A divided U.S. Supreme Court has blocked the Biden administration’s vaccine-or-test rule that would have been enforced by the Occupational Safety and Health Administration (OSHA) and impacted roughly 1.7 million automotive employees.
“Although Congress has indisputably given OSHA the power to regulate occupational dangers, it has not given that agency the power to regulate public health more broadly,” the court explained. “Requiring the vaccination of 84 million Americans, selected simply because they work for employers with more than 100 employees, certainly falls in the latter category.”
Mexican and Canadian officials have been dropping hints that they’re not all that enthusiastic about the United States-Mexico-Canada Agreement (USMCA) since before Enrique Peña Nieto, Donald Trump, and Justin Trudeau all sat down to sign it in 2018. But just getting to that point required months of formal negotiations that rarely looked to be all that productive.
Sadly, things don’t seem to have changed now that the USMCA is in full effect. Last week, Mexico requested a dispute settlement panel under the terms of the trade pact to help resolve disagreements about the surprisingly contentious automotive content stipulations that determine whether or not vehicles and parts will be slapped with tariffs. Under the previous North American Free Trade Agreement (NAFTA), 62.5 percent of the vehicle’s components had to be sourced from member nations to be considered tax-exempt. In an effort to spur localized production, USMCA increased that number to 75 and not everyone is thrilled with the updated content requirements with Mexico claiming it’s not even sure how to apply them. Canada now intends to formally sign onto Mexico’s complaint against the U.S. over their divergent interpretation of rules.
Ford will be reducing output for the 2022 Mustang GT and Mach 1 coupe. Both models will have 10 fewer horsepower and 10 fewer pound-feet of torque than the previous model year, with the culprit being emission compliance. Changes reportedly only pertain to the 5.0-liter Coyote V8.
The National Highway Traffic Safety Administration is considering increasing penalties for automakers that fail to meet fuel-efficiency requirements. Though this could be considered a restoration of older standards, depending upon your perspective.
Shortly before leaving office, President Donald Trump postponed a regulation from the last days of the Obama administration that would have effectively doubled fines for vehicle manufacturers failing to meet Corporate Average Fuel Economy (CAFE) requirements. Automakers had been complaining that the rule would have dramatically increased operating costs, suggesting that would trickle down to vehicle pricing and give manufacturers selling carbon credits an unfair advantage.
Tesla Gigafactory has been hit with more red tape than a last-minute Christmas present and is reportedly nearing completion. Elon Musk even suggested the facility could be producing vehicles by the end of October. However, some of the language emanating from his recent 0n-site engagement has us wondering what the odds are on that becoming a reality. The facility has already been delayed on more than one occasion by environmental activists and bureaucratic hang-ups. Though it now appears to be within a few weeks of commencing operations, Tesla’s CEO didn’t sound overly optimistic about the target.
On Friday, Musk met with Armin Laschet — Germany’s leading Conservative candidate to succeed Angela Merkel as chancellor — to tour the grounds of Gigafactory Berlin (technically Gruenheide). Though the main event was Elon’s preceding meeting with local Brandenburg officials that have not yet given final approval on the facility, citing ecological concerns.
The Biden administration released updated proposals for the mileage and emission standards to be imposed on passenger vehicles sold inside the United States this week. To the great shock of nobody, they move the country away from the targets established by the Trump administration so the nation can be brought back toward stringent Obama-era goals those later changes sought to get away from.
Though it’s not quite a return to form and environmentalists have already accused the plan of being insufficient — a take that’s as easy to predict as a sunrise. The Environmental Protection Agency would be technically setting rules that put us a year or so behind targets instituted during the Obama administration. But that’s largely understandable when that regime didn’t spend the last four years inside the White House. Besides, the Biden administration’s EPA has already confirmed it’s pushing for even tougher restrictions after 2026.
The Mitsubishi Delica is one of those quirky right-hand drive, four-wheel-drive vans from Japan. They’re popular among outdoor enthusiasts, fans of ’80s/’90s “rad-era” vehicles, and people looking for a capable camper without having to spend VW Syncro bucks. But in Maine – The Pine Tree State – Delicas are not welcomed, at least by the Bureau of Motor Vehicles. The state has sent letters to owners canceling their registrations.
Thanks to the 25-year import rule, Delicas of the right vintage can be brought into the U.S. with little issue and typically registered with minimal hassle in most states (I’m looking at you, California). However, it came to light recently that Maine was sending letters to Delica owners telling them their registration was canceled, and not because they didn’t do the paperwork correctly.
While the right-to-repair movement is fighting a national battle, the brunt of the action has been taking place on America’s coasts. Consumer activists are taking on multinational corporations that don’t want you to modify your mobile devices, affix aftermarket components to your vehicle, or have complete access to the data that’s amassed by the staggering number of products that are needlessly networked to the internet. After years of petitioning the government, often while arguing with high-paid lobbyists, the group achieved a major victory in Massachusetts in 2020. Voters decided that automakers should not be allowed to withhold information from the vehicle’s owner or use it as a way to prohibit them from taking their car into independent repair shops (rather than manufacturer-certified service centers) or tinkering with it themselves.
Now the federal government is getting involved. Joe Biden has signed an executive order that effectively forces the Federal Trade Commission (FTC) to take regulatory action that would settle the matter. But we don’t really know if that’s going to lead to a market where customers are free to treat their property (and private data) as they wish, one where the manufacturer holds all the cards, or simply result in a regulatory minefield displeasing all parties.
