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CNBC
27-06-2025
- Automotive
- CNBC
Hemi V-8 engines and mechanical bull rides: Inside Stellantis' plan to revive its Ram Trucks brand after yearslong sales declines
AUBURN HILLS, Mich. — Ram CEO Tim Kuniskis reemerged from a seven-month retirement late last year saying he "missed the fight" and admitting the Stellantis brand was getting smashed in the marketplace by its competition. Kuniskis walked on stage during a media event as the speakers blared Detroit rapper Eminem singing "Guess who's back, back again." He promised an aggressive turnaround for the embattled truck brand that will extend through 2026. The plan includes more than 25 announcements through next year. Thus far they have included a return to NASCAR with mechanical bull rides and a new race truck, the resurrection of Hemi V-8 engines with a new "Symbol of Protest," and, most recently, a new industry-leading powertrain warranty for its Ram products. Since returning after a CEO shake-up, Kuniskis is invigorated. He's "flying without a parachute," as he recently described it, while playing with borrowed time and house money since his unretirement. He's going all in to launch a renaissance of Ram, which has experienced a 38% sales decline since its record year back in 2019. "I have perfect clarity of my return because, after I left and had a chance to rest, I realized I didn't need to leave, I just needed a break. Then I was itching to come back," Kuniskis told CNBC during a recent interview in his relatively undecorated office. (He gave many of his career keepsakes away when he retired.) "We have a window of opportunity here to fix a lot of stuff, and some people are stressed out by that opportunity, and some people are fueled by it. Luckily, our team is fueled by it." Kuniskis, who was leading Ram and Dodge upon his retirement mid-last year, said an array of issues led to the brand's current situation, including the automaker's pricing, model launch cadence and, most importantly, problems with a redesign of its Ram 1500. That redesign led to production issues that are still being worked out more than a year after the vehicle's launch. "We tried to do too many things at once," Kuniskis said of the Ram 1500. "We literally changed everything instead of doing a cadence of the changes." Kuniskis didn't touch on the larger issues Stellantis was dealing with under former Stellantis CEO Carlos Tavares, who left the automaker in December. Kuniskis was recruited back to Ram amid the change in leadership. Ram is one of the most crucial of Stellantis' 14 brands — if not the most important. It competes in the highly profitable full-size pickup truck market and industry experts said its success is key to the company reestablishing itself in the commercial sales market. "It's kind of the backbone of their business," said Joseph Yoon, consumer insights analyst at CarMax's data and consumer car shopping site "The market share is hugely important." Market share for the Ram 1500 in the U.S. full-size pickup truck market has plummeted from 17.8% in 2019 to 8.4% through roughly the first half of this year, according to Edmunds. Ram's sales of full-size trucks, which includes the 1500 and larger versions, have declined 41% from 2019 through 2024, according to company data, allowing competitors such as General Motors and Toyota Motor to increase sales during that time. While it's early into the turnaround plan, which goes into next year, Ram has already resurrected its popular Hemi V-8 engine; reintroduced lower-priced pickup truck models; announced a return to NASCAR; and introduced a 10-year/100,000 limited powertrain warranty for new trucks across its lineup, among other things. Kuniskis has said further announcements could encompass several new potential vehicles, including a passenger van and midsize pickup truck that's expected in 2027. He's also launched a "Nothing Stops Ram" marketing campaign and delayed the brand's electrified pickup trucks amid low market demand. "There's always a method to the madness," Kuniskis said. "There's always a business reason behind something that seems like fun." Part of that "fun" includes a return to NASCAR truck racing, where fans can "Ride the Hemi" – a mechanical bull ride that looks like the brand's new "Symbol of Protest" logo that features the engine with a ram's head. If riders can stay on for 15 seconds, they receive a special-edition T-shirt that can't be purchased. Its splashy return to NASCAR earlier this month in Michigan also included a new truck design, as well as a vehicle doing doughnut burnouts. Kuniskis declined to disclose sales targets for the Ram brand or its full-size pickup trucks, but he said the company is aiming for a market share somewhere between 20% and 29.9% for its full-size trucks by the end of the plan. Ram Trucks had a roughly 17% share of the U.S. full-size pickup truck market in 2024, according to industry data. "I know exactly where we want to be and what our