Automotive News - November 10, 2008 - (Page 20) 20 • NOVEMBER 10, 2008 INSIGHT Adding up the tab for fuel economy The government is here to help you figure out what better mileage will cost. The National Highway Traffic Safety Administration has estimated the fuel savings and cost per vehicle of various fuel-reducing technologies. It used data from the EPA, National Academy of Sciences, manufacturers, suppliers and other sources. Here is what NHTSA says you will get from some of the gasoline-saving technologies in the pipeline and what you’ll pay. Gains per dollar Boosting mpg won’t be cheap. So which technologies give the best bang for the buck? Here is a ranking based on government data, computed to show how much each technology costs per 1% gain in fuel efficiency. The computations assume the technologies are applied to a vehicle with a V-6 engine and a 4-speed automatic transmission. These are only approximations; costs vary by the size of the vehicle and other factors. COST PER VEHICLE* MPG GAIN COST PER 1% GAIN IN MPG** Engine technologies Low-friction lubricants. Most 201115 vehicles are expected to use 5W-30 motor oil, and some will use less viscous oils such as 5W-20 or 0W-2 to reduce cold-start friction. NHTSA estimates fuel consumption could be reduced by 0.5 percent at an incremental cost of $3 a vehicle. Reducing engine friction. Friction drains energy. Anti-friction steps include crankshaft design, better material coatings, material substitution, piston surface treatments and better thermal management. NHTSA estimates friction reduction could reduce fuel consumption 1 to 3 percent at a cost of up to $21 a cylinder. Cylinder deactivation. This shuts off fuel to half of the cylinders when the engine is running under a light load. NHTSA estimates the reduction in fuel consumption at 4.5 to 6 percent at a cost of $203 to $229. Gasoline direct injection. Gasoline is injected under high pressure into the combustion chamber of each cylinder rather than the intake port in a fuel injection system. The result is reduced fuel consumption and emissions, especially when the engine is cold. NHTSA estimates the fuel savings at 1 to 2 percent at a cost of $122 to $525. Smaller-displacement engines, turbocharging. A turbocharged four-cylinder engine can offer the power of a Low rolling-resistance tires Low-friction lubricants Aggressive shift logic Cylinder deactivation Reduced engine friction 6-speed automatic transmission Engine accessory improvement Electric power steering Smaller displacement Engine+turbocharging Stop-start Gasoline direct injection *Unless otherwise noted $6 $3 $38 $203-$229 $21/cylinder $161-$262 $124-$166 $118-$197 1-2% 0.5% 1-2% 4.5-6% 1-3% 3-5% 1-2% 1.5-2% $3 $6 $19 $38 $42 $52 $83 $99 $108 $200 $263 earlier and inhibit downshifts under some conditions. NHTSA estimates a 1 to 2 percent fuel savings for $38. Continuously variable transmission. This transmission uses a belt rather than gears. The main advantage is that the engine can operate at its most efficient point since there are no fixed gear ratios. NHTSA estimates the fuel economy savings at 3.5 percent compared with a five-speed automatic, with a cost of $100 to $139. Hybrid technologies Integrated starter-alternator with idle-off. The system, also known as stop-start, shuts off the engine when the vehicle is at idle. The engine restarts when the driver’s foot comes off the brake pedal. Electric power steering and an auxiliary transmission pump are required. NHTSA estimates a 5 to 10 percent reduction in fuel consumption. Hall estimates the fuel saving could be higher, depending on the vehicle. For some automakers, this might be the least expensive method to meet some of the corporate average fuel economy regulations, Hall says. “If you don’t have money to build the new lighter, smaller version of the vehicle, in some cases you may be almost obligated to do that to get manageable CAFE numbers,” he says. Hall estimates the system used in the 2009 Chevrolet Malibu hybrid costs “around $1,800 to $2,000,” for example. That’s expensive, but few other technologies for a standard gasoline engine yield as large a gain in fuel efficiency. Hybrid. The system uses two electric motors and a gasoline or diesel engine. Electric power drives the vehicle to a prescribed speed, then the engine kicks in. The engine also shuts off at idle. NHTSA estimates the