Hemi tough: Stellantis chooses power over tired EV mandate



The house of cards is starting to fall.

Stellantis, one of the world’s biggest automakers, just pulled the plug on its all-electric Ram 1500 REV pickup. Chrysler is scaling back its EV-only promises. Jeep is leaning back into hybrids and even reviving the Hemi V8.

The reality is simple: People want options. Some may choose EVs. Others will stick with hybrids or V8s. That’s how a free market works.

What’s happening here isn’t just a business decision. It’s a rebuke of the political agenda that tried to force Americans into an all-electric future, whether they wanted it or not.

For years, Washington, D.C., Sacramento, and Brussels dictated what automakers “must” build. Billions of taxpayer dollars were funneled into subsidies and charging infrastructure. Regulations made gas-powered engines harder to produce, and deadlines were set for their elimination. Automakers fell in line — publicly touting bold EV promises, while privately worrying that the market wasn’t there.

Now the truth is impossible to ignore: Consumers aren’t buying the vision.

Ram jammed

Ram’s 1500 REV was supposed to be the brand’s answer to the Ford Lightning and Chevy Silverado EV. But months of delays, weak demand, and slow sales across the full-size EV pickup segment forced Stellantis to cut its losses.

Instead of an all-electric truck, Ram is pivoting to a range-extended version — essentially a hybrid that can drive on gas when the battery runs out. The “Ramcharger” name is being dropped, and the range-extended truck will simply carry the 1500 REV badge.

Congrats to Ram for finally admitting that the electric pickup fantasy doesn’t match the real-world needs of truck buyers.

Hemi roars back

Stellantis made headlines earlier this year when it admitted it “screwed up” by killing the Hemi. The replacement, a turbocharged inline-six called Hurricane, might have been efficient, but it lacked the soul, sound, and the brute force that Ram owners expect.

Even customers of the high-performance RHO complained. Stellantis listened. The Hemi is coming back, and Ram partnered with MagnaFlow to offer aftermarket exhausts that restore the roar that regulators tried to silence.

Truck buyers demanded power and personality, and Stellantis is delivering it, even if it flies in the face of government mandates.

RELATED: Can a new CEO save Stellantis from bankruptcy?

Bill Pugliano/Getty Images

Jeep hedges bets

Chrysler had once promised to go fully electric. Not anymore. Its 2027 crossover, built on the STLA Large platform, will now offer hybrid options instead of being EV-only.

Jeep is doing the same. The Cherokee is returning as a hybrid, the Grand Wagoneer will get range-extending tech, and the brand is reintroducing the Hemi across multiple models. Even with its new Wagoneer S EV, Jeep isn’t gambling everything on one technology.

This is Stellantis choosing consumers over politicians.

Survival mode

Antonio Filosa, the new Stellantis CEO, is making a strategic shift: Forget rigid EV deadlines, and instead build flexible platforms that can support gas, hybrid, electric, or even hydrogen drivetrains.

It’s a survival move. EV mandates weren’t written with consumers in mind; they were written by regulators trying to engineer a market from the top down. But when customers walked into showrooms, they didn’t buy the hype. They saw higher prices, long charging times, weaker towing, and shorter range.

The politicians assumed the public would play along with their games. They didn’t.

White flags

Stellantis isn’t the only automaker waving the white flag. Ford has slashed production of the F-150 Lightning. GM has delayed the Silverado EV and rethought its timeline. Even Tesla’s Cybertruck (hyped as a revolution) is struggling to gain traction.

Billions in subsidies can’t change the fact that EVs still don’t deliver what most Americans need. And now, automakers are being forced to admit it.

Drivers take the wheel

The moral of the story? Automakers can’t build cars for regulators and expect consumers to fall in line. Politicians can’t legislate demand into existence.

The EV mandates weren’t about innovation — they were about control. But control only works until consumers push back. And now they are, with their wallets.

Stellantis may have “screwed up,” but its decision to return to engines, hybrids, and flexibility shows it learned a lesson that Washington still refuses to hear: The future of driving should be decided by drivers, not bureaucrats.

Out of Power: California Drops Electric Truck Mandate Amid Trump Crackdown

California regulators on Thursday repealed a state rule requiring large trucking companies to buy more electric trucks, a win for the Trump administration as it rolls back Biden-era policies that force consumers to buy EVs.

The post Out of Power: California Drops Electric Truck Mandate Amid Trump Crackdown appeared first on .

Ford shifts gears, leaves EVs in the rear view



Ford is stepping back from an all-electric future and leaning hard into gasoline and diesel vehicles.

This is a huge pivot, setting the stage for a potential profit surge starting in 2026. This isn’t just a corporate maneuver — it’s a move that could redefine the American automotive landscape.

