The OPEC oil embargo of 1973-74 inspired Congress to promulgate CAFE, or Corporate Average Fuel Economy standards for passenger cars and light trucks. This marked the end of a carefree era when eight-cylinder, twin-fin sedans plied America's roadways.

Fuel economy standards grew stricter during the 1970s and partway through the 1980s. But gas prices drifted downward in the 1990s and lawmakers lost interest in fuel economy. CAFE standards stalled out at 27.5 mpg for cars and 20.7 mpg for light trucks and haven't budged for 20 years.

It's time for stricter standards and for reasons more urgent than in the 1970s. More is at stake than pain at the gas pump and the damage inflicted on America's economy by high oil prices.

Worldwide, cars and trucks generate around 25 percent of all global-warming pollution. Higher CAFE standards mean less gas consumed per mile driven, and hence less emitted carbon dioxide. What's more, on a cost basis, high fuel economy cars and trucks easily beat alternative carbon-cutting strategies, such as solar energy, wind power and carbon capture and storage.

Some naysayers contend that if cars become more fuel efficient, driving will become cheaper and drivers will spend more time on the road, thereby negating any environmental advantages and energy savings. But research shows that high fuel economy does not inspire gluttonous driving habits.

There are reasons other than planetary habitability — if that wasn't reason enough — to boost auto fuel economy. Our "addiction to oil" as President Bush appropriately framed it, directly or indirectly puts American soldiers in harm's way. America could be more flexible in how it uses its political and military assets abroad were it not so dependent on foreign oil.

In June the Senate passed legislation raising CAFE standards to 35 mpg by 2020 for cars and trucks. This was one highlight of an energy bill that had as many disappointments as achievements. Among the downsides was an eleventh-hour abandonment of provisions to annually ratchet up CAFE standards by 4 percent.

Conceivably, Detroit could achieve an average fuel economy of 35 mpg for its cars and trucks by 2020 without legislation, though GM, Ford and Chrysler's CEOs would no sooner admit that possibility than drive around in Hondas.

In fact, Honda shows the way. More than 50 percent of the vehicles it sells get 30 mpg or higher on highways. Toyota's Prius, a hybrid gas-electric car, gets 60 mpg in urban driving. These cars also generate comparatively less greenhouse gases and smog-forming chemicals per mile driven.

By and large, Honda, Toyota, and VW's higher fuel economy cars perform well in safety tests, including front and side crash and rollover tests, belying claims that fuel efficient cars or autos with "light frames" are less safe. Car manufacturers learned years ago that structural design more so than weight is essential to car safety. Dismal safety records of some early model, heavy-frame SUVs reinforce this lesson.

Relatively fuel-efficient, safe and affordable cars from Japan and Germany already have charmed millions of American car owners. It's a shame Detroit lacked the foresight of its overseas competitors, who in the 1990s made contingency plans for a future of sharply higher gas prices.

Some day, the Senate's bill might be remembered as a turning point in Detroit's revival, because the Big Three were forced to produce high quality, fuel-efficient cars customers actually demanded.

This upbeat story requires, in part, that the House preserves the Senate's strengthened CAFE provision. A similar provision never made it into energy legislation signed by President George H.W. Bush in 1992 — a missed opportunity to move America toward energy independence.

Assuming Congress keeps stronger CAFE standards alive, another President Bush will have a chance to make energy policy that's smart for America and good for the planet.

Matthew R. Auer is a professor of public and environmental affairs at Indiana University (www.indiana.edu). Write him at SPEA Building, Indiana University, Bloomington, IN 47404-7000 or e-mail him at mauer@indiana.edu.