The
EPA Automotive
Trends Report
Fuel Economy and Technology since 1975
Executive Summary
United States
jbpnl Environmental Protection
M m Agency
EPA-420-S-26-001 February 2026
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This technical report does not necessarily represent final EPA decisions, positions, or validation of data
reported to the EPA by manufacturers. It is intended to present technical analysis of issues using data
that are currently available and that may be subject to change. Historic data have been adjusted, when
appropriate, to reflect the result of investigations by the EPA or any other corrections necessary to
maintain data integrity.
The purpose of the release of such reports is to facilitate the exchange of technical information and to
inform the public of technical developments. This edition of the report supersedes all previous versions.
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Executive Summary
Since 1975, the U.S. Environmental Protection Agency (EPA) has collected data on every
new light-duty vehicle model produced for sale in the United States. These data are
collected to support several important national programs, including the EPA criteria pollut-
ant standards, the U.S. Department of Transportation's National Highway Traffic Safety
Administration (NHTSA) Corporate Average Fuel Economy (CAFE) standards, and vehicle
Fuel Economy and Environment labels. This report contains a uniquely comprehensive
analysis of the automotive industry since 1975, based on the EPA's expansive data set, and
provides transparency to the public on data collected by the Agency.
In February 2026, the EPA finalized a rulemaking that eliminated greenhouse gas (GHG)
standards for light-, medium-, and heavy-duty vehicles and engines for past and future
model years. This report has likewise eliminated sections that in previous versions
evaluated compliance with the eliminated GHG standards.
The data behind this report was generated either from testing performed by the EPA at
the National Vehicle and Fuel Emissions Laboratory in Ann Arbor, Michigan or directly
from manufacturers using official EPA test procedures. All data in this report for model
years 1975 through 2024 are final data submitted to the EPA and the NHTSA as part of the
regulatory process. In some cases, this report will show data for model year 2025, which
are preliminary and based on data, including projected production volumes, provided to
the EPA by automakers prior to releasing vehicles for sale to the public. These data may
change significantly before being finalized.
The fuel economy data in this report are estimated real-world data which are measured
using a series of standardized laboratory tests that account for the range of operating
conditions encountered by an average driver. This data encompasses results from
additional testing compared to CAFE data and should not be compared directly to reported
CAFE fuel economy compliance values.
This iteration of the report includes additional analysis on the impact of battery electric
vehicles (BEVs) and plug-in hybrid vehicles (PHEVs). These vehicles have fundamentally
different characteristics than other vehicles and understanding these differences and the
impact these vehicles are having on overall trends as their production changes over time
is important to explore. To download the full report, or to explore the data using the EPA's
interactive data tools, visit the report website at www.epa.gov/automotive-trends.
ES-1
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Average new vehicle fuel economy continues
to increase.
In model year 2024, the recent trend of increasing new vehicle real-world fuel economy
continued, as shown in Figure ES-1. The average model year 2024 new vehicle increased
fuel economy by 0.1 mpg to a record high 27.2 mpg. Average new vehicle fuel economy has
improved 16 out of the last 20 years and has increased 41 % compared to model year 2004.
Preliminary model year 2025 data, shown as a dot in Figure ES-1, suggest that average new
vehicle fuel economy will continue to increase in model year 2025.
Figure ES-1. Estimated Real-World Fuel Economy
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24-
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27.2 MPG
All Vehicles
MY 2024
1 16-
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25.6 MPG
Without
BEVs/PHEVs
T
T
1975
1985
1995 2005
Model Year
2015
2025
Overall fuel economy trends are due to changes in the mix of vehicles produced each year
and evolving vehicle technology. New vehicle production has been trending towards sport
utility vehicles (SUVs) for many years (Figure ES-2) and many new technologies have been
developed and adopted (Figure ES-5). In particular, the production of BEVs and PHEVs have
noticeably influenced overall trends in recent years. Without BEVs and PHEVs, the average
new vehicle real-world fuel economy in 2024 was 1.7 mpg lower.12
1 Throughout this report, the fuel economy of BEVs and PHEVs are measured in terms of miles per gallon of
gasoline equivalent, or mpge. These values are included in fleetwide fuel economy (mpg) values unless noted.
2 The EPA generally uses unrounded values to calculate values in the text, figures, and tables in this report.
This approach results in the most accurate data but may lead to small apparent discrepancies due to
rounding.
