Hubbry Logo
Start-stop systemStart-stop systemMain
Open search
Start-stop system
Community hub
Start-stop system
logo
8 pages, 0 posts
0 subscribers
Be the first to start a discussion here.
Be the first to start a discussion here.
Start-stop system
Start-stop system
Start-stop system
View on Wikipedia
from Wikipedia

A start-stop system off button on a Perodua Myvi

A start-stop system (also referred to as idling stop or micro hybrid) is a technology that automatically shuts down and restarts a vehicle's internal combustion engine to reduce idle time, with the aim of lowering fuel consumption and emissions. The system is most beneficial in urban environments, where vehicles frequently stop and start, such as at traffic lights or in congestion.[1][2]

Originally developed for hybrid electric vehicles, start-stop systems are now found in a range of conventional vehicles without hybrid powertrains. Reported fuel economy improvements for non-hybrid vehicles range from 3–10%, with some estimates as high as 12%.[3] According to the United States Department of Energy, idling in the United States consumes more than 6 billion U.S. gallons (23 billion liters; 5.0 billion imperial gallons) of fuel annually.[4]

Start-stop operation varies by vehicle type. In manual transmission vehicles, the system typically activates when the gear is in neutral and the clutch is released, and restarts the engine when the clutch is pressed. Automatic systems monitor engine load and accessory demand, and may override stop-start functionality under certain conditions, such as use of air conditioning or low battery charge.

To support engine-off functionality, accessories traditionally powered by a serpentine belt—such as air conditioning compressors and water pumps—may be redesigned to run electrically. Some vehicles, such as the Mazda3 equipped with the i-ELOOP system, use a supercapacitor to temporarily power accessories when the engine is off.[5][6][7]

Start-stop technology has also been implemented in two-wheel vehicles, such as Honda scooters sold in Asian and European markets.[8][9]

Characteristics

[edit]

Start-stop technology was introduced in Europe first because of regulatory differences: 25 percent of the New European Driving Cycle (NEDC) is spent idling,[10] while only an estimated 11 percent of the United States Environmental Protection Agency (EPA) test is spent idling. Start-stop activation depends on specific driver inputs as well as operating conditions. The engine must have reached the proper temperature to ensure adequate light-off of its catalytic converter and proper lubrication for an effortless restart.

In a car with a manual transmission, engine shutdown typically occurs when braking to a complete stop, shifting the gearbox to neutral, and releasing the clutch. Cars with automatic transmissions shut down upon braking to a full stop; the shutdown is activated by pressing the foot brake pedal when the car comes to a halt. If the car is slowed initially by manual use of the automatic gearbox and final stoppage is achieved by using the handbrake, the engine will not shut down.

A start-stop system only shuts down the engine when it is warm. Most of an engine's wear occurs during cold starts, so the system avoids unnecessary shut downs when the engine is still cold.[citation needed]

Enhanced components

[edit]

The system needs to be implemented in conjunction with modifications and reinforcements on many of the car's components in order to reinforce the engine and electrical system durability and long-term wear resistance, as added stopping and starting cycles impose increased loads on those systems. To accomplish similar levels of durability, comfort and user experience to that of older cars without the system, the car's manufacturer can include any of the following enhancements in the car's industrial design:

History

[edit]

Carbon monoxide emissions and the fuel shortage/oil crisis of the 1970s pushed car manufacturers to find solutions to reduce gas consumption. The first vehicle to use the automatic on/off switch was the six-cylinder Toyota Crown in 1974[13][14] and was already claiming a 10% gas saving in traffic. In the 1980s, the Fiat Regata "ES" with the City-matic system[15][16] and Volkswagen Polo "Formel E"[citation needed] also used similar devices. The Volkswagen Group also adopted it in the Golf Ecomatic in 1994 and in the Volkswagen Lupo "3L" and the Audi A2 "3L" in 1999. Though these early implementations were considered rather disconcerting by many drivers, and high pricing failed to yield these cars much commercial success, both the Volkswagen Lupo and the Audi A2 (in their "3 litre" leverage) were more efficient than any production car available in the US at the time of their release.[17]

Since European emission standard Euro 5, more and more vehicles include a start-stop system, whatever the price level,[18] as reducing idling also reduces vehicles' emissions of CO2, a prime cause of global warming.[19]

Manufacturers continued to refine the system. In 2010, Valeo declared that its second Start-Stop generation would appear in the same year.[20] This new generation would be called "i-StARS".The Valeo system is included in Citroën, Land Rover, Peugeot, Smart, and Volvo, while the Bosch system is included in Fiat, Nissan, SEAT, and Volkswagen, with various motorization including essence and diesel. Bosch developed a system for automatic cars.[21]

The Mazda Smart Idle Stop System (SISS) uses combustion start instead of electrical start. By sensing the position of the pistons in the cylinders, the engine is stopped in a configuration that allows immediate starting by combustion. Mazda claims quieter and quicker engine restart within 0.35 seconds.[22][23]

The Kia ISG EcoDynamics system uses Bosch, Valeo, and Varta components.[24]

Manufacturers

[edit]
This is a dynamic list and may never be able to satisfy particular standards for completeness. You can help by editing the page to add missing items, with references to reliable sources.

Alexander Dennis

[edit]

Some Alexander Dennis Enviro200 MMC and Enviro400 MMC buses are equipped with stop-start systems that will stop the engine at bus stops.[25][26]

Bentley

[edit]

Stop-start technology was fitted to a Bentley for the first time in 2016 on the Bentayga model. Bentley's system stops the engine when the car is stopped or moving slowly.[27]

BMW

[edit]

BMW is including the technology across many of its cars and the MINI line for 2008 as part of its Efficient Dynamics brand. BMW has been interested in ways to reduce parasitic losses on engines, so the company took the technology a step further. Instead of using an Integrated Starter Generator (ISG), BMW has used an enhanced starter which is a conventional starter, developed by Robert Bosch GmbH, that can withstand the increased number of engine-starts in a stop-start vehicle.

BMW has developed the system such that the alternator is not activated most of the time. This means that electrical components in the vehicle are normally running on battery power. When the battery needs to be charged or when decelerating or braking, the alternator is activated to recharge the battery (regenerative braking). Since this battery experiences very different load characteristics than a normal car battery, BMW used an absorptive glass mat (AGM) type instead.

Due to the use of regenerative braking, some have started calling this type of system a micro hybrid, a step below a mild hybrid system where the ISG can be used to assist the engine or even drive the vehicle.

