General Motors CEO Mary Barra recently acknowledged that federal fuel efficiency standards were set so aggressively under the Biden administration that her company would have been forced to scale back production of internal combustion engine vehicles just to stay compliant.

More: GM’s CEO Defended Tesla And Musk To Biden, But The Snub Happened Anyway

Barra shared this during a conversation at a high-profile industry conference hosted by The New York Times, where she discussed the internal pressures major automakers face under the current regulatory environment.

Timing matters, of course, as her comments came shortly after President Donald Trump confirmed that fuel efficiency standards are being rolled back, reducing the pressure on automakers to build EVs and providing them with more flexibility to manufacture and sell more combustion-powered models.

“Had to Start Shutting Down Plants”

Under the Biden-era rules, automakers would have been required to reach a fleet-wide fuel economy average of 50 miles per gallon by 2031. According to Bloomberg, achieving that would have meant electric vehicles making up more than half of all sales by that point.

Read: GM CEO Says EV Shift To Happen “Over Decades”

If GM couldn’t meet those benchmarks, and if the administration didn’t revise the rules to reflect market realities, Barra claims that the company would have had little choice but to curtail sales of its gasoline-powered lineup.

She added that internal forecasts indicated the company would have “had to start shutting down plants” if its EV sales didn’t grow quickly enough.

Barra also touched on several other topics with Andrew Ross Sorkin, the interviewer and the founder and editor at large of DealBook. At one point, he asked her about GM flip-flopping in supporting policies during the first Trump administration, again when Joe Biden was elected, and once more after Trump returned to the White House in January.

Bending The Knee Or Business As Usual?

Barra responded by framing GM’s approach as pragmatic, not political. The company, she said, wants to build vehicles people want to buy, and it simply has to work within the regulatory frameworks set by whoever is in office.

Also: Ford’s CEO Applauds Trump’s CAFE Rollback, Says They Were Forced Into EVs

Now, thanks to the rollback of CAFE standards, it will have the freedom to better manufacturer vehicles based on what their customers want, rather than simply what they must build to meet regulatory requirements.

How this will impact the American car industry remains to be seen, but if those rules remain in place in the future, we don’t expect to see EVs accounting for a significant share of the market any time soon.

In 2021, a high-profile EV summit at the White House brought together some of the biggest names in the auto industry. Hosted by then-President Joe Biden, the event was pitched as a landmark moment for the nation’s transition to electric vehicles. Executives from GM, Ford, and Stellantis were all present.

But conspicuously absent? Elon Musk, or anyone from Tesla, for that matter. That absence didn’t go unnoticed, especially when Biden publicly credited GM with leading the EV revolution.

Read: GM’s Mary Barra Promises Cleaner Engines, But Looser Rules Fuel More Gas Guzzlers

As history has shown, Musk likes to hold a grudge. And while it may have seemed like a fleeting political oversight at the time, the snub may have had consequences that extended far beyond the Beltway.

What Was Behind the Snub?

Little has been said publicly about the summit in the years since, but during an interview at the 2025 New York Times DealBook Summit, GM president Mary Barra shed new light on what happened behind the scenes. According to Barra, she spoke privately with President Biden at the event to redirect some of the praise being sent her way.

“He was crediting me and I said, ‘Actually, I think a lot of that credit goes to Elon and Tesla,’” Barra told the audience. “You know me, Andrew. I don’t want to take credit for things.”

The snub was thought to have been done in part to throw the White House’s support behind the United Auto Workers and GM, Ford, and Stellantis, all of which have unionized labor. Tesla, on the other hand, doesn’t. Musk has been openly critical of labor unions for years, a stance that’s often put him at odds with Democratic policymakers.

The Fallout That Followed

The story didn’t end there. As reported by the Business Insider, in her recent memoir, then-Vice President Kamala Harris acknowledged that leaving Musk off the invite list was, in hindsight, a misstep.

“If you are convening the nation’s manufacturers of electric vehicles and the biggest player in the field is not there, it simply doesn’t make sense,” she wrote. “Musk never forgave it.”

