rapidly catching up to North American programs and PEM fuel cells are being actively developed
and tested by some of the most powerful companies in Japan.Japan has also had a massive fuel cell development program aimed at energy production since
1981, with cumulative finding of 61.4 billion yen (1981 to 1995). These fuel cells, including
molten carbonate, solid oxide, and phosphoric acid electrolytes, are intended for electric power
generation plants and are not directly applicable to vehicles, but industry sources interviewed by
OTA suggested that the experience gained from these investments should be applicable to
development of automotive PEM fuel cells.MITI has also been supporting ceramic gas turbine development in a program from 1988 to
1996, funded at 16 billion yen. The turbines, however, are 300 kW units intended for electric
power generators, not automobiles. Numerous past ceramic technology programs, together with
private industry investments, have given Japanese companies the most advanced ceramic
capability in the world. For example, the best ceramic turbocharger rotors, widely considered to
be the closest analog of automotive ceramic gas turbine rotors, are made by Japanese companies
such as Kyocera, NGK Insulators, and NGK Sparkplug.Industry R&D.
Japanese auto manufacturers have been involved in research on electric vehicles for more than
20 years. Nevertheless, OTA’s interviews with the automakers suggested that much of this work
had been put on the back burner owing to continuing problems with traction battery performance
and doubts about the broad consumer appeal of EVs This attitude changed, however, with the
adoption of California’s zero emission vehicle (ZEV) regulations. Currently, all of the major
Japanese manufacturers (often in collaboration with electric utilities) have developed electric cars
in anticipation of the California ZEV regulations that go into effect beginning in 1998.
Nevertheless, these efforts may fairly be described as defensive. The automakers appear to believe
that many of the environmental and energy efficiency concerns with current ICE cars can be
solved by improvements to ICES and intelligent vehicle-highway systems, rather than by resorting
to exotic technologies such as EVs hybrids, and fuel cells. Thus far, the Japanese industry has not
been inclined to develop collaborative R&D programs that rival USCAR and PNGV
OTA staff visited with engineers from Honda, Nissan, Toyota, and Mitsubishi in Japan to
discuss advanced automotive R&D Despite the fact that the Japanese government has sponsored
research in the past, and Japanese companies have in-house research programs on advanced
technologies, it appeared clear that much of this work had been allowed to lapse until the
California ZEV regulations revived their EV programs.
Japanese companies agreed with OTA staff conclusions that substantial improvements in fuel
economy are possible through lightweighting and more aerodynamic design, but thought some of
the gains projected in OTA’s scenarios were too optimistic (for example, one company suggested
that maximum weight reduction with aluminum would be 24 percent of curb weight, while OTA
projects that a 30 percent reduction is possible),