While the global giants scramble to readjust supply chains and lawyer up, GMC already had a wildcard parked in the driveway: the Yukon AT4 Ultimate with Super Cruise. Built in Texas, powered by a good ol’ American 6.2-liter V8, and specced for full-size utility and luxury, this SUV sidesteps the tariff chaos entirely—and might just be the first vehicle to turn trade policy into a competitive edge.

What exactly are Tariffs 2.0?

Trump’s revised policy isn’t just about punishment. It’s a carrot-and-stick model: imports still face a stiff 25% duty, but U.S.-built vehicles with domestic components now qualify for rebates, tax credits, and a peculiar clause that prevents being taxed twice on metal content. Vehicles that meet the criteria could receive up to 3.75% back on their retail price in the first year alone. That’s nearly $3,600 on a $96,000 Yukon—enough to fund a lavish family road trip or, more likely, undercut imported rivals at the dealership.

So what makes the Yukon so special?

Let’s start with what it isn’t: imported, tariff-laden, or half-committed to local production. Unlike many “American” vehicles built in Mexico or stitched together with foreign powertrains, the Yukon is as red-blooded as SUVs come. Its engine, drivetrain, and final assembly all take place in the U.S.—which means buyers aren’t footing the bill for geopolitical gamesmanship.

Under the hood, you get 420 horsepower and 8,400 pounds of towing capacity. On the tech side, there’s Super Cruise—GM’s semi-autonomous hands-free driving system, now fully functional on thousands of miles of mapped roads. Add massaging seats, a 16.8-inch infotainment system, and 18-speaker Bose audio, and you have something that doesn’t just feel like luxury—it is luxury. Just cleverly disguised in camo cladding and political foresight.

Who didn’t get the memo?

Here’s where things get brutal. Take the Toyota RAV4 XLE, built in Japan. A $4,400 tariff hike could push it out of the “affordable” zone. The Mercedes-Benz E-Class? Expect a $9,000 premium. Even some American-assembled vehicles aren’t safe: the BMW X5, built in South Carolina, still faces tariffs on its German engine—resulting in an estimated $2,000 bump. Suddenly, “assembled in the U.S.” doesn’t mean much if the parts arrive in a Lufthansa crate.

Is this policy brilliant—or just chaos?

There’s something rather Shakespearean about it all. Automakers who offshored to save a buck now find themselves outfoxed by a 5,500-pound GMC with massage chairs. It’s less about nationalism and more about strategy. GM didn’t bet on patriotism—they bet on policy foresight. In doing so, they turned the Yukon from a capable SUV into a tariff-proof weapon.

The net effect? Domestic automakers who invested in U.S. plants look smart. Those with global supply webs look exposed. Expect prices on imported models to rise sharply in the short term, while U.S.-built vehicles like the Yukon remain steady—or even slightly discounted, thanks to those sweet manufacturing credits.

Should buyers act now?

In a word, yes. If you’re in the market for a full-size SUV that hauls a trailer, drives itself on the highway, and won’t be collateral damage in the latest trade war, the Yukon AT4 Ultimate makes a compelling case. And as more automakers scramble to meet the new guidelines, expect vehicle availability and pricing to fluctuate.

Is this a long-term trend?

Likely. In three years, expect a reshuffling of global production footprints. More factories in Tennessee. Fewer final assemblies in Tokyo. Brands that cling to global supply chains may be forced to justify ballooning MSRPs. Meanwhile, GM and other forward-thinkers will keep smiling through quarterly earnings.

Bottom line: The Yukon didn’t just weather Tariffs 2.0—it exploited them. In an era of geopolitical posturing and shifting rules, building at home isn’t just patriotic—it’s pragmatic. And GMC didn’t need a policy memo to see this one coming.

Enjoyed this article? Stay in the driver’s seat with more automotive insights! Follow @NikJMiles and @TestMiles on social media for the latest news, reviews, and behind-the-scenes exclusives. Don’t miss out—join the conversation today!

The post Tariffs 2.0 Are Here — And the Yukon Just Beat the System appeared first on ROI TV.

Isn’t that a bit extreme?

Quite possibly. But then again, so is buying into a segment where technology evolves faster than a TikTok trend and resale values plummet like a falling piston rod. You see, it’s not the cars I take issue with—some are genuinely thrilling. It’s the ownership model that’s gone stale.

What’s wrong with buying an EV?

Let’s begin with the big D: depreciation. A typical gas-powered car loses around 39% of its value in three years. The average EV? 52%. The Nissan Leaf? A staggering 70%. That’s not value erosion; that’s automotive disintegration.

Leasing an EV, however, makes you immune to this financial flu. You return the keys just as the next battery breakthrough hits the market. No awkward resale conversations. No explaining to a dealer why your range is now “aspirational.”

But what about that $7,500 tax credit?

Ah, yes—the ever-elusive pot of gold. It’s a maze of regulations and fine print. Only a handful of models actually qualify for the full federal credit under the latest revisions to the Inflation Reduction Act. That is, if you earn the right income, buy the right vehicle, and fill out the right paperwork with the enthusiasm of a CPA.

If you lease? The leasing company claims the credit and passes the savings to you up front. It’s the only time the taxman actually helps you avoid paperwork. A rare delight.

Isn’t EV tech finally catching up?

Yes—and that’s exactly the problem. Buy an EV today, and you’ll be lapped by next year’s advancements before your coffee cools. Charging standards are shifting (Tesla’s plug is now the U.S. norm), battery chemistries are evolving (solid-state looms), and infrastructure is sprinting to meet demand.

And let’s be honest—would you buy a phone that can’t get software updates or use the latest charger? Of course not. So why treat a car any differently?

Aren’t there any EVs worth owning?

Oh, absolutely. Two, in particular, spring to mind.

First, the Dodge Charger Daytona SRT EV. Yes, it’s electric. Yes, it’s loud—on purpose. Dodge engineers have imbued it with a synthetic V8 soundtrack that’s somehow both hilarious and glorious. With the most accurate range prediction I’ve tested, it’s a muscle car that doesn’t make excuses.

Second, the Hyundai IONIQ 5 XRT. It’s what happens when clever design meets modern utility. There’s room for the dog, the groceries, and your in-laws’ emotional baggage. It even tackles light off-road terrain with minimal embarrassment.

Both are brilliant in their own ways. And both are ideal to lease—not own.

How does this affect everyday drivers?

If you’re the sort who drives until the wheels fall off, EV ownership is a gamble. Cold weather slashes range. Repairs take longer. Insurance is 20–30% higher. And unless your house is wired like NASA Mission Control, home charging may cost you extra.

Then there’s infrastructure: still patchy, often broken, and occasionally located behind a closed Burger King.

So, what’s the verdict?

Drive EVs? Absolutely. Enjoy them? Definitely. Own them? Not unless you fancy watching your investment dissolve like a sugar cube in the rain.

Leasing allows you to experience the tech without absorbing the risk. You get the thrill without the thud of declining value. And you can upgrade every two or three years—before your car becomes the punchline to someone else’s podcast.

Final word?

I don’t hate electric cars. Quite the opposite. I’ve driven nearly all of them—from the silent city crawlers to the torque-happy titans. I simply believe that until the technology settles, the infrastructure matures, and tax policy finds its compass, leasing is the only sensible way to plug into the future.

The post Why I’d Never Buy an Electric Car, And You Shouldn’t Either appeared first on ROI TV.