Biden quadruples tariffs on Chinese EVs, up from 25% to 100%

Published

1 year ago

May 14, 2024

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The US government has announced wider tariffs on several categories of Chinese goods, including various green products like solar panels and batteries, medical goods, and in particular an increase of tariffs on Chinese EVs from 25% to 100%.

Rumors were first reported last week that tariffs on Chinese-made goods would be extended and expanded after a multi-year review of “section 301 tariffs” that had been implemented under the previous administration.

Previously, all cars made in China were subject to a 25% tariff when imported to the US, on top of an additional 2.5% tariff that all foreign-made cars were subject to, totaling 27.5%. This large tariff has had the effect of excluding most Chinese autos from the US market, as it’s easier to export to countries with lower tariffs first.

However, given Chinese EVs are incredibly affordable, even a 25% tariff might have resulted in competitive prices. For this reason, it was considered inevitable by most observers that eventually Chinese EVs would make their way into being sold in the US.

It seems that Biden has also decided that the 25% tariff wouldn’t be enough to forestall China’s advance, and has decided to instead quadruple it to 100%, meaning that Chinese EVs will effectively sell for double the price they would otherwise if brought to the US.

The move also includes increased tariffs on batteries, battery minerals, solar panels, steel and aluminum, and computer chips. Most of these tariffs go into effect this year, though some will be imposed next year, and there is a tariff exclusion process available for certain exceptions. A list of what products are targeted is available on this White House fact sheet.

Currently only two EVs in the US are made in China, the Polestar 2 EV and Volvo S90 Recharge Plug-in Hybrid. Both companies are owned by Geely, but still headquartered in Sweden, with manufacturing in various parts of the world depending on model.

But the excellent Volvo EX30 is set to release this year at a starting price of $35k, which was inclusive of the 25% tariff. With no other changes, its price would rise to ~$54k – unless or until Volvo moves production out of China, something BYD has also considered in order to enter the US market.

We reached out for comment from both Volvo and Polestar, and this is what we heard back:

As a global manufacturer Volvo Cars is in favor of free trade and open markets. Free trade creates jobs, wealth and economic growth. Volvo believes strongly in the benefits of investing and contributing to the main markets in which it seeks to sell cars, reflected in our $1B South Carolina manufacturing plant where we are creating thousands of jobs building EVs for the US and world markets.

-Volvo spokesperson

We are currently evaluating the announcement of tariff increases from the Biden Administration. As a global company headquartered in Sweden, listed on NASDAQ in New York and operating across 27 markets, we believe that free trade is essential to speed up the transition to more sustainable mobility through increased EV adoption. Production of Polestar 3 is set to begin in South Carolina in the summer diversifying our manufacturing footprint and supporting job creation and economic growth in the region. This important SUV for us will be built in the USA for U.S. and Canadian customers as well as for export to European markets.

-Polestar spokesperson

Unfortunately, neither company was able to provide more details on their current plans for various models – in particular, the two models mentioned above, and the upcoming EX30. We imagine more info will come on that soon.

In general, reaction to the move was positive from domestic manufacturing trade associations and labor groups, but negative from economists, consumer advocates and foreign/global manufacturers. And negative, of course, from China, whose Ministry of Commerce said it “will take resolute measures to defend its rights and interests.” This likely includes a lawsuit in front of the World Trade Organization and/or retaliatory tariffs, as is usually the case in trade wars like this.

These tariffs had been called for by several entities in the US (and Europe), as Chinese EV manufacturing has rapidly ramped in recent years.

China was originally somewhat slow to adopt EVs – in 2015, EV market share was just .84%, similar to the US market share of .66% and well below California at 3.1% at the time. But in 2023, US market share had risen to a meager 7.6% and California to just 21.4%, whereas China’s EV market share was a whopping 37%, leapfrogging several other leading countries in the process (and it was just 5% in 2020, so the turn upwards has been very rapid over the last 3 years). It caught foreign manufacturers by surprise, leaving ICE car values plummeting in China as consumers are simply not interested.

Despite the massive swing upwards in Chinese EV interest, EV manufacturing has risen even more rapidly. This has left Chinese automakers with more than enough vehicles for the export market, and they have started exporting so many to Europe that they can’t find enough ships to carry them.

Those EVs haven’t made their way to the US yet, but most thought that it was inevitable they would soon. But with these increased tariffs, that makes it less likely that US consumers will gain access to these cheap, high-tech Chinese EVs.