expectations are," he said. "I should legitimately have a market share that starts with a two. … That's a starting point for us." But Kuniskis said market share is only one metric and that plant utilization and profits are also important. While Ram's overall sales are down, he said retail sales — a closely watched metric — are expected to be up by about 28% through the first half of the year. "You don't want to chase share just for the sake of chasing share," he said. "I want to have all plants running at full capacity to maximize my efficiency." Kuniskis wears a black band on his left wrist with white lettering that reads "Last Tenth LFG." The first part has been a mantra of Kuniskis' for years to push his top lieutenants to perform as best as they can. The latter part is an acronym with many meanings, including "let's freaking go." "When you were in school, they told you 'Get an 'A,' everything will be great. You'll be successful in life.' Not true. Not true," Kuniskis said. "They remember the guy that way pushed beyond just getting an 'A' in school and did something different, push that last tenth." Kuniskis handed out the wristbands to his team as well as the brand's dealers during his return to an annual dealer conference in January as a way to regain the trust of retailers after years of contentious relations over incentives, products and price increases. So far it seems to be working, according to Michael Bettenhausen, a dealer in Illinois who chairs the Stellantis National Dealer Council. "Everything that Tim has showed us has us convinced that the brand is on a path to get back to the volumes that we've seen from years past," Bettenhausen said. "We're really excited that Tim is leading this charge. It's really remarkable." Bettenhausen also said the full-size pickup truck market is key to the success of the company and its dealers. It is made up of buyers who often have generational loyalties to a brand and act as ambassadors for it. "Customer loyalty is a huge part of that business," Yoon said. "For a lot of these people, it doesn't matter if their brand is objectively the best product or not. It's just that whatever the automaker is doing, they feel like it's best for them." Bringing back the automaker's well-known Hemi V-8 may have been a good start, as Kuniskis said the company received 12,000 Hemi orders on the first day pickup trucks with the engine were available for dealers to order. As the Hemi returns, Ram's electrification plans, including a new plug-in truck and an all-electric model, are being delayed. Kuniskis declined to discuss production timing for the all-electric model, which was initially expected last year. He said the plug-in model — known as an extended-range electric vehicle, or EREV — will begin production this year but declined to specify when consumer sales will begin. Kuniskis said he believes the EREV will be more of a differentiator in the market and more important in the brand's turnaround plan through 2026. "I'm really bullish on the year. I'm really proud of how we started this year and that's just using traditional tactics," Kuniskis said. "We haven't gotten to the new stuff yet."
Motor 1
25-06-2025
- Automotive
- Motor 1
AMG Says Its New EV Powertrain Is 'The Best V-8 We've Ever Developed'
Mercedes-Benz performance division AMG unveiled the GT XX concept Wednesday, previewing the brand's first production EV with a claimed 1,340 horsepower, 223-mph top speed, and a wild synthetic 'engine' sound. According to AMG CEO Michael Schiebe, one unnamed board member called AMG's first bespoke electric powertrain 'the best V-8 we have ever developed' during a closed-door executive drive session of a GT XX prototype. That's a bold claim for a company whose legendary V-8s have included the 5.0- and 5.5-liter 'Hammers,' the 6.2-liter M156, and the current 4.0-liter bi-turbo 'hot vee' V-8. AMG's customers love V-8s so much that they've summarily rejected the current C63 for its four-cylinder hybrid powertrain. The AMG GT XX's front and rear electric drive units. Photo by: Mercedes-AMG Photo by: Mercedes-AMG 'This is the best V-8 we have ever developed.' The GT XX Concept gets its four-figure output from three axial-flux electric motors and a battery pack with direct-cooled cylindrical cells, a setup Schiebe says is designed for repeatable performance, such as multiple hot laps of a racetrack rather than a couple of acceleration runs before needing to cool down. 'Some of the electric cars, they are very fast in accelerating from zero to 60 … but they quickly lose steam once you push them really hard,' AMG's CEO told a media roundtable during the GT XX's preview event. 