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Canada's EV mandate must be repealed, Ford Canada CEO says

Canada's EV mandate must be repealed, Ford Canada CEO says

Yahoo11-06-2025

Ford Canada CEO Bev Goodman said June 10 that Canada's zero-emission vehicle mandate must be repealed as the consumer appetite for electric vehicles falls dramatically short of government requirements.
'The targets on full battery-electric vehicles need to be aligned with what customers want, and customers have spoken,' she said at the Canada Automotive Summit, hosted in Vaughan, Ont., by the Automotive Parts Manufacturers' Association.
Goodman said the automaker's EV sales dropped 'like a stone' to start 2025 after the $5,000 federal EV incentive program ran out of cash in mid-January.
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Ford Canada does not release monthly or quarterly sales results, but nationwide figures show ZEV sales in February and March slid to 20,878 vehicles. That's down 44.2 per cent compared with the same two months a year earlier, according to the latest data available from Statistics Canada.
ZEV sales for February and March represented 6.6 per cent of total vehicle sales in Canada, far short of government adoption requirements.
The legislated federal targets require ZEVs to account for 20 per cent of automaker sales in model year 2026, 60 per cent in 2030 and 100 per cent in 2035.
Goodman said without the incentives and other enablers that will allow Canadians to go electric such as charging infrastructure, Ottawa is not positioned to deliver on its 'very aggressive' targets. The same applies to the provincial EV mandates on the books in Quebec and British Columbia, she said.
'Ultimately, it will have a negative impact, if these mandates stick, on the industry. It will have downward pressure on vehicle sales, it will have upward pressure on pricing, and those are real concerns for consumers and the industry as a whole.'
Goodman said Ford and other automakers that build vehicles in Canada are engaging with Ottawa on getting the legislation repealed.
Environment and Climate Change Canada, the lead federal department on the mandate, known officially as the Electric Vehicle Availability Standard, did not immediately respond to request for comment.

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We Entered the Electric Lemons Endurance Test and, Well . . .
We Entered the Electric Lemons Endurance Test and, Well . . .

Car and Driver

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  • Car and Driver

We Entered the Electric Lemons Endurance Test and, Well . . .

