As a car enthusiast, I have a special place in my heart for compact pickups. The nimble versatility of tiny trucks like the old Ford Ranger, Nissan Hardbody and classic Toyota Pickup sparked my passion for the automotive world. But these efficient, maneuverable machines have sadly faded from today‘s inflated vehicle landscape. What happened? Well, you can blame ever-tightening fuel regulations pushing vehicles towards unprecedented size bloat. Let‘s dive deeper into how the EPA has driven compact trucks to extinction – and whether we can ever go back.
The Steadily Rising CAFE Bar
The EPA‘s Corporate Average Fuel Economy (CAFE) program has continually cranked up targeted mileage since its 1975 inception following the oil crisis. The chart below summarizes key requirements for light trucks over recent decades:
| Year | Target Combined MPG | Target Carbon Emissions |
|---|---|---|
| 1978 | 20.0 | – |
| 1985 | 20.5 | – |
| 1996 | 20.7 | – |
| 2007 | 23.1 | 423 g/mile |
| 2016 | 28.8 | 284 g/mile |
| 2026 | TBD | 166 g/mile |
Meanwhile the goals for lighter passenger cars are set even higher – 44.5 MPG by 2026. Fail to meet CAFE figures and automakers face fines of $5.50-$14.00 for every 0.1 MPG under target multiplied by vehicles sold. With millions of trucks moved annually, penalties can pile up quickly into nine-figure sums.
These ever-rising efficiency and emissions requirements have reshaped vehicles drastically, as we‘ll explore next.
Life in the Fast Lane: 1980s Compact Trucks
Let‘s turn back the clock to glance at small pickup specs from their heyday era…
1984 Toyota Pickup
- 2.4L / 22R 102 HP 4-cylinder
- 2900 lb. curb weight
- 106.3-inch wheelbase
- 22/26 MPG (city/highway)
1992 Ford Ranger
- 2.3L / Lima 109 HP 4-cylinder
- 2640 lb. curb weight
- 125.9-inch wheelbase
- 24/28 MPG (city/highway)
1986 Nissan Hardbody
- 2.0L / Z20S 75 HP 4-cylinder
- 2590 lb. curb weight
- 104.3-inch wheelbase
- 25/30 MPG
The 1984 Toyota Pickup – an icon of simplicity, efficiency, and reliability.
These old-school compact trucks sipped fuel thanks to lightweight body-on-frame construction, 4-cylinder power, and short wheelbases. Aerodynamics and cabin comforts took a backseat to utility. Fuel prices were also more reasonable, hovering around $1.80 per gallon in the mid-1980s.
Mission Impossible: Building a Micro Hybrid
Let‘s fast forward to today‘s efficiency targets – can a sub-3000 lb truck even come close to 44.5 MPG average in the real world? Engineering-wise, perhaps with substantial hybridization. But commercially? No chance.
Re-engineering a lightweight truck around cutting-edge turbocharged engines, regenerative braking, lithium battery packs and advanced start/stop systems would require enormous R&D budgets. Costs would overwhelm slim profit margins from low sales volumes.
And even with major hybrid upgrades, compact trucks lack surface area for ample solar absorption. Aerodynamic profiles are also weaker without smooth crossover-like styling. Drivetrain deficiencies would force reliance on electric modes, slashing hauling/towing capabilities. Hardly an appealing work/play balance for typical truck buyers.
Bigger Trucks – Bigger Margins
Contrast this to focusing green tech investments on high-volume heavier trucks. Full-size 4-door Crew Cab pickups have become the profit drivers, achieving almost 40% segment share today from negligible amounts 25 years ago.
Applying a mild or plug-in hybrid upgrade to an F-150 or Silverado opens far more economies of scale. Broad engineering costs can be spread widely with 100,000+ annual unit sales. Increased size and weight also aids stability, towing capacity and all-weather traction versus smaller rivals.
