Document ID: NHTSA-2009-0059-0013
Agency: nhtsa
Document Type: Rule
Title: Passenger Car Average Fuel Economy Standards-Model Years 2008-2020; Light Truck Average Fuel Economy Standards-Model Years 2008-2020; Request for Product Plan Information
Posted Date: 2009-09-22T04:00Z

[Federal Register: September 22, 2009 (Volume 74, Number 182)]
[Proposed Rules]               
[Page 48192-48211]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr22se09-20]                         

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DEPARTMENT OF TRANSPORTATION

National Highway Traffic Safety Administration

49 CFR Parts 531 and 533

[Docket No. NHTSA-2009-0059]

 
Passenger Car Average Fuel Economy Standards--Model Years 2008-
2020; 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 information.

-----------------------------------------------------------------------

SUMMARY: The purpose of this request for comments is to acquire updated 
information regarding vehicle manufacturers' future product plans to 
assist the agency in assessing what corporate average fuel economy 
(CAFE) standards should be established for model years 2012 through 
2016 passenger cars and light trucks. The establishment of those 
standards is required by the Energy Policy and Conservation Act, as 
amended by the Energy Independence and Security Act (EISA) of 2007, 
Public Law 110-140. This request for comments is being issued 
concurrently with a joint Notice of Proposed Rulemaking by NHTSA and 
EPA to proposed CAFE and greenhouse gas (GHG) standards for MYs 2012-
2016 passenger cars and light trucks.

DATES: Comments must be received on or before November 23, 2009.

ADDRESSES: You may submit comments [identified by Docket No. NHTSA-
2009-0059] by any of the following methods:
     Federal eRulemaking Portal: Go to http://
www.regulations.gov. Follow the online instructions for submitting 
comments.
     Mail: Docket Management Facility, U.S. Department of 
Transportation, 1200 New Jersey Avenue, SE., West Building Ground 
Floor, Room W12-140, Washington, DC 20590.
     Hand Delivery or Courier: West Building Ground Floor, Room 
W12-140, 1200 New Jersey Avenue, SE., between 9 a.m. and 5 p.m. ET, 
Monday through Friday, except Federal holidays. Telephone: 1-800-647-
5527.
     Fax: 202-493-2251.
    Instructions: All submissions must include the agency name and 
docket number for this proposed collection of information. Note that 
all comments received will be posted without change to http://
www.regulations.gov, including any personal information provided. 
Please see the Privacy Act heading below.
    Privacy Act: Anyone is able to search the electronic form of all 
comments received into any of our dockets by the name of the individual 
submitting the comment (or signing the comment, if submitted on behalf 
of an association, business, labor union, etc.). You may review DOT's 
complete Privacy Act Statement in the Federal Register published on 
April 11, 2000 (65 FR 19477-78) or you may visit http://www.dot.gov/
privacy.html.
    Docket: For access to the docket to read background documents or 
comments received, go to http://www.regulations.gov and follow the 
online instructions, or visit the Docket Management Facility at the 
street address listed above.

FOR FURTHER INFORMATION CONTACT: Mr. Ken Katz, Fuel Economy Division, 
Office of International Policy, Fuel Economy and Consumer Programs, at 
(202) 366-0846, facsimile (202) 493-2290, electronic mail 
ken.katz@dot.gov. For legal issues, call Ms. Rebecca Yoon, Office of 
the Chief Counsel, at (202) 366-2992.

SUPPLEMENTARY INFORMATION: 

I. Introduction

    NHTSA has been issuing Corporate Average Fuel Economy (CAFE) 
standards for the last 30 years under the Energy Policy and 
Conservation Act (EPCA). The CAFE program conserves petroleum, a non-
renewable energy source, saves consumers money, and promotes energy 
independence and security by reducing dependence on foreign oil. It 
also reduces carbon dioxide (CO2) emissions from the 
tailpipes of new motor vehicles and the effects of climate change.
    The Energy Independence and Security Act (EISA) amended EPCA by 
mandating that model year (MY) 2011-2020 standards be set to ensure 
that the industry wide average of all new passenger cars and light 
trucks, combined, is at least 35 miles per gallon (mpg) by MY 2020. 
This is a minimum requirement, as NHTSA must set standards at the 
maximum feasible level in each model year. EISA also mandated that the 
CAFE standards be based on one or more vehicle attributes. For example, 
size-based (i.e., size-indexed) standards assign higher fuel economy 
targets to smaller vehicles and lower ones to larger vehicles. The 
fleetwide average fuel economy that a particular manufacturer must 
achieve depends on the size mix of its fleet. This approach ensures 
that all manufacturers will be required to incorporate fuel-saving

[[Page 48193]]

