Sentences with phrase «fuel economy and emissions reduction»

Not exact matches

LUNGSOD NG MEYCAUAYAN, Enero 9 (PIA)-- Hindi gigibain ng Department of Learn how emissions reductions, advancements in fuels and fuel economy, and working with industry to find solutions to air pollution problems benefit human

As auto makers, federal policy makers and environmentalists get ready to craft the next round of U.S. corporate average fuel economy, Tonkin raps an Environmental Protection Agency proposal to improve fuel - economy and carbon - dioxide - emissions reductions equivalent by as much as 62 mpg (3.9 L / 100 km).

Count on a higher degree of engagement this time around, especially with a hike in fuel - economy and carbon - dioxide - emissions reductions equivalent to 62 mpg (3.9 L / 100 km) on the table.

Results showed that the patented hydraulic hybrid diesel technology achieved a 45 - to 50 - percent improvement in fuel economy and a 30 percent reduction in CO2 emissions compared with traditional diesel - powered vehicles.

With emphasis on weight reduction, cars based on this platform are lighter and hence better in fuel economy, offering lower emissions.

Optimized aerodynamics have a direct impact on the car's fuel economy and emission management; a reduction of air drag by 10 % offers a reduction of fuel consumption on the road of more than 2.5 %, according to BMW.

These new powertrain products — combined with weight reductions of 100 kg (220 lbs) on next - generation vehicles, improved aerodynamic design to reduce drag, and the introduction of electric devices like the fuel - saving stop / start system called i - stop (currently available in Japan and Europe)-- will contribute to meeting the Mazda's global 2015 fuel economy improvement goal of 30 %, with an accompanying drop in CO2 emissions of 23 % (compared to 2008).

Selective Catalytic Reduction (SCR) exhaust systems are the latest technology to improve fuel economy and lower emissions on heavy duty diesel engines.

Ford is leveraging six - speed transmissions; advanced internal combustion engines such as EcoBoost; hybrids; full electric vehicles; vehicle weight reduction; and electric power - assisted steering to improve fuel economy and reduce greenhouse gas emissions fleet - wide by 30 % by 2020.

Mitsubishi claimed 30 percent better fuel economy, a 30 percent reduction in emissions, and higher power outputs than diesels.

Using CVVT on both camshafts has several advantages when compared to using it only on the intake camshaft including an improvement in performance (increased volumetric efficiency) and fuel economy (reduced pumping loss), and a reduction in hydrocarbon emissions

Both engines benefit from advanced fuel - injection technology, which improves horsepower and fuel economy, and the 2.4 - liter engine can be ordered as a PZEV or Partial Zero Emissions Vehicle, but it comes with a slight reduction in horsepower and torque.

This results in increased fuel economy (by reducing pumping losses) and a further reduction in exhaust emissions (by creating a large, internal exhaust gas re-circulation effect).

Using CVVT on both camshafts has several advantages when compared with using it just on the intake camshaft, including a two percent improvement in performance (increased volumetric efficiency), two percent improvement in fuel economy (reduced pumping loss) and a 30 percent reduction in hydrocarbon emissions.

Average CO2 emissions for both vehicles are 169g / km, a reduction of 26 % and average fuel economy of both cars is 6.4 L / 100 km (15.625 km / l).

At the core of that overhaul is the swap from naturally - aspirated boxer six - cylinder to turbocharged four - cylinder engine as emissions and fuel economy reductions bite.

The second engine is the 3.5 - liter, V - 6 version.It receives twin independent variable camshaft timing that helps it deliver improved fuel economy, increased power and a reduction in part - throttle emissions.

This Taurus engine benefits from the addition of twin independent variable camshaft timing, achieving better fuel economy, additional horsepower and a reduction in part - throttle emissions compared to the previous standard Taurus V6.

It provides faster, smoother shifts than the old six - speed auto, while also contributing to a 5.7 mpg gain in fuel economy and an 88g / km reduction in CO2 emissions.

With 84 MPG - e, the Pacifica Hybrid reveals new possibilities for fuel economy gains and emission reductions, earning the Pacifica Hybrid ASG's coveted BEST ENVIRONMENTAL PERFORMANCE Award.

A joint study by Controlled Power Technologies (CPT) and Austria's Technische Universität Wien (TU Wien) into 48V diesel mild hybrid technology verified a 9 % reduction of NOxin raw engine - out emissions, while retaining the fuel economy and CO2 benefits of diesel engine technology.

The reduction in the weight directly translates into better performance, lesser emissions and higher fuel economy.

These advantages include a two - percent improvement in performance (via increased volumetric efficiency), two - percent improvement in fuel economy (via reduced pumping losses) and a 30 percent reduction in hydrocarbon emissions.

The reduction in size and weight was implemented to improve fuel economy and emissions as a result of the United States Federal Government passage of Corporate Average Fuel Economy regulatifuel economy and emissions as a result of the United States Federal Government passage of Corporate Average Fuel Economy reguleconomy and emissions as a result of the United States Federal Government passage of Corporate Average Fuel Economy regulatiFuel Economy regulEconomy regulations.

