The Mandate Meets the Showroom ◆ Vol. 4
Economy & Industrial Policy

$7.5 billion for chargers.
384 stations to show for it.

In 2021 the federal government set a plan: half of every new car sold in America would be electric by 2030. Twelve states followed California into a ban on new gas cars by 2035. The law behind it all set aside $7.5 billion for a national charging network. Four and a half years later, the numbers look like this: 384 stations open, 8.6% of new vehicles are battery-electric, and Ford, GM, Mercedes, Volvo, Aston Martin and Porsche have all pulled back their EV commitments — on the record, in writing, with dates. Here is what each policy promised, what it delivered, and where it stands today.

384 NEVI stations · 1410 ports · 51 stations / $B spentUpdated Apr 17, 2026, 6:00 PM EDT
§ 01 / Three Numbers

Three figures frame everything that follows. One is what the law appropriated. One is what got built. One is how far the market actually moved. Read them in order.

$0.0B
Federal dollars appropriated by the 2021 infrastructure law for a national electric-vehicle charging network ($5B NEVI formula + $2.5B discretionary).
Signed Nov 15, 2021 · P.L. 117-58Source: P.L. 117-58 §11401, §11402 — congress.gov
0 stations
NEVI-funded fast-charging stations energized and open to the public as of the most recent FHWA state-submitted status report.
Q1 2026 reporting cycleSource: FHWA NEVI status tracker (state plan updates)
0.0%
Battery-electric share of US new light-duty vehicle sales in 2024 — four years into a federal pathway that called for 50% by 2030.
Calendar year 2024Source: Cox Automotive / Kelley Blue Book 2024 year-end EV sales report

One number is what Congress approved. One is what the contractors delivered. One is what the public — the only jury in a free market — actually bought. The gap between the first and the third is the story of this page.

§ 02 / The Policy on the Record

Every executive order, rule,
and state regulation — linked to its primary source.

The pathway to forced EV adoption was never a single law. It was a federal target, a federal subsidy, a federal tailpipe rule, and a California regulation that twelve other states adopted by reference. Each entry below links to the Federal Register document, CARB rulemaking package, or public law it is drawn from.

Obama era (pre-Biden CAFE)

2012 rulemaking
  • 2012-10-15↑ Mandate
    CAFE 2017–2025 final rule — 54.5 mpg by 2025
    77 FR 62624 — the federal fuel-economy target that began pushing automakers toward electrification
    Federal Register — 77 FR 62624 ↗

Joseph R. Biden Jr.

2021-01-20 → 2025-01-20
  • 2021-08-05↑ Mandate
    EO 14037 — 50% zero-emission new vehicle sales by 2030
    Non-binding target for BEV + PHEV + FCEV share of new light-duty sales
    Federal Register — EO 14037 ↗
  • 2021-11-15$ Subsidy
    Infrastructure Investment and Jobs Act signed — $7.5B for EV chargers
    P.L. 117-58 §11401 (NEVI $5B) and §11402 (discretionary $2.5B)
    P.L. 117-58 — congress.gov ↗
  • 2022-02-10$ Subsidy
    FHWA issues NEVI Formula Program guidance
    Requires 50-mile spacing, 150 kW minimum per port, four ports per station along Alternative Fuel Corridors
    FHWA NEVI guidance ↗
  • 2022-08-16$ Subsidy
    Inflation Reduction Act signed — rewires EV tax credits
    §30D (consumer), §45W (commercial), §45X (battery production), §13404 (home chargers). Battery/critical-mineral sourcing thresholds ramp annually.
    P.L. 117-169 — congress.gov ↗
  • 2023-06-30$ Subsidy
    First NEVI-funded station opens (London, OH)
    ~20 months after the law was signed; ~17 months after NEVI guidance
    Ohio DOT press release ↗
  • 2024-03-20↑ Mandate
    EPA finalizes MY2027–2032 tailpipe GHG rule
    Final rule projects ~56% BEV share of new sales by 2032 — weakened from the proposed 67% after industry pushback
    EPA final rule — Federal Register ↗
  • 2024-03-28↑ Mandate
    NHTSA finalizes CAFE MY2027–2031
    Passenger car fleet to ~65 mpg by 2031; softened from proposal
    NHTSA press release ↗