reduction in fuel consumption at 25 to 40 percent. Hall estimates Toyota’s hybrid system to be in the $3,000 to $120-$810 5-7.5% $1,800-$2,000 5-10% $122-$525 1-2% $4,000 range, and GM’s to be in the $4,000 to $4,500 range. Toyota’s costs less because its higher volumes give it economies of scale. Plug-in hybrid. General Motors’ Chevrolet Volt is expected to go on sale in November 2010. An electric motor drives the wheels. A small gasoline engine is connected to a generator, which recharges the lithium ion battery pack. GM is aiming for a maximum of 40 miles on electricity with a potential vehicle sticker of about $40,000. Toyota’s plug-in hybrid will be less expensive, but the battery-only range will be 10 miles. The automaker has not given any hints on the possible sticker price. NHTSA estimates the cost of a plugin hybrid to be as high as $10,200. Hall says it’s impossible to predict the cost of the lithium ion battery pack since production has yet to begin. Other technologies Tires with less rolling resistance. Tire characteristics such as materials, construction and tread design influence durability, traction control, vehicle handling, comfort and rolling resistance. According to a NHTSA report, a 10 percent reduction in rolling resistance can provide a 1 to 2 percent increase in fuel economy. The per-car increase is about $6. Electric power steering. Electric, rather than hydraulic, power steering draws energy only when the wheels are being turned. NHTSA estimates a reduction in fuel consumption of 1.5 to 2 percent at a cost of $118 to $197. Engine accessory improvement. The alternator and coolant and oil pumps usually are driven by a belt. Using electrically operated devices not connected to a belt reduces engine load. NHTSA estimates that such upgrades could reduce fuel consumption 1 to 2 percent at a cost of $124 to $166. — Rick Kranz **Based on the highest cost and the largest potential percentage gain Combined cost and benefits of going from a 4-speed to a 5-speed and then from a 5-speed to a 6speed Source: National Highway Traffic Safety Administration, 2953 Analytics, Automotive News six-cylinder engine with nearly the fuel economy of a four. NHTSA estimates the cost for turbocharging and downsizing an engine at $120 to $810. The fuel savings is 5 to 7.5 percent. Ford Motor Co.’s downsized EcoBoost engines combine direct injection and turbocharging for up to 20 percent better fuel economy. Then it adds more speeds to its transmissions, electric power steering, weight reduction and aerodynamics to push the gains up towards 30 percent, depending on the model. Transmission technologies Five-speed automatic transmission. An additional gear can lower the engine speed at a given road speed. NHTSA estimates the reduction in fuel consumption at 2.5 percent compared with a four-speed. The estimated cost over a four-speed automatic is $76 to $167. But the cost “can be as little as $25” a car, including initial investment, says Jim Hall, director of industry analysis at 2953 Analytics. “That is probably a price you can hide, you can get the customer to pay for.” Six-speed automatic transmission. “You are talking maybe as much as $85, $95 per car” above the cost of a five-speed automatic, Hall says. NHTSA estimates a 0.5 to 2.5 percent fuel savings. Aggressive shift logic. This reprograms the transmission to upshift “PUMP MORE PROFITS INTO YOUR TIRES” Fight recession with inflation! PurigeN98 tire inflation pumps 98% pure nitrogen into your customers’ tires while pumping more profits into your business. COST Splitting car, battery deals may cut outlay continued from Page 17 Your customers will benefit, too! Higher gas mileage and lower greenhouse gases. Greater performance for a much smoother ride. More safety due to better braking and handling. Proper inflation and less oxidation for increased tire wear. be significantly higher than today’s batteries,” says Sanjay Rishi, global leader for the automotive industry at IBM. There’s no way to predict the cost when they go into production next decade, but one way to reduce sticker shock is to “separate out the cost of the battery,” he says. The nickel-metal hydride batteries used in today’s hybrids, and presumably next decade’s lithium-ion batteries, have a 15- to 20-year life, longer than that of the car. The question is: Should the person purchasing or leasing a car pay the