technologies across a broad range of their passenger car and light 
truck fleets.
    Concurrently with this request for information, the agency is 
issuing a joint Notice of Proposed Rulemaking with EPA to propose CAFE 
and GHG standards for MYs 2012-2016 passenger cars and light trucks. 
The joint proposed rulemaking is consistent with the National Fuel 
Efficiency Policy announced by President Obama on May 19, 2009, 
responding to the country's critical need to address global climate 
change and to reduce oil consumption. The standards proposed by the 
agencies require passenger cars and light trucks to meet an estimated 
combined average emissions level of 250 grams of CO2 per 
mile in MY 2016 under EPA's GHG program, and 34.1 mpg in MY 2016 under 
NHTSA's CAFE program and represent a harmonized and consistent national 
program (National Program). Under the National Program, automobile 
manufacturers would be able to build a single light-duty national fleet 
that satisfies all requirements under both programs while ensuring that 
consumers still have a full range of vehicle choices.
    To assist the agency in analyzing potential CAFE standards for MYs 
2012 through 2016, NHTSA is requesting any updates to future product 
plans previously provided by vehicle manufacturers, as well as 
production data through the recent past, including data about engines 
and transmissions for MY 2008 through MY 2020 passenger cars and light 
trucks and the assumptions underlying those plans. If manufacturers 
have not previously submitted product plan information to NHTSA and 
wish to do so, NHTSA also requests such information from them. NHTSA 
requests information for MYs 2008-2020 to supplement other information 
used by NHTSA in developing a realistic forecast of the MY 2012-2016 
vehicle market, and in evaluating what technologies may feasibly be 
applied by manufacturers to achieve compliance with the MY 2012-2016 
standards. Information regarding earlier model years may help the 
agency to better account for cumulative effects such as volume- and 
time-based reductions in costs, and also may help to reveal product mix 
and technology application trends during model years for which the 
agency is currently receiving actual CAFE compliance data. Information 
regarding later model years may help the agency gain a better 
understanding of how manufacturers' plans through MY 2016 relate to 
their longer-term expectations regarding EISA requirements, market 
trends, and prospects for more advanced technologies (such as HCCI 
engines, and plug-in hybrid, electric, and fuel cell vehicles, among 
others). NHTSA will also consider information from model years before 
and after MYs 2012-2016 when reviewing manufacturers' planned schedules 
for redesigning and freshening their products, in order to examine how 
manufacturers anticipate tying technology introduction to product 
design schedules. In addition, the agency is requesting information 
regarding manufacturers' estimates of the future vehicle population, 
and fuel economy improvements and incremental costs attributed to 
technologies reflected in those plans. The request for information is 
detailed in appendices to this notice. NHTSA has also included a number 
of questions directed primarily toward vehicle manufacturers. They can 
be found in Appendix A to this notice. Answers to those questions will 
assist the agency in its analysis.
    Given the importance that responses to this request for comment may 
have in NHTSA's final CAFE rulemaking, either as part of the basis for 
the standards or as an independent check on them, NHTSA intends to 
review carefully and critically all data provided by commenters. It is 
crucial that commenters fully respond to each question, particularly by 
providing information regarding the basis for technology costs and 
effectiveness estimates.
    To facilitate the submission of comments and to help 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 agency's strongly 
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 
Mr. Ken Katz at ken.katz@dot.gov. The templates include an automated 
tool (i.e., a macro) that performs some auditing to identify missing or 
potentially erroneous entries. The appendices to this document also 
include sample tables that manufacturers may refer to when submitting 
their data to the agency.
    In addition, NHTSA would like to note that we will share the 
information submitted in response to this notice with the Environmental 
Protection Agency (EPA). This sharing will facilitate our consideration 
of the appropriate factors to be used in establishing fuel economy 
standards for MY 2012 and beyond. We will ensure that confidential 
information that is shared is protected from disclosure in accordance 
with NHTSA's regulations and practices in this area.

II. Submission of Comments

How Do I Prepare and Submit Comments?

    Comments should be prepared using the spreadsheet template 
described above. Please include the docket number of this document in 
your comments. Please submit two copies of your comments, including the 
attachments, to Docket Management at the address given above under 
ADDRESSES. Comments may also be submitted to the docket electronically 
by logging onto http://www.regulations.gov. Click on the ``Help'' tab 
at the top of the page and follow the instructions for finding a 
regulation and filing the comment electronically.

How Can I Be Sure That My Comments Were Received?

    If you wish Docket Management to notify you upon its receipt of 
your comments, enclose a self-addressed, stamped postcard in the 
envelope containing your comments. Upon receiving your comments, Docket 
Management will return the postcard by mail.

How Do I Submit Confidential Business Information?

    If you wish to submit any information under a claim of 
confidentiality, you should submit three copies of your complete 
submission, including the information you claim to be confidential 
business information, to the Chief Counsel, NHTSA, at the address given 
above under FOR FURTHER INFORMATION CONTACT. In addition, you should 
submit a copy from which you have deleted the claimed confidential 
business information to the docket. When you send a comment containing 
information claimed to be confidential business information, you should 
include a cover letter setting forth the information specified in our 
confidential business information regulation. (49 CFR part 512)

Will the Agency Consider Late Comments?

    We will consider all comments that Docket Management receives 
before the close of business on the comment closing date indicated 
above under

[[Page 48194]]

DATES. Due to the time frame of the upcoming rulemaking, we will be 
very limited in our ability to consider comments filed after the 
comment closing date. If a comment is received 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) Check the box for ``View results by docket folder.''
    (3) In the field marked ``Keyword,'' type in the docket number 
found at the beginning of this notice.
    (4) On the results page, click on the desired comments. You may 
download the comments. However, since the comments are imaged 
documents, instead of word processing documents, the downloaded 
comments may not be word searchable.
    Please note that even after the comment closing date, we will 
continue to file relevant information in the Docket as it becomes 
available. Accordingly, we recommend that you periodically check the 
Docket for new material.
    Anyone is able to search the electronic form of all comments 
received into any of our dockets by the name of the individual 
submitting the comment (or signing the comment, if submitted on behalf 
of an association, business, labor union, etc.). You may review DOT's 
complete Privacy Act Statement in the Federal Register published on 
April 11, 2000 (Volume 65, Number 70; Pages 19477-78) or you may visit 
http://www.dot.gov/privacy.html.

    Authority: 49 U.S.C. 32902; delegation of authority at 49 CFR 
1.50.

Julie Abraham,
Director, International Policy, Fuel Economy and Consumer Programs.

