Cost, Effectiveness, and Deployment of Fuel Economy Technologies for Light-Duty Vehicles (2015)
Chapter: Appendix U: SI Engine Pathway NHTSA Estimates Direct Manufacturing Costs and Total Costs
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Suggested Citation:
"Appendix U: SI Engine Pathway NHTSA Estimates Direct Manufacturing Costs and Total Costs." National Research Council. 2015. Cost, Effectiveness, and Deployment of Fuel Economy Technologies for Light-Duty Vehicles. Washington, DC: The National Academies Press.
doi: 10.17226/21744.
SI Engine Pathway – NHTSA Estimates – Direct Manufacturing Costs and Total Costs
| SI Engine Pathway - NHTSA Estimates - Direct Manufacturing Costs | |||||||||||
| NHTSA Cost Estimates | |||||||||||
| Possible Technologies | NHTSA % FC Reduction | FC Reduction Multiplier | Cumulative FC Reduction Multiplier | FC (gal/100mi) | Cumulative Percent FC Reduction Multiplier | Unadj. Combined MPG | 2017 | 2020 | 2025 | 2017 Cost/Percent FC Reduction ($/%) | Cumulative Cost |
| Null Vehiclea | 1.000 | 1.000 | 3.240 | 0.0% | 30.9 | 0 | |||||
| Intake Cam Phasing ICP |
2.6% | 0.974 | 0.974 | 3.156 | 2.6% | 31.7 | $37 | $35 | $31 | $14.23 | $31 |
| Dual Cam Phasing DCP (vs. ICP) |
2.5% | 0.975 | 0.950 | 3.077 | 5.0% | 32.5b | $31 | $29 | $27 | $12.40 | $58 |
| 2008 Example Vehicle | |||||||||||
| Low Rolling Resistance Tires - 1 ROLL1 |
1.9% | 0.981 | 0.932 | 3.018 | 6.8% | 33.1 | $5 | $5 | $5 | $2.63 | $63 |
| Low Friction Lubricants - 1 LUB1 |
0.7% | 0.993 | 0.925 | 2.997 | 7.5% | 33.4 | $3 | $3 | $3 | $4.29 | $66 |
| 6 Speed Automatic Transmissionb 6 SP AT with Improved Internals IATC |
1.6% | 0.984 | 0.910 | 2.949 | 9.0% | 33.9 | $37 | $34 | $31 | $23.13 | $97 |
| Aero Drag Reduction - 1 AERO1 |
2.3% | 0.977 | 0.889 | 2.882 | 11.1% | 34.7 | $39 | $37 | $33 | $16.96 | $130 |
| Engine Friction Reduction - 1 EFR1 |
2.6% | 0.974 | 0.866 | 2.807 | 13.4% | 35.6 | $48 | $48 | $48 | $18.46 | $178 |
| Improved Accessories - 1 IACC1 |
1.2% | 0.988 | 0.856 | 2.773 | 14.4% | 36.1 | $71 | $69 | $60 | $59.17 | $238 |
| Electric Power Steering EPS |
1.3% | 0.987 | 0.845 | 2.737 | 15.5% | 36.5 | $87 | $82 | $74 | $66.92 | $312 |
| 2016 Target 36.6 mpg | |||||||||||
| Mass Reduction - 1 MR1 (1.5%) (-53 lbs) |
0.5% | 0.995 | 0.840 | 2.723 | 16.0% | 36.7 | $3 | $3 | $3 | $6.00 | $315 |
| Discrete Variable Valve Lift DVVL |
3.6% | 0.964 | 0.810 | 2.625 | 19.0% | 38.1 | $116 | $109 | $99 | $32.22 | $414 |
| Mass Reduction - 2 MR2 (3.5%) (-70 lbs = 123 lbs-53 lbs) |
0.7% | 0.993 | 0.805 | 2.607 | 19.5% | 38.4 | $27 | $25 | $22 | $38.57 | $436 |
Suggested Citation:
"Appendix U: SI Engine Pathway NHTSA Estimates Direct Manufacturing Costs and Total Costs." National Research Council. 2015. Cost, Effectiveness, and Deployment of Fuel Economy Technologies for Light-Duty Vehicles. Washington, DC: The National Academies Press.
doi: 10.17226/21744.