ES-2
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The overall industry continues to shift
toward SUVs.
The NHTSA's CAFE regulations provide definitions to determine if light-duty vehicles
are considered passenger vehicles (i.e. cars) or non-passenger vehicles (i.e trucks), for
regulatory purposes3. In model year 2024, 34% of all new vehicles were cars and 66% of
all new vehicles were trucks under NHTSA regulations. This report further disaggregates
vehicles into five vehicle types: sedan/wagon, car SUV, truck SUV, pickup truck, and
minivan/van. The distinction between car and truck SUVs is based on the regulatory
definitions of cars and trucks, such that SUVs that are four-wheel drive or above a weight
threshold (6,000 pounds gross vehicle weight) are generally regulated as trucks and
classified as truck SUVs for this report. The remaining two-wheel drive SUVs are subject to
car standards and classified as car SUVs.
The clear long-term trend in the distribution of vehicle types has been a shift from sedan/
wagons towards truck SUVs and car SUVs. This trend continued in model year 2024,
compared to model year 2023, as production shifted towards truck SUVs and away from all
other vehicle types. Truck SUVs alone now account for half of all new vehicle production.
The distribution of production share since 1975 is shown in Figure ES-2.
Figure ES-2. Production Share by Vehicle Type
—i 1 1 1 1 1—
1975 1985 1995 2005 2015 2025
Model Year
3 Appendix F contains a more detailed description of car and truck definitions.
ES-3
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Overall fuel economy trends have been impacted by
changes in technology and market shifts.
Since 1975, each vehicle type has increased fuel economy. All vehicle types, except pickups,
have more than doubled the fuel economy they achieved in 1975. In model year 2024,
compared to 2023, fuel economy for truck SUVs increased by 1.0 mpg to a new high of 25.7
mpg. Minivans/vans also increased fuel economy, while fuel economy for pickups remained
unchanged from the prior year. Sedan/wagons and car SUVs had lower fuel economy in
model year 2024.
Over time, the market has shifted away from more efficient vehicle types towards less
efficient vehicle types. This ongoing market shift has offset some of the fleetwide benefits
that otherwise would have been achieved from the increased fuel economy within each
vehicle type. The fuel economy trends for each vehicle type are shown in Figure ES-3.
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Figure ES-3. Fuel Economy by Vehicle Type
1975 1985 1995 2005
Model Year
2015
2025
33.5 MPG
MY 2024
31.7 MPG
Without BEVs/PHEVs
39.2 MPG
MY 2024
30.2 MPG
Without BEVs/PHEVs
25.7 MPG
MY 2024
26.1 MPG
MY 2024
20.5 MPG
MY 2024
Sedan/
Wagon
Car
SUV
o
24.7 MPG
Without BEVs/PHEVs
Truck
SUV
25.5 MPG
Without BEVs/PHEVs
Minivan/
Van
20.3 MPG
' Without BEVs/PHEVs '
Pickup
ES-4
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Within each vehicle type, BEVs and PHEVs increased average fuel economy to varying
degrees. In model year 2024, 30% of car SUVs were BEVs, and an additional 3% were
PHEVs. This led to a 9.0 mpg increase in fuel economy for car SUVs. Sedan/wagon fuel
economy was 1.8 mpg higher due to 7% BEVs and 1% PHEVs, and truck SUV fuel economy
was 1.0 mpg higher due to 4% BEVs and 4% PHEVs. Minivan/van fuel economy was 0.6 mpg
higher due to 5% PHEVs (and no BEVs), while pickup fuel economy was 0.3 mpg higher, due
to 2% BEVs (and no PHEVs).
Average new vehicle fuel economy, horsepower,
weight, and footprint have all generally increased in
recent years.
As the market trends shown above have changed over time, vehicle power, weight, and
size have also changed. These four key metrics are dependent on evolving technology and
market shifts and are not independent - increasing vehicle weight, power, or size, is likely to
result in lower fuel economy. The trends in each of these metrics since 1975 is illustrated in
Figure ES-4.
