Commentary: Growing preference for SUVs challenges emissions reductions in passenger car market



15 October 2019

A dramatic shift towards bigger and heavier cars has led to a doubling of the share of SUVs over the last decade (Photograph: Shutterstock)

This commentary is derived from analysis that will be published on 13 November 2019 in the forthcoming World Energy Outlook 2019.

With major automakers announcing new electric car models at a regular pace, there has been growing interest in recent years about the impact of electric vehicles on the overall car market, as well as global oil demand, carbon emissions, and air pollution.

Carmakers plan more than 350 electric models by 2025, mostly small-to-medium variants. Plans from the top 20 car manufacturers suggest a tenfold increase in annual electric car sales, to 20 million vehicles a year by 2030, from 2 million in 2018. Starting from a low base, less than 0.5% of the total car stock, this growth in electric vehicles means that nearly 7% of the car fleet will be electric by 2030.

Meanwhile, the conventional car market has been showing signs of fatigue, with sales declining in 2018 and 2019, due to slowing economies. Global sales of internal combustion engine (ICE) cars fell by around 2% to under 87 million in 2018, the first drop since the 2008 recession. Data for 2019 points to a continuation of this trend, led by China, where sales in the first half of the year fell nearly 14%, and India where they declined by 10%.

These trends have created a narrative of an imminent peak in passenger car oil demand, and related CO2 emissions, and the beginning of the end for the “ICE age.” As passenger cars consume nearly one-quarter of global oil demand today, does this signal the approaching erosion of a pillar of global oil consumption?

A more silent structural change may put this conclusion into question: consumers are buying ever larger and less fuel-efficient cars, known as Sport Utility Vehicles (SUVs).

This dramatic shift towards bigger and heavier cars has led to a doubling of the share of SUVs over the last decade. As a result, there are now over 200 million SUVs around the world, up from about 35 million in 2010, accounting for 60% of the increase in the global car fleet since 2010. Around 40% of annual car sales today are SUVs, compared with less than 20% a decade ago.

	United States	Europe	China	India	South Africa	World
2010	27	10	14	11	20	17
2011	30	12	16	12	19	20
2012	29	14	19	14	19	21
2013	31	16	22	18	20	23
2014	34	19	25	19	22	25
2015	38	21	31	18	23	29
2016	42	24	37	22	23	33
2017	45	28	42	27	25	36
2018	48	33	42	30	27	39
{"chart":{"type":"line"},"plotOptions":{"line":{"marker":{"enabled":false}}},"yAxis":{"labels":{"format":"{value}%"},"title":{"text":""},"tickInterval":10},"title":{"text":"Share of SUVs in total car sales in key markets"},"tooltip":{"valueSuffix":"%"},"series":[{"colorIndex":2},{"colorIndex":3},{"colorIndex":7},{"colorIndex":8},{"colorIndex":0},{"colorIndex":4,"dashStyle":"dot"}]}

This trend is universal. Today, almost half of all cars sold in the United States and one-third of the cars sold in Europe are SUVs. In China, SUVs are considered symbols of wealth and status. In India, sales are currently lower, but consumer preferences are changing as more and more people can afford SUVs. Similarly, in Africa, the rapid pace of urbanisation and economic development means that demand for premium and luxury vehicles is relatively strong.

The impact of its rise on global emissions is nothing short of surprising. The global fleet of SUVs has seen its emissions growing by nearly 0.55 Gt CO2 during the last decade to roughly 0.7 Gt CO2. As a consequence, SUVs were the second-largest contributor to the increase in global CO2 emissions since 2010 after the power sector, but ahead of heavy industry (including iron & steel, cement, aluminium), as well as trucks and aviation.

	Change in emissions	Change in emissions
Power	1405	0
SUVs	0	544
Heavy Industry	365	0
Trucks	311	0
Aviation	233	0
Shipping	80	0
Other ICEs	-75	0
{"chart":{"type":"column"},"plotOptions":{"column":{"stacking":"normal"}},"title":{"text":"Change in CO2 emissions by energy sector, 2010-18"},"yAxis":{"title":{"text":"Mt CO2"},"tickInterval":400},"tooltip":{"valueSuffix":"Mt CO2"},"legend":{"enabled":false},"series":[{"colorIndex":2},{"colorIndex":8}]}

Notes: heavy industry includes iron and steel, cement, aluminium, chemicals, and paper. Other ICEs refers to internal combustion passenger cars excluding SUVs

On average, SUVs consume about a quarter more energy than medium-size cars. As a result, global fuel economy worsened caused in part by the rising SUV demand since the beginning of the decade, even though efficiency improvements in smaller cars saved over 2 million barrels a day, and electric cars displaced less than 100,000 barrels a day.

In fact, SUVs were responsible for all of the 3.3 million barrels a day growth in oil demand from passenger cars between 2010 and 2018, while oil use from other type of cars (excluding SUVs) declined slightly. If consumers’ appetite for SUVs continues to grow at a similar pace seen in the last decade, SUVs would add nearly 2 million barrels a day in global oil demand by 2040, offsetting the savings from nearly 150 million electric cars.

The upcoming World Energy Outlook will focus on this under-appreciated area in the energy debate today, and examines the possible evolution of the global car market, electrification trends, and consumer preferences and provides insights for policy makers.

While discussions today see significant focus on electric vehicles and fuel economy improvements, the analysis highlights the role of the average size of car fleet. Bigger and heavier cars, like SUVs, are harder to electrify and growth in their rising demand may slow down the development of clean and efficient car fleets. The development of SUV sales given its substantial role in oil demand and CO2 emissions would affect the outlook for passenger cars and the evolution of future oil demand and carbon emissions.

Latest articles