While it can’t match the Toyota RAV4 on the sales charts, the Nissan Rogue is still one of the most popular compact crossovers in the United States. It’s also surprisingly luxurious at the top of the range, challenging Mazda’s classy CX-5 and CX-50 as mainstream crossovers with a dash of premium appeal.

If you’re looking to lease a 2026 Nissan Rogue this October, there are still a few incentives worth looking out for on certain trims. Here’s a look at what’s available.

Related: Toyota Launches Tempting 2025 RAV4 Lease Deal For October

2026 Nissan Rogue

Nissan

Right now, the 2026 Nissan Rogue’s lease price is $259 per month over 36 months, with an initial payment of $4,119. This deal applies specifically to the mid-range SV trim with front-wheel drive. The monthly payment includes a manufacturer’s rebate of $1,275, but excludes tax, licensing, and title.

A mileage allowance of 10,000 miles per year is included in this Nissan Rogue lease offer, but you’ll have to pay $0.15 for every mile exceeding this limit. To qualify for the deal, you’ll have to take delivery by November 3, 2025. As with most vehicle leases, the offers could differ in your specific location, so we recommend adding your zip code to Nissan’s website to find out what the applicable Rogue lease deals are in your area.

The only other Nissan Rogue leasing incentive this month is $1,000 lease bonus cash on the 2026 Rogue Platinum AWD variant, which is also only available until November 3.

If you want to buy a new Rogue, these are the MSRPs of the 2026 model lineup:

Across all trims, Nissan is offering 1.9% APR financing over 60 months if you buy a 2026 Rogue or 2.9% APR over a 72-month term. For the top-spec Platinum, qualifying buyers can receive $2,500 retail customer cash when a 2026 model is purchased from new dealer stock. This offer isn’t compatible with the special APR or lease offers available over the same period.

Related: 2026 Nissan Rogue vs. 2026 Honda CR-V: 5 Key Differences

2026 Nissan Rogue

Nissan

Until the Nissan Rogue hybrid arrives, every version of the Rogue uses a 1.5-liter three-cylinder turbocharged mill producing 201 horsepower and 225 lb-ft of torque. Front-wheel drive is standard and all-wheel drive is optional, while all models have the Xtronic CVT with a manual mode and paddle shifters. The turbo-three engine delivers just about average performance for the class, but it has had some reliability concerns.

As standard, the Rogue gets features like an eight-inch touchscreen, manual air conditioning, rear parking sensors, lane departure warning, forward collision warning, blind-spot warning, and rear cross-traffic alert. The SV, which is the main subject of this month’s lease deal, adds useful features like dual-zone automatic climate control, a Wi-Fi hotspot, an eight-way power driver’s seat, and a power liftgate.

The Platinum offers near-Infiniti levels of luxury. It has semi-aniline quilted leather upholstery, a powered front passenger seat, and a 10-speaker Bose sound system.

Related: Darker 2026 Nissan Rogue Revealed As All-New RAV4 Looms

This month's lease for the Nissan Rogue SV undercuts the Toyota RAV4 LE, and comparing these trims, it’s the Nissan that has the slightly stronger spec. The current RAV4 is also a little long in the tooth, although its reliability reputation is a major factor.

A new trim for 2026 is the Rogue Dark Armor, primarily a styling package that adds numerous gloss black accents, gloss black wheels, and a few extra features like a panoramic moonroof. Pricing for this model hasn’t been shared just yet, though.

Pretty much everybody has an opinion on Jaguar's recent rebrand and the upcoming Type 00 that spearheads the revolution, and although many of those opinions have been negative, the British automaker is pushing ahead, now taking the car to the Nürburgring to continue development of the powertrain and chassis. It's a strange place to see the polarizing luxury EV, which has a keener focus on luxury and design than on sporty handling and high performance, but the Nordschleife is renowned for its many camber and surface changes, which give automakers a chance to refine suspension and improve prolonged power delivery traits. Although it's late in the Nürburgring testing season, and although prototypes have been out testing for some time, the development mule spied by our photographers is still clad in plenty of camouflage, but we expect that to change soon.

SH Proshots/Autoblog

The blocky prototype is still wearing a lot of cladding to disguise the true surfacing of its body, including on the roof, doors, hood, trunk, bumpers, and rear windows(there won't be a rear windshield, much like the Polestar 4), but the double five-spoke 23-inch wheels look like the finished article, though they are a little sportier than one might expect for a four-door luxury grand tourer. We shouldn't have too long to wait to see more revealing prototypes, though, as a full reveal is expected to take place late this year or early in 2026. When that happens, we expect to see something virtually unchanged from the concept shown at Miami Art Week last year, and Jaguar has confirmed that pricing will be in the six-figure range as the brand aims to do battle with the likes of Bentley and Rolls-Royce. To aid in those efforts, the Type 00 will wear a new sort of custom paint that is meant to look like it's glowing.

