We have consistently and publicly advocated for climate action and awareness, as well as policies putting a value on carbon. Our global commitment to an all-electric, zero-emissions future is unwavering, regardless of the prevailing vehicle emissions standards in any region in which we operate. In the U.S., we support modernizing the standards and creating one national program working with California and all stakeholders.
To that end, we’ve called for a U.S. National Zero Emissions Vehicle (NZEV) program to help the U.S. move faster toward an all-electric, zero-emissions future. This move would create jobs, encourage innovation and make EVs more affordable for more customers. We believe that the most effective way to attain this goal is with an NZEV program based on the existing ZEV framework and supported by complementary policies. Such a program would be administered nationally by the EPA and represents a more harmonized solution than individual state-based programs.
An NZEV program also would establish a Zero Emissions Task Force to promote complementary policies, such as charging infrastructure investments, renewed federal incentives for EV purchasing and regulatory incentives to support U.S. battery suppliers. The result of such a program would be to position the U.S. as a leader in vehicle electrification. GM will continue to have conversations with regulators in California and the federal government to help speed EV adoption and be ready for customers with the EVs they desire. Because broad consumer acceptance of EVs is critical, we continue to call for meaningful consumer purchase incentives to make EVs more affordable for more customers.
Demonstrating our readiness to engage with the climate policy debate, GM joined 41 other leading U.S. companies in calling upon the Biden administration and new Congress in 2021 to enact ambitious, durable and bipartisan climate solutions. We believe this should include an economywide market-based approach that puts a value on carbon, as well as transformative levels of federal investment in the country's infrastructure—including EV chargers and the grid—to prepare for an electrified future. The statement was organized by the Center for Climate and Energy Solutions as part of its Climate Innovation 2050 initiative.
Global Fuel Economy and Emissions Regulation
Emissions requirements have become more stringent around the world, driven by policy requirements such as air quality, energy security and climate change.
It is important that governments update their legacy regulations like the Corporate Average Fuel Economy (CAFE) standards in the United States to reflect the changing transportation and mobility landscape. For example, when the current CAFE standards were first proposed and finalized in 2012 for models through 2020, shared mobility was in its earliest stages, EVs were a nascent technology far from the mainstream, and self-driving vehicles did not even exist. CAFE for 2021 and beyond was updated in 2020. Going forward, we want to be sure that the regulations accurately account for the current and likely future state of our industry. In addition, we have recommended that EV incentives continue and that federal regulations be harmonized between NHTSA and the EPA, as we work toward a single national standard with all stakeholders, including California. For example, we believe that focusing on interim technologies such as hybrids and multiple solutions for multiple states slows the adoption of full battery EVs. Common standards will allow us to advance innovation today and better prepare for the future.
Many countries around the world have regulatory standards similar to those of the U.S., which are based on a footprint metric or size of the vehicle, or those of the EU, which are mass-based. In many cases, there are regulatory inconsistencies when fuel-saving solutions under one system do not translate to another. Though harmonized standards among countries are in the best interests of our customers and the environment, we realize development and acceptance can take years. That’s why we favor mutual recognition agreements, a practice by which two or more markets agree to recognize each other’s standards and eliminate costly and nonbeneficial redundancies.
(Share of Total U.S. Volume 2019–2022)
The low global warming potential (GWP) refrigerant R-1234yf has over 350 times less GWP than the refrigerant it replaces. Today, 90% of our U.S. vehicles use R-1234yf and we are on a path for 100% by model year 2021. Our model year 2020 volume of 2.3 metric tons represents nearly 2.3 million vehicles with carbon avoidance of 7.3 million metric tons of CO2.
Fleet Fuel Efficiency by Region
(Sales-Weighted Average Passenger Fleet Fuel Economy)
|Volume-weighted average emissions across all three regions g/km)||173.1||165.7||165.7||164.2|
The latest numbers available are for 2019. 2020 numbers will be available in June 2021.