DTNH22-13-R-00669.pdf

DTNH22-13-R-00669

SOLICITATION, OFFER AND AWARD

4. TYPE OF SOLICITATION2. CONTRACT NUMBER 3. SOLICITATION NUMBER

7. ISSUED BY CODE 8. ADDRESS OFFER TO (If other than Item 7)

ORDER UNDER DPAS (15 CFR 700)

6. REQUISITION/PURCHASE NUMBER

NOTE: In sealed bid solicitations "offer" and "offeror" mean "bid" and "bidder".

NEGOTIATED (RFP)

SEALED BID (IFB)

5. DATE ISSUED

1. THIS CONTRACT IS A RATED RATING PAGE OF PAGES

1 74

C. E-MAIL ADDRESS

EXT.NUMBERAREA CODE

B. TELEPHONE (NO COLLECT CALLS)A. NAME

10. FOR

INFORMATION

CALL:

CAUTION: LATE Submissions, Modifications, and Withdrawals: See Section L, Provision No. 52.214-7 or 52.215-1. All offers are subject to all terms and conditions contained in this solicitation.

(Date)(Hour) local timeuntildepository located in copies for furnishing the supplies or services in the Schedule will be received at the place specified in Item 8, or if hand carried, in the

SOLICITATION

9. Sealed offers in original and

PART IV - REPRESENTATIONS AND INSTRUCTIONS

OTHER STATEMENTS OF OFFERORS

EVALUATION FACTORS FOR AWARD

INSTRS., CONDS., AND NOTICES TO OFFERORS

REPRESENTATIONS, CERTIFICATIONS AND

LIST OF ATTACHMENTS

CONTRACT CLAUSES

PART III - LIST OF DOCUMENTS, EXHIBITS AND OTHER ATTACH.

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M SPECIAL CONTRACT REQUIREMENTS

CONTRACT ADMINISTRATION DATA

DELIVERIES OR PERFORMANCE

INSPECTION AND ACCEPTANCE

PACKAGING AND MARKING

DESCRIPTION/SPECS./WORK STATEMENT

SUPPLIES OR SERVICES AND PRICES/COSTS

SOLICITATION/CONTRACT FORM

PART II - CONTRACT CLAUSESPART I - THE SCHEDULE

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SEC. DESCRIPTION PAGE(S) (X) DESCRIPTION SEC. (X)

11. TABLE OF CONTENTS

18. OFFER DATE17. SIGNATURE

SUCH ADDRESS IN SCHEDULE.

IS DIFFERENT FROM ABOVE - ENTER

15C. CHECK IF REMITTANCE ADDRESS

EXT.NUMBERAREA CODE

15B. TELEPHONE NUMBER

(Type or print)AND

ADDRESS

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OFFEROR

CODE FACILITY

16. NAME AND TITLE OF PERSON AUTHORIZED TO SIGN OFFER15A. NAME

DATEAMENDMENT NO.DATEAMENDMENT NO.

and related documents numbered and dated):

amendments to the SOLICITATION for offerors

(The offeror acknowledges receipt of

14. ACKNOWLEDGEMENT OF AMENDMENTS

CALENDAR DAYS (%)30 CALENDAR DAYS (%)20 CALENDAR DAYS (%)10 CALENDAR DAYS (%)

(See Section I, Clause No. 52.232.8)

13. DISCOUNT FOR PROMPT PAYMENT

designated point(s), within the time specified in the schedule.

by the offeror) from the date for receipt of offers specified above, to furnish any or all items upon which prices are offered at the price set opposite each item, delivered at the

12. In compliance with the above, the undersigned agrees, if this offer is accepted within ______________ calendar days (60 calendar days unless a different period is inserted

NOTE: Item 12 does not apply if the solicitation includes the provisions at 52.214-16, Minimum Bid Acceptance Period.

OFFER (Must be fully completed by offeror)

IMPORTANT - Award will be made on this Form, or on Standard Form 26, or by other authorized official written notice.

28. AWARD DATE

(Signature of Contracting Officer)

27. UNITED STATES OF AMERICA

25. PAYMENT WILL BE MADE BY

26. NAME OF CONTRACTING OFFICER (Type or print)

CODE 24. ADMINISTERED BY (If other than Item 7)

ITEM

(4 copies unless otherwise specified)

23. SUBMIT INVOICES TO ADDRESS SHOWN IN

41 U.S.C. 253 (c) ( 10 U.S.C. 2304 (c) (

22. AUTHORITY FOR USING OTHER THAN FULL AND OPEN COMPETITION:

21. ACCOUNTING AND APPROPRIATION20. AMOUNT19. ACCEPTED AS TO ITEMS NUMBERED

AWARD (To be completed by government)

CODE

13-0037605/29/2013 X

NPO-320

Office Of Acquisition Management

DOT/NHTSA/NPO-320

1200 New Jersey Avenue, SE W51-310 Washington, DC 20590

NHTSA 1500 ET 06/28/2013

SHERONDA JONES 202

sheronda.jones@dot.gov

366-1772

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PAGE(S)

ROBIN D. GATES

AUTHORIZED FOR LOCAL REPRODUCTION

Previous edition is unusable

STANDARD FORM 33 (Rev. 9-97)

Prescribed by GSA - FAR (48 CFR) 53.214(c)

1-2

4-20 21-22 24-28 29-34 35-42

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ITEM NO. SUPPLIES/SERVICES QUANTITY UNIT UNIT PRICE AMOUNT

NAME OF OFFEROR OR CONTRACTOR

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CONTINUATION SHEET

REFERENCE NO. OF DOCUMENT BEING CONTINUED PAGE OF

DTNH22-13-R-00669

(A) (B) (C) (D) (E) (F)

FOB: Destination

0001 Vehicle Weight Reduction Feasibility and Cost Study - Full Size Pick-up Truck

OPTIONAL FORM 336 (4-86)

Sponsored by GSA

FAR (48 CFR) 53.110

NSN 7540-01-152-8067

Mass Reduction for Light-Duty Vehicles for Models Years 2017-2025

SECTION B - SUPPLIES OR SERVICES AND PRICES/COSTS

B.1 CONTRACT SUMMARY

The Contractor shall furnish all materials and personnel necessary to provide the National Highway Traffic Safety Administration (NHTSA) with non-personal technical support for Mass Reduction for Light-Duty Vehicles for Models Years 2017-2025 as described in Section C below. All of the work shall be performed at the Contractor’s facility.