Appendix A

I. Definitions

    As used in these appendices--
    1. ``Automobile,'' ``fuel economy,'' ``manufacturer,'' and 
``model year (MY),'' have the meaning given them in Section 32901 of 
Chapter 329 of Title 49 of the United States Code, 49 U.S.C. 32901.
    2. ``Basic engine'' has the meaning given in 40 CFR 600.002-
93(a)(21).
    3. ``Cargo-carrying volume,'' ``gross vehicle weight rating'' 
(GVWR), and ``passenger-carrying volume'' are used as defined in 49 
CFR 523.2.
    4. ``CARB'' means California Air Resource Board.
    5. ``Domestically manufactured'' is used as defined in Section 
32904(b)(2) of Chapter 329, 49 U.S.C. 32904(b)(2).
    6. ``Footprint'' means the product of average track width 
(measured in inches and rounded to the nearest tenth of an inch) 
times wheelbase (measured in inches and rounded to the nearest tenth 
of an inch) divided by 144 and then rounded to the nearest tenth of 
a square foot as described in 49 CFR Part 523.2.
    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. ``MY'' means model year.
    11. ``Passenger car'' means an automobile of the type described 
in 49 CFR part 523.3 and 523.4.
    12. ``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 (i.e., holding other performance characteristics 
constant such as 0-60 miles-per-hour (mph) time, towing capacity, 
etc.). 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.
    13. ``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.
    14. ``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.
    15. ``Project'' or ``projection'' refers to the best estimates 
made by respondent, whether or not based on less than certain 
information.
    16. ``Redesign'' means any change, or combination of changes, to 
a vehicle that would change its weight by 50 pounds or more or 
change its frontal area or aerodynamic drag coefficient by 2 percent 
or the implementation of new engine or transmission.
    17. ``Refresh'' means any change, or combination of changes, to 
a vehicle that would change its weight by less than 50 pounds and 
would not change its frontal area or aerodynamic drag coefficient.
    18. ``Relating to'' means constituting, defining, containing, 
explaining, embodying, reflecting, identifying, stating, referring 
to, dealing with, or in any way pertaining to.
    19. ``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.
    20. ``RPE'' means retail price equivalent.
    21. ``Test Weight'' is used as defined in 40 CFR 86.082-2.
    22. ``Track Width'' means the lateral distance between the 
centerlines of the base tires at ground, including the camber angle.
    23. ``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.
    24. ``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.
    25. ``Wheelbase'' means the longitudinal distance between front 
and rear wheel centerlines.

II. Assumptions

    All assumptions concerning emission standards, damageability 
regulations, safety standards, etc., should be listed and described 
in detail by the respondent.

III. Specifications--Passenger Car and Light Truck Data

    Go to ftp://ftpserver.volpe.dot.gov/pub/CAFE/templates/ for 
spreadsheet templates.
    1. Identify all passenger car and light truck models offered for 
sale in MY 2008 whose production each respondent projects 
discontinuing before MY 2012 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 and light trucks which respondent projects it will 
cease to offer for sale in passenger cars and light trucks before MY 
2012, and identify the last model year in which each will be 
offered.
    3. For each model year 2009-2020, list all known or projected 
car and truck lines and provide the information specified below for 
each model type. Model types that are essentially identical except 
for their nameplates (e.g., Ford Fusion/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 or 
truck line, second by basic engine, and third by transmission type. 
For each model type, a specific indexed engine and transmission are 
to be identified. As applicable, an indexed predecessor model type 
is also to be identified. Spreadsheet templates can be found at 
ftp://ftpserver.volpe.dot.gov/pub/CAFE/templates/. These templates 
include

[[Page 48195]]

codes and definitions for the data that the Agency is seeking, 
including, but not limited to the following:

A. General Information

    1. Vehicle Number--a unique number assigned to each model.
    2. Manufacturer--manufacturer's name (e.g., Toyota).
    3. Model--name of model (e.g., Corolla).
    4. Nameplate--vehicle nameplate (e.g., Corolla Matrix).
    5. Primary Fuel--classified as CNG = compressed natural gas; D = 
diesel; E = electricity; E-85 = ethanol; E100 = neat ethanol; G = 
gasoline; H = hydrogen; LNG = liquefied natural gas; LPG = propane; 
M85 = methanol; M100 = neat methanol.
    6. Fuel Economy on Primary Fuel--measured in miles per gallon; 
laboratory fuel economy (weighted FTP + highway gasoline-equivalent 
gallon (GEG), exclusive of any calculation under 49 U.S.C. 32905).
    7. Secondary Fuel--classified as CNG = compressed natural gas; D 
= diesel; E = electricity; E-85 = ethanol; E100 = neat ethanol; G = 
gasoline; H = hydrogen; LNG = liquefied natural gas; LPG = propane; 
M85 = methanol; M100 = neat methanol.
    8. Fuel Economy on Secondary Fuel--measured in miles per gallon; 
laboratory fuel economy (weighted FTP + highway GEG, exclusive of 
any calculation under 49 U.S.C. 32905).
    9. Tertiary Fuel--classified as CNG = compressed natural gas; D 
= diesel; E = electricity; E-85 = ethanol; E100 = neat ethanol; G = 
gasoline; H = hydrogen; LNG = liquefied natural gas; LPG = propane; 
M85 = methanol; M100 = neat methanol.
    10. Fuel Economy on Tertiary Fuel--measured in miles per gallon; 
laboratory fuel economy (weighted FTP + highway GEG, exclusive of 
any calculation under 49 U.S.C. 32905).
    11. CAFE Fuel Economy--measured in miles per gallon; laboratory 
fuel economy (weighted FTP + highway GEG, inclusive of any 
calculation under 49 U.S.C. 32905).
    12. Engine Code--unique number assigned to each engine.
    A. Manufacturer--manufacturer's name (e.g., General Motors, 
Ford, Toyota, Honda).
    B. Name--name of engine.
    C. Configuration--classified as V = V-shaped; I = inline; R = 
rotary, H = horizontally opposed (boxer).
    D. Primary Fuel--classified as CNG = compressed natural gas, D = 
diesel, E85 = ethanol, E100 = neat ethanol, G = gasoline, H = 
hydrogen, LNG = liquefied natural gas, LPG = propane, M85 = 
methanol, M100 = neat methanol.
    E. Secondary Fuel--classified as CNG = compressed natural gas, D 
= diesel, E85 = ethanol, E100 = neat ethanol, G = gasoline, H = 
hydrogen, LNG = liquefied natural gas, LPG = propane, M85 = 
methanol, M100 = neat methanol.
    F. Country of Origin--name of country where engine is 
manufactured.
    G. Engine Oil Viscosity--ratio between the applied shear stress 
and the rate of shear, which measures the resistance of flow of the 
engine oil (as per SAE Glossary of Automotive Terms); typical values 
as text include 0W20, 5W20, etc.
    H. Cycle--combustion cycle of engine; classified as A = 
Atkinson, AM = Atkinson/Miller, D = Diesel, M = Miller, O = Otto, OA 
= Otto/Atkinson.
    I. Air/Fuel Ratio--the weighted (FTP + highway) air/fuel ratio 
(mass); a number generally around 14.7 for gasoline engines.
    J. Fuel Delivery System--mechanism that delivers fuel to engine; 
classified as SGDI = stoichiometric gasoline direct injection; LBGDI 
= lean-burn gasoline direct injection; SFI = sequential fuel 
injection; MPFI = multipoint fuel injection; TBI = throttle body 
fuel injection; CRDI = common rail direct injection (diesel); UDI = 
unit injector direct injection (diesel).
    K. Aspiration--breathing or induction process of engine (as per 
SAE Automotive Dictionary); classified as NA = naturally aspirated, 
S = supercharged, T = turbocharged, T2 = twin turbocharged, T4 = 
quad-turbocharged, ST = supercharged and turbocharged.
    L. Valvetrain Design--design of the total mechanism from 
camshaft to valve of an engine that actuates the lifting and closing 
of a valve (as per SAE Glossary of Automotive Terms); classified as 
CVA = camless valve actuation, DOHC = dual overhead cam, OHV = 
overhead valve, SOHC = single overhead cam.
    M. Valve Actuation/Timing--valve opening and closing points in 
the operating cycle (as per SAE J604); classified as F = fixed, ICP 
= intake cam phasing, CCP = coupled cam phasing, DCP = dual cam 
phasing.
    N. Valve Lift--describes the manner in which the valve is raised 
during combustion (as per SAE Automotive Dictionary); classified as 
F = fixed, DVVL = discrete variable valve lift, CVVL = continuously 
variable valve lift.
    O. Cylinders--the number of engine cylinders; an integer 
equaling 3, 4, 5, 6, 8, 10 or 12.
    P. Valves/Cylinder--the number of valves per cylinder, an 
integer from 2 through 5.
    Q. Deactivation--presence of cylinder deactivation mechanism; 
classified as Y = cylinder deactivation applied; N = cylinder 
deactivation not applied.
    R. Displacement--total volume displaced by a piston in a single 
stroke multiplied by the number of cylinders; measured in liters.
    S. Compression Ratio (min)--typically a number between 8 and 11; 
(for fixed CR engines, should be identical to maximum CR).
    T. Compression Ratio (max)--typically a number between 8 and 20; 
(for fixed CR engines, should be identical to minimum CR).
    U. Max. Horsepower--the maximum power of the engine, measured as 
horsepower.
    V. Max. Horsepower RPM--rpm at which maximum horsepower is 
achieved.
    W. Max. Torque--the maximum torque of the engine, measured as 
lb-ft.
    X. Max Torque RPM--rpm at which maximum torque is achieved.
    13. Transmission Code--unique number assigned to each 
transmission.
    A. Manufacturer--manufacturer's name (e.g., General Motors, 
Ford, Toyota, Honda).
    B. Name--name of transmission.
    C. Country of origin--where the transmission is manufactured.
    D. Type--type of transmission; classified as M = manual, A = 
automatic (torque converter), AMT = automated manual transmission 
(single clutch w/torque interrupt), DCT = dual clutch transmission, 
CVT1 = belt or chain CVT, CVT2 = other CVT (e.g., toroidal), HEVT = 
hybrid/electric vehicle transmission (for a BISG or CISG type 
hybrid, please define the actual transmission used, not HEVT).
    E. Clutch Type--type of clutch used in AMT or DCT type 
transmission; D = dry, W = wet.
    F. Number of Forward Gears--classified as an integer indicating 
the number of forward gears; ``CVT'' for a CVT type transmission; or 
``n/a''.
    G. Logic--indicates aggressivity of automatic shifting; 
classified as A = aggressive bias toward improving fuel economy, C = 
conventional shifting. Provide rationale for selection in the 
transmission notes column.
    14. Origin--classification (under CAFE program) as domestic or 
import, D = domestic, I = import.

B. Production

    1. Production--actual and projected U.S. production for MY 2008 
to MY 2020 inclusive, measured in number of vehicles.
    2. Percent of Production Regulated by CARB Standards--percent of 
production volume that will be regulated under CARB's AB 1493 for MY 
2008 to MY 2020 inclusive.

C. MSRP--measured in dollars (2009); actual and projected average MSRP 
(sales-weighted, including options) for MY 2008 to MY 2020 inclusive.