State actions (CARB & §177 states)

2022 → present
  • 2022-08-25§ State mandate
    CARB adopts Advanced Clean Cars II — 100% ZEV new sales by 2035
    California first; triggers Clean Air Act §177 adoption option for other states
    CARB ACC II rulemaking package ↗
  • 2024-03-07↺ State rollback
    Virginia repeals CARB adoption (first §177 rollback)
    AG opinion concludes VA's 2021 adoption sunsets with CA's old rule
    VA Attorney General advisory opinion ↗

Donald Trump (2nd term)

2025-01-20 → present
  • 2025-01-20↓ Rescission
    EO — Unleashing American Energy
    Pauses IRA disbursements; directs agencies to rescind the 'EV mandate' (EPA GHG + NHTSA CAFE + NEVI guidance)
    Federal Register — Unleashing American Energy ↗
  • 2025-02-06↓ Rescission
    FHWA rescinds NEVI program guidance
    All state NEVI plans required to be re-submitted; no new obligations until new guidance issued
    FHWA memo to state DOTs ↗
  • 2025-06-12↓ Rescission
    Congress revokes EPA's CA §209 waiver for ACC II
    Congressional Review Act joint resolution — removes the federal waiver that lets California (and §177 states) enforce ACC II
    congress.gov — H.J.Res. 89 (2025) ↗
  • 2025-07-04↓ Rescission
    One Big Beautiful Bill — ends §30D consumer EV credit
    $7,500 new-EV and $4,000 used-EV credits terminate for vehicles placed in service after Sept 30, 2025
    P.L. 119-21 §40006 — congress.gov ↗
§ 03 / The National Charging Network

The money went out.
The chargers mostly didn’t.

The 2021 infrastructure law set aside $5B for the National Electric Vehicle Infrastructure formula program (NEVI) and another $2.5B in discretionary grants — $7.5B in total — to build a coast-to-coast fast-charging network every fifty miles along federal highways. Here is where that money stood 53 months after the law was signed.

$0.0B
Appropriated for EV charging (IIJA §11401 + §11402)
0
Stations open to the public
0 mo
Between law signed and first NEVI station opening (London, OH)
Where the $5 billion actually isNEVI formula program · Nov 2021 → Apr 2026
Authorized by Congress
IIJA §11401 · 5-year formula program
$5.00B
100% of auth.
Obligated to state DOTs
States have the money on hand · no new obligations since Feb 2025 rescission
$3.27B
65% of auth.
Awarded in construction contracts
Dollars actually committed to build something
$0.61B
12% of auth.
384 stations energized
$1.60M per station in actual construction spend · 1410 DC fast ports
—
12% of auth.

The pipeline collapses at every stage. 65% of appropriated money has been obligated to states; 12% has been awarded to actual contractors; the rest — $4.38B — is either sitting in state accounts unobligated to contracts, or sitting in Treasury pending new FHWA guidance after the Feb 2025 rescission.

The Cost of Doing Nothing

Unspent does not mean costless.

~$789M
Interest on the debt that funded the unspent $4.4B
$4.4B × 4% avg 10-yr Treasury × 4.5 years
US Treasury — Daily Treasury Par Yield Curve Rates ↗
~$745M
Real purchasing-power erosion of the unspent $4.4B
CPI-U up 17% since Nov 2021; same dollars buy 17% less station today
BLS — CPI-U, All items, US city average ↗

Combined ballpark: ~$1.53B of real cost the taxpayer has absorbed on the delay alone, before a single additional station is built. If the money is eventually spent on stations that deliver value, the delay is a problem but not pure waste. If it’s rescinded back to Treasury or sits permanently, these are the costs with nothing to show for them.

The Ratio

$19.5M per station, if you divide the total program dollars by the stations actually open.
That is roughly 51 stations per billion dollars appropriated.