The Government anticipates award of one Cost plus Fixed Fee (CPFF) contract issued in accordance with FAR 16.306. The maximum potential dollar amount for this contract shall not exceed $_TBD_______ (inclusive of all costs, fixed fee, and optional requirement) over a 30 month Base Period.

B.2 ESTIMATED AMOUNT

The Total Potential value for the performance of this Cost plus Fixed-Fee contract is $_____________ consisting of an estimated potential Cost of ___________ and a Fixed Fee amount of _______________.

The work under this contract will be performed in two phases.

Phase I, will be executed at the time of the award in the amount of _______________ consisting of an estimated potential cost of __________and a Fixed Fee amount of

Phase II, will be executed upon completion of Phase I and acceptance of all required contract deliverables for Phase I in the amount of _______________ consisting of an estimated potential cost of __________and a potential Fixed Fee amount of_____________.

Optional Requirement Task C.5.4, will be exercised at the discretion of the Government based on the outcomes of Phases I and II in the amount of ___________consisting of an estimated potential cost and a potential Fixed Fee amount of___________.

B.3 TRAVEL

All travel shall be reimbursed at cost in accordance with the Travel and Per Diem clause (in accordance with Section G.5). Travel and Per Diem is included in the above figures and shall not exceed $24,000 for the entire 30 month period of performance.

(End of Section B)

Mass Reduction for Light-Duty Vehicles for Model Years 2017-2025

SECTION C - DESCRIPTION/SPECIFICATIONS/WORK STATEMENT

C.1 INTRODUCTION

The National Highway Traffic Safety Administration (NHTSA) is an agency within the U.S. Department of Transportation (DOT). NHTSA’s mission is to save lives, prevent injuries and reduce traffic-related health care and other economic costs. The agency develops, promotes and implements effective educational, engineering and enforcement programs with the goal of ending vehicle crash tragedies and reducing economic costs associated with vehicle use and highway travel.

C.2 BACKGROUND

NHTSA has been issuing Corporate Average Fuel Economy (CAFE) standards under the Energy Policy and Conservation Act (EPCA) for the last thirty years. EPCA requires DOT to establish average fuel economy standards for passenger cars and light trucks at “the maximum feasible average fuel economy level that the Secretary [of DOT] decides the manufacturers can achieve in that model year.” When setting “maximum feasible” fuel economy standards, DOT is required to “consider technological feasibility, economic practicability, the effect of other motor vehicle standards of the Government on fuel economy, and the need of the United States to conserve energy.” The Energy Independence and Security Act (EISA) was enacted on December 19, 2007 and amended EPCA. In addition to passenger car and light truck standards being set at the maximum feasible level in each model year, EISA mandated that the model year (MY) 2011-2020 CAFE standards be set sufficiently high to ensure that the industry-wide average of all new passenger cars and light trucks, combined, be not less than 35 miles per gallon (mpg) by MY 2020.

In fulfillment of its EPCA and EISA requirements and in response to President Obama’s directive to create a coordinated and harmonized National Program for motor vehicle efficiency and emissions standards, NHTSA published a final rule with the Environmental Protection Agency (EPA). This final rule set CAFE standards under EPCA/EISA and greenhouse gas (GHG) standards under the Clean Air Act (CAA) for passenger cars and light trucks manufactured in model years 2017-2025 for GHG and 2017-2021 for CAFE. NHTSA will develop final CAFE standards for MYs 2022-2025 as part of a future new rulemaking, considering the findings of a “mid-term evaluation” to be conducted jointly with EPA and the California Air Resources Board.1 The CAFE standards increase annually in stringency, and for MY 2021, are currently estimated to require a combined industry-wide fleet fuel economy of 40.3-41.0 mpg.

Based on NHTSA’s discussions with manufacturers about how they plan to comply

1 The final rule was issued on August 28, 2012, and was published in the Federal Register on October 15, 2012, at http://www.gpo.gov/fdsys/pkg/FR-2012-10-15/pdf/2012-21972.pdf . A copy is also available on NHTSA’s website at http://www.nhtsa.gov/staticfiles/rulemaking/pdf/cafe/2017-25_CAFE_Final_Rule.pdf (last accessed October 19, 2012).

http://www.gpo.gov/fdsys/pkg/FR-2012-10-15/pdf/2012-21972.pdf http://www.nhtsa.gov/staticfiles/rulemaking/pdf/cafe/2017-25_CAFE_Final_Rule.pdf with CAFE standards in those model years, the agency anticipates that the industry will make use of vehicle mass reduction as a means for reducing vehicle fuel consumption in the future. NHTSA’s recent rulemaking analyses have employed “mass reduction” as a technology option for compliance modeling purposes.

