Automotive Fuel Economy Program |
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ANNUAL UPDATE
CALENDAR YEAR 2000
SECTION II: VEHICLE FUEL ECONOMY PERFORMANCE AND CHARACTERISTICS
A. Fuel Economy Performance by Manufacturer
B. Characteristics of the MY 2000 Passenger Car Fleet
C. Characteristics of the MY 2000 Light Truck Fleet
D. Passenger Car and Light Truck Fleet Economy Averages
E. Domestic and Import Fleet Fuel Economy Averages
A. Light Truck CAFE Standards
B. Low Volume Petitions
C. Enforcement
D. Carryback Plans
The Annual Update on the Automotive Fuel Economy Program summarizes the fuel economy performance of the vehicle fleet and the activities of the National Highway Traffic Safety Administration (NHTSA) during 2000. Included in this report is a section summarizing rulemaking activities during 2000.
The Secretary of Transportation is required to administer a program for regulating the fuel economy of new passenger cars and light trucks in the United States market. The authority to administer the program was delegated by the Secretary to the Administrator of NHTSA, 49 C.F.R. 1.50(f).
NHTSA's responsibilities in the fuel economy area include:
(1) establishing and amending average fuel economy standards for manufacturers of passenger cars and light trucks, as necessary;
(2) promulgating regulations concerning procedures, definitions, and reports necessary to support the fuel economy standards;
(3) considering petitions for exemption from established fuel economy standards by low volume manufacturers (those producing fewer than 10,000 passenger cars annually worldwide) and establishing alternative standards for them;
(4) enforcing fuel economy standards and regulations; and
(5) responding to petitions concerning domestic production by foreign manufacturers, and other matters.
Passenger car fuel economy standards were established by Congress for Model Year (MY) 1985 and thereafter at a level of 27.5 miles per gallon (mpg). NHTSA is authorized to amend the standard above or below that level. The agency has established light truck standards each year, but Congress has mandated through the DOT Appropriations Acts for fiscal years 1996 through 2000, no increase from the MY 1996 value of 20.7 mpg for MYs 1998 through 2002. All current standards are listed in Table I-1.
Light Trucks (1) | Model Year |
Passenger Cars |
Two-wheel Drive |
Four-wheel Drive |
Combined (2), (3) |
---|---|---|---|---|
1978 | 18.0(4) | ... | ... | ... |
1979 | 19.0(4) | 17.2 | 15.8 | ... |
1980 | 20.0(4) | 16.0 | 14.0 | ...(5) |
1981 | 22.0 | 16.7(6) | 15.0 | ...(5) |
1982 | 24.0 | 18.0 | 16.0 | 17.5 |
1983 | 26.0 | 19.5 | 17.5 | 19.0 |
1984 | 27.0 | 20.3 | 18.5 | 20.0 |
1985 | 27.5(4) | 19.7(7) | 18.9(7) | 19.5(7) |
1986 | 26.0(8) | 20.5 | 19.5 | 20.0 |
1987 | 26.0(9) | 21.0 | 19.5 | 20.5 |
1988 | 26.0(9) | 21.0 | 19.5 | 20.5 |
1989 | 26.5(10) | 21.5 | 19.0 | 20.5 |
1990 | 27.5(4) | 20.5 | 19.0 | 20.0 |
1991 | 27.5(4) | 20.7 | 19.1 | 20.2 |
1992 | 27.5(4) | ... | ... | 20.2 |
1993 | 27.5(4) | ... | ... | 20.4 |
1994 | 27.5(4) | ... | ... | 20.5 |
1995 | 27.5(4) | ... | ... | 20.6 |
1996 | 27.5(4) | ... | ... | 20.7 |
1997 | 27.5(4) | ... | ... | 20.7 |
1998 | 27.5(4) | ... | ... | 20.7 |
1999 | 27.5(4) | ... | ... | 20.7 |
2000 | 27.5(4) | ... | ... | 20.7 |
2001 | 27.5(4) | ... | ... | 20.7 |
2002 | 27.5(4) | ... | ... | 20.7 |
1Standards for MY 1979 light trucks were established
for vehicles with a gross vehicle weight rating (GVWR) of 6,000
pounds or less. Standards for MY 1980 and beyond are for light