D. Vehicle Information

    1. Subclass--for technology application purposes only and should 
not be confused with vehicle classification for regulatory purposes; 
classified as Subcompact, Subcompact Performance, Compact, Compact 
Performance, Midsize, Midsize Performance, Large, Large Performance, 
Minivan, Small LT, Midsize LT, Large LT; where LT = SUV/Pickup/Van; 
use tables below, with example vehicles, to place vehicles into most 
appropriate subclass.

----------------------------------------------------------------------------------------------------------------
               Subclass                                        Example (MY 2008) vehicles
----------------------------------------------------------------------------------------------------------------
Subcompact...........................  Chevy Aveo, Honda Civic, Volkswagen New Beetle.
Subcompact Performance...............  Audi TT, Mazda Miata, Subaru Impreza.
Compact..............................  Chevy Cobalt, Ford Focus, Nissan Sentra.

[[Page 48196]]

Compact Performance..................  Audi S4 Quattro, Mazda RX8, Mitsubishi Lancer Evolution.
Midsize..............................  Honda Accord, Hyundai Azera, Toyota Camry.
Midsize Performance..................  Chevy Corvette, Ford Mustang GT, Nissan G37 Coupe.
Large................................  Audi A8, Cadillac CTS, Ford Taurus.
Large Performance....................  Bentley Arnage, BMW M5, Daimler CL600.
Minivans.............................  Dodge Caravan, Toyota Sienna.
Small SUV/Pickup/Van.................  Ford Ranger, Nissan Rogue, Toyota RAV4.
Midsize SUV/Pickup/Van...............  Jeep Wrangler 4-door, Mazda CX-9, Toyota Tacoma.
Large SUV/Pickup/Van.................  Chevy Silverado, Ford Econoline, Toyota Sequoia.
----------------------------------------------------------------------------------------------------------------

    2. Style--classified as Convertible, Coupe, Hatchback, Sedan, 
Minivan, Pickup, Sport Utility, Van, Wagon.
    3. Light Truck Indicator--an integer(s); a unique number(s) 
assigned to each vehicle which represents the design feature(s) that 
classify it as a light truck; classified as:
    (0) The vehicle neither has off-road design features (defined 
under 49 CFR 523.5(b) and described by numbers 1 and 2 below) nor 
has functional characteristics (defined under 49 CFR 523.5(a) and 
described by numbers 3 through 7 below) that would allow it to be 
properly classified as a light truck, thus the vehicle is properly 
classified as a passenger car.
    > An automobile capable of off-highway operation, as indicated 
by the fact that it:
    (1) (i) Has 4-wheel drive; or
    (ii) Is rated at more than 6,000 pounds gross vehicle weight; 
and
    (2) Has at least four of the following characteristics 
calculated when the automobile is at curb weight, on a level 
surface, with the front wheels parallel to the automobile's 
longitudinal centerline, and the tires inflated to the 
manufacturer's recommended pressure--
    (i) Approach angle of not less than 28 degrees.
    (ii) Breakover angle of not less than 14 degrees.
    (iii) Departure angle of not less than 20 degrees.
    (iv) Running clearance of not less than 20 centimeters.
    (v) Front and rear axle clearances of not less than 18 
centimeters each.
    > An automobile designed to perform at least one of the 
following functions:
    (3) Transport more than 10 persons;
    (4) Provide temporary living quarters;
    (5) Transport property on an open bed;
    (6) Provide, as sold to the first retail purchaser, greater 
cargo-carrying than passenger-carrying volume, such as in a cargo 
van; if a vehicle is sold with a second-row seat, its cargo-carrying 
volume is determined with that seat installed, regardless of whether 
the manufacturer has described that seat as optional; or
    (7) Permit expanded use of the automobile for cargo-carrying 
purposes or other nonpassenger-carrying purposes through:
    (i) For non-passenger automobiles manufactured prior to model 
year 2012, the removal of seats by means installed for that purpose 
by the automobile's manufacturer or with simple tools, such as 
screwdrivers and wrenches, so as to create a flat, floor level, 
surface extending from the forwardmost point of installation of 
those seats to the rear of the automobile's interior; or
    (ii) For non-passenger automobiles manufactured in model year 
2008 and beyond, for vehicles equipped with at least 3 rows of 
designated seating positions as standard equipment, permit expanded 
use of the automobile for cargo-carrying purposes or other 
nonpassenger-carrying 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.
    4. Structure--classified as either L = Ladder or U = Unibody.
    5. Drive--classified as A = all-wheel drive; F = front-wheel 
drive; R = rear-wheel-drive; 4 = 4-wheel drive.\1\
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    \1\ NHTSA considers ``4-wheel drive'' to refer only to vehicles 
that have selectable 2- and 4-wheel drive options, as opposed to 
all-wheel drive, which is not driver-selectable.
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    6. Axle Ratio--ratio of the speed of the drive shaft to the 
speed of the driven wheels.
    7. Length--measured in inches; defined per SAE J1100, L103 
(Sept. 2005).
    8. Width--measured in inches; defined per SAE J1100, W116 (Sept. 
2005).
    9. Wheelbase--measured to the nearest tenth of an inch; defined 
per SAE J1100, L101 (Sept. 2005), and clarified above.
    10. Track Width (front)--measured to the nearest tenth of an 
inch; defined per SAE J1100, W101-1 (Sept. 2005), and clarified 
above.
    11. Track Width (rear)--measured to the nearest tenth of an 
inch; defined per SAE J1100, W101-2 (Sept. 2005), and clarified 
above.
    12. Footprint-- the product of average track width (measured in 
inches and rounded to the nearest tenth of an inch) times wheelbase 
(measured in inches and rounded to the nearest tenth of an inch) 
divided by 144 and then rounded to the nearest tenth of a square 
foot; Defined per 49 CFR 523.2.
    13. Base Tire--the tire specified as standard equipment by a 
manufacturer on each vehicle configuration of a model type; (e.g. 
275/40R17)
    14. Running Clearance--measured in centimeters; defined per 49 
CFR 523.2 .
    15. Front Axle Clearance--measured in centimeters; defined per 
49 CFR 523.2.
    16. Rear Axle Clearance--measured in centimeters; defined per 49 
CFR 523.2.
    17. Approach Angle--measured in degrees; defined per 49 CFR 
523.2.
    18. Breakover Angle--measured in degrees; defined per 49 CFR 
523.2.
    19. Departure Angle--measured in degrees; defined per 49 CFR 
523.2.
    20. Curb Weight--total weight of vehicle including batteries, 
lubricants, and other expendable supplies but excluding the driver, 
passengers, and other payloads, measured in pounds; per SAE J1100 
(Sept. 2005)
    21. Test Weight--weight of vehicle as tested, including the 
driver, operator (if necessary), and all instrumentation (as per SAE 
J1263); measured in pounds.
    22. GVWR--Gross Vehicle Weight Rating; as defined per 49 CFR 
523.2 measured in pounds.
    23. Towing Capacity (Maximum)--measured in pounds.
    24. Payload--measured in pounds.
    25. Cargo volume behind the front row--measured in cubic feet, 
defined per Table 28 of SAE J1100 (Sept. 2005)
    26. Cargo volume behind the second row--measured in cubic feet, 
defined per Table 28 of SAE J1100 (Sept. 2005)
    27. Cargo volume behind the third row--measured in cubic feet, 
defined per Table 28 of SAE J1100 (Sept. 2005)
    28. Enclosed Volume--measured in cubic feet.
    29. 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.
    30. Cargo Volume Index--defined per Table 28 of SAE J1100 (Sept. 
2005)
    31. Luggage Capacity--measured in cubic feet; defined per SAE 
J1100, V1 (Sept. 2005)
    32. Seating (max)--number of usable seat belts before folding 
and removal of seats (where accomplished without special tools); 
provided in integer form.
    33. Number of Standard Rows of Seating--number of rows of seats 
that each vehicle comes with as standard equipment; provided in 
integer form (e.g., 1,2,3,4, or 5).
    34. Frontal Area--a measure of the wind profile of the vehicle, 
typically calculated as the height times width of a vehicle body, 
e.g., 25 square feet.
    35. 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.

