24190 Federal Register / Vol. 73, No. 86 / Friday, May 2, 2008 / Proposed Rules 

For the costs of a Use the principles in—

Private non-profit organization other than an (1) institution of higher 

education, (2) hospital, or (3) organization named in 2 CFR part 230, 

Appendix C, as not subject to that circular.

2 CFR part 230. 

Institutions of higher education ................................................................ 2 CFR part 220. 

Hospitals ................................................................................................... 45 CFR part 74, Appendix E, ‘‘Principles for Determining Costs Applicable to Research and Development under Grants and Contracts 

with Hospitals.’’

For-profit organizations other than a hospital, commercial organization 

or a non-profit organization listed in 2 CFR part 230, Appendix C, as 

not subject to that part.

48 CFR part 31, Contract Cost Principles and Procedures, or uniform 

cost accounting standards that comply with cost principles acceptable to the Federal agency. 

[FR Doc. E8–8789 Filed 5–1–08; 8:45 am] 

BILLING CODE 4910–9X–P 

DEPARTMENT OF TRANSPORTATION 

National Highway Traffic Safety 

Administration 

49 CFR Parts 531 and 533 

[Docket No. NHTSA–2008–0069] 

Passenger Car Average Fuel Economy 

Standards—Model Years 2008–2020 

and Light Truck Average Fuel 

Economy Standards—Model Years 

2008–2020; 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 passenger car and light truck 

corporate average fuel economy (CAFE) 

standards as required by the Energy 

Policy and Conservation Act, as 

amended by the Energy Independence 

and Security Act (EISA) of 2007, Pub. L. 

110–140. This proposal is discussed in 

a companion notice published today. 

DATES: Comments must be received on 

or before July 1, 2008. 

ADDRESSES: You may submit comments 

[identified by Docket No. NHTSA–

2008–0069] 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: 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 ken.katz@dot.gov. 

For legal issues, call Rebecca Schade, 

Office of the Chief Counsel, at (202) 

366–2992. 

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 (passenger cars) 

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 passenger cars 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. 

Congress enacted the Energy 

Independence and Security Act of 2007 

(EISA) on December 18, 2007, which 

further amends Chapter 329 of Title 49. 

EISA made a number of important 

changes to EPCA, including: 

• Replacing the old statutory default 

standard of 27.5 mpg for passenger 

automobiles with a mandate to establish 

passenger automobile and light truck 

standards, beginning with model year 

(MY) 2011, set sufficiently high to 

ensure that the average fuel economy of 

the combined industry wide fleet of all 

new passenger automobiles and light 

trucks sold in the United States during 

MY 2020 is at least 35 mpg. 

• Limiting to five the number of years 

for which standards can be established 

in a single rulemaking. 

• Mandating the reforming of CAFE 

standards for passenger cars by 

requiring that all CAFE standards be 

based on one or more vehicle attributes, 


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Federal Register / Vol. 73, No. 86 / Friday, May 2, 2008 / Proposed Rules 24191 

thus ensuring that the improvements in 

fuel economy do not come at the 

expense of safety. 

• Requiring that for each model year, 

beginning with MY 2011, the domestic 

passenger cars of each manufacturer of 

those cars must achieve a measured 

average fuel economy that is not less 

than 92 percent of the average fuel 

economy of the combined fleet of 

domestic and non-domestic passenger 

cars sold in the United States in that 

model year. 

• Providing greater flexibility for 

automobile manufacturers by (a) 

increasing from three to five the number 

of years that a manufacturer can carry 

forward the compliance credits it earns 

for exceeding CAFE standards, (b) 

allowing a manufacturer to transfer the 

credits it has earned from one class of 

automobiles to another, and (c) 

authorizing the trading of credits 

between manufacturers. 

To assist the agency in analyzing the 

proposed CAFE standards, NHTSA has 

included a number of questions, found 

in an appendix to this notice, directed 

primarily toward vehicle manufacturers. 

In a companion document, which is 

being published today in the Federal 

Register, NHTSA is proposing passenger 

car and light truck average fuel economy 

standards for MYs 2011–2015. To 

facilitate our analysis, we are seeking 

detailed comments relative to the 

requests found in the appendices of this 

document. The appendices request 

information from manufacturers 

regarding their product plans—

including data about engines and 

transmissions—from MY 2008 through 

MY 2020 for passenger cars and light 

trucks and the assumptions underlying 

those plans. Regarding light trucks, the 

agency is asking manufacturers to 

update the information it provided 

previously regarding MYs 2008 through 

2011 product plans and to provide 

information regarding future product 

plans for MYs 2012 to 2020. The 

appendices also ask manufacturers to 

assist the agency with its 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 2008 through MY 2020, 

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 preferred format 

for data submittal, and can be found on 

the Volpe National Transportation 

Systems Center (Volpe Center) Web site 

at: ftp://ftpserver.volpe.dot.gov/pub/ 

CAFE/templates/ or can be requested 

from 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 also include sample tables 

that manufacturers may refer to when 

submitting their data to the agency. 