trucks with a GVWR of 8,500 pounds or less. 2For MY 1979, light truck manufacturers could comply separately with standards for four-wheel drive, general utility vehicles and all other light trucks, or combine their trucks into a single fleet and comply with the standard of 17.2 mpg. 3For MYs 1982-1991, manufacturers could comply with the two-wheel and four-wheel drive standards or could combine all light trucks and comply with the combined standard. 4Established by Congress in Title V of the Motor Vehicle Information and Cost Savings Act. 5A manufacturer whose light truck fleet was powered exclusively by basic engines which were not also used in passenger cars could meet standards of 14 mpg and 14.5 mpg in MYs 1980 and 1981, respectively. 6Revised in June 1979 from 18.0 mpg. 7Revised in October 1984 from 21.6 mpg for two-wheel drive, 19.0 mpg for four-wheel drive, and 21.0 mpg for combined. 8Revised in October 1985 from 27.5 mpg. 9Revised in October 1986 from 27.5 mpg. 10Revised in September 1988 from 27.5 mpg. |
SECTION II: VEHICLE FUEL ECONOMY PERFORMANCE
AND CHARACTERISTICS
A. Fuel Economy Performance by Manufacturer
The fuel economy achievements for domestic and foreign-based manufacturers in MY 2000 were updated to include final Environmental Protection Agency calculations, where available, since the publication of the Twenty-fourth Annual Report to the Congress. These fuel economy achievements and current projected data for MY 2000 are listed in Tables II-1 and II-2.
Overall fleet fuel economy for passenger cars was 28.5 mpg in MY 2000, an increase of 0.2 mpg from the MY 1999 level. For MY 2000, CAFE values increased above MY 1999 levels for eight of 22 passenger car manufacturers' fleets. (See Table II-1.) These eight fleets accounted for more than 60 percent of the total MY 2000 passenger car production. Manufacturers continued to introduce new technologies and more fuel-efficient models, and some larger, less fuel-efficient models. For MY 2000, the overall domestic manufacturers' fleet average fuel economy was 28.5 mpg. For MY 2000, DaimlerChrysler, Ford, General Motors, and Toyota domestic passenger car CAFE values rose 0.3 mpg, 0.5 mpg, 0.2 mpg, and 5.2 mpg, respectively, from their 1999 levels, while Honda and Nissan domestic passenger car CAFE value fell 2.1 mpg from their MY 1999 levels. Overall, the domestic manufacturers' combined MY 2000 CAFE increased 0.5 mpg above the MY 1999 level.
MODEL YEAR CAFE (MPG) | ||
---|---|---|
MANUFACTURER | 1999 | 2000 |
DOMESTIC | ||
DaimlerChrysler | 27.2 | 27.5 |
Ford | 27.6 | 28.1 |
General Motors | 27.7 | 27.9 |
Honda | 33.5 | 31.4 |
Mitsubishi | 28.8 | ...(1) |
Nissan | 29.9 | 27.8 |
Toyota | 28.3 | 33.5 |
Sales Weighted Average (Domestic) | 28.0 | 28.5 |
IMPORT | ||
BMW | 25.4 | 24.8 |
DaimlerChrysler | 26.5 | 25.3 |
Fiat | 13.7 | 13.9 |
Ford/Volvo | 28.5(2) | 27.5 |
General Motors | 25.5 | 25.4 |
Honda | 29.4 | 29.3 |
Hyundai | 30.8 | 30.7 |
Kia | 30.9 | 30.0 |
Lotus | 19.6 | 20.6 |
Mitsubishi | 30.0 | 29.4 |
Nissan | 29.9 | 28.3 |
Porsche | 24.1 | 24.3 |
Subaru | 27.5 | 28.0 |
Suzuki | 35.5 | 35.0 |
Toyota | 29.9 | 29.0 |
Volkswagen | 28.6 | 28.5 |
Sales Weighted Average (Import) | 29.0 | 28.3 |
TOTAL FLEET AVERAGE | 28.3 | 28.5 |
FUEL ECONOMY STANDARDS | 27.5 | 27.5 |
NOTE:
Manufacturers with
low volume alternative fuel economy standards are not listed. |
MODEL YEAR CAFE (MPG) Combined |
||
---|---|---|
MANUFACTURER | 1999 | 2000 |
BMW | ...(1) | 17.5 |
DaimlerChrysler | 20.8 | 21.3 |
Ford | 20.8 | 20.9 |
General Motors | 20.3 | 20.9 |
Honda | 26.1 | 25.4 |
Isuzu | 21.1 | 20.9 |
Kia | 24.4 | 23.5 |
Land Rover | 17.0 | 17.0 |
Mitsubishi | 22.4 | 21.5 |
Nissan | 21.2 | 21.1 |
Suzuki | 23.8 | 22.9 |
Toyota | 22.9 | 21.8 |
Volkswagen | 19.1 | 19.2 |
TOTAL FLEET AVERAGE | 20.9 | 21.2 |
