Passenger Car and Light Truck Average Fuel Economy Standards Request for Product Plan Information-Model Years 2010-2025, 80430-80451 [2010-32163]

Download as PDF srobinson on DSKHWCL6B1PROD with PROPOSALS 80430 Federal Register / Vol. 75, No. 245 / Wednesday, December 22, 2010 / Proposed Rules (i) Bagged or tagged code (for items too small to individually tag or mark). (ii) Contents (the type of information recorded on the item, e.g., item internal control number). (iii) Effective date (date the mark is applied). (iv) Added or removed code/flag. (v) Marker code (designates which code is used in the marker identifier, e.g., D=CAGE, UN=DUNS, LD=DODAAC). (vi) Marker identifier, e.g., Contractor’s CAGE code or DUNS number. (vii) Medium code; how the data is recorded, e.g., barcode, contact memory button. (viii) Value, e.g., actual text or data string that is recorded in its human-readable form. (ix) Set (used to group marks when multiple sets exist). (f) Procedures for reporting of Governmentfurnished property to the IUID Registry or the GFP Hub. Except as provided in paragraph (c) of this clause— (1) GFP with a UII assigned—The Contractor shall establish and report to the IUID Registry the information required by FAR clause 52.245–1, paragraphs (e) and (f)(1)(iii), in accordance with the data submission procedures at http:// www.acq.osd.mil/dpap/pdi/uid/ data_submission_information.html. (2) GFP without a UII assigned—The Contractor shall submit the following information in accordance with the instructions at http://www.acq.osd.mil/dpap/ pdi/uid/data_submission_information.html. Common data elements include the following: (i) Description/nomenclature. (ii) Type designation, if assigned. (iii) NSN. (iv) PIN. (v) CAGE code of reporting contractor. (vi) Supply condition code per paragraph (e)(5) of this clause. (vii) Unit acquisition cost. (viii) Contract number. (ix) Quantity. (x) Unit of issue. (xi) Serial number, if assigned. (g) Procedures for updating the DoD IUID Registry. The Contractor shall update the DoD IUID Registry at https://www.bpn.gov/iuid for changes in status, mark, custody, condition code, or disposition of items— (1) Delivered or shipped from the Contractor’s plant, under Government instructions, except when shipment is to a subcontractor or other location of the Contractor; (2) Consumed or expended, reasonably and properly, or otherwise accounted for, in the performance of the contract as determined by the Government property administrator, including reasonable inventory adjustments; (3) Disposed of; or (4) Transferred to a follow-on or other contract. (End of clause) 7. Amend section 252.251–7000 by removing ‘‘(NOV 2004)’’ and adding in its place ‘‘(XXX–XXXX)’’, revising introductory paragraph (c), and revising paragraphs (d) through (f) to read as follows: VerDate Mar<15>2010 17:40 Dec 21, 2010 Jkt 223001 252.251–7000 Ordering From Government Supply Sources. * * * * * (c) When placing orders for Government stock [on a reimbursable basis], the Contractor shall— * * * (d) When placing orders for Government stock on a non-reimbursable basis, the Contractor shall— (1) Comply with the requirements of the Contracting Officer’s authorization. (2) When using electronic transactions to submit requisitions on a non-reimbursable basis only, orders shall be placed by authorizing contract number using the Defense Logistics Management System (DLMS) Supplement to Federal Implementation Convention 511R, Requisition; and receipts shall be acknowledged by authorizing contract number using the DLMS Supplement 527R, Receipt, Inquiry, Response and Material Receipt Acknowledgement. (e) Only the Contractor may request authorization for subcontractor use of Government supply sources. The Contracting Officer will not grant authorizations for subcontractor use without approval of the Contractor. (f) Government invoices shall be submitted to the Contractor’s billing address, and Contractor payments shall be sent to the Government remittance address specified below: Contractor’s Billing Address (include point of contact and telephone number): Government Remittance Address (include point of contact and telephone number): (End of clause) [FR Doc. 2010–32099 Filed 12–21–10; 8:45 am] BILLING CODE 5001–08–P DEPARTMENT OF TRANSPORTATION National Highway Traffic Safety Administration 49 CFR Parts 531 and 533 [Docket No. NHTSA–2010–0175] Passenger Car and Light Truck Average Fuel Economy Standards Request for Product Plan Information—Model Years 2010–2025 National Highway Traffic Safety Administration (NHTSA), Department of Transportation (DOT). ACTION: Request for comments. AGENCY: The purpose of this request for comments is to acquire updated information regarding vehicle manufacturers’ future product plans to assist the agency in assessing what corporate average fuel economy (CAFE) standards should be established for passenger cars and light trucks manufactured in model years 2017 and beyond. NHTSA must establish CAFE SUMMARY: PO 00000 Frm 00067 Fmt 4702 Sfmt 4702 standards pursuant to the Energy Policy and Conservation Act, Public Law 94– 163, as amended by the Energy Independence and Security Act (EISA) of 2007, Public Law 110–140. This request is being issued in preparation for an upcoming Joint Notice of Proposed Rulemaking being undertaken by NHTSA and EPA regarding future CAFE and greenhouse gas (GHG) standards currently anticipated to be released by September 30, 2011. DATES: Comments must be received on or before February 22, 2011. ADDRESSES: You may submit comments [identified by Docket No. NHTSA– 2010–0175] by any of the following methods: • Federal eRulemaking Portal: Go to http://www.regulations.gov. Follow the online instructions for submitting comments. • Mail: Docket Management Facility, U.S. Department of Transportation, 1200 New Jersey Avenue, SE., West Building Ground Floor, Room W12–140, Washington, DC 20590. • Hand Delivery or Courier: West Building Ground Floor, Room W12–140, 1200 New Jersey Avenue, SE., between 9 a.m. and 5 p.m. ET, Monday through Friday, except Federal holidays. Telephone: 1–800–647–5527. • Fax: 202–493–2251 Instructions: All submissions must include the agency name and docket number for this proposed collection of information. Note that all comments received will be posted without change to http://www.regulations.gov, including any personal information provided. Please see the Privacy Act heading below. Privacy Act: Anyone is able to search the electronic form of all comments received into any of our dockets by the name of the individual submitting the comment (or signing the comment, if submitted on behalf of an association, business, labor union, etc.). You may review DOT’s complete Privacy Act Statement in the Federal Register published on April 11, 2000 (65 FR 19477–78) or you may visit http:// www.dot.gov/privacy.html. Docket: For access to the docket to read background documents or comments received, go to http:// www.regulations.gov and follow the online instructions, or visit the Docket Management Facility at the street address listed above. FOR FURTHER INFORMATION CONTACT: Mr. Ken Katz, Fuel Economy Division, Office of International Policy, Fuel Economy and Consumer Programs, at (202) 366–0846, facsimile (202) 493– 2290, electronic mail ken.katz@dot.gov. E:\FR\FM\22DEP1.SGM 22DEP1 Federal Register / Vol. 75, No. 245 / Wednesday, December 22, 2010 / Proposed Rules srobinson on DSKHWCL6B1PROD with PROPOSALS For legal issues, call Ms. Rebecca Yoon, Office of the Chief Counsel, at (202) 366–2992. SUPPLEMENTARY INFORMATION: I. Introduction NHTSA has been issuing Corporate Average Fuel Economy (CAFE) standards for the last 30 years under the Energy Policy and Conservation Act (EPCA). The CAFE program requires manufacturers to improve the fuel economy of vehicles sold in the United States which helps the Nation conserve petroleum, saves consumers money at the pump, and promotes energy independence and security by reducing dependence on foreign oil. Additionally, since higher fuel economy means that less fuel needs to be combusted to move a vehicle down the road, and since the by-product of fuel consumption is carbon dioxide (CO2) emissions, the CAFE program also reduces the effects of climate change by reducing those emissions from the tailpipes of new motor vehicles. Congress amended EPCA in 2007 through the Energy Independence and Security Act (EISA). EISA added several requirements for NHTSA to fulfill in developing passenger car and light truck CAFE standards for each model year (MY). For example, besides the requirement to set standards at the maximum feasible level for each model year, EISA added a requirement that MYs 2011–2020 standards must be set to ensure that the industry-wide average of all new passenger cars and light trucks, combined, is at least 35 miles per gallon (mpg) by MY 2020. EISA also required the CAFE standards to be based on one or more vehicle attributes related to fuel economy and to be expressed in the form of a mathematical function. The attribute that NHTSA chose for the MYs 2011–2016 standards was vehicle footprint (which is defined as a vehicle’s wheelbase times its average track width), and the mathematical function defining those standards is a ‘‘target curve’’ which is more stringent for smaller vehicles and less stringent for larger vehicles. The fleet wide average fuel economy that a particular manufacturer must achieve thus depends on the size mix of its fleet. This approach ensures that all manufacturers will be required to incorporate fuelsaving technologies across a broad range of their passenger car and light truck fleets. Also in 2007, the Supreme Court ruled in Massachusetts v. EPA that the Clean Air Act allows EPA to regulate emissions of greenhouse gas (GHG) emissions if the agency determines that these gases endanger public health and VerDate Mar<15>2010 17:40 Dec 21, 2010 Jkt 223001 welfare. In 2009, EPA issued the requisite endangerment finding,1 and began working toward the regulation of motor vehicle GHG emissions. Since 2008, NHTSA has been working closely with EPA to develop harmonized CAFE and GHG standards for passenger cars and light trucks, in order to ensure coordinated federal policy and reduce the burden on manufacturers. Following the success of the joint MYs 2012–2016 CAFE and GHG standards,2 on May 21, 2010, President Obama requested that the two agencies begin evaluating potential standards for MYs 2017–2025.3 NHTSA and EPA released a Notice of Intent regarding such standards on September 30, 2010,4 along with an Interim Technical Assessment Report developed jointly by NHTSA, EPA, and the California Air Resources Board (CARB).5 The agencies subsequently issued a Supplemental Notice of Intent on November 30, 2010,6 and expect to release a Notice of Proposed Rulemaking (NPRM) by September 30, 2011. To assist the agency in analyzing potential CAFE standards for MYs 2017 and beyond, NHTSA is requesting any updates to product plans previously provided by vehicle manufacturers, as well as production data through the recent past, including data about engines, transmissions, vehicle mass reduction technologies, and hybrid technologies for MY 2010 through MY 2025 passenger cars and light trucks and the assumptions underlying those plans. If manufacturers have not previously submitted product plan information to NHTSA and wish to do so (especially those who previously had their plans submitted as part of another manufacturer’s submission), NHTSA also requests such information from them. NHTSA requests information for MYs 2010–2025 primarily as a basis for subsequent discussions with individual manufacturers regarding their capabilities for the MYs 2017–2025 time frame as we develop the upcoming 1 Information about EPA’s endangerment finding is available at http://www.epa.gov/climatechange/ endangerment.html (last accessed November 22, 2010). 2 Final rule establishing the MYs 2012–2016 CAFE and GHG standards, 75 Fed. Reg. 25324 (May 7, 2010). 3 The Presidential Memorandum is available at http://www.whitehouse.gov/the-press-office/ presidential-memorandum-regarding-fuelefficiency-standards (last accessed November 22, 2010). 4 Notice of Intent, 75 FR 62739 (Oct. 13, 2010). 5 Available at http://www.nhtsa.gov/fuel-economy (last accessed November 22, 2010). 6 Supplemental Notice of Intent, 75 FR 76337 (Dec. 8, 2010). PO 00000 Frm 00068 Fmt 4702 Sfmt 4702 80431 NPRM. The information received will also supplement other information that will be used by NHTSA to develop a realistic forecast of the vehicle market in MY 2017 and beyond, and to evaluate what technologies may feasibly be applied by manufacturers to achieve compliance with potential future standards. Information regarding earlier model years may help the agency to better account for cumulative effects such as cost reductions due to learning. This information will help the agencies check the estimates they employed for rulemaking against manufacturerreported technology costs and effectiveness, and also to help the agencies understand product mix and technology application trends during model years for which the agency is currently receiving CAFE compliance data. Information regarding later model years may help the agency gain a better understanding of how manufacturers’ plans through MY 2025 relate to their longer-term expectations regarding foreseeable regulatory requirements, market trends, and prospects for more advanced technologies (such as HCCI engines, dual loop cooled EGR, plug-in hybrid, electric, and fuel cell vehicles, among others). NHTSA will also consider information regarding the model years requested when considering manufacturers’ planned schedules for redesigning and freshening their products, in order to examine how manufacturers anticipate tying technology introduction to product design schedules. In addition, the agency is requesting information regarding manufacturers’ estimates of the future vehicle population, and fuel economy improvements and incremental costs attributed to technologies reflected in those plans. The request for information is detailed in appendices to this notice. NHTSA has also included a number of questions directed primarily toward vehicle manufacturers, whereas others may also be applicable for suppliers that are interested in supplying independent responses. They can be found in Appendix A to this notice. Answers to those questions will assist the agency in its analysis. Given the importance that responses to this request for comment may have in informing NHTSA’s proposed CAFE rulemaking, either as part of the basis for the standards or as an independent check on them, NHTSA intends to review carefully and critically all data provided by commenters. It is therefore important that commenters fully respond to each question, particularly by providing information regarding the E:\FR\FM\22DEP1.SGM 22DEP1 srobinson on DSKHWCL6B1PROD with PROPOSALS 80432 Federal Register / Vol. 75, No. 245 / Wednesday, December 22, 2010 / Proposed Rules basis for technology costs and effectiveness estimates. Although NHTSA practice has typically been to request product plan information reaching several years beyond the end of the anticipated rulemaking time frame in order to provide this context, many manufacturers submitting comments in the past have provided relatively little detail in response for those later model years. Considering past responses to these requests, we expect that most manufacturers’ product plans are currently well defined through approximately 2015, somewhat less defined through approximately 2020, and thereafter, increasingly fluid and open to change. As NHTSA and EPA are working jointly to consider standards that cover MYs 2017–2025, we request that manufacturers provide as much information as they can, spanning as many of these model years as feasible, and also summarize major sources of uncertainty. For example, if a manufacturer’s plans depend significantly on fuel prices, we request that the manufacturer indicate which fuel prices they have assumed, as well as what general differences in product plans could be expected given significantly lower or higher future fuel prices. Also, as fuel economy regulations are not defined beyond MY 2016, and GHG regulations currently do not change after MY 2016, it is expected that product plan information may be based on requirements continuing to reflect MY 2016 levels through MY 2025. However, if other assumptions have been used, NHTSA requests those assumptions be provided. To facilitate the submission of comments and to help ensure the conformity of data received regarding manufacturers’ product plans from MY 2010 through MY 2025, NHTSA has developed spreadsheet templates for manufacturers’ use. The uniformity provided by these spreadsheets is intended to aid and expedite our review, integration, and analysis of the information provided. These templates are the agency’s strongly preferred format for data submittal, and can be found on the CAFE webpage at http:// www.nhtsa.gov/fuel-economy or can be requested from Mr. Ken Katz at ken.katz@dot.gov. The templates include an automated tool (i.e., a macro) that performs some auditing to identify missing or potentially erroneous entries. The appendices to this document also include sample tables that manufacturers may refer to when submitting their data to the agency. In addition, NHTSA would like to note that we will share the information submitted in response to this notice VerDate Mar<15>2010 17:40 Dec 21, 2010 Jkt 223001 with the Environmental Protection Agency (EPA). This sharing will facilitate NHTSA’s and EPA’s consideration of the appropriate factors to be used in establishing fuel economy and GHG standards, respectively, for MY 2017 and beyond. Both agencies will ensure that confidential information that is shared is protected from disclosure in accordance with their regulations and practices in this area. close of business on the comment closing date indicated above under DATES. The agency retains discretion to consider late-filed comments, but emphasizes that comments will be most helpful and informative to the agency if submitted in a timely manner, so that the agency may begin reviewing submissions as soon as possible and return to commenters with follow-up questions as necessary. II. Submission of Comments How can I read the comments submitted by other people? How do I prepare and submit comments? Comments should be prepared using the spreadsheet template described above. Please include the docket number of this document in your comments. Please submit two copies of your comments, including the attachments, to Docket Management at the address given above under ADDRESSES. Alternatively, comments may also be submitted to the docket electronically by logging onto http:// www.regulations.gov. Click on the ‘‘Help’’ tab at the top of the page and follow the instructions for finding a regulation and filing the comment electronically. How can I be sure that my comments were received? If you wish Docket Management to notify you upon its receipt of your comments, enclose a self-addressed, stamped postcard in the envelope containing your comments. Upon receiving your comments, Docket Management will return the postcard by mail. How do I submit confidential business information? If you wish to submit any information under a claim of confidentiality, you should submit three copies of your complete submission, including the information you claim to be confidential business information, to the Chief Counsel, NHTSA, at the address given above under FOR FURTHER INFORMATION CONTACT. In addition, you should submit a copy from which you have deleted the claimed confidential business information to the docket. When you send a comment containing information claimed to be confidential business information, you should include a cover letter setting forth the information specified in our confidential business information regulation. (49 CFR Part 512.) Will the agency consider late comments? We will consider all comments that Docket Management receives before the PO 00000 Frm 00069 Fmt 4702 Sfmt 4702 You may read the comments received by Docket Management at the address given above under ADDRESSES. The hours of the Docket are indicated above in the same location. You may also see the comments on the Internet. To read the comments on the Internet, take the following steps: (1) Go to http://www.regulations.gov. (2) Check the box for ‘‘View results by docket folder.’’ (3) In the field marked ‘‘Keyword,’’ type in the docket number found at the beginning of this notice. (4) On the results page, click on the desired comments. You may download the comments. However, since the comments are imaged documents, instead of word processing documents, the downloaded comments may not be word searchable. Please note that even after the comment closing date, we will continue to file relevant information in the Docket as it becomes available. Accordingly, we recommend that you periodically check the Docket for new material. Anyone is able to search the electronic form of all comments received into any of our dockets by the name of the individual submitting the comment (or signing the comment, if submitted on behalf of an association, business, labor union, etc.). You may review DOT’s complete Privacy Act Statement in the Federal Register published on April 11, 2000 (Volume 65, Number 70; Pages 19477–78) or you may visit http://www.dot.gov/ privacy.html. Authority: 49 U.S.C. 32902; delegation of authority at 49 CFR 1.50. Joseph S. Carra, Acting Associate Administrator for Rulemaking. Appendix A I. Definitions As used in these appendices— 1. ‘‘Automobile,’’ ‘‘fuel economy,’’ ‘‘manufacturer,’’ and ‘‘model year (MY),’’ have the meaning given them in Section 32901 of Chapter 329 of Title 49 of the United States Code, 49 U.S.C. 32901. E:\FR\FM\22DEP1.SGM 22DEP1 srobinson on DSKHWCL6B1PROD with PROPOSALS Federal Register / Vol. 75, No. 245 / Wednesday, December 22, 2010 / Proposed Rules 2. ‘‘Basic engine’’ has the meaning given in 40 CFR 600.002–93(a)(21). 3. ‘‘Cargo-carrying volume,’’ ‘‘gross vehicle weight rating’’ (GVWR), and ‘‘passengercarrying volume’’ are used as defined in 49 CFR 523.2. 4. ‘‘CARB’’ means California Air Resources Board 5. ‘‘Domestically manufactured’’ is used as defined in Section 32904(b)(2) of Chapter 329, 49 U.S.C. 32904(b)(2). 6. ‘‘ED&T’’ means Engineering, Design and Testing 7. ‘‘Footprint’’ means the product of average track width (measured in inches and rounded to the nearest tenth of an inch) times wheelbase (measured in inches and rounded to the nearest tenth of an inch) divided by 144 and then rounded to the nearest tenth of a square foot as described in 49 CFR 523.2. 8. ‘‘Light truck’’ means an automobile of the type described in 49 CFR 523.3 and 523.5. 9. A ‘‘model’’ of passenger car is a line, such as the Chevrolet Impala, Ford Fusion, Honda Accord, etc., which exists within a manufacturer’s fleet. 10. ‘‘Model Type’’ is used as defined in 40 CFR 600.002–93(a)(19). 11. ‘‘MY’’ means model year 12. ‘‘Passenger car’’ means an automobile of the type described in 49 CFR 523.3 and 523.4. 13. ‘‘Percent fuel consumption improvements’’ means that percentage which corresponds to the amount by which respondent could improve the fuel consumption of vehicles in a given model or class through the application of a specified technology, averaged over all vehicles of that model or in that class which feasibly could use the technology. Projections of percent fuel consumption improvement should be based on the assumption of maximum efforts by respondent to achieve the highest possible fuel economy increase through the application of the technology while holding other performance characteristics constant (such as 0–60 miles-per-hour (mph) time, gradeability, towing capacity, NVH, etc.) relative to the respondent’s 2010MY vehicles/fleet. The baseline for determination of percent fuel consumption improvement is the level of technology and vehicle performance for respondent’s 2010 model year passenger cars or light trucks in the equivalent class. 14. ‘‘Percent production implementation rate’’ means that percentage which corresponds to the maximum number of passenger cars or light trucks of a specified class which could feasibly be produced with the technology if respondent made maximum efforts to apply the technology by a specified model year. 15. ‘‘Production’’ means production for the U.S. market. 16. ‘‘Production percentage’’ means the percent of respondent’s passenger cars or light trucks of a specified model projected to be manufactured in a specified model year. 17. ‘‘Project’’ or ‘‘projection’’ refers to the best estimates made by respondent, whether or not based on less than certain information. 18. ‘‘R&D’’ means research and development 19. ‘‘Redesign’’ means any change, or combination of changes, to a vehicle that VerDate Mar<15>2010 17:40 Dec 21, 2010 Jkt 223001 would change its weight by 50 pounds or more or change its frontal area or aerodynamic drag coefficient by 2 percent or the implementation of new engine. 20. ‘‘Refresh’’ means any change, or combination of changes, to a vehicle that would change its weight by less than 50 pounds and would not change its frontal area or aerodynamic drag coefficient. 21. ‘‘Relating to’’ means constituting, defining, containing, explaining, embodying, reflecting, identifying, stating, referring to, dealing with, or in any way pertaining to. 22. ‘‘Respondent’’ means each manufacturer (including all its divisions) providing answers to the questions set forth in this appendix, and its officers, employees, agents or servants. 23. ‘‘RPE’’ means retail price equivalent 24. ‘‘Test Weight’’ is used as defined in 40 CFR 86.082–2. 25. ‘‘Track Width’’ means the lateral distance between the centerlines of the base tires at ground, including the camber angle. 26. ‘‘Truckline’’ means the name assigned by the Environmental Protection Agency to a different group of vehicles within a make or car division in accordance with that agency’s 2001 model year pickup, van (cargo vans and passenger vans are considered separate truck lines), and special purpose vehicle criteria. 27. ‘‘Variants of existing engines’’ means versions of an existing basic engine that differ from that engine in terms of displacement, method of aspiration, induction system or that weigh at least 25 pounds more or less than that engine. 28. ‘‘Wheelbase’’ means the longitudinal distance between front and rear wheel centerlines. II. Assumptions All assumptions concerning emission standards, damageability regulations, safety standards, etc., should be listed and described in detail by the respondent. III. Specifications—Passenger Car and Light Truck Data Go to http://www.nhtsa.gov/fuel-economy for spreadsheet templates. 1. Identify all passenger car and light truck models offered for sale in MY 2010 whose production each respondent projects discontinuing before MY 2017 and identify the last model year in which each will be offered. 2. Identify all basic engines offered by respondent in MY 2010 passenger cars and light trucks which respondent projects it will cease to offer for sale in passenger cars and light trucks before MY 2017, and identify the last model year in which each will be offered. 3. For each model year 2010–2025, list all known or projected car and truck lines and provide the information specified below for each model type. Model types that are essentially identical except for their nameplates (e.g., Ford Fusion/Lincoln MKZ) may be combined into one item. Engines having the same displacement but belonging to different engine families are to be grouped separately. Within the fleet, the vehicles are to be sorted first by car or truck line, second by basic engine, and third by transmission type. For each model type, a specific indexed PO 00000 Frm 00070 Fmt 4702 Sfmt 4702 80433 engine and transmission are to be identified. As applicable, an indexed predecessor model type is also to be identified. Spreadsheet templates can be found at http:// www.nhtsa.gov/fuel-economy. These templates include codes and definitions for the data that the agency is seeking, including, but not limited to the following: A. General Information 1. Vehicle Number—a unique number assigned to each model. 2. Manufacturer—manufacturer’s name (e.g., Toyota). 3. Model—name of model (e.g., Corolla). 4. Nameplate—vehicle nameplate (e.g., Corolla Matrix). 5. Primary Fuel—classified as CNG = compressed natural gas; D = diesel; E = electricity; E–85 = ethanol; E100 = neat ethanol; G = gasoline; H = hydrogen; LNG = liquefied natural gas; LPG = propane; M85 = methanol; M100 = neat methanol. 6. Fuel Economy on Primary Fuel— measured in miles per gallon; laboratory fuel economy (weighted FTP+highway gasolineequivalent gallon (GEG), exclusive of any calculation under 49 U.S.C. 32905). 7. Secondary Fuel—classified as CNG = compressed natural gas; D = diesel; E = electricity; E–85 = ethanol; E100 = neat ethanol; G = gasoline; H = hydrogen; LNG = liquefied natural gas; LPG = propane; M85 = methanol; M100 = neat methanol. 8. Fuel Economy on Secondary Fuel— measured in miles per gallon; laboratory fuel economy (weighted FTP + highway GEG, exclusive of any calculation under 49 U.S.C. 32905). 9. Tertiary Fuel—classified as CNG = compressed natural gas; D = diesel; E = electricity; E–85 = ethanol; E100 = neat ethanol; G = gasoline; H = hydrogen; LNG = liquefied natural gas; LPG = propane; M85 = methanol; M100 = neat methanol. 10. Fuel Economy on Tertiary Fuel— measured in miles per gallon; laboratory fuel economy (weighted FTP + highway GEG, exclusive of any calculation under 49 U.S.C. 32905). 11. CAFE Fuel Economy—measured in miles per gallon; laboratory fuel economy (weighted FTP + highway GEG, inclusive of any calculation under 49 U.S.C. 32905). 12. Engine Code—unique number assigned to each engine a. Manufacturer—manufacturer’s name (e.g., General Motors, Ford, Toyota, Honda). b. Name—name of engine. c. Configuration—classified as V = Vshaped; I = inline; R = rotary, H = horizontally opposed (boxer). d. Primary Fuel—classified as CNG = compressed natural gas, D = diesel, E85 = ethanol, E100 = neat ethanol, G = gasoline, H = hydrogen, LNG = liquefied natural gas, LPG = propane, M85 = methanol, M100 = neat methanol. e. Secondary Fuel—classified as CNG = compressed natural gas, D = diesel, E85 = ethanol, E100 = neat ethanol, G = gasoline, H = hydrogen, LNG = liquefied natural gas, LPG = propane, M85 = methanol, M100 = neat methanol. f. Country of Origin—name of country where engine is manufactured. E:\FR\FM\22DEP1.SGM 22DEP1 80434 Federal Register / Vol. 75, No. 245 / Wednesday, December 22, 2010 / Proposed Rules g. Engine Oil Viscosity—ratio between the applied shear stress and the rate of shear, which measures the resistance of flow of the engine oil (as per SAE Glossary of Automotive Terms); typical values as text include 0W20, 5W20, etc. h. Cycle—combustion cycle of engine; classified as A = Atkinson, AM = Atkinson/ Miller, D = Diesel, M = Miller, O = Otto, OA = Otto/Atkinson. i. Air/Fuel Ratio—the weighted (FTP + highway) air/fuel ratio (mass); a number generally around 14.7 for gasoline engines. j. Fuel Delivery System—mechanism that delivers fuel to engine; classified as SGDI = stoichiometric gasoline direct injection; LBGDI = lean-burn gasoline direct injection; SFI = sequential fuel injection; MPFI = multipoint fuel injection; TBI = throttle body fuel injection; CRDI = common rail direct injection (diesel); UDI = unit injector direct injection (diesel). k. Aspiration—breathing or induction process of engine (as per SAE Automotive Dictionary); classified as NA = naturally aspirated, S = supercharged, T = turbocharged, T2P = parallel twin turbocharged, T2S = sequential twin turbocharged, T2ST = staged twin turbocharged, T4 = quad-turbocharged, ST = supercharged and turbocharged. l. External Exhaust Gas Recirculation (EGR)—recirculation of some of the exhaust gases back into the engine; classified as SSSL = single stage—single loop, SSDL = single stage—dual loop, DSSL = dual stage—single loop, DSDL = dual stage—dual loop, NA = not applicable. m. EGR Pressure, measured in Pounds per Square Inch (PSI). n. EGR Cooler Type—classified as AC = air cooled, LC = liquid cooled. o. EGR Coolant Type—type of coolant used. p. Engine Brake Mean Effective Pressure (BMEP)—average engine effective pressure, measured as bar. q. Valvetrain Design—design of the total mechanism from camshaft to valve of an engine that actuates the lifting and closing of a valve (as per SAE Glossary of Automotive Terms); classified as CVA = camless valve actuation, DOHC = dual overhead cam, OHV = overhead valve, SOHC = single overhead cam. r. Valve Actuation/Timing—valve opening and closing points in the operating cycle (as per SAE J604); classified as F = fixed, ICP = intake cam phasing, CCP = coupled cam phasing, DCP = dual cam phasing. s. Valve Lift—describes the manner in which the valve is raised during combustion (as per SAE Glossary of Automotive Terms); classified as F = fixed, DVVL = discrete variable valve lift, CVVL = continuously variable valve lift, IVC = intake valve control (e.g., Fiat’s MultiAir system). t. Cylinders—the number of engine cylinders; an integer such as 2, 3, 4, 5, 6, 8, 10 or 12. u. Valves/Cylinder—the number of valves per cylinder, an integer from 2 through 5. v. Deactivation—presence of cylinder deactivation mechanism; classified as Y = cylinder deactivation applied; N = cylinder deactivation not applied. w. Displacement—total volume displaced by a piston in a single stroke multiplied by the number of cylinders; measured in liters. x. Compression Ratio (min)—typically a number between 8 and 11; (for fixed CR engines, should be identical to maximum CR). y. Compression Ratio (max)—typically a number between 8 and 20; (for fixed CR engines, should be identical to minimum CR). z. Max. Horsepower—the maximum power of the engine, measured as horsepower. aa. Max. Horsepower RPM—rpm at which maximum horsepower is achieved. bb. Max. Torque—the maximum torque of the engine, measured as lb-ft. cc. Max Torque RPM—rpm at which maximum torque is achieved. 13. Transmission Code—unique number assigned to each transmission: a. Manufacturer—manufacturer’s name (e.g., General Motors, Ford, Toyota, Honda). b. Name—name of transmission. c. Country of origin—where the transmission is manufactured. d. Type—type of transmission; classified as M = manual, A = automatic (torque srobinson on DSKHWCL6B1PROD with PROPOSALS Subclass 2. Style—classified as Convertible, Coupe, Hatchback, Sedan, Minivan, Pickup, Sport Utility, Van, Wagon. 3. Light Truck Indicator—a unique code(s) (e.g., 2ii, 7i) assigned to each vehicle which represents the design feature(s) that classify it as a light truck, classified as: 17:40 Dec 21, 2010 Jkt 223001 B. Production 1. Production—actual and projected U.S. production for MY 2010 to MY 2025 inclusive, measured in number of vehicles. 2. Percent of Production Regulated by CARB Standards—percent of production volume that will be regulated under CARB standards in each of MYs 2010 to MY 2025. C. MSRP—Measured in 2009 Dollars Actual and Projected Average MSRP (SalesWeighted, Including Options) for MY 2010 to MY 2025 Inclusive D. Vehicle Information 1. Subclass—for technology application purposes only and should not be confused with vehicle classification for regulatory purposes; classified as Subcompact, Subcompact Performance, Compact, Compact Performance, Midsize, Midsize Performance, Large, Large Performance, Minivan, Small LT, Midsize LT, Large LT; where LT = SUV/ Pickup/Van; use tables below, with example vehicles, to place vehicles into the most appropriate subclass. Example (MY 2010) vehicles Subcompact .............................................................................................. Subcompact Performance ........................................................................ Compact ................................................................................................... Compact Performance .............................................................................. Midsize ...................................................................................................... Midsize Performance ................................................................................ Large ......................................................................................................... Large Performance ................................................................................... Minivans .................................................................................................... Small SUV/Pickup/Van ............................................................................. Midsize SUV/Pickup/Van .......................................................................... Large SUV/Pickup/Van ............................................................................. VerDate Mar<15>2010 converter), AMT = automated manual transmission (single clutch w/torque interrupt), DCT = dual clutch transmission, CVT1 = belt or chain CVT, CVT2 = other CVT (e.g., toroidal), HEVT = hybrid/electric vehicle transmission (for a BISG or CISG type hybrid, please define the actual transmission used, not HEVT). e. Clutch Type—type of clutch used in AMT or DCT type transmission; D = dry, DA = damp, W = wet. f. Number of Forward Gears—classified as an integer indicating the number of forward gears; ‘‘CVT’’ for a CVT type transmission; or ‘‘n/a’’. g. Logic—indicates aggressiveness of automatic shifting; classified as A = aggressive bias toward improving fuel economy, C = conventional shifting. Provide rationale for selection in the transmission notes column. 14. Origin—classification (under CAFE program) as domestic or import, D = domestic, I = import. Chevy Aveo, Honda Civic, Volkswagen New Beetle. Audi TT, Mazda Miata, Subaru Impreza. Chevy Cruze, Ford Focus, Nissan Sentra. Audi S4 Quattro, Mazda RX8, Mitsubishi Lancer Evolution. Honda Accord, Hyundai Azera, Toyota Camry. Chevy Corvette, Ford Mustang GT, Nissan G37 Coupe. Audi A8, Cadillac CTS, Ford Taurus. Bentley Arnage, BMW M5, Daimler CL600. Dodge Caravan, Toyota Sienna. Ford Ranger, Nissan Rogue, Toyota RAV4. Jeep Wrangler 4-door, Mazda CX–9, Toyota Tacoma. Chevy Silverado, Ford Econoline, Toyota Sequoia. (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 PO 00000 Frm 00071 Fmt 4702 Sfmt 4702 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 E:\FR\FM\22DEP1.SGM 22DEP1 srobinson on DSKHWCL6B1PROD with PROPOSALS Federal Register / Vol. 75, No. 245 / Wednesday, December 22, 2010 / Proposed Rules (2) Has at least four of the following characteristics calculated when the automobile is at curb weight, on a level surface, with the front wheels parallel to the automobile’s longitudinal centerline, and the tires inflated to the manufacturer’s recommended pressure— (i) Approach angle of not less than 28 degrees. (ii) Breakover angle of not less than 14 degrees. (iii) Departure angle of not less than 20 degrees. (iv) Running clearance of not less than 20 centimeters. (v) Front and rear axle clearances of not less than 18 centimeters each. An automobile designed to perform at least one of the following functions: (3) Transport more than 10 persons; (4) Provide temporary living quarters; (5) Transport property on an open bed; (6) Provide, as sold to the first retail purchaser, greater cargo-carrying than passenger-carrying volume, such as in a cargo van; if a vehicle is sold with a second-row seat, its cargo-carrying volume is determined with that seat installed, regardless of whether the manufacturer has described that seat as optional; or (7) Permit expanded use of the automobile for cargo-carrying purposes or other non-passenger-carrying purposes through: (i) For non-passenger automobiles manufactured prior to model year 2012, the removal of seats by means installed for that purpose by the automobile’s manufacturer or with simple tools, such as screwdrivers and wrenches, so as to create a flat, floor level, surface extending from the forward most point of installation of those seats to the rear of the automobile’s interior; or (ii) For non-passenger automobiles manufactured in model year 2008 and beyond, for vehicles equipped with at least 3 rows of designated seating positions as standard equipment, permit expanded use of the automobile for cargo-carrying purposes or other non-passenger-carrying purposes through the removal or stowing of foldable or pivoting seats so as to create a flat, leveled cargo surface extending from the forward most point of installation of those seats to the rear of the automobile’s interior. 4. Structure—classified as either L = Ladder or U = Unibody 5. Drive—classified as A = all-wheel drive; F = front-wheel drive; R = rear-wheel-drive; 4 = 4-wheel drive 7 6. Axle Ratio—ratio of the speed of the drive shaft to the speed of the driven wheels 7. Length—measured in inches; defined per SAE J1100, L103 (Sept. 2005) 8. Width—measured in inches; defined per SAE J1100, W116 (Sept. 2005) 9. Wheelbase—measured to the nearest tenth of an inch; defined per SAE J1100, L101 (Sept. 2005), and clarified above 10. Track Width (front)—measured to the nearest tenth of an inch; defined per SAE J1100, W101–1 (Sept. 2005), and clarified above 7 NHTSA considers ‘‘4-wheel drive’’ to refer only to vehicles that have selectable 2- and 4-wheel drive settings, as opposed to all-wheel drive, which is not driver-selectable. VerDate Mar<15>2010 17:40 Dec 21, 2010 Jkt 223001 11. Track Width (rear)—measured to the nearest tenth of an inch; defined per SAE J1100, W101–2 (Sept. 2005), and clarified above 12. Footprint—the product of average track width (measured in inches and rounded to the nearest tenth of an inch) times wheelbase (measured in inches and rounded to the nearest tenth of an inch) divided by 144 and then rounded to the nearest tenth of a square foot: Defined per 49 CFR 523.2. 13. Base Tire—the tire specified as standard equipment by a manufacturer on each vehicle configuration of a model type; (e.g., 275/40R17). 14. Running Clearance—measured in centimeters; defined per 49 CFR 523.2. 15. Front Axle Clearance—measured in centimeters; defined per 49 CFR 523.2. 16. Rear Axle Clearance—measured in centimeters; defined per 49 CFR 523.2. 17. Approach Angle—measured in degrees; defined per 49 CFR 523.2. 18. Breakover Angle—measured in degrees; defined per 49 CFR 523.2. 19. Departure Angle—measured in degrees; defined per 49 CFR 523.2. 20. Curb Weight—total weight of vehicle including batteries, lubricants, and other expendable supplies but excluding the driver, passengers, and other payloads, measured in pounds; per SAE J1100 (Sept. 2005). 21. Test Weight—weight of vehicle as tested, including the driver, operator (if necessary), and all instrumentation (as per SAE J1263); measured in pounds. 22. GCWR—Gross Combined Weight Rating, as defined per 49 CFR 571.3, means the value specified by the manufacturer as the loaded weight of a combination vehicle, which is determined by the procedures and requirements found in SAE J2807. 23. GVWR—Gross Vehicle Weight Rating; as defined per 49 CFR 523.2 measured in pounds. 24. Towing Capacity (Maximum)— measured in pounds. 25. Payload—measured in pounds. 26. Cargo volume behind the front row— measured in cubic feet, defined per Table 28 of SAE J1100 (Sept. 2005). 27. Cargo volume behind the second row— measured in cubic feet, defined per Table 28 of SAE J1100 (Sept. 2005). 28. Cargo volume behind the third row— measured in cubic feet, defined per Table 28 of SAE J1100 (Sept. 2005). 29. Enclosed Volume—measured in cubic feet. 30. Passenger Volume—measured in cubic feet; the volume measured using SAE J1100 as per EPA Fuel Economy regulations (40 CFR 600.315–82, ‘‘Classes of Comparable Automobiles’’). This is the number that manufacturers calculate and submit to EPA. 31. Cargo Volume Index—defined per Table 28 of SAE J1100 (Sept. 2005). 32. Luggage Capacity—measured in cubic feet; defined per SAE J1100, V1 (Sept. 2005). 33. Seating (max)—number of usable seat belts before folding and removal of seats (where accomplished without special tools); provided in integer form. 34. Number of Standard Rows of Seating— number of rows of seats that each vehicle PO 00000 Frm 00072 Fmt 4702 Sfmt 4702 80435 comes with as standard equipment; provided in integer form (e.g., 1, 2, 3, 4, or 5). 35. Frontal Area—a measure of the wind profile of the vehicle, typically calculated as the height times width of a vehicle body, e.g., 25 square feet. 36. Aerodynamic Drag Coefficient, Cd—a dimensionless coefficient that relates the motion resistance force created by the air drag over the entire surface of a moving vehicle to the force of dynamic air pressure acting only over the vehicle’s frontal area, e.g., 0.25. 37. Base Tire Rolling Resistance, Crr—a dimensionless coefficient that relates the motion resistance force due to tire energy losses (e.g., deflection, scrubbing, slip, and air drag) to a vehicle’s weight for the base tire (highest production volume tire) used in the laboratory fuel economy test (weighted FTP + highway), e.g., 0.0012 Normalized on (pound force/1,000 pound) basis. 38. Fuel Capacity—measured in gallons of diesel fuel or gasoline; MJ (LHV) of other fuels (or chemical battery energy). 39. Electrical System Voltage—measured in volts, e.g., 12 volt, 42 volts. 40. Power Steering—H = hydraulic; E = electric; EH = electro-hydraulic. 41. Percent of Production Volume Equipped with air conditioning (A/C). 42. A/C Refrigerant Type—e.g. HFC–134a; HFC–152a; CO2. 43. A/C Refrigerant Quantity—measured in pounds. 44. A/C Compressor Displacement— measured in cubic centimeters. 45. A/C CARB or EPA credit—measured in grams per mile; g/mile CO2 equivalent as reportable under California ARB’s AB 1493 or EPA’s GHG Regulation. 46. N2O Emission Rate—measured in grams per mile; as reportable under California ARB’s AB 1493 Regulation. 47. CH4 Emission Rate—measured in grams per mile; as reportable under California ARB’s AB 1493 Regulation. 48. Estimated Total CARB Credits— measured in grams per mile; g/mile CO2 equivalent as reportable under California ARB’s AB 1493 Regulation. E. Hybridization/Electrification 1. Type of Hybrid/Electric vehicle— classified as MHEV = 12V micro hybrid, BISG = belt mounted integrated starter generator, CISG = crank mounted integrated starter generator, PSHEV = power-split hybrid, P2HEV = P2 hybrid, 2MHEV = 2mode hybrid, PHEV = plug-in hybrid, EV = electric vehicle, H = hydraulic hybrid, P = pneumatic hybrid. 2. Electrical Only Driving Range (for EV and Plug-in only)—driving range powered by electric drive only—measured in miles. Please specify the basis for the range (e.g., combined city/highway test cycle). 3. Petroleum Only Driving Range (for Plugin only)—driving range powered by petroleum drivetrain only—measured in miles. Please specify the basis for the range (e.g., combined city/highway test cycle). 4. Blended Driving Range (for HEV, PHEV and EV)—driving range with both electrical and petroleum powertrain measured in miles. Please specify the basis for the range (e.g., combined city/highway test cycle). E:\FR\FM\22DEP1.SGM 22DEP1 srobinson on DSKHWCL6B1PROD with PROPOSALS 80436 Federal Register / Vol. 75, No. 245 / Wednesday, December 22, 2010 / Proposed Rules 5. Voltage (volts) or, for hydraulic hybrids, pressure (psi) of the vehicle. 6. Battery Information— a. Battery Type—classification such as NiMH = Nickel Metal Hydride; Li-ion = Lithium Ion; Li-Air = Lithium Air. b. Battery 100% Discharge Energy—battery energy when the battery is 100% discharged, measured as kWh. c. Fraction of Useable Energy (%)—Percent of useable energy for the battery which should take into consideration of battery fade, temperature effect and other factors that have an effect on usage energy of the battery. d. Battery Chemistry for Cathode— Chemistries such as LiNi0.8Co0.15Al0.05O2(NCA), LiFePO4(LFP), LiMn2O4 (MS), etc. e. Battery Chemistry for Anode— Chemistries such as Graphite, Amorphous carbon, Lithium titanate, Lithium alloys, Lithium Oxides, etc. f. Nominal Voltage for battery, measured as volts. g. Weight of All Battery Packs, measured as kg—Weight should include closure, cooling system, control system and ancillary systems. h. Battery Manufacturer. 7. Power Electronics Information— a. Primary Motor Size, measured as kW. b. Secondary Motor Size, measured as kW. c. Primary Inverter size, measured as kW. d. Secondary Inverter size, measured as kW. 8. Battery Only Range (charge depleting PHEV or EV)—measured in miles. 9. Maximum Battery Only Vehicle Speed— measured in miles per hour; maximum speed at which a HEV/PHEV/EV can still operate solely on battery power measured on a flat road using the vehicle’s FTP weight. 10. Percentage of braking energy recovered and stored over weighted FTP + highway drive cycle. 11. Percentage of maximum motive power provided by stored energy system. 12. Electrified Accessories—list of electrified accessories; classified as WP = water (coolant) pump; OP = oil pump; AC = air conditioner compressor. F. Energy Consumption 8—of total fuel energy (higher heating value) consumed over FTP city and highway tests (each weighted as for items 5 and 6 above), shares attributable to the following loss mechanisms, such that the sum of the shares equals one. 1. System irreversibility governed by the Second Law of Thermodynamics. 2. Heat lost to the exhaust and coolant streams. 3. Engine friction (i.e., the part of mechanical efficiency lost to friction in such engine components as bearings and rods, as could be estimated from engine dynamometer test results). 4. Pumping losses (i.e., the part of mechanical efficiency lost to work done on gases inside the cylinder, as could be estimated from engine dynamometer test results). 8 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 inform our estimates of the extent to which a given technology reduces losses in each mechanism. VerDate Mar<15>2010 17:40 Dec 21, 2010 Jkt 223001 5. Accessory losses (i.e., the part of fuel efficiency lost to work done by engine-driven accessories, as could be estimated from bench test results for the individual components). 6. Transmission losses (i.e., the part of driveline efficiency lost to friction in such transmission components as gears, bearings, and hydraulics, as could be estimated from chassis dynamometer test results). 7. Aerodynamic drag of the body, as could be estimated from coast-down test results. 8. Rolling resistance in the tires, as could be estimated from coast-down test results. 9. Work done on the vehicle itself, as could be estimated from the vehicle’s inertia mass and the fuel economy driving cycles. G. Planning and Assembly 1. U.S. Content—overall percentage, by value, that originated in the U.S. 2. Canadian Content—overall percentage, by value, that originated in Canada. 3. Mexican Content—overall percentage, by value, that originated in Mexico. 4. Domestic Content—overall percentage, by value, that originated in the U.S., Canada and Mexico. 5. Final Assembly City. 6. Final Assembly State/Province (if applicable). 7. Final Assembly Country. 8. Predecessor—number (or name) of model upon which current model is based, if any. 9. Refresh Years—model years of most recent and future refreshes through the 2025 time period; e.g., 2010, 2015, 2020, 2025. 10. Redesign Years—model years of most recent and future redesigns through the 2025 time period; e.g., 2012, 2017, 2022; where redesign means any change or combination of changes to a vehicle that would change its weight by 50 pounds or more or change its frontal area or aerodynamic drag coefficient by 2 percent or more. 11. Employment Hours Per Vehicle— number of hours of U.S. labor applied per vehicle produced. H. The agency also requests that each manufacturer provide an estimate of its overall passenger car CAFE and light truck CAFE for each model year. This estimate should be included as an entry in the spreadsheets that are submitted to the agency. 4. As applicable, please explain the differences between the product plans submitted in response to the 2009 product plan requests and the product plans being submitted in response to this request. 5. Relative to MY 2009 levels, for MYs 2010–2025 please provide information, by carline and as an average effect on a manufacturer’s entire passenger car fleet and by truckline and as an average effect on a manufacturer’s entire light truck fleet, on the weight (increases or decreases) and/or fuel economy impacts of the following standards or equipment: A. FMVSS No. 214, Side Pole Impact. B. FMVSS No. 216, Roof Crush Resistance. C. FMVSS No. 226, Ejection Mitigation. D. FMVSS No. 111, Rear Detection System. E. Voluntary installation of safety equipment (e.g., forward collision warning); please provide the specific item(s)/system(s). PO 00000 Frm 00073 Fmt 4702 Sfmt 4702 F. Pedestrian Global Technical Regulation (GTR). G. Environmental Protection Agency regulations. H. California Air Resources Board requirements. I. Other applicable motor vehicle regulations affecting fuel economy. Please specify the regulations which affect the weight change. For the following questions, whenever RPE cost is requested, please also provide the RPE multiplier value assumed and whether the component is manufactured in-house or outsourced. 