The EPA and NHTSA propose that for those cab-chassis still subject to these CAFE-like regulations, the chassis manufacturers can treat these vehicles as equivalent to the complete van or truck product from which they are derived. The second-stage manufacturers would not be subject to any new requirements under this provision.
Heavy-duty pickups and vans would be subject to separate gasoline and diesel standards affecting the engine and full vehicle. The proposed rules would phase in starting in the 2014 model year and require up to a 10% reduction for gasoline vehicles and 15% reduction for diesel vehicles by the 2018 model year. Second-stage manufacturers, or equipment upfitters, would not be subject to any new requirements.
The EPA and NHTSA point out that the diversity of body configurations and work uses of the trucks produced by companies such as NTEA members require regulations separate from standard pickup trucks or long-haul tractors.
The EPA and NHTSA propose that in this vocational vehicle category, the chassis manufacturers be the focus of the proposed GHG and fuel consumption standards. As they point out, a focus on the body manufacturers would be much less practical, since they represent a more diverse set of manufacturers and the part of the vehicle that they add has a very limited impact on opportunities to reduce GHG emissions and fuel consumption (given the limited role that aerodynamics plays in the types of lower-speed operation typically found with vocational vehicles.)
Vocational vehicles would be subject to engine and tire standards starting in the 2014 model year that aim to achieve up to a 10% reduction in fuel consumption and CO2 emissions by the 2018 model year. Second-stage manufacturers would not be subject to any new requirements.