A commercial Tesla Supercharger station — already operating at scale — costs under $1M per site to build. The gap between what got appropriated, what got obligated to states (65% of NEVI formula), what got awarded in construction contracts, and what actually energized is where the program lives.

Stations open, by statesorted by openings · as of 2026-04-01
Ohio OH
31
$140M alloc · 124 ports
Pennsylvania PA
24
$171M alloc · 98 ports
New York NY
22
$175M alloc · 88 ports
Hawaii HI
19
$17M alloc · 76 ports
Colorado CO
17
$57M alloc · 70 ports
Maine ME
15
$19M alloc · 62 ports
Texas TX
14
$408M alloc · 56 ports
California CA
12
$384M alloc · 48 ports
Florida FL
9
$198M alloc · 36 ports
Illinois IL
4
$149M alloc · 16 ports
Washington WA
4
$71M alloc · 16 ports
Michigan MI
3
$110M alloc · 12 ports
Massachusetts MA
0
$65M alloc · 0 ports
New Jersey NJ
0
$104M alloc · 0 ports
Georgia GA
0
$135M alloc · 0 ports
Arizona AZ
0
$76M alloc · 0 ports
FHWA NEVI status · state DOT plans · Atlas Public Policy tracker ↗

In February 2025 the Federal Highway Administration rescinded its NEVI guidance entirely, requiring every state plan to be resubmitted before additional federal dollars flow. Four states — Texas, California, Pennsylvania, and Florida — received the four largest formula allocations; together they account for 59 of the 384 stations open nationwide.

§ 04 / Demand vs. Deployment

Where the EVs actually are,
and where the chargers went.

NEVI spending is formula-driven: federal highway miles, population, and the 50-mile-corridor rule put stations along interstates whether or not the nearby counties drive electric. Line each state’s share of the US EV fleet up next to its share of stations actually energized, and a mismatch shows up.

The Mismatch

California has 37% of the country’s electric cars and 3.1% of the NEVI stations.
Ohio has 2.0% of the EVs and 8.1% of the stations.

The NEVI formula weights federal highway mileage and state population; it does not weight EV registrations at all. That is by design — the stated goal was to enable long-distance EV travel across the country, not to meet existing demand. This is what that design produced.

% of US EV registrations% of US NEVI stations open
California
CA · 12 stations
36.5%
3.1%
0.09× · under-served
Florida
FL · 9 stations
6.8%
2.3%
0.34× · under-served
Texas
TX · 14 stations
6.5%
3.6%
0.56× · under-served
Washington
WA · 4 stations
4.8%
1.0%
0.22× · under-served
New York
NY · 22 stations
3.7%
5.7%
1.5× · over-served
New Jersey
NJ · 0 stations
3.6%
0.0%
0× · no stations
Colorado
CO · 17 stations
3.1%
4.4%
1.43× · matched
Illinois
IL · 4 stations
2.8%
1.0%
0.37× · under-served
Georgia
GA · 0 stations
2.5%
0.0%
0× · no stations
Arizona
AZ · 0 stations
2.2%
0.0%
0× · no stations
Massachusetts
MA · 0 stations
2.2%
0.0%
0× · no stations
Ohio
OH · 31 stations
2.0%
8.1%
4.0× · over-served
Pennsylvania
PA · 24 stations
2.0%
6.3%
3.1× · over-served
Michigan
MI · 3 stations
1.9%
0.8%
0.41× · under-served
Hawaii
HI · 19 stations
0.9%
4.9%
5.5× · over-served
Maine
ME · 15 stations
0.3%
3.9%
13.0× · over-served
Registration shares: DOE Alternative Fuels Data Center DOE Alternative Fuels Data Center — State EV Registrations ↗

Private operators — Tesla Supercharger, EVgo, ChargePoint, Electrify America — built their networks where customers already were. Roughly 90% of US fast-charging plugs in operation today were installed without a federal dollar. NEVI was designed to fill the rural-corridor gap those networks don’t cover. Whether the gap was worth filling at this pace and price is a separate question; the deployment pattern is not.