If Ford’s focus on gasoline vehicles delivers, its stock price could climb as profits grow.

The end of the EV mandate

For years, Ford’s profits took a hit from federal regulations pushing electric vehicles. The U.S. government’s Corporate Average Fuel Economy standards and greenhouse gas emissions rules forced automakers to sell an increasing share of EVs, with mandates aiming for near-100% EV sales during the 2030s.

These policies brought steep fines and costly carbon credits, requiring Ford to subsidize unprofitable EVs with revenue from gasoline vehicle sales. The result? Higher prices for consumers and fewer of the vehicles Americans actually wanted.

That’s all changing. In July 2025, a budget reconciliation bill became law, easing these regulatory pressures. The Environmental Protection Agency is also moving to rescind its “endangerment finding,” a step expected to eliminate GHG fines and credits by late 2025.

During a recent earnings call, Ford CEO Jim Farley highlighted the financial windfall, projecting $1.5 billion in savings for 2025 alone, with billions more to follow in 2026 if these credits disappear. These savings far outweigh potential tariff-related costs, positioning Ford for a profitability boom.

Why EVs haven’t won over America

EVs aren’t vanishing entirely, but their role in Ford’s U.S. lineup is shrinking. The reason is straightforward: Most Americans aren’t interested. Despite heavy subsidies, EVs remain unprofitable for automakers. Consumers face high up-front costs, rapid depreciation, and low residual values, making gasoline vehicles a more practical choice. Ford’s sales data confirms this, showing EVs as a small fraction of demand while gasoline engines remain popular.

To comply with EV mandates, Ford had to inflate gasoline vehicle prices to offset losses. Technologies like start-stop systems, turbochargers, and electrification added thousands to production costs, which were passed on to buyers. Production quotas also limited how many profitable gasoline vehicles Ford could build. The outcome was a market where consumers paid more for vehicles they didn’t fully want, and Ford’s bottom line suffered.

RELATED: Were Biden’s strict fuel economy standards illegal? Sean Duffy says yes.

Bloomberg/Getty Images

Back to what works

With regulatory constraints fading, Ford is realigning production to match consumer demand. The company is phasing out costly technologies like start-stop systems and turbochargers, which were required to meet fuel economy standards.

Without CAFE fines, these features are no longer necessary, paving the way for lower prices. Ford is also bringing back naturally aspirated engines, which are cheaper to produce and known for their reliability — qualities American buyers value. The 5.0-liter V-8, found in the F-150 and Mustang, is a standout example, and Ford may expand its use to models like the Expedition, Lincoln Navigator, Ranger, and Bronco.

While Ford isn’t abandoning EVs entirely, its focus will shift. EVs will remain for international markets, niche applications, and research to stay competitive if they become viable without subsidies. This strategic shift allows Ford to prioritize affordable, reliable vehicles that align with what Americans want.

Profits in sight

Ford’s second-quarter 2025 financials offer a glimpse of the road ahead. The company reported a record $50.2 billion in revenue but a $36 million net loss due to special items.

Its EV division, Ford Model e, recorded a $1.3 billion loss, up $179 million from last year. However, Ford is optimistic. By redirecting resources from EVs to commercial trucks and full-size SUVs, the company sees a multibillion-dollar opportunity.

To brace for potential challenges, Ford secured a $3 billion line of credit from JPMorgan Chase, despite holding $20 billion in cash and $14 billion in liquid securities. This cautious move signals confidence in its long-term strategy. If Ford’s focus on gasoline vehicles delivers, its stock price could climb as profits grow.

The end of EV mandates is a win for affordability. New vehicle prices have soared in recent years, with basic models jumping from $16,000 six years ago to much higher today, partly due to EV-related costs. As Ford shifts to naturally aspirated engines, gasoline vehicle prices could drop by thousands. Meanwhile, EVs will reflect their true cost, likely making them less competitive without subsidies.

This shift restores consumer choice. Whether you prefer the reliability of a gasoline truck, the power of a Mustang, or the utility of an SUV, you’ll find more options at better prices. Ford’s emphasis on commercial trucks and SUVs also caters to businesses and families, key drivers of demand.

Driven by demand

Ford’s pivot underscores a fundamental truth: markets thrive when they reflect consumer preferences, not government mandates. The EV push forced automakers to prioritize unprofitable products, raising prices and limiting choice. Its rollback lets Ford invest in what Americans want — affordable, dependable vehicles. This could spark a revival for the U.S. automotive industry, with Ford at the forefront.

Other automakers are likely watching. If Ford’s profits soar, competitors may follow, reinforcing the trend toward gasoline and diesel. EVs will continue to evolve where they make economic sense, but for now, the U.S. market is hitting the gas.