This isn’t the first move that Biden has made to limit the ability of the Chinese auto industry to operate in the US. The Inflation Reduction Act which updated the US EV tax credit included protectionist measures to disallow Chinese-sourced EVs from taking advantage of the credit. To qualify, EVs must be assembled in America and must have a certain percentage of components sourced in the US or US free trade countries, and can’t include parts from “foreign entities of concern” (though there are some ways around this).

The net effect of the IRA is that batteries sourced from China have a harder time getting access to US tax credits, thus reducing their competitiveness in the US market.

Electrek’s Take

I wrote a piece this weekend about how these tariffs are not a good idea. It’s long but I’d encourage giving it a read.

The basic idea is that protectionist trade measures generally cause more chaos than they’re worth, fail to protect the industries they are intended to protect, and lull industry into a false sense of security thus making it less competitive in the long run. If protectionist measures are needed, it’s better to encourage domestic industry with incentives than to implement tariffs.

And Biden has implemented targeted incentives and regulations to help the domestic EV industry – the Inflation Reduction Act, various EPA regulations and grants, and so on – most of which have helped to keep prices down for Americans while making the US more competitive in EV manufacturing.

But it seems like there’s no way these particular tariffs don’t increase the price of goods for Americans, which is something America (and the world) is struggling with right now.

The administration says that it does not expect much overall inflation because these tariffs are aimed at industries which Biden has targeted for growth, but for us in the EV world, that means prices of the main thing we follow – EVs – will likely rise.

Current EVs that get affordable batteries from China will be made more expensive, or will need to find new suppliers which can now charge higher prices since they don’t have to compete with the previously lowest-priced option.

And same with EVs as a whole – the existence of excellent small cars like the EX30 exerts downward price pressure on competing vehicles, which now won’t have to worry about that particular car (or any other affordable EVs which might make their way here) as competition.

And the net effect of that is lower EV adoption – which means Americans won’t get cleaner air as quickly as we would otherwise.

Meanwhile, while it may give a little breathing room for the American auto industry to catch up, it may also make them think they don’t need to work as hard to do so. American automakers already lobby to slow down the EV transition, so it’s clear they aren’t interested in moving as fast as they possibly can.

But most importantly, I don’t see how artificially raising the prices of EVs helps to meet climate goals. Climate change is the most important issue humanity has ever faced, and needs to be priority number one of every human on Earth. This decision does not do that.

But even though tariffs hurt the US economy, they are still popular. So this decision doesn’t happen in a vacuum – it happens with an important election just months away.

Of course, despite this being a bad move, there aren’t many other options. President Biden’s election competitor, Mr. Trump, also favors increased tariffs, though is less targeted in his approach.

Trump further favors torpedoing America’s manufacturing competitiveness by actively seeking to harm EV production. He recently asked oil companies for a billion dollars in bribes, promising to shut down incentives for American auto manufacturing if they give it to him, which would in fact hand even more of a lead to China.

So there is still a clear better choice for how to handle the issue of the EV trade – even if both seem committed to making some poor decisions on the way.

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Environment

The Dodge Neon deserves a comeback – and Stellantis could do it tomorrow

Published

7 mins ago

July 19, 2025

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The Dodge Neon deserves a comeback – and Stellantis could do it tomorrow

2026 Dodge Neon EV and Hybrid — Lancia Y with Neon headlights; via ChatGPT.

The first all-new compact Mopar since the malaise-era K-Car, the Dodge Neon was a revelation. Its fun, approachable face, its “Hi.” marketing campaign, all of it was pitch-perfect for the uncertain times it was launched into. Now, a generation later, Stellantis faces similarly uncertain times – and a new Neon could go a long way towards helping the old Chrysler Co. do what it does best: come back from the brink.

If they wanted to, Stellantis could make it happen tomorrow.

Today, Stellantis is in trouble. Much like it was in the early 90s, the company is hemorrhaging cash, fighting with the unions, and struggling to sell higher-end cars. Today as then, what the company needs is an affordable, simple new car to get people in the showrooms – and in 1994, that new car was the Neon.

In the mid-late 1990s, the Dodge Neon was everywhere. It was affordable, fun to drive, and more or less reliable. It was also economical and fuel-efficient, but it wasn’t that way. It was sold as a fun, smiling face with funky round lights. In R/T and ACR spec, it was sold as an even more fun, smiling face, and offered serious performance chops that still get the grizzled Gen X guys at the SCCA/NASA track days excited.

