Fuel economy in automobiles

src: s.hswstatic.com

The fuel economy of a car is the relationship between mileage and the amount of fuel consumed by the vehicle. Consumption can be expressed in the volume of fuel to travel long distances, or the distance traveled per unit of fuel volume consumed. Because vehicle fuel consumption is a significant factor in air pollution, and since motor fuel imports can be a large part of a country's foreign trade, many countries impose conditions for fuel economy. Different methods are used to estimate the actual performance of the vehicle. Energy in fuel is needed to overcome various disadvantages (wind resistance, tire pull, etc.) encountered when pushing vehicles, and in providing power for vehicle systems such as ignition or air conditioning. Various strategies can be used to reduce losses on any conversion between chemical energy in fuel and vehicle kinetic energy. Driver behavior may affect fuel economy; maneuvers such as sudden acceleration and heavy braking energy.

Electric cars do not directly burn fuel, and therefore do not have fuel economy per se, but equivalent steps, like miles per gallon of gas equivalent have been created to try to compare them.

Video Fuel economy in automobiles

Unit size

Fuel economy is the relationship between mileage and fuel consumed.

Fuel economy can be expressed in two ways:

Fuel units per fixed distance

Generally expressed as liters per 100 kilometers (L/100 km), used in most European countries, China, South Africa, Australia and New Zealand. English and Canadian law allows the use of liter either per 100 kilometers or miles per gallon imperial. Recently, window stickers on new US cars have begun showing vehicle fuel consumption in the US gallon per 100 miles, in addition to the traditional MPG numbers.

The unit of distance per fixed fuel unit

Mil per gallon (mpg) is typically used in the United States, United Kingdom, and Canada (with L/100 km). Kilometers per liter (km/L) is more commonly used elsewhere in the Americas, continental Europe, Asia, parts of Africa and Oceania. In Arabic countries km/20Ã, L known as kilometer per Tanaka (or Tanakeh) is used, where Tanaka is a metal container having a volume of 20 liters. Both mpg and km/L are units of distance per fixed fuel amount (increase in value represents fuel economy consumption) while L/100 km is a unit of fuel consumption per unit of fixed distance (increase in value represents large/bad fuel consumption). When the mpg unit is used, it is necessary to identify the type of gallon used: the imperial gallon is 4.54609 liters, and the US gallon is 3.785 liters.

Unit conversion:

Maps Fuel economy in automobiles

Fuel economy statistics

While thermal efficiency (mechanical output for chemical energy in fuel) petroleum engines has increased since the beginning of the automotive era to around 20-30%, this is not the only factor in fuel economy. The overall car design and usage patterns affect the fuel economy. Shown fuel economy is subject to variations between jurisdictions due to variations in test protocols.

One of the first studies to determine the fuel economy in the United States was the Car Economy Run , which is an event occurring every year since 1936 (except during World War II) until 1968. It was designed to provide a material efficiency figure real fuel during beach-to-coast testing on real roads and with regular traffic and weather conditions. The Oil Corporation Car sponsored and United States Auto Club (USAC) sanctioned and operated run. In a more recent study, the average fuel economy for new passenger cars in the United States rose from 17 mpg in 1978 to more than 22 mpg in 1982. Average fuel economy in 2008 for new cars, light trucks and SUVs in the United States is 26.4 mpg _AS (8.9 L/100 km). 2008 year car model is classified as "medium" by US EPA ranging from 11-46 mpg _US (21 to 5 L/100 km) However, due to environmental problems caused by CO ₂ emissions, new EU regulations introduced to reduce average emissions of cars sold starting in 2012, to 130 g/km CO ₂ , equivalent to 4.5 L/100 km (52 ​​â € <â € " € US , 63 mpg _imp ) for diesel-fueled cars, and 5.0 L/100 km (47 mpg _US , 56 mpg _imp ) for gasoline engine (gasoline).

Average consumption across the entire fleet is not immediately affected by the new fuel economy: for example, the average Australian car fleet in 2004 was 11.5 L/100 km (20.5 mpg _US ), compared with the average consumption of new cars in the same year of 9.3 L/100 km (25.3 mpg _AS )

Study fuel economy and speed

The fuel economy at a steady pace with selected vehicles was studied in 2010. Recent studies show greater fuel efficiency at higher speeds than previous studies; for example, some vehicles achieve better fuel economy at 100 km/h (62 mph) than at 70 km/h (43 mph), although not their best economy, such as the 1994 Oldsmobile Cutlass Ciera with a 2.2L LN2 engine, which has the best economy at 90 kilometers per hour (56 mph) (8.1 L/100 km (29 mpg _-US )), and got a better 2 mpg economy at 105 km/h (65 mph ) of 72 km/h (45 mph) (9.4 L/100 km (25 mpg _-US ) vs. 22 mpg _-US (11 L/100 km )). The proportion of driving on highway highways varies from 4% in Ireland to 41% in the Netherlands.

