[Federal Register: March 3, 2009 (Volume 74, Number 40)]
[Proposed Rules]
[Page 9185-9202]
[DOCID:fr03mr09-14]

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DEPARTMENT OF TRANSPORTATION

National Highway Traffic Safety Administration

49 CFR Parts 531 and 533

[Docket No. NHTSA-2009-0042]

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 comments.

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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 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.

DATES: Comments must be received on or before May 4, 2009.

ADDRESSES: You may submit comments [identified by Docket No. NHTSA-
2009-0042] 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:<PHONE_NUMBER>
    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. Peter Feather, Fuel Economy
Division Chief, Office of International Policy, Fuel economy and
Consumer Programs, at<PHONE_NUMBER>, facsimile<PHONE_NUMBER>,
electronic mail<EMAIL_ADDRESS>For legal issues, call Ms.
Rebecca Yoon, Office of the Chief Counsel, at<PHONE_NUMBER>.

SUPPLEMENTARY INFORMATION:

I. Introduction

    NHTSA has been issuing Corporate Average Fuel Economy (CAFE)
standards since the late 1970's 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 thus 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. NHTSA will determine, based
on all of the relevant circumstances, whether that calls for
establishing standards that reach the 35 mpg goal earlier than MY 2020.
    EISA also mandated that the CAFE standards be based on one or more
vehicle attribute. For example, size-based (i.e., size-indexed)
standards assign higher fuel economy targets to smaller vehicles and
lower ones to larger vehicles. The fleet wide 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 technologies across a broad range of their
passenger car and light truck fleets.
    NHTSA proposed in April 2008 to begin implementing EISA by
establishing CAFE standards for MYs 2011-2015. In a January 26, 2009
memorandum, the President requested NHTSA to divide its rulemaking into
two parts. First, he requested that the agency issue a final rule
adopting CAFE standards for MY 2011 only, and do so by March 30, 2009
in order to comply with EPCA, which requires that a final rule
establishing fuel economy standards for a model year be adopted at
least 18 months before the beginning of the model year (49 U.S.C.
32902(a)). The agency is working to issue a final rule for MY 2011 in
accordance with that schedule.
    Second, the President requested that NHTSA establish standards for
MY 2012 and later after considering the appropriate legal factors, the
comments filed in response to the May 2008 proposal, the relevant
technological and scientific considerations, and, to the extent
feasible, a forthcoming report by the National Academy of Sciences,
mandated under section 107 of EISA, assessing the costs and
effectiveness of existing and potential automotive technologies that
can practicably used to improve fuel economy.\1\
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    \1\ A copy of the President's memorandum is available at http://
www.whitehouse.gov/the_press_office/The_Energy_Independence_
and_Security_Act_of_2007/ (last accessed Feb. 13, 2009).
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    To assist the agency in analyzing potential CAFE standards for MYs
2012 through 2016, NHTSA is requesting updated future product plans
from 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. NHTSA requests information for MYs 2008-2020 to
aid NHTSA in developing a realistic forecast of the MY 2012-2016
vehicle market. 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 helps 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 upcoming CAFE rulemaking,

either as part of the basis for the proposed 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. Additionally, the agency notes that, in connection with
recent deliberations regarding federal assistance to the industry, some
manufacturers submitted short business plans to Congress in December
2008 \2\ and restructuring plans to the Treasury Department in February
2009,\3\ and that some statements in these plans suggest that
manufacturers' product plans may have changed considerably since NHTSA
last received detailed confidential product plans in July 2008. In
light of these statements, and in light of the current uncertainty
surrounding the auto industry, NHTSA will closely review the product
plans submitted in response to today's request. We will carefully
assess any significant apparent discrepancies between submitted product
plans and manufacturers' public statements.
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    \2\ Links to these business plans may be found at http://
financialservices.house.gov/autostabilization.html (last accessed
February 13, 2008).
    \3\ Chrysler's submission to the Treasury Department is
available at http://www.treasury.gov/initiatives/eesa/agreements/
auto-reports/ChryslerRestructuringPlan.pdf (last accessed Feb. 19,
2009), and GM's submission to the Treasury Department is available
at http://www.treasury.gov/initiatives/eesa/agreements/auto-reports/
GMRestructuringPlan.pdf (last accessed Feb. 19, 2009).
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    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. Peter Feather at<EMAIL_ADDRESS>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 practices in this area.

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 a copy from which you have deleted the claimed confidential
business information to the docket. When you send a comment containing
information claimed to be confidential business information, you should
include a cover letter setting forth the information specified in our
confidential business information regulation. (49 CFR Part 512.)

Will the Agency Consider Late Comments?