Specifically, in order to ensure that a compliance path for industry exists that would be safety neutral at a societal level, NHTSA applied more mass reduction in the CAFE rulemaking analysis to larger vehicles, such as pickup trucks and minivans, and less or even zero mass reduction to smaller vehicles, such as subcompact and compact cars. For example, in the analysis for MYs 2017-2025, the CAFE model (a computer model used by the agency to conduct rulemaking analysis)2 was configured to allow up to 20 percent mass reduction per large pickup truck relative to MY 2008 fleet as a way for manufacturers to achieve compliance, and limited mass reduction to 5 percent per vehicle for midsize cars. The agency took this approach for consistency with NHTSA’s analysis of safety effects for vehicle mass reduction, which found that mass reduction can occur in a safety-neutral, or perhaps even a safety-beneficial, manner if it occurs in the heaviest of vehicles, while the contrary may be true for lighter vehicles.

In support of the recent rulemaking for MYs 2017-2025, NHTSA funded a mass reduction study on mid-size passenger cars based on a MY 2011 Honda Accord. In that project, the vehicle achieved 20 percent mass reduction with a cost increase.3 Due to the functionality differences between passenger cars and light trucks, the agency is very interested in exploring the potential differences in mass reduction approaches for passenger cars and light trucks, and believes further research would be helpful to this regard.

NHTSA has recently noticed many Original Equipment Manufacturers (OEMs) announcing more and more complicated types of mass reduction, often in the interest of improving fuel economy. As the agency looks ahead to the future rulemaking to develop final standards for MYs 2022-2025, we expect that more and more mass reduction technologies will be applied and that the baseline fleet may migrate to lighter vehicles overall. The mass reduction technologies employed in the fleet representing the on-road vehicles closer to the time when the analysis for the future rulemaking is conducted will use different materials than the ones used as baseline vehicles in the previous light-weighting studies. Some future light-weighted vehicles will also have downsized powertrains, consistent with the design in the mid-size passenger car mass reduction project and the agency’s assumptions in the recent rulemaking for MYs 2017-2025. As the 2012-2016 CAFE rule is phasing in during the next few years and OEMs are preparing to comply with the MYs 2017-2021 CAFE final rule, OEMs already have started applying more mass reduction technologies in the fleet. This might change the material usage and manufacturing technology usage for the baseline for MYs 2022-2025 rule. The agency is interested in updating the baseline mass reduction technologies for on-road vehicle material and

2 The CAFE Compliance and Effects Modeling System is available for download at http://www.nhtsa.gov/Laws+&+Regulations/CAFE+- +Fuel+Economy/CAFE+Compliance+and+Effects+Modeling+System:+The+Volpe+Model.

3 The report and models for this project can be found at http://www.nhtsa.gov/Laws+&+Regulations/CAFE+- +Fuel+Economy/Research+Supporting+2017-2025+CAFE+Final+Rule.

http://www.nhtsa.gov/Laws+&+Regulations/CAFE+-+Fuel+Economy/CAFE+Compliance+and+Effects+Modeling+System:+The+Volpe+Model http://www.nhtsa.gov/Laws+&+Regulations/CAFE+-+Fuel+Economy/CAFE+Compliance+and+Effects+Modeling+System:+The+Volpe+Model http://www.nhtsa.gov/Laws+&+Regulations/CAFE+-+Fuel+Economy/Research+Supporting+2017-2025+CAFE+Final+Rule http://www.nhtsa.gov/Laws+&+Regulations/CAFE+-+Fuel+Economy/Research+Supporting+2017-2025+CAFE+Final+Rule manufacturing technology usage and in confirming and validating the mass compounding effect of downsizing a vehicle powertrain as well as the mass reduction potential for the overall vehicle.

C.3 CONTRACT PURPOSE

The purpose of this contract is to design a light-weighted light-duty pickup truck4 that can, at minimum, meet the performance functions5 of the original baseline vehicle while controlling for both direct and indirect cost to maintain affordability.6

The work under this contract will occur in two phases (Phase I and Phase II) and divided into three major parts as follows:

1) Baseline Vehicle Tear-down and Finite Element Analysis Modeling

The Contractor shall pick a baseline vehicle that best represents the Contractor’s expectation of the light-duty pickup truck fleet for MY 2021 and perform a teardown study to build the baselines for engineering analysis and cost analysis for the light-weighted design.

2) Design and Optimization of the Light-Weighted Pickup Truck

The Contractor shall use advanced design, material and manufacturing processes that will likely be available during model years 2020-2030 to develop a light-weighted pickup truck concept vehicle that is capable of high volume production.

The Contractor shall provide concept vehicle information that includes an engineering design with sufficient detail such that computer aided engineering analysis can be performed to demonstrate crashworthiness. The Contractor shall also calculate and provide a comprehensive incremental cost estimate for the concept vehicle relative to the baseline vehicle, including both detailed direct manufacturing cost and some of the indirect cost estimates, such as tooling and equipment investment.

Design and Optimization of the Light-Weighted Pickup Truck is further divided into three steps:

-White Paper;

-Preliminary Design-of-Concept; and -FEA LS-DYNA model, Cost model and Final Design Report.

3) Optional Requirement “Mass Reduction for Other Light-Duty Vehicles”

4 Light duty pickup trucks are defined as trucks with gross vehicle weight rating (GVWR) ranges from 6,001 to 8,500 pounds.

5 Vehicle performance functions include safety, fuel economy, vehicle utility/performance (e.g. towing, acceleration, etc.), NVH, manufacturability, aesthetics, ergonomics, durability and serviceability.

6 Affordability is defined as maintaining overall vehicle retail price parity with the baseline vehicle with ±10% variation.