| SI Engine Pathway - NHTSA Estimates - Direct Manufacturing Costs | |||||||||||
| NHTSA Cost Estimates | |||||||||||
| Possible Technologies | NHTSA % FC Reduction | FC Reduction Multiplier | Cumulative FC Reduction Multiplier | FC (gal/100mi) | Cumulative Percent FC Reduction Multiplier | Unadj. Combined MPG | 2017 | 2020 | 2025 | 2017 Cost/Percent FC Reduction ($/%) | Cumulative Cost |
| Stoichiometric Gasoline Direct Injection SGDI (Required for TRBDS) |
1.5% | 0.985 | 0.792 | 2.568 | 20.8% | 38.9 | $192 | $181 | $164 | $128.00 | $600 |
| Turbocharging & Downsizing - 1 (I-4 to I-4) TRBDS1 33% DS 18 bar BMEP |
8.3% | 0.917 | 0.727 | 2.355 | 27.3% | 42.5 | $288 | $271 | $245 | $34.70 | $845 |
| Turbocharging & Downsizing - 2 (I-4 to I-3) TRBDS2 50% DS 24 bar BMEP |
3.5% | 0.965 | 0.701 | 2.272 | 29.9% | 44.0 | –$92 | –$89 | –$82 | –$26.29 | $763 |
| 8 Speed Automatic Transmissionb 8 SP AT |
3.9% | 0.961 | 0.674 | 2.184 | 32.6% | 45.8 | $56 | $53 | $47 | $14.36 | $810 |
| Shift Optimizerb SHFTOPT |
2.8% | 0.972 | 0.655 | 2.122 | 34.5% | 47.1 | $1 | $1 | $0 | $0.36 | $810 |
| Improved Accessories - 2 IAAC2 |
2.4% | 0.976 | 0.639 | 2.071 | 36.1% | 48.3 | $43 | $40 | $37 | $17.92 | $847 |
| Low Rolling Resistance Tires ROLL2 |
2.0% | 0.980 | 0.627 | 2.030 | 37.3% | 49.3 | $58 | $46 | $31 | $29.00 | $878 |
| Aero Drag Reduction - 2 AERO2 |
2.5% | 0.975 | 0.611 | 1.979 | 38.9% | 50.5 | $117 | $110 | $100 | $46.80 | $978 |
| High Efficiency Transmission HETRANS |
2.7% | 0.973 | 0.594 | 1.926 | 40.6% | 51.9 | $202 | $184 | $163 | $74.81 | $1,141 |
| Low Friction Lub - 2 & Engine Friction Red - 2 LUB2_EFR2 |
1.3% | 0.987 | 0.587 | 1.901 | 41.3% | 52.6 | $51 | $51 | $51 | $39.23 | $1,192 |
| Cooled EGR - 1 CEGR1 50% DS 24 bar BMEP |
3.5% | 0.965 | 0.566 | 1.834 | 43.4% | 54.5 | $212 | $199 | $180 | $60.57 | $1,372 |
| 2025 Target 54.2 mpg | |||||||||||
| Stop-Start SS |
2.1% | 0.979 | 0.554 | 1.796 | 44.6% | 55.7 | $287 | $261 | $225 | $136.67 | $1,597 |
| Continuously Variable Valve Lift CVVL (vs. DVVL) |
1.0% | 0.990 | 0.549 | 1.778 | 45.1% | 56.2 | $58 | $55 | $49 | $58.00 | $1,646 |
| Cylinder Deactivation DEACD |
0.0% | 1.000 | 0.549 | 1.778 | 45.1% | 56.2 | $1,646 | ||||
| Cooled EGR - 2 (I-3 to I-3) CEGR2 56% DS 27 bar BMEP |
1.4% | 0.986 | 0.541 | 1.753 | 45.9% | 57.0 | $364 | $343 | $310 | $260.00 | $1,956 |
| Totals | |||||||||||
| Relative to Null Vehicle | 45.9% | 0.541 | $2,341 | $2,185 | $1,956 | $51.00 | |||||
| Null Vehicle - 2008 MY Vehicle | 5.0% | 0.950 | $68 | $64 | $58 | $13.51 | |||||
| 2008 MY Vehicle - 2016 MY | 11.1% | 0.889 | $290 | $278 | $254 | ||||||
| 2017 MY- 2025 MY | 33.0% | 0.670 | $1,274 | $1,184 | $1,060 | $38.63 | |||||
| Beyond 2025 MY | 4.4% | 0.956 | $709 | $659 | $584 | $159.83 | |||||
a Null vehicle: I4, DOHC, naturally aspirated, 4 valves/cylinder PFI fixed valve timing and 4 speed AT.
b An example midsize car in 2008 was 46.64 sq ft and had a fuel economy of 32.5 mpg. Its standard for MY2016 would be 36.6 mpg and for MY2025 would be 54.2 mpg.
c These technologies have transmission synergies included.