SH Proshots/Autoblog

Built on the Jaguar Electric Architecture platform, the Type 00 is predicted to offer in the region of 480 miles of range on a charge, and 15 minutes on a suitable fast charger should recoup roughly 200 miles. Unlike the concept, this prototype and the final production version provide access to the cabin through four doors, not two, and once inside, occupants will be greeted by large screens spanning the dashboard. With the likes of Porsche reverting back to (some) physical controls due to customer demand, this is yet another element of the Type 00 that is sure to be divisive. Hopefully, Jaguar will start testing mules with production-ready bodywork soon, but given what rendering artists have predicted so far (see below), it remains highly unlikely that the new Jag will have a big fan club.

A post shared by Theo throttle – the fudger (@theottle)

When you buy a new Tesla, you get a little credit-card-sized device that acts as a key for the car. Of course, the automaker also offers a mobile app for locking and unlocking (you still need to open the doors with those hands of yours). However, Tesla appears to have removed mention of the key cards from new owners' manuals, indicating the brand may be doing away with the free accessory. It'll also leave owners without a physical key, reliant wholly on their phones unless they purchase a key card from Tesla for $40.

Tesla

Originally, when you looked into the user's manual for your Tesla Model 3 (or Model Y, for that matter), you'd see a sentence explaining what the card's function is: "Tesla provides you with two Model 3/Y key cards, designed to fit in your wallet." Now, the sentence is gone. However, you can still buy them via the Tesla shop. For now, at least, it seems that Tesla will remove them from future models. At a guess? People may not be using them much.

It's another money-saving tactic, with Tesla only having to manufacture the cards it has actually sold via the store. Following the debut of its Standard Model 3 and Model Y, it's the latest in a push towards affordability from Tesla. Of course, the lack of a big price tag also means an absence of features.

James Riswick

Personally, I don't see much use in the whole car key card key thing. It's an additional redundancy in a day and age where most people are still carrying and using traditional keys. Some autmakers bill alternative key solutions as good for those with active lifestyles: why take your car keys with you somewhere they can be damaged or lost? It still applies with a key, and it's still something you can damage or lose.

I've also never lost or damaged my car keys in all my years of skiing, rafting, mountain biking, and climbing. All that said, it's easy to see why you'd want a physical redundancy besides your phone - something Tesla is looking to remove from its vehicles. The brand's history of removing things abruptly and without announcement may irk owners. I know it drives me nuts, and I don't even own one. No one wants to find their car has one less feature by way of omission, no matter how irrelevant the feature may be.

Lancia is officially going global again, and it’s doing so in the most fitting way possible — with a rally car. The Italian brand has confirmed that its world debut will take place at the Monte Carlo Rally in January 2026, marking its first official return to international motorsport in over 30 years.

The car leading that comeback is the Lancia Ypsilon Rally2 HF Integrale, a competition-ready evolution of the company’s recently launched hot hatch. It’s based on the same platform as the production Ypsilon HF EV, which already signals Lancia’s renewed commitment to performance. The new HF badge revives the brand’s racing spirit while connecting it to modern electrified powertrains.

The Monte Carlo Rally is hallowed ground for Lancia. It’s where the company built much of its legend through the 1970s and 1980s, dominating the World Rally Championship with cars like the Stratos and Delta Integrale. Now, the reborn Ypsilon Rally2 HF Integrale will compete in the WRC2 category, a proving ground for brands looking to reestablish credibility before stepping back up to the top level.

The timing of this relaunch is symbolic. Lancia isn’t just returning to the sport; it’s reasserting itself as a global nameplate. After years of being confined largely to the Italian market, Stellantis is repositioning Lancia as a European performance-luxury brand, supported by new production models and a fresh design language.

Lancia’s revival plan extends beyond one rally entry. The brand’s future lineup is set to include the Gamma and a next-generation Delta, the latter of which will resurrect one of the most iconic rally names in automotive history. Stellantis has greenlit a full-fledged successor to the Delta, not just in name, but in spirit and performance focus.

