In the past, federal regulators have tried to force a one-size-fits-all transition to electric vehicles by restricting or penalizing traditional gas- and hybrid-powered cars. These de facto mandates threaten consumer freedom, drive up vehicle prices, and risk sidelining millions of working families who rely on affordable, reliable vehicles. Americans should be free to choose what they drive—not be told what they can buy.
The Environmental Protection Agency (EPA) has previously had policies so aggressive that they would effectively ban most new internal combustion engine (ICE) vehicles within a decade. Fortunately, these policies were reversed under the current administration. However, unless Congress acts to ban future emissions regulations that would ban certain vehicles, future administrations may reinstate similar mandates.
Lawmakers must reassert Congress’s authority over vehicle standards and block unelected regulators from eliminating consumer choice through backdoor mandates. Future emissions rules should encourage innovation across all technologies—gas, hybrid, and electric—rather than forcing a single outcome. Americans deserve affordable options, energy diversity, and policies that strengthen, not weaken, U.S. manufacturing and energy independence. Congress must pass legislation to prevent overly burdensome vehicle emission regulations in the future.
Modern vehicles track where we go, how we drive, and sometimes who’s in the car – often without our knowledge. Companies and third parties collect and share this data, raising serious questions about privacy, consent, and control.
As cars became more connected, built-in sensors and other hi-tech equipment quietly expanded data collection far beyond navigation or diagnostics. Few consumers understand how much personal information their vehicle gathers or who has access to it.
Drivers should have clear rights over their data. That means knowing what’s collected, being able to opt out of sharing, and having the power to delete personal information. Companies must be accountable for their data practices and prohibited from selling or sharing driver data without consent. Your car should work for you – not track you.
Third-party warranties, also called aftermarket or vehicle service contracts, are sold by companies that didn’t build your car and don’t work with your dealer. They promise to cover repairs when your warranty runs out; however, they often deliver confusion, delays, and poor-quality fixes – all while refusing to pay for repairs you may have thought would be covered by your warranty contract.
Unlike manufacturer warranties, these third-party contracts don’t follow the same repair standards. They use their own rules, cheaper parts, and slower processes, which means more disputes and worse results.
This can lead to unsafe repairs, higher costs, and a lot of frustration. And if Congress gives these companies more legitimacy, things could worsen quickly.
Car companies started tightening warranty terms and requiring repairs to go through certified centers to protect drivers from scams and poor-quality work. However, with the rise of the so-called “right to repair” movement, some are trying to let these third-party warranty companies into the system, even if they don’t follow the same safety standards.
Currently, automakers use standard repair times and quality guidelines to make sure that your car gets fixed properly. If we let third-party companies rewrite the rules, we’ll end up with inflated repair costs, less consistent quality, and more headaches for consumers. The system that is in place presently works – there’s no need to break it.
A 25% tariff, or tax, on imported cars and car parts was supposed to boost American manufacturing. Instead, it’s just making everything more expensive for US consumers. American manufacturing plants are working hard to meet demand, but they can’t scale up fast enough. Plants are short on workers and still depend on parts from other countries. As a result, tariffs are hurting American companies, workers and car buyers.
Most modern cars are built using parts from all over the world. Tariffs drive up the cost of those parts, which means higher prices for cars, jobs shortages, and slower production. Instead of saving the American auto industry, tariffs are weighing it down.
Back in 2018, the Trump administration investigated the national security risks of importing too many vehicles and parts. At the start of President Donald Trump’s second administration, he dug up the old report and put a 25% tariff put on imported cars and car parts.
Automakers warned it would raise prices, hurt US investment and jobs, and make it harder to compete – and they were right. Then the President cut deals to lower tariffs on cars from countries like Japan – while American automakers are still struggling with added costs, making it even harder for American workers to compete and win.
The Trump Administration has allowed US automakers to get credit for US parts when paying tariffs on vehicles made in North America, and to get a rebate on tariffs for foreign parts used to build vehicles here, but it’s only temporary relief and a short-term fix. There’s also a bill in Congress, the Trade Review Act of 2025, that would require the White House to get approval from Congress before hitting American industries with massive tariffs That means trade decisions would finally get a public debate, and everyday Americans wouldn’t be stuck footing the bill.
One practical solution is to strengthen and fully use the United States-Mexico-Canada Agreement (USMCA). This trade deal already allows tariff-free import of cars and parts from Mexico and Canada—as long as products meet strict sourcing and other standards. By encouraging more production within North America, USMCA helps protect American jobs, keep supply chains stable, and reduce the risk of disruption and price hikes from unpredictable tariffs.
Auto insurance premiums have surged more than 20% in the last two years, making it harder for families to afford car ownership. Repairs to advanced safety features like sensors and cameras drive costs higher, and confusing insurance options leave many drivers guessing about what they’re paying for.
As vehicles have become more complex, repairs have become more expensive. Insurance pricing remains opaque, and tools for comparison are limited, so consumers are left without clear ways to shop for better coverage.
