In the increasingly bizarre chess match of international tariffs, the automotive industry is again caught in the crossfire. President Donald Trump has hinted at reinstating steep tariffs on imported vehicles​ and parts ​i​n 90 days—and that move, if implemented, could send shockwaves through Detroit and beyond.

The problem? Some of America’s most “American” vehicles aren’t actually built in America.

Let’s start with a shocker.

Isn’t the Dodge Charger Daytona EV American?

Not exactly. The Charger Daytona—the bold new EV that Dodge swears is the spiritual successor to the Hellcat—isn’t being born in Michigan. It’s being built in Windsor, Ontario. Canada. That’s right. The muscle car of the electric future might be taxed like a foreign luxury sedan, which, in practical terms, means American buyers could end up paying Porsche prices for a Dodge.

How bad could it get?

Try $75,000 for a base model. And the high-performance Scat Pack version? That could swell to nearly $94,000—more than the final, fire-breathing V8-powered Charger Hellcat ever cost. This is no longer speed for the masses; it’s speed for the mildly wealthy.

And that price jump isn’t just a sticker shock. It’s a cultural crisis.

Muscle cars have always thrived on democratic horsepower—raw speed without the Range Rover badge. If tariffs return, they could sabotage what the Charger Daytona EV stands for: American muscle, electrified for everyone.

But isn’t it just one car?

If only. The Ford Bronco Sport? Made in Mexico. GMC Sierra? Also built south of the border. The Mustang GTD—Ford’s glorious, track-focused answer to German sports cars—is assembled in Canada. In all, dozens of models are suddenly at risk of being priced out of the market, not because buyers don’t want them, but because a 25% tariff would make them financially irrational.

Why not just build them in the U.S.?

Easier said than done. Automakers like Stellantis (which owns Dodge, Jeep, Ram, and more) do have U.S. factories, but reshuffling supply chains isn’t like rearranging IKEA furniture. It would take billions of dollars, years of lead time, and untold headaches to retool operations and avoid tariff exposure. And frankly, they might just decide it’s not worth it.

So​, what makes the Daytona EV so special?

It’s fast—really fast. 670 horsepower. 0–60 in 3.3 seconds. And it has a 600-watt synthetic exhaust system that growls like a T-Rex with Bluetooth. Yes, it’s fake sound. But somehow, it works. More importantly, this EV has a rare trait in the electric world: honesty.

During my drive, for every mile I traveled, the range dropped by exactly one mile. No EV range anxiety, no inflated estimates, no fine print. Just raw accuracy.

It’s the first time I’ve driven an electric car that behaves like an internal combustion vehicle—predictable, tactile, and surprisingly emotional.

But will people pay that much for a Dodge?

That’s the multi-billion-dollar question. Dodge fans don’t just want speed—they want value. The brand’s entire identity is built on affordable horsepower. At nearly $100K, the Charger Daytona loses that magic.

Even worse, if this EV flops, it could send the wrong message to other automakers: muscle cars don’t sell, EVs are a gamble, and maybe we should all just build another crossover. Yawn.

Is this just political theatre, or should we worry?

The threat is very real. Tariffs are like bad sequels—just when you think they’re over, they come back with worse dialogue and higher costs. And if they do return, automakers will face a harsh choice: absorb the cost, raise prices, or cancel the models altogether.

The Charger Daytona EV isn’t just a car. It’s a litmus test. Can American automakers make electric vehicles exciting, accessible, and profitable? Or will protectionist policies price innovation out of reach?

Final thoughts?

Some say the Charger Daytona EV is sacrilege—a muscle car without muscle. I disagree. It’s one of the best EVs I’ve ever driven. A genuine thrill ride, with the soul of Detroit and the specs of Silicon Valley.

But it’s hanging by a thread. If tariffs return, this car—along with others like it—could vanish before it even hits showroom floors.

And that would be a loss not just for Dodge fans, but for anyone who believes driving should still be fun.

The post These Cars Could Vanish If Tariffs Hit Again appeared first on ROI TV.

Audi, bless its Teutonic heart, has launched the most powerful production car it has ever built—and it doesn’t make a sound. Well, not the kind your grandfather’s RS4 did, anyway. The 2025 Audi RS e-tron GT performance is a 912-horsepower electric sledgehammer, hurling itself from 0 to 60 mph in just 2.4 seconds—all while whispering sweet electrons into the tarmac.

Let’s start with the facts: Launch Control yields the full 912 hp and 1,100 amps, and a clever “push-to-pass” feature throws in an extra 94 horses for 10 seconds if you’re feeling frisky above 19 mph. That’s right, your EV now has a turbo button.

It’s not just a fast Audi. It’s the fastest and most powerful Audi—ever. Faster than the R8. Sharper than the RS6. Quieter than a priest in confession.

How does this affect everyday drivers?

You may never touch 912 horsepower—unless your commute includes Nürburgring detours—but Audi’s upgrades have real-world impact. Both 2025 e-tron GT models now house a 105 kWh battery, up from 93.4, but somehow 25 pounds lighter. Science, eh?

More importantly, DC fast charging now peaks at 320 kW, trimming the 10–80% charge window to just 18 minutes. That’s less time than your double macchiato needs to cool down. Recuperation has been boosted to 400 kW, too—so if you’re not driving like a hooligan, you’re refilling the battery every time you lift off the throttle.

Is this truly a game-changer or just hype?