Ford’s decision signals lower prices, more choices, and a market that listens to consumers. Whether you’re a truck driver, a family on the go, or a car enthusiast, this shift could mean better vehicles at better prices. Share this story with friends who love cars or hate high costs — they’ll want to know.

GM’s electric gamble is failing — but Barra won’t hit the brakes



The electric vehicle bubble has burst. Consumers have emphatically rejected EVs as nothing more than a niche car with limited range, minimal utility, terrible resale value, and time-consuming charging hassles.

This consumer rejection began long before President Donald Trump returned to the White House and started repealing Biden-era regulations that essentially instituted a de facto EV mandate. In addition to these critical repeals, Trump’s One Big Beautiful Bill Act just eliminated the $7,500 per unit federal tax credit on each new EV sold in the U.S. effective September 30, 2025.

It’s long overdue for the General Motors’ board to put the EV distraction behind them. If Mary Barra won’t do it, then they need to find a CEO who will.

Other than Tesla, auto manufacturers have been hemorrhaging red ink on their EV ventures — and that was when they could pad the sale of each unit with $7,500 in federal incentives. Legacy automakers have been taking a financial bath on their EV programs. Many are starting to back away from their electric ambitions and pivot back to gasoline-powered vehicles that consumers actually want to buy, including hybrids.

For some manufacturers, however, it may be too late.

GM’s electric obsession

Blaze Media contributor Lauren Fix recently warned on her “Car Coach Reports” podcast that auto manufacturers might not survive the failed “EV transition.”

Yet amidst the carnage of the EV collapse, the CEO of General Motors, Mary Barra, remains unyielding in her commitment to an all-electric future. Sadly, unless GM’s board steps in soon, she may be dragging the entire company over a cliff.

It’s fair to ask at this point, “Who is Barra working for?” She clearly isn’t serving GM’s customers, dealers, or shareholders. Drivers aren’t buying EVs. Dealers can’t sell them. And the EV distraction is dragging down the stock price.

During the Biden administration, Barra pledged to completely purge the GM lineup of gasoline-powered vehicles by 2035. That’s a direct slap in the face to the company’s loyal customer base — especially truck buyers — who overwhelmingly prefer gas engines.

Now that Donald Trump is back in the White House, the Biden-era regulatory hammer that pushed automakers like GM toward EVs is gone. What, then, is motivating Barra to remain steadfast in her EV commitment?

As recently as late May — four months into Trump’s second term — Barra told the Wall Street Journal, “We still believe in an all-EV future. I think EVs are fundamentally better.” She added, “So I see a path to all EV. It will depend on how much we get the infrastructure ready. But I do believe we'll get there because I think the vehicles are better.”

Unfortunately, outside of their niche as a daily commuter car for those with a charger at home, EVs have barely any utility at all. They are not “better” in any respect than a multi-purpose, gasoline-powered vehicle that can drive anywhere, at any time, for any distance — without charging hassles.

Most consumers know that. GM’s dealers definitely know that.

So, how does GM still have a CEO who doesn’t?

On “Car Coach Reports,” Lauren Fix speculated that Barra’s public EV commitment may not reflect GM’s actual intentions. Maybe she’s just covering for a busted product pipeline — trying to save face while GM begins its years-long pivot toward hybrids behind the scenes. If that’s true, the best-case scenario is that the CEO is lying to shareholders and dealers — it’s a very bad look.

Whether or not Barra is being honest about her intentions for an all-EV future, GM’s website still has a “sustainability” tab which reads, “We aim to achieve an all-electric, zero emissions world while advancing an equitable and inclusive transition to our carbon-neutral future.”

It might as well read: “We’d rather drive off a cliff in the name of a net-zero future than keep building the profitable cars and trucks Americans actually want.”

Investors call Barra’s bluff

Wall Street is finally taking notice — as well it should. When EV hype peaked in June 2021, GM stock was trading around $63 per share at its height. Today, it’s down 15%.

Meanwhile, the S&P 500 is up 50% since June 2021. Put another way: $1,000 in GM stock back then is now worth $850. That same $1,000 in the S&P 500 would be worth $1,500. That’s a 75% gap — and GM investors are the losers.

During a recent earnings call to discuss Q2 2025 results, a Morgan Stanley analyst finally confronted Barra about the elephant in the room: “How does GM expect to be profitable with EVs when players like Tesla apparently cannot?”