FUEL ECONOMY STANDARDS | 20.7 | 20.7 |
1In MY 1999, BMW did not produce a light truck fleet. |
In MY 2000, the fleet average fuel economy for import passenger cars decreased by 0.7 mpg from the MY 1999 CAFE level to 28.3 mpg. Four of the 16 import car manufacturers increased their CAFE values between MYs 1999 and 2000. Figure II-1 illustrates the changes in total new passenger car fleet CAFE from MY 1978 to MY 2000.
The total light truck fleet CAFE increased 0.3 mpg above the MY 1999 CAFE level of 20.9 mpg (See Table II-2). Figure II-2 illustrates the trends in total light truck fleet CAFE from MY 1979 to MY 2000.
Six passenger car manufacturers (BMW, DaimlerChrysler import, Fiat, General Motors import, Lotus, and Porsche) and three light truck manufacturers (BMW, Land Rover, and Volkswagen) are projected to fail to achieve the levels of the MY 2000 CAFE standards. However, NHTSA is not yet able to determine which of these manufacturers may be liable for civil penalties for non-compliance. Some MY 2000 CAFE values may change when final figures are provided to NHTSA by EPA. In addition, several manufacturers are not expected to pay civil penalties because the credits they earned by exceeding the fuel economy standards in earlier years offset later shortfalls. Other manufacturers may file carryback plans to demonstrate that they anticipate earning credits in future model years to offset current deficits.
Figure II-1
CAFE PERFORMANCE
Passenger Cars
Figure II-2
CAFE PERFORMANCE
Light Trucks
NOTE: After MY 1995, light truck manufacturers were not required to divide their fleets into domestic and import fleets based on the 75-percent domestic content threshold used for passenger car fleets. |
CAFE levels may be impacted as a result of changes made to a manufacturer's vehicle fleet. Changes that occur such as corporate acquisitions, an increase or decrease in vehicle weights, manufacturer's use of materials like high- and medium-strength steel, plastic and plastic composites, or aluminum to build its vehicles, market-mixed shifts due to changes in consumer demand, and the use of advanced technology may potentially impact CAFE levels.
In March 1999, Ford, the second-largest automaker in the world, acquired Volvo. This transaction allowed Ford to gain all of Volvo's passenger car division, becoming a wholly-owned subsidiary of Ford. In April 2000, DaimlerChrysler acquired a controlling 34 percent stake of Mitsubishi Motor Corporation, and in May 2000, Ford purchased Land Rover from BMW.
B. Characteristics of the MY 2000 Passenger Car Fleet
The characteristics of the MY 2000 passenger car fleet reflect a continuing trend toward satisfying consumer demand for higher performance cars. (See Table II-3.) From MY 1999 to MY 2000, horsepower/100 pounds, a measure of vehicle performance, decreased from 5.30 to 5.26 for domestic passenger cars and increased from 5.03 to 5.30 for import passenger cars. The total fleet average for passenger cars increased from 5.21 horsepower/100 pounds in MY 1999 to 5.27 in MY 2000, the highest level in the 44 years for which the agency has data. Compared with MY 1999, the average curb weight for MY 2000 increased by eight pounds for the domestic fleet and increased by 15 pounds for the import fleet. The average curb weight for the total fleet of passenger cars increased from 3,116 pounds in MY 1999 to 3,126 pounds in MY 2000, primarily because of the average curb weight increase for the import fleet. Average engine displacement increased from 176 to 177 cubic inches for domestic passenger cars and increased from 146 to 148 cubic inches for import passenger cars from MY 1999 to MY 2000.