[[Page 48197]]

    36. 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. Normalized on (pound force/1000 pound) basis.
    37. Fuel Capacity--measured in gallons of diesel fuel or 
gasoline; MJ (LHV) of other fuels (or chemical battery energy)
    38. Electrical System Voltage--measured in volts, e.g., 12 volt, 
42 volts 2005)
    39. Power Steering--H = hydraulic; E = electric; EH = electro-
hydraulic
    40. Percent of Production Volume Equipped with air conditioning 
(A/C)
    41. A/C Refrigerant Type--e.g. HFC-134a; HFC-152a; 
CO2
    42. A/C Compressor Displacement--measured in cubic centimeters
    43. A/C CARB credit--measured in grams per mile; g/mile 
CO2 equivalent as reportable under California ARB's AB 
1493 Regulation
    44. N2O Emission Rate--measured in grams per mile; as 
reportable under California ARB's AB 1493 Regulation
    45. CH4 Emission Rate--measured in grams per mile; as 
reportable under California ARB's AB 1493 Regulation
    46. Estimated Total CARB Credits--measured in grams per mile; g/
mile CO2 equivalent as reportable under California ARB's 
AB 1493 Regulation

E. Hybridization/Electrification

    1. Type of Hybrid/Electric vehicle--classified as MHEV = 12V 
micro hybrid, BISG = belt mounted integrated starter generator, CISG 
= crank mounted integrated starter generator, PSHEV = power-split 
hybrid, 2MHEV = 2-mode hybrid, PHEV = plug-in hybrid, EV = electric 
vehicle, H = hydraulic hybrid, P = pneumatic hybrid.
    2. Voltage (volts) or, for hydraulic hybrids, pressure (psi)
    3. Energy storage capacity--measured in MJ.
    4. Electric Motor Power Rating--measured in hp or kW.
    5. Battery type--classified as NiMH = Nickel Metal Hydride; Li-
ion = Lithium Ion.
    6. Battery Only Range (charge depleting PHEV)--measured in 
miles.
    7. Maximum Battery Only Vehicle Speed--measured in miles per 
hour; maximum speed at which a HEV can still operate solely on 
battery power measured on a flat road using the vehicle's FTP 
weight.
    8. Percentage of braking energy recovered and stored over 
weighted FTP + highway drive cycle.
    9. Percentage of maximum motive power provided by stored energy 
system
    10. Electrified Accessories--list of electrified accessories; 
classified as WP = water (coolant) pump; OP = oil pump; AC = air 
conditioner compressor.
    F. Energy Consumption \2\--of total fuel energy (higher heating 
value) consumed over FTP city and highway tests (each weighted as 
for items 5 and 6 above), shares attributable to the following loss 
mechanisms, such that the sum of the shares equals one
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    \2\ This 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.
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    1. System irreversibility governed by the Second Law of 
Thermodynamics.
    2. Heat lost to the exhaust and coolant streams.
    3. Engine friction (i.e., the part of mechanical efficiency lost 
to friction in such engine components as bearings and rods, as could 
be estimated from engine dynamometer test results)
    4. Pumping losses (i.e., the part of mechanical efficiency lost 
to work done on gases inside the cylinder, as could be estimated 
from engine dynamometer test results)
    5. Accessory losses (i.e., the part of fuel efficiency lost to 
work done by engine-driven accessories, as could be estimated from 
bench test results for the individual components)
    6. Transmission losses (i.e., the part of driveline efficiency 
lost to friction in such transmission components as gears, bearings, 
and hydraulics, as could be estimated from chassis dynamometer test 
results)
    7. Aerodynamic drag of the body, as could be estimated from 
coast-down test results.
    8. Rolling resistance in the tires, as could be estimated from 
coast-down test results.
    9. Work done on the vehicle itself, as could be estimated from 
the vehicle's inertia mass and the fuel economy driving cycles.