The Contractor shall determine mass reduction for other light-duty vehicles by applying technologies learned during the development of the light-weighted design for the pickup truck.

PHASE I

C.4 KICK-OFF MEETING

Within two (2) week of the contract award, the Contractor shall meet with the Contracting Officer’s Technical Representative (COTR) and interested NHTSA staff in Washington, DC. The purpose of this meeting is to discuss the contract’s administration and objectives and planned course of action.

The Contractor shall conduct a short briefing summarizing the Contractor’s approach to meeting the contract requirements and provide a draft work plan, electronically, to the COTR two days after the Kick-Off meeting. The COTR will provide comment to the draft work plan within one (1) week. Any proposed changes or comments shall be incorporated into the final work plan before submission. The final work plan shall be submitted to the COTR within one (1) week of receiving the COTR’s comments.

C.5 SPECIFIC TASKS

C.5.1 Task 1: Baseline Vehicle Tear-down and Finite Element Analysis

Modeling

C.5.1.1 Decision on the Baseline Truck Build and Model

The Contractor shall propose the make, model and configuration of the baseline light-duty truck. NHTSA will either approve the Contractor’s recommendation for the baseline light-duty truck or will require the Contractor to select a different baseline light-duty truck. NHTSA is aware that both General Motors (GM) and Ford intend to release their next generation pickup trucks in 2014 with significant amounts of mass reduction compared to prior models. Ford, for example, has redesigned the next generation F-150 to be 700 pounds lighter when it is released in 2014.7 GM has also announced their intentions that the new Silverado pickup truck be lighter weight, with extensive aluminum and magnesium applications and a smaller V8 engine as compared to previous models which goes into production in 2013.8 The baseline vehicle and body style suggested by the Contractor and approved by the agency shall be a high volume production vehicle (at least 200,000 units per year). The vehicle shall be a segment leader in terms of technologies and sales volume in the U.S. light duty pickup truck market for Model Year (MY) 2020 with representative vehicle

7 http://www.thecarconnection.com/news/1078027_next-ford-f-150-to-get-aluminum-body-for-better-gas-mileage 8 http://www.digitaltrends.com/cars/2014-chevrolet-silverado-coming-in-december/ http://www.thecarconnection.com/news/1078027_next-ford-f-150-to-get-aluminum-body-for-better-gas-mileage http://www.thecarconnection.com/news/1078027_next-ford-f-150-to-get-aluminum-body-for-better-gas-mileage http://www.digitaltrends.com/cars/2014-chevrolet-silverado-coming-in-december/ functionalities,9 vehicle configuration, and sales volume based on historical data and the Contractor’s research.

To better represent the trend of fuel economy technologies during the timeframe of the future rulemaking to develop final standards for MYs 2022-2025, the Contractor shall carefully examine the powertrain of the baseline vehicle because the mass of the vehicle powertrain can impact the secondary vehicle mass savings, recognizing that the full powertrain profile (such as including a V8 engine for vehicle work requirements, such as towing) might significantly reduce this mass reduction potential. The Contractor shall also be mindful when choosing the baseline vehicle configuration because pickup truck configurations are complex due to the combination of different cab sizes (standard, quad and crew cab), box sizes (short and long bed), 2WD vs. 4WD, different powertrain configurations and tire/wheel sizes.

The Contractor shall give careful consideration to the shared body structure and suspension systems among all the configurations when picking the baseline model because they should support the heaviest powertrain and unloaded vehicle weight for the platform and highest towing requirements. The Contractor shall also be mindful of the components for light-duty truck (class 2A) that are commonly shared with medium duty trucks (such as class 2B and 3). The Contractor shall identify these shared components, if any, so that these component sharing scenarios can be considered in the light-weighted design. The selection of the baseline vehicle is the foundation for whether and how the results can be applied to the pickup fleet.

Within three (3) weeks of the contract kickoff, the Contractor shall propose to the COTR the selection of the baseline light-duty truck to be used in fulfilling this contract requirement. The Contractor shall provide the COTR with its rationale for selection of the proposed baseline truck. The Contractor shall not proceed with the acquisition of the baseline vehicle until written approval is received from the COTR.

This decision shall be made no more than one (1) month after the contract kickoff.

C.5.1.2 Baseline Vehicle Teardown and Finite Element Analysis LS-DYNA

Model The Contractor shall tear down the approved baseline light-duty truck and build a Finite Element Analysis (FEA) Livermore Software (LS-DYNA) model. Before the vehicle teardown, torsional stiffness tests, bending stiffness tests, and any other necessary baseline testing identified by the Contractor shall be performed on the baseline vehicle so that these results can be compared with the light-weighted design.

The FEA LS-DYNA model shall be based on the tear-down information. Necessary material properties, such as the stress-strain curve, shall be tested if no information is

9 Vehicle functionalities include safety, fuel economy, vehicle utility/performance (e.g. towing, acceleration, etc.), NVH, manufacturability, aesthetics, ergonomics, durability and serviceability.

available from any other source such as available databases or Computer Aided Engineering (CAE) models. In the interest of transparency, all information used for the FEA model shall be releasable to the general public.

A FEA LS-DYNA model shall be created and correlated to the baseline vehicle crash results which include FMVSS, New Car Assessment Program NCAP and Insurance Institute for Highway Safety (IIHS) tests, as follows, and also discussed in Section C.5.2.5.

• NCAP frontal

• NCAP side

• NCAP side pole

• FMVSS No. 216

• FMVSS No. 301

• IIHS offset

• IIHS side impact

• IIHS small overlap: This load case might not have real vehicle test data to which to correlate. In this case, the Contractor shall find other vehicle test results to reference.