6. For each specific model (and model year if applicable) of respondent’s passenger car and light truck fleets projected to implement one or more of the following and/or any other weight reduction methods: A. Substitution of materials; B. Use of new vehicle structural, system or component designs; C. ‘‘Downsizing’’ of existing vehicle design due to the downsizing of vehicle dimensions (interior and exterior) and/or footprint; D. ‘‘Downsizing’’ of existing vehicle design due to the downsizing of vehicle powertrain or component, i.e., secondary mass reduction. Please provide the following information: (i) description of the method, for example: —For material substitution, substituting a composite body panel for a steel panel; —For downsizing, reducing front, rear, or side overhang (the dimensions of the vehicle outside the ‘‘footprint’’ area), or reducing track width or wheelbase; —For use of new vehicle, structural, system or component designs, replacing a bodyon-frame structure with a unibody structure, or replacing an existing fuel tank with a smaller fuel tank (i.e., maintaining range). (ii) The weight reduction, in pounds, averaged over the model; (iii) The percent fuel economy improvement averaged over the model; (iv) The basis for your answer to (iii), (e.g., data from dynamometer tests conducted by respondent, engineering analysis, computer simulation, reports of test by others); (v) The per vehicle incremental RPE cost (in 2009 dollars), averaged over the model, associated with the method; (vi) The total capital cost, in constant 2009 dollars, required to implement the method, please subdivide the cost into product development (R&D/ED&T) and capital investment (equipment, tolling plant/ facilities, etc.) costs, indicate if these costs are included or amortized in the incremental RPE cost (v) above; (vii) The maximum production capacity, expressed in units of capacity per year, associated with the capital expenditure in (vi) above. (viii) The actual capacity and percent production implementation that is planned to be used each year and the reasons limiting the implementation of the method. (ix) The actual capacity and percent production implementation that is planned for vehicles for sale in the United States. 7. For each specific model (and model year if applicable) of respondent’s passenger car E:\FR\FM\22DEP1.SGM 22DEP1 srobinson on DSKHWCL6B1PROD with PROPOSALS Federal Register / Vol. 75, No. 245 / Wednesday, December 22, 2010 / Proposed Rules and light truck fleets projected to implement one or more of the following and/or any other aerodynamic drag reduction methods: A. Revised exterior components (e.g., front fascia or side view mirrors) B. Addition of aerodynamic treatment, such as addition of underbody panels, usage of active grill shutter, etc C. Vehicle design changes (e.g., change in ride height or optimized cooling flow path) Please provide the following information: (i) Description of the method/aerodynamic change (ii) The percent reduction of the aerodynamic drag coefficient (Cd) and the Cd prior to the reduction, averaged over the model; (iii) The percent fuel economy improvement averaged over the model; (iv) The basis for your answer to (iii), (e.g., data from dynamometer tests conducted by respondent, wind tunnel testing, engineering analysis, computer simulation, reports of test by others); (v) The per vehicle incremental RPE cost (in 2009 dollars), averaged over the model, associated with the method; (vi) The total capital cost, in constant 2009 dollars, required to implement the method, subdivide the cost into product development (R&D/ED&T) and capital investment (equipment, tolling plant/facilities, etc.) costs, indicate if these costs are included or amortized in the incremental RPE cost (v) above; (vii) The maximum production capacity, expressed in units of capacity per year, associated with the capital expenditure in (vi) above. (viii) The actual capacity and percent production implementation that is planned to be used each year and the reasons limiting the implementation of the method. (ix) The actual capacity and percent production implementation that is planned for vehicles for sale in the United States. 8. For each specific model (and model year if applicable) of respondent’s passenger car and light truck fleets projected to implement one or more of the following and/or any other A/C leakage reduction or A/C efficiency improvement methods: A. Low permeation hoses. B. Improved system fittings, connections and seals (including compressor shaft seal). C. Externally controlled fixed or variable displacement compressor. D. Automatic default to recirculated cabin air. E. Improved blower and fan motor controls. F. Electronic expansion valve. G. Improved-efficiency evaporators and condensers. H. Oil separator. Please provide the following information: (i) Description of the method, (e.g., implementation of electronic control valve). (ii) The g/mile CO2 equivalent as reportable under California ARB’s AB 1493 Regulation, averaged over the model; (iii) The basis for your answer to (ii), (e.g., data from dynamometer tests conducted by respondent, engineering analysis, computer simulation, reports of test by others); VerDate Mar<15>2010 17:40 Dec 21, 2010 Jkt 223001 (iv) The per vehicle incremental RPE cost (in 2009 dollars), averaged over the model, associated with the method; (v) The percent production implementation rate and the reasons limiting the implementation rate. 9. Indicate any of your MYs 2010–2025 passenger car and light truck model types that have higher average test weights than comparable MY 2010 model types. Describe the reasons for any weight increases (e.g., increased option content, less use of premium materials) and provide supporting justification. 10. Please provide your estimates of projected total industry U.S. passenger car sales and light truck sales, separately, for each model year from 2009 through 2025, inclusive. 11. Please provide your company’s assumptions for U.S. gasoline and diesel fuel prices during 2009 through 2025. 12. Please provide projected production capacity available for the North American market (at standard production rates) for each of your company’s passenger carline and light truckline designations during MYs 2010–2025. 13. Please provide your estimate of production lead-time for new models, your expected model life in years, and the number of years over which tooling costs are amortized. Additionally, the agency is requesting that manufactures provide vehicle or design changes that characterize a freshening and those changes that characterize a redesign. IV. Technologies, Cost and Potential Fuel Economy Improvements Spreadsheet templates for the tables mentioned in the following section can be found at http://www.nhtsa.gov/fuel-economy. 1. The agency requests that manufacturers, for each passenger car and light truck model projected to be manufactured for US sale by respondent between MYs 2010–2025, provide the following information on new technology applications, including A/C technologies that will be eligible under EPA GHG standards. (i) Description of the nature of the technological improvement; including the vehicle’s baseline technology that the technology replaces (e.g., 6-speed automatic transmission replacing a 4-speed automatic transmission) (ii) The percent fuel consumption improvement or the g/mile CO2 equivalent reduction for A/C technologies, averaged over the model; please indicate if the weight saving (or increase), associated with the implementation of the technology, is accounted for in the fuel economy improvement estimate. (iii) The basis for your answer to (ii), (e.g., data from dynamometer tests conducted by respondent, engineering analysis, computer simulation, reports of test by others); (iv) The per vehicle incremental RPE cost (in 2009 dollars), averaged over the model, associated with implementing the new technology in MY 2017 or the first MY of implementation; (v) The total capital cost, in constant 2009 dollars, required to implement the new PO 00000 Frm 00074 Fmt 4702 Sfmt 4702 80437 technology, subdivide the cost into product development (R&D/ED&T) and capital investment (equipment, tolling plant/ facilities, etc.) costs, indicate if these costs are included or amortized in the incremental RPE cost (iv) above; (vi) The maximum production capacity, expressed in units of capacity per year, associated with the capital expenditure in (v) above. (vii) The actual capacity and percent production implementation that is planned to be used each year and the reasons limiting the implementation of the new technology. (ix) The actual capacity and percent production implementation that is planned for vehicles for sale in the United States. In regards to costs, the agency is requesting information on cost reductions available through learning effects that are anticipated, from MY 2017 to MY 2025, so information should be provided regarding what the cost reductions associated with learning effects are, when and at what production volumes they occur, and to what degrees such learning is expected to be available.9 The agency is also asking that the indirect cost or retail price equivalent markup factor (used to determine the indirect cost estimates) is stated in the response. 2. Additionally, the agency requests that manufacturers and other interested parties provide the same information, as requested above, for the technologies listed in the following tables and any other potential technologies that may be implemented to improve fuel economy. These potential technologies can be inserted into additional rows at the end of each table. Examples of other potential technologies could include but are not limited to: Homogenous Charge Compression Ignition (HCCI), Electric Vehicle (EV) and Fuel Cell Vehicle specific technologies. In an effort to standardize the information received the agency requests that if possible respondents fill in the following tables: Table IV–1 with estimates of the model year of availability for each technology listed and any other identified technology. Table IV–2 with estimated phase-in rates 10 by year for each technology listed and any other additional technologies. Engineering, planning and financial constraints can prohibit many technologies from being applied across an entire fleet of vehicles within a year, so the agency requests 9 ‘‘Learning effects’’ describes the reduction in unit production costs as a function of accumulated production volume and small redesigns that reduce costs. Applying learning effects, or ‘‘curves,’’ requires estimates of three parameters: (1) The initial production volume that must be reached before cost reductions begin to be realized (referred to as ‘‘threshold volume’’); (2) the percent reduction in average unit cost that results from each successive doubling of cumulative production volume (usually referred to as the ‘‘learning rate’’); and (3) the initial cost of the technology. 10 In NHTSA’s 2006 rulemaking establishing CAFE standards for MY 2008–2011 light trucks, the agency considered phase-in caps by ceasing to add a given technology to a manufacturer’s fleet in a specific model year once it has increased the corresponding penetration rate by at least the amount of the cap. Having done so, it applied other technologies in lieu of the ‘‘capped’’ technology. E:\FR\FM\22DEP1.SGM 22DEP1 80438 Federal Register / Vol. 75, No. 245 / Wednesday, December 22, 2010 / Proposed Rules information on possible constraints on the rates at which each technology can penetrate a manufacturer’s fleet. Tables IV–3a, b and IV–4a, b with estimates for incremental RPE costs (in 2009 dollars) and incremental fuel consumption reductions for each technology listed and any other additional technologies. These estimates, for the technologies already listed, should assume that the preceding technologies, as defined by the decision trees in Appendix B, have already been applied and/or will be superseded. The agency is requesting that respondents fill in incremental RPE costs and fuel consumption reductions estimates for all vehicle subclasses listed. If a respondent feels that the incremental RPE cost and fuel consumption reduction estimates are similar for different subclasses they may combine subclasses. Table IV–5 with estimates for the percentage by which each technology reduces energy losses attributable to each of nine energy loss mechanisms. Tables IV–6a, b with estimates for synergies 11 that can occur when multiple technologies are applied. srobinson on DSKHWCL6B1PROD with PROPOSALS 11 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 VerDate Mar<15>2010 17:40 Dec 21, 2010 Jkt 223001 Table IV–7 with estimates of battery and power electronics information, listed below, for HEV, PHEV and EV technologies. For cost information the agency is requesting that respondents provide explicit MY 2017, MY 2020 and MY 2025 appropriate costs, in addition to the requested learning effects and mark-up factor assumptions discussed above, specific to HEVs, PHEVs and EVs. (i) The 100% discharge energy battery pack RPE cost, measured as $/kWh (in 2009 dollars), which equals the total cost per kWh of the battery cell, battery pack closure, control system, cooling system and ancillary systems. (ii) The usable energy battery pack RPE cost, measured as $/kWh (in 2009 dollars), which equals the total cost per kWh of the battery cell, battery pack closure, control system, cooling system and ancillary systems. (iii) The battery cell RPE cost, measured as in $/kWh (in 2009 dollars), which equals the cost per kWh at the battery cell level before the cell is integrated into battery pack (iv) The battery warranty (time), measured in number of years (v) The battery warranty (mileage), measured in miles (vi) The expected battery life (time), measured in number years (vii) The expected battery life (mileage), measured in number miles (viii) The primary motor RPE cost, measured as $/kW (in 2009 dollars) (ix) The secondary motor RPE cost, measured as $/kW (in 2009 dollars) 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). PO 00000 Frm 00075 Fmt 4702 Sfmt 4702 (x) The primary inverter RPE cost, measured as $/kW (in 2009 dollars) (xi) The secondary inverter RPE cost, measured as $/kW (in 2009 dollars) 3. The agency also asks that manufacturers or other interested parties provide information on appropriate sequencing of technologies, so that accumulated cost and fuel consumption effects may be evaluated incrementally. As examples of possible technology sequences, ‘‘decision trees’’ are shown in Appendix B below. 4. For each new or redesigned vehicle identified in response to Question III–3 provide your best estimate of the following, in terms of constant 2009 dollars: A. Total capital costs required to implement the new/redesigned model according to the implementation schedules specified in your response. Subdivide the capital costs into product development (R&D/ ED&T), and investment (equipment, tooling, plant/facilities, etc.) costs. B. The maximum production capacity, expressed in units of capacity per year, associated with the capital expenditure in (a) above. Specify the number of production shifts on which your response is based and define ‘‘maximum capacity’’ as used in your answer. C. The actual capacity that is planned to be used each year for each new/redesigned model. D. The increase in variable costs per affected unit, based on the production volume specified in (b) above. E. The equivalent retail price increase per affected vehicle for each new/redesigned model. Provide an example describing methodology used to determine the equivalent retail price increase. BILLING CODE 4910–59–P E:\FR\FM\22DEP1.SGM 22DEP1 VerDate Mar<15>2010 17:40 Dec 21, 2010 Jkt 223001 PO 00000 Frm 00076 Fmt 4702 Sfmt 4725 E:\FR\FM\22DEP1.SGM 22DEP1 80439 EP22DE10.003</GPH> srobinson on DSKHWCL6B1PROD with PROPOSALS Federal Register / Vol. 75, No. 245 / Wednesday, December 22, 2010 / Proposed Rules VerDate Mar<15>2010 Federal Register / Vol. 75, No. 245 / Wednesday, December 22, 2010 / Proposed Rules 17:40 Dec 21, 2010 Jkt 223001 PO 00000 Frm 00077 Fmt 4702 Sfmt 4725 E:\FR\FM\22DEP1.SGM 22DEP1 EP22DE10.004</GPH> srobinson on DSKHWCL6B1PROD with PROPOSALS 80440 VerDate Mar<15>2010 17:40 Dec 21, 2010 Jkt 223001 PO 00000 Frm 00078 Fmt 4702 Sfmt 4725 E:\FR\FM\22DEP1.SGM 22DEP1 80441 EP22DE10.005</GPH> srobinson on DSKHWCL6B1PROD with PROPOSALS Federal Register / Vol. 75, No. 245 / Wednesday, December 22, 2010 / Proposed Rules VerDate Mar<15>2010 Federal Register / Vol. 75, No. 245 / Wednesday, December 22, 2010 / Proposed Rules 17:40 Dec 21, 2010 Jkt 223001 PO 00000 Frm 00079 Fmt 4702 Sfmt 4725 E:\FR\FM\22DEP1.SGM 22DEP1 EP22DE10.006</GPH> srobinson on DSKHWCL6B1PROD with PROPOSALS 80442 VerDate Mar<15>2010 17:40 Dec 21, 2010 Jkt 223001 PO 00000 Frm 00080 Fmt 4702 Sfmt 4725 E:\FR\FM\22DEP1.SGM 22DEP1 80443 EP22DE10.007</GPH> srobinson on DSKHWCL6B1PROD with PROPOSALS Federal Register / Vol. 75, No. 245 / Wednesday, December 22, 2010 / Proposed Rules VerDate Mar<15>2010 Federal Register / Vol. 75, No. 245 / Wednesday, December 22, 2010 / Proposed Rules 17:40 Dec 21, 2010 Jkt 223001 PO 00000 Frm 00081 Fmt 4702 Sfmt 4725 E:\FR\FM\22DEP1.SGM 22DEP1 EP22DE10.008</GPH> srobinson on DSKHWCL6B1PROD with PROPOSALS 80444 VerDate Mar<15>2010 17:40 Dec 21, 2010 Jkt 223001 PO 00000 Frm 00082 Fmt 4702 Sfmt 4725 E:\FR\FM\22DEP1.SGM 22DEP1 80445 EP22DE10.009</GPH> srobinson on DSKHWCL6B1PROD with PROPOSALS Federal Register / Vol. 75, No. 245 / Wednesday, December 22, 2010 / Proposed Rules VerDate Mar<15>2010 Federal Register / Vol. 75, No. 245 / Wednesday, December 22, 2010 / Proposed Rules 17:40 Dec 21, 2010 Jkt 223001 PO 00000 Frm 00083 Fmt 4702 Sfmt 4725 E:\FR\FM\22DEP1.SGM 22DEP1 EP22DE10.010</GPH> srobinson on DSKHWCL6B1PROD with PROPOSALS 80446 VerDate Mar<15>2010 17:40 Dec 21, 2010 Jkt 223001 PO 00000 Frm 00084 Fmt 4702 Sfmt 4725 E:\FR\FM\22DEP1.SGM 22DEP1 80447 EP22DE10.011</GPH> srobinson on DSKHWCL6B1PROD with PROPOSALS Federal Register / Vol. 75, No. 245 / Wednesday, December 22, 2010 / Proposed Rules VerDate Mar<15>2010 Federal Register / Vol. 75, No. 245 / Wednesday, December 22, 2010 / Proposed Rules 17:40 Dec 21, 2010 Jkt 223001 PO 00000 Frm 00085 Fmt 4702 Sfmt 4725 E:\FR\FM\22DEP1.SGM 22DEP1 EP22DE10.012</GPH> srobinson on DSKHWCL6B1PROD with PROPOSALS 80448 Federal Register / Vol. 75, No. 245 / Wednesday, December 22, 2010 / Proposed Rules 80449 VerDate Mar<15>2010 17:40 Dec 21, 2010 Jkt 223001 PO 00000 Frm 00086 Fmt 4702 Sfmt 4725 E:\FR\FM\22DEP1.SGM 22DEP1 EP22DE10.013</GPH> srobinson on DSKHWCL6B1PROD with PROPOSALS Appendix B. Technology Decision Trees VerDate Mar<15>2010 Federal Register / Vol. 75, No. 245 / Wednesday, December 22, 2010 / Proposed Rules 17:40 Dec 21, 2010 Jkt 223001 PO 00000 Frm 00087 Fmt 4702 Sfmt 4725 E:\FR\FM\22DEP1.SGM 22DEP1 EP22DE10.014</GPH> srobinson on DSKHWCL6B1PROD with PROPOSALS 80450 80451 [FR Doc. 2010–32163 Filed 12–21–10; 8:45 am] BILLING CODE 4910–59–C VerDate Mar<15>2010 17:40 Dec 21, 2010 Jkt 223001 PO 00000 Frm 00088 Fmt 4702 Sfmt 9990 E:\FR\FM\22DEP1.SGM 22DEP1 EP22DE10.015</GPH> srobinson on DSKHWCL6B1PROD with PROPOSALS Federal Register / Vol. 75, No. 245 / Wednesday, December 22, 2010 / Proposed Rules

