Powertrain Diversity: ‘So Far, So Good’ On CAFE Future

TRAVERSE CITY, MI – Apart from the infamous storm that started the conference without much electricity, the biggest surprise for participants at the Management Briefing Seminars here might have been hearing one of the nation’s chief regulatory officers say automakers appear well on the way to complying with the ambitious federal fuel-economy standards set for 2025.

Those tough CAFE standards, many feared, would lead to an inevitable high-stakes clash between the auto industry and the U.S. EPA. Throw in consumers’ unabated preference for large pickup trucks and CUVs and the recipe was for disaster with a capital “D.”

Instead, the EPA’s Christopher Grundler, director of the Office of Transportation and Air Quality, says at Tuesday’s “Developing Powertrain Diversity” session that more than 10% of

’15 model-year vehicles already are meeting CAFE standards for 2020 or later – including a large number of pickups and other utility vehicles. And, consistent with the title of the conference session, automakers outline how a diversity of powertrain solutions has helped it all come about.

General Motors’ Pamela Fletcher, executive chief engineer-electrified vehicles, says GM’s focus on both engineering and business imperatives has helped expand its lineup of hybrid-electric and all-electric models. “The fusion of business and engineering is crucial for success of this emerging technology,” says Fletcher, who adds that insisting on modularity for battery packs and a policy that separates design of electric motors from the commodity aspects of manufacturing them has enabled GM to more cost-effectively deploy the most advanced electrification components in a wide array of models.

That strategy has enabled Chevrolet, for example, to fit the next-generation ’16 Volt extended-range electric vehicle with a cutting-edge lithium-ion battery pack that enables a plump electric-only driving range of 53 miles (85 km), almost 40% more than the current Volt’s range, despite a price cut for the car of more than $1,000. Many of those same components will be employed in a different state of “tune” for the new ’16 Malibu Hybrid and in future models such as the hybrid version of the all-new Cadillac CT6 fullsize sedan.

Joerg Sommer, vice president-product marketing and strategy for Volkswagen of America, says that although his company is famous for its fuel-efficient TDI diesel engines – which account for more than one of every five VW sales – it is well under way with a mix of turbocharged, downsized gasoline engines. After launching its first fully electric car, the e-Golf, last November, the automaker plans to launch “as many variations as possible” of electrified models, he adds. VW, in cooperation with BMW, is working on public-charging corridors on both coasts, collaborating with ChargePoint, the world’s largest deployer of public recharging equipment.

Of current VW models sold in the U.S., 97% use a turbocharged engine, Sommer says. The ratio likely will rise after this week’s announcement that VW plans further downsizing by introducing a 1.4L turbocharged gasoline engine to replace its larger, normally aspirated 2.0L and turbocharged 1.8L gasoline engines in the Jetta lineup. Volkswagen also will introduce stop/start technology with the ’17 Golf, he says.

Toyota sees a role for fuel-cell electric vehicles in the high-efficiency near future, says Justin Ward, general manager-powertrain systems control. He goes so far as to offer to take orders for the fuel-cell-powered Mirai, an example of which is on display at the conference. He says Toyota has pushed and progressed electrification technology since the launch of the first-generation Prius hybrid in 1997. Demonstrating the typically gradual acceptance of new technology, he says it took 10 years to sell the first million Prius cars worldwide.