While Stellantis has the resources to bring Lancia back to global prominence, it’s worth remembering that smaller players have helped keep the flame alive. Kimera Automobili, the boutique manufacturer that’s been building modern reinterpretations of the Delta Integrale and preserving the brand’s heritage for enthusiasts long before this official revival.

The Monte Carlo debut is a statement of intent from a brand that once defined rally dominance and Italian engineering elegance. Competing again at the WRC2 level gives Lancia a credible motorsport foundation while generating excitement for its new global road cars.

If the relaunch succeeds, Lancia will have achieved something rare in today’s industry, a revival that’s both authentic to its past and aligned with the electric, high-tech future shaping global performance cars. And for fans who grew up watching Martini-striped Deltas carve through Alpine snow, the brand’s long-awaited return to Monte Carlo feels like destiny fulfilled.

ChargePoint, one of the largest EV charging networks in the U.S., plans to roll out a new generation of 600-kilowatt chargers next year. These ultra-powerful units, built in partnership with Eaton, promise lightning-fast top-ups — theoretically enough to fully recharge a car in about 10 minutes. But there’s a catch: not a single electric vehicle on sale in the U.S. today can actually take advantage of that speed.

Right now, the fastest chargers in the country top out around 400–500 kW, and even those are rare. The Lucid Gravity SUV, set to debut next year, leads the pack with peak charging around 400 kW. Other upcoming models, like the BMW iX3 and Porsche Cayenne EV, are expected to match that figure — still well below what ChargePoint’s new hardware can deliver.

ChargePoint says the 600 kW chargers are “future-proof.” They’re designed to handle the next generation of high-voltage EVs expected later this decade — vehicles that could potentially add hundreds of miles of range in under 10 minutes.

The company also touts practical benefits: the new units are said to cost 30% less to install, take up 30% less space, and cut operating costs by 30%. Even if they aren’t running at full capacity, they could still make financial sense for ChargePoint’s expanding Express network. Still, until automakers catch up, these chargers will be running far below their potential.

China is already home to EVs that can handle 1-megawatt (1,000 kW) charging speeds, enabling near five-minute refuels. Public charging stations there have kept pace, with several networks already supporting these extreme voltages. Europe, meanwhile, sits between the U.S. and China. A handful of European stations now support 400–420 kW, with a few 600 kW units planned for 2025.

Zeekr

The reason for all of this comes down to voltage. Most EVs today use a 400-volt electrical architecture, which limits peak charging to around 250 kW. To go faster, cars need 800 volts or more.

BMW

High-end models like the Porsche Macan EV, BMW iX, and Lucid Gravity already use 800 to 900-volt systems, allowing them to charge faster without overheating cables or overloading the grid. But even they aren’t optimized for 600 kW.

In theory, Lucid could update its vehicles to support those speeds since its platform already runs at up to 926 volts. For now, though, most EVs max out well below that, with Hyundai and Kia’s E-GMP models still hovering around 240 kW despite their 800-volt systems.

To some, ChargePoint’s 600 kW rollout may seem like overkill — a flashy headline for technology nobody can use yet. But to others, it’s an investment in readiness. If automakers eventually introduce EVs capable of taking 600 kW or more, the infrastructure will already be waiting. Even at lower power levels, these stations could reduce charging congestion and deliver more consistent speeds to multiple vehicles at once.

Still, the contrast with China is hard to ignore. While Chinese drivers are already experiencing true five-minute charging, American EV owners are looking at 20–30 minutes at best. Unless U.S. automakers embrace higher-voltage platforms soon — or import tariffs on Chinese EVs vanish — that gap may only widen.

This extremely clean, well-cared-for, and low-mileage 1986 Toyota MR2 is now available for sale on Bring a Trailer. With just 43,000 miles on the clock, beautifully-preserved Super Red paint from the factory, and black leather interior, this iconic little sports car from Toyota is a time capsule from a bygone era. Offering pure analog performance, sharp handling, and iconic styling with its wedge-shaped body and pop-up headlights, the AW11 MR2 is an enthusiast’s delight. The fact that it is a relatively uncomplicated car and known to be very reliable makes it all the more desirable. 

Bring a Trailer

This first-gen Toyota MR2 is powered by a 1.6-liter, twin-cam, four-cylinder engine mated to a five-speed manual gearbox. The motor revs out to 7,500 rpm and puts out 112 horsepower; modest by today’s standards, but bear in mind that the car weighs just 2,300 lbs. Its revvy nature and superbly balanced chassis translate to a responsive, nimble, and supremely fun-to-drive machine, unlike any modern car on the market today.