Hybrid vehicles offer the prospect of greater fuel economy and can deliver other emission and fuel - reduction possibilities.

These styling tweaks mean the Elise has received a four per cent reduction in drag, helping fuel economy and reducing emissions.

The idea that we can use land and trees to sequester emissions is seductive and viewed by some key actors as an alternative to emission reductions, or as a way to buy time as we transform the fossil fuel economy.

It also would advocate for federal vehicle fuel economy standards, for low - emission and zero - emission vehicle (ZEV) and GHG reduction programs, and for more community education on transportation electrification and mass transit.

C40 Cities Climate Leadership Group, 12 California, 7, 68, 102, 128, 169 - 170, 187, 196, 232 - 234, 245 California Energy Commission, 232 Cambridge Media Environment Programme (CMEP), 167 - 168 Cambridge University, 102 Cameron, David, 11, 24, 218 Cameroon, 25 Campbell, Philip, 165 Canada, 22, 32, 64, 111, 115, 130, 134, 137, 156 - 157, 166, 169, 177, 211, 222, 224 - 226, 230, 236, 243 Canadian Meteorological and Oceanographic Society (CMOS), 15 Cap - and - trade, 20, 28, 40 - 41, 44, 170, 175 allowances (permits), 41 - 42, 176, 243 Capitalism, 34 - 35, 45 Capps, Lois, 135 Car (see vehicle) Carbon, 98, 130 Carbon Capture and Storage (CCS), 192 Carbon Capture and Storage Association, 164 Carbon credits (offsets), 28 - 29, 42 - 43, 45 Carbon Cycle, 80 - 82 Carbon dioxide (CO2), 9, 18, 23, 49 - 51, 53, 55, 66 - 67, 72 - 89, 91, 98 - 99, 110, 112, 115, 118, 128 - 132, 137, 139, 141 - 144, 152, 240 emissions, 12, 18 - 25, 28 - 30, 32 - 33, 36 - 38, 41 - 44, 47, 49, 53, 55, 71 - 72, 74, 77 - 78, 81 - 82, 108 - 109, 115, 132, 139, 169, 186, 199 - 201, 203 - 204, 209 - 211, 214, 217, 219, 224, 230 - 231, 238, 241, 243 - 244 Carbon Dioxide Analysis Center, 19 Carbon Expo, 42 Carbon, footprint, 3, 13, 29, 35, 41, 45, 110, 132 tax, 20, 44, 170 trading, 13, 20, 40, 43, 44, 176, 182 Carbon monoxide (CO), 120 Carbon Reduction Commitment (CRC), 44 Carlin, George, 17 Carter, Bob, 63 Carter, Jimmy, 186, 188 Cato Institute, 179 CBS, 141, 146 Center for Disease Control, 174 Center for the Study of Carbon Dioxide and Global Change, 62, 139 Centre for Policy Studies, 219 CERN (European Organization for Nuclear Research), 96 Chavez, Hugo, 34 Chicago Tribune, 146 China, 29, 32 - 33, 60 - 62, 120, 169, 176, 187 - 188, 211, 216, 225 - 226, 242 - 243 China's National Population and Planning Commission, 33 Chinese Academy of Sciences, 60 Chirac, Jacques, 36 Chlorofluorocarbons, 42 - 43, 50 Choi, Yong - Sang, 88 Christy, John, 105 Churchill, Winston, 214, 220 Chu, Steven, 187 Citibank (Citigroup), 40, 176 Clean Air Act, 85, 128 - 129 Clean Development Mechanism, 42 Climate Action Partnership, 14 Climate alarm, 4, 13, 21, 32, 35, 38, 56, 102 - 103, 115 - 117, 120, 137, 156, 168, 173, 182 Climate Audit, 66 Climate change, adaptation, 39, 110, 112 mitigation, 16, 39, 110 Climate Change and the Failure of Democracy, 34 Climate Change: Picturing the Science, 121 Climate Change Reconsidered, 242 Climate conference, 38 Cancun, 18, 29, 36 - 37, 124 - 125, 242 Copenhagen, 33, 36, 109, 125, 156, 158, 175, 241 - 242 Durban, 13, 36 - 37, 166, 242 - 243 Climategate, 2, 67, 152, 158 - 170, 180, 182, 242 Climate Protection Agreement, 12 Climate Research Unit (CRU), 48, 67, 120, 147, 152 - 153, 158 - 160, 162 - 163, 165 - 167, 169 Climate Science Register, 142 Climatism, definition, 2, 7 Clinton, Bill, 176, 178 Clinton Global Initiative, 176 CLOUD project, 96 Club of Rome, 21, 186 CO2Science, 59, 61 - 62, 66, 131 Coal, 19 - 20, 39 - 41, 80, 126, 128 - 129, 175, 185 - 186, 188 - 190, 192 - 196, 199 - 201, 209, 214, 217, 219, 222, 229 Coase, Ronald, 145 Coca - Cola, 138 Cogley, Graham, 156 Cohen, David, 220 Colorado State University, 117, 181 Columbia University, 7 Columbus, Christopher, 58 Computer models, 16, 51 - 53, 56, 67, 72, 74,77 - 79, 82, 87, 89 - 91, 94, 105, 110 - 111, 120, 124, 138 - 140, 168, 171,173, 181, 238, 240, 246 Conference on the Changing Atmosphere, 15 Consensus, scientific, 12 Copenhagen Business School, 134 Coral, 53 Corporate Average Fuel Economy, 22 - 23 Cosmic Rays, 72, 93 - 99, 180 Credit Suisse, 176 Crow, Cheryl, 30 Crowley, Tom, 167 Cuadrilla Resources, 224 - 225 Curry, Judith, 164, 167 Cycles, natural, 3, 16, 57, 62 - 63, 66 - 69, 72, 80, 99, 103, 138, 238, 240 Milankovich, 62, 67, 80 Cyprus, 134 Czech Republic, 12, 37