§ 05 / What Actually Moved

The target was 50%.
The country bought 8%.

Executive Order 14037, signed in August 2021, set a non-binding target of 50% zero-emission new-vehicle sales by 2030. The tailpipe and fuel-economy rules finalized in 2024 were engineered to enforce something close to it. This is what new-car buyers have done, year by year, with their own money — and what the trajectory would need to become to reach the stated targets.

Battery EVPlug-in hybridHybridGas / Diesel
2018
BEV 1.2%
2019
BEV 1.6%
2020
BEV 1.8%
2021
BEV 3.2%
2022
BEV 5.8%
2023
BEV 7.6%
2024
BEV 8.1%
2025
BEV 8.6%
US new light-duty vehicle sales, share by powertrainCox Automotive / Kelley Blue Book — US New-Vehicle Sales by Powertrain ↗
Biden EO 14037 target
50%
By 2030

ZEV share (BEV+PHEV+FCEV) of new light-duty sales

Federal Register — EO 14037 ↗
EPA 2024 GHG rule projection
56%
By 2032

BEV share implied by fleet-average CO₂ standard

EPA final rule ↗
CARB ACC II
100%
By 2035

ZEV share of new passenger-car sales in CA and §177 states (federal waiver revoked June 2025)

CARB rulemaking package ↗
Dealer days on lot (Q4 2024)
Battery-electric
89d
Gas / Diesel
67d
Hybrid
41d

BEVs sat on dealer lots roughly 33% longer than gas vehicles; hybrids turned over in less than half the time of a BEV.

Cox Automotive — Q4 2024 Days' Supply ↗
Average new-vehicle transaction price
Battery EV
$55.5k
Average, all new
$48.6k
Hybrid
$34.9k

The average new BEV cost $20,642 more than the average hybrid — before any federal tax credit. That credit ended for vehicles placed in service after Sept 30, 2025.

Kelley Blue Book — Avg Transaction Price, Dec 2024 ↗
The Quiet Story

Battery-EV share rose from 7.6% to 8.1% in 2024 — a 0.5 point gain. Hybrid share rose from 8.1% to 11.7% — a 3.6 point gain. The powertrain the market actually chose was not the one the regulations were written for.

§ 06 / The States That Banned Gas Cars

Twelve states adopted California’s 2035 rule.
As of June 2025, none of them can enforce it.

Under Clean Air Act §177, any state can adopt California’s vehicle emissions rules by reference instead of writing its own. Twelve did — copying Advanced Clean Cars II, which requires 100% of new passenger-car sales be zero-emission by 2035, with interim percentages starting at 35% for MY2026. In June 2025 Congress revoked the EPA waiver that let California (and the §177 states) enforce the rule at all. The regulations remain on state books; they just no longer have federal backing.

13
§177 states that adopted ACC II
112M
Americans covered by adopted ACC II rules
104M
Now in states where enforcement is paused pending litigation
State-by-state status
Why Congress pulled the waiverThe reasoning on the record

The mechanism was not a court ruling. It was three Congressional Review Act joint resolutions — H.J.Res. 87 (Omnibus NOx), H.J.Res. 88 (Advanced Clean Trucks), and H.J.Res. 89 (ACC II / passenger cars). H.J.Res. 89 passed the House May 1, 2025 and the Senate May 22, 2025; President Trump signed all three on June 12, 2025. The stated reasoning lives in the committee reports, floor debates, and signing statement, not in a Supreme Court opinion.

Argument 01

§209(b) was written for local air quality, not national EV policy

The Clean Air Act §209(b) waiver was created in 1967 so California could address the Los Angeles smog basin. House Energy & Commerce committee report language argues ACC II's nationwide market-shaping effect exceeds that original purpose.

Congressional Record · H.J.Res. 89 House floor debate · May 1, 2025 ↗
Argument 02

One state, ~40% of the national new-car market

Once 12 §177 states adopted ACC II, the combined market set de facto national vehicle standards without federal rulemaking. Republicans argued this created policy nationally that Congress never approved nationally.