full cost of the battery pack? Battery broker Perhaps not. One alternative could be a battery broker who would own the battery pack and amortize the cost over the pack’s 15- or 20-year life. That would considerably reduce the cost of buying or leasing a hybrid or plug-in hybrid, Rishi says. Several companies are looking at this business proposition. The likeness of Jeff Gordon and other related trademarks and copyrights are used with the permission of Jeff Gordon, Inc. “I fill my tires with PurigeN98. You should too!” –Jeff Gordon® For example, a utility company might buy batteries that have outlived their usefulness in vehicles and use them for energy storage. Or owners of old, high-mileage hybrids may need to replace a battery pack. Next decade, when a car is bought or leased, the battery pack could be viewed as a separate transaction at the dealership. A shopper might sign a four-year lease for the vehicle and another four-year lease for the battery. Depending on the vehicle, the car buyer’s cost to purchase the batterypack portion of the vehicle could be cut “one-half to a third by splitting the vehicle from the battery,” Rishi says. Gott agrees. “This is one way to manage these costs,” he says. “A $1,500 cost differen http://www.purigen98.com/an http://www.purigen98.com/an
Table of Contents Feed for the Digital Edition of Automotive News - November 10, 2008 Life at 11 million: Slash, rethink The options: Bailout or disaster Can Toyota reheat the frozen Tundra? Chrysler dealers cheer halt to merger talk VW will unveil roadster at Detroit auto show BMW boosts dealers' year-end ad money Mercedes' $220 million flagship Mercedes hit hard in Northeast, once a sales stronghold Mercedes will kill CLK, add larger coupe, convertible Mitsubishi reclaims its finance business Toyota's Esmond to speak at congress Loss is more: Europe snatches bigger share of U.S. market Cash burn rates threaten GM, Ford GMAC: We're nobody's captive As losses mount, suppliers risk cash-flow crunch Tata: Yes to Jaguar XF derivative, no to SUV U.S. aid is needed now, but not to help Cerberus They are too big to fail Why should we help GM and Chrysler? First and foremost, you must be flexible U.S. trade policy gives it all away To the Editor: A rough ride is nothing new for autos Dealer's politics were pertinent Chrysler's 1st electric: Probably a cargo van Auto meltdown forces Mercedes to scrap prediction of sales record Boosting mpg will bump up stickers, too Adding up the tab for fuel economy Camaro Black: Eye-catching, affordable and available Honda sees green in Civic HFP's street performance Honda offers peek at future Fit Ford F-150 Raptor flies off-road Souped-up, tricked-out â and headed for the showroom Report: Toyota plans $5,000 car Amid gloom, Mazda chief sees revival in 2009-10 Report: Past-due subprime loans jump Toyota aims to win loyalty with credit card Study: Car buyers turn green for different reasons Thanks, buddy Hyundai helps Dealers Metaldyne offers pennies to bondholders Obituaries Personnel As expected, Oct. sales sank Another Chinese automaker plans Mexico factory Honda backs off U.S. clean diesels Industry pal, foe vie for key post in Congress Industry expects more activism from D.C. N.A. output falls 19.9% Toyota moves in striking distance of GM's U.S. sales crown Going, going . . . An ex-GM exec's view: It's going to get nasty Sex, Nazis, chicken and BMW: A scandal that puts fiction writers to shame Recession rips up roadster market Toyota takes heat for 'the herpes of the advertising world' Want to boost mpg? Turn up the heat on AC Cutting energy loss: A nibble here, a nibble there ... Carbon slashes weight, but it's still too pricey Carmakers shift to gears in search of mpg gains Natural gas draws interest as alternative fuel Friction? Ay, there's the rub Electric for a week Automotive News - November 10, 2008 Automotive News - November 10, 2008 - (Page Intro) Automotive News - November 10, 2008 - (Page Bellyband1) Automotive News - November 10, 2008 - (Page Bellyband2) Automotive News - November 10, 2008 - The options: Bailout or disaster (Page 1) Automotive News - November 10, 2008 - The options: Bailout or disaster (Page 2) Automotive News - November 10, 2008 - VW will unveil roadster at Detroit auto show (Page 3) Automotive News - November 10, 2008 - Mercedes hit hard in Northeast, once a sales stronghold (Page 