Light Duty Technology Cost Analysis, Power - US Environmental ...

hp max. combined), a 275V nickel metal hydride (NiMH) battery (nominal pack capacity
5.5A*hr, 1.51kW*hr), and an electronic continuous variable transmission. The Fusion
baseline vehicle utilized a 3.0L V6, Dual Overhead Cam (DOHC), 24 valve engine (240
hp), paired with a 6-speed automatic transmission.
The methodology used to perform the incremental cost analysis was the same as that used
in previous studies performed under this work assignment. The vehicles were
disassembled to a level where reliable assessments, conducted by the cross-functional
team, could be made on hardware differences. Any vehicle components that differed
between the HEV and baseline vehicle as a result of the selected powertrain technology
configuration were segregated for cost analysis. The selected parts were then
disassembled further and costed using standard tools and processes. An overview of
teardown and costing analysis is covered in more detail in Section D.
In addition to developing an incremental manufacturing cost for adding power-split HEV
technology to a mid- to large-size vehicle, represented by the Ford Fusion in this analysis,
calculations for adding this same technology to a range of vehicles segments were also
made. In lieu of utilizing full teardowns and cost-ups for each vehicle segment, a scaling
methodology was employed. The first step in the process involved defining the size of
the primary powertrain system components (e.g., internal combustion engine (ICE),
traction motor, generator motor, high voltage battery) for the defined vehicle segment.
This was accomplished by utilizing ratios developed within the Ford Fusion analysis (i.e.,
ICE/traction motor horsepower, traction motor/generator motor horsepower, battery
sizing to traction/generator motor sizing, etc.) and applying them to the new vehicle
segment to establish primary HEV base component sizes. Once the primary base
components were established, component costs within each system were scaled using a
variety of parameters including vehicle segment attributes (e.g., vehicle foot print,
passenger volume, and curb weight). The scaled totals for each system were then added
together to create an estimated vehicle cost. Additional details on the power-split scaling
methodology are discussed in Section E.
P2 hybrid incremental direct manufacturing costs were also developed using a similar
scaling methodology. Using cost data developed in previous case studies, mainly Ford
Fusion HEV power-split analysis and the Hyundai Avante lithium-polymer, a baseline
costed bill of materials (BOM) was assembled for a P2 hybrid architecture defined by the
EPA. The size of the primary HEV components (i.e., ICE, traction motor, and battery
size), for a selected vehicle segment were also selected by the EPA team based on
previous studies for such things as weight reduction, improved aerodynamics, and low
tire rolling resistance. Using the defined primary HEV components for each vehicle
segment, the baseline costed BOM, and parameters developed to scale costs based on
select vehicle attributes, P2 incremental direct manufacturing cost were calculated for the
six (6) vehicle classes defined previously.
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