Over the history of this report, there have been three distinct phases in the relationships
between fuel economy, power, weight, and size. Between 1975 and the early 1980s,
average new vehicle fuel economy increased rapidly, while vehicle weight and horsepower
fell. For the next twenty years, average new vehicle weight and horsepower steadily
increased, while fuel economy steadily decreased. Since 2004, fuel economy, horsepower,
and weight have all generally increased together. Vehicle size, measured as the "footprint"
or area enclosed by the four tires, has also been generally increasing since the EPA began
tracking it in 2008. Recent trends have been driven by market shifts towards SUVs, which
have increased average new vehicle weight and power, and technology changes within each
vehicle type, which have generally increased average new vehicle fuel economy and further
increased power.
In model year 2024, compared to 2023, fuel economy increased while average new vehicle
weight, horsepower, and footprint all fell slightly (less than 5%). This is due in part to lower
production of BEVs in model year 2024, as BEVs fell from 10% to 7% of all new vehicles,
and because BEVs are on average more efficient, powerful, and heavier than comparable
vehicles. Without BEVs and PHEVS, the average model year 2024 new vehicle fuel economy
was lower by 1.7 mpg, power was lower by 13 hp, weight was lower by 72 pounds, and
footprint was slightly lower by 0.1 square feet.
ES-5
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Figure ES-4. Percent Change in Real-World Fuel Economy,
Horsepower, Weight, and Footprint
125%
100%
75%
50%
25%
0%
-25%
•
Real-World Fuel
Economv
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Horsepower
Weight
/-*=8
27.2 MPG
MY 2024
i 25.6 MPG i
1 Without BEVs/PHEVs1
258 HP
MY 2024
245 HP
Without BEVs/PHEVs
43541b
MY 2024
> 4282 lb i
'Without BEVs/PHEVs!
1975 1980 1985 1990 1995 2000 2005 2010 2015 2020 2025
15%
0%
-15%
Footprint
— •
O 1975 1980 1985 1990 1995 2000 2005 2010 2015 2020 2025
Model Year
51.5 ft2
MY 2024
51.4 ft2
Without BEVs/PHEVs
ES-6
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Manufacturers are applying a wide array
of advanced technologies.
Innovation in the automobile industry has led to a wide array of technology available
to manufacturers to achieve fuel economy, performance goals, and meet regulatory
requirements. Figure ES-5 illustrates manufacturer-specific technology usage for model
year 2024, with larger circles representing higher usage rates. Each of the fourteen largest
manufacturers has adopted multiple technologies, with many manufacturers achieving
very high adoption rates across several technologies. Manufacturers' strategies to develop
and adopt new technologies are unique and can vary significantly. Each manufacturer is
choosing technologies that best meet the design requirements of their vehicles, and in
many cases, that technology is changing quickly.
Engine technologies such as turbocharged engines ("Turbo") and gasoline direct injection
(GDI) allow for more efficient engine design and operation. A growing number of engines
use gasoline direct injection and port fuel injection (GDPI) systems, which can switch
between direct injection and port injection, depending on the engine conditions. Cylinder
deactivation allows for use of only a portion of the engine when less power is needed,
while stop/start systems ("Non-hybrid Stop/Start") can turn off the engine entirely at idle to
save fuel.
Hybrid vehicles use a larger battery to recapture braking energy and provide propulsion
power when necessary, allowing for a smaller, more efficiently operated engine. The hybrid
category includes "strong" hybrid systems (HEV) that can temporarily power the vehicle
without engaging the engine and "mild" hybrid systems (MHEV) that cannot propel the
vehicle on their own. PHEVs have both a gasoline engine and a battery that can be charged
from an external electricity source and generally operate on electricity until the battery
is depleted or cannot meet driving needs. BEVs employ a battery pack that is externally
charged and an electric motor that is used exclusively for propulsion, and BEVs do not have
an onboard gasoline engine. Transmissions that have more gear ratios, or speeds, allow
the engine to more frequently operate near peak efficiency. Two categories of advanced
transmissions are shown in Figure ES-3: transmissions with seven or more discrete speeds
("7+Gears") and continuously variable transmissions (CVTs). Vehicles that operate on diesel
fuel ("Diesel") instead of gasoline are also shown in figure ES-5.