The 0.5 mpg fuel economy improvement for the MY 2000 domestic passenger car fleet may be attributed in part to mix shifts (in the segmentation by EPA size class), improved engine technology, using more 4 L dual overhead cam V-8 and 4.6 L single overhead cam V-6 engine designs, and the use of more automatic transmissions with four or more speeds and automatic transmissions with lockup torque converter clutches.
TOTAL FLEET |
DOMESTIC FLEET |
IMPORT FLEET |
||||
---|---|---|---|---|---|---|
CHARACTERISTICS | 1999 | 2000 | 1999 | 2000 | 1999 | 2000 |
Fleet Average Fuel Economy, mpg | 28.3 | 28.5 | 28.0 | 28.5 | 29.0 | 28.3 |
Fleet Average Curb Weight, lbs. | 3116 | 3126 | 3124 | 3132 | 3100 | 3115 |
Fleet Average Equivalent Test Weight, lbs. | 3418 | 3433 | 3432 | 3436 | 3392 | 3428 |
Fleet Average Engine Displacement, cu. in. | 166 | 167 | 176 | 177 | 146 | 148 |
Fleet Average Horsepower/Weight ratio, HP/100 lbs. | 5.21 | 5.27 | 5.30 | 5.26 | 5.03 | 5.30 |
% of Fleet | 100 | 100 | 66.2 | 64.8 | 33.8 | 35.2 |
Segmentation by EPA Size Class, % | ||||||
Two-Seater | 1.4 | 1.7 | 0.6 | 1.1 | 2.8 | 2.7 |
Minicompact | 0.6 | 0.4 | 0.3 | 0.0 | 1.2 | 1.1 |
Subcompact* | 15.6 | 14.3 | 14.7 | 15.9 | 17.4 | 11.5 |
Compact* | 31.7 | 33.3 | 35.1 | 31.6 | 25.1 | 36.6 |
Mid-Size* | 38.2 | 35.5 | 30.8 | 29.4 | 52.9 | 46.5 |
Large* | 12.5 | 14.8 | 18.6 | 22.0 | 0.6 | 1.6 |
% Diesel Engines | 0.16 | 0.24 | 0.0 | 0.0 | 0.5 | 0.7 |
% Turbo or Supercharged Engines | 4.4 | 6.0 | 3.9 | 4.4 | 5.4 | 9.1 |
% Fuel Injection | 100 | 100 | 100 | 100 | 100 | 100 |
% Front-Wheel Drive | 86.0 | 85.3 | 90.9 | 89.5 | 76.4 | 77.7 |
% Automatic Transmissions | 86.0 | 87.0 | 90.8 | 90.6 | 76.6 | 80.3 |
% Automatic Transmissions with Lockup Clutches | 99.8 | 99.8 | 99.8 | 99.9 | 99.8 | 99.7 |
% Automatic Transmissions with Four or more Forward Speeds |
95.1 | 93.4 | 94.0 | 90.3 | 98.1 | 99.9 |
% Electric | 0.002 | 0.0 | 0.003 | 0.0 | 0.0 | 0.0 |
*Includes associated station wagons. |
The size/class breakdown shows an increased trend primarily toward two-seater, compact, and large passenger cars, and a reduced trend in minicompact, subcompact, and mid-size passenger cars for the overall fleet. The size/class mix in the domestic fleet showed a decrease in minicompact, compact, and mid-size passenger cars and an increase in two-seater, subcompact, and large passenger cars. The size/class mix in the import fleet showed a decrease in two-seater, minicompact, subcompact, and mid-size passenger cars and an increase in compact and large passenger cars. The import share of the passenger car market increased in MY 2000.
The domestic and import fleets rose above their MY 1999 level in the share of turbocharged and supercharged engines. Diesel engines were only offered on certain Mercedes and Volkswagen models during MY 2000.