Speaking in a separate interview, Harris reflected further: “So, I thought that was a mistake, and I don’t know Elon Musk, but I have to assume that that was something that hit him hard and had an impact on his perspective,” she said, according to Fox News.

It’s hard to quantify exactly how much the snub shaped Musk’s political outlook, but for years, the Tesla CEO had aligned himself with Democratic candidates, casting votes for figures like Barack Obama and Hillary Clinton.

But around 2022, Musk’s political leanings began shifting to the right, and he would go on to play a significant role in helping elect Donald Trump to a second term. Whether things might have turned out differently if Biden had acknowledged him is anyone’s guess.

Let’s not forget the White House giving Tesla the cold shoulder, excluding us from the EV summit and crediting GM with “leading the electric car revolution” in the same quarter that they delivered 26 electric cars (not a typo) and Tesla delivered 300 thousand.

— Elon Musk (@elonmusk) December 24, 2023

President Donald Trump speaks during an executive order signing in the Oval Office on Feb. 11, 2025. (Photo by Andrew Harnik/Getty Images)

President Donald Trump said Friday he will try to reverse any law, pardon or still-in-effect executive order that former President Joe Biden signed with an autopen, though it wasn’t immediately clear how that would work or whether it would be legal. 

Trump declared in a social media post that any documents Biden signed with the autopen are “hereby terminated, and of no further force or effect.”

“I am hereby cancelling all Executive Orders, and anything else that was not directly signed by Crooked Joe Biden, because the people who operated the Autopen did so illegally,” Trump alleged. “Joe Biden was not involved in the Autopen process and, if he says he was, he will be brought up on charges of perjury. Thank you for your attention to this matter!”

The White House press office didn’t immediately respond to a request for the list of documents Trump believes he has the ability to rescind based on the manner they were signed.

States Newsroom also asked the Trump administration if officials believe the president would need to sign an executive order in order to implement his social media post. 

Experts dismissed earlier autopen challenge 

The post was similar to one Trump published in March when he claimed any pardons Biden signed with the autopen were void, something legal experts said at the time was “absurd” and a “red herring.”

Trump brought up his frustration with autopen use again in June when he ordered the White House legal counsel and U.S. attorney general to investigate when and why Biden administration staff used an autopen. 

Trump said during an Oval Office appearance at the time he hadn’t found any evidence Biden aides violated the law.

“No, but I’ve uncovered the human mind,” Trump said. “I was in a debate with the human mind and I didn’t think he knew what the hell he was doing. So it’s one of those things, one of those problems. We can’t ever allow that to happen to our country.”

Biden and spokespeople working for him have repeatedly said he knew what official documents were being signed in his name and rejected claims that White House staff used the autopen without his authorization or knowledge. 

Biden released a statement in June following the Trump memorandum, saying the investigation “is nothing more than a distraction by Donald Trump and Congressional Republicans who are working to push disastrous legislation that would cut essential programs like Medicaid and raise costs on American families, all to pay for tax breaks for the ultra-wealthy and big corporations.”

“Let me be clear: I made the decisions during my presidency. I made the decisions about the pardons, executive orders, legislation, and proclamations,” Biden wrote at the time. “Any suggestion that I didn’t is ridiculous and false.”

While presidents have regularly rescinded their predecessors executive orders, usually within their first few days or weeks in office, Congress would very likely need to act in order to alter or eliminate any laws that Biden signed with an autopen. Trump seeking to overturn a law, or part of a law, unilaterally would likely lead to a lawsuit over whether he holds that power. 

Trump doesn’t cite legal authority

It also wasn’t immediately clear what legal authority Trump believes he has as president to undo pardons if Biden used an autopen to sign the documents. 

David Super, a constitutional and administrative law professor at Georgetown University, told States Newsroom in March that “the Constitution does not require signatures for pardons. It simply says the president has the power to pardon.”

“So if President Biden wanted to simply verbally tell someone they’re pardoned, he could do that. It wouldn’t have to be in writing at all,” he said. “Administratively, of course, we want things in writing. It makes things a lot simpler, but there’s no constitutional requirement.”

Ashley Murray contributed to this report. 