Citroën

[edit]

Citroën introduced a more refined system in its C2 and C3 models by 2006, named "Stop and Start". The Citroën implementation combines a SensoDrive automated gearbox and an electronically controlled reversible alternator[28] or integrated starter-generator (ISG). An ISG, also known as "integrated starter-alternator", combines the role of the starter and alternator into one unit; manufacturers include Valeo[29] and Denso.[30]

Daihatsu

[edit]

Daihatsu's "Eco Idle" idling stop mechanism was first installed on some grades of the Daihatsu Move and Move Conte, and gradually became standard for all Daihatsu's kei class vehicles. The system installed in the Mira e:S was the world's first for CVT vehicles with petrol engines. By applying the brakes and automatically stopping the engine when the speed is 7 km/h (4.3 mph) or less, the fuel consumption is improved by increasing the idling stop time. In addition, by reducing the number of dedicated parts, it achieved additional weight reduction and "compactification".[31]

Fiat Chrysler Automobiles

[edit]

FCA introduced the Robert Bosch GmbH made system in the end of 2008 in the Fiat 500.[32] Starting in September 2009, Alfa Romeo also introduced this system in its Alfa Romeo Mito series utilising Fiat Powertrain Technologies (FPT) 1.4 L Turbo petrol MultiAir engines.[33]

Ford

[edit]

Late in 2010, Ford announced that its start-stop system, already used in its hybrids as well as several mainstream models in Europe, would be introduced in North America with the 2012 models, initially with 4-cylinder engines and later proliferating into V6s and V8s. Eventually, the system became available in all Ford vehicles.[34]

In 2013, it announced that start-stop technology would be brought into the second generation Ford Fusion models, and it built start-stop systems into the Ford F150 2015 model for the first time as a standard feature rather than an option.[35] Formerly, only the 2.7-liter turbocharged V-6 version came with stop-start, which requires a more robust (and expensive) absorbent-glass-mat (AGM) battery that can better handle the constant cycling and the heavier draw from vehicle accessories with the engine off.[36]

General Motors

[edit]

In 2008, General Motors released its Chevrolet Tahoe hybrid model with AHS2 two-mode technology, which combines start-stop technology with regenerative braking and electric vehicle mode in certain conditions under 29 mph.

In 2012, General Motors released its Chevrolet Malibu Eco model with eAssist technology, which combines start-stop technology with regenerative braking and electric boost in certain conditions.[37]

In 2014, General Motors announced that the Chevrolet Impala and Malibu would have a (non-eAssist) start-stop system across all models.

Honda

[edit]

Honda has been using the start-stop function for over a decade via its IMA mild hybrid system in first-generation Insight models in the Japanese domestic market since 1999[citation needed] and more recently on the Civic Hybrid.

Hyundai

[edit]

While both the Kia Rio and Rio5 share the same new direct-injected four-cylinder 1.6 L engine with its cousin Hyundai Accent/Verna (also newly redesigned for 2012), Hyundai made no mention of this feature in their Accent line.[38] Hyundai 1.4 manual has the ISG (Intelligent Stop & Go) system (in Israel).

Jaguar

[edit]

Jaguar's Intelligent Eco Stop/Start was first fitted to the XF[39] and XJ models in 2011 before expanding to the rest of the range.

Kia

[edit]

The redesigned 2012 Kia Rio and Rio5 (hatchback) debuted at the 2011 New York Auto Show was announced with their Intelligent Stop and Go (ISG) feature, or stop-start technology.[40]

Kia claims the combination of direct fuel injection and stop-start will offer 30 mpg for city driving and 40 mpg on the highway in both 6 speed manual and automatic transmissions.

Land Rover

[edit]

In 2008, Land Rover fitted its Freelander with Stop/Start which could reduce fuel consumption and emissions by up to 10%.[41] As of 2016 all Land Rover and Range Rover models are fitted with Intelligent Eco Stop/Start.

Mahindra & Mahindra

[edit]

Mahindras were the first in India to launch stop-start based Micro Hybrid system in May 2000. This involved home-grown technology and first of its kind component development like Hall sensor based neutral and clutch pedal sensors, and later a joint venture with Bosch for common rail based vehicles.

Mazda

[edit]

The i-Stop system, Mazda's first start stop system, detects which piston is in the best position to restart quickest, which is the one in the combustion stroke phase, where air and fuel are in the cylinder, ready to be ignited. The mixture in this cylinder is ignited by the spark plug, forcing that piston down, and with assistance from the starter motor, results in a near instantaneous engine restart time of 0.35 seconds.[42]

In 2011, Mazda announced i-ELOOP, a system which uses a variable-voltage alternator to convert kinetic energy to electric power during deceleration. The energy stored in a double-layer capacitor, is used to supply power needed by vehicle electrical systems. When used in conjunction with Mazda's start-stop system, i-Stop, the company claims fuel savings of up to 10%.[43]

Nissan

[edit]

Nissan uses the S-Hybrid (stylized in all caps as "S-HYBRID") brand for their micro hybrid system. The S-Hybrid system is entirely contained within the engine compartment and does not require a traction battery. Vehicles with the S-Hybrid system are equipped with an Energy Control (ECO) motor, which serves as the gasoline engine's alternator and starter motor. These vehicles are also equipped with an additional "sub-battery" located in the engine compartment to power the vehicle's electric accessories when the gasoline engine has shut down, instead of using a constantly-driven alternator. When the driver lifts off the throttle or brakes, the ECO motor is driven as an alternator to maintain "sub-battery" charge. In addition to being used to restart the engine, the ECO motor also applies 50 N⋅m (5.1 kg⋅m; 37 lb⋅ft) of torque for one second to the crankshaft when driving away from a stop, providing a small amount of electric motor assist.[44]

Opel/Vauxhall

[edit]

In 2010, Opel introduced Start/stop in their EcoFLEX branded models. The system is used with Family 0, Ecotec and MGE petrol and MultiJet, Circle L, and Family B diesel engines.

Perodua

[edit]

Perodua first introduced the start/stop system in 2016 which is called "Eco idle" in the Bezza. Initially, it was only limited to the range-topping Advance variant. Subsequently, newer models such as the Myvi, Aruz, Ativa, and Alza started to feature this system as standard, even on base models.

Renault

[edit]

Renault introduced the technology in all of its European models in 2010.

Roewe

[edit]

In 2009, Roewe's Rover 75 based 750 was fitted with stop-start as standard with the hybrid 1.8 Rover K-series engine.[citation needed]

SAAB

[edit]

A start-stop function was fitted to the second-generation 9-5 in 2009. The button to control the system was placed next to the gearshift like SAAB ignition keys of old.[45]

Subaru

[edit]

Many Subaru vehicles have been equipped with an automatic stop-start system. It was first launched in 2011 for the Impreza and Crosstrek.

Suzuki

[edit]

Suzuki's start-stop system is called EASS (Engine Auto Start Stop).[46]

Some car makers such as Suzuki have one additional small 12V lithium-ion battery inside the car.[47] The system is marketed as "SHVS Mild Hybrid System" (Smart Hybrid Vehicle by Suzuki) and available as an option in Ignis, Swift, Baleno in several markets.