II. Submission of Comments 

How Do I Prepare and Submit 

Comments? 

Comments should be submitted 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. Comments may also be 

submitted to the docket electronically 

by logging onto http:// 

www.regulations.gov. Click on ‘‘How to 

Use This Site’’ and then ‘‘User Tips’’ 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 timeframe of the 

upcoming rulemaking, 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 http://www.regulations.gov. 

(2) On that page, in the field marked 

‘‘search,’’ type in the docket number 

provided at the top of this document. 

(3) The next page will contain results 

for that docket number; it may help you 

to sort by ‘‘Date Posted: Oldest to 

Recent.’’

(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: 15 U.S.C. 2007; delegation of 

authority at 49 CFR 1.50. 


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24192 Federal Register / Vol. 73, No. 86 / Friday, May 2, 2008 / Proposed Rules 

Issued on: April 22, 2008. 

Stephen R. Kratzke, 

Associate Administrator for Rulemaking. 

Appendix A 

I. Definitions 

As used in these appendices—

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 600.002–93(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 

SIDI—Stoichiometric spark ignition direct 

injection 

TBI—Throttle body fuel injection 

NA—Naturally aspirated 

T—Turbocharged 

S—Supercharged 

FFS—Feedback fuel system 

2S—Two-stroke engines 

C—Camless 

OHV—Overhead valve 

SOHC—Single overhead camshaft 

DOHC—Dual overhead camshafts 

VVT—Variable valve timing 

ICP—Intake cam phasing 

CCP—Coupled cam phasing 

DCP—Dual cam phasing 

VVLT—Variable valve lift and timing 

VVLTD—Discrete variable valve lift and 

timing 

VVLTC—Coupled variable valve lift and 

timing 

VCT—Variable cam timing 

CYDA—Cylinder deactivation 

IVT—Intake valve throttling 

CVA—Camless valve actuation 

VCR—Variable compression ratio 

LBFB—lean burn-fast burn combustion 

E—Exhaust continuous phasing 

EIE—Equal continuous intake and exhaust 

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 

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 

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. 

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

the type described in 49 CFR Part 523.3 and 

523.4. 

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

the type described in 49 CFR Part 523.3 and 

523.5. 

8. 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. 

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

CFR 600.002–93(a)(19). 

10. ‘‘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 

2008 model year passenger cars or light 

trucks in the equivalent class. 

11. ‘‘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 employ a given 

type of technology if respondent made 

maximum efforts to apply the technology by 

a specified model year. 

12. ‘‘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. 

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

best estimates made by respondent, whether 

or not based on less than certain information. 

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

combination of changes, including 

powertrain 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. 

15. ‘‘Refresh’’ means any change, or 

combination of changes, including 

powertrain 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. 

16. ‘‘Relating to’’ means constituting, 

defining, containing, explaining, embodying, 

reflecting, identifying, stating, referring to, 

dealing with, or in any way pertaining to. 

17. ‘‘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. 

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

CFR 86.082–2. 

19. ‘‘Track Width’’ means the lateral 

distance between the centerlines of the base 

tires at ground, including the camber angle. 

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

in 40 CFR 600.002–93(a)(22). When 

identifying a transmission class, respondent 

also must indicate whether the type of 

transmission 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 transmission is 

a continuously variable design (CVT). If the 

transmission is of a hybrid type, that should 

also be indicated. Other descriptive 

information may also be added, as needed. 

21. ‘‘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. 

22. ‘‘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. 

23. ‘‘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 Data 

Go to ftp://ftpserver.volpe.dot.gov/pub/ 

CAFE/templates/ for spreadsheet templates. 

1. Identify all passenger car models 

currently offered for sale in MY 2008 whose 

production you project discontinuing before 

MY 2010 and identify the last model year in 

which each will be offered. 

2. Identify all basic engines offered by 

respondent in MY 2008 passenger cars which 

respondent projects it will cease to offer for 

sale in passenger cars before MY 2010, and 

identify the last model year in which each 

will be offered. 

3. For each model year 2008–2020, list all 

projected car 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/Mercury Milan) 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 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 


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1This 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 estimate the 

extent to which a given technology reduces losses 

in each mechanism. 

applicable, an indexed predecessor model 

type is also to be identified. Spreadsheet 

templates can be found at ftp:// 

ftpserver.volpe.dot.gov/pub/CAFE/templates/ 

. 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. Number—a unique number assigned to 

each model. 

2. Manufacturer—manufacturer 

abbreviation (e.g., TOY). 

