The 54.5 mpg corporate fleet average, scheduled for 2025, is not a number already impressed in marble.
This clarification came from Chris Grundler, director of the Environmental Protection Agency’s office of transportation and air quality, who spoke last week at the CARS Management Briefing Seminars.
“There is a perception out here that the choice is already made,” Grundler told the audience. “That is incorrect. The EPA administrator makes the final choice, and he will work for the next president.”
The Corporate Average Fuel Economy (CAFE) standards were made in 2011, but an added stipulation allows for a re-evaluation of the goal in 2017 during the midterm www.rawvehicle.com review. At this time, analysts, auto companies and government agencies will assess the country’s progress towards 54.5 mpg and can adjust the standard if de rigueur.
The thought that “54.5 mpg” – really low 40s on window sticker – is unchangeable isn’t the only misconception surrounding the fuel economy and emissions regulations. We clear up 5 other myths in this area the 2025 CAFE standards.
Myth 1: MPG Standards Don’t Start Until 2025
Though 2025 is the year most often quoted in relation to CAFE standards, the auto diligence isn’t on hold until then. The fuel efficiency supplies for the U.S. will really start in 2017, ratcheting up by 5 percent each year. By following this plot, the diligence will www.rawvehicle.com achieve an average fleetwide economy of 54.5 mpg for passenger vehicles by 2025.
Myth 2: It’s Impossible to Reach 54.5 MPG In 10 Years
Though many automakers say the cost to reach the 54.5 mpg standard is too high, numerous studies support the EPA’s statements that this goal is both achievable and affordable for the auto diligence. According to a recent report by the National Highway Traffic Safety Administration (NHTSA), per vehicle costs for fuel-saving technologies have decreased from $3,000 to in this area $1,400.
“This is a excellent ahead of schedule suggestion that things are on track to meet the fuel efficiency goals on time and at a reasonable cost. There were lots of claims flying back and forth www.rawvehicle.com ahead of schedule on in this area how much this would cost, and now we know it’s going to be very affordable by comparison,” said Roland Hwang, director of the energy and transportation program for the Natural Resources Defense Council.
SEE ALSO: Reaching 2025 CAFE Standards Will Be Simpler Than Predicted
Myth 3: Electrified Powertrains Are The Only Way To Save Fuel
When the CAFE rules were first written, most government planners plotting the auto diligence would really reach the goals “by using everyday technologies,” not through electrified vehicle (EV) sales, said Margo Ogo, a former EPA executive that help start the 2025 standards.
Examples of these technologies include “downsized turbocharged engines, stop-start, enhanced transmissions,” listed Ogo.
In its study, www.rawvehicle.com NHTSA looked at dozens of systems outside of electrified powertrains, analyzing their skill to reduce fuel consumption and emissions.
The report “shows that you can achieve these fuel economy targets with a square vehicle, using normal engines, and to do so cost effectively,” said Dan Becker with Center for Auto Safety, an advocacy organization.
Additionally, the EPA will also consider if other technologies that don’t affect emissions tests can also count towards CAFE standards. Features such as automated braking, adaptive cruise control, high-efficiency lights and reflexive paint could potentially be part of the midterm review.
SEE ALSO: Automakers Request CARB Credits For Solar Reflecting Schooner, Paint
Myth 4: Automakers And Patrons Will Be Mandatory Into EVs
Many dread that carmakers www.rawvehicle.com will be mandatory to sell battery electric (BEVs), plug-in hybrid (PHEVs) and fuel cell vehicles against their will. But experts don’t believe that will be the case.
“The diligence keeps saying we need to change the rules at the midterm review because no one wants to buy an electric car,” Becker said. “But the rules don’t require selling electric cars, and [the NHTSA] report shows you really don’t need them to get there.”
Similarly, patrons will also still be able to buy larger SUVs and trucks, if they prefer.
“The standards adjust with sales mix,” the EPA’s Grundler clarified. “We are not forcing everyone into small cars. Americans can still chose vehicles that meet most of their needs.”
Myth 5: www.rawvehicle.com Higher Gasoline Prices Will Boost EV Sales
As gasoline prices dipped to record lows in recent months, alongside a slowdown of EV sales, the two were often connected in the media. But, the data shows another tale.
“There is zero correlation between gas prices and [BEV and PHEV] sales,” said Plug-In America, publishing numerous charts to support this. BEVs and PHEVs “in general have been selling how they’re selling with apparently no regard for gasoline prices.”
Instead, many experts say that policies set by national and regional agencies will be one of the strongest ways to boost EV sales.
“The role of strong climate policy, such as carbon pricing or regulations such as a Zero-Emissions Vehicle mandate (as implemented in www.rawvehicle.com California and several other U.S. states)” is the most vital way to encourage widespread adoption of PEVs, said John Axsen, an supporter professor at Simon Fraser University who studies sustainable energy systems.