When the 55-mph US National Maximum Speed ​​limit of Law (89Ã, km/h) is mandated, there are complaints that the fuel economy may decline, not increase. Toyota Celica 1997 gets 1 mpg better fuel efficiency at 105 km/h (65 mph) than at 65 km/h (40 mph) (5.41 L/100 km (43.5 mpg _-US ) vs. 5.53 L/100 km (42.5 mpg _-US )), although almost 5 mpg is better at 60 mph (97 km/h) than 65 mph (105 km/h) (48.4 mpg _-US (4.86 L/100 km) vs. 43.5 mpg _-US (5.41 L/100 km)), and the economy (52.6 Ã, mpg _-US (4.47Ã, L/100Ã, km)) only 25 mph (40 km/h). Other vehicles tested have from 1.4 to 20.2% better fuel efficiency at 90 km/h (56 mph) vs. 105 km/h (65 mph). Their best economy is achieved at speeds of 40 to 90 km/h (25 to 56 mph) (see chart).

Officials expect that the 55 mph limit (90 km/h), combined with the ban of decorative lighting, no sale of gasoline on Sunday, and a 15% cut in gasoline production, will reduce total gas consumption by 200,000 barrels per day, representing Decrease 2, 2% of the 1973 annual gasoline consumption rate. This is partly based on the belief that the car achieves maximum efficiency between 65 and 80 km/h (40 and 50 mph) and that trucks and buses are most efficient at 55 mph (89 km/h).

In 1998, the US Transportation Research Council noted that the National Maximum Speed ​​Limit 1974 (NMSL) reduced fuel consumption by 0.2 to 1.0 percent. The rural interstates, the most visible roads affected by the NMSL, accounted for 9.5% of US-mile travel in 1973, but such flow-free roads usually provide more fuel-efficient travel than conventional roads.

Differences in test standard

An identical vehicle can have the various fuel consumption figures listed depending on the method of testing the jurisdiction.

Lexus IS 250 - gasoline 2.5 L 4GR-FSE V6, 204Ã, hp (153Ã, kW), 6 speed automatic, rear wheel drive

• Australia (L/100 km) - 'combined' 9.1, 'urban' 12.7, 'extra-urban' 7.0
• Canada (L/100 km) - 'compound' 9,6, 'city' 11.1, 'highway' 7.8
• European Union (L/100 km) - 'combined' 8,9, 'urban' 12.5, 'extra-urban' 6,9
• United States (L/100 km) - 'compound' 9.8, 'city' 11.2, 'highway' 8.1

src: obamawhitehouse.archives.gov

Energy Considerations

Because the total force which opposes the movement of vehicles (at constant speed) multiplied by the distance over which the vehicle runs is work to be done by the vehicle engine, the study of fuel economy (the amount of energy consumed per unit of distance traveled) requires a detailed analysis of the forces that oppose the movement vehicle. In terms of physics, Force = the rate at which the amount of work produced (energy delivered) varies with distance traveled, or:

${\ displaystyle F = {\ frac {dW} {DS}} \ propto {\ text {The fuel economy}}}$

Note: The amount of work generated by vehicle resources (energy delivered by the engine) will be exactly proportional to the amount of fuel energy consumed by the engine if the engine efficiency is the same regardless of the power output, but this is not necessarily the case due to the operating characteristics of the combustion engine internal.

For vehicles whose resources are heat engines (machines that use heat to do useful work), the amount of fuel energy consumed by vehicle per unit distance (road level) depends on:

1. Thermodynamic efficiency of heat engine;
2. Friction forces in mechanical systems that produce engine output to the wheels;
3. Friction force on wheels and between road and wheel (friction rolling);
4. Other internal styles used by machines (electric generators, air conditioners, water pumps, engine fans, etc.);
5. External forces that resist motion (eg, wind, rain);
6. Unregenerative braking force (brakes that convert motion energy to heat rather than storing it in useful form; for example, electric energy in hybrid vehicles);
7. Fuel consumed when the engine is in standby and does not start the wheels, ie when the vehicle is sliding, braking or idling.