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

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

Camry Solara). 

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 only. 

7. Energy Consumption 1—of total fuel 

energy (higher heating value) consumed over 

FTP 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. 

A. System irreversibility governed by the 

Second Law of Thermodynamics. 

B. Heat lost to the exhaust and coolant 

streams. 

C. 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). 

D. 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). 

E. 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). 

F. 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). 

G. Aerodynamic drag of the body, as could 

be estimated from coast-down test results. 

H. Rolling resistance in the tires, as could 

be estimated from coast-down test results. 

I. Work done on the vehicle itself, as could 

be estimated from the vehicle’s inertia mass 

and the fuel economy driving cycles. 

8. Engine Code—unique number assigned 

to each engine. 

A. Manufacturer—manufacturer 

abbreviation (e.g., GMC, FMC, HON). 

B. Name—name of engine. 

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

V8, V10 or V12; 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, SIDI = Stoichiometric spark 

ignition direct 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, TT = twin 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, E = 

exhaust continuous phasing, F = fixed, IIE = 

independent continuous intake and exhaust 

phasing, or other designation, VCT = variable 

cam timing, VVTE = variable valve timing, 

exhaust, ICP = intake cam phasing, CCP = 

coupled cam phasing, DCP = dual cam 

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, VVLTD 

= discrete variable valve lift and timing, 

VVLTC = coupled variable valve lift and 

timing. 

N. Cylinders—the number of engine 

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

10 or 12. 

O. Valves/Cylinder—the number of valves 

per cylinder. An integer from 2 through 5. 

P. Deactivation—weighted (FTP + 

highway) aggregate degree of deactivation. 

For example, enter 0.25 for deactivation of 

half the cylinders over half the drive cycle, 

and enter 0 for no valve deactivation. 

Q. Displacement—total volume displaced 

by a piston in a single stroke, measured in 

liters, also commonly referred to as engine 

size. 

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 1420; for fixed CR engines, 

should be identical to minimum CR. 

T. Horsepower—the maximum power of 

the engine combined with the associated 

engine speed when horsepower is maximum, 

measured as horsepower per revolutions per 

minute (hp @ rpm). 

U. Torque—the maximum torque of the 

engine, measured as ft-lb. 

9. Transmission Code—an integer; unique 

number assigned to each transmission. 

A. Manufacturer—manufacturer 

abbreviation (e.g., GMC, FMC, HON). 

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 (or blank 

or ‘‘CVT’’ for CVT). 

F. Control—classified as A = automatic, M 

= manual; automatic shift manual 

transmission (ASMT) would be coded as 

Type = C, Control = A. 

G. Logic—indicates aggressivity of 

automatic shifting. Classified as A = 

aggressive, C = conventional U.S. Provide 

rationale for selection in the transmission 

notes column. 

10. Origin—classification (under CAFE 

program) as domestic or import, listed as D 

= domestic, I = import. 

b. Sales—Actual and Projected U.S. 

Production for MY 2008 to MY 2020 

Inclusive, Measured in Number of Vehicles 

c. Vehicle Information 

1. Style—classified as Sedan; Coupe; 

Hatchback; Wagon; or Convertible. 

2. Class—classified as Two-Seater Car; 

Mini-Compact Car; Subcompact Car; 

Compact Car; Midsize Car; Large Car; Small 

Station Wagon; Midsize Station Wagon; or 

Large Station Wagon. 

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. Axle Ratio—ratio of the speed in 

revolutions per minute of the drive shaft to 

that of the drive wheels. 

6. Length—measured in inches; defined 

per SAE J1100, L103 (Sept. 2005). 

7. Width—measured in inches; defined per 

SAE J1100, W116 (Sept. 2005). 

8. Wheelbase—measured to the nearest 

tenth of an inch; as defined above. 

9. Track Width (front)—measured to the 

nearest tenth of an inch; defined per SAE 

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

above. 

10. Track Width (rear)—measured to the 

nearest tenth of an inch; defined per SAE 

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

above. 

11. Footprint—as defined above. 

12. 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). 


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13. Test Weight—weight of vehicle as 

tested, including the driver, operator (if 

necessary), and all instrumentation (as per 

SAE J1263); measured in pounds. 

14. GVWR—Gross Vehicle Weight Rating; 

as defined per 49 CFR 523.2 measured in 

pounds. 

15. Towing Capacity (Standard)—measured 

in pounds. 

16. Towing Capacity (Maximum)—

measured in pounds. 

17. Payload—measured in pounds. 

18. Cargo volume behind the front row—

measured in cubic feet, defined per Table 28 

of SAE J1100 (Sept. 2005). 

19. Cargo volume behind the second row—

measured in cubic feet, defined per Table 28 

of SAE J1100 (Sept. 2005). 