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Stellantis is selling a car right now, today, that meets all that criteria. It’s the right size, it’s reasonably affordable, and it’s got the right tech – available as both a PHEV and a pure EV – for its time.

It’s even got some funky round lights!

Lancia Ypsilon HF

Spec	SOHC Neon	DOHC Neon	Hybrid Y	EV Y	HF Y
Wheelbase (mm)	2642	2642	2675	2675	2675
Overall Length (mm)	4366	4366	4080	4080	4080
Engine Size (L)	2.0	2.0	1.2	NA	NA
HP	132–136	150	100	156	280
TQ (lb-ft)	129–133	133	129	192	255
0–60 mph (s)	7.6–8.5	7.6	9.3	8.2	5.6
MPG (comb.)/EV range	28	28	~50	425 km	370 km

As you can see from the specs, above, the first-gen Neon is pretty close in terms of size and performance, with the modern Ypsilon offering significantly improved emissions, technology, and safety upgrades compared to the OG Neon, which didn’t even offer anti-lock brakes (ABS) as standard on its base or Highline models (it was standard on the Sport and, later, R/T trims).

There’s even a modern allegory for the ultra track-focused ACR version of the Neon, which shipped with its adjustable suspension, anti-sway bars, disc brakes, and close-ratio transmission. That’s the Lancia Ypsilon HF, a 280 HP sporty compact EV that made its debut last week and originally inspired this article.

Check out the original launch ad for the 1995 Plymouth Neon, below, and tell me they couldn’t do a shot-for-shot remake with a rebadged Ypsilon and make it immediately relevant to car buyers in 1995 in the comments.

Plymouth Neon launch commercial from 1994

[embedded content]

Original content from Electrek.

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Environment

Does Faraday’s FX Super One show us how Chinese EVs will get into the US?

Published

5 hours ago

July 19, 2025

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Does Faraday's FX Super One show us how Chinese EVs will get into the US?

Faraday Future unveiled its upcoming FX Super One MPV on Thursday, which appears to be a rebadged Great Wall Motors Way Gaoshan.

Which brings us to the question: is this how we might see more Chinese EVs make their way to the US?

The EV market in China has grown rapidly in recent years, not just in terms of total sales and revenues for its largest companies, but also in terms of the hundreds of EV companies vying to survive the current highly competitive market there.

But despite massively rising EV sales in the country, EV production is still scaling even faster. This has led to a price war within China due to this glut of cars, and also to Chinese companies seeking more buyers overseas.

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These affordable EVs have been shipped around the globe, leading to rapidly rising EV sales in Europe and in the “rest of the world” – though, as of yet, not really in the US. Due to excessive tariffs, the US has made itself into an island where few Chinese EVs are allowed.

The ones that have made their way into the US are those built by Western brands that were bought up by a Chinese conglomerate, like Volvo and Polestar under parent company Geely. Some of their models are assembled in Chinese factories, but most of the ones making their way to the US are built in European or US factories (largely due to the domestic sourcing efforts in Biden’s Inflation Reduction Act, creating millions of US jobs which republicans are currently doing their best to send back to China).

BYD has also put out feelers about building a factory in Mexico, but those plans are on pause, ironically because BYD doesn’t want its technology to be stolen by the US (put that one on for some perspective about how far we have fallen behind on EVs, fellow Americans).

But we haven’t yet seen the kind of Chinese EV that the rest of the world is getting – one of those many eye-openingly cheap numbers that could finally bring true affordability to the US market (or bring it back, that is).

That’s due to tariffs, and it’s intentional. There are various arguments given for tariffs’ existence, but they boil down to: the US can’t make cars as cheap as China, and wants to protect its auto industry, and therefore making Chinese EVs more expensive will forestall their entry into the US while we try to get better at making them. I personally find these explanations wanting and consider these tariffs unwise (and they have only gotten more unwise).

But in a world where these tariffs exist, and depending highly on what final form they take, companies will look for ways to minimize their exposure to them and to still bring cars into the US. Much of the EV industry is sourced through China (again, one of the issues the Inflation Reduction Act tried to remedy), so parts will have tariffs on them, in various amounts.

This is where I speculate that the Faraday Future FX Super One could come in. At last night’s unveiling event, it became quite clear that the car is strikingly similar to the Great Wall Motors Wey Gaoshan.

