Opportunity Information: Apply for DE FOA 0000079
Apply for DE FOA 0000079
- The National Energy Technology Laboratory in the recovery act sector is offering a public funding opportunity titled "Recovery Act Systems Level Technology Development, Integration,and Demonstration for Efficient Class 8 Trucks (SuperTruck) and Advanced Technology Powertrains For Light Duty Vehicles (ATP LD)" and is now available to receive applicants.
- Interested and eligible applicants and submit their applications by referencing the CFDA number(s): 81.087 Renewable Energy Research and Development.
- This funding opportunity was created on Aug 25, 2009 and posted on Jun 9, 2009.
- Applicants must submit their applications by Sep 9, 2009. (Agency may still review applications by suitable applicants for the remaining/unused allocated funding in 2026.)
- Each selected applicant is eligible to receive up to $110,000,000.00 in funding.
- The number of recipients for this funding is limited to 11 candidate(s).
- Eligible applicants include: Unrestricted (i.e., open to any type of entity above), subject to any clarification in text field entitled Additional Information on Eligibility.
- All types of entities are eligible to apply, except other Federal agencies, Federally Funded Research and Development Center (FFRDC) Contractors, and nonprofit organizations described in section 501(c)(4) of the Internal Revenue Code of 1986 that engaged in lobbying activities after December 31, 1995.
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Opportunity Summary:
This Recovery Act funding opportunity (DE-FOA-0000079) from the Department of Energy's National Energy Technology Laboratory supports large, multi-year cooperative agreement projects aimed at major leaps in vehicle efficiency through systems-level technology development, integration, and real-world demonstration. The program is split into two distinct Areas of Interest: one focused on heavy-duty Class 8 tractor-trailers (often referred to as "SuperTruck") and the other focused on advanced, cost-competitive powertrains for light-duty vehicles (ATP LD). Across both areas, DOE emphasizes not just component research but full integration, staged validation, and end-to-end demonstrations that show measurable efficiency gains while maintaining a credible path to meeting applicable safety and emissions regulations.
Area of Interest 1 targets a 50 percent improvement in overall freight efficiency for a heavy-duty Class 8 tractor-trailer, measured in ton-miles per gallon. The intent is to achieve this step change through a combination of advanced vehicle technologies and advanced engine technologies, with a specific requirement that at least 20 percent of the total improvement come from developing an engine capable of reaching 50 percent brake thermal efficiency (BTE). Projects are expected to run roughly three to five years and culminate in full-scale vehicle testing and demonstration, not just lab work. DOE highlights a broad set of candidate system improvements, including aerodynamic drag reduction, vehicle mass reduction, and rolling resistance reduction, along with other approaches that may be appropriate to hit the freight-efficiency target. Hybridization is explicitly on the table as well, whether electrical or mechanical, including energy storage and regeneration strategies, reductions in main-engine idling, and lowering ancillary loads. Teams are expected to bring together strong industry and supply-chain capability, typically including a vehicle OEM, engine manufacturers, and critical suppliers, reflecting the practical complexity of integrating these technologies into a functioning, road-relevant truck platform. Progress is managed through phased project structure with clear stage gates, meaning DOE conducts in-depth reviews at the end of each phase and can decide whether the project advances, with continuation influenced by DOE priorities, technology readiness, and market conditions.
Area of Interest 2 is aimed at light-duty vehicles and seeks to accelerate development of cost-competitive engines and powertrain systems that deliver breakthrough thermal efficiency while meeting future emissions standards. Unlike Area 1, which is framed around freight efficiency on a complete tractor-trailer, Area 2 is framed around engine and powertrain advancement that can translate to fuel economy gains in passenger or light truck applications, with validation on both an engine dynamometer and a full-scale vehicle. DOE encourages a wide range of technical pathways here, including improvements in in-cylinder combustion, engine mechanical design, waste heat recovery, friction reduction, emissions control, fuels, materials, electrification, and reduced ancillary loads. The program explicitly allows the engine system to be designed for compatibility with hybrid systems and advanced transmissions such as a continuously variable transmission (CVT) or other advanced gearboxes. As with Area 1, the work is organized into phases with defined gates and formal reviews, and final results must include measured emissions data demonstrating compliance. DOE also signals interest in technologies that can support future fuels and that can be adapted to biofuels with relatively minor modifications, indicating that fuel flexibility and forward compatibility are part of the merit evaluation. While powertrain-wide optimization may be necessary to meet the fuel economy goals, DOE notes that engine efficiency improvements are expected to play a major role. Teaming is encouraged across suppliers, national laboratories, universities, and vehicle OEMs to ensure the necessary breadth from fundamental research through manufacturable system integration.