20. Cargo volume behind the third row—

measured in cubic feet, defined per Table 28 

of SAE J1100 (Sept. 2005). 

21. Enclosed Volume—measured in cubic 

feet. 

22. 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. 

23. Cargo Volume Index—defined per 

Table 28 of SAE J1100 (Sept. 2005). 

24. Luggage Capacity—measured in cubic 

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

25. Seating (max)—number of usable seat 

belts before folding and removal of seats 

(where accomplished without special tools); 

provided in integer form. 

26. Number of Standard Rows of Seating—

number of rows of seats that each vehicle 

comes standardly equipped with; provided in 

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

27. Frontal Area—a measure of the wind 

profile of the vehicle, typically calculated as 

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

35 square feet. 

28. 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. 

29. Tire Rolling Resistance, Crr—a 

dimensionless coefficient that relates the 

motion resistance force force due to tire 

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

and air drag) to a vehicle’s weight e.g., 

0.0012. 

30. Fuel Capacity—measured in gallons of 

diesel fuel or gasoline; MJ (LHV) of other 

fuels (or chemical battery energy). 

31. Electrical System Voltage—measured in 

volts, e.g., 12 volt, 42 volts 2005). 

d. MSRP—Measured in Dollars (2008); Actual 

and Projected Average MSRP (SalesWeighted, Including Options) for MY 2008 to 

MY 2020 Inclusive 

e. Hybridization 

1. Type of hybridization of the vehicle, if 

any—classified as E = electric, H = hydraulic. 

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

pressure (psi). 

3. Energy storage capacity—measured in 

MJ. 

4. Battery type—Classified as NiMH = 

Nickel Metal Hydride; Li-ion = Lithium Ion. 

5. Percentage of breaking energy recovered 

and stored over the FTP and HFET (weighted 

55/45) recovered and stored. 

6. Percentage of maximum motive power 

provided by stored energy system. 

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. Final Assembly City. 

3. Final Assembly State/Province (if 

applicable). 

4. Final Assembly Country. 

5. Predecessor—number and name of 

model upon which current model is based, 

if any. 

6. Last Freshening—model year. 

7. Next Freshening—model year. 

8. Last Redesign—model year; where 

redesign means any change, including 

powertrain changes, 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. 

9. Next Redesign—model year. 

10. Employment Hours Per Vehicle—

number of hours of U.S. labor applied per 

vehicle produced. 

g. The agency also requests that each 

manufacturer provide an estimate of its 

overall passenger car 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 passenger 

car fleets in MYs 2008–2020? 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 2008 levels, for MYs 

2008–2020 please provide information, by 

carline and as an average effect on a 

manufacturer’s entire passenger car fleet, on 

the weight and/or fuel economy impacts of 

the following standards or equipment: 

a. Federal Motor Vehicle Safety Standard 

(FMVSS No. 208) Automatic Restraints. 

b. FMVSS No. 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 2008–2020, 

and for each passenger car 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 2008 baseline 

technologies and the 2008 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 2008 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 


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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 2008 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 

improved 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, with 

and without turbocharging/supercharging. 

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 

passenger car fleet projected to be 

manufactured in each of MYs 2008–2020, 

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 

passenger cars and 4x4 passenger cars. 

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 2008–2020 passenger 

car model types that have higher average test 

weights than comparable MY 2007 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 2008 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 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. passenger car sales, 4x2 and 

4x4, 0–8,500 lbs. GVWR for each model year 

from 2008 through 2020, inclusive. Please 

subdivide the data into the following vehicle 

categories: 

i. Two-Seater Car (e.g., Chevrolet Corvette, 

Honda S2000, Porsche Boxster) 

ii. Mini-Compact Car (e.g., Audi TT, 

Mitsubishi Eclipse, Mini Cooper) 

iii. Compact Car (e.g., Ford Focus, VW 

Golf, Kia Rio) 

iv. Midsize Car (e.g., Chevrolet Malibu, 

Honda Accord, Toyota Camry) 

v. Large Car (e.g., Ford Crown Victoria, 

Cadillac DTS, Mercedes Maybach) 

vi. Small Station Wagon (e.g., BMW 325 

Sport Wagon, Subaru Impreza Wagon, 

Pontiac Vibe/Toyota Matrix) 

vii. Midsize Station Wagon (e.g., Saab 9–

5 Wagon, Volvo V70 Wagon, Jaguar X-Type 

Wagon) 

viii. Large Station Wagon (e.g., Mercedes EClass Wagon, Dodge Magnum, BMW 530 XiT 

Wagon) 

See Table III–B for a sample format. 

11. Please provide your estimates of 

projected total industry U.S. passenger car 

sales for each model year from 2008 through 

2020, 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 2008 through 2020. 