Tata

[edit]

Tata Motors introduced this system on its LCV Tata Ace.[48]

Toyota

[edit]

Toyota showed a prototype of its six-cylinder Toyota Crown equipped with an automatic on/off switch[13][14] in 1974, claiming a 10-percent gas saving in traffic.

More recently, Toyota has been selling cars with start-stop system on their internal combustion engine vehicles since 2009, and since 1997 in their Prius hybrid line.[49] Both Toyota and Mazda introduced stop-start technology, available also outside of Japan, in some of their 2009 model year vehicles.

Volkswagen

[edit]

Volkswagen began using start-stop systems with the Polo Formel E with SSA around 1983, after having previewed the system on the 1981 Auto 2000 research car.[50] Later the LUPO 3L, and after that in the Polo, Golf and Passat BlueMotion, which also include weight and aerodynamic improvements. The system is now commonplace in the Volkswagen range, fitted to all vehicles with the Bluemotion Technology package, though certain other models have the technology too. For the Lupo 3L, with an automated manual gearbox and clutch, the engine stops four seconds after the car becomes stationary with the driver's foot on the brake pedal. No other action is necessary. Removing the foot from the brake pedal initiates engine start and the car can be driven away. The gear lever remains in the drive D position throughout. The same applies to the Audi A2 1.2TDi, which is almost identical mechanically.

Volvo

[edit]

Volvo introduced its start-stop technology in 2009 under their DRIVe branding.[51]

Mitsubishi

[edit]

Mitsubishi Motors introduced this system in 1999 under its AS&G (Auto Stop & Go) branding, on their kei-car Mitsubishi Pistachio.[52] Mitsubishi has been marketing AS&G Technology in its ClearTec branded models in the European market since 2008. AS&G system is also available on Mitsubishi Colt (EU), which went on sale in Europe in 2008. Since 2010, this system has also been used in the Mitsubishi ASX (EU). In 2015, AS&G was added to the Mitsubishi Eclipse Cross.

Concerns

[edit]

Hybrid/electric assist vehicles experience almost no delay in power from a stop, thanks to the instant availability of power from the battery to the electric motors. Gasoline and microhybrid vehicles, on the other hand, generally experience slight delays (albeit fractions of a second).

In February 2001, the US National Highway Traffic Safety Administration (NHTSA) raised questions about non-hybrid Honda vehicles equipped with the company's "Idle Stop" transmissions due to concerns over the "sudden lurching forward of a vehicle in an automatic restart" – rather than the "gradual creeping forward found in current transmission designs".[53][54]

A common issue of stop-start systems is that long-term use may induce additional wear due to lack of oil lubrication. For the crankshaft bearing half shells and the big end bearings this can translate into frequent high-speed rotary movement before a hydrodynamic film is established. During this phase of boundary lubrication, metal-to-metal contact can occur between the crankshaft surface and the bearing's sliding surface. This was not an issue while the number of engine restarts totaled what was generally understood to be a normal magnitude. However, in a vehicle with a start-stop system this effect can necessitate new technological solutions to avoid premature bearing wear, depending on the driving cycle. Consequently, future engines for start-stop applications need to be designed for 250,000 to 300,000 starts. Traditional bearing shells with aluminum or copper lining show severe wear after only 100,000 cycles.[55][self-published source?]

Some implementations do not use a starter motor,[citation needed] eliminating concerns of starter motor wear. The Mazda i-stop used in the Mazda3/Axela line (in Europe and JDM) uses combustion to assist the starter motor by sensing the position of the piston in the cylinder. They claim quieter and quicker engine restart within 0.35 seconds.[56]

Some car makers such as Suzuki have one lithium-ion battery inside the car.[47]

The US Environmental Protection Agency offers gas mileage rating incentives to car manufacturers who ensure their auto stop-start systems default to the "on" position[citation needed]. If the system is "non-latching" (i.e., it does not stay off after the car is switched off), the EPA only calculates fuel economy figures when the system is engaged. If the car manufacturer allows the system to be permanently disabled, then the EPA tests the fuel economy with the system both on and off, then averages the two fuel economy figures. Since that average will always be lower than the economy with the system engaged, car manufacturers choose to switch it back on when the vehicle is restarted,[57] which some operators find inconvenient.[58]

See also

[edit]

References

[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Start-stop system

View on Grokipedia
from Grokipedia
The start-stop system, also known as auto stop-start or idle-stop technology, is an automotive feature that automatically shuts down an during brief stationary periods, such as at traffic signals or in stop-and-go traffic, and restarts it when the driver releases the brake pedal or engages the accelerator, primarily to curtail fuel consumption and exhaust emissions associated with idling. Widespread adoption began in the mid-2000s, driven by mandates for improved fleet-average efficiency, with systems now standard in many gasoline and diesel vehicles from manufacturers like , , and Ford, relying on reinforced batteries, heavy-duty starters, and sophisticated control units to manage hundreds of thousands of cycles over the vehicle's life. Empirical evaluations, including tests and real-world driving data, show fuel economy gains typically ranging from 4% to 10% in city cycles with high idle time, though improvements drop to near zero on highways and vary with factors like ambient temperature and accessory loads. Proponents highlight corresponding cuts in CO2 output during idling, yet the technology has drawn scrutiny for accelerating wear on starters, alternators, and batteries—necessitating costlier replacements—and for introducing restart lags or vibrations that annoy drivers, prompting many models to include override switches. Recent U.S. regulatory reviews, including EPA assessments, have questioned its overall efficacy, citing minimal net emissions reductions after accounting for embedded manufacturing impacts of durable components and inconsistent real-world performance, amid calls to reconsider incentives tied to its deployment.

Operating Principles

Basic Functionality

The start-stop system automatically deactivates the when the vehicle halts, such as at traffic lights or in stop-and-go conditions, to eliminate fuel use during idling, and reactivates it when the driver signals intent to accelerate, typically by releasing the brake pedal. This process occurs seamlessly, with the engine shutdown triggered only under specific preconditions including zero vehicle speed, brake pedal depression, neutral or drive gear selection, adequate battery state of charge, and engine coolant temperature above a minimum threshold to ensure reliable restarting. Upon detecting acceleration cues—such as release in automatic transmissions or depression and gear shift in manuals—the system initiates an immediate engine restart via the starter motor, allowing propulsion without perceptible delay. The technology applies primarily to and diesel engines in passenger vehicles, distinguishing it from hybrid systems by relying on conventional powertrains augmented for frequent cycling.