Passenger car fleet characteristics have changed significantly since MY 1978 (the first year of fuel economy standards). (See Table II-4.) After substantial initial weight loss (from MY 1978 to MY 1982, the average passenger car fleet curb weight decreased from 3,349 to 2,808 pounds), the average curb weight rose to 3,126 pounds. Table II-4 shows that the MY 2000 passenger car fleet has nearly equal interior volume and higher performance, but more than 43 percent better fuel economy, than the MY 1978 fleet. (See Figure II-3.)
Model Year |
Fuel Economy (mpg) |
Curb Weight (lbs.) |
Equivalent Test Weight (lbs.) |
Interior Space (cu. ft.) |
Engine Size (cu. in.) |
Horsepower/ Weight (hp/100 lb.) |
---|---|---|---|---|---|---|
1978 | 19.9 | 3349 | 3627 | 112 | 260 | 3.68 |
1979 | 20.3 | 3180 | 3481 | 110 | 238 | 3.72 |
1980 | 24.3 | 2867 | 3162 | 105 | 187 | 3.51 |
1981 | 25.9 | 2883 | 3154 | 108 | 182 | 3.43 |
1982 | 26.6 | 2808 | 3098 | 107 | 173 | 3.47 |
1983 | 26.4 | 2908 | 3204 | 109 | 182 | 3.57 |
1984 | 26.9 | 2878 | 3170 | 108 | 178 | 3.66 |
1985 | 27.6 | 2867 | 3177 | 108 | 177 | 3.84 |
1986 | 28.2 | 2821 | 3127 | 106 | 169 | 3.89 |
1987 | 28.5 | 2805 | 3100 | 109 | 162 | 3.98 |
1988 | 28.8 | 2831 | 3100 | 107 | 161 | 4.11 |
1989 | 28.4 | 2879 | 3181 | 109 | 163 | 4.24 |
1990 | 28.0 | 2908 | 3192 | 108 | 163 | 4.53 |
1991 | 28.4 | 2934 | 3228 | 108 | 164 | 4.42 |
1992 | 27.9 | 3007 | 3307 | 108 | 169 | 4.56 |
1993 | 28.4 | 2971 | 3328 | 109 | 164 | 4.62 |
1994 | 28.3 | 3011 | 3317 | 109 | 169 | 4.79 |
1995 | 28.6 | 3047 | 3335 | 109 | 166 | 4.87 |
1996 | 28.5 | 3047 | 3352 | 109 | 164 | 4.92 |
1997 | 28.7 | 3071 | 3364 | 109 | 164 | 4.95 |
1998 | 28.8 | 3075 | 3372 | 109 | 161 | 5.05 |
1999 | 28.3 | 3116 | 3418 | 110 | 166 | 5.21 |
2000 | 28.5 | 3126 | 3433 | 111 | 167 | 5.27 |
Figure II-3
PASSENGER CAR FLEET AVERAGE
Characteristics
C. Characteristics of the MY 2000 Light Truck Fleet
The characteristics of the MY 2000 light truck fleet are shown in Table II-5. Light truck manufacturers are not required to divide their fleets into domestic and import fleets based on the 75-percent domestic content threshold used for passenger car fleets. The light truck fleet is subdivided into two-wheel drive and four-wheel drive classifications.
