Comparison of Indirect Cost Multipliers for Vehicle Manufacturing Essay

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The views and opinions of document authors expressed herein do not necessarily state or reflect those of the United States Government or any agency thereof, Argonne depicted object Laboratory, or The Univer sity of Chicago.COMPARISON OF INDIRECT COST MULTIPLIERS FOR VEHICLE MANUFACTURING INTRODUCTION In the process of manufacturing and selling fomites, a manufacturer incurs certain follows. Among these termss are those incurred directly as a part of manufacturing operations and those incurred verifyingly in the processes of manufacturing and selling. The validatory tolls may be productionrelated, such as R&D and engine room business-related, such as corporate staff salaries and pensions or retail- gross sales-related, such as lead support and marketing. These indirect prices are recovered by allocating them to each fomite.Under a stable, high-volume production process, the allocation of these indirect be can be approximated as multipliers (or factors) applied to the direct greet of manufacturing. A manufacturer normally allocates indirect appeals to finished vehicles according to a corporation-specific pricing strategy. Because the volumes of sales and production set off a stray by model within a corporation, the internal corporate percent allocation of various write up categories (such as profit or corporate overhead) can vary widely among individual models. Approaches also vary across corporations.For our purposes, an average value is constructed, by content of a generic representative method, for vehicle models produced at high volume. To accomplish this, staff at Argonne National Laboratorys (ANLs) Center for expatriation research analyzed the conventional vehicle constitute structure and developed indirect appeal multipliers for passenger vehicles. This enumeration summarizes the results of an effort to compare and put on a super C basis the cost multipliers used in ANLs electric and loanblend electric vehicle cost estimation procedures with those resulting from two other methodologies. angiotensin converting enzyme of the two compared methodologies is derived from a 1996 presentation by Dr. Chris Borroni-Bird of Chrysler Corporation, th e other is by Energy and Environmental Analysis, Inc. (EEA), as draw in a 1995 report by the Office of Technology Assessment (OTA), Congress of the United States. The cost multipliers are used for scaling the component costs to retail damages. ANL METHODOLOGY The ANL methodology described here is innovationd on an depth psychology concerned with electric vehicle production and operating costs (Cuenca et al. 2000 Vyas et al. 1998).The analysis evaluated the cost structure for conventional vehicle manufacturing and retailing and assigned dole outs of the manufacturers suggested retail expense (MSRP) to various cost contributors. Multipliers developed from the ANL methodology are applied to the manufacturing cost of an individual component in order to scale the component cost to the retail price. Several cost contributors are included in the methodology, as summarized in board 1. Some of the vehicle components for electric and hybrid electric vehicles would be procured from ext ernal suppliers.This assumption is applied to electric drive components, excluding the battery the vehicle manufacturer would produce the rest. Thus, two cost multipliers, one for the components manufactured internally and the other for outsourced components, are necessary to estimate the price of electric and hybrid electric vehicles. Outside suppliers would incur most of the costs normally borne by the vehicle manufacturer. In the ANL methodology, we assume that the costs of Warranty, R&D/Engineering, and Depreciation and Amortization are borne by the Page 1 suppliers of outsourced components.The outdoors suppliers would include these costs in their prices. The pursuance two cost multipliers are computed by using toll of Manufacture as the base follow multiplier for components manufactured internally = 100/50 = 2. 00. make up multiplier for outsourced components = 100/(50 + 6. 5 + 5. 5 + 5) = 1. 50. Table 1 indorsers to manufacturers Suggested Retail expenditure in ANL m ethodology bell grade Cost Contributor Relative to Share of Cost of vehicle MSRP Manufacturing (%) fomite Manufacturing Cost of Manufacture 1. 