Drivers need transparency in how policies are priced and what affects their rates. That means simple, uniform formats for comparing plans, clear disclosures on how technology impacts premiums, and pricing models that reward safe driving. These changes would help consumers avoid being blindsided by rising costs and keep insurance within reach.
Mandating AM radio in every new car might sound consumer-friendly, but it actually limits choice and raises costs. Most drivers now get their news, traffic, and alerts from smartphones, navigation apps, and streaming services. Forcing manufacturers install AM receivers – technology that many people no longer use – adds expense without delivering real value.
Manufacturers have been moving toward cleaner, simpler, more efficient digital dashboards. In electric vehicles, AM signals can even interfere with motor systems, which means manufacturers must add extra shielding or components to make it work – costs that ultimately fall on consumers. As drivers shift to digital platforms, the market is reflecting that preference by phasing out outdated features.
Consumers should decide what’s worth paying for, not regulators. If people want AM radio, manufacturers can offer it as an option. But a blanket mandate would mean higher prices for everyone, even those who never touch the AM dial. The smarter path is to support a range of modern communication tools – FM, satellite, and digital alerts – so drivers stay informed without being forced to subsidize obsolete technology.
Nearly 40% of U.S. roads are in poor condition – potholes and surface wear cost drivers hundreds of dollars a year in repairs. More than 43,000 bridges are structurally deficient, posing serious safety risks to all road users. Meanwhile, gaps in EV charging infrastructure make electric vehicle ownership, leasing, or rental difficult and inconvenient.
Persistent underinvestment in highways, bridges, and charging networks, combined with aging infrastructure, has led to safety hazards and rising costs. EV infrastructure has lagged as installations struggled to keep pace with growing demand.
We need sustained funding for road and bridge repair – not just for traditional vehicles but to expand EV charging networks coast-to-coast. That means investing in infrastructure projects that create skilled jobs in construction, logistics, manufacturing, and tech while giving consumers a transportation system built for the future.
Americans have the right to drive safe cars. But Congress and state capitals are considering legislation that threatens your safety and privacy.
These bills, known misleadingly as “Right to Repair” legislation, sound like they are designed to support car owners – but in reality, “right to repair” strips away critical protections that keep your vehicle – and your family – safe.
A bill in Congress called the REPAIR Act (H.R. 1566) claims to put drivers first – but it does the opposite. By weakening data protections and allowing broad third-party access to sensitive vehicle systems, the bill opens the door for non-vetted, lower-quality, often counterfeit auto parts to make their way into your car.
These cheap knock-offs may look the same as real, verified auto parts, but they can seriously impair your vehicle’s performance and reliability. Even worse, they can fail when you need them the most – putting your safety on the line when you get into a car accident.
The REPAIR Act also raises serious cybersecurity concerns. It weakens protections around vehicle systems, allowing hackers and data thieves to remotely extract your personal information without your knowledge or your consent, and misuse it in ways that compromise your security and privacy.
Instead of protecting drivers, the bill weakens the very systems and parts that keep you safe.
This all started when large companies started locking up the tools and software needed to repair cars, phones, and even farm equipment. That made it harder for individuals and independent shops and businesses to make repairs, which meant more waste and fewer choices.
Things began to intensify during the Covid-19 pandemic, when hospitals couldn’t fix broken equipment fast enough. In response, then-President Joe Biden issued an executive order, and the Federal Trade Commission followed with enforcement guidance.
In turn, Congress is now pushing highly flawed repair laws, most of which don’t actually help consumers. Some, like the REPAIR Act, go too far and put your and your family’s safety and privacy at risk.
Here’s the thing: most car companies already let vehicle owners and local mechanics buy the tools and software needed to fix their cars the right way. That’s why more than 70% of repairs are already done outside of dealerships.
In 2014, automakers and repair shops agreed to keep sharing the information needed for repairs. In 2023, they doubled down and signed a new commitment to protect that access.
What we need now is to turn those agreements into law, so that you can keep fixing your car, your way, without sacrificing safety or privacy.
The federal rulemaking process for vehicle safety is slow, outdated, and out of touch with modern technology. Many of the National Highway Traffic Safety Administration’s (NHTSA) standards were written decades ago and no longer reflect how today’s vehicles are designed, built, or driven. Instead of enabling innovation and safety, the current system often creates red tape that drives up costs and delays life-saving technologies.
Overly prescriptive rules, limited technical expertise, and weak accountability have allowed NHTSA’s regulations to fall behind global best practices. The agency frequently overlooks industry data and public input required under the Administrative Procedure Act, resulting in standards that stifle innovation rather than improve safety. Examples include rigid rules on automatic emergency braking (AEB), outdated lighting regulations that block advanced headlamps, and bumper standards that make it harder to design safer, smarter vehicles.
NHTSA’s rulemaking process needs a full modernization. The agency should update legacy standards, incorporate real-world safety data, and consult technical experts to ensure regulations keep pace with innovation. Rules on AEB, lighting, and bumpers should be revised to reflect current technologies and global experience. A modern, transparent rulemaking process will promote safety, lower costs, and strengthen America’s leadership in the global auto market.