not in complete control. Gladwell argued that many "accidents" are not outside driver's control, such as drunk driving, wearing seat belts, and the driver's age and experience. Sense of security Study into the safety of SUVs conclusions have been mixed. In 2004, the National Highway Traffic Safety Administration released results of a study that indicated that drivers of SUVs were 11% more likely to die in an accident than people in cars. These figures were not driven by vehicle inherent safety alone but indicated perceived increased security on the part of drivers. For example, US SUV drivers were found to be less likely to wear their seatbelts and showed a tendency to drive more recklessly (most sensationally perhaps, in a 1996 finding that SUV drivers were more likely to drive drunk). Actual driver death rates are monitored by the IIHS and vary between models. These statistics do show average driver death rates in the US were lower in larger vehicles from 2002 to 2005, and that there was significant overlap between vehicle categories. The IIHS report states, "Pound for pound across vehicle types, cars almost always have lower death rates than pickups or SUVs." The NHTSA recorded occupant (driver or passenger) fatalities per 100 million vehicle miles traveled at 1.16 in 2004 and 1.20 in 2003 for light trucks (SUVs, pick-ups and minivans) compared to 1.18 in 2004 and 1.21 in 2003 for passenger cars (all other vehicles). Marketing practices The marketing techniques used to sell SUVs have been under criticism. Advertisers and manufacturers alike have been assailed for greenwashing. Critics have cited SUV commercials that show the product being driven through a wilderness area, even though relatively few SUVs are ever driven off-road. Fuel economy The recent growth of SUVs is sometimes given as one reason why the population has begun to consume more gasoline than in previous years. SUVs generally use more fuel than passenger vehicles or minivans with the same number of seats. Additionally, SUVs up to 8,500 pounds GVWR are classified by the US government as light trucks, and thus are subject to the less strict light truck standard under the Corporate Average Fuel Economy (CAFE) regulations, and SUVs which exceed 8,500 pounds GVWR have been entirely exempt from CAFE standards. This provides less incentive for US manufacturers to produce more fuel-efficient models. As a result of their off-road design SUVs may have fuel-inefficient features. High