The Contractor shall develop the baseline vehicle CAE model, identifying the light-weighting strategies that the vehicle manufacturer used for the baseline vehicle. The Contractor shall compare this information to the previous generation of light duty pickup trucks and identify the ones that the Contractor expects to be in widespread application in the MY 2021 baseline fleet after the Contractor investigates and discusses with technical experts. Prior to any discussion with technical experts, the Contractor shall discuss any strategy for obtaining public opinion with the COTR.

The Contractor shall meet all applicable requirements for soliciting information from the general public, including any paperwork reduction act requirements that may apply.

C.5.1.3 Cost Model for Baseline Vehicle

A cost model shall be created for the baseline vehicle so that it can be used to derive the incremental cost later for the light-weighted vehicle. The cost model and its methodology shall be documented in the report for this task.

Deliverables and Milestones for Task C.5.1

Within three (3) weeks of the contract kickoff meeting, the Contractor shall present to NHTSA the selection of the baseline light-duty truck and documentation of the reasons for the selection. NHTSA will respond to the Contractor’s selection and the decision for the baseline vehicle shall be made no more than one (1) month after the contract kickoff.

The Contractor shall deliver a draft Baseline Vehicle Report to the COTR within six

(6) months after the contract kickoff meeting. This draft report shall document, but need not be limited to, the tear down process, the methodology used for reverse-engineering the baseline vehicle, a stated understanding of the baseline vehicle light-weighting strategy and design parameters that differs from the previous generation of vehicles in response to 2012-2016 CAFE model, the results of crashworthiness correlation as well as the methodology and the result of the costing analysis. The COTR will review the draft report and provide feedback to the Contractor within four

(4) weeks of receiving the report. The Contractor shall address all NHTSA’s comments and suggested revisions and submit an updated report within three (3) weeks after receiving NHTSA’s comments.

The Contractor shall also deliver the FEA LS-DYNA model and the cost model for the baseline truck with the final baseline vehicle report as part of the deliverables for this task.

This draft report, the FEA LS-DYNA model and the cost model for the baseline vehicle shall be delivered no later than seven and half (7.5) months from the contract kick-off.

C.5.2 Task 2: Design and Optimization of the Light-Weighted Pickup Truck

After completing the tasks for the baseline vehicle, the Contractor shall design a light-weighed light-duty pickup truck suitable for high volume production (around 200,000 units per year) for MYs 2020-2030 while maintaining the overall vehicle retail price parity within ±10% variation relative to the baseline vehicle. This task is divided into three steps. First, after initial research, the Contractor shall draft a white paper documenting the general approaches that will be used for design, optimization, engineering analyses, and cost analyses for the light-weighted vehicle. Second, based on the approaches agreed upon by NHTSA and the Contractor, the Contractor shall provide a preliminary design-of-concept of the light-weighted pickup truck. The COTR will review the preliminary design and provide feedback. The Contractor shall incorporate NHTSA’s comments and recommendations into the final design-of-concept. Third, the Contractor shall finalize the design of the light-weighted pickup truck and provide to NHTSA the final design report, the detailed FEA LS-DYNA of the concept vehicle, and the cost model.

C.5.2.1 White Paper

Within ten and half (10.5) months of contract award, the Contractor shall provide the NHTSA COTR with a “White Paper” that lists feasible mass reduction technologies and/or packages. In the White Paper, the Contractor shall present to the COTR all the light-weighting technologies the Contractor has considered for each of the sub-systems in the vehicle to design a light-weighted pickup truck while meeting all contract requirements. Available light-weighting technologies may be based upon the Contractor’s technical expertise, literature review, and/or consultation with industry experts10, and should be reasonable for adoption by vehicle manufacturers for high volume production for MYs 2020-2030. For each of the sub-systems in the vehicle, the Contractor shall make the final recommendation for the light-weighted design using a systematical approach and document the reason for the selection. The White Paper shall also include the Contractor’s plan of how to design, build a virtual model, and validate the vehicle model during the next phase of the project. Within two (2) weeks of receiving the White Paper, the COTR will review and advise the Contractor which technologies will be considered before moving on to the detailed design stage.

PHASE II

The Contractor shall not begin work until acceptance and approval of the White Paper delivered under Task C.5.2.1 have been received from the COTR. Phase II will be executed via formal modification to the contract.

In Phase II, the Contractor shall include Tasks C.5.2.2 through C.5.2.7 in the preliminary design-of-concept and final design report.

C.5.2.2 Computer Modeling and Optimization of the Light-Weighted Vehicle

The Contractor shall use state-of-art modern computer modeling and optimization techniques to design the light-weighted pickup truck and optimize the vehicle structure to achieve the maximum amount of mass reduction while achieving comparable vehicle performance (including safety and durability performance) as the baseline vehicle. In doing so, the Contractor shall factor in advanced design, computer optimization, advanced materials and manufacturing processes projected to be available in the time frame of model years 2020-2030. A target of model year 2025 shall be considered. Available advanced design, material and manufacturing processes selected for the model may be based upon the Contractor’s technical

10 Any information collected through consulting the Contractor’s technical expertise, literature review, and/or consultation with industry experts shall be made accessible to the general public when the report and models are published. The Contractor shall meet all applicable requirements for soliciting information from the general public, including any paperwork reduction act requirements that may apply.

expertise, literature review, and/or consultation with industry experts11, and should be reasonable for adoption by vehicle manufacturers for high volume production for MYs 2020-2030. The Contractor shall not limit the redesign only to material substitution; material usage, optimization, manufacturing process, and assembly process must all also be practicable for high volume production vehicles for MYs 2020-2030 timeframe, taking into consideration the limited number of redesign cycle of the vehicle between now and the timeframe of the future rulemaking.