As more passenger vehicles hit the roads, this pollution will increase dramatically unless strict emissions - reduction and fuel economy policies are in place.

Fifth, implementing emission reduction mandates and targets under each New England state's global warming solutions laws will likely cause economy - wide natural gas use to decrease by 20 percent by 2030, despite recent policies and trends that incentivize fuel - switching to natural gas.

A critical threat to the potential for future reduction of CO2 emissions from use of fuel economy technologies is that they can be used to increase vehicle power and size rather than to improve the overall fuel economy and reduce carbon emissions.

And second, while the natural - gas boom is great for the economy and the immediate reduction of greenhouse - gas emissions, it has deflated the political urgency to cut fossil - fuel dependence, which was more compelling when we thought our resources of oil and natural gas were scarAnd second, while the natural - gas boom is great for the economy and the immediate reduction of greenhouse - gas emissions, it has deflated the political urgency to cut fossil - fuel dependence, which was more compelling when we thought our resources of oil and natural gas were scarand the immediate reduction of greenhouse - gas emissions, it has deflated the political urgency to cut fossil - fuel dependence, which was more compelling when we thought our resources of oil and natural gas were scarand natural gas were scarce.

The present most rapid pathway for carbon emissions reductions involves an urgent build - out of renewable and non-carbon based energy systems to replace all fossil fuels with a focus on wind, solar, and electrical vehicle economies of scale and production chains.

The natural gas industry has supplied the growth in natural gas use that fueled the expanding economy and made these emissions reductions possible, all while reducing its own emissions.

We've continued to note the decrease in emphasis on the importance of fuel economy, resource conservation, emissions reduction, and similar features that make a car «green.»

The four key differences are: 1) unlike the Energy Policy Conservation Act (EPCA), the CAA [Clean Air Act] allows for the crediting of direct emission reductions and indirect fuel economy benefits from improved air conditioners, allowing for greater compliance flexibility and lower costs; 2) EPCA allows Flexible Fuel Vehicle (FFV) credits through model year 2019, whereas the EPA standard requires demonstration of actual use of a low carbon fuel after model year 2015; 3) EPCA allows for the payment of fines in lieu of compliance but the CAA does not; and 4) treatment of intra firm trading of compliance credits between cars and light trucks categoriefuel economy benefits from improved air conditioners, allowing for greater compliance flexibility and lower costs; 2) EPCA allows Flexible Fuel Vehicle (FFV) credits through model year 2019, whereas the EPA standard requires demonstration of actual use of a low carbon fuel after model year 2015; 3) EPCA allows for the payment of fines in lieu of compliance but the CAA does not; and 4) treatment of intra firm trading of compliance credits between cars and light trucks categorieFuel Vehicle (FFV) credits through model year 2019, whereas the EPA standard requires demonstration of actual use of a low carbon fuel after model year 2015; 3) EPCA allows for the payment of fines in lieu of compliance but the CAA does not; and 4) treatment of intra firm trading of compliance credits between cars and light trucks categoriefuel after model year 2015; 3) EPCA allows for the payment of fines in lieu of compliance but the CAA does not; and 4) treatment of intra firm trading of compliance credits between cars and light trucks categories.50

Hybrid gas - electric vehicles provide significant opportunities for both fuel economy improvements and emission reductions.

Welch also thanked Pruitt for «greenhouse gas standards that help us build upon the incredible progress that the automotive industry has made in fuel economy, and improvements in emission reductions, while ensuring that new motor vehicles remain in the economic reach of our customer base.»

Without a functional democracy, there can be no federal role in responding to voter demand, not only for a clean energy economy that is less dependent on fossil fuels, but also for clean air, water, large reductions in greenhouse gas emissions, and a robust federal climate change science program.

Well, yes, a new study published in ES&T; has found - though the ultimate energy savings and emissions reductions will depend on the fuel economy of the cars they replace.

For example, in the US, each time the Clean Air Act has been amended since 1972, fossil - fuel power companies and their associated think - tanks screamed bloody murder that sulfur dioxide and nitrogen oxide emission reductions would essentially destroy the economy (all but ignoring the obvious health and environmental benefits that did come to fruition).