There are competing philosophies when it comes to shifting the market to electric vehicles.
There’s the free-market philosophy, which says the market will get there on its own. There’s the incentive philosophy, which suggests incentivizing consumers will accelerate the transition away from the internal combustion engine. Consider that one to be the carrot approach.
Finally, we have the philosophy that if regulations don’t force automakers to make more EVs, they won’t, at least not quickly enough to address climate change. The free market and/or incentives won’t be enough. Consider this to be the stick.
Guess which philosophy President Joe Biden seems to be embracing?
Carscoops is reminding us that a law passed in 2019 is mandating that new cars introduced after 2022 must be fitted with speed limiters.
Here’s the good news, at least for us Yanks and Canucks — the law was passed by the European Union and applies to, well, Europe.
Washington has elected to become the first slice of America to ban the internal combustion motor, and we don’t just mean new sales. The Pacific state passed a bill on Thursday that would make the registration of gasoline or diesel-powered vehicles from the 2030 model year onwards illegal — leaving residents with the option to purchase a new electric vehicle, buy a secondhand gas burner, or throw up their hands and move elsewhere.
It’s an interesting concept, especially considering there’s very little evidence to suggest the industry will be at a point where total EV adoption will be remotely plausible by 2030. Even California, which is famous for its heavy-handed environmental regulations didn’t think it could start mandating the death of the internal combustion engine until at least 2035. Though Washington is reportedly not making this a concrete rule and it hinges on the adoption of another bill that would tax vehicles based on the number of miles driven. Think of it like a fuel tax that follows you around, even if you’re not using any.
With environmental regulations being a cornerstone of the Biden-Harris platform, the administration’s newly installed Environmental Protection Agency head has signaled that changes are coming over the summer. However, before that can take place, Administrator Michael Regan said wants to make some big changes within the agency that he believes will bring it back to the way it operated before being restructured by the Trump administration.
In the meantime, the EPA will be actively revising the previous president’s relaxed fuel economy standard designed to give the industry some flexibility in terms of keeping larger vehicles and traditional powertrains on sale — something we’ve covered repeatedly as it ended up being the proverbial football in the highly political American gas war. Considering Mr. Regan’s history of praising California’s climate response and energy protocols, his allegiances in the conflict should be obvious. However, he has also suggested that the EPA needs to make decisions on what’s feasible, indicating he may not push for extreme measures. Though he has not drawn any lines in the sand when it comes to potential bans of internal combustion vehicles or stringent penalties for power plants and oil refineries.
On Tuesday, a federal judge approved a $1.5 billion settlement to pump the brakes on an investigation conducted by the U.S. government pursuing claims that Daimler used illicit software that allowed excess diesel emissions on 250,000 units. This runs in tandem with another $700 million settlement the automaker is making with vehicle owners, which is likely to see final approval in a few months, and an extensive recall campaign.
The federal case involves the U.S. Justice Department, the California Air Resources Board, and follows a trend of fines for automakers accused of misleading regulators so that diesel vehicles could continue being sold. This kicked off with Volkswagen’s Dieselgate in 2015, with numerous government probes taking place in Europe and North America over the next five years. Many automakers have since been discouraged from relying on diesel powertrains due to rising regulatory actions. European countries that once championed the fuel as ecologically preferable to gasoline, after the advent of biodiesels, are now obsessed with tamping down NOx emissions and getting more electric vehicles onto the road.
The European Automobile Manufacturers’ Association (ACEA) is demanding the EU install more electric vehicle charging stations in a letter co-signed with Transport & Environment (T&E) and the European Consumer Organization (BEUC). This marks the hundredth time (rough estimate) an auto lobbying entity has tried to pressure the government into spending a fortune to drastically alter the European infrastructure to support the planned glut of EVs.
But it might be a fair request. Regulatory actions have effectively forced the industry into a corner and it now seems giddy at the prospect of an electrified world. The only real downside is that the charging infrastructure and power grids aren’t ready. ACEA estimates that the EU will need to build one million public charging points by 2024, with hopes of seeing three million installed before 2030.
Let’s see how feasible that is before it’s tried in our neck of the woods.
Low-volume manufacturers may now sell replicas of cars made at least 25 years ago. At long last, The National Highway Transportation Safety Administration (NHTSA) has completed regulations to allow specialty car makers to produce and sell completed, turnkey cars.
Latest Car ReviewsRead more
Latest Product ReviewsRead more
- Tassos Why do you ask, "will this work for CHEVY"?? Who cares if it does not work for them? The question is, "will this work for GM as a whole, and for the Corvette brand in particular, and the answer is a resounding YES.
- VoGhost I don't really care about sub-branding. I care about great product. GM should focus less on the branding and more on the great product part of the equation. Barra was appointed CEO on the premise of 'no more boring cars'. It hasn't worked out that way.
- 28-Cars-Later Tim - I seriously did not log in just to complain but this site is completely jacked up now from a website design perspective. I always whitelisted for ten years but I had to turn on No Script because its just so horrible now, and with it on the layout looks even worse. I'm truly stunned by the callous design choices coming from on high, just wow.
- 28-Cars-Later Corey I need talked down here:https://pittsburgh.craigslist.org/cto/d/pittsburgh-1999-cadillac-eldorado-etc/7561280135.htmlI talked to the seller, he said his father had it sent to a specialty shop to had the head bolts done which is the main design flaw in these. I need another car like I need another hole in the head... still...
- Lou_BC The birfield joints on these older units tend to need a rebuild and are very expensive to replace.