4) Automotive News - November 10, 2008 - Mercedes hit hard in Northeast, once a sales stronghold (Page 5) Automotive News - November 10, 2008 - Loss is more: Europe snatches bigger share of U.S. market (Page 6) Automotive News - November 10, 2008 - Loss is more: Europe snatches bigger share of U.S. market (Page 7) Automotive News - November 10, 2008 - As losses mount, suppliers risk cash-flow crunch (Page 8) Automotive News - November 10, 2008 - As losses mount, suppliers risk cash-flow crunch (Page 9) Automotive News - November 10, 2008 - Tata: Yes to Jaguar XF derivative, no to SUV (Page 10) Automotive News - November 10, 2008 - Tata: Yes to Jaguar XF derivative, no to SUV (Page 11) Automotive News - November 10, 2008 - First and foremost, you must be flexible (Page 12) Automotive News - November 10, 2008 - First and foremost, you must be flexible (Page 13) Automotive News - November 10, 2008 - Dealer's politics were pertinent (Page 14) Automotive News - November 10, 2008 - Dealer's politics were pertinent (Page 15) Automotive News - November 10, 2008 - Auto meltdown forces Mercedes to scrap prediction of sales record (Page 16) Automotive News - November 10, 2008 - Boosting mpg will bump up stickers, too (Page 17) Automotive News - November 10, 2008 - Boosting mpg will bump up stickers, too (Page 18) Automotive News - November 10, 2008 - Boosting mpg will bump up stickers, too (Page 19) Automotive News - November 10, 2008 - Adding up the tab for fuel economy (Page 20) Automotive News - November 10, 2008 - Adding up the tab for fuel economy (Page 21) Automotive News - November 10, 2008 - Adding up the tab for fuel economy (Page 22) Automotive News - November 10, 2008 - Adding up the tab for fuel economy (Page 22a) Automotive News - November 10, 2008 - Adding up the tab for fuel economy (Page 22b) Automotive News - November 10, 2008 - Adding up the tab for fuel economy (Page 22c) Automotive News - November 10, 2008 - Adding up the tab for fuel economy (Page 22d) Automotive News - November 10, 2008 - Adding up the tab for fuel economy (Page 22e) Automotive News - November 10, 2008 - Adding up the tab for fuel economy (Page 22f) Automotive News - November 10, 2008 - Adding up the tab for fuel economy (Page 22g) Automotive News - November 10, 2008 - Adding up the tab for fuel economy (Page 22h) Automotive News - November 10, 2008 - Adding up the tab for fuel economy (Page 22i) Automotive News - November 10, 2008 - Adding up the tab for fuel economy (Page 22j) Automotive News - November 10, 2008 - Adding up the tab for fuel economy (Page 22k) Automotive News - November 10, 2008 - Adding up the tab for fuel economy (Page 22l) Automotive News - November 10, 2008 - Adding up the tab for fuel economy (Page 23) Automotive News - November 10, 2008 - Souped-up, tricked-out â and headed for the showroom (Page 24) Automotive News - November 10, 2008 - Amid gloom, Mazda chief sees revival in 2009-10 (Page 25) Automotive News - November 10, 2008 - Toyota aims to win loyalty with credit card (Page 26) Automotive News - November 10, 2008 - Hyundai helps (Page 27) Automotive News - November 10, 2008 - Dealers (Page 28) Automotive News - November 10, 2008 - Personnel (Page 29) Automotive News - November 10, 2008 - Personnel (Page 30) Automotive News - November 10, 2008 - Personnel (Page 31) Automotive News - November 10, 2008 - Personnel (Page 32) Automotive News - November 10, 2008 - Personnel (Page 33) Automotive News - November 10, 2008 - Personnel (Page 34) Automotive News - November 10, 2008 - Personnel (Page 35) Automotive News - November 10, 2008 - Personnel (Page 36) Automotive News - November 10, 2008 - As expected, Oct. sales sank (Page 37) Automotive News - November 10, 2008 - Honda backs off U.S. clean diesels (Page 38) Automotive News - November 10, 2008 - Industry expects more activism from D.C. (Page 39) Automotive News - November 10, 2008 - Industry expects more activism from D.C. (Page 40) Automotive News - November 10, 2008 - N.A. output falls 19.9% (Page 41) Automotive News - November 10, 2008 - Toyota takes heat for 'the herpes of the advertising world' (Page 42) Automotive News - November 10, 2008 - Toyota takes heat for 'the herpes of the advertising world' (Page 43) Automotive News - November 10, 2008 - Toyota takes heat for 'the herpes of the advertising world' (Page 44)
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