00 50. 0 Production command processing overhead time Warranty 0. 10 5. 0 R&D/Engineering 0.13 6. 5 Depreciation and Amortization 0. 11 5. 5 incorporated strike Corporate crash, Retirement and 0. 14 7. 0 Health interchange Distribution, Marketing, star 0. 47 23. 5 Support, and Dealer Discount Sum of cost 1. 95 97. 5 gather Profit 0. 05 2. 5 Total ploughshare to 2. 00 100. 0 MSRP METHODOLOGY DERIVED FROM BORRONI-BIRD PRESENTATION In his presentation, entit lead self-propelling Fuel Cell Requirements, at the 1996 Automotive Technology Development Customers Coordination Meeting, Borroni-Bird included charts on the Typical American railway car monetary value/Cost Breakdown. The charts provided a graphical breakdown of vehicle price, showing cost contributors and profit. We used the charts to arrive at percentage shares of vehicle price by various contributors. Table 2 shows the resulting allocation. Page 2 Table 2 equipment casualty/Cost Breakdown Based on Borroni-Bird Presentation Cost Category Cost Contributor a Vehicle Manufacturing Fixed Cost Selling Sum of Costs Profit MSRP a Material Cost throng Labor and Other Manufacturing a Costs Transportation/Warranty Amortization and Depreciation, Engineering R&D, Pension and Health Care, Advertising, and Overhead Price Discounts Dealer Markup Automobile Profit.Relative to Cost of Vehicle Manufacturing 0. 87 0. 13 0. 09 0. 44 Share of MSRP (%) 42. 5 6. 5 4. 5 21. 5 0. 10 0. 36 1. 99 0. 06 2. 05 5. 0 17. 5 97. 5 2. 5 100. 0 These two contributors are scaled to sum to 1 in the trio column, as in Table 1. In his presentation, Borroni-Bird did not evaluate the treatment of in-house or outsourced components. His methodology does not lend itself to easy computation of cost multipliers comparable with those in the ANL methodology, unless we make a few assumptions.We dedi cate assumed that Material Cost, taken together with Assembly Labor and Other Manufacturing Costs, would form the Vehicle Manufacturing base for the in-house components. The costs of Transportation/Warranty, Amortization and Depreciation, and Engineering R&D would be borne by the suppliers of outsourced components. However, Amortization and Depreciation and Engineering R&D costs were merged with Pension and Health Care, Advertising, and Overhead costs by Borroni-Bird.We assumed that half of the costs under this category would be borne by the suppliers of outsourced components. Our assumptions led to the following cost multipliers Cost multiplier for components manufactured internally = 100/(42. 5 + 6. 5) = 2. 05. Cost multiplier for outsourced components = 100/(42. 5 + 6. 5 + 4. 5 + 10. 75) = 1. 56. These cost multipliers are very similar to those computed with the ANL methodology. Comparison of ANL and Borroni-Bird Methodologies The development from Tables 1 and 2 is shown in term s of cost categories in Table 3. Both methodologies use vehicle manufacturing cost as the base and add other costs to it.The share of MSRP attributable to Vehicle Manufacturing is 50% in the ANL methodology, compared with 49% in the Borroni-Bird Methodology. Borroni-Bird combined several cost contributors under Fixed Cost. These contributors include (see Table 2) Amortization and Depreciation, Engineering R&D, Pension and Health Care, Advertising, and Overhead. Except for the inclusion of Advertising, Production Overhead and Corporate Overhead in the ANL methodology can be combined to form an equivalent category. ANLs organic of 24% by production Page 3.and corporate overheads is slightly lower than the total of 26% by Borroni-Bird. The ANL category of Selling, which includes Distribution, Marketing, Dealer Support, and Dealer Discount, is broader than that of Price Discounts and Dealer Markup specified by BorroniBird, and this categorys contribution is understandably slightly hi gher in the ANL methodology. The share of MSRP by Profit is the same in some(prenominal) methodologies. The absolute differences, computed as ANL value deduction Borroni-Bird value, are 1% for Vehicle Manufacturing, 2% for Fixed Cost, and 1% for Selling cost.Table 3 Comparison of Vehicle Price/Cost Allocation by ANL and Borroni-Bird Methodologies ANL Methodology Cost Contributor or Category Vehicle Manufacturing Production Overhead Corporate Overhead Selling Sum of Costs Profit MSRP EEA METHODOLOGY The methodology of Energy and Environmental Analysis is summarized in the OTA report OTAETI-638, entitled Advanced Automotive Technology Visions of a Super-Efficient Family Car, published in September 1995. The values of some cost contributors are not listed in the report.Moreover, depreciation, amortization, and tooling expenses are assumed to be case-specific and therefore must be computed for each case. In order to make the EEA and ANL methodologies comparable, some assumptions were necessary. These assumptions are described in the synopsis below. The EEA cost equations can be simplified as follows Cost of Manufacture = variableness Cost ? 