H.J.Res. 89 — full text, congress.gov ↗
Argument 03

EPA's Dec 2024 waiver grant was 'arbitrary and capricious'

Signing statement argued EPA failed to adequately weigh grid reliability, charging-infrastructure readiness, and national-market impacts when granting the waiver — and cited the major-questions doctrine from West Virginia v. EPA (2022).

White House signing statement · June 12, 2025 ↗
The Procedural Fight

GAO and the Senate Parliamentarian both concluded EPA waiver decisions are not 'rules' subject to the Congressional Review Act. Congress passed H.J.Res. 87/88/89 anyway, asserting its own authority to interpret CRA scope. California and 11 §177-state attorneys general filed suit in the DC Circuit; no ruling has issued and SCOTUS has not taken the case.

GAO B-334952 · March 2023 · EPA waivers are NOT 'rules' under the CRA ↗California + 11 AGs · DC Circuit challenge · briefs filed Q4 2025 ↗

Connecticut and Maine both walked away before adopting. Virginia adopted in 2021 and repealed in 2025. Of the twelve that did adopt, none is currently enforcing the 2026 interim 35% threshold — the waiver revocation froze it. The 2035 ban still appears on each state statute book. Whether it comes back on the wall depends on the DC Circuit litigation — and eventually, almost certainly, the Supreme Court.

§ 07 / Batteries, Materials, Plants

The cell got cheaper.
The supply chain didn’t come home.

A lithium-ion battery pack cost $1,355 per kilowatt-hour in 2010. In 2024 it cost $115. The cells got cheap; the cars didn’t, because a pack is only one line on the bill of materials — and every other line still traces back to China. The Inflation Reduction Act’s §45X production credit tried to drag that chain onshore. These are the results so far.

Lithium-ion battery pack, volume-weighted avg · $/kWh, nominal
$0$400$800$1200$1355/kWh$108/kWh201020132016201920222025
–92% from 2010 to 2024 (nominal)BloombergNEF Lithium-Ion Battery Price Survey (annual) ↗
Who controls the battery supply chain
Lithium
Chemical refining (carbonate + hydroxide)
China share
65%
US share
4%
IEA Global Critical Minerals Outlook 2024 ↗
Cobalt
Refining
China share
74%
US share
0%
USGS 2025 Mineral Commodity Summaries — Cobalt ↗
Nickel (Class 1, battery-grade)
Refining
China share
68%
US share
0%
USGS 2025 MCS — Nickel ↗
Graphite (natural + synthetic anode)
Anode-grade material
China share
92%
US share
0%
USGS 2025 MCS — Graphite ↗
Cathode active material (NMC / LFP)
Manufacturing
China share
85%
US share
1%
IEA Global EV Outlook 2024 ↗
Finished Li-ion cells
Global production capacity
China share
79%
US share
7%
IEA Global EV Outlook 2024 ↗
US battery plant buildout under §45X264 GWh operating · 427 GWh planned
Ultium Cells WarrenOperating35 GWh · OH
GM + LG
GM investor news ↗
Ultium Cells Spring HillOperating50 GWh · TN
GM + LG
GM press release ↗
BlueOval SK KentuckyOperating86 GWh · KY
Ford + SK On
Second plant delayed indefinitely per Sept 2024 Ford investor update
Ford Media Center ↗
BlueOval City (battery)Under construction43 GWh · TN
Ford + SK On
Ford Media Center ↗
Metaplant AmericaOperating30 GWh · GA
Hyundai + LG
Hyundai news ↗
StarPlus Energy KokomoOperating33 GWh · IN
Stellantis + Samsung SDI
Stellantis press release ↗
Ultium Cells LansingPaused50 GWh · MI
GM + LG
Construction paused Dec 2023; unpaused at reduced scope Oct 2024
GM Q4 2023 earnings call ↗
Honda-LG JeffersonvilleUnder construction40 GWh · OH
Honda + LG
Honda press release ↗
Toyota Battery Manufacturing NCOperating30 GWh · NC
Toyota
Majority of output dedicated to hybrid batteries
Toyota USA Newsroom ↗
Rivian Stanton SpringsPaused0 GWh · GA
Rivian
Construction paused March 2024; resumed Q3 2025 at reduced scope
Rivian investor news ↗
Envision AESC Bowling GreenPaused30 GWh · KY
Envision AESC
Construction paused Oct 2024
Envision AESC press release ↗
The Self-Reliance Math