G. Planning and Assembly

    1. U.S. Content--overall percentage, by value, that originated 
in the U.S.
    2. Canadian Content--overall percentage, by value, that 
originated in Canada.
    3. Mexican Content--overall percentage, by value, that 
originated in Mexico.
    4. Domestic Content--overall percentage, by value, that 
originated in the U.S, Canada and Mexico.
    5. Final Assembly City.
    6. Final Assembly State/Province (if applicable)
    7. Final Assembly Country.
    8. Predecessor--number (or name) of model upon which current 
model is based, if any.
    9. Refresh Years--model years of most recent and future 
refreshes through the 2020 time period; e.g., 2010, 2015, 2020.
    10. Redesign Years--model years of most recent and future 
redesigns through the 2020 time period; e.g., 2007, 2012, 2017; 
where redesign means any change or combination of changes to a 
vehicle that would change its weight by 50 pounds or more or change 
its frontal area or aerodynamic drag coefficient by 2 percent or 
more.
    11. Employment Hours Per Vehicle--number of hours of U.S. labor 
applied per vehicle produced.
    H. The agency also requests that each manufacturer provide an 
estimate of its overall passenger car CAFE and light truck CAFE for 
each model year. This estimate should be included as an entry in the 
spreadsheets that are submitted to the agency.
    4. As applicable, please explain the differences between the 
product plans submitted in response to the March 2009 product plan 
request and the product plans being submitted in response to this 
request.
    5. Relative to MY 2008 levels, for MYs 2009-2020 please provide 
information, by carline and as an average effect on a manufacturer's 
entire passenger car fleet and by truckline and as an average effect 
on a manufacturer's entire light truck fleet, on the weight 
(increases or decreases) and/or fuel economy impacts of the 
following standards or equipment:
    A. 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 specific model year and model of respondent's 
passenger car and light truck fleets projected to implement one or 
more of the following and/or any other weight reduction methods:
    A. Substitution of materials;
    B. ``Downsizing'' of existing vehicle design, dimensions 
(interior and exterior), footprint, systems or components ;
    C. Use of new vehicle, structural, system or component designs.
    Please provide the following information:
    (i) Description of the method, for example:

--For material substitution, substituting a composite body panel for 
a steel panel;
--For downsizing, reducing front, rear, or side overhang (the 
dimensions of the vehicle outside the ``footprint'' area), or 
reducing track width or wheelbase;
--For use of new vehicle, structural, system or component designs, 
replacing a body-on-frame structure with a unibody structure, or 
replacing an existing fuel tank with a smaller fuel tank (i.e., 
maintaining range).
    (ii) The weight reduction, in pounds, averaged over the model;
    (iii) The percent fuel economy improvement averaged over the 
model;
    (iv) The basis for your answer to (iii), (e.g., data from 
dynamometer tests conducted by respondent, engineering analysis, 
computer simulation, reports of test by others);
    (v) The incremental RPE cost (in 2007 dollars), averaged over 
the model, associated with the method;
    (vi) The percent production implementation rate and the reasons 
limiting the implementation rate
    7. For each specific model year and model of respondent's 
passenger car and light truck fleets projected to implement one or 
more of the following and/or any other aerodynamic drag reduction 
methods:
    A. Revised exterior components (e.g., front fascia or side view 
mirrors);
    B. Addition of underbody panels;
    C. Vehicle design changes (e.g., change in ride height or 
optimized cooling flow path)
    Please provide the following information:
    (i) Description of the method/aerodynamic change
    (ii) The percent reduction of the aerodynamic drag coefficient 
(Cd) and the Cd

[[Page 48198]]

prior to the reduction, averaged over the model;
    (iii) The percent fuel economy improvement averaged over the 
model;
    (iv) The basis for your answer to (iii), (e.g., data from 
dynamometer tests conducted by respondent, wind tunnel testing, 
engineering analysis, computer simulation, reports of test by 
others);
    (v) The incremental RPE cost (in 2007 dollars), averaged over 
the model, associated with the method;
    (vi) The percent production implementation rate and the reasons 
limiting the implementation rate
    8. For each specific model year and model of respondent's 
passenger car and light truck fleets projected to implement one or 
more of the following and/or any other A/C leakage reduction or A/C 
efficiency improvement methods:
    A. Low permeation hoses;
    B. Improved system fittings, connections and seals (including 
compressor shaft seal);
    C. Externally controlled fixed or variable displacement 
compressor;
    D. Automatic default to recirculated cabin air;
    E. Improved blower and fan motor controls;
    F. Electronic expansion valve;
    G. Improved-efficiency evaporators and condensers;
    H. Oil separator.
    Please provide the following information:
    (i) Description of the method, (e.g., implementation of 
electronic control valve)
    (ii) The g/mile CO2 equivalent as reportable under 
California ARB's AB 1493 Regulation, averaged over the model;
    (iii) The basis for your answer to (ii), (e.g., data from 
dynamometer tests conducted by respondent, engineering analysis, 
computer simulation, reports of test by others);
    (iv) The incremental RPE cost (in 2007 dollars), averaged over 
the model, associated with the method;
    (v) The percent production implementation rate and the reasons 
limiting the implementation rate
    9. Indicate any MY 2009-2020 passenger car and light truck model 
types that have higher average test weights than comparable MY 2008 
model types. Describe the reasons for any weight increases (e.g., 
increased option content, less use of premium materials) and provide 
supporting justification.
    10. Please provide your estimates of projected total industry 
U.S. passenger car sales and light truck sales, separately, for each 
model year from 2009 through 2020, inclusive.
    11. Please provide your company's assumptions for U.S. gasoline 
and diesel fuel prices during 2009 through 2020.
    12. Please provide projected production capacity available for 
the North American market (at standard production rates) for each of 
your company's passenger carline and light truckline designations 
during MYs 2009-2020.
    13. Please provide your estimate of production lead-time for new 
models, your expected model life in years, and the number of years 
over which tooling costs are amortized. Additionally, the agency is 
requesting that manufactures provide vehicle or design changes that 
characterize a freshening and those changes that characterize a 
redesign.

