Quantifying efficiency technology improvements in U.S. cars from 1975–2009

MacKenzie, Don; Heywood, John B.

doi:10.1016/j.apenergy.2014.12.083

Cited by 33 publications

(43 citation statements)

References 15 publications

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“…First, it increases the sensitivity of fuel consumption to weight. This observation is expected and consistent with findings by MacKenzie and Heywood (2015). The explanation is that increasing weight at constant acceleration time will require extra fuel consumption to account for the weight change as well as power change in order to keep acceleration time unchanged.…”

Section: Insert [Table 3]supporting

confidence: 90%

“…It has the advantage of quantitatively estimating of relationship between fuel consumption and vehicle attributes, as well as being able to utilize large volume, multi-year panel data to investigate technological progress trends of fuel efficiency. Therefore, an empirical multi-variate model, similar to the model specified in Knittle (2011) and MacKenzie and Heywood (2015), is adopted in this study.…”

Section: Methodsmentioning

confidence: 99%

“…Model 3 is similar to model 3 of Mackenzie and Heywood (2015). It controls for consumer amenities related attributes, namely all-wheel drive (AWD), acceleration performance and vehicle body styles.…”

Section: Insert [Table 3]mentioning

confidence: 99%

“…As summarized by MacKenzie and Heywood (2015), Extensive studies were devoted to utilize the bottom-up approach (Kwon, 2006;Van den Brink and Van Wee, 2001;Knittel, 2011). Kwon (2006) investigated the quantitative relationship between engine capacity and fuel consumption rate in the UK between 1979 and 2000.…”

Section: Introductionmentioning

confidence: 99%

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Technological growth of fuel efficiency in european automobile market 1975–2015

Chen

2016

Energy Policy

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This paper looks at the technological growth of new car fleet fuel efficiency in the European Union between 1975 and 2015. According to the analysis results, from1975 to 2006 the fuel efficiency technology improvements were largely offset by vehicles' increased weight, engine size, and consumer amenities such as acceleration capacity. After 2006, downsizing in weight and engine capacity was observed in new car fleet, while fuel consumption decreased by 32% between 2006 and 2015. We adopt a statistical method and find that from 1975 to 2015, a 1% increase in weight would result in 0.3 to 0.5% increments in fuel consumption per 100 km, and a 1% reduction in 0-100 km/h acceleration time would increase fuel consumption by about 0.3%. Impacts of other attributes on fuel consumption are also assessed. To meet the European Union's 2021 fuel consumption target, downsizing of cars, as well as at least maintaining fuel efficiency technology growth trend observed between 2005 and 2015, are needed.Government policies on controlling improvement in acceleration performance or promoting alternative fuel vehicles are also important to achieve European Union 2021 target.

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Section: Insert [Table 3]supporting

confidence: 90%

Section: Methodsmentioning

confidence: 99%

Section: Insert [Table 3]mentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

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Technological growth of fuel efficiency in european automobile market 1975–2015

Chen

2016

Energy Policy

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“…MacKenzie and Heywood extended Knittel's econometric approach by adopting both vehicle system attributes and consumer amenities as independent variables. They found that between 1975 and 2009, per-mile fuel consumption could have been reduced by approximately 70%, or an average of 3.4% per year, if not for reductions in acceleration time and the introduction of new attributes and functionality to vehicles [13]. To the best of our knowledge, this topic for China has not been carefully studied before due to a lack of sufficient data.…”

Section: Introductionmentioning

confidence: 99%

The Technological Progress of the Fuel Consumption Rate for Passenger Vehicles in China: 2009–2016

Zheng

Liu

et al. 2019

Energies

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China has set stringent fuel consumption rate (FCR) targets to address the serious environmental and energy security problems caused by vehicles. Estimating the technological progress and tradeoffs between FCR and vehicle attributes is important for assessing the viability of meeting future targets. In this paper, we explored the relationship between vehicle FCR and other attributes using a regression model with data from 2009–2016. We also quantified the difference in the tradeoff between local and joint venture brands. The result showed that from 2009 to 2016, if power and curb mass were held constant, 2.3% and 2.9% annual technological progress should have been achieved for local and joint venture brands, respectively. The effectiveness of fuel-efficient technologies for joint venture brands is generally better than that of local brands. Impacts of other attributes on FCR were also assessed. The joint venture brands made more technological progress with FCR improvement than that of local brands. Even if 100% of technological progress (assume the technological progress in the future were the same as that of 2009–2016) investment were used to improve actual FCR after 2016, it would be difficult to meet 2020 target. Accelerating the adoption of fuel-efficient technologies, and controlling weight and performance, are both needed to achieve the 2020 and 2025 targets.

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Environmental Productivity Growth in Consumer Durables

Zhou

2018

Energy, Environment and Transitional Green Growth in China

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Quantifying efficiency technology improvements in U.S. cars from 1975–2009

Cited by 33 publications

References 15 publications

Technological growth of fuel efficiency in european automobile market 1975–2015

Technological growth of fuel efficiency in european automobile market 1975–2015

The Technological Progress of the Fuel Consumption Rate for Passenger Vehicles in China: 2009–2016

Environmental Productivity Growth in Consumer Durables

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