Technical Components and Enhancements

The core components of a start-stop system include a reinforced starter motor designed for high-cycle , typically rated for over 300,000 engagements to handle frequent restarts without premature . This starter often incorporates dual relays and solenoids for precise gear engagement with the , minimizing mechanical stress during operation. An upgraded battery, such as an Absorbent Glass Mat (AGM) or Enhanced Flooded Battery (EFB) type, provides the necessary deep-cycle capacity and rapid recharging to support multiple starts while powering vehicle electronics during engine-off periods. Some implementations, such as in modern Jeep models with start-stop systems, utilize a dual 12V battery setup where an auxiliary battery powers vehicle electronics during engine-off periods to prevent draining the main battery reserved for engine restarts. Sensors play a critical role in detecting conditions for engine shutdown and restart, including crankshaft position sensors to monitor engine state, wheel speed sensors to confirm stoppage, neutral gear sensors for transmission status, and battery sensors integrated with monitoring systems (BMS) to assess charge levels and prevent shutdowns under low-power scenarios. The (ECU) or processes inputs from these sensors, along with and accelerator pedal signals, to execute stop-start logic while ensuring overrides, such as inhibiting shutdown if the hood is open or coolant temperature is suboptimal. Enhancements to start-stop systems often involve integration with mild-hybrid architectures, where a belt-driven starter-generator (BSG) or integrated starter-generator (ISG) replaces the conventional starter and alternator, enabling smoother restarts and regenerative energy capture during braking. These systems, commonly operating at 48 volts, incorporate intelligent alternator control to optimize charging efficiency and reduce battery strain. Advanced battery chemistries, such as lithium-ion variants, further improve cycle life and cold-start performance compared to lead-acid predecessors, supporting higher electrical demands in modern vehicles. Starter enhancements, including improved brush materials and sliding contact designs, extend component longevity in micro-hybrid applications by reducing wear from repeated engagements.

Claimed Benefits

Fuel Efficiency Improvements

The start-stop system enhances primarily by shutting off the during idle periods, such as at lights or in stop-and-go conditions, thereby eliminating the consumed while the runs without producing . Idling typically accounts for 5-20% of urban time, depending on density, making the most effective in environments where stops are frequent and prolonged. Theoretical savings stem from the fact that modern engines consume approximately 0.5-1 liter of per hour at idle, which is avoided without compromising vehicle readiness due to rapid restart capabilities enabled by enhanced starters and batteries. Empirical studies quantify improvements variably based on test cycles and real-world conditions. A 2023 Society of Automotive Engineers (SAE) analysis of non-hybrid vehicles found fuel economy gains of 7.27% under the Federal Test Procedure (FTP) urban cycle and up to 26.4% under the New York City Cycle (NYCC), which simulates dense urban idling comprising 37.8% of the test duration. Real-world testing by the American Automobile Association (AAA) in 2014 across multiple vehicles and routes yielded 5-7% better fuel economy with start-stop activated, correlating directly with reduced CO2 emissions by equivalent margins. Natural Resources Canada estimates 4-10% reductions in city driving fuel use, scaling with advanced implementations like 48V mild-hybrid systems that can exceed 10% in optimized setups. However, benefits diminish in or low-stop scenarios, where idle time is minimal; for instance, Edmunds testing on a highway-biased route showed only 2.9% improvement, from 30.0 to 30.9 . Factors influencing efficacy include battery capacity, restart speed, and driver , with peer-reviewed evaluations confirming that savings are proportional to idle duration exceeding 5-8 seconds per stop. Overall, while manufacturer claims often highlight upper-end figures from lab cycles, independent assessments emphasize modest but consistent urban gains, underscoring the system's role as a targeted measure rather than a transformative .

Emissions and Noise Reduction

Start-stop systems reduce tailpipe emissions primarily by eliminating consumption and output during idling periods, which account for a significant portion of urban cycles. In real-world testing, automatic stop-start has demonstrated CO2 emission reductions of 5% to 7% alongside corresponding gains, as measured in controlled drive cycles simulating stop-and-go . Peer-reviewed evaluations of diesel vehicles in urban conditions report CO2 savings exceeding 20%, attributed to the system's ability to halt operation during frequent stops while maintaining drivability. These benefits are most pronounced in congested environments, where idling can constitute up to 20% of total trip time, though actual reductions vary with patterns, vehicle type, and ambient conditions. Beyond greenhouse gases, the technology curbs other exhaust pollutants like hydrocarbons (THC) and oxides (NOx) by minimizing incomplete associated with idling. Modeling studies for vehicles equipped with start-stop indicate measurable decreases in these emissions under energy-saving configurations, supporting compliance with stringent regulatory standards such as Euro 6. However, empirical data from road tests suggest the impact on non-CO2 gaseous pollutants may be modest in some scenarios, emphasizing CO2 as the primary targeted benefit. On noise reduction, start-stop systems eliminate operation and associated vibrations at standstill, providing quieter cabin environments during halts and potentially lowering overall exterior noise levels. This contributes to reduced pass-by noise in urban settings, aligning with broader norms, though the restart event introduces brief transient that are engineered to be minimal via enhanced starter components. Manufacturers highlight this as enhancing passenger comfort in stop-start scenarios, with user reports corroborating lower ambient rumble compared to continuous idling.

Empirical Performance and Criticisms

Real-World Fuel Savings Data

Real-world evaluations of start-stop systems indicate fuel savings primarily during periods of engine , with improvements ranging from 3% to 8% in typical mixed driving conditions, though higher gains up to 26% occur in cycles with extended idle times such as urban congestion simulations. A 2023 Society of Automotive Engineers (SAE) study tested the technology across various drive cycles on a light-duty , reporting 7.27% fuel economy improvement on the Federal Test Procedure (FTP) urban cycle and 26.4% on the New York City Cycle (NYCC), which features higher idle percentages reflective of stop-and-go traffic. These results underscore that savings scale with idle duration, as the system eliminates fuel use during stationary engine operation while accounting for restart energy costs. Independent testing by the American Automobile Association (AAA) in 2014 on multiple vehicles in simulated real-world scenarios yielded 5% to 7% reductions in fuel consumption and equivalent carbon dioxide emissions, aligning with urban driving where idling comprises 10-20% of operation. Edmunds' 2010 track tests on a vehicle with manual start-stop deactivation showed a more modest 2.9% increase in observed mpg (from 30.0 to 30.9) over repeated loops emphasizing highway-like conditions with limited idling, highlighting diminished benefits in low-stop environments. Such variability arises because U.S. Environmental Protection Agency (EPA) fuel economy ratings often do not fully incorporate start-stop effects, as they are tested under standardized cycles that may not capture all real-world idle patterns.
Study/SourceTest ConditionFuel Savings (%)
SAE (2023)FTP Urban Cycle7.27
SAE (2023)NYCC (High Idle)26.4
AAA (2014)Mixed Real-World5-7
Edmunds (2010)Track Loops (Low Idle)2.9
Peer-reviewed simulations and tests corroborate these ranges, with urban cycles yielding around 5.3% savings and highway conditions about 4.0%, emphasizing the technology's efficacy in high-idle scenarios like city but limited impact on continuous driving. Overall, while manufacturers claim broader benefits, empirical data from controlled and field tests consistently show savings tied to actual idle time, often translating to 0.5-2 gains in average consumer use depending on traffic density and deactivation habits.

