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Pages 1-14

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From page 1...
... CONSUMPTION NHTSA is responsible for fuel economy standards and, together with the US Environmental Protection Agency The committee's report discusses a wide range of tech(EPA) , has been progressively tightening Corporate Aver- nologies and opportunities for reducing fuel consumption age Fuel Economy (CAFE)
From page 2...
... It shows the official EPA certification fuel economy ESTIMATED FUEL CONSUMPTION values compared to CAFE targets for particular vehicles REDUCTIONS AND COST given their respective footprints. These vehicles have already A central task for the committee was to develop estimates incorporated some of the technologies identified by NHTSA of the cost and potential fuel consumption reductions for and represent a range of technologies and powertrains in the technologies that might be employed from 2020 to 2030.
From page 3...
... the Agencies' costs and effectiveness values for a wide array Tables S.1 and S.2 show the committee's estimates of of technologies, in some cases the committee developed esfuel consumption benefits and direct manufacturing costs for timates that significantly differed from the Agencies' values. technologies.
From page 4...
... VVA N/A N/A 3.2 Baseline for OHV Stoichiometric Gasoline Direct Injection SGDI 1.5 1.5 1.5 Previous Tech Turbocharging and Downsizing Level 1 - 18 bar BMEP TRBDS1 7.7 - 8.3 7.3 - 7.8 6.8 - 7.3 Previous Tech 33%DS Turbocharging and Downsizing Level 2 - 24 bar BMEP TRBDS2 3.2 - 3.5 3.3 - 3.7 3.1 - 3.4 Previous Tech 50%DS Cooled EGR Level 1 - 24 bar BMEP, 50% DS CEGR1 3.0 - 3.5 3.1 - 3.5 3.1 - 3.6 Previous Tech Cooled EGR Level 2 - 27 bar BMEP, 56% DS CEGR2 1.4 1.4 1.2 Previous Tech   Other Technologies    By 2025: Compression Ratio Increase (with regular fuel) CRI-REG 3.0 3.0 3.0 Baseline Compression Ratio Increase (with higher octane regular fuel)
From page 5...
... Improved Accessories - Level 2 (Mild regen alt strategy, IACC2 2.4 2.6 2.2 Previous Tech Intelligent cooling) Hybrid Technologies Abbreviation Most Likely Most Likely Most Likely Relative To   NHTSA Technologies Stop-Start (12V Micro-Hybrid)
From page 6...
...    20 - 25% Mass Reduction 3.47 3.47 2.46 Previous MR 0 - 25% Mass Reduction (Carbon Fiber Composite Body) MR25 15.26 15.26 11.22 Baseline    Summary - Mass Reduction Relative to Baseline 0 - 2.5% Mass Reduction MR2.5 0.80 0.80 0.85 Baseline 0 - 5% Mass Reduction MR5 1.60 1.60 1.69 Baseline 0 - 10% Mass Reduction MR10 6.10 6.10 4.49 Baseline 0 - 15% Mass Reduction MR15 9.15 9.15 6.73 Baseline 0 - 20% Mass Reduction MR20 12.21 12.21 8.98 Baseline 0 - 25% Mass Reduction MR25 15.26 15.26 11.22 Baseline Low Rolling Resistance Tires - Level 1 (10% Reduction)
From page 7...
... DOHC VVT- Dual Cam Phasing DCP 27 - 31 61 - 69 31 - 36 Previous Tech Discrete Variable Valve Lift DVVL 99 - 114 143 - 164 N/A Previous Tech Continuously Variable Valve Lift CVVL 49 - 56 128 - 147 N/A Previous Tech Cylinder Deactivation DEACD N/A 118 133 Previous Tech Variable Valve Actuation (CCP + DVVL) VVA N/A N/A 235 - 271 Baseline for OHV Stoichiometric Gasoline Direct Injection SGDI 164 246 296 Previous Tech Turbocharging and Downsizing Level 1 - 18 bar BMEP TRBDS1 245 - 282 -110 to -73 788 - 862 Previous Tech 33%DS   V6 to I4 and V8 to V6 -396*
From page 8...
... Improved Accessories - Level 2 (Mild regen alt strategy, IACC2 37 37 37 Previous Tech Intelligent cooling) Hybrid Technologies Abbreviation Most Likely Most Likely Most Likely Relative To   NHTSA Technologies Stop-Start (12V Micro-Hybrid)
From page 9...
... SHEV2-PS 2,671 2,889 N/A Baseline Plug-in Hybrid - 40 mile range PHEV40 8,325 - 9,672 11,189 - 13,135 N/A Baseline Electric Vehicle - 75 mile EV75 8,451 - 8,963 11,025 - 11,929 N/A Baseline Electric Vehicle - 100 mile EV100 9,486 11,971 N/A Baseline Electric Vehicle - 150 mile EV150 12,264 14,567 N/A Baseline   Other Technologies Fuel Cell Electric Vehicle FCEV N/A N/A N/A Vehicle Technologies Abbreviation Most Likely Most Likely Most Likely Relative To   NHTSA Technologies   Without Engine Downsizing 0 - 2.5% Mass Reduction (Design Optimization) MR2.5 0 - 22 0 - 28 0 - 39 Baseline   2.5 - 5% Mass Reduction 0 - 66 0 - 85 0 - 112 Previous MR 0 - 5% Mass Reduction (Material Substitution)
From page 10...
... While the committee agreed with the Agencies' fuel committee notes that the cost and effectiveness of SI engine consumption reduction estimates, it found that the current technologies are complicated by several factors: the limita- EPA fuel economy certification data did not bear this out. tions on compression ratio due to currently available octane However, in the future, CI engines will have even lower levels; the tradeoffs between drivability and fuel economy; fuel consumption, most likely from applying higher levels and the impact of power-to-weight ratio on effectiveness.
From page 11...
... The commit tee considered mass reduction, aerodynamics, tires, vehicle accessories (such as power steering and heating/air condiTRANSMISSIONS tioning systems) and the rapidly developing area of vehicle Transmission design reduces fuel consumption through automation systems.
From page 12...
... . Even with additional mass required for safety improvements, the industry is likely to implement mass reduction of 10 to COST AND MANUFACTURING CONSIDERATIONS 20 percent in passenger vehicles, which is higher than what is in the Agencies' compliance demonstration path.
From page 13...
... The 2017-2025 CAFE/GHG standards use sumer response is likely diverse, but the committee finds that a variety of incentives to spur production of alternative fuel manufacturers perceive that consumers require relatively vehicles including natural gas and electric vehicles, which short payback periods of one to four years for fuel economy have potential for greatly reduced oil use. These incentives improvements.
From page 14...
... . Permanent regulatory treatment of alternative fuel vehicles should be commensurate with their well-to-wheels GHG and petroleum reduction benefits (Recommendation 10.6)


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