Ideally, a car traveling at a constant speed on a flat ground in a vacuum with a frictionless wheel can run at any speed without spending any energy beyond what it takes to raise the speed of the car. Less than ideal, any vehicle must exert energy to overcome the load strength of the road, which consists of aerodynamic drag, tire sleigh resistance, and inertia energy lost when the vehicle is slowed by brake friction. With ideal regenerative braking, energy inertia can be completely recovered, but there are several options to reduce aerodynamic obstacles or glide constraints in addition to optimizing vehicle form and tire design. The load energy of the road, or energy demanded at the wheel, can be calculated by evaluating the equations of motion of a vehicle during a particular driving cycle. The vehicle's powertrain must provide this minimum energy to drive the vehicle, and will lose a significant amount of extra energy in the process of converting the fuel energy into work and delivering it to the wheels. Overall, sources of energy loss in driving a vehicle can be summarized as follows:

• Engine efficiency (20-30%), which varies with engine type, car mass and load, and engine speed (usually measured in RPM).
• The aerodynamic pull style, which increases roughly with the square of the car's speed, but note that the drag runs with the cube of the car's speed.
• Friction friction.
• Braking, although regenerative braking captures some of the energy that should be lost.
• Loss in transmission. Manual transmissions can achieve up to 94% efficiency while older automatic transmissions may be as low as 70% efficient. Automatically controlled gearbox redirects that have the same internal as a manual box will provide the same efficiency as a pure manual gearbox plus an additional intelligence bonus. choose the optimal transfer point
• Air conditioning. The power required for the engine to rotate the compressor lowers fuel efficiency, even if only when used. This may be offset by the reduced drag of the vehicle compared to driving with the window down. The efficiency of the AC system is gradually deteriorating due to dirty filters etc.; Regular care prevents this. The extra mass of the air conditioning system will cause a slight increase in fuel consumption.
• Power steering. Older hydraulic power steering systems are powered by hydraulic pumps that are constantly connected to the engine. The power aid required for steering is inversely proportional to vehicle speed so that the constant load on the engine from the hydraulic pump reduces fuel efficiency. A more modern design improves fuel efficiency simply by enabling power assistance when needed; this is done by using either a direct power steering aid or an electrically powered hydraulic pump.
• Cooling. The older cooling system uses a continuous mechanical fan used to draw air through the radiator at a rate directly related to the engine spin. This constant load reduces efficiency. More modern systems use electric fans to draw extra air through the radiator when extra cooling is required.
• Electrical system. Headlights, battery charging, active suspension, circulating fan, defroster, media system, speakers, and other electronics can also significantly increase fuel consumption, since the energy to power this device causes an increase in load on the alternator. Since the alternator is generally only 40-60% efficient, the additional load of electronics on the machine can be as high as 3 horsepower (2.2 kW) at any speed including idle. In the FTP 75 test cycle, a 200 watt load on the alternator reduces fuel efficiency by 1.7 MPG. The headlamps, for example, consume 110 watts at low and up to 240 watts at high. These electrical charges can cause many differences between real-world and EPA tests, which only include the electrical load required to run the engine and basic climate control.
• Standby. The energy needed to keep the engine running while not providing power to the wheels, ie when stopped, glide, or brake.

Fuel efficiency decreases from most electrical loads noticeably at lower speeds as most loads are constant while machine loads increase with speed. So at a lower speed a higher proportion of the engine's horsepower is used by the electrical load. Hybrid cars see the biggest effect on fuel efficiency of electrical loads due to this proportional effect.

Technology fuel economy improvement

Machine-specific technology

Other vehicle technologies

Technology of the future

Technology that can improve fuel efficiency, but not yet available in the market, including:

• HCCI (Homogeneous Load Compression Load) burning
• Scuderi Machine
• Compound machine
• Two-stroke diesel engine
• High efficiency gas turbine engine
• BMW Turbosteamer - uses the heat from the engine to turn the mini turbine to generate power
• A vehicle's electronic control system that automatically keeps the distance between vehicles on highways/tolls that reduce the braking ripple , and the resulting acceleration.
• Time-optimized piston path, for capturing energy from hot gas in cylinders when they are at the highest temperature
• hybrid sterling battery vehicle

Many aftermarket consumer products exist that are recognized for improving fuel economy; many of these claims have been discredited. In the United States, the Environmental Protection Agency maintains a list of devices that have been tested by independent laboratories and makes test results publicly available.