TOTAL FLEET | Two-wheel Drive |
Four-wheel Drive |
||||
---|---|---|---|---|---|---|
CHARACTERISTICS | 1999 | 2000 | 1999 | 2000 | 1999 | 2000 |
Fleet Average Fuel Economy, mpg | 20.9 | 21.2 | 22.2 | 22.7 | 19.1 | 19.5 |
Fleet Average Equivalent Test Weight, lbs. | 4530 | 4510 | 4356 | 4349 | 4747 | 4728 |
Fleet Average Engine Displacement, cu. in. | 251 | 244 | 239 | 231 | 267 | 263 |
Fleet Average Horsepower/ Weight ratio, HP/100 lbs. | 4.24 | 4.31 | 4.29 | 4.20 | 4.17 | 4.24 |
% of Fleet | 100 | 100 | 55.5 | 57.5 | 44.5 | 42.5 |
% of Fleet from Foreign-based Manufacturers | 15.6 | 19.6 | 11.8 | 18.0 | 20.2 | 21.9 |
Segmentation by Type, % | ||||||
Passenger Van | 17.1 | 17.8 | 29.9 | 30.1 | 1.2 | 1.3 |
Cargo Van | 3.5 | 2.8 | 6.2 | 4.7 | 0.2 | 0.2 |
Small Pickup | 3.2 | 4.2 | 5.8 | 7.4 | 0.0 | 0.0 |
Large Pickup | ||||||
Two-Wheel Drive | 17.9 | 17.9 | 32.3 | 31.2 | 0.0 | 0.0 |
Four-Wheel Drive | 13.7 | 13.9 | 0.0 | 0.0 | 30.9 | 32.7 |
Special Purpose | ||||||
Two-Wheel Drive | 14.3 | 15.3 | 25.8 | 26.7 | 0.0 | 0.0 |
Four-Wheel Drive | 30.2 | 28.0 | 0.0 | 0.0 | 67.8 | 65.8 |
% Diesel Engines | 0.05 | 0.06 | 0.08 | 0.1 | 0.03 | 0.0 |
% Turbo/Supercharged Engines | 0.52 | 1.5 | 0.08 | 0.1 | 1.1 | 3.3 |
% Fuel Injection | 100 | 100 | 100 | 100 | 100 | 100 |
% Automatic Transmissions | 89.8 | 91.7 | 88.6 | 91.1 | 91.3 | 92.6 |
% Automatic Transmissions with Lockup Clutches | 99.6 | 99.7 | 99.3 | 99.5 | 100 | 100 |
% Automatic Transmissions with Four or More Forward Speeds | 98.1 | 98.3 | 97.5 | 98.0 | 98.9 | 98.7 |
% Electric | 0.01 | 0.01 | 0.02 | 0.02 | 0.00 | 0.00 |
The MY 2000 average test weight of the total light truck fleet decreased by 20 pounds over that for MY 1999. The average fuel economy of the fleet increased by 0.3 mpg to 21.2 mpg. Turbo/supercharged engine usage tripled in light trucks to 1.5 percent in MY 2000 from 0.52 percent in MY 1999. Diesel engine usage increased slightly in light trucks to 0.06 percent in MY 2000 from 0.05 percent in MY 1999. The share of the MY 2000 two-wheel drive fleet increased by 3.6 percent from the MY 1999 level of 55.5 percent.
CAFE levels for light trucks in the 0-8,500 pounds gross vehicle weight (GVW) class increased from 18.5 mpg in MY 1980 to 21.7 mpg in MY 1987, before declining to 21.2 mpg in MY 2000, influenced by an increase in performance. Light truck production increased from 1.9 million units in MY 1980 to 7.2 million units in MY 2000. Light trucks comprised 45 percent of the total light duty vehicle fleet production in MY 2000, nearly 3.8 times more than the share in MY 1980.
D. Passenger Car and Light Truck Fleet Economy Averages
Figure II-4 illustrates an increase in the light duty fleet (combined passenger cars and light trucks) average fuel economy through MY 1987, followed by a gradual decline. (Also, see Table II-6.) Passenger car average fuel economy remained relatively constant for MYs 1987-2000. The overall increase in fuel economy illustrates a larger increase in passenger car fuel economy compared to light truck fuel economy.
