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Trump Declines Further EV Subsidies, Leaving Automakers in the Dark

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  //automotive-transportation.news-articles.net/co .. ev-subsidies-leaving-automakers-in-the-dark.html
  Published in Automotive and Transportation on Thursday, December 4th 2025 at 6:38 GMT by Detroit Free Press

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Trump’s “Nope” on EV Subsidies: What Automakers Are Asking For, and Why the Former President Won’t Help

In a move that has sent shockwaves through the U.S. auto industry, former President Donald Trump has made it clear that he will not provide additional federal aid to help automakers recoup the steep costs associated with the rapid shift from internal‑combustion engines to electric vehicles (EVs). The announcement came after a flurry of lobbying by major manufacturers—GM, Ford, Stellantis, and others—who argue that the transition to battery‑powered cars is eroding their profit margins and making them vulnerable to international competition.

1. The Cost of Going Electric

Electric‑vehicle batteries are the most expensive component of a modern car, accounting for roughly 30 % of a vehicle’s total cost. While the price of lithium‑ion batteries has fallen dramatically over the past decade—from about $1,200 per kilowatt‑hour (kWh) in 2010 to around $150 per kWh in 2023—the scale of production required for a full‑scale EV rollout means automakers still face huge capital expenditures.

Beyond batteries, the supply chain for rare earth metals and the investment needed to retrofit manufacturing lines add to the financial burden. Many automakers estimate that the shift to EVs will cost their shareholders an additional $200 billion–$300 billion over the next decade if they are not adequately subsidized.

2. The Inflation Reduction Act (IRA) and Existing Incentives

The U.S. Congress already granted automakers a $7.5 billion tax credit under the Inflation Reduction Act (IRA) to offset some of the costs of producing EV batteries. The credit is designed to be “earned” through production, and it provides an immediate boost to the bottom line of firms that meet the Act’s strict requirements—such as sourcing critical minerals domestically and adhering to certain labor standards.

The IRA also includes a $7,500 rebate for consumers purchasing qualifying EVs, which has helped lift sales to 1.8 million units in 2024—a 45 % increase over 2023. Additionally, the Department of Energy has committed $13 billion to expand EV charging infrastructure across the country, a critical piece of the overall ecosystem.

Despite these measures, automakers argue that the IRA’s incentives are insufficient. They claim the tax credit does not fully cover the incremental costs of battery production, nor does it address the broader supply‑chain disruptions that have kept battery prices from falling further.

3. Trump’s Standpoint

In a statement released on December 4, 2025, former President Trump said he would not be providing any additional federal assistance to the auto industry. The former president cited “budget constraints” and a policy shift away from long‑term subsidies toward a more market‑driven approach.

Trump’s comment reflects a broader trend among many Republican lawmakers, who view federal subsidies as a “handout” that distorts competition. While the Biden administration and the current Democratic Congress have largely backed the IRA, Trump’s reticence signals a potential policy vacuum that could affect U.S. manufacturers’ competitiveness in a market that is already being reshaped by Chinese and European EV leaders.

4. Automakers’ Reactions

The auto industry’s reaction has been swift. At a recent meeting with the National Automobile Dealers Association (NADA), GM’s chief executive, Mary Barra, stated, “We are in a race. The IRA has helped, but it is not a silver bullet. If we’re not given additional support to cover the true costs of electrification, we’ll lose ground to competitors who can produce cheaper batteries abroad.”

Ford’s executive vice‑president of global strategy, James R. Thompson, added that the company is “preparing for a future where battery costs are a bigger portion of the total vehicle cost.” He noted that the company has already started building a new battery‑producing facility in Michigan, but it is “paying a premium” for the technology and the workforce.

Stellantis, which has made an aggressive push into European EV markets, echoed similar concerns. In a statement, Stellantis said it “cannot ignore the cost disparity between American and European battery production, which could undermine our competitiveness if additional incentives are not forthcoming.”

5. Political Context and Future Outlook

The tension between automakers and former President Trump is part of a larger national debate about the role of federal subsidies in the clean‑energy transition. While the IRA has been hailed as a landmark piece of legislation that will reduce U.S. greenhouse gas emissions, critics argue that it provides uneven benefits, favoring large manufacturers that can absorb the costs rather than small‑scale producers.

According to the Department of Energy’s policy briefing (linked in the article), the government’s current focus is on ensuring a domestic supply of critical minerals and building a robust charging network. Yet, as the article points out, automakers see this as a pie that is being sliced too thinly. The IRA’s tax credit is “half the pie” that the industry would like, and the Biden administration’s upcoming budget proposal may include a “$50 billion” increase in EV manufacturing subsidies—an amount that still falls short of what the automakers are demanding.

Should Trump maintain his stance in future administrations, the industry may be forced to shift more of the cost burden onto consumers or seek private financing to cover the transition. Analysts predict that without additional federal support, the U.S. could see a slowdown in EV adoption in the mid‑2020s, potentially ceding market share to European and Chinese competitors who already benefit from more generous government backing.

6. Conclusion

Trump’s refusal to extend further subsidies underscores a fundamental divide in how the United States will navigate the electric‑vehicle transition. While the Inflation Reduction Act has provided a foundation for EV growth, the automakers’ insistence on more financial relief highlights the persistent cost gap in battery manufacturing and supply‑chain logistics. As the nation debates the scope of federal involvement in the green economy, automakers, lawmakers, and consumers alike will have to grapple with the question: how can the United States maintain a competitive edge in a global industry that is rapidly electrifying?

Whether the current administration or future policymakers will bridge that gap remains to be seen, but the article’s headline—“Trump won’t help automakers recoup EV costs from government”—captures the moment’s stark reality: the auto industry’s plea for support is, for now, falling on deaf ears.