From an administrative and funding standpoint, this is a Recovery Act opportunity in the category of "Other" and uses cooperative agreements, meaning recipients should expect substantial federal involvement and iterative technical oversight compared to a more hands-off grant. The opportunity anticipated around 11 awards, with very large award sizes: an award floor of $44,000,000 and a ceiling of $110,000,000, reflecting the scale of full-vehicle and full-powertrain demonstrations. Cost sharing is required, so applicants must plan to contribute non-federal resources alongside DOE funding. Eligibility is broadly "unrestricted" across entity types, with key exclusions: other federal agencies, Federally Funded Research and Development Center contractors, and 501(c)(4) nonprofits that engaged in lobbying activities after December 31, 1995. The CFDA number listed is 81.087 (Renewable Energy Research and Development). The solicitation was posted June 9, 2009, with an original and final closing date of September 9, 2009, and it aligns with DOE multi-year planning and the FY 2010 to 2014 budget window, reinforcing that DOE expected multi-year execution with staged decision points rather than one-off research tasks.
Frequently Asked Questions (FAQs) - DOE NETL Recovery Act Funding Opportunity DE-FOA-0000079
1) What is this funding opportunity?
This is a Recovery Act funding opportunity (DE-FOA-0000079) from the Department of Energy (DOE), administered through DOE's National Energy Technology Laboratory (NETL). It supports large, multi-year projects funded through cooperative agreements to achieve major, systems-level improvements in vehicle efficiency through technology development, integration, validation, and real-world demonstration.
2) What type of award is DOE using?
DOE is using cooperative agreements. That structure typically involves substantial federal involvement, including iterative technical oversight and formal reviews, compared to a more hands-off grant.
3) What is the overall goal of the program?
The program aims for major leaps in vehicle efficiency by focusing on full-system integration and end-to-end demonstrations. DOE emphasizes measurable efficiency gains and credible pathways to meeting applicable safety and emissions regulations, rather than component-only research.
4) How is the program organized?
The solicitation is split into two distinct Areas of Interest (AOIs):
- Area of Interest 1: Heavy-duty Class 8 tractor-trailer freight efficiency (often called "SuperTruck").
- Area of Interest 2: Advanced, cost-competitive powertrains for light-duty vehicles (ATP LD).
5) What is Area of Interest 1 focused on?
Area of Interest 1 targets a 50 percent improvement in overall freight efficiency for a heavy-duty Class 8 tractor-trailer, measured in ton-miles per gallon. The focus is on systems-level technology development, integration, and full-scale vehicle testing and demonstration over a multi-year project.
6) How must the freight-efficiency improvement be achieved in Area 1?
DOE expects a combination of advanced vehicle technologies and advanced engine technologies. A specific requirement is that at least 20 percent of the total improvement must come from developing an engine capable of reaching 50 percent brake thermal efficiency (BTE).
7) What kinds of technologies are mentioned for Area 1?
DOE highlights a broad range of system improvements that may contribute to the freight-efficiency target, including:
- Aerodynamic drag reduction
- Vehicle mass reduction
- Rolling resistance reduction
- Hybridization (electrical or mechanical)
- Energy storage and regeneration strategies
- Reducing main-engine idling
- Lowering ancillary loads
8) Is hybridization allowed or encouraged in Area 1?
Yes. Hybridization is explicitly included as an option, whether electrical or mechanical, including energy storage and regeneration strategies and approaches to reduce idling and ancillary loads.
9) What is the expected project duration for Area 1?
Projects in Area of Interest 1 are expected to run roughly three to five years, culminating in full-scale vehicle testing and demonstration (not only laboratory work).
10) What kind of team is DOE expecting for Area 1?
DOE expects strong industry and supply-chain capability. Teams typically include a vehicle OEM, engine manufacturers, and critical suppliers, reflecting the practical complexity of integrating multiple technologies into a road-relevant Class 8 truck platform.
11) What does DOE mean by a phased project structure and stage gates?
Projects are managed in phases with clear stage gates. DOE conducts in-depth reviews at the end of each phase and can decide whether the project advances. Continuation may be influenced by DOE priorities, technology readiness, and market conditions.