Agencies

[Federal Register Volume 75, Number 245 (Wednesday, December 22, 2010)]
[Proposed Rules]
[Pages 80430-80451]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2010-32163]


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DEPARTMENT OF TRANSPORTATION

National Highway Traffic Safety Administration

49 CFR Parts 531 and 533

[Docket No. NHTSA-2010-0175]


Passenger Car and Light Truck Average Fuel Economy Standards 
Request for Product Plan Information--Model Years 2010-2025

AGENCY: National Highway Traffic Safety Administration (NHTSA), 
Department of Transportation (DOT).

ACTION: Request for comments.

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SUMMARY: The purpose of this request for comments is to acquire updated 
information regarding vehicle manufacturers' future product plans to 
assist the agency in assessing what corporate average fuel economy 
(CAFE) standards should be established for passenger cars and light 
trucks manufactured in model years 2017 and beyond. NHTSA must 
establish CAFE standards pursuant to the Energy Policy and Conservation 
Act, Public Law 94-163, as amended by the Energy Independence and 
Security Act (EISA) of 2007, Public Law 110-140. This request is being 
issued in preparation for an upcoming Joint Notice of Proposed 
Rulemaking being undertaken by NHTSA and EPA regarding future CAFE and 
greenhouse gas (GHG) standards currently anticipated to be released by 
September 30, 2011.

DATES: Comments must be received on or before February 22, 2011.

ADDRESSES: You may submit comments [identified by Docket No. NHTSA-
2010-0175] by any of the following methods:
     Federal eRulemaking Portal: Go to http://www.regulations.gov. Follow the online instructions for submitting 
comments.
     Mail: Docket Management Facility, U.S. Department of 
Transportation, 1200 New Jersey Avenue, SE., West Building Ground 
Floor, Room W12-140, Washington, DC 20590.
     Hand Delivery or Courier: West Building Ground Floor, Room 
W12-140, 1200 New Jersey Avenue, SE., between 9 a.m. and 5 p.m. ET, 
Monday through Friday, except Federal holidays. Telephone: 1-800-647-
5527.
     Fax: 202-493-2251
    Instructions: All submissions must include the agency name and 
docket number for this proposed collection of information. Note that 
all comments received will be posted without change to http://www.regulations.gov, including any personal information provided. 
Please see the Privacy Act heading below.
    Privacy Act: Anyone is able to search the electronic form of all 
comments received into any of our dockets by the name of the individual 
submitting the comment (or signing the comment, if submitted on behalf 
of an association, business, labor union, etc.). You may review DOT's 
complete Privacy Act Statement in the Federal Register published on 
April 11, 2000 (65 FR 19477-78) or you may visit http://www.dot.gov/privacy.html.
    Docket: For access to the docket to read background documents or 
comments received, go to http://www.regulations.gov and follow the 
online instructions, or visit the Docket Management Facility at the 
street address listed above.

FOR FURTHER INFORMATION CONTACT: Mr. Ken Katz, Fuel Economy Division, 
Office of International Policy, Fuel Economy and Consumer Programs, at 
(202) 366-0846, facsimile (202) 493-2290, electronic mail 
ken.katz@dot.gov.

[[Page 80431]]

For legal issues, call Ms. Rebecca Yoon, Office of the Chief Counsel, 
at (202) 366-2992.

SUPPLEMENTARY INFORMATION: 

I. Introduction

    NHTSA has been issuing Corporate Average Fuel Economy (CAFE) 
standards for the last 30 years under the Energy Policy and 
Conservation Act (EPCA). The CAFE program requires manufacturers to 
improve the fuel economy of vehicles sold in the United States which 
helps the Nation conserve petroleum, saves consumers money at the pump, 
and promotes energy independence and security by reducing dependence on 
foreign oil. Additionally, since higher fuel economy means that less 
fuel needs to be combusted to move a vehicle down the road, and since 
the by-product of fuel consumption is carbon dioxide (CO2) 
emissions, the CAFE program also reduces the effects of climate change 
by reducing those emissions from the tailpipes of new motor vehicles.
    Congress amended EPCA in 2007 through the Energy Independence and 
Security Act (EISA). EISA added several requirements for NHTSA to 
fulfill in developing passenger car and light truck CAFE standards for 
each model year (MY). For example, besides the requirement to set 
standards at the maximum feasible level for each model year, EISA added 
a requirement that MYs 2011-2020 standards must be set to ensure that 
the industry-wide average of all new passenger cars and light trucks, 
combined, is at least 35 miles per gallon (mpg) by MY 2020. EISA also 
required the CAFE standards to be based on one or more vehicle 
attributes related to fuel economy and to be expressed in the form of a 
mathematical function. The attribute that NHTSA chose for the MYs 2011-
2016 standards was vehicle footprint (which is defined as a vehicle's 
wheelbase times its average track width), and the mathematical function 
defining those standards is a ``target curve'' which is more stringent 
for smaller vehicles and less stringent for larger vehicles. The fleet 
wide average fuel economy that a particular manufacturer must achieve 
thus depends on the size mix of its fleet. This approach ensures that 
all manufacturers will be required to incorporate fuel-saving 
technologies across a broad range of their passenger car and light 
truck fleets.
    Also in 2007, the Supreme Court ruled in Massachusetts v. EPA that 
the Clean Air Act allows EPA to regulate emissions of greenhouse gas 
(GHG) emissions if the agency determines that these gases endanger 
public health and welfare. In 2009, EPA issued the requisite 
endangerment finding,\1\ and began working toward the regulation of 
motor vehicle GHG emissions.
---------------------------------------------------------------------------

    \1\ Information about EPA's endangerment finding is available at 
http://www.epa.gov/climatechange/endangerment.html (last accessed 
November 22, 2010).
---------------------------------------------------------------------------

