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GM’s 2035 statement was an aspiration, not a binding ban: on January 28, 2021, the automaker said it aspired to eliminate tailpipe emissions from new light-duty vehicles by 2035. That goal points toward a shift away from new gasoline-powered vehicles, but it did not require owners to give up cars they already own or establish that GM has since achieved the target.
What GM actually committed to
GM’s January 28, 2021 announcement used careful wording: it “aspires to eliminate tailpipe emissions from new light-duty vehicles by 2035.” The company described a move toward battery-electric vehicles or other zero-emissions vehicle technology, while also saying it would continue improving the fuel efficiency of its conventional internal-combustion vehicles. GM’s announcement therefore set a direction for its new-vehicle portfolio; it did not state that all combustion-engine development, production, or use would end immediately.
“Ending sales of gas-powered cars” is a shorthand for the intended direction, not the precise wording of the pledge. GM framed the 2035 target as an aspiration, not a statutory sales prohibition. The announcement establishes what GM said it planned, not whether it later met the target.
Which vehicles the 2035 goal covers—and which it does not
The target concerns new light-duty vehicles. That category includes passenger vehicles and light-duty trucks, so the pledge is relevant to the kinds of cars, SUVs, and pickups sold for everyday use. The announcement does not establish an end date for every vehicle class, such as heavy-duty commercial trucks.
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It also concerns vehicles sold new, not vehicles already on the road. GM’s statement did not tell drivers to scrap or replace their gasoline cars by 2035. It did not impose a deadline on owners’ use of existing vehicles.
How GM’s other electric-vehicle targets fit in
GM announced several related ambitions in 2021, but they have different scopes and should not be confused with the central 2035 aspiration.
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| Commitment | What it meant |
|---|---|
| 2035 vehicle goal | GM aspired to eliminate tailpipe emissions from new light-duty vehicles by 2035; this was a corporate aspiration, not a law. (GM, 2021) |
| 2040 climate goal | GM separately planned to be carbon neutral in its global products and operations by 2040. GM said use of its products accounted for 75% of emissions within the boundary of that commitment. That figure describes GM’s stated commitment boundary, not an independent measurement of its current emissions. (GM, 2021) |
| 2030 U.S. EV-sales aspiration | GM, Ford, and Stellantis jointly aspired for electric vehicles to make up 40–50% of their annual U.S. volumes by 2030. This was a joint aspiration, not a GM-only target or a reported sales result. GM said its own contribution meant battery-electric vehicles. (Joint statement, 2021) |
| Models planned for mid-decade and 2025 | GM announced plans for 30 all-electric models globally by mid-decade and for battery-electric vehicles to represent 40% of the models it offered in the U.S. by the end of 2025. These were announced plans; the announcement alone does not verify whether either target was met. (GM, 2021) |
The 2040 carbon-neutrality goal is broader than the 2035 vehicle goal: it concerns GM’s global products and operations, not just the tailpipe emissions of new light-duty vehicles.
GM’s pledge is not the same as a government rule
California’s Advanced Clean Cars II (ACC II) framework is a regulation, distinct from GM’s voluntary corporate aspiration. It established an increasing annual path toward 100% zero-emission sales of new light-duty vehicles by 2035 and includes plug-in hybrids in its zero-emission vehicle category. California Air Resources Board’s ACC II overview describes the framework; it should not be treated as the source of GM’s company pledge.
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The legal status of particular rules has also been subject to change. In its 2025 annual report, GM said Congress passed resolutions in June 2025 invalidating EPA waivers for California’s ACC II and Advanced Clean Trucks programs, and that legal challenges were ongoing as described in the filing. GM also reported that Canada had begun a review after announcing removal of the 2026 federal EV Availability Standard target; Quebec had announced it would lift its new-vehicle internal-combustion-engine ban and reduce its 2035 zero-emission sales requirement; and British Columbia’s 100% new-EV sales requirement for 2035 remained unchanged. These descriptions reflect the filing’s account at the time, not a definitive statement of the legal position after it. GM’s 2025 annual report details those jurisdiction-specific developments.
GM presented its aspiration globally, but that does not create one worldwide legal ban. Rules differ by jurisdiction, and the company’s goal remains separate from any applicable law.
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Charging infrastructure is part of the transition
GM said charging infrastructure was necessary to meet its electrification goals and described work with EVgo to expand public fast charging. That makes charging access one practical part of the shift toward electric vehicles. It does not amount to a recommendation of a specific home charger or mean every driver can install one; charging options depend on a driver’s home, location, and access to public stations.
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