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Fuel cells have attracted a great deal of attention in the last few years as potential replacements for conventional gasoline- or diesel-powered internal combustion engines. This study evaluated the potential life-cycle environmental impacts of a fuel cell vehicle (FCV) using a 50 kW proton exchange membrane (PEM) fuel cell system (both with and without a fuel reformer), and compared them with those of a gasoline-fueled internal combustion engine vehicle (ICEV). The fuels considered for the fuel cell systems were direct hydrogen (without reformer), and methanol and gasoline (with reformer). Exclusive of the propulsion systems, the rest of the vehicle was assumed to be the same across all the profiles.

The Magnesium Front End Research and Development (MFERD) project under the sponsorship of Canada, China, and USA aims to develop key technologies and a knowledge base for increased use of magnesium in automobiles. The primary goal of this life cycle assessment (LCA) study is to compare the energy and potential environmental impacts of advanced magnesium based front end parts of a North American-built 2007 GM-Cadillac CTS using the current steel structure as a baseline. An aluminium front end is also considered as an alternate light structure scenario. A “cradle-to-grave” LCA is conducted by including primary material production, semi-fabrication production, autoparts manufacturing and assembly, transportation, use phase, and end-of-life processing of autoparts. This LCA study was done in compliance with international standards ISO 14040:2006 [1] and ISO 14044:2006 [2].

A detailed component performance, ratings, and cost study was conducted on series and parallel hybrid electric vehicle (HEV) configurations for several battery pack and main electric traction motor voltages while meeting stringent Partnership for a New Generation of Vehicles (PNGV) power delivery requirements. A computer simulation calculated maximum current and voltage for each component as well as power and fuel consumption. These values defined the peak power ratings for each HEV drive system's electric components: batteries, battery cables, boost converter, generator, rectifier, motor, and inverter. To identify a superior configuration or voltage level, life cycle costs were calculated based on the components required to execute simulated drive schedules. These life cycle costs include the initial manufacturing cost of components, fuel cost, and battery replacement cost over the vehicle life.