Even if every announced US battery plant reached full capacity tomorrow, the cells would be American. The cathode, anode, and lithium refining — the four most expensive line items in the cell — would still arrive in a container from a Chinese port.

§ 08 / The Industry Walks It Back

Every pullback —
with a date, a dollar figure, and a press release.

Between October 2023 and early 2026, every major Western automaker walked back at least one EV commitment. These are not rumors or analyst notes. Each row below cites the original investor communication, press release, earnings call, or SEC filing where the change was announced.

  1. 2023-10-26
    FordPostpones $12B of planned EV spending

    Cites unprofitable EV segment; Model e lost $4.7B in 2023, projected $5.0–5.5B loss in 2024

    Ford Q3 2023 earnings release ↗
  2. 2024-02-22
    Mercedes-BenzDrops 50%-EV-by-2025 target; full-EV by 2030 now 'where conditions allow'
    Mercedes-Benz Group 2023 annual report ↗
  3. 2024-04-04
    FordDelays next-gen three-row EV SUV from 2025 to 2027

    Pivots Oakville Assembly (Ontario) to gas Super Duty pickup trucks

    Ford Media Center ↗
  4. 2024-06-28
    FordCuts F-150 Lightning production in half

    Reduces Rouge EV Center workforce by ~1,400; shifts Bronco SUV production in

    Detroit Free Press (Ford confirmation) ↗
  5. 2024-07-23
    GMDrops 1 million EV production target for 2025
    GM Q2 2024 earnings call transcript ↗
  6. 2024-09-04
    VolvoAbandons 100%-EV-by-2030 pledge; hybrid models retained through 2030
    Volvo Cars press release ↗
  7. 2024-10-08
    Aston MartinDelays first full EV from 2025 to 2026
    Aston Martin Lagonda investor update ↗
  8. 2024-10-11
    PorschePushes 80%-EV-by-2030 target off — now 'dependent on demand'
    Porsche AG Q3 2024 statement ↗
  9. 2024-12-06
    HondaCancels planned $11B Canadian EV hub investment tempo; delays 2 years
    Honda Motor news release ↗
  10. 2025-02-05
    FordReports $5.1B Model e loss for 2024

    F-150 Lightning 2024 US sales: 33,510 units — down 9% YoY; gas F-150 sales: 732,139

    Ford 2024 10-K ↗
  11. 2025-04-08
    StellantisRetires Dodge Charger Daytona R/T (EV base trim) after 6 months

    Citing 'inventory realities'; gas-powered Charger Sixpack launching Q3 2025

    Stellantis press release ↗
  12. 2025-10-14
    GMCancels planned Buick EV-only roadmap; reintroduces gas + hybrid trims for 2027
    GM investor relations ↗
  13. 2026-01-22
    ToyotaQ4 2025: hybrid sales up 38% YoY; BEV (bZ4X) sales: 9,329 units for full year

    Toyota Prius + RAV4 Hybrid combined outsell every pure-BEV model except Tesla Model Y

    Toyota USA December 2025 sales release ↗
§ 09 / Fraud, Audits, and Prosecutions

The enforcement record —
no allegation without a filing.

This section lists only items with a primary-source federal record: a DOJ indictment or conviction, an SEC settled order, a TIGTA audit, or a GAO report. Industry rumor, short-seller reports, and unlinked news coverage are excluded by editorial standard. Every row below links to the government document that establishes it.

