In theory that may be true. Where the rubber meets the road, it’s not.
First of all, with electrical injected diesels, increasing horsepower becomes a computer issue not the turn of a screw or opening of a orafice as it was in the mechanical days. Way too much temptation to monkey with it.
I will conceede that if modern diesels didn’t have to contend with environmental gizmos on top of the electronic injection, it might be a different story. That said, the only way to make the environmental gizmos work it to change the injection system from mechanical to electrical.
When Dodge went from the old 5.9 Cummins to the new 6.7 or whatever it is Cummins last year the reason for the larger motor was to overcome all of the pollution gizmos attached to it and still maintain the horsepower output they had with the older smaller more fuel efficient engine.
I’ve got a 70’s model Hinomoto tractor with a finish mower that I mow with. I’d put it up any day of the week fuel mileage wise against the latest technical wonder out there. The old hino is a 16 hp 2 cylinder diesel. Today, the same size tractor has about a 26 hp 3 or 4 cylinder engine so it can deliver the same power to the ground once it gets gomed up with emmissions trinkets. I can deliver as much power to the mower and ground with that 2 cylinder as these newer machines can with 10 more horsepower and more cylinders.
Skip
It seems that some people want econoboxes. Try shopping for an old Geo Metro or similar car right now. I looked on eBay a few times for an old Geo and was amazed that 15 year old beaters with 100k miles are going for 3-4 grand.
Again, I know nothing about domestic trucks or tractors (I don’t buy any domestics or trucks), and how well they have addressed current emissions requirements. I do know that it possible to meet emissions requirements with very respectable mileage and performance. Try driving something with a 320 CDI or a TDI engine if you get a chance. As I said, I also prefer mechanical diesel (mine are completely mechanical), but the electronic injection controls are much more precise if implemented correctly. It’s just a trade-off between simplicity, emissions, and performance.
All Japanese and Korean manufacturers have these small econboxes waiting in the wings for the time when the US customers are ready to buy them.
Suzuki is particularly eager to sweep the bottom 10% of the market with their fun-to-drive small cars. Their cost structure allows them to make a good profit on very small cars, something that has eluded US manufacturers.
The new formula was changed and put in effect this year; the new regs are much more realistic, especially for hybrids. However, most driving in a large part of the US is still with the A/C on and that lowers mileage significantly.
The biggest value of the mileage figures is in comparison shopping and policing the manufacturers to comply with the mandated standards.
Okay, I tried to look up some horsepower for the 1987 Civic and Escort. Civic, 78 or 58 HP, not sure which. Escort, 86 HP. That compares w/about 109 or so for the Fit and 140 for the Focus. We should easily be getting half again as good a gas mileage, if the horsepower increase is any indication. Yes, many people died in accidents in the “good old days.” Most of us didn’t, even though wearing seat belts was once rather unpopular, as well. Sometimes I think these overpowered tanks we drive now just get us in trouble through overconfidence. If you hit something solid at 70 or 80 mph (which seems to be a pretty standard speed these days), it doesn’t matter if you’re driving a 1987 Ford Escort or a 2008 Acura MDX. You’re just as dead. Enough ranting–I’ll shut up now before I’m labeled as a troll.
Scrabbler
Tom and Ray’s edition of NOVA aired last night. This question was addressed. Cars do not get better gas mileage, instead they are more powerful. That’s what most everyone wanted. Maybe in the future, smaller, lighter engines and cars will be more sought after, and manufacturer’s will produce them for the USA.