And clever solutions like deactivating cylinders and stop/start during urban use significantly boost CAFE performance. Light electrification further helps big trucks stay under the regulatory radar.
The Maverick Litmus Test
Ford‘s newly launched compact Maverick pickup will serve as an interesting litmus test on consumer and commercial appetite for tiny trucks. Its MVP? A standard hybrid powertrain promising 37 MPG city fuel efficiency paired with 5000 lb tow ratings. Strong stats no doubt, but skepticism remains.
At 4215 lbs curb weight and 121-inch wheelbase, the Maverick‘s growth is noticeable despite using a 2.5L 4-cylinder engine. Efficiency aids like auto start/stop also erode driving feel that truck lovers adore. And the compact‘s $21k entry price seems optimistic given today‘s supply chain woes.
If sales momentum falters after initial hype, Ford could quietly let the Maverick fade away like past failed experiments. And without regulatory rethink, we might never see credible compact trucks again.
CAFE Loophole – The SUV/Truck Boom
Beyond pickups, regulations have also fueled exponential growth in the SUV and crossover category by enabling deployment as light trucks. Compared to regular passenger cars, trucks enjoy much more lenient CAFE targets.
And within truck segments, footprint formulas allow larger vehicles easier compliance too. By gaming this loophole, automakers have shifted buyers en masse from wagons and minivans into jacked-up heavier SUVs. The results? 54% market share for light trucks now, almost double the 29% share in 1991.
The Need for Smarter CAFE Rules
Can we return to the good ‘ol days of straightforward compact trucks? Potentially, but achieving this requires rethinking regulatory frameworks. Some ideas that could help:
Benchmark to Vehicle Footprint
Rating MPG by wheelbase dimensions rather than blunt fleet averages removes pressure to build ever-larger vehicles. A fair footprint-based structure with incremental changes over longer horizons also allows more flexibility for manufacturers.
Incentivize Innovation
Directly rewarding customers and automakers for choosing eco-friendly light trucks makes more sense than convoluted CAFE calculations. Tax breaks for green research and rebates on efficient powertrains/materials steer market dynamics positively.
Categorize by Weight Class
Segmenting vehicles by weight categories or cab size rather than looping light-duty trucks under one umbrella CAFE figure enables tighter emissions control. Targets can better match real-world physics – a 5000 lb truck cannot achieve the same efficiency as a 2500 lb rival.
The Bigger Picture – Vehicle Growth Everywhere
The EPA‘s rules have sparked a American vehicle size race across multiple segments beyond trucks and SUVs too. Sedans, minivans and crossover classes have all swollen in dimensions over generations to balance CAFE requirements.
Examining Honda‘s model history paints this picture clearly:
1996 Honda Civic Coupe
- Wheelbase: 103.2 inches
- Length: 174.5 inches
- Weight: 2359 lbs
2022 Honda Civic Sedan
- Wheelbase: 107.7 inches
- Length: 184.0 inches
- Weight: 2852-3070 lbs
Even economy models have grown considerably to accommodate safety gear, cabin space expectations and hybrid hardware. And this pattern holds globally too – the average British family car expanded over 3 feet between 1970 and 2010 per a RAC Foundation study!
Clearly, fuel regulations carry all sorts of unintended consequences. Let‘s hope we course correct before cars become too bloated for urban use.
My Passion for Light Trucks
As an ardent auto enthusiast, perhaps I hold excessively romantic visions of agile, barebones compact trucks built purely for work and play. But I do believe regulatory frameworks deserve much blame for shifting consumer choice towards ever-larger vehicles.
The EPA and other agencies worldwide have enormous influence over our everyday transport. Thus fuel economy rules and related incentives require abundantly nuanced crafting to spur socially optimal outcomes. I remain hopeful that passion within the industry combined with smarter policies can still breath new life into efficient and enjoyable light trucks.
What are your thoughts on the loss of small pickups and growth of modern fuel-sipping behemoths? Share your perspectives!