Electric vehicle sales have grown rapidly over the past several years. In 2012, only about 53,000 EVs were sold in the United States, counting both battery electric and plug-in hybrid models. By 2018, the annual tally of new EVs sold in the United States reached 361,000. It then tapered to 327,000 in 2019, the last full year of data before the 2020 pandemic. The vast majority of EVs are Teslas, with the big jump in 2018 due to the introduction of the Tesla Model 3. With overall light vehicle sales on the order of 17 million per year (pre-pandemic), EVs comprised about 2% of the U.S. market as of 2019.
Although they increased over six fold in six years (2012-18), EV sales remain lower than was expected a decade ago when gasoline prices were still quite high after the marked oil price rise of the 2000s. But that was before new petroleum supplies came online, including domestic oil from fracking as well as expanding deep ocean oil production and other global supply-side advances. Once pump prices moderated and the economy recovered, the market began shifting back to SUVs and pickups. Most such light trucks are held to GHG emission standards less stringent than those for vehicles classified as passenger cars, such as sedans and small, front-wheel drive SUVs.
EPA's annual Automotive Trends report characterizes new vehicle CO2 emission rates, providing data that can be used to assess how market trends affect overall fleet average emissions. EVs can clearly cut emissions, but how does the potential CO2 decrease due to higher EV sales compare to the CO2 increase due to the shift back to light trucks?