘‘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. 

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

CFR 86.082–2. 

17. ‘‘Transmission class’’ is used as defined 

in 40 CFR 600.002–85(a)(22). When 

identifying a transmission class, respondent 

also must indicate whether the type of 

transmission, and whether it is equipped 

with a lockup torque converter (LUTC), a 

split torque converter (STC), and/or a wide 

gear ratio range (WR) and specify the number 

of forward gears or whether the transmissions 

a continuously variable design (CVT). If the 

transmission is of a hybrid type, that should 

also be indicated. 

18. ‘‘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. 

19. ‘‘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. 

II. Assumptions 

All assumptions concerning emission 

standards, damageability regulations, safety 

standards, etc., should be listed and 

described in detail by the respondent. 

III. Specifications—Light Truck Data 

Go to www.nhtsa.dot.gov/cars/rules/CAFE/ 

rulemaking.htm for spreadsheet templates. 

1. Identify all light truck models currently 

offered for sale in MY 2005 whose 

production you project discontinuing before 

MY 2008 and identify the last model year in 

which each will be offered. 

Federal Register / Vol. 70, No. 167 / Tuesday, August 30, 2005 / Proposed Rules 51469 

2. Identify all basic engines offered by 

respondent in MY 2005 light trucks which 

respondent projects it will cease to offer for 

sale in light trucks before MY 2008, and 

identify the last model year in which each 

will be offered. 

3. For each model year 2005–2012, list all 

projected trucklines and provide the 

information specified below for each model 

type. Model types that are essentially 

identical except for their nameplates (e.g., 

Chrysler Town & Country/Dodge Caravan) 

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 truckline, second by 

basic engine, and third by transmission type. 

Spreadsheet templates can be found at 

www.nhtsa.dot.gov/cars/rules/CAFE/ 

rulemaking.htm. These templates include 

codes and definitions for the data that the 

Agency is seeking. 

a. General Information: 

1. Number—a unique number assigned to 

each model 

2. Manufacturer—manufacturer 

abbreviation (e.g., GMC) 

3. Model—name of model (i.e., Escalade) 

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

Escalade ESV) 

5. Fuel Economy—measured in miles per 

gallon; weighted (FTP + highway) fuel 

economy 

6. Actual FE (FFVs)—measured in miles 

per gallon; for flexible fuel vehicles, fuel 

economy when vehicle is operated on 

gasoline 

7. Engine Code—unique number assigned 

to each engine 

A. Manufacturer—manufacturer 

abbreviation 

B. Name—name of engine 

C. Configuration—classified as V = V4, V6, 

V8, or V10; I = inline; R=rotary 

D. Fuel—classified as CNG = compressed 

natural gas, D = diesel, E = electricity, E85 

= ethanol flexible-fuel, E100 = neat ethanol, 

G = gasoline, H = hydrogen, LNG = liquefied 

natural gas, LPG = propane, M85 = methanol 

flexible-fuel, M100 = neat methanol 

E. Engine’s country of origin 

F. Engine Oil Viscosity—typical values as 

text include 0W20, 5W20, etc.; 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) 

G. Cycle—combustion cycle of engine. 

Classified as A = Atkinson, AM = Atkinson/ 

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

= Otto/Atkinson 

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

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

generally around 14.7 

I. Fuel System—mechanism that delivers 

fuel to engine. Classified as DI = direct 

injection, IDI = indirect injection, MPFI = 

multipoint fuel injection, PFI = port fuel 

injection, SEFI = sequential electronic fuel 

injection, TBI = throttle body fuel injection 

J. Aspiration—based on breathing or 

induction process of engine (as per SAE 

Automotive Dictionary). Classified as NA = 

naturally aspirated, S = supercharged, T = 

turbocharged 

K. Valvetrain Design—describes 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 C = 

camless, DOHC = dual overhead cam, OHV 

= overhead valve, SOHC = single overhead 

cam 

L. Valve Actuation/Timing—based on 

valve opening and closing points in the 

operating cycle (as per SAE J604). Classified 

as CC=continuously controlled, EIE = equal 

continuous intake and exhaust phasing, DCL 

= dual cam lobes, E = exhaust continuous 

phasing, F = fixed, I = intake continuous 

phasing, IIE = independent continuous intake 

and exhaust phasing 

M. Valve Lift—describes the manner in 

which the valve is raised during combustion 

(as per SAE Automotive Dictionary). 

