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New Test Methods and Calculation Procedures for Fuel Economy Labels
The current fuel economy label values are based on measured fuel economy over
city and highway driving cycles, which are then adjusted downward by 10 and 22
percent, respectively, to account for a variety of factors not addressed in EPA’s vehicle
test procedures. These adjustments are intended to account for differences between the
way vehicles are driven on the road and over the test cycles. Such differences include air
conditioning use, higher speeds, more aggressive accelerations and decelerations, widely
varying ambient temperature and humidity, varying trip lengths, wind, precipitation,
rough road conditions, hills, etc. The purpose of the new methods is to expand the basis
for the fuel economy labels to include actual vehicle testing over a wider range of driving
patterns and ambient conditions than is currently covered by the city (FTP) and highway
For example, vehicles in the real world are often driven more aggressively and at
higher speeds than is represented in the FTP and HFET tests. The incorporation of
measured fuel economy over the US06 test cycle into the fuel economy label values will
make the label values more realistic. Drivers often use air conditioning in warm, humid
conditions, while the air conditioner is turned off during the FTP and HFET tests. The
incorporation of measured fuel economy over the SC03 test cycle into the fuel economy
label values will reflect the added fuel needed to operate the air conditioning system.
Vehicles also often are driven at temperatures below 75°F, at which the FTP and HFET
tests are performed. The incorporation of measured fuel economy over the cold
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temperature FTP test into the fuel economy label values will reflect the additional fuel
will incorporate estimates of the fuel efficiency of each vehicle during high speed,
aggressive driving, air conditioning operation and cold temperatures into each vehicle’s
fuel economy label. It will combine measured fuel economy over the two current fuel
economy tests, the FTP and HFET, as well as that over the US06, SC03 and cold FTP
tests into estimates of city and highway fuel economy for labeling purposes. The test
results from each cycle (and in some cases, portions of cycles or emission “bags”)25 will
be weighted to represent the contribution of each cycle’s attributes to onroad driving and
fuel consumption. The vehicle-specific, 5-cycle approach will eliminate the need to
account for the effect of aggressive driving, air conditioning use and colder temperatures
on fuel economy through generic factors (as done today) which may not appropriately
reflect that particular vehicle’s sensitivity to these factors. A generic adjustment is still
necessary to account for factors not addressed by any of the five dynamometer tests (e.g.,
road grade, wind, low tire pressure, gasoline quality, etc.). The derivation of this
adjustment factor is discussed further below and in Chapter III of the Technical Support
Document.
25
The FTP consists of two parts, referred to in the regulations as the “cold start” test and the “hot start”
test. Each of these parts is divided into two periods, or “phases”: a “transient” phase and a “stabilized”
phase. Because the stabilized phase of the hot start test is assumed to be identical to the stabilized phase of
the cold start test, only the cold start stabilized phase is typically run. These “phases” are often called
“bags,” terminology that results from the sample bags in which the exhaust samples are collected. The
phases are run in the following order: cold start transient (Bag 1), cold start stabilized (Bag 2), and hot start
transient (Bag 3).
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Currently, the US06, SC03 and cold FTP tests are only performed on a sub-set of
new vehicle configurations, and only for emissions compliance purposes. In contrast, for
fuel economy purposes, FTP and HFET tests are performed on many more vehicle
configurations. In order to minimize the number of additional US06, SC03 and cold FTP
tests resulting from the new testing and calculation procedures, we are allowing
manufacturers to estimate the fuel economy over these three tests for vehicle
configurations that are not normally tested for emissions compliance purposes, using the
fuel economy measurements that are normally available. This is currently done on a
more limited basis for both the FTP and HFET, and is referred to as analytically derived
fuel economy (ADFE).26 This method uses test data to determine the sensitivity of fuel
economy to various vehicle parameters, and once these relationships are well established,
we will issue guidance that provides manufacturers with the appropriate equations to use.