This similarity is not coincidental – Faraday told us that it is working with “a Tier 1 Chinese automotive supplier,” one that we have heard of, to build the FX Super One. That supplier will send stamped bodies to Faraday’s US factory in Hanford, CA, where Faraday will take care of the final assembly.

Faraday didn’t let us take pictures of the interior, even from the outside, but what we saw of the interior on a short ride around the parking lot looked quite similar to the interior of a Wey Gaoshan, just with different controls (for example, the the pull-out fridge in the bottom of this photo is identical to the one I saw in the FX Super One).

Faraday said the interior hasn’t been finalized yet, but also said that it thinks it can have 100-150 cars built by the end of the year. Which is less than half a year away, for a company that has to date built 16 cars (though those it built on its own). So there’s not a lot of time for further changes at this rate.

So, here we have a company that intends to sell a car in the US, much of which originated in China. This seems like it would run afoul of tariffs.

But, depending on how (or if…) these tariffs get edited or finalized, they might be much lower for parts and/or for vehicles that undergo final assembly in the US. So Faraday might be able to get away with importing something very similar to a GWM, doing enough to it here to qualify its way past tariffs, and getting it on the market at a price that doesn’t incorporate the however-many-hundred-percent the US has ridiculously decided to tack on this week.

Faraday also mentioned during its presentations about the FX Super One that it has a US-based software team, which has been at work for some time.

The software in Faraday’s previous vehicle, the FF91, is pretty good, despite being such a low volume vehicle. And it’s gotten much better between the first time I sat in it and when I had a short demo this month of Faraday’s newly-upgraded voice recognition system (now supporting 50+ languages) and swipe gestures for setting volume and HVAC.

We didn’t get to interact with the software on the FX Super One at all, but we would be cautiously optimistic about it based on prior showings.

But more importantly for the purposes of this article, Faraday’s software team is based in the US. And given current US threats to ban any and all Chinese software from vehicles, this too would allow Faraday to swap out some chips and memory cards and make a car perfectly legal from a US perspective.

So it’s possible that Faraday is on to something here, and has found a reasonable way to get Chinese EVs into America, while complying with US law, and while giving the company a much easier way to increase its scale than trying to get numbers up for the slow-growing FF91 project. Faraday does not have the resources to build out mass market manufacturing currently, so this is another option.

Now… this is no $11k Dolphin Seagull, the Wey Gaoshan starts in the mid-$40k range in China, and is considered a luxury model. And here in the US, Faraday is positioning the car as a premium model as well, though hasn’t yet announced pricing or really gotten its messaging straight on whether it’s a mass market vehicle or a VIP/Cadillac Escalade competitor.

But if this is Faraday’s plan, and if the plan works, it could give the US a taste of the EVs that the rest of the world is getting access to, and could show a potential way of getting those cars across the border. There are both pros (competition good, cheaper prices good) and cons (race to the bottom for manufacturing, loss of important American industry) for the US auto market here, so you’ll have to decide which side of that equation you land on, but this could be a harbinger of one way cars from the now-biggest auto exporting country in the world could make their way out into markets that have exhibited hostility to that idea.

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Review: The tech-forward Meepo Go electric skateboard is a smooth, speedy ride for all [Video]

Published

8 hours ago

July 19, 2025

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Review: The tech-forward Meepo Go electric skateboard is a smooth, speedy ride for all [Video]

Scooter here, back with another electric mobility review. This time, I tested out the Meepo Go electric skateboard. It is a sturdy, smooth deck designed for riders of all sizes, with some unique tech I had never encountered before. Be sure to check out my full video review below.

The Meepo Go is a versatile skateboard built for everyone

The Go electric skateboard from Meepo comes in one standard design. It usually has an MSRP of $699, but it is currently on sale for $569, so now is an excellent time to buy.

Features at a glance:

Bamboo and fiberglass deck provides durability, flexibility, and stability, suitable for heavier riders over 200 lbs.
Impact-resistant plates and a scratch-resistant underside.
Dual belt drive 1500 watt stator 4230 motors
12s2p 345.6WH/8AH battery with flame-retardant and water-resistant protection
JK-FOC24B Electronic Speed Controller (ESC)
- Offers smooth, jerk-free acceleration with customizable speed and braking settings
Four-speed modes:
- L: 12 mph (20 km/h)
- E: 20 mph (32 km/h)
- S/S+: 28 mph (45 km/h) (S+ adds faster acceleration)
Adjustable braking intensity
Top Speed 28 mph (45 km/h)
Range: Up to 20 miles (32 km)
Incline capabilities: 30%
2-year warranty

Electrek‘s take

Meepo is an exciting electric skateboard manufacturer whose goal is to make this particular form of travel accessible to anyone and help reduce carbon emissions. You know we love that.