1 + Division Overhead Manufacturer Cost = Cost of Manufacture + Assembly Labor + Assembly Overhead ? 1 + Manufacturing Overhead + Manufacturing Profit + Engineering write off + Tooling Expense + Facilities Expense Retail Price Equivalent = Manufacturer Cost ?1 + Dealer perimeter Borroni-Bird Methodology Share of Cost Contributor or Category Share of MSRP (%) MSRP (%) 50. 0 Vehicle Manufacturing 49. 0 17. 0 Fixed Cost 26. 0 7. 0 23. 5 Selling 22. 5 97. 5 Sum of Costs 97. 5 2. 5 Automobile Profit 2. 5 100. 0 MSRP 100. 0 Page 4 The report lists the following values for overhead, profit, and dealer margin Division Overhead = Supplier Overhead = 0. 20 (We assume that division and supplier overheads are equal only the supplier overhead is given in the report. ) Manufacturing Overhead = 0. 25 Manufacturing Profit = 0.20 Dealer M argin = 0. 25 Because the documentation in the OTA report does not provide values for Assembly Labor, Assembly Overhead, Engineering Expense, Tooling Expense, and Facilities Expense, cost multipliers cannot be computed directly from these data. The Assembly Labor and Assembly Overhead share of MSRP is 6. 5% in Borroni-Birds presentation. The engineering, tooling, and facilities expenses can be taken as the sum of R&D/Engineering and Depreciation and Amortization from the ANL methodology, at 12% of the MSRP.In deriving the division cost and price alliance below, we use the term Retail Price Equivalent (RPE) from the OTA report instead of MSRP. The RPE can be computed as follows RPE = = = Division Cost ? 1. 2 + 0. 065 RPE ? 1. 45 + 0. 12 RPE ? 1. 25 Division Cost ? 2. 175 + 0. 268 RPE Division Cost ? 2. 175/(1 0. 268) = Division Cost ? 2. 97 Putting ANL and EEA Methodologies on a Common root word As it was described in the OTA report, the EEA methodology did not provide enough data to compute the cost multipliers.We assumed some cost shares to be the same between the EEA, Borroni-Bird, and ANL methodologies while developing the above relationship between Division Cost and RPE. The EEA methodology is based on the material and labor costs of a division of the vehicle manufacturer, with other costs added on. The ANL methodology evaluates an assembled vehicle, using the vehicle manufacturing cost as the base cost. The ANL methodology also assigns additional costs to the outsourced components, whereas the treatment of such components is not clear in the EEA methodology.We have attempted to develop a common basis for the ANL and EEA methodologies by assigning shares of the final vehicle price, RPE in the EEA methodology, to individual cost categories similar to those listed in Table 1. Table 4 presents such a summary for the EEA methodology. Three cost contributors, Division Cost, Division Overhead, and Assembly Labor and Overhead, are combined under the Vehicle Ma nufacturing category. Two cost contributors, Manufacturing Overhead and Engineering, Tooling, and Facilities Expenses, combine to form the Overhead category.The Dealer Margin in the EEA methodology represents a factor applied to all manufacturer costs and profit. We assumed that this factor represents all costs of selling the vehicle. Although the profit is computed at the manufacturing level by EEA, we moved the profit to the bottom of the table to be consistent with prior tables. The cost allocation in Table 4 allows us to compute the in-house components cost multiplier as follows Cost multiplier for in-house components = 100/(33. 7 + 6. 7 + 6. 5) = 2. 14 Page 5 To compute the cost multiplier for an outsourced component, one more assumption is necessary.In the ANL methodology, we assumed that the supplier leave alone bear the costs of Warranty, R&D Engineering, and Depreciation and Amortization. However, the EEA methodology does not identify the warranty cost separately. We assu med it to be half of Manufacturing Overhead at 5. 