IV. Technologies, Cost and Potential Fuel Economy Improvements

    Spreadsheet templates for the tables mentioned in the following 
section can be found at ftp://ftpserver.volpe.dot.gov/pub/cafe/
templates/.
    1. The agency requests that manufacturers, for each passenger 
car and light truck model projected to be manufactured by respondent 
between MY 2009-2020, provide the following information on new 
technology, including A/C technologies that will be eligible under 
EPA's proposed GHG standards, applications:
    (i) Description of the nature of the technological improvement; 
including the vehicle's baseline technology that the technology 
replaces (e.g., 6-speed automatic transmission replacing a 4-speed 
automatic transmission)
    (ii) The percent fuel economy improvement or the g/mile 
CO2 equivalent reduction for A/C technologies, averaged 
over the model; please indicate if the weight saving (or increase), 
associated with the implementation of the technology, is accounted 
for in the fuel economy improvement estimate.
    (iii) The basis for your answer to (ii), (e.g., data from 
dynamometer tests conducted by respondent, engineering analysis, 
computer simulation, reports of test by others);
    (iv) The incremental RPE cost (in 2007 dollars), averaged over 
the model, associated with implementing the new technology;
    (v) The percent production implementation rate and the reasons 
limiting the implementation rate
    In regards to costs, the agency is requesting information on 
cost reductions available through learning effects that are 
anticipated, so 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.\3\ The agency is also asking that the RPE markup factor 
(used to determine the RPE cost estimates) is stated in the 
response.
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    \3\ ``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 learning 
effect would be applied once at the 300,000 unit threshold volume 
and an additional 20 percent learning would be applied at a volume 
of 600,000, resulting in total reduction cost of 36 percent.
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    2. Additionally, the agency requests that manufactures and other 
interested parties provide the same information, as requested above, 
for the technologies listed in the following tables and any other 
potential technologies that may be implemented to improve fuel 
economy. These potential technologies can be inserted into 
additional rows at the end of each table. Examples of other 
potential technologies could include but are not limited to: 
Homogenous Charge Compression Ignition (HCCI), Electric Vehicle 
(EV), Fuel Cell Vehicle and Belt Mounted Integrated Starter 
Generator (BISG) and Crank Mounted Integrated Starter Generator 
(CISG) specific technologies. In an effort to standardize the 
information received the agency requests that if possible 
respondents fill in the following tables:
    Table IV-1 with estimates of the model year of availability for 
each technology listed and any other identified technology.
    Table IV-2 with estimated phase-in rates \4\ by year for each 
technology listed and any other additional technologies. 
Engineering, planning and financial constraints can prohibit many 
technologies from being applied across an entire fleet of vehicles 
within a year, so the agency requests information on possible 
constraints on the rates at which each technology can penetrate a 
manufacturer's fleet.
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    \4\ In NHTSA's 2006 rulemaking establishing CAFE standards for 
MY 2008-2011 light trucks, the agency considered phase-in caps by 
ceasing to add a given technology to a manufacturer's fleet in a 
specific model year once it has increased the corresponding 
penetration rate by at least the amount of the cap. Having done so, 
it applied other technologies in lieu of the ``capped'' technology.
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    Tables IV-3a, b and IV-4a, b with estimates for incremental RPE 
costs (in 2007 dollars) and incremental fuel consumption reductions 
for each technology listed and any other additional technologies. 
These estimates, for the technologies already listed, should assume 
that the preceding technologies, as defined by the decision trees in 
Appendix B, have already been applied and/or will be superseded. The 
agency is requesting that respondents fill in incremental RPE costs 
and fuel consumption reductions estimates for all vehicle subclasses 
listed. If a respondent feels that the incremental RPE cost and fuel 
consumption reduction estimates are similar for different subclasses 
they may combine subclasses.
    Table IV-5 with estimates for the percentage by which each 
technology reduces energy losses attributable to each of nine energy 
loss mechanisms.
    Tables IV-6a, b with estimates for synergies \5\ that can occur 
when multiple technologies are applied.
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    \5\ When 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).

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[[Page 48199]]

    3. The agency also asks that manufacturers or other interested 
parties provide information on appropriate sequencing of 
technologies, so that accumulated cost and fuel consumption effects 
may be evaluated incrementally. As examples of possible technology 
sequences, ``decision trees'' are shown in Appendix B below.
    4. For each new or redesigned vehicle identified in response to 
Question III-3 and each new engine or fuel economy improvement 
identified in your response to Questions IV-1 and IV-2 provide your 
best estimate of the following, in terms of constant 2007 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.
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[FR Doc. E9-22737 Filed 9-17-09; 11:15 am]