RELATED: Car dealers stuck with unsellable EVs have nobody to blame but themselves

Photo by UCG / Contributor via Getty Images

Tesla is facing stiff headwinds with a 13% drop in sales and a 16% drop in profits for Q2. Even with the tax credits still in place, Tesla’s per-unit profit is only around $3,000. But those tax credits are about to vanish with the impending elimination of the $7,500 per unit federal tax credit. Moreover, Tesla is also about to lose another revenue stream: regulatory credits, worth about $1,500 per vehicle, paid to Tesla by non-EV manufacturers to meet emissions rules.

In summary, Tesla will be losing up to $9,000 per unit in revenue sources against a profit of $3,000 per unit — an unsustainable path for a sustainable car company. If Tesla can’t make it work, what chance does GM have?

The imminent EV reckoning

Barra had no real answer. Just vague talk about “manufacturing optimization.” She won’t admit to the writing on the wall — that General Motors has no path to profitability selling electric vehicles.

It’s long overdue for the General Motors’ board to put the EV distraction behind them. If Mary Barra won’t do it, then they need to find a CEO who will.

EV sales are sinking — which automakers will go down with the ship?



The electric vehicle market is hitting a critical tipping point — and the mainstream media won’t talk about it.

In a no-holds-barred episode of “Car Coach Reports,” we sat down with two of the sharpest minds in the industry: Anton Wahlman, a veteran financial analyst and columnist for Seeking Alpha, and Karl Brauer, a respected automotive expert known for his data-driven insights on iSeeCars and YouTube.

Together, we pull back the curtain on what’s really happening in the EV world.

Here’s the reality: The federal EV tax credit — up to $7,500 per vehicle — expires September 30, giving automakers under 90 days to move more than 140,000 EVs currently sitting on dealer lots. That’s more than a 100-day supply of inventory, according to the National Automobile Dealers Association. And while some companies are positioned to adapt, others are dangerously overcommitted.

We break down which brands might survive the coming EV shakeout — Toyota, Ford, GM, Hyundai, BMW, Tesla, and others — and which ones are at risk of collapse once the subsidies disappear. The entire industry is being reshaped by political decisions, not consumer demand. It’s a wake-up call for car buyers and a challenge for automakers.

This isn’t about being for or against EVs — it’s about exposing the truth with no agenda.

Don’t miss this essential conversation — especially if you’re shopping for a new vehicle or wondering what comes next for the automotive world.

Biden Admin's $7.5 Billion EV Initiative Built Fewer Than 400 Charging Ports in 3 Years, Watchdog Says

The Biden administration's $7.5 billion program to install electric-vehicle charging stations across the United States has delivered fewer than 400 charging ports since November 2021, according to a Tuesday report by the Government Accountability Office.

The post Biden Admin's $7.5 Billion EV Initiative Built Fewer Than 400 Charging Ports in 3 Years, Watchdog Says appeared first on .

Car dealers stuck with unsellable​ EVs have nobody to blame but themselves



When auto dealers began writing impassioned letters to Congress demanding to keep electric vehicle tax credits alive, it was a clear sign the honeymoon phase of EV policy was over.

Behind the public messaging of “going green” and “building the future,” EV dealers and manufacturers are panicking now that President Trump's "big, beautiful bill" has ended the incentives propping up weak consumer demand.

Let’s not sugarcoat this. EV incentives overwhelmingly benefit upper-middle-class and wealthy Americans.

It turns out the incentives did less to protect the environment than to protect an industry shift that never had strong grassroots support in the first place.

CarMax, Carvana, and several dealer groups had urged Congress to preserve the subsidies underwriting their investments in EV sales and service. Now that the "big, beautiful bill" is set to eliminate these subsidies on September 30, these groups are scrambling.

Seeing green

But let’s be honest — this hasn't been about saving the environment for a long time, if it ever was. It’s about protecting profit margins and preserving political capital after years of lobbying silence.

These same companies and their lobbying arms didn’t push back when mandates were being written into law. Now that the tide has turned, they want taxpayers to continue footing the bill for what is, at its core, a luxury purchase for high-income households with easy access to charging infrastructure. For most Americans, this is out of their price range, and charging infrastructure isn’t available.

No more cushion

Congressional Republicans, backed by growing public skepticism of EV mandates, removed the taxpayer-funded cushion that made EVs appear more affordable than they actually are.

The Senate version of the “big, beautiful bill” ends EV tax credits by September 30, 2025 — three months earlier than the House version. The credits were initially set to expire in 2032.

Here’s what’s going away:

  • New EVs (under $80,000): up to $7,500 in tax credits;
  • Used EVs (under $25,000): up to $4,000 in tax credits.
Meanwhile, automakers under the 200,000-EV threshold can still qualify for incentives under current law until 2026.

Too little, too late

Dealers and manufacturers had years to challenge the growing federal mandates that funneled billions into EV production and infrastructure. They didn’t. Why? Because the gravy train was still running.