We believe that these provisions are designed to represent a reasonable balance between
the need for accurate fuel economy data and the need to contain the cost of testing for
both industry and EPA, where we reasonably believe that actual testing would not
produce a significantly different result. We always retain the right to order actual
We also are finalizing the proposed provisions that allow manufacturers to use the
interim approach to fuel economy label estimation, the “mpg-based” approach described
below, when the available 5-cycle fuel economy data indicate that a vehicle test group’s
26
EPA’s current policy for analytically derived fuel economy estimates for the FTP and HFET tests is
contained in the EPA memorandum entitled, “Updated Analytically Derived Fuel Economy (ADFE) Policy
for 2005 Model Year,” March 11, 2004, CCD-04-06 (LDV/LDT). This memorandum is issued under 40
CFR 600.006-89(e), which allows manufacturers to use analytical methods to determine fuel economy.
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5-cycle fuel economy is very close to that estimated by the mpg-based curve. The mpg
based method will also be used to determine label values for MDPVs that become
mandatory with the 2011 model year, as discussed further in Section II.E.2.
Even with these provisions, we expect that some manufacturers will have to
perform some additional US06, SC03, or cold FTP tests to address differences in vehicle
designs which are not covered by the analytical derivation methodology. Other
manufacturers have worked to improve fuel efficiency over the new test cycle conditions
(e.g., during cold temperatures or with air conditioning on). Depending on how
manufacturers choose to apply this method, this additional testing could prompt the
construction or modification of test facilities. (Test burden and cost issues are discussed
for the construction of these facilities, we are finalizing the proposed provisions that
allow manufacturers the option of using an interim set of adjustments through the 2010
model year. These interim adjustments are not vehicle-specific, but instead reflect the
effects of high speeds, hard accelerations, air conditioning use, and cold temperatures,
etc., on the average vehicle. The vehicle-specific 5-cycle approach becomes mandatory
with the 2011 model year. However, a manufacturer can voluntarily use the 5-cycle
method prior to the 2011 model year for any vehicle model.27
27
Any manufacturer that chooses to optionally use the 5-cycle approach prior to the 2011 model year must
use that approach to determine both city and highway label estimates.
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The interim set of adjustments is termed the “mpg-based” approach. (See Figure
II-1 for a graphical depiction of these adjustments.) The mpg-based approach is a sliding
scale of adjustments which varies according to a vehicle’s measured fuel economy over
the FTP and HFET tests. The mpg-based adjustments were developed from applying the
5-cycle formulae to 615 recent model year vehicles and determining the average
difference between the 5-cycle and current city and highway fuel economies.28 Thus,
because the data used to develop the mpg-based adjustments were derived from 5-cycle
fuel economies, the mpg-based adjustments include the effects of high speeds, aggressive
driving, air conditioning, and colder temperatures. However, they do so based on the
impact of these factors on the average vehicle, not the individual vehicle, which is the
case with the 5-cycle formulae. For example, for vehicles with fuel economy of 20-30
mpg over the FTP (i.e., city) test, the mpg-based approach would adjust the city fuel
economy downward by 20-22 percent (or 4 to 7 mpg), versus today’s single 10 percent
downward adjustment. Thus, city fuel economy label values under the mpg-based
approach tend to be about 11 percent lower on average than today’s label values. For
vehicles with fuel economy of 25-35 mpg over the HFET (i.e., highway) test, the mpg
based approach would adjust the highway fuel economy downward by about 28 percent
(or 7 to 10 mpg), versus today’s 22 percent downward adjustment. Thus, highway fuel
economy label values under the mpg-based approach would tend to be about 8 percent
28
Our database consists of 615 vehicles spanning the 2003 to 2006 model years. For these vehicles we
have emission and/or fuel economy test data on all five test procedures. Additionally, manufacturers
assisted with the development of this database by submitting detailed fuel economy data for the three
phases (or “bags”) of the FTP and the Cold FTP (EPA requires that they submit only the composite
emissions and fuel economy data for certification or fuel economy labeling). The database includes data
from 14 hybrid vehicles and one diesel vehicle, and represents all types of vehicles from all major
manufacturers and most smaller manufacturers.