    Since 2008, NHTSA has been working closely with EPA to develop 
harmonized CAFE and GHG standards for passenger cars and light trucks, 
in order to ensure coordinated federal policy and reduce the burden on 
manufacturers. Following the success of the joint MYs 2012-2016 CAFE 
and GHG standards,\2\ on May 21, 2010, President Obama requested that 
the two agencies begin evaluating potential standards for MYs 2017-
2025.\3\ NHTSA and EPA released a Notice of Intent regarding such 
standards on September 30, 2010,\4\ along with an Interim Technical 
Assessment Report developed jointly by NHTSA, EPA, and the California 
Air Resources Board (CARB).\5\ The agencies subsequently issued a 
Supplemental Notice of Intent on November 30, 2010,\6\ and expect to 
release a Notice of Proposed Rulemaking (NPRM) by September 30, 2011.
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    \2\ Final rule establishing the MYs 2012-2016 CAFE and GHG 
standards, 75 Fed. Reg. 25324 (May 7, 2010).
    \3\ The Presidential Memorandum is available at http://www.whitehouse.gov/the-press-office/presidential-memorandum-regarding-fuel-efficiency-standards (last accessed November 22, 
2010).
    \4\ Notice of Intent, 75 FR 62739 (Oct. 13, 2010).
    \5\ Available at http://www.nhtsa.gov/fuel-economy (last 
accessed November 22, 2010).
    \6\ Supplemental Notice of Intent, 75 FR 76337 (Dec. 8, 2010).
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    To assist the agency in analyzing potential CAFE standards for MYs 
2017 and beyond, NHTSA is requesting any updates to product plans 
previously provided by vehicle manufacturers, as well as production 
data through the recent past, including data about engines, 
transmissions, vehicle mass reduction technologies, and hybrid 
technologies for MY 2010 through MY 2025 passenger cars and light 
trucks and the assumptions underlying those plans. If manufacturers 
have not previously submitted product plan information to NHTSA and 
wish to do so (especially those who previously had their plans 
submitted as part of another manufacturer's submission), NHTSA also 
requests such information from them. NHTSA requests information for MYs 
2010-2025 primarily as a basis for subsequent discussions with 
individual manufacturers regarding their capabilities for the MYs 2017-
2025 time frame as we develop the upcoming NPRM. The information 
received will also supplement other information that will be used by 
NHTSA to develop a realistic forecast of the vehicle market in MY 2017 
and beyond, and to evaluate what technologies may feasibly be applied 
by manufacturers to achieve compliance with potential future standards. 
Information regarding earlier model years may help the agency to better 
account for cumulative effects such as cost reductions due to learning. 
This information will help the agencies check the estimates they 
employed for rulemaking against manufacturer-reported technology costs 
and effectiveness, and also to help the agencies understand product mix 
and technology application trends during model years for which the 
agency is currently receiving CAFE compliance data. Information 
regarding later model years may help the agency gain a better 
understanding of how manufacturers' plans through MY 2025 relate to 
their longer-term expectations regarding foreseeable regulatory 
requirements, market trends, and prospects for more advanced 
technologies (such as HCCI engines, dual loop cooled EGR, plug-in 
hybrid, electric, and fuel cell vehicles, among others).
    NHTSA will also consider information regarding the model years 
requested when considering manufacturers' planned schedules for 
redesigning and freshening their products, in order to examine how 
manufacturers anticipate tying technology introduction to product 
design schedules. In addition, the agency is requesting information 
regarding manufacturers' estimates of the future vehicle population, 
and fuel economy improvements and incremental costs attributed to 
technologies reflected in those plans. The request for information is 
detailed in appendices to this notice. NHTSA has also included a number 
of questions directed primarily toward vehicle manufacturers, whereas 
others may also be applicable for suppliers that are interested in 
supplying independent responses. They can be found in Appendix A to 
this notice. Answers to those questions will assist the agency in its 
analysis.
    Given the importance that responses to this request for comment may 
have in informing NHTSA's proposed CAFE rulemaking, either as part of 
the basis for the standards or as an independent check on them, NHTSA 
intends to review carefully and critically all data provided by 
commenters. It is therefore important that commenters fully respond to 
each question, particularly by providing information regarding the

[[Page 80432]]

basis for technology costs and effectiveness estimates. Although NHTSA 
practice has typically been to request product plan information 
reaching several years beyond the end of the anticipated rulemaking 
time frame in order to provide this context, many manufacturers 
submitting comments in the past have provided relatively little detail 
in response for those later model years. Considering past responses to 
these requests, we expect that most manufacturers' product plans are 
currently well defined through approximately 2015, somewhat less 
defined through approximately 2020, and thereafter, increasingly fluid 
and open to change. As NHTSA and EPA are working jointly to consider 
standards that cover MYs 2017-2025, we request that manufacturers 
provide as much information as they can, spanning as many of these 
model years as feasible, and also summarize major sources of 
uncertainty. For example, if a manufacturer's plans depend 
significantly on fuel prices, we request that the manufacturer indicate 
which fuel prices they have assumed, as well as what general 
differences in product plans could be expected given significantly 
lower or higher future fuel prices. Also, as fuel economy regulations 
are not defined beyond MY 2016, and GHG regulations currently do not 
change after MY 2016, it is expected that product plan information may 
be based on requirements continuing to reflect MY 2016 levels through 
MY 2025. However, if other assumptions have been used, NHTSA requests 
those assumptions be provided.
    To facilitate the submission of comments and to help ensure the 
conformity of data received regarding manufacturers' product plans from 
MY 2010 through MY 2025, NHTSA has developed spreadsheet templates for 
manufacturers' use. The uniformity provided by these spreadsheets is 
intended to aid and expedite our review, integration, and analysis of 
the information provided. These templates are the agency's strongly 
preferred format for data submittal, and can be found on the CAFE 
webpage at http://www.nhtsa.gov/fuel-economy or can be requested from 
Mr. Ken Katz at ken.katz@dot.gov. The templates include an automated 
tool (i.e., a macro) that performs some auditing to identify missing or 
potentially erroneous entries. The appendices to this document also 
include sample tables that manufacturers may refer to when submitting 
their data to the agency.
    In addition, NHTSA would like to note that we will share the 
information submitted in response to this notice with the Environmental 
Protection Agency (EPA). This sharing will facilitate NHTSA's and EPA's 
consideration of the appropriate factors to be used in establishing 
fuel economy and GHG standards, respectively, for MY 2017 and beyond. 
Both agencies will ensure that confidential information that is shared 
is protected from disclosure in accordance with their regulations and 
practices in this area.

II. Submission of Comments

How do I prepare and submit comments?

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

How can I be sure that my comments were received?

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

How do I submit confidential business information?

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

Will the agency consider late comments?

    We will consider all comments that Docket Management receives 
before the close of business on the comment closing date indicated 
above under DATES. The agency retains discretion to consider late-filed 
comments, but emphasizes that comments will be most helpful and 
informative to the agency if submitted in a timely manner, so that the 
agency may begin reviewing submissions as soon as possible and return 
to commenters with follow-up questions as necessary.

How can I read the comments submitted by other people?

    You may read the comments received by Docket Management at the 
address given above under ADDRESSES. The hours of the Docket are 
indicated above in the same location. You may also see the comments on 
the Internet. To read the comments on the Internet, take the following 
steps:
    (1) Go to http://www.regulations.gov.
    (2) Check the box for ``View results by docket folder.''
    (3) In the field marked ``Keyword,'' type in the docket number 
found at the beginning of this notice.
    (4) On the results page, click on the desired comments. You may 
download the comments. However, since the comments are imaged 
documents, instead of word processing documents, the downloaded 
comments may not be word searchable.

Please note that even after the comment closing date, we will continue 
to file relevant information in the Docket as it becomes available. 
Accordingly, we recommend that you periodically check the Docket for 
new material.
    Anyone is able to search the electronic form of all comments 
received into any of our dockets by the name of the individual 
submitting the comment (or signing the comment, if submitted on behalf 
of an association, business, labor union, etc.). You may review DOT's 
complete Privacy Act Statement in the Federal Register published on 
April 11, 2000 (Volume 65, Number 70; Pages 19477-78) or you may visit 
http://www.dot.gov/privacy.html.

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

Joseph S. Carra,
Acting Associate Administrator for Rulemaking.

Appendix A

I. Definitions

    As used in these appendices--
    1. ``Automobile,'' ``fuel economy,'' ``manufacturer,'' and 
``model year (MY),'' have the meaning given them in Section 32901 of 
Chapter 329 of Title 49 of the United States Code, 49 U.S.C. 32901.

[[Page 80433]]

    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 Resources Board
    5. ``Domestically manufactured'' is used as defined in Section 
32904(b)(2) of Chapter 329, 49 U.S.C. 32904(b)(2).
    6. ``ED&T'' means Engineering, Design and Testing
    7. ``Footprint'' means the product of average track width 
(measured in inches and rounded to the nearest tenth of an inch) 
times wheelbase (measured in inches and rounded to the nearest tenth 
of an inch) divided by 144 and then rounded to the nearest tenth of 
a square foot as described in 49 CFR 523.2.
    8. ``Light truck'' means an automobile of the type described in 
49 CFR 523.3 and 523.5.
    9. A ``model'' of passenger car is a line, such as the Chevrolet 
Impala, Ford Fusion, Honda Accord, etc., which exists within a 
manufacturer's fleet.
    10. ``Model Type'' is used as defined in 40 CFR 600.002-
93(a)(19).
    11. ``MY'' means model year
    12. ``Passenger car'' means an automobile of the type described 
in 49 CFR 523.3 and 523.4.
    13. ``Percent fuel consumption improvements'' means that 
percentage which corresponds to the amount by which respondent could 
improve the fuel consumption of vehicles in a given model or class 
through the application of a specified technology, averaged over all 
vehicles of that model or in that class which feasibly could use the 
technology. Projections of percent fuel consumption improvement 
should be based on the assumption of maximum efforts by respondent 
to achieve the highest possible fuel economy increase through the 
application of the technology while holding other performance 
characteristics constant (such as 0-60 miles-per-hour (mph) time, 
gradeability, towing capacity, NVH, etc.) relative to the 
respondent's 2010MY vehicles/fleet. The baseline for determination 
of percent fuel consumption improvement is the level of technology 
and vehicle performance for respondent's 2010 model year passenger 
cars or light trucks in the equivalent class.
    14. ``Percent production implementation rate'' means that 
percentage which corresponds to the maximum number of passenger cars 
or light trucks of a specified class which could feasibly be 
produced with the technology if respondent made maximum efforts to 
apply the technology by a specified model year.
    15. ``Production'' means production for the U.S. market.
    16. ``Production percentage'' means the percent of respondent's 
passenger cars or light trucks of a specified model projected to be 
manufactured in a specified model year.
    17. ``Project'' or ``projection'' refers to the best estimates 
made by respondent, whether or not based on less than certain 
information.
    18. ``R&D'' means research and development
    19. ``Redesign'' means any change, or combination of changes, to 
a vehicle that would change its weight by 50 pounds or more or 
change its frontal area or aerodynamic drag coefficient by 2 percent 
or the implementation of new engine.
    20. ``Refresh'' means any change, or combination of changes, to 
a vehicle that would change its weight by less than 50 pounds and 
would not change its frontal area or aerodynamic drag coefficient.
    21. ``Relating to'' means constituting, defining, containing, 
explaining, embodying, reflecting, identifying, stating, referring 
to, dealing with, or in any way pertaining to.
    22. ``Respondent'' means each manufacturer (including all its 
divisions) providing answers to the questions set forth in this 
appendix, and its officers, employees, agents or servants.
    23. ``RPE'' means retail price equivalent
    24. ``Test Weight'' is used as defined in 40 CFR 86.082-2.
    25. ``Track Width'' means the lateral distance between the 
centerlines of the base tires at ground, including the camber angle.
    26. ``Truckline'' means the name assigned by the Environmental 
Protection Agency to a different group of vehicles within a make or 
car division in accordance with that agency's 2001 model year 
pickup, van (cargo vans and passenger vans are considered separate 
truck lines), and special purpose vehicle criteria.
    27. ``Variants of existing engines'' means versions of an 
existing basic engine that differ from that engine in terms of 
displacement, method of aspiration, induction system or that weigh 
at least 25 pounds more or less than that engine.
    28. ``Wheelbase'' means the longitudinal distance between front 
and rear wheel centerlines.

II. Assumptions

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

III. Specifications--Passenger Car and Light Truck Data

    Go to http://www.nhtsa.gov/fuel-economy for spreadsheet 
templates.
    1. Identify all passenger car and light truck models offered for 
sale in MY 2010 whose production each respondent projects 
discontinuing before MY 2017 and identify the last model year in 
which each will be offered.
    2. Identify all basic engines offered by respondent in MY 2010 
passenger cars and light trucks which respondent projects it will 
cease to offer for sale in passenger cars and light trucks before MY 
2017, and identify the last model year in which each will be 
offered.
    3. For each model year 2010-2025, list all known or projected 
car and truck lines and provide the information specified below for 
each model type. Model types that are essentially identical except 
for their nameplates (e.g., Ford Fusion/Lincoln MKZ) may be combined 
into one item. Engines having the same displacement but belonging to 
different engine families are to be grouped separately. Within the 
fleet, the vehicles are to be sorted first by car or truck line, 
second by basic engine, and third by transmission type. For each 
model type, a specific indexed engine and transmission are to be 
identified. As applicable, an indexed predecessor model type is also 
to be identified. Spreadsheet templates can be found at http://www.nhtsa.gov/fuel-economy. These templates include codes and 
definitions for the data that the agency is seeking, including, but 
not limited to the following:

A. General Information

    1. Vehicle Number--a unique number assigned to each model.
    2. Manufacturer--manufacturer's name (e.g., Toyota).
    3. Model--name of model (e.g., Corolla).
    4. Nameplate--vehicle nameplate (e.g., Corolla Matrix).
    5. Primary Fuel--classified as CNG = compressed natural gas; D = 
diesel; E = electricity; E-85 = ethanol; E100 = neat ethanol; G = 
gasoline; H = hydrogen; LNG = liquefied natural gas; LPG = propane; 
M85 = methanol; M100 = neat methanol.
    6. Fuel Economy on Primary Fuel--measured in miles per gallon; 
laboratory fuel economy (weighted FTP+highway 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.