Billions in government contracts, purchase incentives, and sweetheart regulatory deals made it too lucrative to speak out. Now, with the Trump administration's sharp reversal of course, the industry wants the benefits to stay — even if the rules are changing.

Sorry, but this is the cost of doing business. You don’t get to opt out of pushback now that the political winds have shifted. If customers want EVs, they’ll buy them.

That’s how the free market works. What we’re seeing now is an attempt to artificially prop up demand with taxpayer dollars, even as surveys show most Americans still prefer internal combustion or hybrid vehicles, citing price, range anxiety, and lack of infrastructure as major concerns.

Judicial speed bump

In a twist that highlights the tangled relationship between politics and policy, a federal judge has blocked the Trump administration from halting EV infrastructure funds for 14 states.

These funds, stemming from former President Biden’s Infrastructure Investment and Jobs Act, were designed to eliminate “range anxiety” by building a nationwide EV charging network. The result was $5 billion spent and seven EV chargers that are live today. A massive waste of your tax dollars.

RELATED: Fudged figures wildly exaggerate EV efficiency

Peter Dazeley/Getty Images

U.S. District Judge Tana Lin ruled that withholding these funds exceeded federal authority. Because the U.S. attorney general's office failed to appeal the order, states like California, New York, and Colorado will see their EV charging infrastructure plans reinstated.

Still, this judicial intervention doesn’t fundamentally shift the larger momentum. Trump’s Department of Transportation has made it clear: The Biden-Buttigieg National Electric Vehicle Infrastructure program was a failure, and it’s being removed. The outcome of this legal battle could delay the administration’s intent to unwind EV mandates and boondoggles. But in the end, the EV mandate and incentives will disappear.

Return to sender

Even the U.S. Postal Service is caught in the EV policy crossfire, as the new legislation has ended its $9.6 billion program to electrify its fleet. A substantial part of this budget went to Ford and Oshkosh Defense to supply the USPS with all-electric Next Generation Delivery Vehicles.

Why does this matter? Because it shows just how embedded (and expensive) this EV experiment has become. Forcing the USPS to go 100% electric is a waste of tax dollars and causes problems and delays of mail deliveries — especially considering that manufacturers were having difficulty meeting the promised deadlines and the agreed upon price.

Cui bono?

Let’s not sugarcoat this. EV incentives overwhelmingly benefit upper-middle-class and wealthy Americans. They’re the ones who can afford $60,000 Teslas or $80,000 Hummer EVs. They can afford home chargers, and they have multiple cars and easy access to public charging. The very Americans who are footing the bill for these incentives — the working class — are the least likely to benefit from them.

Moreover, EVs are not as “clean” as their marketing and mainstream media suggest. The mining of lithium, cobalt, and rare earth metals comes with serious environmental and human consequences, often in countries with little regulation. And the electricity that powers these vehicles? Still largely generated from coal and natural gas in many parts of the U.S.

Let the market decide

The EV market hasn’t succeeded like the past administration claimed. There’s still minimal demand; drivers want lower-cost gas vehicles, hybrids, and plug-in hybrids. But the idea that EVs are the inevitable future and must be subsidized into dominance is not grounded in economic or consumer reality.

Manufacturers and dealers made a business bet. Some will win, others will lose. But the solution isn’t to keep squeezing taxpayers. It’s to give consumers choices — gas, hybrid, diesel, or electric — and let the best technology win in a fair and open marketplace.

Instead of begging Congress to keep the incentives, maybe the industry should have taken a hard look at how it got here. Consumers want freedom of choice, not government mandates wrapped in green marketing. If EVs are truly better, they’ll succeed on their own merits.

Trump unplugged! One Big Beautiful Bill ends EV tax credit September 30



President Trump's One Big Beautiful Bill Act just sent a jolt through America’s automotive industry — and this time, it’s not about subsidies or mandates. It’s about getting Washington out of the driver’s seat.

Passed by Congress and signed into law by President Trump on July 4, 2025, the legislation is packed with major changes that will affect your next car, your fuel bill, and maybe even your job.

Gas-powered vehicles are poised for a strong comeback. With emissions penalties gone and EV credits phasing out, automakers are incentivized to focus on what already works.

Whether you’re a mechanic, a car dealer, or someone simply trying to afford a reliable ride, this bill deserves your full attention. It dismantles a decade of EV favoritism, slashes penalties for automakers, and puts gas-powered vehicles squarely back in the spotlight.

Let’s break it down — without the fluff — and explain exactly why this matters to you.