Reliability of fuel economy data

The mandatory publication of fuel consumption by producers led some to use dubious practices to achieve better value in the past. If the test is on the test spot, the vehicle can detect the open door and adjust the engine control. Also when driven according to the test regime, the parameters can adapt automatically. Laboratory tests using "gold car" are tested in each to check that each lab produces the same set of measurements for the given drive cycle.

Tire and lubricant pressures should be as recommended by the manufacturer (higher tire pressures are required on certain types of dynamometers, but this is to compensate for the dynamic rolling resistance different from the dynamometer, not to produce unrealistic loads on the vehicle). Usually the quoted figures issued by the manufacturer must be proven by the relevant authorities who witnessed the vehicle/machine test. Some jurisdictions independently test vehicle emissions in the service, and as a final measure may force the recall of all specific vehicle types if the customer's vehicle does not meet the manufacturer's claim within reasonable limits. The expenditure and bad publicity of such recalls encourages producers to publish realistic figures. US Federal Government retries 10-15% model), to ensure that manufacturer test is accurate.

Real-world fuel consumption can vary greatly because they can be affected by many factors that have nothing to do with the vehicle. Driving conditions - weather, traffic, temperature; driving style - hard braking, jack start jackets, and speeding; road conditions - paved vs gravel, smooth vs perforated; and things like carrying excess weight, roof racks, and fuel quality can all be combined to dramatically increase fuel consumption. Expecting to consistently perform in the face of so many unlikely variables such as expectations for a set of numbers to cover every driver and their personal circumstances.

Ranking is intended to provide a comparison, and is not a promise of actual performance.

Concerns over EPA estimates

For years critics have claimed that the EPA (the US Environmental Protection Agency) estimates fuel economy figures have been misleading. The main argument of EPA's critics focuses on the lack of real-world testing, and a very limited scale (ie, city or highway).

Partly in response to this criticism, the EPA changed its fuel economy rating system in 2008 in an effort to address these concerns more adequately. Instead of testing in just two alleged modes, the test now includes:

• Speed ​​and faster acceleration
• AC use
• Cool outside temperature

While the new EPA standards can represent an increase, real-world user data may still be the best way to collect and collect accurate fuel economy information. Thus EPA has also set up a website http://www.fueleconomy.gov/mpg/MPG.do?action=browseList where drivers can enter and track their own real-world fuel efficiency numbers.

There are also a number of web sites that try to track and report individual fuel economy data through real-life driving. Sites or publications such as Consumer Reports, Edmunds.com, Consumer Guide, and TrueDelta.com offer this service and claim more accurate numbers than those listed in the EPA.

Behavior maximizing fuel economy

Governments, environmental organizations, and companies such as Toyota and Shell Oil Companies have historically urged the driver to maintain sufficient air pressure on tires and accelerating habits/slowdowns. Tracking fuel efficiency stimulates maximizing fuel economy behavior.

The five year partnership between Michelin and Anglian Water shows that 60,000 liters of fuel can be stored at tire pressure. The Anglican Air Fleet of 4,000 vans and cars now lasts their lifetime. This shows the impact of tire pressure on fuel efficiency.

Fuel economy as part of quality management regime

The EMAS environmental management system as well as good fleet management includes fleet fuel consumption record keeping. Quality management uses the numbers to direct actions taken on the fleet. This is a way of checking whether procurement, driving, and maintenance in total have contributed to a change in the overall consumption of the fleet.

src: www.carmudi.pk

Fuel economy standards and test procedures

* Highway ** is combined

Australia

Starting in October 2008, all new cars must be sold with stickers on the windshield that show fuel consumption and CO ₂ emissions. Fuel consumption figures are expressed as urban , urban extra and combined , measured according to ECE Rules 83 and 101 - which are based on European driving cycles; before, only the combined composite numbers.

Australia also uses a star rating system, from one to five stars, which combines greenhouse gases with pollution, ranking each of 0 to 10 with ten of the best. To get 5 stars a combined score of 16 or better is needed, so a car with 10 for economy (greenhouse) and 6 for emissions or 6 for economy and 10 for emissions, or anything else will get the highest 5 star rating. The car with the lowest value is Ssangyong Korrando with automatic transmission, with one star, while the highest value is the Toyota Prius hybrid. Fiat 500, Fiat Punto and Fiat Ritmo and Citroen C3 also receive 5 stars. The greenhouse rating depends on the fuel economy and the type of fuel used. Greenhouse rating 10 requires 400 grams of CO less than ₂ per km, while the value of zero is more than 440 g/km CO ₂ . The highest greenhouse ratings of every 2009 car listed are the Toyota Prius, with 106 g/km CO ₂ and 4.4Ã, L/100Ã, km (64 mpg _-imp ; 53 mpg _-US ). Several other cars also received an 8.5 rating for greenhouses. The lowest score is the Ferrari 575 at 499 g/km CO ₂ and 21.8 L/100 km (13.0 mpg _-imp ; 10.8 mpg _{- US} ). The Bentley also received a zero value, at 465 g/km CO ₂ . The best fuel economy each year is 2004-2005 Honda Insight, at 3.4Ã, L/100Ã, km (83 mpg _-imp ; 69 mpg _-US ).