Reliability and Component Wear

Start-stop systems subject components like the starter motor, battery, and engine bearings to far more cycles—up to 500,000 over a vehicle's lifetime—than the roughly 50,000 in vehicles without the technology, raising concerns about accelerated wear from repeated thermal and mechanical stresses during restarts. Starter motors incorporate specialized reinforcements, such as optimized gear ratios to reduce operating speeds and brush wear, enhanced carbon-copper brushes for longevity, needle bearings in place of bushings, and solenoids that decouple mechanical engagement from electrical loads, enabling them to handle hundreds of thousands of cycles without disproportionate failure rates. A 2015 study determined that for typical light-duty vehicles experiencing fewer than 10 additional stop-start cycles per day, incremental wear and failure probability on starters remain negligible, though usage exceeding 20 cycles daily—as in some fleet operations—can elevate risks of premature failure after 30,000 to 60,000 total cycles. Batteries in these systems demand enhanced-chemistry types like absorbed glass mat (AGM) or enhanced flooded battery (EFB) to cope with high-discharge cranking demands, achieving lifespans of at least three years under standard driving, but short-trip patterns with insufficient recharge intervals can reduce this by hastening sulfation and capacity loss. Engine internals, including piston rings and crankshaft bearings, face heightened startup wear—where up to 75% of total engine abrasion occurs due to boundary lubrication conditions—but manufacturers counter this with low- bearing overlays like Irox coatings, which cut by 50% relative to aluminum, and ultra-low-viscosity oils that ensure film strength during cranking. Frequent oil changes adhering to manufacturer intervals are essential, as degraded lubricants amplify wear in high-cycle scenarios. Economic modeling from the Argonne analysis indicates that added replacement costs for starters ($256–$648) and batteries ($175) are generally offset by fuel savings when shutdown durations exceed one minute and cycle volumes stay moderate, underscoring that reliability holds for average consumer use but demands vigilant maintenance to avoid elevated long-term expenses.

Driver Experience and Practical Drawbacks

Many drivers report dissatisfaction with the abrupt engine shutdown and restart cycles, which can produce noticeable vibrations, shuddering, and a brief delay in power delivery upon release, particularly in stop-and-go or during quick maneuvers. These sensory disruptions often lead to habitual disabling of the feature via buttons—typically featuring an icon of an "A" encircled by an arrow with a line through it and located on the center console or dashboard—with surveys indicating widespread preference for manual override to maintain smoother operation; pressing the button displays a confirmation message such as "Auto Start-Stop Off" on the instrument cluster, deactivating the system only for the current drive cycle and reactivating on the next engine start. In colder climates, the system's performance exacerbates frustration, as prolonged cranking times and reduced cabin accessory power during stops heighten perceived unreliability. Practical concerns include accelerated wear on components not always accounted for in standard warranties. Start-stop systems impose frequent on starters—up to ,000 additional operations over a vehicle's life—potentially shortening their lifespan despite reinforced designs in newer models. Batteries face heightened demand from repeated deep discharges to power restarts and , necessitating specialized absorbent glass mat (AGM) or enhanced flooded batteries that degrade faster under such stress, with replacement costs 20-50% higher than conventional units. mounts and systems also endure extra loads and dry-start risks, contributing to premature fatigue reported in some fleets. While manufacturers assert that upgraded components mitigate excessive degradation—citing durability tests equating to years of normal use—independent analyses reveal mixed outcomes, with higher rates in high-cycle urban driving. Disabling the system, common among users, undermines gains but extends component longevity, highlighting a between and real-world .

Historical Development

Origins and Early Prototypes

The development of start-stop systems originated amid the , which prompted automakers to explore technologies for reducing fuel consumption during engine idling, a phase accounting for significant urban waste. Toyota Motor Corporation began research on an Engine Automatic Stop-Start (EASS) system in December 1971 specifically to address idling inefficiencies in internal combustion engines. Toyota unveiled its EASS prototype in , equipping a six-cylinder sedan with an automatic engine shutoff triggered by vehicle stoppage and restart upon accelerator input or brake release. This marked the earliest documented prototype of automatic idle stop-start technology, with initiating limited sales of the system on , 1974, and reporting potential savings of up to 10% in stop-and-go traffic based on testing. The system relied on enhanced starter motors and batteries to handle frequent cycles, though early implementations highlighted durability concerns that delayed broader adoption. Subsequent prototypes in the late and early built on Toyota's foundation, incorporating refinements like improved to minimize restart delays. For instance, developed an experimental start-stop variant for its Polo model by the early , focusing on integrating the feature with conventional components to achieve feasibility in mass-market vehicles, though full production awaited advancements in electrical systems. These efforts underscored the technology's roots in fuel scarcity responses rather than emissions mandates, with prototypes prioritizing over the sophisticated enhancements seen in later commercial versions.

Commercial Rollout and Key Milestones

The first production vehicle to incorporate a start-stop system was the Formel E, launched exclusively in in 1983. This implementation aimed to reduce fuel consumption during idling but remained niche due to reliability concerns with conventional starters and batteries, limiting its immediate scalability. Commercial viability improved in the mid-2000s with enhanced components like reinforced starters and absorbent glass mat batteries. A key milestone came in 2004 when supplied its Stop-Start system for the , one of the earliest integrations into a compact production car, followed shortly by the . marked another breakthrough in March 2007 by initiating series production of Bosch-developed start-stop technology across its 1 Series petrol and diesel variants, enabling consistent performance in everyday driving. These advancements accelerated rollout amid tightening emissions standards, with European manufacturers rapidly equipping models for Euro 5 compliance starting in 2009, transitioning the technology from experimental to standard in many mid-range vehicles by the early .