One million nickels. Real nickels, like, physical money. I say that because there are plenty of mirages on a 101-degree day at Thunderhill Raceway Park in Willows, California. Even though these nickels are not symptomatic of heat stroke, they are just as out of reach. It's not that I doubt that the 24 Hours of Lemons would cough up its promised prize of $50,000 in five-cent pieces for winning a race overall in an EV. It's more that I doubt it's worthwhile, or even possible. It'd be like buying a PlayStation with arcade tickets; you've surely spent more to get there than the prize is worth. There has to be another reason to enter a 2018 Chevrolet Bolt EV in the longest road race in North American history—and there is. You can learn a lot about racing when you're forced to do it with no chance of winning. Lemons racing is famous for crapcan cars and wacky builds, but it's also a place to experiment with new technologies like electric drivetrains for considerably less money than an entry in Formula E. Choosing an unusual vehicle or drivetrain may not be a quick ticket to the overall winner's circle, but as the shimmering nickels highlight, the Lemons team encourages the outrageous and unlikely. View Photos James Gilboy Forrest Iandola has put together a team of outrageous and unlikely drivers to match his unlikely electric entry. It's a revolving cast of tech-industry colleagues who want a taste of racing and, in this case, one Lemons-loving automotive writer. We'd built camaraderie over racing crappy cars, and when he dropped an invitation to race his Bolt in Thunderhill's 25-hour I was happy to join the chase for the nickels. What About the Lemons $500 Rule? Those familiar with Lemons' $500-car rule may object to the $16,800 spent on an off-lease Bolt, and the thousands more to make it race-ready, but the boundaries of crapcan racing have expanded as used cars have become more expensive and Lemons racing more competitive. The $500 guidance predates Cash for Clunkers, when that money went further. $500 will hardly get you a parts car these days, never mind the gear to pass Lemons' safety inspection. I like to say that $500 is a vibe, a means of steering you toward Lemons' ethos: endurance racing in cars that are bad at it. In that sense, there are few cars more Lemons-worthy than a high-mile commuter EV. View Photos James Gilboy It's not that the Bolt is from a forgotten or disreputable brand. It's not poorly made or unreliable (at least, since the battery recalls), and on decent tires, it doesn't corner like a cruise ship. It's just bad at racing on account of having a battery that needs charging. At full tilt, Iandola tells me the Bolt will burn through a full charge in 20 laps of Thunderhill, or about 45 minutes. It'd then be sidelined for an hour to DC fast-charge back to 70 percent, while all the other cars are racking up laps. Unlike cross-country EV records, the strategy in endurance racing isn't to go flat out, but to conserve energy and prolong the time spent on track. It's full-on hypermiling, but it's in the middle of a hot track, and you have California's most impatient beater-E30 driver in your mirrors. Lemons officials say they codified EV rules because Lemons people wanna build weird stuff and race it. Lemons is the only prominent amateur endurance racing series where you can race an EV. WRL, AER, Lucky Dog, and ChampCar don't even have EV rules on the books. Lemons has allowed electric cars since 2019, when it announced the aforementioned $50,000 prize to the first team to win overall in an EV. At the time I considered it an impossibility, and more a publicity stunt than an invitation to EVs, but Lemons officials told me otherwise. They say they codified EV rules because Lemons people wanna build weird stuff and race it. Only recently has it become possible to power said weird stuff with lithium-ion batteries. View Photos James Gilboy Lemons' EV rules, which are based on Pikes Peak regulations, look onerous to follow. They require consulting series safety officials before fabrication begins, as the risk of an EV's battery spilling its Greek fire and red-flagging a race—perhaps for a whole weekend—is too great to neglect. That's why it comes as a surprise how little the Bolt had to be modified. In the end, Lemons and Iandola agreed that the safest thing was not to meddle with high-voltage safety systems that GM spent billions engineering (and later fixing), only to add new points of failure. The Bolt's performance mods aren't much more auspicious either. Slim options for 5 x 105 wheels leave it on cheapo 17-inchers with 215-section tires, with the rears hidden behind corrugated plastic moondisc covers. A plastic undertray flattens out the underbody. Performance brake pads, a stiffer rear anti-roll bar from a Cruze, and front camber plates round out the chassis changes. Quicker cornering speeds are a big piece of the efficiency puzzle, and race strategy plays an even bigger role. But it can't control the wildest variable in any race team: the drivers. View Photos James Gilboy As mentioned, Iandola's volunteers run the gamut from experienced sim racers to total novices, so we never had much chance of sticking to his well-planned race strategy. In theory, two drivers would split a charge evenly, maximizing regenerative braking by racing in Low gear. The second driver would leave the track with around 5 percent charge to visit DC fast-chargers in town, about 10 minutes from Thunderhill. While the fastest cars could run under 2:20, our target was a leisurely 2:50 with 2.1 percent energy use per lap, for an average stint of about an hour. That's about all the human could take with track temps soaring past 100 degrees anyway, cool suit or not. Those times proved deceptively hard to hit. Saving juice required going not much quicker than 70 mph down the straights. Making the most of regen required slowing twice as far out as you could with friction brakes, too. As a consequence, traffic tended to come in red-hot, and we often couldn't see them dive-bomb us on account of the Bolt's poor rearward visibility (a trait of almost all modern cars). When cars didn't make aggressive moves, they often assumed they could barge past in the corners. They quickly learned otherwise. View Photos James Gilboy From the factory, the Bolt might be the worst-handling new car I ever reviewed. The steering is quick, but its weight signifies nothing, and the pedals add nothing to the conversation. Rock-hard tires didn't help either. But with the modifications? It's a tiny hatch with a short wheelbase, a low center of gravity, and its understeer tuned out. I could latch on like a lamprey to the back of an E30 through any corner, and waggle the rear to bring the nose in line. Even while conserving energy, the Bolt had pace to make the occasional pass. We mainly preyed on our chief EV competitor, Arcblast's converted Datsun 620 pickup with a battery hot-swap setup that kept it out on track (and importantly, ahead of us in lap count). I added a C5 Corvette to the tally too. It may have been an automatic convertible hauled out of a field, but a Vette is a Vette. I might've been frustrated driving what felt like a permanent full-course yellow had I not known what I was getting myself into. This isn't a wheel-to-wheel showdown, it's an efficiency challenge. What is "slow is smooth, smooth is fast" but a maxim about conservation of energy? Learning not to waste momentum is just as important to mastering the Mazda MX-5 as it is endurance-racing an EV. Distill the experience down to the very fundamentals of driving fast, and you learn more. I certainly gleaned more about technique in an hour in that EV than I did any of my previous three 24-hour races. View Photos James Gilboy The overall winner of the 25 Hours of Lemons was, in fairly predictable fashion, a beater BMW. And we were nowhere close to catching them, but I'd still give an electric another try. Twenty-fours are hellish affairs that are just as likely to break you as your car. I've subjected myself to heat stroke and exhaustion-induced auditory hallucinations in the name of anonymous finishes before, and I will again. If I'm going to finish 81st of 118 cars, I might as well relax while I do it. Eat some ice cream. Do some yoga. Think about how to inch closer to those five and a half tons of nickels.