'You need to be able to push [the GT XX] like a strong AMG combustion engine car.' Of course, the V-8 experience is about more than just performance. It's about theater—a distinctive rumble at idle, wall-shaking revs, and rip-snorting downshifts. That's why AMG has bestowed the GT XX with a pair of speakers inside the headlight housings broadcasting a synthesized V-8 soundtrack. The steering yoke also has paddle shifters, presumably so the driver can shift through simulated 'gears,' like in the Hyundai Ioniq 5 N . Photo by: Mercedes-AMG "Our cars are bought by customers because they are very emotional." According to Schiebe, the element of theater and passion is essential in crafting a performance EV to appeal to AMG's combustion-crazy customers. 'What does it mean when someone gets into an electric car? Is it like a quiet car driving, you know?' he asked rhetorically. 'No, it will not be like this, because our cars are bought by customers because they are very emotional.' Whether or not AMG buyers will actually put their money down for an EV remains to be seen. The GT XX concept is still a ways off from becoming a production car, and in the meantime, AMG is developing a next-generation V-8 to power several of its combustion cars. But clearly, AMG's top brass believes its electric powertrain can woo its most loyal customers. More on AMG's Future AMG's New V-8 Will Be Around for as Long as People Want It, Says CEO Mercedes-AMG's New Super Sedan Revealed: Insane Power, V-8 Noises Get the best news, reviews, columns, and more delivered straight to your inbox, daily. back Sign up For more information, read our Privacy Policy and Terms of Use . Share this Story Facebook X LinkedIn Flipboard Reddit WhatsApp E-Mail Got a tip for us? Email: tips@ Join the conversation ( )
Motor 1
25-06-2025
- Automotive
- Motor 1
AMG's New V-8 Will Be Around for as Long as People Want It, Says CEO
Mercedes-AMG just unveiled the AMG GT XX, a 1,340-horsepower super sedan concept with an electric powertrain and synthesized noise that one board member called 'the best V-8 we have ever developed.' But fans of real, combustion V-8s needn't worry, as AMG has a new one of those in development, which the brand's CEO assures us will arrive in late 2027 and stick around for a while. 'Since we are just in the development of a new V-8, there is not a natural end date that we have defined,' AMG CEO Michael Schiebe told Motor1 when asked when the company might phase out its forthcoming V-8. Photo by: 'There are still customers that just want the V-8, a pure V-8.' 'We keep on going as long as we see that there is customer demand, and especially, you know, when it comes to the US, for example, we see that there are still customers that just want the V-8, a pure V-8. And so this is why we are investing in the technology.' Schiebe acknowledged the European Union's 2035 rule that new cars must create zero CO₂ emissions, which amounts to a ban on internal combustion unless automakers can invest in synthetic fuels quickly. 'There is, at the moment, a natural ending in Europe,' he said. But other countries don't face the same cliff. 'In the US, in the overseas market, where there is no certain end date, I'm pretty confident that we will carry them a couple of years, beginning of the [20]30s, middle of the [20]30s.' Schiebe acknowledged that Europe's rules could change. That's why Mercedes ensured the V-8 met stringent EU 7 emissions regulations. 'It wouldn't make any sense to just develop it for the US. And if you develop a new V-8 at the moment, of course, it has to comply with EU 7, because it's coming at the end of 2027 and 2028 so you have to fulfill the requirements.' The new V-8 powertrain in development is rumored to be related to AMG's existing 4.0-liter 'hot vee' twin-turbo engine, potentially with a flat-plane crankshaft. We don't know for sure yet which models it will make its way into, only that it won't power the C63 anytime soon. More on AMG's Future Mercedes-AMG's New Super Sedan Revealed: Insane Power, V-8 Noises AMG Says Its New EV Powertrain Is 'The Best V-8 We've Ever Developed' Get the best news, reviews, columns, and more delivered straight to your inbox, daily. back Sign up For more information, read our Privacy Policy and Terms of Use . Share this Story Facebook X LinkedIn Flipboard Reddit WhatsApp E-Mail Got a tip for us? Email: tips@ Join the conversation ( )
Car and Driver
25-06-2025
- Automotive
- Car and Driver
1978 Audi Fox GTI Test: Back to the Future
From the June 1978 issue of Car and Driver. Auto lore is full of brilliant innovations born too soon. Chevy's 1917 V-8, Chrysler's 1934 Airflow, electronic fuel injection in the Fifties, turbocharging in the Sixties—every decade has sterling examples of premature technology. For the Seventies, we have the Audi Fox. It landed in America way back in 1973, just about the perfect solution to obligations not due until 1985. Five-passenger, 2000-pound, 30-mpg sedans are exactly what the feds say most of us will be driving by the middle of the next decade. If we're lucky, we'll be in cars like the Audi Fox. This is the car that is able to answer both governmental and car-nut needs. In EPA fuel-economy tests, the Fox's composite rating is 28 mpg (27 mpg in California). The C/D driving cycle produces equally impressive 29.0-mpg city and 34.0-mpg highway