Bring a Trailer

Notable features include a moonroof with sunshade, 14-inch alloy wheels, a leather-wrapped two-spoke steering wheel, sport seats, an AM/FM cassette stereo, and power windows. Additionally, the original freon-based air-conditioning system has been updated to use R134a refrigerant, which is a thoughtful upgrade. The seller claims that the car has always been stored indoors, never been driven in bad weather, and has been washed after every drive

This MR2 is offered with a clean New York title and is currently on dealer consignment. Included in the sale are the owner’s manual, detailed service records, photographs, scale models, various spares, a December 2009 issue of Hemmings Sports & Exotic Car magazine that featured this very car, and various other memorabilia.  

Bring a Trailer

This 1986 Toyota MR2 is listed on Bring a Trailer, and bidding is currently just under $18,000. Prospective buyers can view additional details and place bids through the listing. 

It is extremely refreshing to see a 39-year-old car preserved so well, especially with clean, unmodified examples becoming increasingly hard to find. This MR2 coming up for sale represents an excellent opportunity for collectors and enthusiasts to own a reliable, fun-to-drive, mid-engined, rear-wheel drive sports car without breaking the bank. 

Bring a Trailer

The speculations regarding the future of the Chevrolet Camaro nameplate have taken a new turn, as the seventh-generation muscle car might indeed be in the works. Even though the last Camaro was manufactured in January 2024, the latest sketch revealed by GM Design on its social media platforms revs up hope that the Camaro could still be in Chevy’s plans for next year. Adding more fuel to the fire, the U.S. car manufacturer filed a new Camaro trademark in September 2025.

A post shared by GM Design (@generalmotorsdesign)

The sketch beautifully merges raw muscular road presence, along with a futuristic yet familiar aggressive silhouette. With sleek new LED headlights and a front splitter with vents on the fenders, also known as "fish gills," the 2026 Camaro might be a little lower and broader than the 2024 model.

GM Design

According to initial reports, the Camaro brand is anticipated to undergo a significant transformation as it embarks on the sustainable electric route. As a matter of fact, some even said that the muscle car could transform into a crossover or sedan. The Camaro will remain true to its internal combustion roots for the time being, given the company's current focus. GM President Mark Reuss previously hinted that the new Camaro may take the mass market route and offer “a little bit of functionality.” Practicality could be the key to the new 2026 Camaro, along with performance.

Chevrolet

Chevrolet has not yet revealed the details of the 2026 Camaro’s powertrain, but it could borrow the Corvette Z06’s naturally aspirated 5.5-liter LT6 V8 mated to an 8-speed dual-clutch automatic transmission. The Z06 engine makes around 670 horsepower and sprints from 0 to 60 mph in 2.6 seconds, with the quarter mile coming up in 10.6 seconds at 131 mph.

Ford Mustang Dark Horse

Ford

Traditionally, the Ford Mustang Dark Horse, which has a 5.0-liter V8 engine with 500 horsepower, and the Dodge Challenger Hellcat would be the rivals of the new Camaro. Currently, it would compete with the 670 hp dual-motor electric Dodge Charger Daytona. There will likely be some sibling rivalry between the Camaro and the Corvette despite the Camaro's lower position.

Chevrolet

The 2026 Chevrolet Camaro is set to revive the muscle car segment, possibly for the last time, as the automotive industry shifts toward sustainability and electrification. Taking inspiration from the Corvette, the new Camaro offers traditional V8 performance combined with modern practicality. It promises to deliver the raw driving experience muscle car fans love while meeting contemporary demands. As a symbol of American muscle heritage, the 2026 Camaro aims to balance power, style, and usability.

For enthusiasts and the average motorist alike, it can often be puzzling when automakers kill off what looks to be a successful or desirable model. But these decisions are never taken lightly, and are often a response to low demand, changing market conditions, brand repositioning, overlapping products, or any combination of these factors.

In a recent podcast shared by Inside EVs, General Motors President Mark Reuss was surprisingly candid when asked about the defunct models in the company’s portfolio he would’ve preferred to keep around. One of these models went out of production over 25 years ago.

2017 Cadillac CT6

General Motors

In the interview, Reuss named the Cadillac CT6, Chevy Bolt, and Chevy EV1 as the three models he would’ve preferred to see have a longer production run.

The Bolt EV was the most recent of these three vehicles to be discontinued, with a replacement only revealed in full earlier this month. Production of the small, affordable, and popular EV ended in 2023. GM’s plan was to retool the Orion Township factory where the Bolt was built to accommodate manufacturing of electric trucks like the Chevy Silverado EV and GMC Sierra EV, but it was also likely a series of fires related to the Bolt that caused its premature cancelation.