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Given that both approaches utilize the 5-cycle fuel economy formulae in some
fashion, it is useful to begin this section with a description of how the fuel economy
measured over the 5 test cycles are combined to represent city and highway fuel
economy. Then we will describe how the fleet-average formulae for the mpg-based
approach were derived from these 5-cycle fuel economy estimates. Finally, we compare
fuel economy label results from both the 5-cycle and mpg-based methods to onroad fuel
Under the new methods, we are replacing the 0.90 and 0.78 adjustment factors for
city and highway fuel economy, respectively, with new factors which are not simply
constants. For model years 2008-2010, a manufacturer has the option of using two
distinct methodologies to calculate the city and highway fuel economy values for any
specific vehicle. One approach is called the mpg-based method, since the city and
highway label values are based on the fuel economy (or mpg) measured over the FTP and
HFET, respectively. The other approach is called the vehicle-specific 5-cycle approach,
since the city and highway label values are based on the test results of five test cycles, the
FTP, HFET, US06, SC03 and cold FTP. Both approaches also include an additional
dynamometer testing. Beginning with the 2011 model year, manufacturers are required
to use the vehicle-specific 5-cycle method, but may still use the mpg-based approach on
vehicles most sensitive to the new test conditions. Under the vehicle-specific 5-cycle
approach, the fuel economy measurements over the 5 dynamometer test cycles will all be
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performed on (or estimated for) a specific vehicle in the current model year. The mpg
based approach uses historic fuel economy data over the 5 test cycles to estimate a fleet-
wide average relationship between (1) FTP fuel economy and 5-cycle city fuel economy,
and (2) HFET fuel economy and 5-cycle highway fuel economy. Under the mpg-based
approach, a specific vehicle’s city and highway fuel economy labels are based on this
fleet-wide average relationship, as opposed to that vehicle’s own results over the 5 test
cycles. In other words, under the mpg-based approach every vehicle with the same fuel
economy over the FTP test will receive the same city fuel economy label value.
Likewise, every vehicle with the same fuel economy over the HFET test will receive the
same highway fuel economy label value. This is illustrated further in Section II.B below.
Below we present the specific equations under the two approaches which would be used
to convert fuel economies measured over the dynamometer cycles into city and highway
values on fuel economy measurements over five test cycles: FTP, HFET, US06, SC03
and cold FTP. These measurements are combined based on detailed estimates, or
“weightings,” of how and when vehicles are driven, as well as under what ambient
conditions. The 5-cycle formulae are derived from extensive data on real-world driving
conditions, such as driving activity, temperatures, air conditioner operation, trip length,
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and other factors. We refer readers to the Technical Support Document for a detailed
thoroughness of the analyses which supported the various cycle weighting factors (also
called coefficients) included in the formulae. However, Honda, and to some extent
comments are addressed in detail in the Response to Comments document. Overall, the
(1) The 5-cycle formulae had not been validated for individual vehicles. In
particular, these commenters claimed that the 5-cycle coefficients assume that all
vehicles respond the same to various changes in driving pattern and ambient
conditions;
(2) The three new test cycles represent extreme conditions, and;
(3) The 5-cycle method could penalize advanced fuel efficient technologies.
We present a summary of our responses to these three concerns below. Additional detail
relationships are never exact for each and every vehicle. The 5-cycle formulae utilize
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more vehicle-specific fuel consumption data than the mpg-based and current label
how individual vehicles react to temperature, soak time, low and high speed driving,
aggressive driving, idling, air conditioning, etc. The 5-cycle method, by incorporating
additional data from the three newer test cycles, improves our ability to estimate fuel
economy outside of the conditions evaluated by the FTP and HFET tests. We provide
examples and a detailed description of this analysis in the Technical Support Document.
Second, Honda states that the three new tests address vehicle conditions that are
so extreme that their use in the above types of interpolations is actually worse than
simply assuming that all vehicles have the same response to the conditions being
addressed by the three tests. However, none of the available data indicates that this is the
case, and Honda did not provide data to support their claim. All of the driving conditions
addressed by the three tests clearly occur in-use. Our detailed analysis of recent real-
world driving activity studies is contained in the Technical Support Document and
Response to Comments document. In particular, use of fuel economy data over the cold
FTP at 20°F improves our ability to estimate fuel economy at 50°F, compared to
projecting fuel economy at 50°F solely using the FTP test data at 75°F. This analysis is
Third, Honda states that these aspects of the 5-cycle formulae might actually
Our comparisons of 5-cycle fuel economy for hybrids fall in the range of onroad fuel
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economy estimates developed by various organizations (see Section II of the Technical
Support Document). It is true that the 5-cycle formulae decrease the fuel economy of
some hybrid vehicles more than conventional vehicles, compared to the current label
approach. However, this is easily explained by the way that current hybrid technology
works under various operational and ambient conditions. For example, many current
hybrid engine shut-off strategies cease to operate when the heater is turned on at cold
temperatures. The current label approach assumes that any engine shut-off strategies
operating over the FTP and HFET tests always operate in in-use. This is clearly not
correct. Thus, some additional adjustment to current hybrid vehicle fuel economy is to be
expected. Available data on hybrid fuel economy outside of the conditions addressed by
the FTP and HFET confirm the impact of the 5-cycle formulae. We expect that future
hybrid technology will significantly improve fuel economy over real-world conditions
outside the FTP and HFET tests. Such improvements in real-world fuel economy will be
We received very few comments that provided new data with which to modify the
proposed methodology. However, based on a few comments and new data we obtained,
the methodology we are finalizing differs from the proposed methodology in three ways.