Regulatory-Driven Expansion

The European Union's adoption of binding CO2 emission targets for new passenger cars played a pivotal role in accelerating the integration of start-stop systems across manufacturers' fleets. Regulation (EC) No 443/2009, enacted in April 2009, established a fleet-average limit of 130 grams of CO2 per kilometer to be achieved by 2015, with phased implementation starting from 2012. This regulatory framework compelled automakers to deploy cost-effective technologies like start-stop, which curbs fuel use and emissions during idling—a phase representing up to 25% of the New European Driving Cycle (NEDC) test procedure used for type approval. Subsequent tightening of standards amplified this trend. Regulation (EU) 2019/631, effective from 2020, mandated a further reduction to 95 g CO2/km for cars by 2021, with individual manufacturer targets calculated based on average vehicle mass and adjusted for super-credits on low-emission technologies. Start-stop systems contributed measurable gains under NEDC and later Worldwide Harmonised Light Vehicle Test Procedure (WLTP) cycles by eliminating unnecessary engine operation at stops, enabling compliance without wholesale shifts to . For diesel vehicles, studies indicated potential CO2 reductions of 3-5% through start-stop alone, factoring in real-world urban duty cycles. In parallel, North American regulations provided additional impetus. The U.S. Environmental Protection Agency (EPA) began awarding credits for stop-start-equipped vehicles in 2012, equivalent to improvements of 0.7-1.0 mile per gallon in city driving, which helped manufacturers offset deficits elsewhere in their fleets to meet (CAFE) standards. This incentive structure, combined with EU precedents, drove global expansion, with adoption rates surpassing 50% in European new car sales by the late . By 2025, ongoing targets—projected at 93.6 g CO2/km fleet-wide—continued to sustain start-stop's role, though its marginal contributions faced scrutiny amid transitions to mild hybrids and full . These regulations prioritized verifiable test-cycle efficiencies over real-world variability, embedding start-stop as a compliance staple despite debates over long-term durability and driver acceptance.

Adoption by Manufacturers

European and Premium Brands

European manufacturers, particularly premium German brands, adopted start-stop systems extensively to comply with tightening carbon dioxide emissions targets, such as the progressive reduction toward 95 grams per kilometer fleet average by 2021. led early efforts with the first production implementation in the 1983 Polo Formel E, a Europe-exclusive model designed for . This initial application highlighted the technology's potential for idle reduction but remained niche until regulatory pressures intensified in the . By 2011, start-stop functionality was projected to appear in 50% of new European vehicles as standard equipment, driven by suppliers like Bosch. BMW integrated automatic start-stop (MSA) starting in 2007 on European-market models including the E87 1 Series and E90 3 Series, initially limited to manual-transmission variants with four-cylinder engines to minimize restart stress on components. The system employed reinforced starters and batteries to handle frequent cycles, reflecting premium brands' emphasis on durability alongside emissions compliance. followed with its ECO Start/Stop feature in BlueEfficiency models around the late , optimizing for seamless operation in luxury sedans like the C-Class and E-Class by using existing engine management for quick restarts. , under , incorporated the technology across its lineup from compact A1 to full-size A8 models by the early , often pairing it with direct-injection engines for enhanced . Premium brands distinguished their implementations through engineering refinements, such as BMW's use of intelligent battery sensors to prevent premature shutdowns during low charge states and Mercedes' focus on acoustic insulation to reduce restart noise in cabin-quiet vehicles. Adoption reached high levels, with over 70% of newly launched European vehicles equipped by 2013, led by German premium marques in markets like . These systems contributed measurable fuel savings in urban cycles—typically 3-5% under real-world testing—but required premium-grade components to mitigate wear on starters and alternators from repeated engagements.

Asian and Mass-Market Implementations

Asian automakers, especially those serving dense urban markets in South and Southeast Asia, have incorporated start-stop systems into mass-market vehicles to address fuel efficiency amid heavy traffic congestion. Perodua, a Malaysian manufacturer affiliated with Daihatsu and Toyota, equips its popular Myvi hatchback with the Eco Idle system, which automatically deactivates the engine during stops and reactivates it upon accelerator input, a feature standard in models from the late 2010s onward. This implementation targets everyday commuters, where idling contributes significantly to fuel consumption in tropical climates with frequent stops. In , has widely adopted Idle Start-Stop technology as part of its Smart Hybrid Vehicle by (SHVS) mild-hybrid setup, integrating an integrated starter generator (ISG) for seamless restarts. The system debuted in production models around the mid-2010s and became common in affordable sedans and hatchbacks like the by 2021, automatically shutting off the at halts to reduce urban use by capturing braking . Similarly, 's S-Presso mini-SUV received Idle Start/Stop enhancements in 2022, improving mileage in entry-level segments without relying on full hybridization. Major Japanese brands like and have been more restrained in deploying start-stop on conventional vehicles, prioritizing hybrid powertrains for emissions reduction instead; 's early marked conceptual origins, but widespread mass-market application lagged behind European efforts in non-hybrid contexts. This selective approach reflects a focus on reliability and driver comfort in Asia's varied driving conditions, where frequent restarts could accelerate component wear in budget-oriented vehicles.

North American and Other Regions

In , adoption of start-stop systems by domestic manufacturers lagged behind European and Asian counterparts due to less stringent initial fuel economy regulations, preferences for larger vehicles, and consumer resistance to perceived reliability issues. began incorporating the technology in select models around 2012, such as the , and committed to expanding it across nearly all global models by 2020 to comply with (CAFE) standards. Ford introduced stand-alone start-stop in its 2013 Fusion sedan, marking the first widespread domestic application, followed by broader rollout in models like the F-150 by 2015 to meet efficiency targets. (later part of , now ) followed suit with systems in 2014 models such as the , which in modern Jeeps often employs a dual 12V battery setup to support electronics during engine-off periods and prevent depletion of the main battery for restarts, driven by regulatory pressures rather than voluntary efficiency gains. By the late , start-stop penetration in new U.S. vehicles reached approximately 35%, though actual savings were modest—often 1-3% in real-world urban driving—prompting over whether the justified added costs for reinforced starters and batteries. In 2023, vehicles equipped with stop-start systems captured increased amid tightening emissions rules, contributing to the U.S. start-stop market's projected growth to $580 million by 2030 at a 6.4% CAGR. However, by 2025, the U.S. Environmental Protection Agency proposed reevaluating credits granted for start-stop under CAFE calculations, citing limited climate benefits compared to alternatives like hybridization, reflecting debates on its efficacy in diverse driving conditions like highway-heavy U.S. patterns. In other regions outside Europe and Asia, adoption varied by local fuel prices, import dependencies, and regulatory environments. , reliant on imported vehicles from Asia and , saw start-stop in over 50% of new passenger cars by the early 2020s, particularly in models from and Hyundai, though uptake slowed with rising electrification. , led by Brazil's ethanol-blended fuels and urban congestion, experienced gradual implementation starting around 2015 in compact cars from and , achieving about 20-30% penetration by 2023, constrained by economic volatility and preference for cost-sensitive basic models. In markets like and the , where diesel dominates and idling is common for air conditioning, start-stop remains niche, limited to premium imports with penetration under 10%, as infrastructure and heat-related battery degradation concerns deter widespread use.