C.5.2.3 Engineering and Functionality Analysis

As part of the preliminary design-of-concept and finalized design report, the Contractor shall include detailed engineering analyses and documentation to prove that the functionality is maintained or improved within the ±10% retail price variation relative to the baseline vehicle as stated in Section 5.2.7. The proposed design shall be commercially feasible for high volume production (around 200,000 units per year).

The Contractor shall provide detailed engineering analyses and documentation showing how the functionalities for the light-weighted vehicle are maintained or improved. These functionalities include safety, fuel economy, vehicle utility/performance (e.g. towing, acceleration, etc.), Noise Vibration and Harshness (NVH), vehicle dynamics (e.g. vehicle weight distribution, rollover stability, etc.), manufacturability, aesthetics, ergonomics, durability and serviceability. CAE tools shall be used as appropriate when comparing baseline vehicle functionalities to the light-weighted design, such as for safety, NVH, powertrain performance, towing, durability, etc. The following list gives examples about how the Contractor can prove vehicle functionalities are being maintained or improved. The Contractor shall use this as a reference, but not limited to the approaches used in this list.

• Safety: See detailed requirements in Section 5.2.6 (crashworthiness analysis).

• Vehicle powertrain performance: If vehicle powertrain is changed (e.g., downsized), vehicle fuel economy, acceleration performance and towing performance shall be validated with powertrain CAE tools. If the size of the vehicle fuel tank is reduced due to the light-weighting and vehicle driving range is maintained, the Contractor shall show calculations about how the tank size is chosen.

• Durability: For durability and fatigue analysis, the Contractor shall use similar requirements as defined by OEMs for this vehicle class and prove that vehicle

11 Any information collected through consulting the Contractor’s technical expertise, literature review, and/or consultation with industry experts shall be made accessible to the general public when the report and models are published. The Contractor shall meet all applicable requirements for soliciting information from the general public, including any paperwork reduction act requirements that may apply.

will have equivalent or better performance on the load cases such as pot hole, cornering and forward braking using CAE tools.

• Drivability, ride and handling: For drivability, ride and handling, the Contractor shall use CAE tools to prove that the new light-weighted design shall not compromise the vehicle drivability, ride and handling. Vehicle ride and handling performance in tests such as fish-hook maneuver in conjunction with stability factor and double lane change maneuver shall be comparable or better than baseline vehicle. Vehicle static stability factor can be used to compare the relative stabilities of the baseline and light-weighted vehicle.

• Vehicle Stiffness and NVH: Vehicle torsional and bending stiffness need to be proved to be equivalent or better than the baseline vehicle. To prove that the light-weighted vehicle is dynamically stiff for NVH purpose, the light-weighted vehicle body-in-prime shall have high global natural frequencies for the global modes. The Contractor shall prove that the frequencies for these critical global modes similar to the baseline vehicle using CAE tools.

• Manufacturability: The Contractor shall use simulation tools to prove that designs can be manufactured without quality deterioration. For example, the Contractor can use HYPER-FORM to demonstrate whether a component can be stamped for a given blank shape and size without failure.

• Serviceability and reparability: Serviceability and reparability for any new materials and designs, such as ultra-high strength steel B-pillar, used in the light-weighted design shall be considered. If there is any impact on the cost for servicing or repairing the vehicle or if there is any change in the service and repair approach, detailed analysis and documentation needs to be presented.

C.5.2.4 Powertrain Selection

The mass of the powertrain has a significant role on the weight of the body structure, chassis, suspension, tire and wheel, etc., all of which are “downstream” from the engine and required to support the powertrain system. A lighter powertrain might lead to lighter downstream components, i.e. more secondary mass savings, yet when multiple powertrain choices exist on the vehicle platform, the downstream components need to be designed to handle the worst-case scenario. Thus, even if the powertrain profile in the light-weighted vehicle is redesigned from a heavier V8 to a lighter V6, it would not necessarily lead to a lighter downstream structure – it should not be assumed that only V6 powertrains will exist on the vehicle platform.

Manufacturers have taken different paths thus far in pickup truck powertrains: for example, Ford employed turbo-charged and downsized V6 “Ecoboost” engines in its MY 2012 pickup truck lineup, while GM is using a strategy to use a smaller naturally-aspirated, more fuel efficient and lighter V8 engine on its new pickup truck.

The Contractor shall carefully examine the different strategies employed by different OEMs and the mass differences between a lighter naturally-aspirated engine and a turbo-charge downsized engine that could achieve the same fuel economy, towing, acceleration performance, and NVH characteristics, and carefully decide the new powertrain configuration based on that detailed analysis.

The powertrain of this concept vehicle shall be properly sized to match the newly designed light-weighted vehicle to maintain vehicle fuel economy, acceleration and towing capacity compared to the baseline vehicle. The Contractor shall provide an incremental mass and cost difference between the powertrain chosen for the light-weighted vehicle and the baseline powertrain without the need to conduct a full-scale powertrain study.

For the light-weighting analysis, the Contractor shall investigate the light-weighting technologies for powertrain components, such as for engine parts, transmission parts, axles, transfer cases, etc. These light-weighted technologies shall be as cost-effective as other light-weighting technologies applied to other vehicle systems, such as body, closures, etc.