Classified as CV = continuously variable 

(throttled), F = fixed, SVI = stepped variable 

intake with 2 or more fixed profiles, SVIE = 

stepped variable intake and exhaust with 2 

or more fixed profiles 

N. Cylinders—the number of engine 

cylinders. An integer equaling 3, 4, 5, 6, 8, 

or 10 

O. Valves/Cylinder—the number of valves 

per cylinder. An integer equaling 2, 3, or 4 

P. Deactivation—weighted (FTP + 

highway) aggregate degree of deactivation. 

Classified as Y= valve deactivation on half of 

the cylinders, N= no valve deactivation, 0.0- 

? (e.g., for deactivation of half the cylinders 

over half the drive cycle, enter 0.25) 

Q. Displacement—total volume displaced 

by a piston in a single stroke, measured in 

liters 

R. Compression Ratio (min)—typically a 

number around 8; for fixed CR engines, 

should be identical to maximum CR 

S. Compression Ratio (max)—a number 

between 8 and 14; for fixed CR engines, 

should be identical to minimum CR 

T. Horsepower—the maximum power of 

the engine, measured as horsepower/ 

KW@rpm 

U. Torque—the maximum torque of the 

engine, measured as lb-ft@rpm 

8. Transmission Code—an integer; unique 

number assigned to each transmission 

A. Manufacturer—manufacturer 

abbreviation 

B. Name—name of transmission 

C. Country of origin—where the 

transmission is manufactured 

D. Type—type of transmission. Classified 

as C = clutch, CVT1 = belt or chain CVT, 

CVT2 = other CVT, T = torque converter 

E. Number of Forward Gears—integer 

indicating number of forward gears 

F. Control—classified as A = automatic, M 

= manual; ASMT would be coded as Type = 

C, Control = A 

G. Logic—indicates aggressivity of 

automatic shifting. Classified as A = 

aggressive, C = conventional U.S. 

9. Origin—classification as domestic or 

import, listed as D = domestic, I = 

international 

b. Sales—actual and projected U.S. 

production for MY2005 to MY 2012 

inclusive, measured in thousands of vehicles: 

c. Vehicle Information: 

1. Style—classified as Pickup; Sport 

Utility; or Van 

2. Class—classified as Cargo Van; 

Crossover Vehicle; Large Pickup; Midsize 

Pickup; Minivan; Passenger Van; Small 

Pickup; Sport Utility Vehicle; or Sport Utility 

Truck 

3. Structure—classified as either Ladder or 

Unibody 

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

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

4 = 4-wheel drive 

5. Wheelbase—measured in inches; 

defined per SAE J1100, L101 (July 2002) 

6. Track Width (front)—measured in 

inches; defined per SAE J1100, W101–1 (July 

2002), and clarified above 

7. Track Width (rear)—measured in inches; 

defined per SAE J1100, W101–2 (July 2002), 

and clarified above 

8. Footprint—wheelbase times average 

track width; measured in square feet 

9. Curb Weight—total weight of vehicle 

including batteries, lubricants, and other 

expendable supplies but excluding the 

driver, passengers, and other payloads (as per 

SAE J1100); measured in pounds 

10. Test Weight—weight of vehicle as 

tested, including the driver, operator (if 

necessary), and all instrumentation (as per 

SAE J1263); measured in pounds 

11. GVWR—Gross Vehicle Weight Rating; 

weight of loaded vehicle, including 

passengers and cargo; measured in pounds 

12. Frontal Area—a measure of the height 

times width of the front of a vehicle, e.g. 35 

square feet. 

13. Drag Coefficient, Cd—a dimensionless 

measure of the aerodynamic sleekness of an 

object, e.g., 0.25. 

14. Coefficient of Rolling Resistance, Cr—

a dimensionless measure of the resistance to 

motion experienced by one body rolling 

upon another, e.g., 0.0012. 

