Sign In or Create an Account.

By continuing, you agree to the Terms of Service and acknowledge our Privacy Policy

Podcast

The Outdated Economics Driving Trump’s Car Standards Rollback

Rob talks about the consumer response to fuel economy with Yale’s Kenneth Gillingham, then gets the latest Clean Investment Monitor data from Rhodium Group’s Hannah Hess.

EV manufacturing.
Heatmap Illustration/Getty Images

It hasn't attracted as much attention as you might expect, but President Donald Trump has essentially killed all fuel economy rules on cars and trucks in the United States.

By the end of the year, automakers will face virtually no limits on how many huge gas guzzlers they can sell to the public — or what those purchases will do to domestic oil prices. But is the thinking driving this change up to date?

On this episode of Shift Key, Rob is joined by Kenneth Gillingham, a professor of environmental and energy economics at Yale. They chat about how the economics profession changed its mind about fuel efficiency rules for cars and trucks — and then recently changed its mind again. They also debrief about what the Trump rollback gets right and wrong in its key economic assumptions and how that might affect its reception.

Then Rob chats with Hannah Hess, an associate director from the Rhodium Group about new Clean Investment Monitor data that shows the U.S. clean energy economy was a “tale of two industries” in Q4 2025.

Shift Key is hosted by Robinson Meyer, the founding executive editor of Heatmap News.

Subscribe to “Shift Key” and find this episode on Apple Podcasts, Spotify, Amazon, or wherever you get your podcasts.

You can also add the show’s RSS feed to your podcast app to follow us directly.

Here is an excerpt from their conversation:

Robinson Meyer: Let’s just roll the clock back to 2015 or 2016. At that point, the Obama-era standards had been in effect for some time. Where was the field of economics thinking about the efficiency gains from efficiency-based regulation in cars?

Kenneth Gillingham: That’s a great question. A series of papers came out in the early 2010s, either as working papers initially, and then they were published in those subsequent years. So if you were asking even me around 2015, I would have said, well, it does appear that consumers do value a lot of the future fuel savings and perhaps nearly all of the future fuel savings. If that is the case, that pulls out one of the key motivations for fuel economy standards or vehicle greenhouse gas standards that save fuel: It makes it harder for those standards to look to have positive net benefits.

Meyer: And I should say that neither the CAFE standards, which are from the Department of Transportation and regulate fuel mileage, nor the EPA greenhouse gas standards, which regulate the number of the amount of tons of carbon that come out of the car, like the truck tailpipe — they’re not cost free, right? They cost — I mean, at least as of the time of the first Trump administration — they cost like, they added to the cost of vehicles by about a thousand dollars or $1,200 dollars a vehicle on average. Now, consumers saved that over the life of the vehicle many times over. But if consumers are already taking into account those efficiency gains, then that tradeoff that the rules kind of forced consumers in maybe weren’t worth it.

Before we move on to where we are now, just staying in this 2015 zone, how did the literature reach this conclusion? What methodology were economists using to say, actually, consumers take all the fuel savings into account when they make a purchasing decision?

Gillingham: It’s a great question. So conceptually, they were looking at prices and quantities of vehicles. And they were looking at cases where you had, for some reason, the efficiency was improved, so there was some way, some exogenous way that efficiency was improved. And then looking at how the prices on the market re-equilibrated. And in particular, this was used for used cars. So much of the early 2010 literature that we’re talking about here brings in used cars and new cars. But importantly, it is including used cars and looking at how used car prices change with efficiency changes. Some of the literature was new cars as well, but they were generally finding relatively high valuation ratios.

Meyer: Give us an example. Is this like consumers, when they were buying a Prius, took into account all the fuel savings from that Prius as compared to like, say, a Toyota Tacoma, like the Prius price included this premium for fuel efficiency?

Gillingham: That’s exactly right.

You can find a full transcript of the episode here.

Mentioned:

From Heatmap: Trump’s One Big Beautiful Blow to the EV Supply Chain

Clean Investment Monitor’s U.S. Q4 2025 Update

This episode of Shift Key is sponsored by ...

Accelerate your clean energy career with Yale’s online certificate programs. Explore the 10-month Financing and Deploying Clean Energy program or the 5-month Clean and Equitable Energy Development program. Use referral code HeatMap26 and get your application in by the priority deadline for $500 off tuition to one of Yale’s online certificate programs in clean energy. Learn more at cbey.yale.edu/online-learning-opportunities.

Music for Shift Key is by Adam Kromelow.

Yellow

You’re out of free articles.

Subscribe today to experience Heatmap’s expert analysis 
of climate change, clean energy, and sustainability.
To continue reading
Create a free account or sign in to unlock more free articles.
or
Please enter an email address
By continuing, you agree to the Terms of Service and acknowledge our Privacy Policy
Podcast

Everything We Didn’t Know About the World’s Buzziest Geothermal Startup

Rob dives into Fervo’s S-1 filing with Princeton professor Jesse Jenkins and Heatmap’s Matthew Zeitlin.

A Fervo facility.
Heatmap Illustration/Fervo

Fervo Energy has become a darling of the clean energy industry by using workers and technology from the oil and gas sector to unlock zero-carbon, all-day geothermal electricity. Last week, Fervo filed to go public, giving us the first deep look at its finances and long-term expansion plans. What’s the bull case, the bear case, and the fine print?

On this week’s episode of Shift Key, Rob is joined by Jesse Jenkins, a professor of energy systems engineering at Princeton University, as well as Heatmap’s Matthew Zeitlin to discuss the big news from Fervo’s new filing. Why are people so excited about Fervo? What are the biggest financial questions in its growth plans? And why does it need to go public now?

Keep reading...Show less
A Fervo facility.
Heatmap Illustration/Fervo

This transcript has been automatically generated.

Subscribe to “Shift Key” and find this episode on Apple Podcasts, Spotify, Amazon, or wherever you get your podcasts.

Keep reading...Show less
Politics

How Republicans Are Trying to Gut the Endangered Species Act

The 50-year-old law narrowly avoided evisceration on the House floor Wednesday, but more threats lie in wait.

Endangered species.
Heatmap Illustration/Getty Images

Americans may not agree on much, but it seems fair to say that most are pretty happy that the bald eagle isn’t extinct. When the Senate passed the Endangered Species Act on a 92-0 vote in 1973, bald eagles were among the first on the protected list, their population having cratered to fewer than 450 nesting pairs by the early 1960s. Now delisted, bald eagles easily outnumber the population of St. Louis, Missouri, in 2026, at more than 300,000 individuals.

The Endangered Species Act remains enduringly popular more than 50 years later due to such success stories, with researchers finding in a 2018 survey that support for the legislation has “remained stable over the past two decades,” with only about one in 10 Americans opposing it. Even so, the law has long been controversial among industry groups because of the restrictions it imposes on development. In 2011, when Republicans took control of the House of Representatives, Congress introduced 30 bills to alter the ESA, then averaged around 40 per year through 2016.

Keep reading...Show less
Green