Canada

Vehicle manufacturers follow controlled laboratory testing procedures to generate fuel consumption data they submit to the Government of Canada. Controlled methods of fuel consumption testing, including the use of standard fuels, test cycles and calculations, are used instead of on-road steering to ensure that all vehicles are tested under the same conditions and that the results are consistent and repeatable.

The selected test vehicle is "run" for approximately 6,000 km before testing. The vehicle is then mounted on the programmed chassis dynamometer to take into account the aerodynamic efficiency, weight gain and vehicle rolling resistance. A trained driver runs the vehicle through standard driving cycles that simulate travel in the city and on the highway. The fuel consumption rating comes from emissions generated during the driving cycle.

5 TEST CYCLE:

1. The city test simulates urban rides in stop-and-go traffic with an average speed of 34 km/h and a top speed of 90 km/h. The test lasts for about 31 minutes and includes 23 stops. The test starts from the beginning of a cold engine, which is similar to starting a vehicle after being parked overnight during the summer. The last phase of the test repeats the first eight minutes of the cycle but with the start of a hot engine. It simulates restarting the vehicle after it is warmed, moved and then stopped for a short time. More than five minutes of test time is spent on idle, to represent a wait at a traffic light. The environmental temperature of the test cell starts at 20 ° C and ends at 30 ° C.

2. The road test simulates a mixture of open highways and rural road driving, with an average speed of 78 km/h and a top speed of 97 km/h. The test lasts for approximately 13 minutes and does not include stops. The test starts from the beginning of a hot machine. The environmental temperature of the test cell starts at 20 ° C and ends at 30 ° C.

3. In the cold temperature operating test , the same driving cycle is used as in the standard city test, except that the temperature around the test cell is set to -7 Ã, Â ° C.

4. In the AC test, the temperature of the test cell environment is increased to 35 ° C. The vehicle climate control system is then used to lower the internal cabin temperature. Starting with a warm engine, this test averages 35 km/h and reaches a maximum speed of 88 km/h. Five stops included, with idling going 19% of the time.

5. high speed/fast acceleration test averages 78 km/h and reaches a top speed of 129 km/h. Four stops are included and fast acceleration maximizes at a rate of 13.6 km/h per second. The engine started to warm up and the air conditioner was not used. The environmental temperature of the test cells is constantly 25 Â ° C.

Test 1, 3, 4 & amp; 5 on average to create a level of fuel consumption of city driving.

Test 2, 4 & amp; 5 is averaged to create the level of fuel consumption on the road.

Europe

In the EU, passenger vehicles are generally tested using two drive cycles, and an appropriate fuel economy is reported as 'urban' and 'extra-urban', in liters per 100 km and (in Britain) in miles per gallon imperial.

The municipal economy is measured using a test cycle known as ECE-15, first introduced in 1970 by EC Directive 70/220/EWG and completed by EEC Directive 90/C81/01 in 1999. It simulates 4,052 m (2,518 miles) of Travel urban areas with an average speed of 18.7 km/h (11.6 mph) and at a maximum speed of 50 km/h (31 mph).

The extra-urban driving cycle or EUDC lasts for 400 seconds (6 minutes 40 seconds) at an average speed of 62.6 km/h (39 mph) and a top speed of 120 km/h (74.6 mph).

EU fuel consumption figures are often much lower than the corresponding US EPA test results for the same vehicle. For example, the Honda CR-Z 2011 with six-speed manual transmission is rated 6.1/4.4 L/100 km in Europe and 7.6/6.4 L/100 km (31/37 mpg) in the United States.

