The Connected Vehicle Security Act of 2026 restricts the importation, sale, and use of connected vehicles and related technology from China, Russia, Iran, and North Korea to protect national security. Starting in 2027, the bill generally bans these vehicles if they originate from or are controlled by these countries, with separate restrictions on software and hardware taking effect in 2030. The Secretary of Commerce is authorized to issue specific exemptions for items that do not pose a security risk and must publish a list of approved products. The law also requires companies to submit declarations confirming their vehicles comply with the rules and imposes heavy fines for violations.
This bill repeals the EPA's 2024 emissions standards for light- and medium-duty vehicles and amends the Clean Air Act to prevent future regulations from mandating specific technologies or limiting new vehicle availability based on engine type. It directly affects the EPA's regulatory authority and vehicle manufacturers by blocking technology mandates and restrictions on engine types in new vehicles. Key provisions require the EPA to revise regulations within 24 months to align with these changes, ensuring no federal rules limit vehicle choices based on engine technology. The bill's title is misleading, as it does not address automobile retail sales or consumer choice at dealerships.
SJRES 46 is a joint resolution seeking congressional disapproval of an Environmental Protection Agency (EPA) rule concerning California's vehicle emission standards. The rule, submitted in 2023, relates to California's pollution control requirements for motor vehicles, including advanced clean trucks, zero-emission airport shuttles, and heavy-duty engine emissions. This resolution would block the rule from taking effect using a specific federal disapproval process under Title 5 of the U.S. Code. If passed, the rule would have no legal force, meaning California's current standards would remain without the EPA's formal approval for these specific provisions.
This bill repeals federal waivers that allow California to set its own vehicle and engine emission standards under the Clean Air Act. It directly affects California's Air Resources Board (CARB), prohibiting the state from adopting or enforcing standards for nonroad engines (like construction equipment, farm vehicles, and locomotives) or new motor vehicles. Key provisions include removing federal authorization for California's vehicle standards (Section 177) and invalidating all existing waivers for state emission rules. The bill would eliminate California's ability to enforce its own emission requirements for these categories, shifting authority entirely to federal standards.
This bill amends the Clean Air Act to prevent states from imposing standards that limit the sale or use of new internal combustion engine vehicles. It adds a new requirement that state standards must not directly or indirectly restrict such vehicles, and it prohibits the EPA from considering pre-2025 state standards as valid under existing waivers. The bill also requires the EPA to revoke certain existing waivers granted between January 2022 and the bill's enactment date if those waivers don't comply with the new standard. This directly affects states with their own vehicle emission rules (like California's ZEV program), limiting their ability to regulate internal combustion engine vehicles through EPA-approved standards.
Senate Joint Resolution 45 seeks to block an Environmental Protection Agency (EPA) rule that would have allowed California to enforce its Advanced Clean Cars II vehicle emission standards. The resolution uses the congressional disapproval process under federal law to declare the EPA rule invalid, preventing California from implementing its stricter pollution controls for cars and trucks. If passed, this resolution would stop the rule from taking effect, meaning California could not override federal vehicle emission standards with its own requirements. The bill directly affects California's ability to set state-level environmental regulations for motor vehicles and the EPA's regulatory authority.
S 990, the Freedom to Haul Act of 2025, prohibits the Environmental Protection Agency (EPA) from implementing or enforcing Phase 3 greenhouse gas emissions standards for heavy-duty vehicles (finalized in April 2024). It amends the Clean Air Act to require that future emissions rules for vehicles cannot mandate specific technologies or limit the availability of new trucks based on engine type. This directly affects EPA regulatory authority and vehicle manufacturers, ensuring a broader range of new truck options remains available. The bill focuses on preventing regulatory restrictions on vehicle choice, not on emissions outcomes.
This bill repeals two federal programs that provided funding for electric vehicle (EV) charging infrastructure. It eliminates the grant program for charging/fueling stations under the Infrastructure Investment and Jobs Act and terminates the National Electric Vehicle Infrastructure Formula Program. The bill specifically removes authorization for new grants, cancels unspent funds, and prohibits future use of federal money for these programs. As a result, the federal government will no longer fund or support the development of EV charging networks through these specific mechanisms.
S 1696, the DRIVE Act, prohibits the Federal Motor Carrier Safety Administration (FMCSA) from creating rules requiring speed limiting devices on commercial trucks. It directly affects trucking companies, drivers, and manufacturers of commercial motor vehicles (like 18-wheelers) by blocking a specific regulation. The bill prevents the FMCSA from mandating that these vehicles be equipped with devices that limit their maximum speed. This is a procedural change that stops a potential future rule, not a current requirement.
The ELITE Vehicles Act repeals three key tax credits for electric vehicles under the Internal Revenue Code: the clean vehicle credit (Section 30D), the credit for previously-owned clean vehicles (Section 25E), and the credit for qualified commercial clean vehicles (Section 45W). It also excludes electric vehicle recharging property from the alternative fuel vehicle refueling credit. These changes directly affect individuals and businesses purchasing new or used electric vehicles, as well as those installing EV charging infrastructure, by eliminating the associated tax benefits. The repeal applies to vehicles purchased or under binding contract after 30 days following the bill's enactment.