A Kwik Trip station in Mount Horeb, Wisconsin, was among the locations chosen for new charging stations in the first round of Wisconsin's build-out for its charging station network under the National Electric Vehicle Infrastructure program (NEVI), part of the bipartisan infrastructure law enacted during President Joe Biden's term in office. (Photo by Erik Gunn/Wisconsin Examiner)

A program to expand electric vehicle charging stations in Wisconsin is getting  a $14 million jolt with plans to build 26 more stations across the state.

Gov. Tony Evers and the Wisconsin Department of Transportation announced the expansion plan Monday.

The announcement recharges the state’s electrical vehicle charging network project, supported by the National Electric Vehicle Infrastructure program. NEVI, part of the 2021 bipartisan infrastructure law signed by  then-President Joe Biden, provides grants to states to build more charging stations.

“Transportation is evolving, and departments of transportation and states have to adapt with that evolution,” said John DesRivieres, WisDOT’s communications director. “As the market and the number of folks who are driving electric vehicles grows, EV infrastructure is needed.”

NEVI funding paused after President Donald Trump took office, and Wisconsin was one of 15 states along with the District of Columbia to sue the Trump administration in May for cutting off money for the program. A federal judge blocked the administration in June from defunding NEVI, and the Wisconsin DOT subsequently restarted its program.

The $14 million in federal funds for Wisconsin’s new round of charging stations will go to projects in communities throughout the state, from Superior in the northwest to East Troy in the southeast. They include 11 locations at Kwik Trip service stations, six locations at hotels or resorts, six locations at other service station brands and a handful of other businesses.

“My administration and I have prioritized ensuring our state’s infrastructure meets the needs of the 21st Century since Day One because expanding our clean energy and electric vehicle infrastructure helps create jobs and bolster our economy, and it’s good for our planet, too,” Evers said. “Thanks to our actions to get the Trump Administration to release this critical funding that they were illegally withholding, we are thrilled to see the NEVI program continue to support these goals and further move us toward the clean energy future Wisconsinites deserve.”

The transportation department chose projects based on their location, their potential for future development, and the business site’s hours. Extended hours were given preference to accommodate longer refueling times, according to WisDOT.

Wisconsin’s plan calls for charging stations along 15 major interstate, U.S. and state highway corridors that cross the state. A WisDOT EV charging station dashboard shows the locations for all planned chargers in the state.

With the round of grants announced Monday, Wisconsin has invested a total of $36.4 million in federal funds for 78 projects.

The first round, announced in May 2024, invested $22.4 million to build 52 stations. Of those, 11 are operational, 16 have been authorized for construction and the rest are in pre-construction phases.

A federal tax credit for electric vehicles that was included in the 2022 Inflation Reduction Act abruptly ended, effective Sept. 30, under the Republican tax-cut and spending mega-bill enacted in July.

“There are already 37,000 EVs on the road today, and we saw that number spike as people raced to purchase EVs before the federal tax credit expired,” said Alex Beld, communications director for Renew Wisconsin, a nonprofit that promotes policies and programs to expand solar, wind and hydropower along with building electrification, energy storage and electric vehicles.

“By expanding our network of charging stations, we hope to see that number continue to climb,” Beld said. “Through this transition away from gas-powered vehicles, we can reduce emissions and support our state’s economy.”

An analysis by SRI International published in 2023 for the Wisconsin Economic Development Corp. concluded that “there is a tremendous opportunity for Wisconsin to develop a globally competitive cluster centered on the manufacturing of EVs and EV-related equipment, which in turn can help revitalize Wisconsin’s automotive manufacturing industry and drive statewide economic development.”

Beld said that jobs related to clean energy grew four times faster than the rest of Wisconsin’s economy in 2024.

“If this funding had been clawed back permanently, I think we would have still seen progress,” Beld said. “It would have certainly been slower and would have likely cost the state jobs.”

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It’s becoming increasingly clear that China has taken a commanding lead in the global race for electric vehicle and battery innovation. With the U.S. Department of Energy (DOE) pulling back on major Biden-era grants, that gap could widen even further

In early October alone, the DOE canceled more than $700 million in awards meant to boost domestic battery and manufacturing projects. The timing and scale of these cancellations have sparked frustration across the industry and in Washington alike.

