Five years after the pandemic idled North American plants, this April looms with the threat of devastating taxes on imported autos on top of steel and aluminum tariffs and maybe more.
The sheer pace of innovation and differentiation that’s needed is at odds with the traditional way that automakers do business. To move fast and get new cars to market at such speed, brands need to revisit their assumptions — and, most importantly, triage their resources properly.
The auto industry, which thrives on long-term planning, faces a new level of uncertainty as it grapples with evolving regulatory and trade policies.
The question is why automotive is being left out of such a signature policy of the Trump administration. The answer is one of great economic integration.
In light of the recent cybersecurity breach that was prevented, the industry must remain vigilant to prevent another attack like the one in June 2024.
Suppliers are particularly vulnerable to the impacts of President Donald Trump's various tariff schemes, but most lack the resources and pricing power to avoid them.
Elon Musk’s shift this year from leading his electric vehicle company to spearheading a U.S. government initiative is proving that business and politics can be a volatile mix.
Sales of GM’s Cadillac Lyriq EV tripled in 2024 to 28,402, outpacing each of its XT4, XT5 and XT6 gasoline crossovers. And in January, Cadillac saw a 38% rise in its electric vehicle registrations.
The UAW and President Donald Trump have seldom seen eye-to-eye, but the promise of 25 percent tariffs on products made in Canada and Mexico has created common cause. UAW President Shawn Fain has long been an opponent of free trade agreements, and Fain is one of the few high-profile figures to openly support the president.
Kia is building its new PV5 electric commercial vehicle in South Korea, and that means it is not destined for the United States, which imposes a 25 percent tariff on imported light trucks.