results. In addition, four fit inside the Fox in comfort, and five can be buckled down in a pinch. There's acceleration on tap that matches many of today's V-8s, impeccable handling, good brakes, and 99 mph of flat-out speed if you need it. In every index, the Audi Fox is the performance sedan of the future. View Photos Larry Griffin | Car and Driver So how, you rightfully ask, could this car be the answer to our automotive problems and yet go ignored by 99.8 percent of the car-buying public in 1977? Such is the price of altruism: at $6190, the Audi Fox in GTI trim is a very expensive small car. And in spite of the downsize message now being force-fed to car consumers, the masses have yet to realize that the good-things-come-in-small-packages maxim applies to more than engagement rings. Compounding the problem is the fact that our dollar won't buy what it used to. Back in 1973, a buck was worth 2.79 d-marks. Now the exchange rate is 2.02 to the dollar. So it may be a few years before your average American family packs its 2.3 children into a Fox-like conveyance and sets off for grandma's Sunday dinner. That's not to say this car hasn't been noticed in the five years it's been here. The Fairmont/Zephyr's upscaled Fox look could hardly be considered a coincidence. Omnis and Horizons are quite happy with engine and suspension designs nearly identical to the Fox's. And when GM takes the front-wheel-drive plunge soon, they too will begin selling a very foxy line of compacts. View Photos Larry Griffin | Car and Driver As an inspiration to the world's car manufacturers, the Audi Fox has been an unqualified success. That only hurts its chances in the marketplace, where this car has to compete against cut-rate imitators. At least for 1978 the Fox's goodness-to-price ratio has taken a sharp step up. This year's car has benefited from a serious refinement program. With nearly every rough edge neatly polished away, Audi is celebrating the occasion with a limited edition known as the Fox GTI. In Europe, the GTI code designates the hottest version of VW's Rabbit and Scirocco. The heart of these autobahn flyers is a 110-horsepower motor, also shared by a super-tuned Audi 80 (Fox) known as the GTE. There are the inevitable losses in translation as GTE becomes GTI here in America, the most significant of which is the musclebound engine. In point of fact, our $295 GTI option is more a paint-and-tape job than a performance model, but it does contain several redeeming pieces you can't buy in an ordinary Fox. There is but a single color scheme available for this special run of 4000 Foxes. View Photos Larry Griffin | Car and Driver Each and every one will be silver, trimmed in black on the outside and practically all black inside. In the Porsche tradition, shiny exterior trim has been subdued, and just to make sure nobody misses the point, there are bold GTI decals pasted all over the hood and the rocker panels. The one functional outward change is a sticky set of 70-series Michelin tires. The all-black interior is at times as dark as a coal mine, but there's no denying the net positive contribution of the special GTI equipment. It grabs a serious driver in all the right places. Audi graciously designates the front seats as "Recaro-type," and in most respects the label is justified. Recaro doesn't make the seats, but the firm cushions, high side-bolsters and corduroy coverings are all similar to what this specialty manufacturer uses in its expensive Ideal line of automotive furniture. The corduroy breathes well in hot or cold weather and holds you in place by gripping your clothing lightly like a Velcro fastener. One liberty that Audi has exercised that Recaro might frown on is the longitudinal orientation of the corduroy welts; Recaro prefers to run the ridges across the seat to discourage sliding forward on hard braking. View Photos Larry Griffin | Car and Driver The GTI steering wheel is also designed to keep an aggressive driver happy in their work. Like the seats, it's traditionally "sporting" in design, right down to lightening holes. Three polished steel spokes support a large-diameter rim right where it should be. The chemical-leather cover has a texture perfect for grip, but those with large hands might find their fingers wrapped tighter than they'd like over the rim's rather small section. The instrumentation array has been improved for the GTI even though the instrument panel is pretty much the same as it's been for five years. In the center pod you get a huge tachometer and a huge speedometer flanking smaller fuel and temperature gauges. Down low on the center console there is a trio of supplemental gauges. At the far right is a clock with a second hand that marches around the dial in militarily precise one-second steps. The center slot is for a voltmeter, particularly useful if you're inclined to add-ons like high-intensity lights and powerful stereo systems. Next to the driver's right knee, there's a gauge labeled only "° Cels.," which