This isn’t just Audi sharpening the pencil—it’s Audi snapping it in half and drawing with a laser. The RS performance mode stays in first gear longer, optimizes torque vectoring, and unleashes all available traction management wizardry for track use. Not that you need a racetrack—Portland traffic will do just fine.

The chassis overhaul includes a clever new air suspension with a 2-chamber/2-valve setup, replacing the old clunkier system. Optional active suspension can raise the car, lean into corners, and reduce body roll like it’s been to a Pilates retreat.

And yes, it has rear-wheel steering. Because it’s 2025 and turning in tight parking lots shouldn’t require a prayer and a three-point turn.

What’s new in the lineup?

Audi has simplified the model range but turned up the volume. The entry-level 2025 S e-tron GT (if 670 horsepower counts as entry-level) replaces last year’s standard e-tron GT. It now does 0–60 mph in 3.3 seconds and boasts an EPA range of 300 miles on 20” wheels.

That’s a 51-mile gain over the 2024 model, which seems suspiciously like actual progress.

What about design, comfort, and the bits you actually touch?

Visually, it’s all aggressive understatement. The RS e-tron GT performance gets a new front and rear fascia, four new exterior colors, forged carbon elements everywhere (yes, that’s new for Audi), and a matte darkened carbon roof that says, “I’m wealthy but tasteful.”

The new Vanadium interior package adds dark metallic accents, and the white power meter/speedo combo is a nostalgic wink to the legendary RS2 Avant—Audi’s first RS car and a poster child for 90s performance.

Oh, and if you’re tired of roofs that just sit there, the optional glass roof has nine LCD segments you can adjust for transparency. It’s the automotive equivalent of photochromic sunglasses.

And the sound?

Audi’s “e-tron Sport Sound” isn’t just for show. The audio signature is crafted from 32 sources, both real and digital, played through exterior and interior speakers. It changes with speed, motor RPMs, and throttle input. It’s a digital symphony—think Wagner, but composed by a synthesizer and played by a spaceship.

Any limited editions for those who fancy something even more rare?

Of course. The Audi exclusive S e-tron GT—limited to just 50 units—comes in Arabica Gray, with Neodymium Gold wheels and a leather-free interior in Mint Gray and Mora Violet. It’s either subtle genius or a fashionable fever dream, but we’re here for it.

So, what’s the price of electric perfection?

Brace yourself:

• 2025 S e-tron GT Premium Plus: $125,500
• S e-tron GT Prestige: $135,800
• RS e-tron GT performance: $167,000
• Destination & Delivery: $1,295

Yes, that’s mortgage money—but this isn’t just a car. It’s a philosophical statement about how fast the future can arrive when someone at Audi loses patience.

The post Audi RS e-tron GT Performance appeared first on ROI TV.

Key Highlights of the 2024 Charger Daytona

The Charger Daytona is powered by a 400-volt dual-motor system, providing standard all-wheel drive and a mechanical limited-slip differential. These features aim to ensure that performance remains at the forefront of its identity. The car’s electric drivetrain delivers up to 670 horsepower in the Scat Pack trim and 496 horsepower in the R/T version.

One of the most talked-about innovations is the Fratzonic Chambered Exhaust. This patent-pending system replicates the sound of a traditional muscle car engine, addressing concerns that electric vehicles lack the visceral auditory experience muscle car enthusiasts expect.

Performance Specs and Features

The Scat Pack trim boasts a 0-to-60 mph time of just 3.3 seconds and completes a quarter-mile in 11.5 seconds. The R/T trim achieves 0-to-60 mph in 4.7 seconds, offering a compelling option for those seeking performance at a more accessible price point.

Additional features include the PowerShot mode, which provides an extra 40 horsepower for quick acceleration, regenerative braking, one-pedal driving, and multiple drive modes tailored for various driving conditions. The Charger Daytona also introduces aerodynamic enhancements, such as the R-Wing, to improve airflow.

Pricing and Availability

The Charger Daytona R/T starts at a manufacturer’s suggested retail price (MSRP) of $59,595, while the Scat Pack begins at $73,190. Both models qualify for a $7,500 federal tax credit when leased, potentially making the transition to electric performance more appealing to buyers.

Redefining Muscle Cars in an Electric Era

The transition to electric has sparked debates among muscle car purists. The 2024 Charger Daytona aims to bridge the gap between tradition and innovation, retaining hallmark features like aggressive styling and high performance while embracing electrification. Dodge executives emphasize that the Charger Daytona is engineered to deliver the thrill and spirit of a traditional muscle car, redefined for a new generation.

Interior and Technology

Inside, the Charger Daytona offers a tech-forward environment. Highlights include a 12.3-inch Uconnect 5 touchscreen with EV-specific features, wireless Apple CarPlay and Android Auto, and an available head-up display. Additional creature comforts, such as heated front seats and customizable drive modes, enhance the overall driving experience.

Broader Implications

The launch of the 2024 Charger Daytona represents a significant shift for Dodge as it ventures into the electric vehicle market. It also underscores a broader trend in the automotive industry as manufacturers strive to balance performance with environmental responsibility. Dodge’s efforts to incorporate familiar muscle car elements into an electric platform could set a precedent for how traditional performance brands adapt to changing market demands.

Availability

The Charger Daytona R/T and Scat Pack models are expected to arrive at dealerships by the end of 2024. Production of the four-door versions will follow in 2025.

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