    We will consider all comments that Docket Management receives
before the close of business on the comment closing date indicated
above under DATES. 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) 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: 49 U.S.C. 32902; delegation of authority at 49 CFR
1.50.

    Issued on: February 26, 2009.
Stephen R. Kratzke,
Associate Administrator for Rulemaking.

Appendix A

I. Definitions

    As used in these appendices--
    1. ``Automobile,'' ``fuel economy,'' ``manufacturer,'' and
``model year (MY),'' have the meaning given them in Section 32901 of
Chapter 329 of Title 49 of the United States Code, 49 U.S.C. 32901.
    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. 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 respondent projects discontinuing
before MY 2011 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 before MY 2011, and identify the
last model year in which each will be offered.
    3. For each model year 2008-2020, 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 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., Camry).
    4. Nameplate--vehicle nameplate (e.g., Camry Solara).
    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 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--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).
    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.
    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'' for an electric vehicle.
    G. Logic--indicates aggressivity of automatic shifting: classified
as A = aggressive, C = conventional U.S. 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 vehicles
------------------------------------------------------------------------
Subcompact.............................  Chevy Aveo, Honda Civic.
Subcompact Performance.................  Mazda Miata, Saturn Sky.
Compact................................  Chevy Cobalt, Nissan Sentra and
                                          Altima.
Compact Performance....................  Audi S4 Quattro, Mazda RX8.
Midsize................................  Chevy Camaro (V6), Toyota
                                          Camry, Honda Accord, Hyundai
                                          Azera.
Midsize Performance....................  Chevy Corvette, Ford Mustang
                                          (V8), Nissan G37 Coupe.
Large..................................  Audi A8, Cadillac CTS and DTS.
Large Performance......................  Bentley Arnage, Daimler CL600.
Minivans...............................  Dodge Caravan, Toyota Sienna.
Small SUV/Pickup/Van...................  Ford Escape & Ranger, Nissan
                                          Rogue.
Midsize SUV/Pickup/Van.................  Chevy Colorado, Jeep Wrangler 4-
                                          door, Volvo XC70, 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; 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 \4\.
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    \4\ 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.
---------------------------------------------------------------------------

    6. Axle Ratio--ratio of the speed in revolutions per minute of the
drive shaft to that of the drive 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.
    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.
    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 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 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 and coefficients.
    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 \5\--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.
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    \5\ 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.
---------------------------------------------------------------------------

    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 in detail the relationship between
the business plans submitted to Congress in December 2008, the
restructuring plans submitted to the Treasury Department in February
2009, and the product plans being submitted in response to this
request.
    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, and 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 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, systems or
components.
    C. Use of new vehicle, structural, system or component designs.
    Please provide the following information:
    (i) Description of the method (e.g., substituting an composite body
panel for a steel panel);
    (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 2009 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 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 2009 dollars), averaged over the
model, associated with the method/change;
    (vi) The percent production implementation rate and the reasons
limiting the implementation rate.
    8. Indicate any MY 2008-2020 passenger car and 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. Please provide your estimates of projected total industry U.S.
passenger car sales and light truck sales, separately, for each model
year from 2008 through 2020, inclusive.
    10. Please provide your company's assumptions for U.S. gasoline and
diesel fuel prices during 2008 through 2020.
    11. 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
2008-2020.
    12. 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 2008-2020, provide the following information on new
technology 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 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 2009 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.\6\ 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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    \6\ ``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
``learning 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 rate discount applied with a 300,000 unit threshold would
reduce the applicable technology's incremental cost by up to 36
percent.
---------------------------------------------------------------------------

    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, 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 \7\ 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 single model
year, so the agency requests information on possible constraints on the
rates at which each technology can penetrate a manufacturer's fleet.
---------------------------------------------------------------------------

    \7\ 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.
---------------------------------------------------------------------------

    Tables IV-3a, b and IV-4a, b with estimates for incremental RPE
costs (in 2009 dollars) and incremental fuel consumption reductions for
each technology listed and any other additional technologies. These
estimates, for the technologies already listed, should assume that the
preceding technologies, as defined by the decision trees in Appendix B,
have already been applied and/or will be superseded. The agency is
requesting that respondents fill in incremental RPE costs and fuel
consumption reductions estimates for all vehicle subclasses listed. If
a respondent feels that the incremental RPE cost and fuel consumption
reduction estimates are similar for different subclasses they may
combine subclasses.
    Table IV-5 with estimates for the percentage by which each
technology reduces energy losses attributable to each of nine energy
loss mechanisms.
    Tables IV-6a, b with estimates for synergies \8\ that can occur
when multiple technologies are applied.
---------------------------------------------------------------------------

    \8\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).
---------------------------------------------------------------------------

    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 2009 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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