Suggested Citation:
"Appendix U: SI Engine Pathway NHTSA Estimates Direct Manufacturing Costs and Total Costs." National Research Council. 2015. Cost, Effectiveness, and Deployment of Fuel Economy Technologies for Light-Duty Vehicles. Washington, DC: The National Academies Press.
doi: 10.17226/21744.
| SI Engine Pathway - NHTSA Estimates - Total Costs | |||||||||||
| NHTSA Cost Estimates | |||||||||||
| Possible Technologies | NHTSA % FC Reduction | FC Reduction Multiplier | Cumulative FC Reduction Multiplier | FC (gal/100mi) | Cumulative Percent FC Reduction Multiplier | Unadj. Combined MPG | 2017 | 2020 | 2025 | 2017 Cost/Percent FC Reduction ($/%) | Cumulative Cost |
| Intake Cam Phasing ICP |
2.6% | 0.974 | 0.974 | 3.156 | 2.6% | 31.7 | $46 | $42 | $39 | $17.69 | $39 |
| Dual Cam Phasing DCP (vs. ICP) |
2.5% | 0.975 | 0.950 | 3.077 | 5.0% | 32.5b | $49 | $42 | $39 | $19.60 | $78 |
| 2008 Example Vehicle | |||||||||||
| Low Rolling Resistance Tires - 1 ROLL1 |
1.9% | 0.981 | 0.932 | 3.018 | 6.8% | 33.1 | $7 | $6 | $6 | $3.68 | $84 |
| Low Friction Lubricants - 1 LUB1 |
0.7% | 0.993 | 0.925 | 2.997 | 7.5% | 33.4 | $4 | $4 | $4 | $5.74 | $88 |
| 6 Speed Automatic Transmissionc 6 SP AT with Improved Internals IATC |
1.6% | 0.984 | 0.910 | 2.949 | 9.0% | 33.9 | $54 | $48 | $44 | $33.75 | $132 |
| Aero Drag Reduction - 1 AERO1 |
2.3% | 0.977 | 0.889 | 2.882 | 11.1% | 34.7 | $49 | $45 | $41 | $21.27 | $173 |
| Engine Friction Reduction - 1 EFR1 |
2.6% | 0.974 | 0.866 | 2.807 | 13.4% | 35.6 | $59 | $57 | $57 | $22.69 | $230 |
| Improved Accessories - 1 IACC1 |
1.2% | 0.988 | 0.856 | 2.773 | 14.4% | 36.1 | $89 | $81 | $75 | $74.16 | $305 |
| Electric Power Steering EPS |
1.3% | 0.987 | 0.845 | 2.737 | 15.5% | 36.5 | $109 | $100 | $92 | $84.17 | $397 |
| 2016 Target 36.6 mpg | |||||||||||
| Mass Reduction - 1 MR1 (1.5%) (-53 lbs) |
0.5% | 0.995 | 0.840 | 2.723 | 16.0% | 36.7 | $4 | $3 | $3 | $8.00 | $400 |
| Discrete Variable Valve Lift DVVL |
3.6% | 0.964 | 0.810 | 2.625 | 19.0% | 38.1 | $163 | $144 | $133 | $45.28 | $533 |
| Mass Reduction - 2 MR2 (3.5%) (-70 lbs = 123 lbs-53 lbs) |
0.7% | 0.993 | 0.805 | 2.607 | 19.5% | 38.4 | $34 | $30 | $27 | $48.57 | $560 |
| Stoichiometric Gasoline Direct Injection SGDI (Required for TRBDS) |
1.5% | 0.985 | 0.792 | 2.568 | 20.8% | 38.9 | $277 | $244 | $226 | $184.67 | $786 |
| Turbocharging & Downsizing - 1 (I-4 to I-4) TRBDS1 33% DS 18 bar BMEP |
8.3% | 0.917 | 0.727 | 2.355 | 27.3% | 42.5 | $482 | $415 | $388 | $58.07 | $1,174 |
| Turbocharging & Downsizing - 2 (I-4 to I-3) TRBDS2 50% DS 24 bar BMEP |
3.5% | 0.965 | 0.701 | 2.272 | 29.9% | 44.0 | $26 | $19 | $5 | $7.43 | $1,179 |
| 8 Speed Automatic Transmissionc 8 SP AT |
3.9% | 0.961 | 0.674 | 2.184 | 32.6% | 45.8 | $80 | $71 | $66 | $20.51 | $1,245 |
| Shift Optimizerc SHFTOPT |
2.8% | 0.972 | 0.655 | 2.122 | 34.5% | 47.1 | $2 | $2 | $0 | $0.71 | $1,245 |
| Improved Accessories - 2 IAAC2 |
2.4% | 0.976 | 0.639 | 2.071 | 36.1% | 48.3 | $54 | $50 | $45 | $22.57 | $1,290 |
| Low Rolling Resistance Tires ROLL2 |
2.0% | 0.980 | 0.627 | 2.030 | 37.3% | 49.3 | $66 | $54 | $38 | $33.00 | $1,328 |
| Aero Drag Reduction - 2 AERO2 |
2.5% | 0.975 | 0.611 | 1.979 | 38.9% | 50.5 | $164 | $157 | $135 | $65.78 | $1,463 |
| High Efficiency Transmission HETRANS |
2.7% | 0.973 | 0.594 | 1.926 | 40.6% | 51.9 | $251 | $233 | $202 | $92.91 | $1,665 |
Suggested Citation:
"Appendix U: SI Engine Pathway NHTSA Estimates Direct Manufacturing Costs and Total Costs." National Research Council. 2015. Cost, Effectiveness, and Deployment of Fuel Economy Technologies for Light-Duty Vehicles. Washington, DC: The National Academies Press.