[[Page 80434]]

    g. Engine Oil Viscosity--ratio between the applied shear stress 
and the rate of shear, which measures the resistance of flow of the 
engine oil (as per SAE Glossary of Automotive Terms); typical values 
as text include 0W20, 5W20, etc.
    h. Cycle--combustion cycle of engine; classified as A = 
Atkinson, AM = Atkinson/Miller, D = Diesel, M = Miller, O = Otto, OA 
= Otto/Atkinson.
    i. Air/Fuel Ratio--the weighted (FTP + highway) air/fuel ratio 
(mass); a number generally around 14.7 for gasoline engines.
    j. Fuel Delivery System--mechanism that delivers fuel to engine; 
classified as SGDI = stoichiometric gasoline direct injection; LBGDI 
= lean-burn gasoline direct injection; SFI = sequential fuel 
injection; MPFI = multipoint fuel injection; TBI = throttle body 
fuel injection; CRDI = common rail direct injection (diesel); UDI = 
unit injector direct injection (diesel).
    k. Aspiration--breathing or induction process of engine (as per 
SAE Automotive Dictionary); classified as NA = naturally aspirated, 
S = supercharged, T = turbocharged, T2P = parallel twin 
turbocharged, T2S = sequential twin turbocharged, T2ST = staged twin 
turbocharged, T4 = quad-turbocharged, ST = supercharged and 
turbocharged.
    l. External Exhaust Gas Recirculation (EGR)--recirculation of 
some of the exhaust gases back into the engine; classified as SSSL = 
single stage--single loop, SSDL = single stage--dual loop, DSSL = 
dual stage--single loop, DSDL = dual stage--dual loop, NA = not 
applicable.
    m. EGR Pressure, measured in Pounds per Square Inch (PSI).
    n. EGR Cooler Type--classified as AC = air cooled, LC = liquid 
cooled.
    o. EGR Coolant Type--type of coolant used.
    p. Engine Brake Mean Effective Pressure (BMEP)--average engine 
effective pressure, measured as bar.
    q. Valvetrain Design--design of the total mechanism from 
camshaft to valve of an engine that actuates the lifting and closing 
of a valve (as per SAE Glossary of Automotive Terms); classified as 
CVA = camless valve actuation, DOHC = dual overhead cam, OHV = 
overhead valve, SOHC = single overhead cam.
    r. Valve Actuation/Timing--valve opening and closing points in 
the operating cycle (as per SAE J604); classified as F = fixed, ICP 
= intake cam phasing, CCP = coupled cam phasing, DCP = dual cam 
phasing.
    s. Valve Lift--describes the manner in which the valve is raised 
during combustion (as per SAE Glossary of Automotive Terms); 
classified as F = fixed, DVVL = discrete variable valve lift, CVVL = 
continuously variable valve lift, IVC = intake valve control (e.g., 
Fiat's MultiAir system).
    t. Cylinders--the number of engine cylinders; an integer such as 
2, 3, 4, 5, 6, 8, 10 or 12.
    u. Valves/Cylinder--the number of valves per cylinder, an 
integer from 2 through 5.
    v. Deactivation--presence of cylinder deactivation mechanism; 
classified as Y = cylinder deactivation applied; N = cylinder 
deactivation not applied.
    w. Displacement--total volume displaced by a piston in a single 
stroke multiplied by the number of cylinders; measured in liters.
    x. Compression Ratio (min)--typically a number between 8 and 11; 
(for fixed CR engines, should be identical to maximum CR).
    y. Compression Ratio (max)--typically a number between 8 and 20; 
(for fixed CR engines, should be identical to minimum CR).
    z. Max. Horsepower--the maximum power of the engine, measured as 
horsepower.
    aa. Max. Horsepower RPM--rpm at which maximum horsepower is 
achieved.
    bb. Max. Torque--the maximum torque of the engine, measured as 
lb-ft.
    cc. Max Torque RPM--rpm at which maximum torque is achieved.
    13. Transmission Code--unique number assigned to each 
transmission:
    a. Manufacturer--manufacturer's name (e.g., General Motors, 
Ford, Toyota, Honda).
    b. Name--name of transmission.
    c. Country of origin--where the transmission is manufactured.
    d. Type--type of transmission; classified as M = manual, A = 
automatic (torque converter), AMT = automated manual transmission 
(single clutch w/torque interrupt), DCT = dual clutch transmission, 
CVT1 = belt or chain CVT, CVT2 = other CVT (e.g., toroidal), HEVT = 
hybrid/electric vehicle transmission (for a BISG or CISG type 
hybrid, please define the actual transmission used, not HEVT).
    e. Clutch Type--type of clutch used in AMT or DCT type 
transmission; D = dry, DA = damp, W = wet.
    f. Number of Forward Gears--classified as an integer indicating 
the number of forward gears; ``CVT'' for a CVT type transmission; or 
``n/a''.
    g. Logic--indicates aggressiveness of automatic shifting; 
classified as A = aggressive bias toward improving fuel economy, C = 
conventional shifting. Provide rationale for selection in the 
transmission notes column.
    14. Origin--classification (under CAFE program) as domestic or 
import, D = domestic, I = import.

B. Production

    1. Production--actual and projected U.S. production for MY 2010 
to MY 2025 inclusive, measured in number of vehicles.
    2. Percent of Production Regulated by CARB Standards--percent of 
production volume that will be regulated under CARB standards in 
each of MYs 2010 to MY 2025.

C. MSRP--Measured in 2009 Dollars Actual and Projected Average MSRP 
(Sales-Weighted, Including Options) for MY 2010 to MY 2025 Inclusive

D. Vehicle Information

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

------------------------------------------------------------------------
                Subclass                    Example (MY 2010) vehicles
------------------------------------------------------------------------
Subcompact.............................  Chevy Aveo, Honda Civic,
                                          Volkswagen New Beetle.
Subcompact Performance.................  Audi TT, Mazda Miata, Subaru
                                          Impreza.
Compact................................  Chevy Cruze, Ford Focus, Nissan
                                          Sentra.
Compact Performance....................  Audi S4 Quattro, Mazda RX8,
                                          Mitsubishi Lancer Evolution.
Midsize................................  Honda Accord, Hyundai Azera,
                                          Toyota Camry.
Midsize Performance....................  Chevy Corvette, Ford Mustang
                                          GT, Nissan G37 Coupe.
Large..................................  Audi A8, Cadillac CTS, Ford
                                          Taurus.
Large Performance......................  Bentley Arnage, BMW M5, Daimler
                                          CL600.
Minivans...............................  Dodge Caravan, Toyota Sienna.
Small SUV/Pickup/Van...................  Ford Ranger, Nissan Rogue,
                                          Toyota RAV4.
Midsize SUV/Pickup/Van.................  Jeep Wrangler 4-door, Mazda CX-
                                          9, Toyota Tacoma.
Large SUV/Pickup/Van...................  Chevy Silverado, Ford
                                          Econoline, Toyota Sequoia.
------------------------------------------------------------------------

    2. Style--classified as Convertible, Coupe, Hatchback, Sedan, 
Minivan, Pickup, Sport Utility, Van, Wagon.
    3. Light Truck Indicator--a unique code(s) (e.g., 2ii, 7i) 
assigned to each vehicle which represents the design feature(s) that 
classify it as a light truck, classified as:
    (0) The vehicle neither has off-road design features (defined 
under 49 CFR 523.5(b) and described by numbers 1 and 2 below) nor 
has functional characteristics (defined under 49 CFR 523.5(a) and 
described by numbers 3 through 7 below) that would allow it to be 
properly classified as a light truck, thus the vehicle is properly 
classified as a passenger car.
    An automobile capable of off-highway operation, as indicated by 
the fact that it: (1)(i) Has 4-wheel drive; or
    (ii) Is rated at more than 6,000 pounds gross vehicle weight; 
and

[[Page 80435]]

    (2) Has at least four of the following characteristics 
calculated when the automobile is at curb weight, on a level 
surface, with the front wheels parallel to the automobile's 
longitudinal centerline, and the tires inflated to the 
manufacturer's recommended pressure--
    (i) Approach angle of not less than 28 degrees.
    (ii) Breakover angle of not less than 14 degrees.
    (iii) Departure angle of not less than 20 degrees.
    (iv) Running clearance of not less than 20 centimeters.
    (v) Front and rear axle clearances of not less than 18 
centimeters each.
    An automobile designed to perform at least one of the following 
functions:
    (3) Transport more than 10 persons;
    (4) Provide temporary living quarters;
    (5) Transport property on an open bed;
    (6) Provide, as sold to the first retail purchaser, greater 
cargo-carrying than passenger-carrying volume, such as in a cargo 
van; if a vehicle is sold with a second-row seat, its cargo-carrying 
volume is determined with that seat installed, regardless of whether 
the manufacturer has described that seat as optional; or (7) Permit 
expanded use of the automobile for cargo-carrying purposes or other 
non-passenger-carrying purposes through:
    (i) For non-passenger automobiles manufactured prior to model 
year 2012, the removal of seats by means installed for that purpose 
by the automobile's manufacturer or with simple tools, such as 
screwdrivers and wrenches, so as to create a flat, floor level, 
surface extending from the forward most point of installation of 
those seats to the rear of the automobile's interior; or
    (ii) For non-passenger automobiles manufactured in model year 
2008 and beyond, for vehicles equipped with at least 3 rows of 
designated seating positions as standard equipment, permit expanded 
use of the automobile for cargo-carrying purposes or other non-
passenger-carrying purposes through the removal or stowing of 
foldable or pivoting seats so as to create a flat, leveled cargo 
surface extending from the forward most point of installation of 
those seats to the rear of the automobile's interior.
    4. Structure--classified as either L = Ladder or U = Unibody
    5. Drive--classified as A = all-wheel drive; F = front-wheel 
drive; R = rear-wheel-drive; 4 = 4-wheel drive \7\
---------------------------------------------------------------------------

    \7\ NHTSA considers ``4-wheel drive'' to refer only to vehicles 
that have selectable 2- and 4-wheel drive settings, as opposed to 
all-wheel drive, which is not driver-selectable.
---------------------------------------------------------------------------

    6. Axle Ratio--ratio of the speed of the drive shaft to the 
speed of the driven wheels
    7. Length--measured in inches; defined per SAE J1100, L103 
(Sept. 2005)
    8. Width--measured in inches; defined per SAE J1100, W116 (Sept. 
2005)
    9. Wheelbase--measured to the nearest tenth of an inch; defined 
per SAE J1100, L101 (Sept. 2005), and clarified above
    10. Track Width (front)--measured to the nearest tenth of an 
inch; defined per SAE J1100, W101-1 (Sept. 2005), and clarified 
above
    11. Track Width (rear)--measured to the nearest tenth of an 
inch; defined per SAE J1100, W101-2 (Sept. 2005), and clarified 
above
    12. Footprint--the product of average track width (measured in 
inches and rounded to the nearest tenth of an inch) times wheelbase 
(measured in inches and rounded to the nearest tenth of an inch) 
divided by 144 and then rounded to the nearest tenth of a square 
foot: Defined per 49 CFR 523.2.
    13. Base Tire--the tire specified as standard equipment by a 
manufacturer on each vehicle configuration of a model type; (e.g., 
275/40R17).
    14. Running Clearance--measured in centimeters; defined per 49 
CFR 523.2.
    15. Front Axle Clearance--measured in centimeters; defined per 
49 CFR 523.2.
    16. Rear Axle Clearance--measured in centimeters; defined per 49 
CFR 523.2.
    17. Approach Angle--measured in degrees; defined per 49 CFR 
523.2.
    18. Breakover Angle--measured in degrees; defined per 49 CFR 
523.2.
    19. Departure Angle--measured in degrees; defined per 49 CFR 
523.2.
    20. Curb Weight--total weight of vehicle including batteries, 
lubricants, and other expendable supplies but excluding the driver, 
passengers, and other payloads, measured in pounds; per SAE J1100 
(Sept. 2005).
    21. Test Weight--weight of vehicle as tested, including the 
driver, operator (if necessary), and all instrumentation (as per SAE 
J1263); measured in pounds.
    22. GCWR--Gross Combined Weight Rating, as defined per 49 CFR 
571.3, means the value specified by the manufacturer as the loaded 
weight of a combination vehicle, which is determined by the 
procedures and requirements found in SAE J2807.
    23. GVWR--Gross Vehicle Weight Rating; as defined per 49 CFR 
523.2 measured in pounds.
    24. Towing Capacity (Maximum)--measured in pounds.
    25. Payload--measured in pounds.
    26. Cargo volume behind the front row--measured in cubic feet, 
defined per Table 28 of SAE J1100 (Sept. 2005).
    27. Cargo volume behind the second row--measured in cubic feet, 
defined per Table 28 of SAE J1100 (Sept. 2005).
    28. Cargo volume behind the third row--measured in cubic feet, 
defined per Table 28 of SAE J1100 (Sept. 2005).
    29. Enclosed Volume--measured in cubic feet.
    30. Passenger Volume--measured in cubic feet; the volume 
measured using SAE J1100 as per EPA Fuel Economy regulations (40 CFR 
600.315-82, ``Classes of Comparable Automobiles''). This is the 
number that manufacturers calculate and submit to EPA.
    31. Cargo Volume Index--defined per Table 28 of SAE J1100 (Sept. 
2005).
    32. Luggage Capacity--measured in cubic feet; defined per SAE 
J1100, V1 (Sept. 2005).
    33. Seating (max)--number of usable seat belts before folding 
and removal of seats (where accomplished without special tools); 
provided in integer form.
    34. Number of Standard Rows of Seating--number of rows of seats 
that each vehicle comes with as standard equipment; provided in 
integer form (e.g., 1, 2, 3, 4, or 5).
    35. Frontal Area--a measure of the wind profile of the vehicle, 
typically calculated as the height times width of a vehicle body, 
e.g., 25 square feet.
    36. Aerodynamic Drag Coefficient, Cd--a dimensionless 
coefficient that relates the motion resistance force created by the 
air drag over the entire surface of a moving vehicle to the force of 
dynamic air pressure acting only over the vehicle's frontal area, 
e.g., 0.25.
    37. Base Tire Rolling Resistance, Crr--a 
dimensionless coefficient that relates the motion resistance force 
due to tire energy losses (e.g., deflection, scrubbing, slip, and 
air drag) to a vehicle's weight for the base tire (highest 
production volume tire) used in the laboratory fuel economy test 
(weighted FTP + highway), e.g., 0.0012 Normalized on (pound force/
1,000 pound) basis.
    38. Fuel Capacity--measured in gallons of diesel fuel or 
gasoline; MJ (LHV) of other fuels (or chemical battery energy).
    39. Electrical System Voltage--measured in volts, e.g., 12 volt, 
42 volts.
    40. Power Steering--H = hydraulic; E = electric; EH = electro-
hydraulic.
    41. Percent of Production Volume Equipped with air conditioning 
(A/C).
    42. A/C Refrigerant Type--e.g. HFC-134a; HFC-152a; 
CO2.
    43. A/C Refrigerant Quantity--measured in pounds.
    44. A/C Compressor Displacement--measured in cubic centimeters.
    45. A/C CARB or EPA credit--measured in grams per mile; g/mile 
CO2 equivalent as reportable under California ARB's AB 
1493 or EPA's GHG Regulation.
    46. N2O Emission Rate--measured in grams per mile; as 
reportable under California ARB's AB 1493 Regulation.
    47. CH4 Emission Rate--measured in grams per mile; as 
reportable under California ARB's AB 1493 Regulation.
    48. Estimated Total CARB Credits--measured in grams per mile; g/
mile CO2 equivalent as reportable under California ARB's 
AB 1493 Regulation.