USPS fleet unplugged

This legislation starts by hitting reverse on the U.S. Postal Service’s $9.6 billion push to electrify its fleet, which began in January 2024 with the purchase of 7,200 Ford E-Transit electric vans, developed especially for the USPS.

Now that this entire program has been marked "return to sender," USPS can get back to delivering mail instead of testing environmental policy.

While an earlier version of the bill called for the USPS to sell off the electric vans, that provision was missing from the final document.

Hard reset on EPA overreach

Next up: the Environmental Protection Agency.

This bill takes direct aim at overreaching green energy policy eliminating California’s ability to set its own tougher vehicle emissions standards. California’s EPA waiver had long allowed the state to push automakers into building more EVs and hybrids — regardless of what the rest of the country wanted. That’s over. And with it, the ripple effect on nationwide vehicle standards could collapse.

More importantly, the bill removes the penalties automakers faced for missing fuel economy targets. Companies like Stellantis paid nearly $191 million in fines during just one two-year window (2019–2020) under CAFE standards. Now, those penalties are set to zero.

This gives automakers breathing room — and the ability to focus on building vehicles Americans actually want to buy: SUVs, trucks, and gas-powered cars with real utility or hybrid vehicles. Not battery-powered compliance boxes.

EV tax credits ending sooner

Here’s the part that really flips the EV market upside down: The tax credits are going away — and sooner than expected.

The $7,500 tax credit for new EVs and the $4,000 credit for used EVs will vanish after September 30, 2025 — a full three months earlier than the House originally planned. And it gets more aggressive: Leased EVs from non-U.S. automakers lose their credits immediately. The EV charger tax credit also ends in June 2026.

What remains? A manufacturing tax credit for U.S.-built EV batteries, but even that excludes any company with links to China.

This is a major economic pivot. With EVs costing an average of $9,000 more than gas-powered vehicles, losing these incentives could price many buyers out of the market. Analysts are forecasting a 72% drop in projected EV sales over the next decade, along with a possible loss of 80,000 U.S. jobs and $100 billion in expected investment.

Tesla may survive the fallout. But other automakers — like Ford and Hyundai — will likely delay or scale back future EV development. Expect fewer EV ads, slower rollouts, and more conventional models hitting showrooms.

More choice, more questions

So what does all this mean for you, the driver?

Gas-powered vehicles are poised for a strong comeback. With emissions penalties gone and EV credits phasing out, automakers are incentivized to focus on what already works. Expect more variety, lower prices, and vehicles designed for the actual demands of American families and businesses.

RELATED: WATCH LIVE: Trump kicks off 250th anniversary of the US with patriotic rally

Fuel demand is expected to stay high — and that’s good news for domestic energy production. Oil and gas industries have long warned that EV policy was artificially distorting the market. Now, that distortion is being corrected.

The bill also helps car buyers more directly with a proposed tax deduction for buyers saddled with auto loan interest — a nod to the growing number of Americans financing vehicles in a high-rate environment. It’s a way to offer relief without distorting the product landscape.

And while an annual $250 EV road-use fee didn’t make it into the final bill, don’t be surprised if that resurfaces in the next round of negotiations. Right now, gas drivers pay federal fuel taxes that help fund roads and infrastructure. EVs pay nothing. That imbalance may not last. This fight could be taken up by the EPA or the Department of Transportation.

Winners and losers

This legislation favors automakers willing to build vehicles Americans want — not those chasing regulatory credits. It’s a win for traditional manufacturers, oil and gas workers, and dealers in heartland states where EV demand has always been low.

It’s a loss for global automakers betting big on electric growth in the U.S. market — especially those with heavy investment in Chinese battery supply chains. And it’s a headache for urban planners, utilities, and environmental groups counting on mass EV adoption to hit clean energy targets.

The National Automobile Dealers Association, CarMax, and others were pushing for a longer transition period. They feared a sudden market disruption. Meanwhile, critics of the bill claimed it jeopardizes climate goals, raises future utility bills, and hands the EV lead to countries like China.

Why you should care

This isn’t just a debate about cars or clean air — it’s a fight over how much control government should have over your choices, your money, and your mobility.

Do you want a vehicle that fits your life, your budget, and your needs? Or do you want a central planner in Washington — or Sacramento — dictating your options? That’s the question this bill forces us to ask.

By pulling back mandates, cutting artificial market manipulation, and letting consumers — not bureaucrats — drive the demand, this bill aims to restore sanity to an industry that’s been distorted by politics and ideology for too long.

It’s not perfect, but it’s a start.

So think carefully about what this means, not just for the next car you buy — but for the future of freedom on America’s roads.

For more, check out my video here.

Were Biden’s strict fuel economy standards illegal? Sean Duffy says yes.



Could the rules behind your car’s fuel economy be hiding a big secret?