Current Market Penetration and Economics

As of 2024, start-stop systems achieve penetration rates exceeding 85% in new passenger vehicles sold in , propelled by Euro 6 and anticipated Euro 7 emissions regulations mandating idle fuel reductions. In , adoption lags at approximately 40-60% across equipped models, reflecting milder (CAFE) standards and higher consumer opt-out rates via disable switches, though premium brands maintain higher fitment. Asian markets show heterogeneous uptake, with over 70% in Japanese and Korean exports to regulated regions but lower in domestic mass-market segments prioritizing cost over marginal efficiency gains. Globally, the technology equips roughly 60-70% of new vehicles, and auto idle stop systems remain common in new cars for model year 2026, standard or optional on many gasoline, hybrid, and mild-hybrid vehicles to meet fuel economy and emissions regulations like CAFE standards; manufacturers continue to include them widely despite some drivers disabling them due to perceived wear or annoyance, with no widespread trend to eliminate them in internal combustion engine vehicles. This correlates with a market valuation of USD 75.6 billion in 2024, though trends cap further expansion in hybrids and full EVs where inherent efficiency obviates the need. Economically, start-stop implementation adds USD 300-600 to per-vehicle manufacturing costs, mainly for reinforced starters, enhanced batteries, and engine control upgrades, offset by scaled production efficiencies in high-volume lines. Fuel savings materialize as 3-10% improvements in urban cycles by curtailing idle consumption, with EPA-aligned tests confirming 5-7% real-world gains under mixed driving, equating to 0.5-1.5 liters per 100 km reduced in stop-go traffic. Payback periods range from 12-24 months for consumers in congested areas, assuming USD 1.50-2.00 per liter fuel, though diminished returns in highway-heavy usage and potential battery/starter replacements every 100,000-150,000 km temper long-term viability. Manufacturers recoup investments via regulatory credits and compliance, with global market growth projected at 12-13% CAGR through 2030, yet facing headwinds from mild-hybrid alternatives offering superior returns at comparable costs.

Decline with Electrification and Alternatives

As battery electric vehicles (BEVs) proliferate, displacing internal combustion engine (ICE) vehicles, start-stop systems face obsolescence in pure electrification scenarios, since BEVs lack an engine that idles or requires restarting at stops, relying instead on efficient electric motors that draw minimal power when stationary. Global electric car sales exceeded 17 million units in 2024, surpassing 20% market share in key regions like Europe and China, with projections indicating further acceleration toward 100% EV mandates in places such as the European Union by 2035 for new passenger cars. This shift reduces the addressable market for start-stop, which is designed specifically for ICE idle elimination to cut fuel use by 3-10% in urban driving. Hybrid electric vehicles (HEVs) and plug-in hybrids (PHEVs) incorporate advanced start-stop variants integrated with electric propulsion, enabling smoother engine shutoffs without the abruptness of pure implementations, but these serve as transitional technologies amid broader . Mild hybrids, which augment with small batteries for start-stop and limited assist, accounted for significant growth in start-stop adoption through , yet their role diminishes as full BEVs and series hybrids prioritize continuous electric drive over engine cycling. Regulatory incentives historically boosted start-stop in hybrids for emissions compliance, but impending phase-outs of sales—such as California's 2035 ban on new gasoline vehicles—signal a contraction in hybrid-dependent applications. In the United States, the Environmental Protection Agency (EPA) proposed in May 2025 to revoke federal fuel economy credits previously awarded for start-stop systems, citing overstated real-world efficiency gains (often below 2% in testing) and accelerated wear on starters, batteries, and engines from frequent cycles. This rollback, under the Trump administration, targets incentives from Obama-era rules that propelled start-stop into over 80% of new U.S. light-duty vehicles by 2024, potentially hastening its retreat from non-hybrid ICE models amid consumer complaints of vibration, noise, and reliability issues. Automakers may respond by emphasizing alternatives like deactivation, , or low-friction engines, which achieve similar idle-loss reductions without restart stresses, while EVs inherently eliminate idling via regenerative systems and instant torque. Long-term projections underscore this trajectory: despite short-term market expansion for start-stop in emerging markets and hybrids (valued at USD 43.7 billion in 2024 with 13.7% CAGR through 2030), EV penetration is forecasted to reach 50% of global sales by 2030, eroding the technology's relevance as architectures evolve toward full . Source analyses from industry reports note that while peer-reviewed simulations affirm start-stop's emissions benefits in contexts, causal limitations—such as dependency on enhanced batteries prone to faster degradation—undermine sustained viability against EV's zero-tailpipe output.