In advertisements the EU must show Carbon dioxide (CO ₂ ) - emissions and fuel consumption data in a clear manner as described in British Statute Instrument 2004 No 1661. Since September 2005, the "Sticker" color code "Green Rating has been available in the UK, which assesses fuel economy with CO ₂ emissions: A: <100 g/km, B: 100-120, C: 121-150, D: 151-165, E: 166-185, F: 186-225, and G: 226. Depending on the type of fuel used, for gasoline A is equivalent to about 4.1 L/100 km (69 mpg _-imp ; 57 mpg _-US ) and G about 9.5 L/100 km (30 mpg _-imp ; 25 mpg _-US ). Ireland has very similar labels, but the range is slightly different, with A: & lt; = 120 g/km, B: 121-140, C: 141-155, D: 156-170, E: 171-190 , F: 191-225, and G: 226.

In the UK the ASA (Advertising standards agency) has claimed that the fuel consumption figure is misleading. Often the case with European vehicles as MPG (miles per gallon) numbers that can be advertised is often not the same as driving the 'real world'.

ASA has said that car manufacturers can use 'cheats' to prepare their vehicles for mandatory fuel efficiency and test their emissions in a way that is set to make themselves look 'clean' as possible. This practice is common in tests of petrol and diesel vehicles, but hybrid and electric vehicles are not immune because manufacturers apply this technique to fuel efficiency.

The automaker also confirmed that the official MPG number provided by the manufacturer does not represent the true MPG value of the driving in the real world. The website has been set up to show real-world MPG figures, based on data sourced from real users, versus official MPG figures.

The main gap in current EU testing allows automakers a number of 'cheats' to improve yields. Car manufacturers can:

• Disconnect the alternator, so that no energy is used to recharge the battery;
• Use special lubricants not used in production cars, to reduce friction;
• Turn off all electric gadgets Air Con/Radio;
• Set brakes or even disconnect them to reduce friction;
• Glue the gaps between the body panels and windows to reduce air resistance;
• Remove the Wing mirror.

According to the results of a 2014 study by the International Council on Clean Transport (ICCT), the gap between official and real-world economic fuel figures in Europe has increased to about 38% by 2013 from 10% in 2001. This analysis found that for private cars , the difference between on-road and the official CO ₂ value increased from about 8% in 2001 to 31% in 2013, and 45% for company cars in 2013. This report is based on data from more from half a million private vehicles and companies across Europe. This analysis was prepared by ICCT in conjunction with the Dutch Organization for Applied Scientific Research (TNO), and the German Institute for Energy- und Umweltforschung Heidelberg (IFEU).

China

Japanese

The evaluation criteria used in Japan reflect the common driving conditions, because typical Japanese drivers do not drive as quickly as other areas internationally (Speed ​​limit in Japan)

mode 10-15

The 10-15 cycle motorcycle driving test is a fuel economy test and an official emissions test for new light duty vehicles in Japan. Fuel economy is expressed in km/L (kilometers per liter) and emissions expressed in g/km. This test is performed on a dynamometer and consists of 25 tests that include idling, acceleration, stable walking and deceleration, and simulates the typical urban and/or highway conditions of Japan. The running pattern starts with a warm start, lasting for 660 seconds (11 minutes) and running at speeds of up to 70 km/h (43.5 mph). Distance cycle is 6.34 km (3.9 m), average speed 25.6 km/h (15.9 mph), and 892 seconds duration (14.9 minutes), including the initial 15 mode segment.

JC08

The more demanding new test, called JC08, was established in December 2006 for the new Japanese standards in force by 2015, but is already used by several car manufacturers for new cars. The JC08 test is significantly longer and tighter than the 10-15 mode test. The running pattern with JC08 extends for up to 1200 seconds (20 minutes), and there are cold and warm starting measurements and the top speed is 82 km/h (51.0 mph). The economic rating of JC08 is lower than the 10-15 fashion cycle, but they are expected to be a more real world. Toyota Prius became the first car to meet the new 2015 Japan Fuel Economy Standard as measured by the JC08 test.

New Zealand

The 1978 Energy Tax Act in the United States imposes a gas lighter tax on the sale of new-year model vehicles whose fuel economy fails to meet certain levels of legislation. Taxes only apply to cars (not trucks) and are collected by the IRS. The goal is to prevent the production and purchase of fuel-inefficient vehicles. The tax is gradual in more than ten years with increasing rate over time. This applies only to manufacturers and importers of vehicles, although perhaps some or all taxes are passed on to car consumers in the form of higher prices. Only new vehicles are taxed, so no taxes are charged on used car sales. The tax is approved to apply higher tax rates for fuel-efficient vehicles. To determine tax rates, manufacturers test all vehicles in their laboratories for fuel economy. The US Environmental Protection Agency confirmed some of those tests in the EPA lab.