Transportation Secretary Sean Duffy says Biden-era fuel economy standards were illegal, and he’s rolling them back. This move could lower car prices and give you more options. But what does it mean for your wallet and your drive?

Biden’s rules, Duffy argues, assumed massive EV growth, inflating fleet efficiency targets and effectively mandating more EVs.

The Trump administration is shaking up the Corporate Average Fuel Economy standards, which set miles-per-gallon targets for automakers.

In June 2025, Duffy announced that Biden’s rules requiring an average of 50 mpg for light-duty vehicles by 2031 were illegal. Those standards, finalized in 2024, demanded 2% annual efficiency gains for cars starting in 2027 and light trucks in 2029, banking on a surge in electric vehicle sales.

Duffy’s new interpretive rule, “Resetting the Corporate Average Fuel Economy Program,” doesn’t change standards yet but empowers the National Highway Traffic Safety Administration to revise them soon. It argues that Biden’s team violated federal law by factoring EVs into CAFE calculations, something banned under the Energy Policy and Conservation Act of 1975 and the Energy Independence and Security Act of 2007.

Adding fuel to the fire, Senate Republicans proposed scrapping fines for automakers missing CAFE targets with gas-powered vehicles, part of a June 2025 tax bill. These moves aim to ease burdens on carmakers and shift away from EV-heavy policies, but they’re sparking fierce arguments about cost, choice, and environmental impact.

Why ‘illegal’?

At the heart of Duffy’s claim is how Biden’s CAFE standards were set. Federal law requires NHTSA to establish “maximum feasible” mpg goals for gas-powered vehicles, weighing technology, cost, and energy savings. But it explicitly prohibits counting EVs — classified as “dedicated alternative fuel vehicles” — in these calculations.

Biden’s rules, Duffy argues, assumed massive EV growth, inflating fleet efficiency targets and effectively mandating more EVs. This raised costs for automakers, who had to invest heavily in electric models or face hefty fines.

Supported by the Alliance for Automotive Innovation, Duffy says this approach broke statutory limits, making the standards unlawful. Major automakers like GM, Ford, and Stellantis agree, arguing that Biden’s targets were unrealistic and forced them to prioritize EVs over popular gas-powered SUVs and trucks. The Trump administration claims resetting CAFE will cut manufacturing costs, make cars more affordable, and let you choose what you drive, whether it’s gas, hybrid, or electric.

Inside Biden’s ambitious plan

To grasp the rollback, consider what Biden’s rules demanded.

Set in June 2024, they aimed for 50.4 mpg for light-duty vehicles by 2031, saving 64 billion gallons of gas and cutting 659 million metric tons of emissions by 2050. Heavy-duty pickups and vans faced tougher goals, with 10% yearly efficiency jumps from 2030 to 2032. These standards were part of a push to halve vehicle emissions by 2032, with EVs expected to dominate new car sales.

Biden’s team argued the rules would save drivers about $600 per vehicle in fuel costs over its lifetime, reduce dependence on foreign oil, and fight climate change. Environmental groups like the Environmental Defense Fund cheered, citing cleaner air and energy security.

But automakers weren’t convinced, citing sky-high compliance costs and a market where EVs, despite heavy investment, remain pricier and less popular than gas vehicles. A credit-trading system let EV makers like Tesla sell excess credits to others, earning billions but adding costs for traditional carmakers, who called it unfair. Duffy’s rule challenges this system, aiming for a fairer market.

How this affects you

This isn’t just a policy debate — it impacts your next car purchase.

Duffy says scrapping Biden’s rules will lower production costs, letting automakers offer cheaper vehicles, especially affordable models for families and small businesses. High CAFE standards drove up prices by requiring costly tech like turbochargers or hybrids. The Alliance for Automotive Innovation suggests this could revive entry-level cars. However, less efficient vehicles could mean bigger fuel bills, potentially wiping out savings.

The rollback could also expand your choices. Strict standards pushed carmakers toward EVs, sidelining gas-powered SUVs and trucks that lead U.S. sales. Looser rules might bring more variety, including heavier, safer designs, as data shows these fare better in crashes. But environmentalists like Katherine Garcia of the Sierra Club warn this could limit clean vehicle options, frustrating eco-conscious buyers. Older, less efficient cars — more common if prices drop — may also pose safety risks, creating a complex trade-off.

Biden’s rules promised major cuts in emissions, but in some cases they could actually stall progress. In coal-heavy regions like the Midwest, EVs aren’t always cleaner than efficient gas vehicles. Curious? The EPA’s Beyond Tailpipe Emissions Calculator shows how your local grid affects EV emissions — it’s worth a look.