running fuel use. This reduced the weighting factor for cold temperature running fuel
use. Second, we obtained new vehicle trip length data from extensive vehicle monitoring
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ongoing in Atlanta. This increased our estimate of trip length during city driving, which
then reduced the contribution of start fuel use to average fuel consumption during city
driving. Third, we updated our analyses based on the Federal Highway Administration’s
release of 2004 fuel economy estimates and revised 2003 fuel economy estimates. This
adjustment factor slightly. Readers are referred to the Technical Support Document for
developing the 5-cycle formulae, we reevaluated our assumption regarding the effect of
ambient temperature on running fuel use. This was the one area where the relationship in
the proposed 5-cycle formula was based on a simple assumption of linearity and not on
the results of actual vehicle testing. We performed an analysis of running fuel use of
several vehicles tested at 20°F, 50°F, and 75°F and determined that the effect was non
linear. Using the new relationship reduced the city and highway formulae’s weighting of
Since the time of the proposal, we also obtained vehicle trip data from extensive
vehicle monitoring which is ongoing in Atlanta. Across a total of 668,000 vehicle trips,
the average trip length was found to be 7.25 miles. This is 20 percent longer than found
in Atlanta in the early 1990’s. When we extrapolate this increase to the results of other
studies performed in the early 1990’s, we determined that a more reasonable estimate of
trip length during city driving would be 4.1 miles, as opposed to the 3.5 mile estimate
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proposed in the 5-cycle city fuel economy formulae. This effectively reduces the
Also, since the proposal, the Federal Highway Administration published onroad
fuel economy estimates for 2004, as well as a revised onroad fuel economy estimate for
2003. These estimates are roughly 3% lower than those contained in their 2003 report,
which was the basis of our proposal. At the same time, Honda correctly pointed out that
we had inappropriately assumed that the changes in FTP and HFET test procedures
implemented with the Supplemental FTP rule increased measured fuel economy by 3%.
These changes, plus other minor adjustments, led us to revise the factor for non-
dynamometer effects from 0.89 to 0.905 (meaning that this factor further reduces both
city and highway estimates by 9.5 percent). Detailed discussion and analyses of the non-
dynamometer factor can be found in Section 5.0 of the Response to Comments document
With these revisions, under the vehicle-specific 5-cycle approach, the city fuel
1
City FE = 0.905×
(Start FC + Running FC )
where
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where,
⎛ 1 1 ⎞
Start Fuel x for vehicles tested over a 3 − bag FTP = 3.6 × ⎜⎜ − ⎟⎟
⎝ Bag1FE x Bag 3 FE x ⎠
where Bag y FEx = the fuel economy in miles per gallon of fuel during the specified bag
For hybrid gasoline-electric vehicles tested over a 4-bag FTP the calculation for start fuel
where
⎡ 1 1 ⎤ ⎡ 1 1 ⎤
Start Fuel 75 = 3.6 × ⎢ − ⎥ + 3.9 × ⎢ − ⎥
⎣ Bag1FE 75 Bag 3 FE 75 ⎦ ⎣ Bag 2 FE 75 Bag 4 FE 75 ⎦
and
⎡ 1 1 ⎤
Start Fuel 20 = 3.6 × ⎢ − ⎥
⎣ Bag1FE 20 Bag 3 FE 20 ⎦
Likewise,
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Running FC =
⎡ 1 ⎛ 0.61 0.39 ⎞⎤
+ 0.133 × 1.083 × ⎢ − ⎜⎜ + ⎟⎟⎥
⎣ SC03 FE ⎝ Bag3 75 FE Bag2 75 FE ⎠⎦
where
US06 FE = fuel economy in mile per gallon over the US06 test,
HFET FE = fuel economy in mile per gallon over the HFET test,
SC03 FE = fuel economy in mile per gallon over the SC03 test.
