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CAFE and You, Part 3 - What the New Standards Mean

This is the third part of a 3-part series on the Corporate Average Fuel Economy standard and how it affects American automotive, for good or ill. In this segment, we look at the new 2007 standard (updated recently) and how it will affect our market; and why it may not be necessary at all.

In part one of this series, we looked at the history of CAFE and its background born of meddling in foreign affairs. In part two, we talked about the effects of CAFE and its dubious record for meeting its goals. Now, let's look at the latest standard that was updated in 2007 and further bumped ahead by President Obama and the EPA.

The New CAFE Requirements
The Energy Independence and Security Act of 2007 raised the required average fuel economy to 35mpg in a tiered system to be finally met in 2020. The Obama Administration bumped that requirement by half a mile (to 35.5) and lowered the target year to 2016.

What this means, in a nutshell, is that the average fuel economy for an auto manufacturer's fleet of offered production vehicles must be 35.5mpg by the year 2016 (less than four years from now). What the CAFE requirement does not do is change the market itself. Manufacturers are required to have production vehicles that boost their average total fleet economy to 35.5 – so for most automakers, one offered battery electric car or a handful of high mileage hybrids will likely raise their economy enough to meet that standard.

But with sales? Detroit is still free to push SUVs and pickup trucks and you are still free to buy whatever you wish to drive. But they'll cost you more, whether you buy that 15mpg pickup truck or that high-tech EV. CAFE is a sort of hidden tax. More on this in a minute.

First, Understand the Production Cycle for Automotive
The first thing to know is that raising the standard over the next four years won't really impact the cars on the road nationally for at least fifteen years. Even a higher standard today will not mean better economy for at least a decade.

This is simply because of the way the automotive market functions. The production cycle for a car starts at design (or re-design), then goes to testing, then sales. This process takes five years at minimum. Most models then see minor (mostly cosmetic) changes every four to five years and major re-design overhauls every decade. The manufacturer expects to see a return on investment in two to three years from the model's initial introduction to market (or after introducing a re-design). The five year cycle of refresh is to keep the car competitive in terms of style. Interim changes are often very minor. (See Thomas Klier and Joshua Linn, RAND Journal of Economics, Spring 2012)

So while the vehicles could improve their economy initially, in reaction to the new regulation's targets, the proliferation of that vehicle to consumer acceptance and ownership will not occur for a decade – the average life of a vehicle before a replacement is made in the U.S. is just over ten years. For the consumer, fuel economy is only one of many factors affecting a purchase decision, though recent studies have shown that it's often a primary ("top 3") consideration. This was shown by Molly Espey of Clemson University in her Regulation Magazine writeup Do Consumers Value Fuel Economy? published in 2005.


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