“I wish we didn’t have to do that,” said Reuss of ending Bolt production. “I wish we didn’t have to stop the CT6 for Cadillac, but we did.”

Unlike the Bolt, there’s no replacement in sight for the CT6—at least, not in the USA—leaving Cadillac without an S-Class rival for the last few years. The EV1 was perhaps the most surprising model to be mentioned by Reuss, though.

GM

“I wasn’t around for [the EV1],” said Reuss. “I wasn’t in the company [yet], but I think that would’ve been one example of [a car GM shouldn’t have canceled]. That was really quite a car.”

Produced from 1996 to 1999, GM found the EV1 and EVs in general to be unprofitable, so the car was canceled despite a positive reception from customers. Some models only had a range of around 80 miles, which is abysmal by today’s standards, but the car was successful enough that a second iteration was developed for the 1999 model year.

Despite the fact that canceling the EV1 impacted GM’s electrification rollout, the company is still the second-largest EV brand in the United States today, largely driven by the success of the affordable Chevy Equinox EV.

Of the three models mentioned by Reuss, the discontinuation of the CT6 likely had the smallest overall impact on GM. Its sales were gradually dwindling as large American luxury sedans fell out of favor. Keeping the EV1 around for longer could have helped GM get a bigger headstart in the EV space, though. While the Bolt is coming back, it’s only returning as a crossover-style EV, not the compact hatchback that was an ideal city car.

As we’ve seen with the destruction of the pint-sized budget car segment, many great cars have been lost through the years as consumer tastes change or as their business cases become difficult to justify.

When a Bugatti Chiron Pur Sport, one of just 60 ever built, collides with a Japanese light truck, the numbers that follow are nearly as unbelievable as the accident itself. In an effort to estimate repair costs of this crash-damaged Bugatti, British YouTuber Matt Armstrong took a closer look at the car and discovered figures that would make even seasoned collectors wince. The headlights alone reportedly cost more than a stick-shift Ferrari F430.

YouTube @Mat Armstrong

The low-speed collision left the Bugatti with damage to its front bumper, grille, headlights, hood, and fenders – hardly catastrophic by ordinary standards. But there’s nothing ordinary about a Bugatti. The Pur Sport, valued at around $4 million – more than double a limited-edition Veyron Pur Sang – is a more track-focused version of the standard Chiron, built with lighter carbon fiber panels, a reworked aerodynamic package, and bespoke components produced in microscopic volumes.

YouTube @Mat Armstrong

YouTube @Mat Armstrong

YouTube @Mat Armstrong

Each headlight reportedly costs almost $90,000, the same as a single carbon fiber fender. The hood adds another $60,000, while the signature horseshoe grille surpasses $90,000. The total parts bill alone approaches half a million dollars – enough to buy a Ferrari SF90 Stradale. And those are just the parts visible to the naked eye. If any damage extends to the carbon tub or drivetrain, the costs skyrocket. According to The Hamilton Collection, a replacement quad-turbocharged 8.0-liter W16 engine exceeds $850,000, while a new dual-clutch gearbox adds another $185,000.

To most people, these figures sound like corporate greed. But Bugatti’s prices are less about avarice and more about how the brand operates. Every Chiron component, from its exposed carbon weave to its intricate paint mix, is built, color-matched, and quality-controlled in France. The company’s repair process is just as meticulous. Even minor damage must be restored under factory supervision to preserve structural integrity, certification, and long-term value. That system guarantees excellence, but it also locks out independent repairers.

YouTube @Mat Armstrong

In this case, Bugatti reportedly refused to sell replacement parts directly to Armstrong, offering instead to rebuild the car in France since a car repaired outside the official process could lose authenticity, and in the ultra-exclusive hypercar world, that can cost millions in resale value.

YouTube @Mat Armstrong

YouTube @Mat Armstrong

YouTube @Mat Armstrong

Here’s where the debate begins. From a financial standpoint, repairing a crash-damaged Chiron Pur Sport that will forever carry a salvage record makes little sense – especially in a world where a Chinese EV costing a fraction of the price can outrun it. Even the wealthiest collectors hesitate to pour half a million dollars into repairs when the car’s resale value will never recover. But from Bugatti’s point of view, it's not about milking its customers; it’s simply how the brand protects its legacy. If authenticity costs $500,000 to preserve, so be it.