The company has built hundreds of thousands of electric boards, all of which are rigorously tested and constantly revamped for better quality and efficiency. For my first-ever encounter with Meepo, I was sent its Go electric skateboard – a sort of all-in-one deck designed to support heavier riders.

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I didn’t realize this was a heavy rider board until I read its description on the website. I don’t think that was the reason Meepo recommended this one, but it’s nice to know I wouldn’t have to worry about breaking the Go for being too heavy (I’m only 200 pounds right now, okay?).

The unboxing was incredibly simple. You first unwrap your shiny new, assembled Meepo Go deck, complete with wheels, trucks, motors, and battery. Below that is some instructions, a charger with cables, a couple of adjustment tools, plus two extra motor belts.

Last but not least is Meepo’s J6S ergonomic remote. According to Meepo, the remote’s upgraded control logic allows riders to double-click to change speed modes, reducing accidental toggles, and can stay connected to the board at a max range of 46 meters.

My full haul is pictured above and in the video below. Zero assembly is required; simply plug and play. The Meepo Go electric skateboard can recharge when fully drained in four hours.

Aside from its sturdy design, thanks to a Bamboo and fiberglass deck, I found the Meepo Go quite aesthetically pleasing. I liked its unique grip tape design and carved-out handle for easier carrying (see below).

Once the Meepo skateboard was fully charged, it was time to power up and take it out for a first spin. My initial impression was just how smooth a ride the Go is, thanks in part to its wheels, which Meepo recently revamped to enable better wet-weather traction and anti-slip capabilities.

The trucks initially took some getting used to as they are 45-degree as opposed to 50-degree on traditional configurations, but once I got used to the difference, I felt much more stable at high speeds and making sharp turns. Meepo also provided a truck tool to tighten or loosen your configuration to your preferences.

The Meepo Go’s dual 4230 brushless motors combine for a total output of 3,000 watts, offering a top speed of up to 28 mph or 45 km/h. While that’s pretty damn fast for an electric skateboard, Meepo said “not so fast” to new riders for their own safety.

Go riders must travel 10 km (6.2 miles) in the lower two “L” and “E” speed modes to unlock the S and S+ modes, which allow the 28 mph top speed and higher acceleration. S mode was honestly too fast for my liking, but it was nice to know I had those speed capabilities whenever I’m feeling saucy. The truth is, at my age and skill level, I’m beyond satisfied cruising and carving around 20 mph.

Luckily, the Meepo Go electric skateboard delivers both speed options and then some.

The Meepo Go also allows you to customize its braking intensity from 0% to 100%. This is a feature I had never personally seen on an electric skateboard that genuinely impressed me. It just adds to the overall smoothness this deck provides on all levels.

As mentioned in the key features above, the Go’s dual motors are powered by an eight-amp-hour battery, which enables an all-electric range of up to 20 miles or 32 km.

Aside from speeds nearing 30 mph, you really feel the Meepo Go’s capability on hills. It was configured to tackle 15-degree (30%) inclines with ease, and having tested it, it’s true.

What may be most impressive about this particular Meepo skateboard is its advanced JKFOC-24B electronic skate controller (ESC), which is essentially the brain of the entire powertrain.

The ESC delivers smooth acceleration with no jerking or lag. It also enables full user customization of acceleration, top speed, and braking sensitivity, so once you get comfortable, you can tailor every aspect of your riding experience to your liking. This is another super cool feature that was new to me personally.

Overall, the Meepo Go is smooth, powerful, and very tech-forward. With more than enough speed, I truly enjoyed the lag-free cruising and carving of the 45-degree trucks and the ease of use of its ergonomic remote.

I was genuinely impressed by the tech used to customize this skateboard, enabling anyone to customize their ride. As such, I’d highly recommend the Meepo Go because of its feel, utility, and universal rideability for virtually everyone, not to mention its competitive pricing.

If you’d like to try out the Meepo Go electric skateboard for yourself, click here. Be sure to check out my full video review below.