13. Please provide projected production 

capacity available for the North American 

market (at standard production rates) for each 

of your company’s passenger carline 

designations during MYs 2008–2020. 

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.—SAMPLE 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 

2008 2009 2010 2011 2012 

(6a.) Improved Auto 

Trans.: 

A5 .............................. ........................ 4.0 ........................ ........................ 20 35 50 60 80 

A6 .............................. ........................ 4.5 ........................ ........................ 15 20 30 40 55 

A7 .............................. ........................ 5.0 ........................ ........................ 0 0 15 25 35 

(6b) Improved Manual 

Trans.: 

M5 ............................. ........................ 1.0 ........................ ........................ 12 15 20 25 32 

M6 ............................. ........................ 0.7 ........................ ........................ 0 0 0 8 10 


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2See supra note 2. 

TABLE III–B.—SAMPLE ACTUAL AND PROJECTED U.S. PASSENGER CAR SALES

Amalgamated Motors Passenger Car Sales Projections 

Model line 

Model year 

2008 2009 2010 2011 2012 2013 

Two-Seater ............................................... 43,500 

Mini-Compact ........................................... 209,340 

Subcompact ............................................. 120,000 

Compact ................................................... 60,000 

Midsize ..................................................... 20,000 

Large ........................................................ 29,310 

Small Station Wagon ............................... 54,196 

Midsize Station Wagon ............................ 38,900 

Large Station Wagon ............................... 24,000 

Total .................................................. 599,246 

TABLE III–C.—SAMPLE TOTAL U.S. PASSENGER CAR SALES

Model type 2008 2009 2010 2011 2012 2013 

Two-Seater ...............................................

Mini-Compact ...........................................

Subcompact .............................................

Compact ...................................................

Midsize .....................................................

Large ........................................................

Small Station Wagon ...............................

Midsize Station Wagon ............................

Large Station Wagon ...............................

Total ..................................................

IV. Specifications—Light Truck Data 

Go to ftp://ftpserver.volpe.dot.gov/pub/ 

CAFE/templates/ for spreadsheet templates. 

1. Identify all light truck models currently 

offered for sale in MY 2008 whose 

production you project discontinuing before 

MY 2010 and identify the last model year in 

which each will be offered. 

2. Identify all basic engines offered by 

respondent in MY 2008 light trucks which 

respondent projects it will cease to offer for 

sale in light trucks before MY 2010, and 

identify the last model year in which each 

will be offered. 

3. For each model year 2008–2020, list all 

projected light truck lines 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 light 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 ftp:// 

ftpserver.volpe.dot.gov/pub/CAFE/templates/ 

. 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. Number—a unique number assigned to 

each model. 

2. Manufacturer—manufacturer 

abbreviation (e.g., GMC). 

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

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

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 only. 

7. Energy Consumption 2—of total fuel 

energy (higher heating value) consumed over 

FTP 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. 

A. Systems irreversibility governed by the 

Second Law of Thermodynamics. 

B. Heat lost to the exhaust and coolant 

streams. 

C. 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). 

D. 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). 

E. 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). 

F. 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). 

G. Aerodynamic drag of the body, as could 

be estimated from coast-down test results. 

H. Rolling resistance in the tires, as could 

be estimated from coast-down test results. 

I. Work done on the vehicle itself, as could 

be estimated from the vehicle’s inertia mass 

and the fuel economy driving cycles. 

8. Engine Code—unique number assigned 

to each engine. 

A. Manufacturer—manufacturer 

abbreviation (e.g., GMC, FMC, HON.) 

B. Name—name of engine. 

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

V8, V10 or V12; 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/ 


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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, SIDI = Stoichiometric spark 

ignition direct 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, TT = twin 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, E = 

exhaust continuous phasing, F = fixed, ICP 

= intake continuous phasing, IIE = 

independent continuous intake and exhaust 

phasing, or other designation, VCT = variable 

cam timing, VVTE = variable valve timing, 

exhaust, ICP = intake cam phasing, CCP = 

coupled cam phasing, DCP = dual cam 

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, or other 

designation, VVLTD = discrete variable valve 

lift and timing, VVLTC = coupled variable 

valve lift and timing. 

N. Cylinders—the number of engine 

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

10 or 12. 

O. Valves/Cylinder—the number of valves 

per cylinder. An integer from 2 through 5. 

P. Deactivation—weighted (FTP + 

highway) aggregate degree of deactivation. 

For example, enter 0.25 for deactivation of 

half the cylinders over half the drive cycle, 

and enter 0 for no valve deactivation. 

Q. Displacement—total volume displaced 

by a piston in a single stroke, measured in 

liters, also commonly referred to as engine 

size. 

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 20; for fixed CR engines, 

should be identical to minimum CR. 

