The finalized federal rule projects a 34.9-mpg average for new passenger cars and light trucks in model year 2031, according to the U.S. Department of Transportation (DOT). Michael Hiltzik’s October 8, 2026, Los Angeles Times column gives the rollback figure as 34.5 mpg. Those figures differ; DOT’s announcement is the source for the final rule’s 34.9-mpg estimate. The policy also has a California connection: a coalition of 26 states, counties and cities sued to block it, arguing that the federal government failed to follow the law.
What did Trump change in the fuel economy standards?
On September 28, 2026, DOT announced a final rule resetting the National Highway Traffic Safety Administration’s (NHTSA) Corporate Average Fuel Economy (CAFE) standards for passenger cars and light trucks for model years 2022–2031. DOT says the standards imply a fleet average of 34.9 miles per gallon for model year 2031, compared with 30.1 mpg for model year 2024. These are agency estimates for fleets, not a promise that every vehicle will achieve that mileage.
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For comparison, Hiltzik and Scientific American report that the previous Biden-era target was 50.4 mpg by 2031. Hiltzik gives the new target as 34.5 mpg, while DOT’s announcement states 34.9 mpg. Because the figures conflict, the final agency announcement is the appropriate reference for describing what DOT says the rule sets.
| Figure | What it refers to | Source and qualification |
|---|---|---|
| 30.1 mpg | Fleet average for model year 2024 | NHTSA estimate as stated by DOT in 2026 |
| 34.9 mpg | Projected fleet average for model year 2031 under the final rule | NHTSA estimate as stated by DOT in 2026 |
| 34.5 mpg | Rollback figure for 2031 | Reported by Hiltzik in his October 8, 2026, column; it differs from DOT’s announcement |
| 50.4 mpg | Previous 2031 target | Reported by Hiltzik and Scientific American in 2026 |
CAFE standards regulate average fuel economy across automakers’ fleets. They do not set the actual mileage of a particular vehicle, and an individual model’s fuel economy can be above or below the fleet figure.
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Will the rollback make cars cheaper?
DOT estimates that the change will reduce the average price of a new vehicle by $1,300 and save Americans $138 billion over five years. Those are administration forecasts, not measured savings already received by buyers. DOT also argues the reset will improve affordability and safety by encouraging sales of newer vehicles, and projects lower oil consumption by 2050 compared with 2024. These, too, are agency claims and projections.
The purchase-price estimate is only one side of the consumer-cost question. A vehicle that uses more fuel can cost more to operate over time. Hiltzik reports that the administration’s analysis acknowledged consumers might pay more for fuel than they save upfront. California’s Department of Justice (DOJ), describing the lawsuit, says the coalition challenges NHTSA’s treatment of fuel savings and alleges nearly $220 billion in lost fuel savings under the new rule. That amount is the plaintiffs’ claim, not an established estimate of what drivers will lose.
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Why is California suing over the rule?
On October 2, 2026, California Attorney General Rob Bonta announced that a coalition of 26 states, counties and cities had sued NHTSA in the U.S. Court of Appeals for the First Circuit. The plaintiffs allege violations of federal law and administrative procedure. They argue that the Energy Policy and Conservation Act requires NHTSA to set the “maximum feasible” fuel economy standards, taking account of technological feasibility, economic practicability, other motor-vehicle standards and energy conservation.
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California DOJ says the rule’s baseline and analysis distort the calculation of fuel savings and give too little weight to energy conservation and climate damages. It also says the rule ends CAFE credit trading beginning in model year 2028. These are arguments in the lawsuit, not findings by a court. The court’s decision—and the timing or scope of any relief—remain unresolved.
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How does California’s pollution authority fit in?
CAFE rules are federal fuel-economy standards. California’s separate authority comes from the Clean Air Act, which Hiltzik traces to 1970: a waiver can allow California to maintain stricter vehicle-emissions rules than federal standards. Hiltzik reports that 13 other states and the District of Columbia followed California’s rules, together representing about 40% of the national auto market. Those figures and context are from his column.
The federal fuel-economy rule and California’s waiver-based emissions rules are related policy fights, but they are not the same legal mechanism. The CAFE suit challenges NHTSA’s final rule; the broader dispute concerns the federal government’s treatment of California’s authority to set stricter emissions requirements.
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Does the rule force automakers to build electric vehicles?
The administration presents the reset as an end to what it calls an illegal EV mandate. Transportation Secretary Sean P. Duffy said the prior policy “forced automakers to produce more expensive electric vehicles that American families didn’t want.” The Alliance for Automotive Innovation, an industry group representing major automakers and equipment makers, endorsed the change as better aligned with the law and market conditions. Its chief executive, John Bozzella, has characterized the prior standards as effectively requiring a switch to EVs. These are administration and industry positions; critics dispute that the old standards mandated EV production.
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What remains disputed about costs, safety and pollution?
The central disagreement is over how to weigh the upfront cost of new vehicles against fuel spending over their lifetimes, as well as how to account for energy use and environmental effects. DOT says the rule balances affordability, energy conservation and safety; California’s plaintiffs say NHTSA’s analysis undervalues fuel savings and conservation. The reviewed public statements do not independently settle the full cost-benefit model or establish which estimate best predicts household costs.
Safety claims are also competing rationales, not settled outcomes. DOT argues that lower vehicle prices may lead consumers to buy newer cars, which it says could reduce serious injuries. Hiltzik quotes American Lung Association President Harold Wimmer opposing the rollback: “There is no reason to weaken standards that are technologically feasible and have a direct benefit for the quality of the air people breathe.” Hiltzik also reports Wimmer’s view that the change “will create more air pollution, harm health and accelerate climate change.” These are advocacy statements; the sources cited here do not establish the rule’s eventual safety or pollution effects.
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