U.S. Automakers Protest Reverse Discrimination Over New Tariff Rules

Дата публикации: 14-08-2026 17:34:05

"An additional cost of at least $2 billion per year for each U.S. automaker."This is the economic scorecard the Detroit auto industry will have to bear if the Donald Trump administration’s push to strengthen North American automotive rules of origin becomes a reality.According to foreign media outle

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"An additional cost of at least $2 billion per year for each U.S. automaker."

This is the economic scorecard the Detroit auto industry will have to bear if the Donald Trump administration’s push to strengthen North American automotive rules of origin becomes a reality.

According to foreign media outlets including Reuters on Aug. 13 (local time), major U.S. automakers such as General Motors (GM), Ford, and Stellantis plan to convey their concerns that the government’s proposed trade agreement overhaul could undermine the competitiveness of domestic companies compared to foreign rivals in South Korea and Japan. The Trump administration is currently considering a plan to require at least 50% of a vehicle’s value to be made in the U.S. as a condition for automotive tariff benefits, and to further increase the proportion of North American content, which currently stands at 75%.

What U.S. companies are most concerned about is the collapse of their existing supply chains. GM, Ford, and others have long built an integrated production system connecting not only the U.S. but also Mexico and Canada. Analysts suggest that if these automakers extensively reorganize this supply chain to meet the new regulations, spending $ billions in costs will be inevitable.

In fact, GM forecasts that its tariff-related costs this year will reach up to $3.5 billion. This level exceeds 20% of the company’s total operating profit. Ford is also appealing about management pressure, estimating that its net tariff burden this year will amount to approximately $1 billion.

The American Automotive Policy Council (AAPC) directly raised the issue of equity in the tariff structure. This is because a 15% tariff is applied to cars exported to the U.S. from South Korea, Japan, and Europe, whereas a 25% tariff is fundamentally applied to vehicles from Mexico and Canada, which is then reduced according to the proportion of U.S.-made parts. The logic is that, as a result, the tax burden on North American-produced vehicles could become heavier than that on imported cars using fewer U.S.-made parts.

GM Chief Executive Officer (CEO) Mary Barra directly mentioned the tariff rates of European and South Korean companies during an earnings announcement last month, urging the creation of conditions where U.S. companies can compete fairly. The AAPC previously pointed out during the past reduction of tariffs on Japanese cars that vehicles with a high proportion of U.S.-made parts could ironically face reverse discrimination.

On the other hand, the position of foreign companies operating businesses in the U.S., such as Hyundai Motor Company and Toyota, is different. ‘Autos Drive America’, which represents these automakers, countered that foreign brands also use a significant amount of U.S.-made parts in their vehicles produced locally in the U.S. and North America. Their explanation is that they too are suffering the same damage due to the current changes in the tariff environment related to Mexico and Canada.

If the U.S. government’s plan to strengthen the rules of origin is finalized, the price structure and supply chain landscape of the North American automotive market are expected to fluctuate significantly. As a paradoxical situation unfolds where a tariff policy launched under the banner of protecting domestic industry actually hinders domestic companies, fierce lobbying and battles are expected to continue in the future process of finalizing detailed regulations.

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