05%. This, with the earlier assumption related to Engineering, Tooling, and Facilities Expenses, led to the following computation Cost multiplier for outsourced components = 100/(33. 7 + 6. 7 + 6. 5 + 5. 05 + 12) = 1. 56These multipliers, adapted from our source of the EEA information on vehicle costs, are very close to those derived from the ANL and Borroni-Bird methodologies. Table 4 Contributors to Retail Price Equivalent in EEA Methodology Cost Category Cost Contributor a Vehicle Manufacturing Overhead Selling Sum of Costs Profit Manufacturing Profit Total Contribution to RPE a Division Cost a Division Overhead Assembly Labor and a Overhead Manufacturing Overhead Engineering, Tooling, and Facilities Expenses Dealer Margin Relative to Cost of Vehicle Manufacturing 0. 72 0. 14 0. 14 0. 22 0. 26 0. 49 1. 97 0. 17 2. 14 Share of RPE (%) 33. 7 6. 7 6. 5 10. 1 12. 0 22.9 91. 9 8. 1 100. 0 These three cost contributors are scaled to su m to 1 in the third column, as in Table 1. Comparison of ANL and EEA Methodologies The information from Tables 1 and 4 is presented in terms of cost categories in Table 5 for easy comparison. The Vehicle Manufacturing cost share is 46. 9% in the EEA methodology, compared with 50% in the ANL methodology. EEAs RPE share of 22. 1% by overhead is lower than the ANL value of 24%. The cost of selling is 22. 9% in the EEA methodology, which is close to the ANL value of 23. 5%. The largest difference is in the RPE share by profit, which is 8.1% in the EEA methodology, more than three times the ANL value of 2. 5%. According to Economic Indicators The beat back Vehicles Role in the U. S. Economy (American Automobile Manufacturers Association 1998), the average net income before taxes for the three domestic manufacturers was 3. 9% during 1994-1997. Aside from vehicle sales, this value (3. 9%) includes income from spare parts sales and vehicle financing. Thus, the profit share appears very hi gh in the EEA methodology. The absolute differences computed as ANL value minus EEA value are 3. 1% for component/material cost, 1.9% for overhead, 0. 6% for selling, and 5. 6% for profit. Page 6 Table 5 Comparison of Price Allocation by ANL and EEA Methodologies ANL Methodology Cost Contributor or Category Vehicle Manufacturing Production Overhead Corporate Overhead Selling Sum of Costs Profit MSRP SUMMARY An attempt to put three methodologies for automobile cost allocation on a common basis is presented in this technical memorandum. This comparison was carried out to verify the reasonableness of the cost multipliers used in ANLs cost models for electric vehicles and hybrid electric vehicles.When put into a common format, by means of certain assumptions, the three approaches yielded the cost multipliers provided in Table 6. Table 6 Summary of Cost Multipliers Computed on a Common Basis Multiplier for In-House Components Outsourced Components ACKNOWLEDGMENT Funding for the analysi s presented here was provided by the prep and Assessment function of the Office of Transportation Technologies of the U. S. Department of Energy, managed by Dr. Philip Patterson. This technical memorandum is produced under U. S. Government contract No.W-31-109-Eng-38. REFERENCES American Automobile Manufacturers Association, 1998, Economic Indicators The Motor Vehicles Role in the U. S. Economy, Detroit, Mich. Borroni-Bird, C. , 1996, Automotive Fuel Cell Requirements, Proceedings of the 1996 Automotive Technology Development Customers Coordination Meeting, U. S. Department of Energy, Office of Transportation Technologies, Washington, D. C. ANL 2. 00 1. 50 Borroni-Bird 2. 05 1. 56 EEA 2. 14 1. 56 EEA Methodology Share of Cost Contributor or Category MSRP (%) 50. 0 Vehicle Manufacturing 17.0 Overhead 7. 0 23. 5 Selling 97. 5 Sum of Costs 2. 5 Profit 100. 0 RPE Share of RPE (%) 46. 9 22. 1 22. 9 91. 9 8. 1 100. 0 Page 7 Cuenca, R. M. , L. L. Gaines, and A. D. Vyas, 2000, Evaluation o f Electric Vehicle Production and Operating Costs, Argonne National Laboratory radical ANL/ESD-41, Argonne, Ill. (to be published). Vyas, A. , R. Cuenca, and L. Gaines, 1998, An Assessment of Electric Vehicle sustenance Cycle Costs to Consumers, Proceedings of the 1998 Total Life Cycle Conference, SAE International Report P339, Warrendale, Penn. , pp. 161-172.