15. Seating (max)—number of usable seat 

belts before folding and removal of seats 

(where accomplished without special tools); 

provided in integer form 

16. Fuel Capacity—measured in gallons of 

diesel fuel or gasoline; MJ (LHV) of other 

fuels (or chemical battery energy) 

17. Electrical System Voltage—measured in 

volts, e.g. 12 volt, 42 volts 

18. Front Head Room—measured in inches; 

defined per SAE J1100, H61 (July 2002) 

19. Rear Head Room—measured in inches; 

defined per SAE J1100, H63, H86 (July 2002) 

20. Front Shoulder Room—measured in 

inches; defined per SAE J1100, W3, W85 

(July 2002) 

21. Rear Shoulder Room—measured in 

inches; defined per SAE J1100, W4, W86 

(July 2002) 

22. Front Hip Room—measured in inches; 

defined per SAE J1100, W5 (July 2002) 

23. Rear Hip Room—measured in inches; 

defined per SAE J1100, W6 (July 2002) 

24. Front Leg Room—measured in inches; 

defined per SAE J1100, L34 (July 2002) 

25. Rear Leg Room—measured in inches; 

defined per SAE J1100, L51, L86 (July 2002) 

26. Turning Circle—diameter of the circle 

made by the front wheel with the steering at 

full lock (the left or right stop) and the 

vehicle perpendicular to the roadway (as per 

SAE J695); measured in feet 

d. MSRP—measured in dollars (2005); 

actual and projected average MSRP (salesVerDate Aug<18>2005 17:47 Aug 29, 2005 Jkt 205001 PO 00000 Frm 00057 Fmt 4701 Sfmt 4702 E:\FR\FM\30AUP2.SGM 30AUP2
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weighted, including options) for MY2005 to 

MY 2012 inclusive 

e. Type (Hybridization)—the type of 

hybridization of the vehicle, if any. Classified 

as E = electric, H = hydraulic 

f. Planning and Assembly: 

1. US/Canadian/Mexican Content—

measured as a percentage; overall percentage, 

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

Mexico 

2. Predecessor—number and name of 

model upon which current model is based, 

if any 

3. Last Freshening—model year 

4. Next Freshening—model year 

5. Last Redesign—model year; 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. 

6. Next Redesign—model year 

7. Employment Hours Per Vehicle—

number of hours of U.S. labor applied per 

vehicle produced 

The agency also requests that each 

manufacturer provide an estimate of its 

overall 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. Does respondent project introducing any 

variants of existing basic engines or any new 

basic engines, other than those mentioned in 

your response to Question 3, in its light truck 

fleets in MYs 2005–2012? If so, for each basic 

engine or variant indicate: 

a. The projected year of introduction, 

b. Type (e.g., spark ignition, direct 

injection diesel, 2-cycle, alternative fuel use), 

c. Displacement (If engine has variable 

displacement, please provide the minimum 

and maximum displacement), 

d. Type of induction system (e.g., fuel 

injection with turbocharger, naturally 

aspirated), 

e. Cylinder configuration (e.g., V–8, V–6, I–

4), 

f. Number of valves per cylinder (e.g., 2, 3, 

4), 

g. Valvetrain design (e.g., overhead valve, 

overhead camshaft, 

h. Valve technology (e.g., variable valve 

timing, variable valve lift and timing, intake 

valve throttling, camless valve actuation, etc.) 

i. Horsepower and torque ratings, 

j. Models in which engines are to be used, 

giving the introduction model year for each 

model if different from ‘‘a,’’ above. 

5. Relative to MY 2005 levels, for MYs 

2005–2012, please provide information, by 

truckline and as an average effect on a 

manufacturer’s entire light truck fleet, on the 

weight and/or fuel economy impacts of the 

following standards or equipment: 

a. Federal Motor Vehicle Safety Standard 

(FMVSS 208) Automatic Restraints 

b. FMVSS 201 Occupant Protection in 

Interior Impact 

c. Voluntary installation of safety 

equipment (e.g., antilock brakes) 

d. Environmental Protection Agency 

regulations 

e. California Air Resources Board 

requirements 

f. Other applicable motor vehicle 

regulations affecting fuel economy. 