E. Hybridization/Electrification

    1. Type of Hybrid/Electric vehicle--classified as MHEV = 12V 
micro hybrid, BISG = belt mounted integrated starter generator, CISG 
= crank mounted integrated starter generator, PSHEV = power-split 
hybrid, P2HEV = P2 hybrid, 2MHEV = 2-mode hybrid, PHEV = plug-in 
hybrid, EV = electric vehicle, H = hydraulic hybrid, P = pneumatic 
hybrid.
    2. Electrical Only Driving Range (for EV and Plug-in only)--
driving range powered by electric drive only--measured in miles. 
Please specify the basis for the range (e.g., combined city/highway 
test cycle).
    3. Petroleum Only Driving Range (for Plug-in only)--driving 
range powered by petroleum drivetrain only--measured in miles. 
Please specify the basis for the range (e.g., combined city/highway 
test cycle).
    4. Blended Driving Range (for HEV, PHEV and EV)--driving range 
with both electrical and petroleum powertrain measured in miles. 
Please specify the basis for the range (e.g., combined city/highway 
test cycle).

[[Page 80436]]

    5. Voltage (volts) or, for hydraulic hybrids, pressure (psi) of 
the vehicle.
    6. Battery Information--
    a. Battery Type--classification such as NiMH = Nickel Metal 
Hydride; Li-ion = Lithium Ion; Li-Air = Lithium Air.
    b. Battery 100% Discharge Energy--battery energy when the 
battery is 100% discharged, measured as kWh.
    c. Fraction of Useable Energy (%)--Percent of useable energy for 
the battery which should take into consideration of battery fade, 
temperature effect and other factors that have an effect on usage 
energy of the battery.
    d. Battery Chemistry for Cathode--Chemistries such as 
LiNi0.8Co0.15Al0.05O2(NCA
), LiFePO4(LFP), LiMn2O4 (MS), etc.
    e. Battery Chemistry for Anode--Chemistries such as Graphite, 
Amorphous carbon, Lithium titanate, Lithium alloys, Lithium Oxides, 
etc.
    f. Nominal Voltage for battery, measured as volts.
    g. Weight of All Battery Packs, measured as kg--Weight should 
include closure, cooling system, control system and ancillary 
systems.
    h. Battery Manufacturer.
    7. Power Electronics Information--
    a. Primary Motor Size, measured as kW.
    b. Secondary Motor Size, measured as kW.
    c. Primary Inverter size, measured as kW.
    d. Secondary Inverter size, measured as kW.
    8. Battery Only Range (charge depleting PHEV or EV)--measured in 
miles.
    9. Maximum Battery Only Vehicle Speed--measured in miles per 
hour; maximum speed at which a HEV/PHEV/EV can still operate solely 
on battery power measured on a flat road using the vehicle's FTP 
weight.
    10. Percentage of braking energy recovered and stored over 
weighted FTP + highway drive cycle.
    11. Percentage of maximum motive power provided by stored energy 
system.
    12. Electrified Accessories--list of electrified accessories; 
classified as WP = water (coolant) pump; OP = oil pump; AC = air 
conditioner compressor.

F. Energy Consumption \8\--of total fuel energy (higher heating value) 
consumed over FTP city and highway tests (each weighted as for items 5 
and 6 above), shares attributable to the following loss mechanisms, 
such that the sum of the shares equals one.
---------------------------------------------------------------------------

    \8\ 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 inform our 
estimates of 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 2025 time period; e.g., 2010, 2015, 2020, 
2025.
    10. Redesign Years--model years of most recent and future 
redesigns through the 2025 time period; e.g., 2012, 2017, 2022; 
where redesign means any change or combination of changes to a 
vehicle that would change its weight by 50 pounds or more or change 
its frontal area or aerodynamic drag coefficient by 2 percent or 
more.
    11. Employment Hours Per Vehicle--number of hours of U.S. labor 
applied per vehicle produced.
    H. The agency also requests that each manufacturer provide an 
estimate of its overall passenger car CAFE and light truck CAFE for 
each model year. This estimate should be included as an entry in the 
spreadsheets that are submitted to the agency.
    4. As applicable, please explain the differences between the 
product plans submitted in response to the 2009 product plan 
requests and the product plans being submitted in response to this 
request.
    5. Relative to MY 2009 levels, for MYs 2010-2025 please provide 
information, by carline and as an average effect on a manufacturer's 
entire passenger car fleet and by truckline and as an average effect 
on a manufacturer's entire light truck fleet, on the weight 
(increases or decreases) and/or fuel economy impacts of the 
following standards or equipment:
    A. FMVSS No. 214, Side Pole Impact.
    B. FMVSS No. 216, Roof Crush Resistance.
    C. FMVSS No. 226, Ejection Mitigation.
    D. FMVSS No. 111, Rear Detection System.
    E. Voluntary installation of safety equipment (e.g., forward 
collision warning); please provide the specific item(s)/system(s).
    F. Pedestrian Global Technical Regulation (GTR).
    G. Environmental Protection Agency regulations.
    H. California Air Resources Board requirements.
    I. Other applicable motor vehicle regulations affecting fuel 
economy. Please specify the regulations which affect the weight 
change.
    For the following questions, whenever RPE cost is requested, 
please also provide the RPE multiplier value assumed and whether the 
component is manufactured in-house or out-sourced.
    6. For each specific model (and model year if applicable) of 
respondent's passenger car and light truck fleets projected to 
implement one or more of the following and/or any other weight 
reduction methods:
    A. Substitution of materials;
    B. Use of new vehicle structural, system or component designs;
    C. ``Downsizing'' of existing vehicle design due to the 
downsizing of vehicle dimensions (interior and exterior) and/or 
footprint;
    D. ``Downsizing'' of existing vehicle design due to the 
downsizing of vehicle powertrain or component, i.e., secondary mass 
reduction.
    Please provide the following information:
    (i) description of the method, for example:

--For material substitution, substituting a composite body panel for 
a steel panel;
--For downsizing, reducing front, rear, or side overhang (the 
dimensions of the vehicle outside the ``footprint'' area), or 
reducing track width or wheelbase;
--For use of new vehicle, structural, system or component designs, 
replacing a 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 per vehicle incremental RPE cost (in 2009 dollars), 
averaged over the model, associated with the method;
    (vi) The total capital cost, in constant 2009 dollars, required 
to implement the method, please subdivide the cost into product 
development (R&D/ED&T) and capital investment (equipment, tolling 
plant/facilities, etc.) costs, indicate if these costs are included 
or amortized in the incremental RPE cost (v) above;
    (vii) The maximum production capacity, expressed in units of 
capacity per year, associated with the capital expenditure in (vi) 
above.
    (viii) The actual capacity and percent production implementation 
that is planned to be used each year and the reasons limiting the 
implementation of the method.
    (ix) The actual capacity and percent production implementation 
that is planned for vehicles for sale in the United States.
    7. For each specific model (and model year if applicable) of 
respondent's passenger car

[[Page 80437]]

and light truck fleets projected to implement one or more of the 
following and/or any other aerodynamic drag reduction methods:
    A. Revised exterior components (e.g., front fascia or side view 
mirrors)
    B. Addition of aerodynamic treatment, such as addition of 
underbody panels, usage of active grill shutter, etc
    C. Vehicle design changes (e.g., change in ride height or 
optimized cooling flow path)
    Please provide the following information:
    (i) Description of the method/aerodynamic change
    (ii) The percent reduction of the aerodynamic drag coefficient 
(Cd) and the Cd prior to the reduction, 
averaged over the model;
    (iii) The percent fuel economy improvement averaged over the 
model;
    (iv) The basis for your answer to (iii), (e.g., data from 
dynamometer tests conducted by respondent, wind tunnel testing, 
engineering analysis, computer simulation, reports of test by 
others);
    (v) The per vehicle incremental RPE cost (in 2009 dollars), 
averaged over the model, associated with the method;
    (vi) The total capital cost, in constant 2009 dollars, required 
to implement the method, subdivide the cost into product development 
(R&D/ED&T) and capital investment (equipment, tolling plant/
facilities, etc.) costs, indicate if these costs are included or 
amortized in the incremental RPE cost (v) above;
    (vii) The maximum production capacity, expressed in units of 
capacity per year, associated with the capital expenditure in (vi) 
above.
    (viii) The actual capacity and percent production implementation 
that is planned to be used each year and the reasons limiting the 
implementation of the method.
    (ix) The actual capacity and percent production implementation 
that is planned for vehicles for sale in the United States.
    8. For each specific model (and model year if applicable) of 
respondent's passenger car and light truck fleets projected to 
implement one or more of the following and/or any other A/C leakage 
reduction or A/C efficiency improvement methods:
    A. Low permeation hoses.
    B. Improved system fittings, connections and seals (including 
compressor shaft seal).
    C. Externally controlled fixed or variable displacement 
compressor.
    D. Automatic default to recirculated cabin air.
    E. Improved blower and fan motor controls.
    F. Electronic expansion valve.
    G. Improved-efficiency evaporators and condensers.
    H. Oil separator.
    Please provide the following information:
    (i) Description of the method, (e.g., implementation of 
electronic control valve).
    (ii) The g/mile CO2 equivalent as reportable under 
California ARB's AB 1493 Regulation, averaged over the model;
    (iii) The basis for your answer to (ii), (e.g., data from 
dynamometer tests conducted by respondent, engineering analysis, 
computer simulation, reports of test by others);
    (iv) The per vehicle incremental RPE cost (in 2009 dollars), 
averaged over the model, associated with the method;
    (v) The percent production implementation rate and the reasons 
limiting the implementation rate.
    9. Indicate any of your MYs 2010-2025 passenger car and light 
truck model types that have higher average test weights than 
comparable MY 2010 model types. Describe the reasons for any weight 
increases (e.g., increased option content, less use of premium 
materials) and provide supporting justification.
    10. Please provide your estimates of projected total industry 
U.S. passenger car sales and light truck sales, separately, for each 
model year from 2009 through 2025, inclusive.
    11. Please provide your company's assumptions for U.S. gasoline 
and diesel fuel prices during 2009 through 2025.
    12. Please provide projected production capacity available for 
the North American market (at standard production rates) for each of 
your company's passenger carline and light truckline designations 
during MYs 2010-2025.
    13. Please provide your estimate of production lead-time for new 
models, your expected model life in years, and the number of years 
over which tooling costs are amortized. Additionally, the agency is 
requesting that manufactures provide vehicle or design changes that 
characterize a freshening and those changes that characterize a 
redesign.

IV. Technologies, Cost and Potential Fuel Economy Improvements

    Spreadsheet templates for the tables mentioned in the following 
section can be found at http://www.nhtsa.gov/fuel-economy.
    1. The agency requests that manufacturers, for each passenger 
car and light truck model projected to be manufactured for US sale 
by respondent between MYs 2010-2025, provide the following 
information on new technology applications, including A/C 
technologies that will be eligible under EPA GHG standards.
    (i) Description of the nature of the technological improvement; 
including the vehicle's baseline technology that the technology 
replaces (e.g., 6-speed automatic transmission replacing a 4-speed 
automatic transmission)
    (ii) The percent fuel consumption improvement or the g/mile 
CO2 equivalent reduction for A/C technologies, averaged 
over the model; please indicate if the weight saving (or increase), 
associated with the implementation of the technology, is accounted 
for in the fuel economy improvement estimate.
    (iii) The basis for your answer to (ii), (e.g., data from 
dynamometer tests conducted by respondent, engineering analysis, 
computer simulation, reports of test by others);
    (iv) The per vehicle incremental RPE cost (in 2009 dollars), 
averaged over the model, associated with implementing the new 
technology in MY 2017 or the first MY of implementation;
    (v) The total capital cost, in constant 2009 dollars, required 
to implement the new technology, subdivide the cost into product 
development (R&D/ED&T) and capital investment (equipment, tolling 
plant/facilities, etc.) costs, indicate if these costs are included 
or amortized in the incremental RPE cost (iv) above;
    (vi) The maximum production capacity, expressed in units of 
capacity per year, associated with the capital expenditure in (v) 
above.
    (vii) The actual capacity and percent production implementation 
that is planned to be used each year and the reasons limiting the 
implementation of the new technology.
    (ix) The actual capacity and percent production implementation 
that is planned for vehicles for sale in the United States.
    In regards to costs, the agency is requesting information on 
cost reductions available through learning effects that are 
anticipated, from MY 2017 to MY 2025, so information should be 
provided regarding what the cost reductions associated with learning 
effects are, when and at what production volumes they occur, and to 
what degrees such learning is expected to be available.\9\ The 
agency is also asking that the indirect cost or retail price 
equivalent markup factor (used to determine the indirect cost 
estimates) is stated in the response.
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    \9\ ``Learning effects'' describes the reduction in unit 
production costs as a function of accumulated production volume and 
small redesigns that reduce costs. Applying learning effects, or 
``curves,'' requires estimates of three parameters: (1) The initial 
production volume that must be reached before cost reductions begin 
to be realized (referred to as ``threshold volume''); (2) the 
percent reduction in average unit cost that results from each 
successive doubling of cumulative production volume (usually 
referred to as the ``learning rate''); and (3) the initial cost of 
the technology.
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    2. Additionally, the agency requests that manufacturers and 
other interested parties provide the same information, as requested 
above, for the technologies listed in the following tables and any 
other potential technologies that may be implemented to improve fuel 
economy. These potential technologies can be inserted into 
additional rows at the end of each table. Examples of other 
potential technologies could include but are not limited to: 
Homogenous Charge Compression Ignition (HCCI), Electric Vehicle (EV) 
and Fuel Cell Vehicle specific technologies. In an effort to 
standardize the information received the agency requests that if 
possible respondents fill in the following tables:
    Table IV-1 with estimates of the model year of availability for 
each technology listed and any other identified technology.
    Table IV-2 with estimated phase-in rates \10\ by year for each 
technology listed and any other additional technologies. 
Engineering, planning and financial constraints can prohibit many 
technologies from being applied across an entire fleet of vehicles 
within a year, so the agency requests

[[Page 80438]]

information on possible constraints on the rates at which each 
technology can penetrate a manufacturer's fleet.
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    \10\ In NHTSA's 2006 rulemaking establishing CAFE standards for 
MY 2008-2011 light trucks, the agency considered phase-in caps by 
ceasing to add a given technology to a manufacturer's fleet in a 
specific model year once it has increased the corresponding 
penetration rate by at least the amount of the cap. Having done so, 
it applied other technologies in lieu of the ``capped'' technology.
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    Tables IV-3a, b and IV-4a, b with estimates for incremental RPE 
costs (in 2009 dollars) and incremental fuel consumption reductions 
for each technology listed and any other additional technologies. 
These estimates, for the technologies already listed, should assume 
that the preceding technologies, as defined by the decision trees in 
Appendix B, have already been applied and/or will be superseded. The 
agency is requesting that respondents fill in incremental RPE costs 
and fuel consumption reductions estimates for all vehicle subclasses 
listed. If a respondent feels that the incremental RPE cost and fuel 
consumption reduction estimates are similar for different subclasses 
they may combine subclasses.
    Table IV-5 with estimates for the percentage by which each 
technology reduces energy losses attributable to each of nine energy 
loss mechanisms.
    Tables IV-6a, b with estimates for synergies \11\ that ca