T. Horsepower—the maximum power of 

the engine combined with the associated 

engine speed when horsepower is maximum, 

measured as horsepower per revolutions per 

minute (hp @ rpm). 

U. Torque—the maximum torque of the 

engine, measured as ft-lb. 

9. Transmission Code—an integer; unique 

number assigned to each transmission. 

A. Manufacturer—manufacturer 

abbreviation (e.g., GMC, FMC, HON). 

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 (or blank 

or ‘‘CVT’’ for CVT). 

F. Control—classified as A = automatic, M 

= manual; automatic shift manual 

transmission (ASMT) would be coded as 

Type = C, Control = A. 

G. Logic—indicates aggressivity of 

automatic shifting. Classified as A = 

aggressive, C = conventional U.S. Provide 

rationale for selection in the transmission 

notes column. 

10. Origin—classification (under CAFE 

program) as domestic or import, listed as D 

= domestic, I = import. 

11. Light Truck Indicator—an integer; a 

unique number 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. 

1. The vehicle has 4-wheel drive (includes 

all wheel drive) and has at least four of the 

following characteristics: 

(i) Approach angle of not less than 28 

degrees; 

(ii) Breakover angle of not less that 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 are not 

less than 18 centimeters. 

2. The vehicle is rated at more than 6000 

lb gross vehicle weight (GVW), and has at 

least four of the following characteristics: 

(i) Approach angle of not less than 28 

degrees; 

(ii) Breakover angle of not less that 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 are not 

less than 18 centimeters. 

3. The vehicle transports more that 10 

persons; 

4. The vehicle provides temporary living 

quarters; 

5. The vehicle transports property on an 

open bed; 

6. The vehicle, in its standard version 

without reference to options (or ‘‘delete’’

options), provides greater cargo-carrying than 

passenger-carrying volume; or 

7. The vehicle permits expanded use of the 

automobile for cargo-carrying purposes or 

other nonpassenger-carrying purposes 

through: 

(i) For light trucks 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 forwardmost point of 

installation of those seats to the rear of the 

automobile’s interior; or 

(ii) For light trucks 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 cargocarrying purposes or other nonpassengercarrying purposes through the removal or 

stowing of foldable or pivoting seats so as to 

create a flat-leveled cargo surface extending 

from the forwardmost point of installation of 

those seats to the rear of the automobile’s 

interior. 

b. Sales—Actual and Projected U.S. 

Production for MY 2008 to MY 2020 

Inclusive, Measured in Number of Vehicles 

c. Vehicle Information 

1. Style—classified as Crossover; 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. Axle Ratio—ratio of the speed in 

revolutions per minute of the drive shaft to 

that of the drive wheels. 

6. Length—measured in inches; defined 

per SAE J1100, L103 (Sept. 2005). 

7. Width—measured in inches; defined per 

SAE J1100, W116 (Sept. 2005). 

8. Wheelbase—measured to the nearest 

tenth of an inch; as defined above. 

9. Track Width (front)—measured in 

inches; defined per SAE J1100, W101–1 

(Sept. 2005), and clarified above. 

10. Track Width (rear)—measured in 

inches; defined per SAE J1100, W101–2 

(Sept. 2005), and clarified above. 

11. Footprint—wheelbase times average 

track width; measured in square feet, 

clarified above. 

12. Running Clearance—measured in 

centimeters; defined per 49 CFR 523.2. 

13. Front Axle Clearance—measured in 

centimeters; defined per 49 CFR 523.2. 

14. Rear Axle Clearance—measured in 

centimeters; defined per 49 CFR 523.2. 

15. Approach Angle—measured in degrees; 

defined per 49 CFR 523.2. 

16. Breakover Angle—measured in degrees; 

defined per 49 CFR 523.2. 

17. Departure Angle—measured in degrees; 

defined per 49 CFR 523.2. 

18. 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). 

19. Test Weight—weight of vehicle as 

tested, including the driver, operator (if 


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necessary), and all instrumentation (as per 

SAE J1263); measured in pounds. 

20. GVWR—Gross Vehicle Weight Rating; 

as defined per 49 CFR 523.2 measured in 

pounds. 

21. Towing Capacity (Standard)—measured 

in pounds. 

22. Towing Capacity (Maximum)—

measured in pounds. 

23. Payload—measured in pounds. 

24. Cargo volume behind the front row—

measured in cubic feet, defined per Table 28 

of SAE J1100 (Sept. 2005). 

25. Cargo volume behind the second row—

measured in cubic feet, defined per Table 28 

of SAE J1100 (Sept. 2005). 

26. Cargo volume behind the third row—

measured in cubic feet, defined per Table 28 

of SAE J1100 (Sept. 2005). 

27. Enclosed Volume—measured in cubic 

feet. 

28. 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. 