Figure II-4
CAFE PERFORMANCE
Total Fleet
*The light truck share represents the percentage of the total light duty fleet. |
Domestic | Import | |||||||||
---|---|---|---|---|---|---|---|---|---|---|
Model Year |
Car | Light Truck | Combined | Car | Light Truck* | Combined | All Cars | All Light Trucks |
Total Fleet | Light Truck Share of Fleet (%) |
1978 | 18.7 | ... | ... | 27.3 | ... | ... | 19.9 | ... | ... | ... |
1979 | 19.3 | 17.7 | 19.1 | 26.1 | 20.8 | 25.5 | 20.3 | 18.2 | 20.1 | 9.8 |
1980 | 22.6 | 16.8 | 21.4 | 29.6 | 24.3 | 28.6 | 24.3 | 18.5 | 23.1 | 16.7 |
1981 | 24.2 | 18.3 | 22.9 | 31.5 | 27.4 | 30.7 | 25.9 | 20.1 | 24.6 | 17.6 |
1982 | 25.0 | 19.2 | 23.5 | 31.1 | 27.0 | 30.4 | 26.6 | 20.5 | 25.1 | 20.1 |
1983 | 24.4 | 19.6 | 23.0 | 32.4 | 27.1 | 31.5 | 26.4 | 20.7 | 24.8 | 22.5 |
1984 | 25.5 | 19.3 | 23.6 | 32.0 | 26.7 | 30.6 | 26.9 | 20.6 | 25.0 | 24.4 |
1985 | 26.3 | 19.6 | 24.0 | 31.5 | 26.5 | 30.3 | 27.6 | 20.7 | 25.4 | 25.9 |
1986 | 26.9 | 20.0 | 24.4 | 31.6 | 25.9 | 29.8 | 28.2 | 21.5 | 25.9 | 28.6 |
1987 | 27.0 | 20.5 | 24.6 | 31.2 | 25.2 | 29.6 | 28.5 | 21.7 | 26.2 | 28.1 |
1988 | 27.4 | 20.6 | 24.5 | 31.5 | 24.6 | 30.0 | 28.8 | 21.3 | 26.0 | 30.1 |
1989 | 27.2 | 20.4 | 24.2 | 30.8 | 23.5 | 29.2 | 28.4 | 21.0 | 25.6 | 30.8 |
1990 | 26.9 | 20.3 | 23.9 | 29.9 | 23.0 | 28.5 | 28.0 | 20.8 | 25.4 | 30.1 |
1991 | 27.3 | 20.9 | 24.4 | 30.1 | 23.0 | 28.4 | 28.4 | 21.3 | 25.6 | 32.2 |
1992 | 27.0 | 20.5 | 23.8 | 29.2 | 22.7 | 27.9 | 27.9 | 20.8 | 25.1 | 32.9 |
1993 | 27.8 | 20.7 | 24.2 | 29.6 | 22.8 | 28.1 | 28.4 | 21.0 | 25.2 | 37.4 |
1994 | 27.5 | 20.5 | 23.5 | 29.7 | 22.0 | 27.8 | 28.3 | 20.8 | 24.7 | 40.2 |
1995 | 27.7 | 20.3 | 23.8 | 30.3 | 21.5 | 27.9 | 28.6 | 20.5 | 24.9 | 37.4 |
1996 | 28.1 | 20.5 | 24.1 | 29.6 | 22.2 | 27.7 | 28.5 | 20.8 | 24.9 | 39.7 |
1997 | 27.8 | 20.2 | 23.3 | 30.1 | 22.1 | 27.5 | 28.7 | 20.6 | 24.6 | 42.1 |
1998 | 28.6 | 20.5 | 23.3 | 29.2 | 22.9 | 27.6 | 28.8 | 21.1 | 24.7 | 44.5 |
1999 | 28.0 | . . . | . . . | 29.0 | . . . | . . . | 28.3 | 20.9 | 24.5 | 44.1 |
2000 | 28.5 | . . . | . . . | 28.3 | . . . | . . . | 28.5 | 21.2 | 24.7 | 45.0 |
*Light trucks from foreign-based manufacturers.
NOTE: Beginning with MY 1999, the agency ceased categorizing the total light truck fleet by either domestic or import fleets. |
While passenger car and light truck fleet fuel economy increased from MY 1999 to MY 2000 by 0.2 mpg and 0.3 mpg, respectively, the total fleet fuel economy for MY 2000 increased to 24.7 mpg from 24.5 mpg. The shift to light trucks for general transportation has had a significant effect on fuel consumption.
E. Domestic and Import Fleet Fuel Economy Averages
Domestic and import passenger car fleet average fuel economies have improved since MY 1978, although the increase is far more dramatic for the domestic fleet. In MY 2000, the domestic passenger car fleet average fuel economy was 28.5 mpg and the import passenger car fleet average fuel economy was 28.3 mpg. Compared with MY 1978, this reflects an increase of 9.8 mpg for domestic cars and 1.0 mpg for import cars.
