The Toyota Sienna will get 19 mpg in the city and 26 mpg highway.
Fuel economy in automobiles
The Toyota Sienna is a family minivan manufactured by Toyota at the Toyota Motor Manufacturing Indiana facility, in Princeton, Indiana, United States, for the North American market. It replaced the first-generation Previa van in 1997 with a more conventional front wheel drive layout and shares a heavily revised platform with the Camry. Both the Previa and original Sienna were smaller than the other minivans they competed against, but a redesign in 2004 increased the dimensions to match those of its competitors. The Sienna is currently the only minivan in its class to offer all-wheel-drive. It was redesigned a second time for the 2011 model year. The third generation Sienna was put on sale in the US in February 2010 and is the first Sienna to ever receive a "Top Safety Pick" award from the Insurance Institute for Highway Safety.
The fuel economy of an automobile is the fuel efficiency relationship between the distance traveled and the amount of fuel consumed by the vehicle. Consumption can be expressed in terms of volume of fuel to travel a distance, or the distance travelled per unit volume of fuel consumed. Since fuel consumption of vehicles is a great factor in air pollution, and since importation of motor fuel can be a large part of a nation's foreign trade, many countries impose requirements for fuel economy. Different measurement cycles are used to approximate the actual performance of the vehicle. The energy in fuel is required to overcome various losses (wind resistance, tire drag, and others) in propelling the vehicle, and in providing power to vehicle systems such as ignition or air conditioning. Various measures can be taken to reduce losses at each of the conversions between chemical energy in fuel and kinetic energy of the vehicle. Driver behavior can affect fuel economy; sudden acceleration and heavy braking wastes energy.
Corporate Average Fuel Economy
Transport economics is a branch of economics founded in 1959 by American economist John R. Meyer that deals with the allocation of resources within the transport sector. It has strong links to civil engineering. Transport economics differs from some other branches of economics in that the assumption of a spaceless, instantaneous economy does not hold. People and goods flow over networks at certain speeds. Demands peak. Advance ticket purchase is often induced by lower fares. The networks themselves may or may not be competitive. A single trip (the final good, in the consumer's eyes) may require the bundling of services provided by several firms, agencies and modes.
Although transport systems follow the same supply and demand theory as other industries, the complications of network effects and choices between dissimilar goods (e.g. car and bus travel) make estimating the demand for transportation facilities difficult. The development of models to estimate the likely choices between the such goods involved in transport decisions (discrete choice models) led to the development of an important branch of econometrics, as well as a Nobel Prize for Daniel McFadden.
Car Allowance Rebate System
The Corporate Average Fuel Economy (CAFE) are regulations in the United States, first enacted by the U.S. Congress in 1975,in the wake of the Arab Oil Embargo and were intended to improve the average fuel economy of cars and light trucks (trucks, vans and sport utility vehicles) sold in the United States. Historically, it is the sales-weighted harmonic mean fuel economy, expressed in miles per U.S. gallon (mpg), of a manufacturer's fleet of current model year passenger cars or light trucks with a gross vehicle weight rating (GVWR) of 8,500 pounds (3,856 kg) or less, manufactured for sale in the United States. If the average fuel economy of a manufacturer's annual fleet of vehicle production falls below the defined standard, the manufacturer must pay a penalty, currently $5.50 USD per 0.1 mpg under the standard, multiplied by the manufacturer's total production for the U.S. domestic market. In addition, a Gas Guzzler Tax is levied on individual passenger car models (but not trucks, vans, minivans, or SUVs) that get less than 22.5 miles per US gallon (10.5 l/100 km).
Starting in 2011 the CAFE standards are newly expressed as mathematical functions depending on vehicle "footprint", a measure of vehicle size determined by multiplying the vehicle’s wheelbase by its average track width. A complicated 2011 mathematical formula was replaced starting in 2012 with a simpler inverse-linear formula with cut-off values. CAFE footprint requirements are set up such that a vehicle with a larger footprint has a lower fuel economy requirement than a vehicle with a smaller footprint. For example, the 2012 Honda Fit with a footprint of 40 sq ft (3.7 m2) must achieve fuel economy (as measured for CAFE) of 36 miles per US gallon (6.5 l/100 km), equivalent to a published fuel economy of 27 miles per US gallon (8.7 l/100 km), while a Ford F-150 with its footprint of 65–75 sq ft (6.0–7.0 m2) must achieve CAFE fuel economy of 22 miles per US gallon (11 l/100 km), i.e., 17 miles per US gallon (14 l/100 km) published. CAFE 2016 target fuel economy of 38.5 MPG (44 sq. ft. footprint) compares to 2012 actual advanced vehicle performance of Prius hybrid: 50 MPG, plug-in Prius hybrid: 95 MPGe and LEAF electric vehicle: 99 MPGe.
The Car Allowance Rebate System (CARS), colloquially known as "cash for clunkers", was a $3 billion U.S. federal scrappage program intended to provide economic incentives to U.S. residents to purchase a new, more fuel-efficient vehicle when trading in a less fuel-efficient vehicle. The program was promoted as providing stimulus to the economy by boosting auto sales, while putting safer, cleaner and more fuel-efficient vehicles on the roadways.
Although the program officially started on July 1, 2009, the processing of claims did not begin until July 24, and the program ended on August 24, as the appropriated resources were exhausted. The deadline for dealers to submit applications was August 25. According to estimates of the Department of Transportation, the initial $1 billion appropriated for the system was exhausted by July 30, 2009, well before the anticipated end date of November 1, 2009, due to very high demand. In response, Congress approved an additional $2 billion.