Criminal & civil actions
  1. 2021-12-21SEC · Civil
    Nikola Corp.
    Program: Public markets (company raised capital off EV-hydrogen claims)

    Settled SEC charges of making false and misleading statements about its products, technology, and commercial prospects.

    $125M civil penalty
    SEC Press Release 2021-267 ↗
  2. 2023-12-18DOJ · Criminal
    Trevor Milton (Nikola founder)
    Program: Public markets (EV-maker fraud on investors)

    Convicted at jury trial (Oct 2022, SDNY) of securities and wire fraud; sentenced to prison and fined.

    4 years prison + $1M fine · investor losses cited >$660M
    Pardoned by President Trump on March 28, 2025.
    DOJ / SDNY — Milton sentencing press release ↗
  3. 2024-02-29SEC · Civil
    Lordstown Motors Corp.
    Program: Public markets (EV startup in bankruptcy)

    Settled SEC charges that it exaggerated the number of 'pre-orders' for the Endurance EV pickup and misrepresented its delivery timeline.

    $25.5M disgorgement (offset by class-action recovery)
    SEC Press Release 2024-29 ↗
  4. 2024-03-22SEC · Civil
    Stephen S. Burns (former Lordstown CEO)
    Program: Public markets (same conduct as company settlement)

    Individual settlement for fraud concerning pre-order misrepresentations.

    $175,000 civil penalty + 2-year officer/director bar + permanent injunction
    SEC Litigation Release 25954 ↗
Oversight audits
  1. 2025-03-03TIGTA · IRS audit
    IRS — §30D Clean Vehicle Credit program
    Program: §30D new and used EV tax credits (advance-payment mechanism)

    TIGTA audit of IRS implementation of the Clean Vehicle Credits found processing controls allowed potentially erroneous credits through while wrongly rejecting valid ones; flagged weaknesses in dealer-registration and advance-payment oversight.

    Not a fraud prosecution — an oversight-gap finding. Treasury separately reported roughly $600M in advance payments in the first three months of 2024.
    TIGTA — IRA Clean Vehicle Credits Implementation Audit ↗
  2. 2025-07-01GAO · Audit
    FHWA — NEVI & CFI charging programs
    Program: $7.5B federal charging appropriation (IIJA §11401 + §11402)

    GAO found FHWA had not defined performance goals for core NEVI purposes (including access), had no performance goals at all for the sibling CFI discretionary program, and reported only 384 chargers open to the public.

    Not a fraud finding — a program-management audit. Documents a structural oversight gap.
    GAO-25-106992 — EV Charging Infrastructure ↗
What is deliberately absent

Fisker, Faraday Future, Mullen Automotive, §45X battery-credit audits, DOT OIG NEVI bid-rigging, and state CVRP rebate audits are not listed here. Each has appeared in news coverage; none has a federal primary-source finding or filing as of today. When a DOJ, SEC, OIG, or GAO document publishes one, it gets added. Until then it doesn’t.

§ 10 / On the Record

Said in public.
Linked to the transcript.

Quotes from the CEOs of the three largest automakers by US sales — each delivered on a public earnings call or filing, each linked to its primary source.

“We're going to be pragmatic on the second wave of EV investments. The market is not where we thought it would be.”
Jim Farley
CEO, Ford Motor Company
Oct 26, 2023
Ford Q3 2023 earnings call
Announced alongside the postponement of $12B in EV capital spending.
“We are going to let the customer and demand guide us. We are no longer committing to a specific number of EVs by year-end.”
Mary Barra
CEO, General Motors
Jul 23, 2024
GM Q2 2024 earnings call
Formally withdrew GM's previous 1-million-EV-by-2025 production goal.
“No matter how much progress battery-electric vehicles make, I think they will still have a 30% market share. Then the remaining 70% will be hybrid electric vehicles, hydrogen fuel cell vehicles, and hydrogen engine vehicles.”
Akio Toyoda
Chairman, Toyota
Jan 23, 2024
Toyota Times
Toyota's 2024 US hybrid sales grew 38%; its BEV sales were under 10,000 units.