ES-7
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Figure ES-5. Technology Share for Large Manufacturers, Model Year 2024
Tesla- 100%
Honda- 34% 74% 19% 71% 23% 62% 21% 4%
Hyundai- 28% 29% 40% 23% 56% 47% 0% 12% 1% 8%
Kia- 16% 34% 29% 30% 54% 55% 5% 2% 8%
Toyota- 33% 0% 92% 41% 52% 33% 32% 3% 1%
Nissan- 21% 79% 2% 68% 28% 58% 2%
BMW- 85% 56% 29% 84% 46% 34% 4% 15%
Subaru- 20% 98% 0% 96% 88% 2%
Mazda- 24% 100% 46% 18% 10% 12% 5%
VW- 92% 92% 0% 3% 90% 75% 13% 0% 2% 7%
Mercedes- 81% 89% 7% 89% 4% 82% 4% 11%
Ford- 80% 58% 28% 15% 8% 87% 82% 12% 1% 4%
GM- 64% 91% 49% 8% 67% 88% 0% 5%
Stellantis- 39% 39% 0% 11% 2% 94% 65% 11% 18% 1%
All Manufacturers - 45% 56% 23% 13% 29% 56% 58% 5% 10% 3% 7%
4%
1%
Turbo GDI GDPI Cylinder CVT
Deactivation
7+ Non-Hybrid MHEV
Gears StopStart
HEV
PHEV
BEV
Diesel
ES-8
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Most manufacturers increased fuel economy
over the last five years
As with the broader fleet, changes to manufacturer-specific new vehicle fuel economy
depend on changes in both vehicle design and the mix of vehicle types produced. Vehicles
often undergo significant changes, or redesigns, once every few years, allowing for the
introduction of new technologies and significant changes to fuel economy. The approxi-
mate length of a vehicle redesign cycle is about five years, and it is likely that most vehicles
have undergone design changes in this period. It is also likely that any significant changes
to the mix of vehicles will be visible over this period. Therefore, evaluating manufacturer
performance over a five-year span instead of a single year can result in a more accurate
depiction of recent manufacturer trends. Manufacturer fuel economy trends over the last
five years are shown in Figure ES-6.
Over the last five years, 13 of the 14 largest manufacturers selling vehicles in the U.S.
increased estimated real-world fuel economy. Toyota had the highest increase between
model years 2019 and 2024, at 3.3 mpg. Toyota was followed by BMW, which increased
fuel economy 2.8 mpg, and Mercedes, which increased 2.4 mpg. Tesla was the only manu-
facturer that had decreasing fuel economy between model years 2019 and 2024, due to a
large growth in production of car SUVs.
For model year 2024 alone, Tesla's all-electric fleet had the highest fuel economy of all large
manufacturers at 117.1 mpg. Tesla was followed by Honda at 31.0 mpg, Hyundai at 29.8
mpg, and Kia at 29.2 mpg. Stellantis had the lowest new vehicle fuel economy of the large
manufacturers in model year 2024 at 22.8 mpg, followed by GM at 22.9 mpg, and Ford at
23.4 mpg.
Increasing penetration of BEVs and PHEVs impacted fuel economy improvements between
model years 2019 and 2024 for nearly all manufacturers, but to different extents. Figure
ES-6 also shows the results for each manufacturer excluding BEVs and PHEVs. The largest
impact of excluding these vehicles is for BMW, which achieved a 2.8 mpg increase in
fuel economy overall, but had a small decrease in fuel economy when excluding BEVs
and PHEVs. Seven manufacturers that had overall fuel economy improvements show
decreasing fuel economy between model year 2019 and 2024 when BEVs and PHEVs are
excluded. Conversely, manufacturers such as Toyota show a large increase in fuel economy
between 2019 and 2024 with or without BEVs and PHEVs. For Toyota, this is due in part to
increasing production of strong hybrid vehicles.
ES-9
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Figure ES-6. Changes in Estimated Real-World Fuel Economy for Large Manufacturers,
Model Years 2019-2024
All Vehicles Without BEVs/PHEVs
Tesla
Honda
Hyundai
Kia
T oyota
Nissan
BMW
Subaru
Mazda
VW
Mercedes
Ford
GM
Stellantis
All Manufacturers
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ES-10
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The automotive industry continues
to innovate and evolve.
The automotive industry has continually evolved since the introduction of this report over
50 years ago. Manufacturers continue to innovate and introduce new technologies and
vehicles that have increased fuel economy, perform better, and meet the needs of consum-
ers. This report, which is a snapshot of the data collected by the EPA in support of several
important regulatory programs, provides transparency to the public about an important
portion of the American economy.
To download the full report, or to explore the data using the EPA's interactive data tools,
visit the report webpage at www.epa.gov/automotive-trends.
ES-11
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