29. Cargo Volume Index—defined per 

Table 28 of SAE J1100 (Sept. 2005). 

30. Luggage Capacity—measured in cubic 

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

31. Seating (max)—number of usable seat 

belts before folding and removal of seats 

(where accomplished without special tools); 

provided in integer form. 

32. Number of Standard Rows of Seating—

number of rows of seats that each vehicle 

comes standardly equipped with; provided in 

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

33. Frontal Area—a measure of the wind 

profile of the vehicle, typically calculated as 

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

35 square feet. 

34. 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. 

35. 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 e.g., 0.0012. 

36. Fuel Capacity—measured in gallons of 

diesel fuel or gasoline; MJ (LHV) of other 

fuels (or chemical battery energy). 

37. Electrical System Voltage—measured in 

volts, e.g., 12 volt, 42 volts 2005). 

d. MSRP—Measured in Dollars (2008); Actual 

and Projected Average MSRP (SalesWeighted, Including Options) for MY 2008 to 

MY 2020 Inclusive 

e. Hybridization 

1. Type of hybridization of the vehicle, if 

any—classified as E = electric, H = hydraulic. 

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

pressure (psi). 

3. Energy storage capacity—measured in 

MJ. 

4. Battery type—Classified as NiMH = 

Nickel Metal Hydride; Li-ion = Lithium Ion. 

5. Percentage of breaking energy recovered 

and stored over the FTP and HFET (weighted 

55/45). 

6. Percentage of maximum motive power 

provided by stored energy system. 

f. Planning and Assembly 

1. U.S./Canadian/Mexican Content—

measured as a percentage; overall percentage, 

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

Mexico. 

2. Final Assembly City. 

3. Final Assembly State/Province (if 

applicable). 

4. Final Assembly Country. 

5. Predecessor—number and name of 

model upon which current model is based, 

if any. 

6. Last Freshening—model year. 

7. Next Freshening—model year. 

8. Last Redesign—model year; where 

redesign means any change, including 

powertrain changes, 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. 

9. Next Redesign—model year. 

10. Employment Hours per Vehicle—

number of hours of U.S. labor applied per 

vehicle produced. 

g. 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 2008–2020? 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 2008 levels, for MYs 

2008–2020, 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 No. 208) Automatic Restraints; 

b. FMVSS No. 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 2008–2020, 

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 for limiting the 

implementation rate; 

(v) a description of the 2008 baseline 

technologies and the 2008 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 IV–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 2008 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 


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aspect ratio), reduction in sidewall and tread 

deflection, and other methods. When 

describing the 2008 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, with 

and without turbocharging/supercharging. 

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 2008–2020, 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 2008–2020 light truck 

model types that have higher average test 

weights than comparable MY 2007 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 2008 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 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 8,501–10,000 lbs. 

GVWR for each model year from 2008 

through 2020, inclusive. Please subdivide the 

data into the following vehicle categories: 

i. Compact Pickup (e.g., Ford Ranger, 

Chevrolet Colorado, Nissan Frontier). 

ii. Standard Pickup—Light (e.g., Ford F150, 

Chevrolet Silverado, Toyota Tundra). 

iii. Standard Pickup—Heavy (e.g., Ford 

F250/350, Dodge Ram 2500/3500). 

iv. Standard Cargo Van—Light (e.g., 

Chevrolet Savana, Ford E–150). 

v. Standard Cargo Van—Heavy (e.g., 

Chevrolet G2500, Ford E–250/350, Dodge 

Sprinter). 

vi. Compact Passenger Van/Minivan (e.g., 

Toyota Sienna, Dodge Caravan, Nissan 

Quest). 

vii. Standard Passenger Van—Light (e.g., 

GMC Express, Ford E–150). 

viii. Standard Passenger Van—Heavy (e.g., 

Ford E–250/350, Dodge Sprinter). 

ix. Compact Sport Utility (e.g., Jeep 

Wrangler, Toyota RAV4). 

x. Mid-size Sport Utility (e.g., Chevrolet 

Trailblazer, Ford Explorer, Toyota 4Runner). 

xi. Full-size Sport Utility (e.g., Chevrolet 

Tahoe, Ford Expedition, Nissan Titan). 

xii. Crossover Vehicle (e.g., Toyota RX 330, 

Nissan Murano, Acura MDX). 

xiii. Sport Utility Truck (e.g., Cadillac 

Escalade EXT, Honda Ridgeline). 

See Table IV–B for a sample format. 

11. Please provide your estimates of 

projected total industry U.S. light truck sales 

for each model year from 2008 through 2020, 

inclusive. Please subdivide the data into 4x2 

and 4x4 sales and into the vehicle categories 

listed in the sample format in Table IV–C. 

12. Please provide your company’s 

assumptions for U.S. gasoline and diesel fuel 

prices during 2008 through 2020. 