References

  1. https://www.kbb.com/what-is/start-stop-technology/
  2. https://www.continentalbattery.com/blog/how-does-car-start-stop-technology-work
  3. https://www.ford.com/support/how-tos/more-vehicle-topics/engine-and-transmission/how-does-auto-start-stop-technology-work-in-my-ford/
  4. https://natural-resources.canada.ca/sites/www.nrcan.gc.ca/files/oee/pdf/transportation/fuel-efficient-technologies/autosmart_factsheet_17_e.pdf
  5. https://www.sae.org/papers/auto-stop-start-fuel-consumption-benefits-2023-01-0346
  6. https://newsroom.aaa.com/2014/07/aaas-tests-reveal-real-world-benefits-automatic-stop-start-technology/
  7. https://www.powerelectronictips.com/understanding-stop-start-automobile-engine-design-part-4-mechanical-wear-issues/
  8. https://idlesmart.com/pros-and-cons-of-automatic-start-stop-solutions/
  9. https://www.foxbusiness.com/energy/epas-zeldin-vows-take-action-against-controversial-start-stop-vehicle-system-everyone-hates-it
  10. https://www.wardsauto.com/news/have-stop-start-systems-been-worth-it-trump-epa-says-no/799134/
  11. https://afdc.energy.gov/fueleconomy/animations/hybrids/stopstart/stopstartoverview.html
  12. https://cecas.clemson.edu/cvel/auto/systems/autostart-stop.html
  13. https://www.varta-automotive.com/knowledge/articles/article-details/how-automatic-start-stop-works
  14. https://us.haynes.com/blogs/tips-tutorials/stop-start-technology-explained
  15. https://cloreautomotive.com/engine-stop-start-systems-explained/
  16. https://www.sae.org/standards/j3012_202002-storage-batteries-start-stop-operations
  17. https://www.jeepgarage.org/threads/second-12v-battery-for-the-start-stop-system.235635/
  18. https://saemobilus.sae.org/papers/control-start-stop-a-diesel-engine-a-parallel-hev-a-belted-starter-alternator-2007-24-0076
  19. https://www.sae.org/papers/innovative-control-algorithm-engine-stop-start-vehicles-manual-transmission-derived-analysis-road-test-data-2016-01-0623
  20. https://saemobilus.sae.org/papers/enhancement-starter-brush-life-micro-hybrid-start-stop-applications-2018-28-0102
  21. https://www.edmunds.com/car-reviews/features/do-stop-start-systems-really-save-fuel.html
  22. https://www.osti.gov/servlets/purl/2205440
  23. https://www.researchgate.net/publication/251670270_Influence_of_the_stopstart_system_on_CO_2_emissions_of_a_diesel_vehicle_in_urban_traffic
  24. https://www.mdpi.com/1996-1073/17/12/2815
  25. https://www.researchgate.net/publication/352321812_Research_on_the_effects_of_idling_start-stop_function_on_light_vehicles_fuel_consumption_and_emission_under_different_cycle_conditions
  26. https://www.sciencedirect.com/science/article/abs/pii/S0003682X15001899
  27. https://climatefactchecks.org/how-auto-start-stop-technology-enhances-fuel-efficiency-and-reduces-pollution/
  28. https://www.researchgate.net/publication/285527846_An_Engine_StartStop_System_for_Improved_Fuel_Economy
  29. https://www.autocar.co.uk/car-news/new-cars/stop-start-long-term-impact-your-car-s-engine
  30. https://www.greencarreports.com/news/1109687_dont-start-stop-systems-wear-out-your-cars-starter
  31. https://publications.anl.gov/anlpubs/2015/05/115925.pdf
  32. https://www.honestjohn.co.uk/askhj/answer/183265/what-is-the-battery-life-for-cars-with-a-stop-start-function-
  33. https://bizol.com/blog/start-stop-system/
  34. https://www.eurol.com/en/updates/knowledge-articles/start-stop-system-does-it-really-wear-out-your-engine-components
  35. https://autos.yahoo.com/why-drivers-never-liked-start-120001573.html
  36. https://www.caranddriver.com/news/a64759270/epa-fixing-start-stop-tech-department-admin-says/
  37. https://www.chevrolet.com/support/vehicle/driving-safety/driver-assistance/automatic-stop-start
  38. https://www.midtronics.com/blog/maximizing-lifespan-start-stop-batteries/
  39. https://www.taosforums.com/threads/does-start-stop-cause-excessive-wear-and-tear-to-car.1336/
  40. https://www.brucebrostire.com/is-the-auto-stop-start-feature-bad-for-my-engine
  41. https://global.toyota/en/detail/7607077
  42. https://global.toyota/en/detail/7532970
  43. https://www.caranddriver.com/features/a15126526/engine-stop-start-technology/
  44. https://www.mobil.com/en/lubricants/for-personal-vehicles/auto-care/safe-driving/automakers-adopt-start-stop-systems
  45. https://www.valeo.com/en/20-years-of-stop-start-system-from-pioneering-innovation-to-market-standard/
  46. https://www.ingenia.org.uk/articles/startstop-engines-come-of-age/
  47. https://www.industryweek.com/innovation/article/22010633/milestones-in-automotive-history
  48. https://www.sciencedirect.com/science/article/abs/pii/S1361920910001471
  49. https://www.varta-automotive.com/knowledge/articles/article-details/start-stop-reduces-emissions
  50. https://climate.ec.europa.eu/eu-action/transport-decarbonisation/road-transport/light-duty-vehicles_en
  51. https://www.nytimes.com/2025/06/26/upshot/car-stop-start-feature.html
  52. https://autovista24.autovistagroup.com/news/what-is-the-eu-co2-target-for-2025/
  53. https://ia800902.us.archive.org/26/items/BMWTechnicalTrainingDocuments/ST1112%2520Automatic%2520StartStop/Automatic%2520Start-Stop.pdf
  54. https://www.mbwholesaleparts.com/content/dam/microsites/mb-wholesale-parts/pdf/1509-Sep-MBST-ECO-Start.pdf
  55. https://en.eeworld.com.cn/news/qcdz/eic314345.html
  56. https://www.marklines.com/en/report/rep1139_201301
  57. https://www.gminsights.com/industry-analysis/automotive-start-stop-system-market
  58. https://theicct.org/sites/default/files/FEV_LDV%2520EU%2520Technology%2520Cost%2520Analysis_StartStop%2520Overview.pdf
  59. https://www.perodua.com.my/our-models/hatchback/myvi
  60. https://www.marutisuzuki.com/engage/technology/hybrid/idle-start-stop.html
  61. https://www.team-bhp.com/forum/technical-stuff/229282-explained-how-marutis-shvs-system-works.html
  62. https://www.autoindustriya.com/auto-industry-news/suzuki-s-presso-for-india-gets-start-stop-tech-more-safety-features.html
  63. https://www.torquenews.com/17992/day-celebration-dreaded-start-stop-system-could-be-going-away-variety-future-vehicles
  64. https://www.quora.com/Why-are-Japanese-car-manufacturers-slow-to-embrace-engine-start-stop-feature-on-non-hybrid-cars-It-appears-European-car-models-even-Ford-and-Chevy-are-ahead-of-them-in-this-respect
  65. https://gmauthority.com/blog/2016/05/general-motors-to-use-engine-stop-start-technology-on-nearly-all-of-its-vehicles-by-2020/
  66. https://sustainableamerica.org/blog/engine-start-stop-systems/
  67. https://www.jeepgladiatorforum.com/forum/threads/diy-dual-battery-setup.23232/page-2
  68. https://www.psmarketresearch.com/market-analysis/start-stop-technology-market
  69. https://www.epa.gov/automotive-trends/highlights-automotive-trends-report
  70. https://www.kbvresearch.com/us-start-stop-technology-market/
  71. https://www.mordorintelligence.com/industry-reports/automotive-start-stop-system-market
  72. https://www.datainsightsmarket.com/reports/start-stop-technology-773296
  73. https://www.emergenresearch.com/industry-report/start-stop-technology-market/market-size
  74. https://www.imarcgroup.com/automotive-start-stop-system-market
  75. https://www.energy.gov/sites/prod/files/2014/02/f8/idle-stop_light_duty_passenger_vehicles.pdf
  76. https://www.grandviewresearch.com/industry-analysis/automotive-start-stop-system-market-report
  77. https://www.iea.org/reports/global-ev-outlook-2025/trends-in-electric-car-markets-2
  78. https://batterycouncil.org/news/article/start-stop-reduces-auto-emissions/
  79. https://www.researchgate.net/publication/315074599_Simulation_Research_on_the_Start-stop_System_of_Hybrid_Electric_Vehicle
  80. https://www.newsweek.com/automatic-start-stop-technology-new-cars-fuel-efficiency-2071062
  81. https://www.drive.com.au/news/auto-engine-stop-start-tech-in-new-cars-could-be-banned-in-the-us/
  82. https://www.carpro.com/blog/hallelujah-start/stop-may-be-going-away
  83. https://www.sciencedirect.com/science/article/abs/pii/S136192092300408X
Add your contribution
Related Hubs
User Avatar
No comments yet.