Policy meets politics

This fight goes beyond mpg — it’s a battle of priorities. Biden used CAFE to speed up EV adoption, tying it to climate goals and the Inflation Reduction Act’s EV subsidies. Trump, backed by automakers and oil interests, sees it as government overreach. His January 2025 executive orders “Unleashing American Energy” and “Initial Rescissions of Harmful Executive Orders and Actions” directed agencies to ditch EV mandates and boost fossil fuels.

The timing adds intrigue. Duffy’s rule landed amid a public clash between Trump and Tesla CEO Elon Musk, with Trump suggesting that Musk opposed a budget bill cutting EV tax credits. Musk pushed back, but it highlights tensions as EV policies unravel. The EPA, now led by Lee Zeldin, is also rethinking emissions rules and California’s 2035 gas car ban, signaling a wider retreat from green policies.

Environmentalists are alarmed. Garcia warns that weaker standards will raise fuel costs, increase pollution, and harm health. Automakers, however, see relief after struggling with EV investments and sluggish sales. Stellantis, for instance, delayed its electric Ram pickup and doubled down on gas models post-election, reflecting the industry’s shift.

What's next?

Duffy’s rule is a starting point. NHTSA will soon propose new standards, likely easing mpg targets and excluding EVs. Senate plans to eliminate fines could further relax enforcement, giving carmakers room to breathe. But legal battles are brewing — environmental groups may sue, arguing that NHTSA must set “maximum feasible” standards. California’s tougher rules could also trigger a federal-state clash.

For now, the rollback aligns with Trump’s promise of affordability and choice. Whether it delivers cheaper cars or dirtier air depends on NHTSA’s next steps and consumer response. Fuel economy standards, born during the 1970s oil crisis, remain a flashpoint for energy, economics, and the environment.

Why you should care

This story hits your driveway, your budget, and the world you live in. Biden’s CAFE rules aimed high but, per Duffy, broke the law by banking on EVs. The Trump rollback could make cars cheaper and give you more options, but it risks higher fuel costs and emissions.

Stay tuned for NHTSA’s next moves and tell policymakers what matters to you. Whether you love gas, lean electric, or ride hybrid, you deserve rules that balance cost, choice, and a cleaner future.

How Jaguar's gender-bending rebrand is threatening its total collapse



Storied British car manufacturer Jaguar has a real history. While the brand has undergone acquisitions and changes, highs and lows over its 90-year history, it has also produced beautiful and iconic race cars and luxury sedans along the way — and served as an ambassador for the British automotive industry.

Decades ago, when my late grandfather met the CEO of British Airways on a tarmac in his Mercedes-Benz, the Englishman didn't mention the faux pas. After business happily concluded and my grandfather drove him back to his private plane, the old man thanked him, then said, "Do me a favor and buy yourself a Jag. Send me the bill."

June reports indicated that in April 2025, the once-storied brand sold only 49 cars in Europe.

RELATED: How to destroy a car brand: Jaguar's billion-dollar blunder

Photo by Krishan Kariyawasam

My grandfather never took him up on that offer, but such was the pride of England (and the grudge against the Germans). But no more. In November 2024, Jaguar launched a nightmarishly bizarre, gender-bending advertising campaign called "Copy Nothing." The ad, which was creepier than any 1990s Smashing Pumpkins or Marilyn Manson music video and was years late to the peak of the broader "make everything gay" corporate ad campaigns, promised to "create exuberant, live vivid, delete ordinary, [and] break moulds."

The ad was widely and immediately panned. Jaguar Land Rover Managing Director Rawdon Glover defended the move, saying, "We wanted to move away from traditional automotive stereotypes" to "re-establish our brand and at a completely different price point," and complaining about the "vile hatred and intolerance" that greeted the campaign. It's worth noting that the ad "re-establishing" the brand didn't include even a single vehicle.

In the ensuing months, Jaguar has ejected its supply of traditional vehicles in favor of luxury electric vehicles expected to cost more than $100,000 each and debuting later this year. Unsurprisingly, this has hurt sales — but even worse than some might have expected. June reports indicated that in April 2025, the once-storied brand sold only 49 cars in Europe. That's less than one dealership's worth and, in view of the 1,961 cars sold in April 2024, is a more than 97% decline.

Compare that to Mercedes-Benz, BMW, and Audi, which have also moved toward electric vehicles while not completely rejecting their gasoline inventory, and sold "approximately 50,000 to 75,000 units in April 2025 across Europe."

You can expect real fluctuations when you rebrand, but barring some magical turnaround when the new electrics are launched, there's a solid chance Jaguar goes down in history as the greatest major global brand suicide in automotive history — and as a lesson for those who would consider following.

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