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 2008–2020. 

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 Tables 

IV–A refer to the items in Section IV, 

Specifications. 

TABLE IV–A.—SAMPLE TECHNOLOGY IMPROVEMENTS

Technological improvement Baseline 

technology 

Percent fuel 

economy 

improvement, 

% 

Basis for 

mprovement 

estimate 

Models on 

which 

technology is 

applied 

Production share of model with technological 

improvement 

2010 2011 2012 2013 2014+ 

(6a.) Improved Auto 

Trans.: 

A5 .............................. ........................ 4.0 ........................ ........................ 20 35 50 60 80 

A6 .............................. ........................ 4.5 ........................ ........................ 15 20 30 40 55 

A7 .............................. ........................ 5.0 ........................ ........................ 0 0 15 25 35 

(6b.) Improved Manual 

Trans.: 

M5 ............................. ........................ 1.0 ........................ ........................ 12 15 20 25 32 

M6 ............................. ........................ 0.7 ........................ ........................ 0 0 0 8 10 


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3 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 amount 

of the cap. Having done so, it applied other 

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

4 ‘‘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. The 

method applies this effect for up to two doublings 

of production volume. For example, a 20 percent 

applied with a 25,000 unit threshold would reduce 

the applicable technology’s incremental cost by up 

to 36 percent. 

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

Amalgamated Motors Light Truck Sales Projections 

Model line 

Model year 

2010 2011 2012 2013 2014 2015+ 

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

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

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

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 ................................... 24,000 

Compact Sport Utility ....................................................... 125,000 

Mid-size Sport Utility ........................................................ 221,000 

Full-size Sport Utility ........................................................ 165,000 

Crossover Vehicle ............................................................ 98,000 

Sport Utility Truck ............................................................ 10,000 

Total .......................................................................... 1,158,246 

TABLE IV–C.—SAMPLE TOTAL U.S. LIGHT TRUCK SALES

Model type 2010 2011 2012 2013 2014 2015 2016+ 

Compact Pickup .......................................

Standard Pickup—Light ...........................

Standard Pickup—Heavy .........................

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 ..................................................

V. Technologies, Cost and Potential Fuel 

Economy Improvements 

The agency requests that manufacturers 

and other interested parties separately 

describe any fuel economy-related 

technologies not listed in the tables below. 

For the technologies listed in the tables 

below and any additional technologies, the 

agency requests that each manufacturer and 

other interested parties provide estimates of 

the model year of availability of each 

technology. Because engineering, planning 

and financial constraints prohibit most 

technologies from being applied across an 

entire fleet of vehicles within a year, the 

agency requests information on possible 

constraints on the rates at which each 

technology can penetrate a manufacturer’s 

fleet. The agency refers to these as ‘‘phasein caps.’’ 3

Also for the technologies listed in the 

tables below and any additional technologies, 

the agency requests estimates of the range of 

costs and fuel economy improvements of 

available fuel economy technologies. 

Estimates of energy loss reduction estimates 

should also be provided. 

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. 

Considering the appropriate sequencing of 

technologies, the estimates requested above 

should follow the format provided by Tables 

1 through 6: 

Table 1: The list of technologies, and 

estimates of the first model year in which 

each technology is expected to be available 

for significant commercial use. 

Table 2: Estimates of highest incremental 

share of fleet to which a technology could be 

added in a single model year (‘‘phase-in cap’’

percentage) for individual technologies, if 

relevant. 

Table 3: Estimates of the incremental cost 

and Retail Price Equivalent (in 2008 dollars) 

of each technology, assuming preceding 

technologies have already been applied and/ 

or superseded. Costs should be described as 

manufacturer cost, supplier cost, or some 

other basis. Retail Price Equivalent 

multipliers should be provided for each 

technology. If cost reductions available 

through learning effects are anticipated, 

information should be provided regarding 

what the learning effects are, when and at 

what production volumes they occur, and to 

what degrees such learning is expected to be 

available.4

Table 4: Estimates of the incremental fuel 

consumption reduction achieved by each 

technology, assuming preceding technologies 


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5When 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). 

have already been applied and/or 

superseded. 

Table 5: Estimates of the percentage by 

which each technology reduces energy losses 

attributable to each of nine energy loss 

mechanisms. 

Table 6: Estimates of the amount by which 

the fuel consumption exceeds the value 

obtained by combining (through 

multiplication) fuel consumption reduction 

estimates shown in Table 2.5

The agency has included sample tables for 

manufacturers’ use. Spreadsheet templates 

for these tables can be found at ftp:// 

ftpserver.volpe.dot.gov/pub/cafe/templates/. 

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Appendix B. Technology Decision Trees 


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[FR Doc. 08–1185 Filed 4–23–08; 9:16 am] 

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