12) What is Area of Interest 2 focused on?
Area of Interest 2 (ATP LD) targets light-duty vehicles and aims to accelerate the development of cost-competitive engines and powertrain systems that deliver breakthrough thermal efficiency while meeting future emissions standards. Validation is expected both on an engine dynamometer and in a full-scale vehicle.
13) How is Area 2 different from Area 1?
Area 1 is framed around improving freight efficiency for a complete Class 8 tractor-trailer (ton-miles per gallon). Area 2 is framed around advancing light-duty engines and powertrain systems that translate to fuel economy gains in passenger or light truck applications, with both dynamometer and full-vehicle validation.
14) What technical pathways does DOE mention for Area 2?
DOE encourages a wide range of approaches, including:
- In-cylinder combustion improvements
- Engine mechanical design improvements
- Waste heat recovery
- Friction reduction
- Emissions control
- Fuels
- Materials
- Electrification
- Reduced ancillary loads
15) Can Area 2 projects include hybrid compatibility and advanced transmissions?
Yes. DOE explicitly allows engine systems designed for compatibility with hybrid systems and advanced transmissions such as a continuously variable transmission (CVT) or other advanced gearboxes.
16) What are the validation and emissions expectations in Area 2?
Final results must include measured emissions data demonstrating compliance. DOE also expects validation both on an engine dynamometer and with a full-scale vehicle.
17) Does DOE care about future fuels or biofuels in Area 2?
Yes. DOE signals interest in technologies that can support future fuels and can be adapted to biofuels with relatively minor modifications. Fuel flexibility and forward compatibility are part of the merit evaluation described in the opportunity summary.
18) Is powertrain-wide optimization expected in Area 2?
It may be necessary to meet the fuel economy goals, but DOE notes that engine efficiency improvements are expected to play a major role.
19) What kinds of collaborations are encouraged in Area 2?
DOE encourages teaming across suppliers, national laboratories, universities, and vehicle OEMs to cover the full span from fundamental research through manufacturable system integration.
20) How many awards were anticipated?
The opportunity anticipated approximately 11 awards.
21) What is the expected award size?
The awards are very large, reflecting full-vehicle and full-powertrain demonstrations. The stated range is:
- Floor: $44,000,000
- Ceiling: $110,000,000
22) Is cost sharing required?
Yes. Cost sharing is required, meaning applicants must contribute non-federal resources in addition to DOE funding.
23) Who is eligible to apply?
Eligibility is described as broadly unrestricted across entity types, with specific exclusions. The exclusions listed are:
- Other federal agencies
- Federally Funded Research and Development Center (FFRDC) contractors
- 501(c)(4) nonprofits that engaged in lobbying activities after December 31, 1995
24) What is the CFDA number for this opportunity?
The CFDA number listed is 81.087 (Renewable Energy Research and Development).
25) When was the solicitation posted and when did it close?
The solicitation was posted on June 9, 2009. The original and final closing date listed is September 9, 2009.
26) What is the time horizon DOE is planning around?
The opportunity aligns with DOE multi-year planning and the FY 2010 to 2014 budget window, indicating DOE expected multi-year execution with staged decision points rather than one-off research tasks.
27) What does DOE emphasize about demonstrations and real-world relevance?
Across both Areas of Interest, DOE emphasizes full integration, staged validation, and end-to-end demonstrations that show measurable efficiency gains. For Area 1, projects culminate in full-scale vehicle testing and demonstration. For Area 2, validation includes both engine dynamometer testing and a full-scale vehicle.
28) What does DOE say about safety and emissions requirements?
DOE emphasizes that efficiency gains should be demonstrated while maintaining a credible path to meeting applicable safety and emissions regulations. For Area 2 specifically, final results must include measured emissions data demonstrating compliance.
29) Why are OEMs and suppliers important to this opportunity?
The opportunity is built around integrated, road-relevant demonstrations. DOE highlights that the practical complexity of integrating technologies into a functioning vehicle platform typically requires strong industry and supply-chain capability, including OEM involvement and critical suppliers.
30) What is the main takeaway for applicants deciding whether this is a fit?
This opportunity is designed for large teams capable of delivering multi-year, phased projects with formal DOE reviews, substantial federal involvement, required cost share, and end-to-end demonstrations (full vehicle for Class 8 freight efficiency and engine/powertrain plus full-vehicle validation for light-duty), with measurable efficiency improvements and emissions/safety compliance considerations built in.
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