displays engine-oil temperature. View Photos Larry Griffin | Car and Driver It could be argued that such out-of-the-way gauges will escape your attention, but they are at least comforting to have on hand. Actually, the best thing the console has to offer is the Fox's shift linkage. As part of the GTI package, the knob is "distinctive," which means real wood with a nicely finished plastic inlay, but this is only half as delightful as what it's connected to. The shifter throws are short and snappy like a shotgun's bolt, and the effort is so light that one finger could do all the shifting. At the end of the Fox's linkage is a marvelous transmission, with just the right gear for any occasion. It's just a four-speed, but the ratios are so compatible with the engine's torque curve and 6700-rpm redline that you never wish for another gear. There may be one in the works anyway. The Porsche 924 shares the Audi Fox's transaxle, and competitive pressures have given this sports car a five-speed for 1978. Fortunately, component exchange is a two-way street, so a five-speed Fox can't be far off. The engine does well with lots of revs on the tach, but it's equally happy pulling the light Fox up through the midrange. Special ingredients that yield this flexibility are fuel injection (Bosch K-Jetronic) and long, ram-tuned intake-manifold branches. Not only do these pieces produce, but the braided stainless-steel lines and glorious aluminum castings also make the Fox's engine a joy to look at. View Photos Larry Griffin | Car and Driver There's really nothing new under the hood this year, but with 78 horsepower in federal trim and 76 hp in California, the Fox didn't need any help. In fact, we're fortunate that Audi and VW left the four-cylinder Fox/Dasher engine at 1588 cc this year while dropping displacement in the Rabbit/Scirocco engine to 1457 cc. The Audi Fox is unusual among modern front-drive cars in having its engine cantilevered longitudinally ahead of the transaxle. Most manufacturers are instead using the sidewinder layout (Rabbit, Fiesta, Honda Civic and Accord) because it's much more compact and also eliminates the efficiency loss of a bevel-gear differential. While the north-south design undoubtedly makes the Fox a little longer than absolutely necessary, it doesn't seem to give up anything in handling. Even with 59.5 percent of the curb weight on the front wheels and the engine stuck way out ahead like a howitzer barrel, the Fox corners with a vengeance. Forward weight bias is great for steering precision, and response is practically instantaneous because the highly loaded front tires go right to work on any instructions you send down through the steering wheel and throttle. In most front-drive cars this sharp center feel fades rapidly into a preponderance of understeer that can get really ugly at the limit of adhesion, but the Audi Fox is a unique exception. It has plenty of roll stiffness assigned to the rear axle and lots of rubber on the road, so you never stumble around corners with one tire in distress. High-speed sweepers are this car's forte. You can blast in with less brake than usual, get back on the throttle early and pick whatever line you want within an inch. The tail tracks obediently behind with no threatening twitches, and even major mid-corner corrections won't wipe out stability. Lift off the throttle and you get less understeer; step down and the nose drifts a little wider. The steering wheel can easily keep up with both moves, so for curling entrance ramps or drifting mountain bends the Fox GTI is the BMW 320i of frontwheel-drivers. And the back-wheel-drivers you pass in this car will be doubly burned as they watch you outcorner them in the Fox's characteristic three-wheel drift. View Photos Larry Griffin | Car and Driver Great handling is not, however, exclusive to the GTI. The special edition brings 175/70SR-13 tires, but all suspension pieces are standard Fox. This is better than it sounds, because most of the 1978 refinements have been aimed at improved roadholding for all Foxes. Basically, everything has been tightened up with stiffer spring rates, more effective shock absorbers and a larger-diameter rear anti-sway bar. Front-suspension control-arm bushings have been softened in the process to retune the ride. The net result is a taut overall feeling without giving up reasonable isolation over tar strips and potholes, or, in other words, a ride/handling compromise aimed more at hard drivers than at families. This makes a perfect base for the GTI name to win a worthwhile reputation. The brakes have also been thoroughly attended to this year. There has been a spongy feeling to older Foxes due to mechanical flex between the brake pedal and friction surfaces, but this has all been corrected. There's a bigger brake booster, more rigid front calipers, and a different pad composition that is said to increase lining life by 45 percent. All traces of sponginess are gone, and stopping distance is now a tidy 199 feet from 70 