The disparity between the average CAFEs of the import and domestic manufacturers has declined in recent years as domestic manufacturers have maintained relatively stable CAFE values while the import manufacturers moved to more four-wheel drive light trucks.
On April 5, 2000, NHTSA published a final rule establishing a combined standard of 20.7 mpg for light trucks for MY 2002. The Department of Transportation and Related Agencies Appropriations Act for Fiscal Year 2000, Pub. L. 106-69, precluded the agency from setting the MY 2002 standard at a level other than the level established for MYs 1996-2001.
49 U.S.C. 32902(d) provides that a low volume manufacturer of passenger cars may be exempted from the generally applicable passenger car fuel economy standards if these standards are more stringent than the maximum feasible average fuel economy for that manufacturer and if NHTSA establishes an alternative standard for that manufacturer at its maximum feasible level. A low volume manufacturer is one that manufactured fewer than 10,000 passenger cars worldwide, in the model year for which the exemption is sought (the affected model year) and in the second model year preceding that model year.
In 2000, NHTSA acted on two low volume petitions filed by DeTomaso Automobiles Ltd., now operating as Qvale Automotive Group, Ltd. (QAG). QAG filed a low volume petition for its high performance exotic vehicle, Mangusta. QAG requested alternative standards for its passenger cars for MYs 2000 and 2001. NHTSA issued a final decision to grant alternative standards of 22.0 mpg for MYs 2000 and 2001 (65 FR 58483, September 29, 2000). The manufacturer has also requested alternative standards for its passenger cars for MYs 2002 and 2003. NHTSA is reviewing this petition and will respond in mid-2001.
49 U.S.C. 32912(b) imposes a civil penalty of $5.50 for each tenth of a mpg by which a manufacturer's CAFE level falls short of the standard, multiplied by the total number of passenger automobiles or light trucks produced by the manufacturer in that model year. Credits earned for exceeding the standard in any of the three model years immediately prior to or subsequent to the model years in question can be used to offset the penalty.
Table III-1 shows CAFE fines paid by manufacturers in calendar year 2000. In calendar year 2000, manufacturers paid civil penalties totaling $31,857,936 for failing to comply with the fuel economy standards of 27.5 mpg for passenger cars and 20.7 mpg for light trucks in MYs 1997, 1998, and 1999.
Model Year | Manufacturer | Amount Fined | Date Paid |
---|---|---|---|
1997 | Panoz | $7,400.00 | 08/00 |
1998 | Porsche | $1,613,865.00 | 03/00 |
1998 | Rover | 3,849,037.50 | 04/00 |
1998 | Mercedes-Benz | 168,352.50 | 05/00 |
1998 | Lotus | 34,782.00 | 06/00 |
1998 | Panoz | 11,192.50 | 08/00 |
1999 | Porsche | 4,884,627.00 | 07/00 |
1999 | BMW of North America | 13,147,249.50 | 08/00 |
1999 | Mercedes-Benz | 8,141,430.00 | 12/00 |
49 U.S.C. 32903 allows an automobile manufacturer to earn fuel economy credits during any model year in which the manufacturer's fleet exceeds the established CAFE standard. The amount of credits a manufacturer earns is determined by multiplying the number of tenths of a mile per gallon by which the average fuel economy of the manufacturer's fleet in the model year exceeds the standard by the total number of vehicles in the manufacturer's fleet for the model year.
Already earned fuel economy credits are carried forward by the agency, (with affected manufacturers given an opportunity to comment on the agency's allocation of credits) and distributed to any of the three succeeding model years in which the manufacturer's fleet falls below the CAFE standard. For example, credits earned in MY 1997 may be used to offset deficiencies in MYs 1998, 1999, and/or 2000. A manufacturer may also submit to the agency a carryback plan, which demonstrates that it will earn sufficient credits within the following three model years which when allocated could offset penalties for the model year affected.
DaimlerChrysler and General Motors submitted carryback plans dated May 21, 1999 and June 29, 1999, respectively, to the agency for MYs 1997 light truck CAFE compliance. Both DaimlerChrysler's and General Motor's carryback plans were approved July 21, 2000 and July 3, 2000, respectively.