Behind the scenes, reports suggest this may only be the beginning Recently, a list of projects reportedly being targeted by the DOE has been circulating among lobbyists, indicating that as much as $20 billion in awards could be scrapped.

Included in that list, and recently confirmed by the DOE, were $700 million in grants awarded under the previous administration for battery makers Ascend Elements, American Battery Technology Co, Anovion, and ICL Specialty Products. There was also a grant for glass manufacturer LuxWall.

What’s Behind The Cancellations?

In a statement, DOE spokesperson Ben Dietderich said the projects “had missed milestones, and it was determined they did not adequately advance the nation’s energy needs, were not economically viable, and would not provide a positive return on investment of taxpayer dollars.”

Read: Washington Could Break Biden’s $1.1 Billion EV Promise To GM And Stellantis

As noted by Politico’s E&E, the cancellation of these grants impacts plans to build large factories in states including Missouri and Kentucky.

Of the $700 million in grants, $316 million was awarded to Ascend Elements to support manufacturing components from recycled EV batteries at a $1 billion plant in Kentucky.

Additionally, $57.7 million was bound for American Battery Technology to support the construction of a Nevada plant producing lithium hydroxide for batteries. Elsewhere, $117 million was awarded to Anovion to support the production of synthetic graphite for lithium-ion battery anodes.

Energy Secretary Chris Wright is believed to be spearheading many of the cancellations, noting that “If they’re not in the interest of the taxpayers, if they’re not a good expenditure of the money, you always have the ability to cancel these projects.”

Democrats Hit Back

Unsurprisingly, Democrats quickly voiced their opposition. In a strongly worded letter to Wright, 37 Democratic and independent senators accused the DOE of overstepping its authority.

“The illegality of your cancellations is the only thing as indisputable as the harm your cancellations will wreak,” the letter stated. Lawmakers argued that the department “must expend these funds and faithfully execute the law, including many programs that have strict requirements for the timing of fund expenditure, purposes, and contractual expectations.”

Under the Biden administration, carmakers enjoyed four years of predictable policy and a clear push toward electrification. Since 2005, some form of tax credit has existed to reward buyers of low-emission vehicles. Then came January.

Donald Trump’s return to the Oval Office promptly threw a wrench into that setup, with his administration scrapping the EV tax credit, lifting penalties for exceeding emissions targets, and generally adopting an anti-EV posture that left automakers recalibrating overnight.

Now, car manufacturers are facing an uphill climb. Following the removal of the federal EV tax credit at the end of September, General Motors says it has already seen a “significant” decline in demand. Even so, the company expects things to settle into a more predictable rhythm soon enough, lbeit at a lower pitch than before.

Read: EV Tax Credit Loss Will Cost GM $1.6 Billion

“EV demand is going to be pretty choppy for the near future, we think, as we come out of the $7,500 and what we’ve already seen in October with some pretty significant pullback in demand,” GM chief financial officer Paul Jacobson said during a recent earnings call. “We do think that the EV market is going to stabilize from a supply standpoint.”

Jacobson added that emissions regulations had turned parts of the EV market into a clearance aisle, with some brands practically giving away electric cars just to rack up environmental credits.

“We had a number of competitors out there that really were selling EVs for whatever they could get for them because they really wanted to get the credits on the environmental side,” he said.

While he didn’t call anyone out by name, Jacobson was referring to the regulatory credits automakers could earn from selling EVs under the previous scheme. If they failed to bring about enough credits or didn’t purchase them from a brand like Tesla, they faced fines.

GM’s EV Future

Moving forward, GM appears confident in the future of EVs. Chief executive Mary Barra refers to them as the company’s “North Star” and said the company won’t “know what true EV demand is” until early next year.

Despite the uncertainty, GM doesn’t plan to discontinue any of its current models and will focus on reducing costs over the coming years. For example, it’s working on reducing complexity and commonizing parts across its dedicated EV platform.

“We’re [also] investing in new battery technologies, LMR (lithium manganese rich), that will allow us to take cost out of the vehicle in a significant fashion,” said Barra.