Hybrid gasoline-electric vehicles tested over a 4-bag 75°F FTP will substitute the fuel
economy over Bag 4 for Bag 2 in the appropriate places in the above equation (except in
the case of the cold FTP, where hybrids, like conventional vehicles, will run a 3-bag test).
Under the vehicle-specific 5-cycle formula, the highway fuel economy value
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1
Highway FE = 0.905 ×
Start FC + Running FC
where
and,
Running FC =
⎡ 0.21 ⎤ ⎡ ⎛ ⎞⎤
(1.007 )× ⎢ −⎜ ⎟⎥
0.79 1 0.61 0.39
+ ⎥ + 0.133× 0.377 × ⎢ +
⎣US 06 Highway FE HFET FE ⎦ ⎢ SC03 FE ⎜ Bag3 FE Bag 2 FE ⎟⎥
⎣ ⎝ 75 75 ⎠⎦
where the various symbols have the same definitions as described under the formula for
For hybrid gasoline-electric vehicles tested over a 4-bag 75°F FTP the highway
1
Highway FE = 0.905 ×
Start FC + Running FC
where,
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Start FC = 0.33 ×
(0.76 × Start Fuel 75 + 0.24 × Start Fuel 20 )
60
where,
⎡ 1 1 ⎤ ⎡ 1 1 ⎤
Start Fuel 75 = 3.6 × ⎢ − ⎥ + 3.9 × ⎢ − ⎥
⎣ Bag1FE 75 Bag 3 FE 75 ⎦ ⎣ Bag 2 FE 75 Bag 4 FE 75 ⎦
and,
⎡ 1 1 ⎤
Start Fuel 20 = 3.6 × ⎢ − ⎥
⎣ Bag1FE 20 Bag 3FE 20 ⎦
and,
Running FC =
where:
US06 Highway FE = fuel economy in miles per gallon over the Highway portion
HFET FE = fuel economy in miles per gallon over the HFET test,
SC03 FE = fuel economy in miles per gallon over the SC03 test.
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Additional equations are necessary in the unusual cases where a manufacturer test
a hybrid gasoline-electric vehicle using a 2-bag FTP; these equations are detailed in the
manufacturers starting with the 2008 model year, it is the mpg-based approach that will
be more widely utilized for the 2008 through 2010 model years. Starting with the 2011
model year the mpg-based approach may continue to be used where test data
demonstrates that the 5-cycle method is unlikely to produce significantly different results.
The mpg-based method applies an adjustment to a vehicle’s FTP or HFET test result
The mpg-based adjustments were developed from applying the 5-cycle formulae
to fuel economy data from 615 recent model year vehicles and determining the average
relationship between the 5-cycle city and highway fuel economy values and FTP and
HFET fuel economy values. Thus, because the data used to develop the average
adjustments were derived from 5-cycle fuel economies, the mpg-based adjustments
include the effect of high speeds, aggressive driving, air conditioning, and colder
temperatures. However, they do so based on the impact of these factors on the average
vehicle and do not reflect the fuel economy actually achieved during these types of
driving by individual vehicles, which is the case with the 5-cycle formulae. As indicated
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by a comparison of the fuel economy label values developed using the mpg-based and 5
cycle approaches (see Figures II-1 and II-2), these “fleet-average” adjustments are
For example, for vehicles with FTP fuel economy ranging from 20 to 30 mpg, the
mpg-based approach will adjust the FTP fuel economy result downward by 20-22 percent
(i.e., by 4 to 7 mpg), versus today’s 10 percent downward adjustment. Thus, city fuel
economy label values under the mpg-based approach will tend to be about 10-12 percent
lower than today’s label values. For vehicles with HFET fuel economy in the range of 25
to 35 mpg the mpg-based approach on average will adjust the HFET fuel economy
adjustment. Thus, highway fuel economy label values under the mpg-based approach
The characteristics of the mpg-based equations can be seen in Figures II-1 and II
2 below. The 5-cycle fuel economies for 615 recent model year vehicles are represented
by the individual data points on the charts. Hybrid vehicles are represented by large
squares on the charts. The mpg-based fuel economy curve, represented by the regression
line on the chart, was developed from these data. The horizontal axis is the measured
Under the mpg-based approach, the city fuel economy value will be calculated as
follows:
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Equation1 :
1
City MPG =
⎛ 1.1805 ⎞
⎜⎜ 0.003259 + ⎟
⎝ FTP FE ⎟⎠
where
FTP FE = the fuel economy in miles per gallon of fuel during the FTP test conducted at
vehicle models included in the “model type” vehicle grouping as defined in 40 CFR
600.002-93.