In some cases, this tax applies only to certain variants of the given model; for example, 2004-2006 Pontiac GTO (import version of Holden Monaro's prisoners) does generate tax when booked with a four-speed automatic transmission, but is not taxed when ordered with a six-speed manual transmission.

EPA testing procedure until 2007

Two separate fuel economy tests simulate driving in the city and driving on the highway: the "city" driving program or Urban Dynamometer Driving Schedule or (UDDS) or FTP-72 defined in 40 C.F.R. 86 Application I and consists of starting with a cold engine and making 23 stops over a period of 31 minutes for an average speed of 20 mph (32 km/h) and with a top speed of 56 mph (90 km/h).

The "highway" or Highway Economy Fuel Efficiency (HWFET) Program is defined in 40 C.F.R. 600 My Applications and uses warmed and non-stop engines, averaging 48 mph (77 km/h) at a top speed of 60 mph (97 km/h) over a 10 mile (16 km) distance. Measurements were then adjusted downwards by 10% (city) and 22% (highway) to more accurately reflect real-world results. The city weighted average (55%) and highway (45%) fuel economy are used to determine applicant taxes.

This procedure has been updated to FTP-75, adding a "hot start" cycle that repeats the "cold start" cycle after a 10 minute pause.

Since EPA numbers almost always show better efficiency than real-world fuel efficiency, the EPA has modified methods beginning with 2008. An updated estimate is available for vehicles back to the 1985 model.

EPA testing procedure: 2008 and beyond

US EPA changed the effective testing procedure of MY2008 which added three new Federal Test Procedures (SFTP) tests to include the effect of higher driving speed, harder acceleration, cooler temperatures and AC usage.

SFTP US06 is a high speed/fast acceleration lasting 10 minutes, covering 8 miles (13 km), averaging 48 mph (77 km/h) and reaching a top speed of 80 mph (130 km/h). Four stops are included, and fast acceleration maximizes at a rate of 8.46 mph (13.62 km/h) per second. The engine started to warm up and the air conditioner was not used. The ambient temperature varies between 68Ã, ° F (20Ã,  ° C) to 86Ã,  ° F (30Ã,  ° C).

SFTO SC03 is an AC test, which raises the ambient temperature to 95 ° F (35 ° C), and puts the vehicle's climate control system to use. Lasting 9.9 minutes, the loop 3.6 miles (5.8 km) averages 22 mph (35 km/h) and maximizes at a rate of 54.8 mph (88.2 km/h). Five stops included, idling happened 19 percent of the time and 5.1 mph/sec acceleration was achieved. The engine temperature starts to warm up.

Lastly, the cold temperature cycle uses the same parameters as the current city loop, except that the ambient temperature is set to 20 Â ° F (-7 Â ° C).

The EPA test for fuel economy does not include an electrical load test beyond climate control, which may account for some of the differences between EPA and real-world fuel efficiency. The 200 W power supply can result in a 0.4 km/L (0.94 mpg) efficiency reduction on the FTP 75 test cycle.

Electric and hybrid vehicles

Following the efficiency claims made for vehicles such as the Chevrolet Volt and Nissan Leaf, the National Renewable Energy Laboratory recommends using a new EPA vehicle fuel efficiency formula that delivers different grades depending on the fuel used. In November 2010 the EPA introduced the first fuel economy rating on Monroney stickers for plug-in electric vehicles.

For fuel economy labels from plug-in hybrids the Chevy Volt EPA assesses cars separately for all-electric mode expressed in miles per gallon of gas equivalent (MPG-e) and for gasoline-only mode expressed in conventional miles per gallon. The EPA also estimates the overall combined city/highway economy rating of gas-electric fuels expressed in miles per gallon of gas equivalent (MPG-e). The label also includes tables showing the savings of fuel and electricity consumed for five different scenarios: 30 miles (48 km), 45 miles (72 km), 60 miles (97 km) and 75 miles (121 km) driven between full loads, and the scenario never fails. This information is included to make consumers aware of the variability of fuel economy results depending on the distance between costs. Also fuel economy for gasoline (never filled) scenarios is included. For electric-only mode, the estimated energy consumption in kWh per 100 miles (160 km) is also shown.

To label the fuel economy of an electric car the Nissan Leaf EPA rated a combined fuel economy in terms of miles per gallon equivalent of gasoline, with separate ratings for city and highway driving. This fuel economy equation is based on estimated energy consumption in kWh per 100 miles, and is also featured in Monroney's label.