YouTube @Mat Armstrong

YouTube @Mat Armstrong

Right now, this Chiron Pur Sport is listed on Copart with an estimated retail value of $4,908,454, though it will almost certainly sell for far less. Yet, if you buy it, you'll have to ship it to Paris for factory repairs since Bugatti won't supply you with parts. Whether it ever returns to the road remains uncertain. But there's one piece of advice we can leave you with today it's this: Never, ever, ding a Bugatti.

YouTube @Mat Armstrong

YouTube @Mat Armstrong

Stellantis is counting on the updates it’s made to the 2026 Jeep Grand Wagoneer to revive weak sales of the high-line SUV – but potential buyers may have to wait for a while to take delivery due to a fire at a supplier plant that’s putting production on hold until November 3.

Jeep’s Warren, Michigan assembly plant is the latest factory hit by a fire at a Novelis aluminum plant in Oswego, NY. Three Ford factories have also been idled, including one producing the profitable Lincoln Navigator and Ford Expedition models.

Things could get a lot worse for the industry in the coming weeks, however. Firing back at Pres. Donald Trump’s trade war, China has put severe restrictions on some critical rare earth minerals desperately needed by the auto industry. And it is also stepping into a dispute over semiconductors that could create a chip shortage similar to the one that created chaos across the auto industry during the pandemic.

Ford

The Jeep plant was forced to close due to a lack of refined aluminum provided by a Novelis plant after a fire took out a major part of its plant in Oswego, 25 separate fire departments spending 13 hours to extinguish the blaze. Novelis is the largest recycler of aluminum in the U.S., and the facility is the largest of its kind in North America. The NY plant provides 40% of the aluminum sheet used by the U.S. auto industry and still other suppliers could soon face shortages.

Ford had previously announced it would idle operations at three plants. It didn’t provide details but those reportedly include the big Kentucky Truck Plant near Louisville is one of those impacted, affecting production of the high-profit Lincoln Navigator and Ford Expedition models, while the nearby Louisville Assembly Plant was also hit.

Part of the problem is that there’s less aluminum being brought into the U.S. right now because of a 50% tariff on foreign sources of both that metal and steel enacted by Pres. Trump earlier this year.

Getty

The Trump trade war as further complicated problems for the auto industry, according to various industry officials. Automakers and suppliers are under heavy pressure to shift manufacturing back to the U.S., but are reluctant to make any moves while the administration repeatedly changes the rules of the game.

“We have to make decisions that play out years, and sometimes decades (into the future)," lamented Rivian CEO, RJ Scaringe. "And that’s hard to do when trade policies are unclear and frequently changing. There are a lot of things we can’t predict."

The Trump trade war has taken particular aim at China, saddling much of the goods it sends to the U.S. with tariffs of at least 100%. The Beijing government hasn’t taken that lightly and is firing back in a number of ways. For one thing, it has put severe limits on exports of rare earth metals that are essential components of high-efficiency electric motors. That’s a particularly serious issue when it comes to EV manufacturing, but every vehicle uses electric motors for things like climate control systems, windshield wipers and power seats.

Now, China could trigger the sort of semiconductor shortages that created a global crisis for the auto industry during the COVID pandemic – leading manufacturers to collectively trim millions of vehicles from production, while racking up billions of dollars in lost sales.

The latest problem was set into motion when Chinese-owned chip manufacturer Nexperia was taken over by the Dutch government. Nexperia is a major supplier of automotive semiconductors. But the Beijing government has now banned exports of the company’s Chinese-made chips – about 80% of its total output. If the stalemate isn’t resolved soon it could lead to the same sort of crisis that saw manufacturers as diverse as Ford and Ferrari forced to idle production lines.

Adobe stock photo

“The auto industry, long built on global supply chains, now finds itself at the mercy of a single nation’s industrial policy,” Michael Dunne, a longtime China automotive industry consultant, wrote in a newsletter last week. “This is no longer just an automaker’s problem. It is a question of economic security, industrial survival, and strategic independence.”

The potential for parts and material shortages only complicate the headaches for an industry already struggling to keep with Trump’s tariffs. They’ve already resulted in an estimated $11 billion in added costs for the industry, just for autos and auto parts imported from Canada and Mexico, according to a study by the Anderson Economic Group.

For the moment, consumers have largely escaped the brunt of the crisis, said analyst Stephanie Brinley, of S&P Global Mobility. But they could soon find themselves facing a double whammy, with some products in short supply, even as vehicle prices start to rise, automakers passing on higher tariff costs.