6. For each of the model years 2005–2012, 

and for each light truck model projected to 

be manufactured by respondent (if answers 

differ for the various models), provide the 

requested information on new technology 

applications for each of items ‘‘6a’’ through 

‘‘6r’’ listed below: 

(i) description of the nature of the 

technological improvement; 

(ii) the percent fuel economy improvement 

averaged over the model; 

(iii) the basis for your answer to 6(ii), (e.g., 

data from dynamometer tests conducted by 

respondent, engineering analysis, computer 

simulation, reports of test by others); 

(iv) the percent production implementation 

rate and the reasons limiting the 

implementation rate; 

(v) a description of the 2005 baseline 

technologies and the 2005 implementation 

rate; and 

(vi) the reasons for differing answers you 

provide to items (ii) and (iv) for different 

models in each model year. Include as a part 

of your answer to 6(ii) and 6(iv) a tabular 

presentation, a sample portion of which is 

shown in Table III–A. 

a. Improved automatic transmissions. 

Projections of percent fuel economy 

improvements should include benefits of 

lock-up or bypassed torque converters, 

electronic control of shift points and torque 

converter lock-up, and other measures which 

should be described. 

b. Improved manual transmissions. 

Projections of percent of fuel economy 

improvement should include the benefits of 

increasing mechanical efficiency, using 

improved transmission lubricants, and other 

measures (specify). 

c. Overdrive transmissions. If not covered 

in ‘‘a’’ or ‘‘b’’ above, project the percentage 

of fuel economy improvement attributable to 

overdrive transmissions (integral or auxiliary 

gear boxes), two-speed axles, or other similar 

devices intended to increase the range of 

available gear ratios. Describe the devices to 

be used and the application by model, 

engine, axle ratio, etc. 

d. Use of engine crankcase lubricants of 

lower viscosity or with additives to improve 

friction characteristics or accelerate engine 

break-in, or otherwise improved lubricants to 

lower engine friction horsepower. When 

describing the 2005 baseline, specify the 

viscosity of and any fuel economy-improving 

additives used in the factory-fill lubricants. 

e. Reduction of engine parasitic losses 

through improvement of engine-driven 

accessories or accessory drives. Typical 

engine-driven accessories include water 

pump, cooling fan, alternator, power steering 

pump, air conditioning compressor, and 

vacuum pump. 

f. Reduction of tire rolling losses, through 

changes in inflation pressure, use of 

materials or constructions with less 

hysteresis, geometry changes (e.g., reduced 

aspect ratio), reduction in sidewall and tread 

deflection, and other methods. When 

describing the 2005 baseline, include a 

description of the tire types used and the 

percent usage rate of each type. 

g. Reduction in other driveline losses, 

including losses in the non-powered wheels, 

the differential assembly, wheel bearings, 

universal joints, brake drag losses, use of 

improves lubricants in the differential and 

wheel bearing, and optimizing suspension 

geometry (e.g., to minimize tire scrubbing 

loss). 

h. Reduction of aerodynamic drag. 

i. Turbocharging or supercharging. 

j. Improvements in the efficiency of 4-cycle 

spark ignition engines including (1) 

increased compression ratio; (2) leaner air-tofuel ratio; (3) revised combustion chamber 

configuration; (4) fuel injection; (5) electronic 

fuel metering; (6) interactive electronic 

control of engine operating parameters (spark 

advance, exhaust gas recirculation, air-to-fuel 

ratio); (8) variable valve timing or valve lift; 

(9) multiple valves per cylinder; (10) cylinder 

deactivation; (11) friction reduction by means 

such as low tension piston rings and roller 

cam followers; (12) higher temperature 

operation; and (13) other methods (specify). 

k. Direct injection gasoline engines. 

l. Naturally aspirated diesel engines, with 

direct or indirect fuel injection. 

m. Turbocharged or supercharged diesel 

engines with direct or indirect fuel injection. 

n. Stratified-charge reciprocating or rotary 

engines, with direct or indirect fuel injection. 

o. Two cycle spark ignition engines. 

p. Use of hybrid drivetrains 

q. Use of fuel cells; provide a thorough 

description of the fuel cell technology 

employed, including fuel type and power 

output. 

r. Other technologies for improving fuel 

economy or efficiency. 