doi: 10.17226/21744.
| SI Engine Pathway - NHTSA Estimates - Total Costs | |||||||||||
| NHTSA Cost Estimates | |||||||||||
| Possible Technologies | NHTSA % FC Reduction | FC Reduction Multiplier | Cumulative FC Reduction Multiplier | FC (gal/100mi) | Cumulative Percent FC Reduction Multiplier | Unadj. Combined MPG | 2017 | 2020 | 2025 | 2017 Cost/Percent FC Reduction ($/%) | Cumulative Cost |
| Low Friction Lub - 2 & Engine Friction Red - 2 LUB2_EFR2 |
1.3% | 0.987 | 0.587 | 1.901 | 41.3% | 52.6 | $63 | $65 | $60 | $48.46 | $1,725 |
| Cooled EGR - 1 CEGR1 50% DS 24 bar BMEP |
3.5% | 0.965 | 0.566 | 1.834 | 43.4% | 54.5 | $305 | $292 | $249 | $87.14 | $1,974 |
| 2025 Target 54.2 mpg | |||||||||||
| Stop-Start SS |
2.1% | 0.979 | 0.554 | 1.796 | 44.6% | 55.7 | $401 | $346 | $308 | $190.95 | $2,282 |
| Continuously Variable Valve Lift CVVL (vs. DVVL) |
1.0% | 0.990 | 0.549 | 1.778 | 45.1% | 56.2 | $81 | $72 | $67 | $81.00 | $2,349 |
| Cylinder Deactivation DEACD |
0.0% | 1.000 | 0.549 | 1.778 | 45.1% | 56.2 | $2,349 | ||||
| Cooled EGR - 2 (I-3 to I-3) CEGR2 56% DS 27 bar BMEP |
1.4% | 0.986 | 0.541 | 1.753 | 45.9% | 57.0 | $525 | $503 | $429 | $374.82 | $2,778 |
| Totals | |||||||||||
| Relative to Null Vehicle | 45.9% | 0.541 | $3,445 | $3,125 | $2,778 | $75.05 | |||||
| Null Vehicle - 2008 MY Vehicle | 5.0% | 0.950 | $95 | $84 | $78 | $18.87 | |||||
| 2008 MY Vehicle - 2016 MY | 11.1% | 0.889 | $371 | $341 | $319 | ||||||
| 2017 MY- 2025 MY | 33.0% | 0.670 | $1,971 | $1,779 | $1,577 | $59.78 | |||||
| Beyond 2025 MY | 4.4% | 0.956 | $1,007 | $921 | $804 | $226.96 | |||||
a Null vehicle: I4, DOHC, naturally aspirated, 4 valves/cylinder PFI fixed valve timing and 4 speed AT.
b An example midsize car in 2008 was 46.64 sq ft and had a fuel economy of 32.5 mpg. Its standard for MY2016 would be 36.6 mpg and for MY2025 would be 54.2 mpg.
c These technologies have transmission synergies included.
Suggested Citation:
"Appendix U: SI Engine Pathway NHTSA Estimates Direct Manufacturing Costs and Total Costs." National Research Council. 2015. Cost, Effectiveness, and Deployment of Fuel Economy Technologies for Light-Duty Vehicles. Washington, DC: The National Academies Press.
doi: 10.17226/21744.
Suggested Citation:
"Appendix U: SI Engine Pathway NHTSA Estimates Direct Manufacturing Costs and Total Costs." National Research Council. 2015. Cost, Effectiveness, and Deployment of Fuel Economy Technologies for Light-Duty Vehicles. Washington, DC: The National Academies Press.
doi: 10.17226/21744.
Suggested Citation:
"Appendix U: SI Engine Pathway NHTSA Estimates Direct Manufacturing Costs and Total Costs." National Research Council. 2015. Cost, Effectiveness, and Deployment of Fuel Economy Technologies for Light-Duty Vehicles. Washington, DC: The National Academies Press.
doi: 10.17226/21744.
Suggested Citation:
"Appendix U: SI Engine Pathway NHTSA Estimates Direct Manufacturing Costs and Total Costs." National Research Council. 2015. Cost, Effectiveness, and Deployment of Fuel Economy Technologies for Light-Duty Vehicles. Washington, DC: The National Academies Press.
doi: 10.17226/21744.
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