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.

Yes, that Hot Wheels. The one responsible for most childhood traffic jams between the toaster and the dog bowl.

And before you scoff, this isn’t some supermarket endcap filler or a nostalgia-laced cash grab. This, dear reader, is strategic legacy building on a 1:64 scale. And it might be one of the cleverest moves Ferrari has made since it decided to make an SUV.

“What sets this apart?”

For starters, it’s been more than a decade since Ferrari allowed anyone to miniaturize its masterpieces. The previous licensing deal with Mattel lapsed in 2014, creating a collector vacuum so intense that even eBay’s servers probably needed cooling.

Now, Ferrari has thrown open the gates again—but not lightly. This isn’t your typical plastic-and-hope affair. These are die-cast works of art, designed with the actual Ferrari team to replicate every vent, curve, and stance of their full-sized cousins. The first wave includes nine iconic models—among them, the 812 Competizione, LaFerrari Aperta, and, yes, the holy grail of them all: the 250 GTO.

Each model is crafted with laser-tempered detailing, micro-sculpted emblems, and—get this—multi-part construction. The wheels are engineered to the micromillimeter. You’d need a jeweler’s loupe to fully appreciate them, and quite possibly, gloves. Not because they’re fragile. Because fingerprints on art are uncivilised.

“How does this affect everyday drivers?”

Well, if you’re unlikely to drop $400K on a real Ferrari anytime soon (join the club), here’s a guilt-free way to park nine of them in your home. And crucially, none of them will need oil changes, carbon ceramic brake replacements, or therapy for depreciation anxiety.

More importantly, this launch plants a seed: a brand experience for the masses. It’s no secret that car enthusiasm often starts young. Ferrari isn’t just selling collectibles—they’re onboarding a generation of future clients, fans, and evangelists. And Mattel? They just plugged Ferrari into a 21st-century pop culture circuit with enough octane to light up Wall Street.

“Is this truly a game-changer or just hype?”

It’s both.

The press event in Maranello wasn’t some backroom announcement with cupcakes and a PowerPoint. It was a global media spectacle. Journalists were flown in from every continent. There were factory tours, unveilings, even a walk through the fabled gates that guard the SF90 assembly line. And somewhere in the same secure compound: the smallest Testarossa you’ve ever seen.

The showmanship was deliberate. Because this isn’t just about scale—it’s about scope. Ferrari is leveraging the Hot Wheels name not to cheapen its brand but to democratise aspiration. It’s not dissimilar to how luxury fashion houses pair with high street retailers: a short-term drop, a long-term halo.

And if you think Ferrari is above that sort of thing, remember—this is the same company that just launched a utility vehicle.

Contrarian Insight: “Real Ferrari owners might not care.”

True. The bloke who casually orders an SF90 in Grigio Titanio might not be queuing for a $20 die-cast twin pack from Mattel Creations. But that misses the point. This isn’t for them. It’s for the enthusiasts who dream big on modest budgets. For the dads sharing their passion with their kids. For the collectors who understand that value isn’t always about size or speed.

Also, let’s not pretend real Ferrari collectors wouldn’t also buy the tiny versions—if only to complete the shrine.

What’s next?

Expect more. Hot Wheels has confirmed this isn’t a one-off. Future waves are likely to explore Ferrari’s racing legacy—Le Mans heroes, F1 liveries, maybe even concept cars that never saw the light of day. There’s even chatter of limited-run models, numbered editions, and packaging that looks like it came out of a Geneva auction.

The takeaway here isn’t just that these toy cars are gorgeous. It’s that they’re meaningful. They represent a rare moment where branding, marketing, and design all align. It’s emotional engineering—something few car companies get right.

Final Gear

For all the petrolheads out there: no, this doesn’t replace the thrill of the real thing. But it does something arguably more important—it keeps the dream alive, no matter your tax bracket. Ferrari builds legends you can drive home. Hot Wheels builds legends you can carry in your pocket.

The post Hot Wheels and Ferrari Team Up 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.