7. For each model of respondent’s light 

truck fleet projected to be manufactured in 

each of MYs 2005–2012, describe the 

methods used to achieve reductions in 

average test weight. For each specified model 

year and model, describe the extent to which 

each of the following methods for reducing 

vehicle weight will be used. Separate listings 

are to be used for 4x2 light trucks and 4x4 

light trucks. 

a. Substitution of materials. 

b. ‘‘Downsizing’’ of existing vehicle design 

to reduce weight while maintaining interior 

roominess and comfort for passengers, and 

utility, i.e., the same or approximately the 

same, payload and cargo volume, using the 

same basic body configuration and driveline 

layout as current counterparts. 

c. Use of new vehicle body configuration 

concepts, which provides reduced weight for 

approximately the same payload and cargo 

volume. 

8. Indicate any MY 2005–2012 light truck 

model types that have higher average test 

weights than comparable MY 2004 model 

types. Describe the reasons for any weight 

increases (e.g., increased option content, less 

use of premium materials) and provide 

supporting justification. 

9. For each new or redesigned vehicle 

identified in response to Question 3 and each 

new engine or fuel economy improvement 

identified in your response to Questions 3, 4, 

5, and 6, provide your best estimate of the 

following, in terms of constant 2005 dollars: 

(a) Total capital costs required to 

implement the new/redesigned model or 

improvement according to the 

implementation schedules specified in your 

response. Subdivide the capital costs into 

Federal Register / Vol. 70, No. 167 / Tuesday, August 30, 2005 / Proposed Rules 51471 

tooling, facilities, launch, and engineering 

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 or fuel economy improvement. 

(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 or improvement. Provide an example 

describing methodology used to determine 

the equivalent retail price increase. 

10. Please provide respondent’s actual and 

projected U.S. light truck sales, 4x2 and 4x4, 

0–8,500 lbs. GVWR and 8501–10,000 lbs., 

GVWR for each model year from 2005 

through 2012, inclusive. Please subdivide the 

data into the following vehicle categories: 

i. Standard Pickup Heavy (e.g., C2500/ 

3500, F–250/350) 

ii. Standard Pickup Light (e.g., C1500, F–

150) 

iii. Compact Pickup (e.g., S–10, Ranger, 

Dakota) 

iv. Standard Cargo Vans Heavy (e.g., 

G3500, E–250/350) 

v. Standard Cargo Vans Light (e.g., G1500/ 

2500, E–150) 

vi. Standard Passenger Vans Heavy (e.g., 

G3500, E–250/350) 

vii. Standard Passenger Vans Light (e.g., 

G1500/2500, E–150) 

viii. Compact Cargo Vans (e.g., Astro/ 

Safari) 

ix. Compact Passenger Vans (e.g., Sienna, 

Odyssey, Caravan) 

x. Full-size Sport Utilities (e.g., Tahoe, 

Expedition, Sequoia) 

xi. Mid-size Sport Utilities (e.g., 

Trailblazer, Explorer) 

xii. Compact Utilities (e.g., Wrangler, 

RAV4) 

xiii. Crossover Vehicle (e.g., Pacifica, 

Rendezvous, RX 330) 

xiv. Sport Utility Trucks (e.g., Avalanche, 

Ridgeline) 

See Table III–B for a sample format. 

11. Please provide your estimates of 

projected total industry U.S. light (0–10,000 

lbs, GVWR) truck sales for each model year 

from 2005 through 2012, inclusive. Please 

subdivide the data into 4x2 and 4x4 sales and 

into the vehicle categories listed in the 

sample format in Table III–C. 

12. Please provide your company’s 

assumptions for U.S. gasoline and diesel fuel 

prices during 2005 through 2012. 

13. Please provide projected production 

capacity available for the North American 

market (at standard production rates) for each 

of your company’s light truckline 

designations during MYs 2005–2012. 

14. 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. 

Note: The parenthetical numbers in Table 

III–A refer to the items in Section III, 

Specifications. 