C.5.2.5 Impact of Future Technologies

The Contractor may consider, in designing this concept vehicle, mass reduction technologies that are not mature or that are currently limited to small-volume production. In doing so, however, the Contractor shall identify and discuss any risks associated with including these developmental technologies as part of the Contractor’s planned vehicle design (e.g., the probability that these technologies will be available for fleet-wide production in the timeframe studied). For each technology chosen for this work, the Contractor shall list the technology readiness and the associated risks if the technology is still in the development stage. In particular, the Contractor shall state when these developing technologies will be mature and applicable to mass production. In choosing technologies, the Contractor shall consider the capacity and capability of industry and/or its suppliers to produce products or materials in sufficient quantities and in the specific geometry (shape) to support the vehicle design.

When choosing light-weighting future technologies, the Contractor shall compare these light-weighting technologies with other fuel consumption reduction technologies and choose the most cost effective technologies in the context of fuel consumption, not only mass reduction. The Contractor can reference internal information and/or public information for detailed cost effectiveness analyses. Any information used to base these decisions on has to be releasable to the general public.

C.5.2.6 Crashworthiness Analysis

When performing vehicle crashworthiness analysis, the vehicle model shall demonstrate structural performance in FMVSS No. 208 “Occupant Protection”, FMVSS No. 214 “Side Impact Protection”, and in NHTSA’s New Car Assessment Program (NCAP) frontal, side, and side pole test programs. For each of these rating tests, the Contractor shall conduct an appropriate crash simulation and compare the crash acceleration and occupant compartment intrusion against test results of the baseline vehicle.12 The occupant compartment acceleration shall be evaluated in terms of peak acceleration and relevant intrusion measurements for the crash mode.

The vehicle model must also demonstrate compliance with FMVSS No. 216, “Roof crush resistance,” and FMVSS No. 301, “Fuel system integrity.” The Contractor shall also conduct a crash simulation to evaluate the structural performance requirements of the Insurance Institute for Highway Safety (IIHS)13 frontal offset, side impact, and frontal small overlap test programs. The designed vehicle must obtain at least equivalent ratings in each14 of the structural or intrusion ratings performed by IIHS of the baseline vehicle. The Contractor may also consider other global safety programs such as the European New Car Assessment Program (NCAP), as vehicles may be designed for global requirements and information programs.

The vehicle model shall be compatible with available Finite Element Analysis (FEA) models from George Washington University15 and shall demonstrate a frontal vehicle-to-vehicle crash simulation at a minimum.

C.5.2.7 Incremental Cost Study

Cost is frequently a constraint when vehicle manufacturers decide which fuel-saving technology to apply to a vehicle. The Contractor shall perform an incremental cost analysis for all of the new technologies applied to reduce mass of the light-duty full-size pickup truck designed in this contract. The cost estimates shall be comprehensive and include variable costs as well as non-variable costs, such as the manufacturer’s investment cost for tooling, product development, etc. The amount of feasible mass reduction shall be determined with reference to maintaining overall vehicle retail price parity with the baseline vehicle with ±10% variation. If any new or novel manufacturing processes are considered for a design that requires not only tooling but investment in capital equipment, those costs must be considered and accounted for in the +10% variation. At the same time when performing this mass

12 NHTSA crash test data available at: http://www.nhtsa.gov/Research/Databases+and+Software 13 40 mph offset deformable barrier frontal and 31 mph moving deformable barrier side impact test, http://www.iihs.org/ratings/default.aspx 14 Pickup trucks might not be tested for IIHS frontal small overlap test in time of this contract. The Contractor shall work out a plan with NHTSA on this special topic.

15 http://www.ncac.gwu.edu/vml/models.html http://www.ncac.gwu.edu/vml/models.html reduction study, the Contractor shall remain conscious of the costs of other fuel economy improving technologies. Mass reduction is used as one of the many technologies to increase vehicle fuel economy in NHTSA CAFE rulemaking analysis.

However, when the Contractor makes decisions about which light weighting technologies to be applied on the light-weighted vehicle design, the Contractor shall choose the technologies that could create the largest gains for fuel economy improvement compared to other fuel economy improving technologies. The Contractor can use an appropriate retail price equivalent factor to convert from Manufacturers Suggested Retail Price (MSRP) to direct manufacturing cost while building the cost boundary condition for this study.

The Contractor shall provide in the cost model a detailed dataset using Microsoft Excel 2007 or 2010 showing cost breakdowns of each component and related subsystem, including the total sum for each vehicle subsystem (by system level) and the overall vehicle cost. The cost estimates shall be comprehensive and include all the costs directly related to manufacturing the components. For example, for a stamped sheet metal part, the cost model shall estimate the costs for each of the operations involved in the manufacturing process, starting from blanking the steel coil through the final stamping operation to fabricate the component. The final estimated total manufacturing cost and assembly cost are a sum total of all the respective cost elements including the costs for material, tooling, equipment, direct labor, energy, building and maintenance. The Contractor shall include in the final contract report a detailed description of the methodologies used in the cost estimates, the factors included in the cost estimates, and the database structure for the cost breakdown, including the specific cost estimates used for each individual cost element.

In the final contract report and cost database, the Contractor shall clearly separate direct manufacturing cost and indirect manufacturing cost so that the percentage of mark-ups can be easily calculated. The Contractor shall provide a cost sensitivity study by varying raw material cost and production volume as part of the deliverables for the final contract report.