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Figure II-1: MPG-Based City Fuel Economy
60
5-Cycle City Label (mpg)
50
40
30
20 ● = Hybrid Vehicles
10
0
0 10 20 30 40 50 60 70
FTP Fuel Economy (mpg)
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Equation 2
1
Highway MPG =
⎛ 1.3466
⎞
⎜⎜ 0.001376
+
⎟
⎝ HFET FE
⎟⎠
where
HFET FE = fuel economy in mile per gallon over the HFET test. This value is normally
a sales-weighted average of the vehicle models included in the “model type” vehicle
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Figure II-2: MPG-Based Highway Fuel Economy
60
5-Cycle Hwy Label (mpg)
50
40
30
20
10 ● = Hybrid Vehicles
0
0 10 20 30 40 50 60 70
HFET Fuel Economy (mpg)
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These equations differ from those that we proposed in two ways. First, as
described above, we have modified the 5-cycle fuel economy formulae slightly based on
additional information received since the proposal. Second, we have added 192
additional vehicles to our 5-cycle fuel economy database. The mpg-based equations
developed for the proposal were based on 5-cycle fuel economy estimates for 423 2003 to
2005 model year vehicles, whereas the mpg-based equations shown above were based on
5-cycle fuel economy estimates for 615 2003 to 2006 model year vehicles. The net effect
of these two changes is that the city and highway fuel economy adjustments to the FTP
and HFET fuel economy values are a few percent smaller than those based on the
As mentioned above, the mpg-based equations were developed from the 5-cycle
fuel economy estimates for 615 2003-2006 model year vehicles. In order to keep the
mpg-based equations up-to-date and reflecting changes in vehicle technology, EPA will
update these equations periodically using the same methodology, but no more frequently
than on an annual basis. We will update the mpg-based equations periodically, especially
if we determine that doing so would significantly change the label results, using all of the
available 5-cycle fuel economy estimates for the previous three or more model years.
These revised mpg-based equations will be issued through the publication of an EPA
guidance document. The final regulations contain the equations that are applicable to
2008 model year vehicles, as well as the components of the equations to be utilized for
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We plan to update the mpg-based curves periodically using all of the available 5
cycle fuel economy estimates for the previous three or more model years. We proposed
that these revised mpg-based equations would be issued through the publication of an
EPA guidance document which would be released by January 1 of the calendar year prior
to the model year to which the equations first apply. We suggested in the proposal that
this meant, for example, that mpg equations for the 2012 year would be published prior to
January 1 of 2011. However, we now recognize that the model year for many
manufacturers can begin almost a full year before the start of the identically-named
calendar year (i.e., the 2012 model year can begin on January 2, 2011). Manufacturers
commented that issuing guidance applicable to a given model year potentially mere days
or weeks from the start of that model year for some vehicle lines did not provide adequate
lead time. We agree, and we are finalizing regulations that require EPA to issue guidance
regarding revisions to the equations by no later than July 1 of the calendar year prior to
the earliest start of the model year that starts in the following calendar year. In other
words, for new equations to be applicable to the 2010 model year (which can begin as
early as January 2, 2009), EPA must issue guidance prior to July 1, 2008.
The impact of the new methodology on city and highway fuel economy label
values was assessed using the same database of 615 recent model year vehicles used to
develop the mpg-based adjustments discussed above. It is important to realize that these
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