5 Cars With Trade-In Values So Low That They're Not Worth Selling
5 Cars With Trade-In Values So Low That They're Not Worth Selling

Yahoo

time34 minutes ago

  • Yahoo

5 Cars With Trade-In Values So Low That They're Not Worth Selling

Trading in a car can seem like the easiest way to upgrade your ride, but for some models, the dealer's offer will feel like an insult. In 2025, several vehicles are facing such steep depreciation and low demand that their trade-in values are shockingly low. Lauren Fix, automotive expert at Car Coach Reports, explained that high depreciation, oversupply and expensive maintenance are the main reasons these cars are so undervalued. Find Out: Read Next: Dealers also factor in brand perception and the cost of reconditioning, which can slash offers even further. For many owners, the trade-in value might be lower than what they could get from a private sale or even scrapping the car. Here are five cars with trade-in values so low that selling them to a dealer just does not make financial sense for most owners. Also consider these five cars are worth trading in for a newer model. The Jaguar I-PACE, an electric SUV launched with high hopes, now leads the pack in five-year depreciation, losing about 72.2% of its value, according to iSeeCars. Originally priced around $75,000, a 2020 model in average condition might only fetch $20,000 to $25,000 as a trade-in. Fix said this is due to rapid electric vehicle (EV) depreciation and low demand for Jaguar's aging design. Dealers hesitate to offer more because of high battery replacement costs and the brand's reputation for reliability issues. With a saturated used EV market and newer, more advanced electric models, the I-PACE's trade-in value is so low that owners should explore private sales or tax-deductible donations. Trending Now: The Maserati Levante, a luxury SUV, suffers from one of the highest depreciation rates in its class. According to CarEdge, it lost about 74% of its value after five years. Dealers are wary of the Levante's expensive maintenance and repairs, as well as Maserati's spotty reliability record, which further depresses its resale value. Fix said a 2019 Levante with an MSRP of $80,000 may only sell for $25,000 to $30,000, especially if it has considerable miles. For most owners, the trade-in offer will feel like a fraction of what the car once cost, making private sale, donation or keeping the car for personal use a smarter choice. The Nissan Leaf, once a pioneer in the electric vehicle market, now faces rapid depreciation due to outdated battery technology and limited range. According to CarEdge, the Nissan Leaf will 'depreciate 62% after 5 years' and have a '5-year resale value of $13,308.' The market for used Leafs is crowded, and dealers know that buyers prefer newer EVs with longer ranges, so they offer less to minimize their risk. For example, Fix said a 2020 model, initially $35,000, may only receive $10,000 to $12,000 in trade-in, a 60% loss in five years. Owners may find that selling privately or donating the car for a tax deduction will yield better value than accepting a dealer's lowball offer. The Chrysler 300, a full-size sedan once popular for its bold styling, now suffers from low demand and a poor resale reputation. According to iSeeCars, a new Chrysler 300 depreciates 52.1% after five years, resulting in a typical resale value of $16,422. Fix said excessive mileage (over 100,000 miles) or accident history can further reduce trade-in bids by 10 to 20%, frequently below private sale or trash value. Dealers are reluctant to pay more for a car that is difficult to resell, especially when factoring in reconditioning costs and the risk of sitting on unsold inventory. For many Chrysler 300 owners, trading in will not make sense financially, and exploring private sale options or keeping the car longer may be wiser. Auto mechanic and JustAnswer expert Chris Pyle suggests keeping the car if you need a spare or sell it online or from your front yard, rather than going to the dealership. According to Fix, Dodge Hornet was the slowest-selling new automobile, with a 299-day supply on dealer lots as of late 2024. She explains that an oversupply of slow-selling models, forces dealers to offer low trade-in values to clear lots. Moreover, CarEdge projects a Dodge Hornet will depreciate 65% after five years, with a three-year resale value of about $15,600, confirming the steep loss in value. Recent trade-in offers on CarMax show 2023 Dodge Hornets ranging from $21,000 to $24,000 for low-mileage vehicles. This means for higher-mileage or less desirable trims, trade-in values of $12,000 to $14,000 for a three-year-old model are realistic. Owners looking to maximize value should consider selling privately, donating for a tax deduction or holding onto the car until market conditions improve. Editor's note: Photos are for representational purposes only. More From GOBankingRates Mark Cuban Warns of 'Red Rural Recession' -- 4 States That Could Get Hit Hard 4 Housing Markets That Have Plummeted in Value Over the Past 5 Years 6 Hybrid Vehicles To Stay Away From in Retirement This article originally appeared on 5 Cars With Trade-In Values So Low That They're Not Worth Selling

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