General Motors’ regular business plan, as opposed to the
maximum technology scenario, would result in a shortfall
25. As a result, these projected shortfalls are between the
Witnesses for DaimlerChrysler made similarly dire pre-
dictions concerning their company’s compliance ability.
Under its plan of record, DaimlerChrysler would not be in
© 2009 Thomson Reuters. No Claim to Orig. US Gov. Works.
vol. 3-B, 29:14-33:11.
Ford, which Austin placed among those companies likely
315:2, 317:20-318:19 (Sep. 20, 2006). Ford calculated
soon to enter production. Duleep’s analysis focused on
representative vehicles from different categories, to which
135:6. Duleep applied technologies to each representative
vehicle only until the GHG emissions standard was met;
PC/LDT1 category-a small, midsize, and large car-and
groups would have to be hybrids of the Toyota Prius type
to meet the 2016 standard under the regulation, while
sixteen percent of vehicles in the large car group would
have to be hybrids. Id. at 132:5-133:13; 140:12-17;
compliance in the LDT2 category which would allow
14.
2005 vehicle, rather than predicting the cost of any one
specific vehicle, since manufacturers often cross–
comply with the 2012 standard at no additional cost. Id. at
tive order attempting to develop a regulation
which will remove at least ten percent of the car–
twenty percent within ten years. Id. President Bush has
now set a more specific goal as well; the Alternative Fuel
evidence at trial primarily concerned whether either diesel
or E85 could viably contribute to compliance with the
*371 In Europe, General Motors offers diesel engine op-
tions for all of its passenger-size cars. Tr. vol. 1-B 91:25-
between the United States and European Union
vehicle fleets; for example, ninety-two percent of
four-cylinder engines. In Europe, eighty-four
percent of engines sold are four-cylinder engines
rope, gasoline is taxed an average of $4.02 per gallon,
while the diesel tax is about one dollar less, providing a
FN78. Kevin McMahon is a principal and share–
holder of The Martec Group, Inc., which pro-
© 2009 Thomson Reuters. No Claim to Orig. US Gov. Works.
vol. 3-B, 29:14-33:11.
Ford, which Austin placed among those companies likely
315:2, 317:20-318:19 (Sep. 20, 2006). Ford calculated
soon to enter production. Duleep’s analysis focused on
representative vehicles from different categories, to which
135:6. Duleep applied technologies to each representative
vehicle only until the GHG emissions standard was met;
PC/LDT1 category-a small, midsize, and large car-and
groups would have to be hybrids of the Toyota Prius type
to meet the 2016 standard under the regulation, while
sixteen percent of vehicles in the large car group would
have to be hybrids. Id. at 132:5-133:13; 140:12-17;
compliance in the LDT2 category which would allow
14.
2005 vehicle, rather than predicting the cost of any one
specific vehicle, since manufacturers often cross–
comply with the 2012 standard at no additional cost. Id. at
tive order attempting to develop a regulation
which will remove at least ten percent of the car–
twenty percent within ten years. Id. President Bush has
now set a more specific goal as well; the Alternative Fuel
evidence at trial primarily concerned whether either diesel
or E85 could viably contribute to compliance with the
*371 In Europe, General Motors offers diesel engine op-
tions for all of its passenger-size cars. Tr. vol. 1-B 91:25-
between the United States and European Union
vehicle fleets; for example, ninety-two percent of
four-cylinder engines. In Europe, eighty-four
percent of engines sold are four-cylinder engines
rope, gasoline is taxed an average of $4.02 per gallon,
while the diesel tax is about one dollar less, providing a
FN78. Kevin McMahon is a principal and share–
holder of The Martec Group, Inc., which pro-
© 2009 Thomson Reuters. No Claim to Orig. US Gov. Works.