As part of the deliverables, the Contractor shall develop cost curves based on detailed cost information calculated in this study. The cost curves shall cover the amount of mass reduction from zero up to the feasible amount of mass reduction derived in this study. In NHTSA’s contract DTNH22-11-C-0019316, a mid-size passenger car was light-weighted and several cost curves were derived as part of that project. The Contractors shall review the results from the mid-size passenger car project and update those cost curves as appropriate with new information from this pickup truck project. The Contractor shall also make recommendations for the appropriateness of

16 Detailed information for this study can be found at http://www.nhtsa.gov/Laws+&+Regulations/CAFE+- +Fuel+Economy/Research+Supporting+2017-2025+CAFE+Final+Rule.

http://www.nhtsa.gov/Laws+&+Regulations/CAFE+-+Fuel+Economy/Research+Supporting+2017-2025+CAFE+Final+Rule http://www.nhtsa.gov/Laws+&+Regulations/CAFE+-+Fuel+Economy/Research+Supporting+2017-2025+CAFE+Final+Rule using single cost curve for mass reduction for the whole fleet or using different cost curves for different vehicle subclasses. If different cost curves shall be used, the Contractor shall derive the appropriate cost curves for different vehicle sub-classes as part of the deliverables for this contract.

The Contractor shall also derive appropriate mass compounding factor based on detailed information in this pickup truck study as part of the deliverables. Mass compounding analyses in the mid-size passenger car project shall also be reviewed and updated as appropriately. The Contractor shall recommend whether it is appropriate to use the same mass compounding factor with some updates for all vehicle classes or whether trucks, or even different vehicle subclasses, should have their own special compounding factor. If different mass compounding factor shall be used, the Contractor shall derive these compounding factors are part of the deliverables for this study. Mass compounding analyses shall be used as appropriately in deriving the cost for this project and in deriving different cost curves.

C.5.2.8 Phase II Deliverables

Design-of-Concept

The Contractor shall use Computer Aided Design (CAD) tools and identify, define, conduct, build, simulate and validate a Computer Aided Engineering (CAE) model to be developed in FEA LS-DYNA for the concept vehicle. The Contractor shall perform virtual vehicle design, and not simply review literature and provide a compilation of available technologies. Vehicle design constraints and feasibility shall be considered when selecting light-weighting approaches for components or sub-systems, as discussed above in Section C.5.2.3. Consideration shall also be given to the joining technologies so that the final product is feasible and meets all performance functionalities of the baseline vehicle. The output FEA LS-DYNA model shall be detailed enough so that it can be used for vehicle crashworthiness simulation by

NHTSA.

The Contractor shall present the preliminary design-of-concept for the light weight vehicle within fifteen (15) months of the contract award (location to be determined).

The presentation shall include the design-of-concept and the progress of the project.

Within two (2) weeks of receipt of the preliminary design-of-concept, the NHTSA COTR will provide feedback to the Contractor on whether or not there are changes needed. Once the NHTSA COTR has determined the preliminary design-of-concept to be acceptable, NHTSA will provide written notice to the Contractor of its decision.

FEA LS-DYNA Model, Cost Model and Final Design Report

The Contractor shall provide the agency with the validated FEA LS-DYNA model of the vehicle including the finalized design report detailing the rationale for the design, manufacturing considerations, engineering analysis and estimated cost breakdown documenting that the design conforms to the cost and performance criteria of the baseline vehicle. The Contractor shall submit a draft of the FEA LS-DYNA model, cost model, and the final design report to the NHTSA COTR within 22 months of contract award. The NHTSA COTR shall review the draft FEA LS-DYNA model, cost model, and final design report and return comments to the Contractor within four

(4) weeks. The Contractor shall make revisions to the report and models based on the comments received and then submit the final design report and models to the NHTSA COTR within (4) weeks.

The final design report, the FEA LS-DYNA and cost models will be peer reviewed by independent peer reviewers after the project completion. Upon completion, the Contractor shall address the comments from the peer reviewers and update/correct the report and models as needed. The Contractor shall generate a peer reviewer log for all the issues/comments the peer reviewers discovered. In the log, the Contractor shall clearly identify which section or part of the final design report and/or models the comments are related to, how these comments/issues are addressed in the report or models, and what the impacts are to address these comments/issues. The Contractor shall provide NHTSA with the log within two (2) weeks after receiving the peer reviewer comments from NHTSA. The Contractor shall address all comments/issues from peer reviewers within eight (8) weeks after receiving the peer reviewer’s comments from NHTSA and provide NHTSA the updated final design report, models, and peer review log.

C.5.3 Meeting and Workshop

The Contractor shall assist NHTSA in preparing for, making presentations and briefings for, and by participating as necessary upon request by the COTR, meeting and workshop with entities outside of NHTSA and DOT. In such meetings and workshops, the Contractor may be called upon to make presentations to discuss the contract, including the technical approach used under the contract and outcomes or conclusions from the work. Some of the discussion focus may be to highlight technology assumptions that are used. The Contractor may be required to travel to meeting and workshop locations upon approval from the NHTSA COTR. As these presentations and briefings will support NHTSA’s CAFE rulemaking efforts, the Contractor shall be required to provide this type of assistance until six months after NHTSA finishes the NPRM for MYs 2022-2025.

C.5.4 Optional Requirement “Mass Reduction for Other Light-Duty Vehicles.”

In addition to the vehicle design developed, NHTSA may require the Contractor to consider how the mass reduction evaluated for that vehicle can be applied to other light-duty passenger vehicles.

Those “other” light-duty vehicles include:

• Subcompact passenger cars;

• Compact passenger cars;

• Large passenger cars;

• Minivans;

• Small CUV/SUV/trucks;

• Midsize CUV/SUV/trucks; and,

• Large CUV/SUV/light duty trucks.

As documented in the MYs 2012-2016 final rule17 and the preceding Notice of Proposed Rulemaking (NPRM)18, for purposes of applying fuel-saving technologies, NHTSA’s modeling analysis considered twelve technology “subclasses” of passenger cars and light trucks (i.e., subcompact passenger cars, subcompact performance passenger cars, compact passenger cars, etc.).