In May 2011, the National Highway Traffic Safety Administration (NHTSA) and the EPA issued a joint end rule that sets new requirements for fuel economy and environmental labels mandatory for all new passenger and truck cars starting with the 2013 model year, and volunteering for 2012 models. The decisions include new labels for alternative fuels and alternative propulsion vehicles available in the US market, such as plug-in hybrids, electric vehicles, flexible fuel vehicles, hydrogen fuel cell vehicles, and natural gas vehicles. Common fuel economy metrics adopted to allow comparison of alternative fuels and advanced technology vehicles with conventional internal combustion engine vehicles are miles per gallon of gasoline equivalent (MPGe). A gallon of equivalent gasoline means the number of kilowatt-hours of electricity, cubic feet of uncompressed natural gas (CNG), or kilograms of hydrogen equal to the energy in a gallon of gasoline.

The new label also includes for the first time an estimate of how much fuel or electricity it takes to drive 100 miles (160 km), providing US consumers with fuel consumption per mileage, a metric commonly used in many other countries. EPA explains that the goal is to avoid the traditional miles per gallon metric that could potentially be misleading when consumers compare fuel economy improvements, and is known as the "MPG illusion" - this illusion arises because of a reciprocal (ie non-linear) relationship between costs other, the volume of fuel consumed) per unit of distance is driven and the MPG value means that the difference in the MPG value does not directly mean - only ratio (in mathematical terms, the reciprocity function does not travel with the addition and reduction, in general, the difference in mutual value is not the same as the opposite of their differences). It has been claimed that many consumers are unaware of this, and therefore compares the value of MPG by subtracting it, which can give a misleading picture of the relative difference in fuel economy between different vehicle pairs - for example, an increase from 10 to 20 MPG corresponding to a 100% in fuel economy, whereas an increase from 50 to 60 MPG is only a 20% increase, although in both cases the difference is 10 MPG. The EPA explains that the new gallon-per-100-mile metric provides a more accurate measure of fuel efficiency - in particular, it's equivalent to a normal metric fuel economy measurement, liters per 100 kilometers (L/100 km).

CAFE Standard

The Company's Average Fuel Economy Regulations (CAFE) in the United States, first authorized by Congress in 1975, is a federal regulation intended to improve the average fuel economy of cars and light trucks (trucks, vans and sport utility vehicles) sold in the US in the wake of the 1973 Arab Oil Embargo. Historically, this is the average average fuel economy of this year's passenger car manufacturer's fleet or light trucks, which are manufactured for sale in the United States. According to CAFE truck standards 2008-2011 this turned into a "trace" model in which larger trucks are allowed to consume more fuel. The standard was limited to vehicles under a certain weight, but the heavyweights were expanded in 2011.

Country rules

The Clean Air Act of 1970 prohibits countries from setting their own air pollution standards. However, the law authorizes the EPA to grant a waiver to California, which allows countries to set higher standards. The law provides a "piggyback" provision allowing other countries to adopt the same vehicle emissions limits as California. The California acquisition was routinely granted until 2007, when the Bush administration rejected the country's bid to adopt a limit of global warming pollution for cars and light trucks. California and 15 other countries that are trying to apply the same emission standards are required in response. The case was tied up in court until the administration of Barack Obama, which in 2009 reversed the Bush administration's decision by giving a waiver.

In April 2018, EPA Administrator Scott Pruitt announced that the Trump administration plans to roll back federal fuel economy standards enacted in 2012 and it will also seek to curb California authorities to set its own standards. However, Trump's administration is also reportedly in talks with state officials to develop a compromise that will allow the state and national standards to remain in place.

src: upload.wikimedia.org

Unit Conversions

Galon AS

• 1 MPG? 0.425 km/L
• 235.2/MPG? L/100 km
• 1 MPG? 1.201 MPG (Imp)

Imperial gallons

• 1 MPG? 0.354 km/L
• 282/MPG? L/100 km
• 1 MPG? 0.833 MPG (US)

Convert from MPG

Conversion of km/L and L/100 km

src: www.myfloridahomeenergy.com

See also

src: cdn.moneycrashers.com

Annotations

src: www.pewtrusts.org

References

src: www.globalfueleconomy.org

External links

• The Australian Fuel Consumption Labels
• Fuel-sourced fuel economy data from the EPA - United States Environmental Protection Agency
• 2014 Model Economy Fuel Guidelines, US Environmental Protection Agency, and US Department of Energy, April 2014.
• Fuel Consumption Calculator

Source of the article : Wikipedia