TABLE III–A.—TECHNOLOGY IMPROVEMENTS

Technological improvement 

Baseline 

technology 

Percent 

fuel economy improvement 

Basis for 

improvement estimate 

Models 

on which 

technology is 

applied 

Production share of model with technological 

improvement 

2005 2006 2007 2008 2009+ 

(6a.) Improved Auto Trans: 

LT–1 ...................................... ................ 7.0 ................ ................ 0 0 15 25 55 

LT–2 ...................................... ................ 6.5 ................ ................ 0 0 0 20 25 

LT–3 ...................................... ................ 5.0 ................ ................ 0 10 30 60 60 

(6b) Improved Manual Trans: 

LV–1 ...................................... ................ 1.0 ................ ................ 2 5 5 5 5 

U–1 ....................................... ................ 0.7 ................ ................ 0 0 0 8 10 

TABLE III–B.—ACTUAL AND PROJECTED U.S. LIGHT TRUCK SALES

Amalgamated Motors light truck sales projections 

Model Line 

Model year 

2005 2006 2007 2008 2009 2010+ 

Compact Pickup ......................................................................... 43,500 

Standard Pickup—Light ............................................................. 209,340 

Standard Pickup—Heavy ........................................................... 120,000 

Compact Cargo Van .................................................................. 60,000 

Standard Cargo Van—Light ....................................................... 20,000 

Standard Cargo Van—Heavy .................................................... 29,310 

Compact Passenger Van/Minivan ............................................. 54,196 

Standard Passenger Van—Light ............................................... 38,900 

Standard Passenger Van—Heavy.

Compact Sport Utility.

Mid-size Sport Utility.

Full-size Sport Utility.

Crossover Vehicle.

Sport Utility Truck.

Total .................................................................................... TBD 

TABLE III–C.—TOTAL U.S. LIGHT TRUCK SALES

Model type 2005 2006 2007 2008 2009 2010+ 

Compact Pickup.

Standard Pickup—Light.

Standard Pickup—Heavy.

51472 Federal Register / Vol. 70, No. 167 / Tuesday, August 30, 2005 / Proposed Rules 

TABLE III–C.—TOTAL U.S. LIGHT TRUCK SALES—Continued 

Model type 2005 2006 2007 2008 2009 2010+ 

Compact Cargo Van.

Standard Cargo Van—Light.

Standard Cargo Van—Heavy.

Compact Passenger Van/Minivan.

Standard Passenger Van—Light.

Standard Passenger Van—Heavy.

Compact Sport Utility.

Mid-size Sport Utility.

Full-size Sport Utility.

Crossover Vehicle.

Sport Utility Truck.

Total.

IV. Cost and Potential Fuel Economy 

Improvements of Technologies 

The agency requests that each 

manufacturer and other interested parties 

provide estimates of the range of costs and 

fuel economy improvements of available fuel 

economy technologies. These estimates 

should follow the format provided by Tables 

IV–A through IV–D. For comparison 

purposes the agency has listed the 

technologies included in the NAS report, 

together with the range (low and high) of fuel 

economy improvement and cost estimates for 

all of the technologies included in the report. 

The agency has also added some 

technologies to these tables as well as 

separate rows for the cost and fuel economy 

improvement estimates when technologies 

are applied to engines having a different 

number of cylinders or when they are 

applied to vehicles with different numbers of 

gears. Thus, for example, if a manufacturer or 

other interested party has different cost and 

fuel economy improvement estimates for the 

application of a technology to a 4-cylinder 

and a 6-cylinder engine, these estimates 

should be represented as separate rows on its 

table. Likewise, for example, if a 

manufacturer or other interested party has 

different cost and fuel economy improvement 

estimates for using 6-speed automatic 

transmission versus a 4-speed and a 5-speed 

automatic transmission, these estimates 

should be represented as separate rows on its 

table. 

The agency is also interested in whether 

different cost and fuel economy improvement 

estimates apply to different vehicle classes. 

Thus, the agency is asking for any 

information regarding the effectiveness and 

cost of fuel economy technologies on a 

vehicle class basis. Light truck vehicle 

classes are listed in Tables III–B and III–C. 

If respondents have information that breaks 

out the cost and fuel economy improvement 

estimates by vehicle classes, the agency asks 

that in addition to providing charts which 

provide a respondent’s complete range of 

estimates, that respondents provide separate 

charts for each vehicle class following the 

example of Tables IV–B and IV–D. 

Spreadsheet templates for these tables can be 

found at: www.nhtsa.dot.gov/cars/rules/ 

CAFE/rulemaking.htm. 

If a manufacturer or other interested party 

has fuel economy improvement and cost 

estimates for technologies not included on 

these tables, the agency asks the 

manufacturer or other interested party to 

provide that information to the agency. 

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