mph. View Photos Larry Griffin | Car and Driver No matter what the GTI does for the Fox's future, its past is secure. This design has etched itself a permanent place in automotive history as the original ultralight roomy sedan. The Fox was also the first modern demonstration that a well-executed front-drive system could offer terrific handling. The d-mark-dollar relationship will continue to make this a pricey commodity, but one fact remains. Nowhere else will $6000 buy a car well and truly ahead of its time. Counterpoints When the Audi Fox was introduced, Karl E. Ludvigsen, that walking automotive archive, praised it and described it as "the new BMW 1600," or words to that effect. I went right out and drove one on Karl's say-so, and loved the dynamics of the thing, but wondered how they could ask something in excess of $4000 for something so Spartan, so lacking in the creature comforts most Americans expect. The Fox enjoyed reasonable success, but it never knocked America's eye out the way the little BMW did or, for that matter, the way the Audi 5000 has. I could never satisfactorily explain why one should opt for the Audi instead of a VW Dasher, for instance, and I never ran into any raving Fox-freaks. Somehow it still doesn't blow me away, even with decals and trick paint and fancy-schmancy seats. With all that neat stuff adorning its basic Teutonic goodness, it still feels vaguely like the taxicab model. It's great fun to drive, still a neat little pocket rocket in the tradition of those first 1600 Bimmers, but I don't love it. I respect it, and that seems like a real oatmeal-emotion when applied to a car that promises so much. —David E. Davis. Jr. No matter how many times I tried to snake my portly five-foot ten-inch body into the Audi, it was always a hassle to get my legs over the seat side-bolsters and under the bus-size steering wheel. But once I was in, the Recaro-like Audi buckets wrapped around me like no other production seats I've known. Just the cure for an aching back caused by hunching over a hot typewriter all day. And the back seat, which like the front is finished in svelte black corduroy and vinyl, has plenty of room in every direction. You can dump your junk into the spacious trunk, load up four adults, and motor without fear of cramped knees or inadequate headroom. On the road the engine seemed to be a torquey little devil in the lower gears, yet on a long grade the car could not maintain 50 mph in fourth. I was also surprised by occasional sputtering. The tight and precise shift pattern was smack on, but the decal trim package was peeling off. —Terry Cook Long memories don't do in today's automotive world. For instance, I can remember not only that all of four years ago we called the Fox the car of the future, but also that the car of the future could be yours for around four grand. So how do you think of it four years later, when it has been proved to be the car of the future—only the four thou has turned into six? Granted, the car has been continually refined—the GTI package is the nicest yet, especially for those stuck on the horns of the family-vs.-enthusiasm dilemma—but the price still sticks in my craw. The only mitigating factor is that Toyotas and Hondas now routinely go out the door for more. Aside from the sticker, the GTI is a fine compromise of fun and function. The quasi-Recaro side-bolster annoyed me every time I had to clamber over it to get in, but that's just the result of getting older. Come to think of it, so is a longer memory. —Steve Thompson Specifications Specifications 1978 Audi Fox GTI Vehicle Type: front-engine, front-wheel-drive, 5-passenger, 2-door sedan PRICE Base/As Tested: $5895/$6190 Options: GTI package, $295 ENGINE SOHC 8-valve inline-4, iron block and aluminum head, port fuel injection Displacement: 97 in3, 1588 cm3 Power: 78 hp @ 5500 rpm Torque: 84 lb-ft @ 3200 rpm TRANSMISSION 4-speed manual CHASSIS Suspension, F/R: struts/live axle Brakes, F/R: 9.4-in disc/7.9-in drum Tires: Michelin ZX 175/70SR-13 DIMENSIONS Wheelbase: 96.7 in Length: 173.8 in Width: 64.8 in Height: 53.6 in Curb Weight: 1998 lb C/D TEST RESULTS 60 mph: 11.2 sec 1/4-Mile: 18.6 sec @ 75 mph 90 mph: 38.2 sec Top Speed (observed): 99 mph Braking, 70–0 mph: 199 ft Roadholding: 0.82 g C/D FUEL ECONOMY City/Highway: 29/34 mpg C/D TESTING EXPLAINED
Business Insider
11-06-2025
- Automotive
- Business Insider
General Motors to invest $4B in U.S. manufacturing plants
The company states: 'General Motors (GM) today announced plans to invest about $4 billion over the next two years in its domestic manufacturing plants to increase U.S. production of both gas and electric vehicles. The new investment will give GM the ability to assemble more than two million vehicles per year in the U.S. This announcement comes on the heels of the company's recently announced plan to invest $888 million in the Tonawanda Propulsion plant near Buffalo, New York to support GM's next-generation V-8 engine.' Confident Investing Starts Here:
