Business
Specter of Auto Tariffs Spurs Some Car Buyers to Rush Purchases
Ziggy Duchnowski spent Saturday morning car shopping along Northern Boulevard in Queens with two goals in mind.
He wanted to find a new small car for his wife, and he hoped to strike a deal before the new tariffs that President Trump is imposing on imported cars and trucks affect prices.
“The word on the street is prices are going to shoot up now,” said Mr. Duchnowski, 45, a union carpenter who voted for Mr. Trump, holding the hands of his two small children.
The tariffs — 25 percent on vehicles and parts produced outside the United States — will have a broad impact on the North American auto industry. They are supposed to go into effect on April 3 and are sure to raise the prices of new cars and trucks.
They will also force automakers to adjust their North American manufacturing operations and scramble to find ways to cut costs to offset the tariffs. And for now at least, they are spurring some consumers to buy vehicles before sticker prices jump.
Analysts estimate that the tariffs will significantly increase the prices of new vehicles, adding a few thousand dollars for entry-level models to $10,000 or more for high-end cars and trucks. Higher prices for new vehicles are also likely to nudge used-car prices higher.
Every automaker will feel some kind of impact. General Motors builds a large number of highly profitable pickup trucks and sport utility vehicles in Canada and Mexico. Toyota and Honda make popular S.U.V.s in Canada. Volkswagen assembles the Jetta sedan, Tiguan S.U.V. and other popular models in Mexico.
“Once the tariffs go into effect and people start receiving quotes that represent these 25 percent increases, that’s when it’s going to start to sink in,” said Bill Pacilli, the sales manager at Lynnes Hyundai in Bloomfield, N.J.
Close to half the cars that Hyundai sells in the United States are imported from South Korea, he said. “They’re going to be hit with the tariffs in about a month or two,” Mr. Pacilli said. “Of course we’re concerned. Any effect in pricing is going to affect sales volume.”
While many dealers did not see a noticeable increase in buyers on Saturday, Jeremy Gleason, general manager at McGrath Subaru Evanston in Skokie, Ill., said his dealership had its biggest sales day since it opened in 2021.
“It’s been nuts,” Mr. Gleason said. “The tariffs have come up a lot and pushed people to move forward quicker.” He added that his dealership typically sells about 15 cars on Saturdays but sold 32 on this one.
Alvaro Duarte, an Ecuadorean immigrant who lives in West New York, N.J., went to Hudson Toyota in Jersey City, N.J., on Saturday to trade in his gas-powered car for an electric model, fearing prices would rise if he waited.
“Tariffs affect everyone,” said Mr. Duarte, 37. In his free time, he said, he often uses his car to earn money on the side as an Amazon Flex delivery driver. “If the prices go up, I need to pay more for my car, and that’s more expensive for me and my family,” he said. “I made the change because with electric cars there is no gasoline and less maintenance.”
Meanwhile, a salesman at Audi Manhattan in New York, Abdul Azeez, said traffic was no brisker than usual, and suggested it was because the people who live in the neighborhood usually have the means to buy new cars whenever they choose.
“Overall, I don’t think dealers in Manhattan are going to be as affected compared to dealers in other states or less busy cities, because even in the good economy, bad economy, there’s always going to be somebody who walks in the door to buy a car,” said Mr. Azeez, 24.
In Ann Arbor, Mich., on the strip of auto dealerships west of downtown on Jackson Avenue, customer traffic was pretty normal for a Saturday on the last weekend of the month — typically a busy time.
But a Tesla showroom drew a crowd: some 300 to 400 people gathered to protest the political activities of the company’s chief executive, Elon Musk.
Mr. Musk heads the cost-cutting initiative known as the Department of Government Efficiency, which has eliminated thousands of federal jobs and gutted several government agencies, including the Veterans Affairs Department and the Education Department.
Protesters carried signs calling for Mr. Musk’s firing and urged people to sell their Teslas.
“We’ve got to get some basic common sense back in this country,” said Harold Blake, 73, a retiree who drove 30 miles from Dearborn to participate in the protest.
“It’s so extreme, what’s going on in Washington,” he said. “I’m not taking it lying down.”
Over the course of an hour, no customers crossed the picket line to enter the Tesla showroom.
Protests were taking place at Tesla locations around the world, as part of the so-called Tesla Takedown movement. More than two dozen such demonstrations were scheduled across the United States on Saturday. Others were planned for Europe, Australia and New Zealand.
“I’m terrified for my kids and grandkids for what this world is coming to,” Kathy Sinnes, 67, said while protesting outside a Tesla showroom in Miami and holding a poster that read, “Tesla greed we will not heed.”
It remains unclear how soon prices on new vehicles will rise. Most automakers have enough tariff-free cars and trucks on dealer lots to last 60 to 90 days.
Juan Carlos Fagerlund decided not to wait. He was in a Toyota dealership in North Miami, Fla., to add window tinting to a Prius he had bought this month.
Although he had already been thinking about buying a new car, he said, the potential of higher prices prompted him to speed up his shopping, especially because he wanted a Prius. The car is made in Japan and will be subject to a heavy tariff.
The tariff increase “was not entirely the reason why we purchased in March,” Mr. Fagerlund said. “But it was definitely in our minds.”
Adria Pina, 60, a Dominican immigrant and a New Jersey Transit bus driver who lives in Bayonne, N.J., also decided to move quickly. Sitting in the Hudson Toyota dealership in Jersey City minutes after she bought a new car, she said she felt that she had just dodged a tariff pothole.
“My husband said we got lucky that we got a deal right before the tariffs,” Ms. Pina said. “If we didn’t get this done in time, it would have cost us about $10,000 more. That’s a lot of money.”
Sal Sellers, 57, the general sales manager at Hudson Nissan next door, didn’t seem overly concerned about the looming tariffs, noting that he had been through the pandemic and other serious economic downturns. But that didn’t mean his customers weren’t worried.
“Last week, we had a couple customers walking in saying: ‘You know what, I’m not waiting. I’m going to change my car now before the tariffs hit,’” Mr. Sellers said. “I’d say about 30 percent of my customers said that.”
Outside Chicago, Enzo Costa oversees eight dealerships as director of sales for the family-owned Patrick Dealer Group.
In March, he said, he increased his orders for new cars to top off his inventory before prices rise, and his acquisitions team purchased 30 used vehicles — about three times the usual number.
So far, though, he hadn’t seen a spike in customer traffic. “On a normal Saturday, we set 80 to 100 appointments,” he said. “Today, we have 75.”
He added that his sales team was urging customers considering new cars to come to the showroom. “Everything in inventory is pre-tariff,” he said. “You don’t have to worry about that now. That’s something that is way down the road.”
At Silver Line Auto Group in Queens, which sells used Jeeps, Cadillacs and Mercedeses, many customers are immigrants or other people who have driver’s licenses but not Social Security numbers. Back in December, Silver Line sold 35 cars, but business had crashed since then, said a salesman, Silver Bautista. The company sold just eight cars this month and recently laid off four employees.
Mr. Bautista said he believed that customers were staying away not because of rising prices but because they felt a need to save money.
“They don’t care about tariffs,” Mr. Bautista said. “People are worried about being deported.”
Robert Chiarito, Ryan Hooper, Verónica Zaragovia, Anusha Bayya and Nate Schweber contributed reporting.
Business
L.A. County sues oil companies over unplugged oil wells in Inglewood
Los Angeles County is suing four oil and gas companies for allegedly failing to plug idle oil wells in the large Inglewood Oil Field near Baldwin Hills.
The lawsuit filed Wednesday in Los Angeles Superior Court charges Sentinel Peak Resources California, Freeport-McMoran Oil & Gas, Plains Resources and Chevron U.S.A. with failing to properly clean up at least 227 idle and exhausted wells in the oil field. The wells “continue to leak toxic pollutants into the air, land, and water and present unacceptable dangers to human health, safety, and the environment,” the complaint says.
The lawsuit aims to force the operators to address dangers posed by the unplugged wells. More than a million people live within five miles of the Inglewood oil field.
“We are making it clear to these oil companies that Los Angeles County is done waiting and that we remain unwavering in our commitment to protect residents from the harmful impacts of oil drilling,” said Supervisor Holly Mitchell, whose district includes the oil field, in a statement. “Plugging idle oil and gas wells — so they no longer emit toxins into communities that have been on the front lines of environmental injustice for generations — is not only the right thing to do, it’s the law.”
Sentinel is the oil field’s current operator, while Freeport-McMoran Oil & Gas, Plains Resources and Chevron U.S.A. were past operators. Energy companies often temporarily stop pumping from a well and leave it idle waiting for market conditions to improve.
In a statement, a representative for Sentinel Peak said the company is aware of the lawsuit and that the “claims are entirely without merit.”
“This suit appears to be an attempt to generate sensationalized publicity rather than adjudicate a legitimate legal matter,” general counsel Erin Gleaton said in an email. “We have full confidence in our position, supported by the facts and our record of regulatory compliance.”
Chevron said it does not comment on pending legal matters. The others did not immediately respond to a request for comment.
State regulations define “idle wells” as wells that have not produced oil or natural gas for 24 consecutive months, and “exhausted wells” as those that yield an average daily production of two barrels of oil or less. California is home to thousands of such wells, according to the California Department of Conservation.
Idle and exhausted wells can continue to emit hazardous air pollutants such as benzene, as well as a methane, a planet-warming greenhouse gas. Unplugged wells can also leak oil, benzene, chloride, heavy metals and arsenic into groundwater.
Plugging idle and exhausted wells includes removing surface valves and piping, pumping large amounts of cement down the hole and reclaiming the surrounding ground. The process can be expensive, averaging an estimated $923,200 per well in Los Angeles County, according to the California Geologic Energy Management Division, which notes that the costs could fall to taxpayers if the defendants do not take action. This 2023 estimate from CalGEM is about three times higher than other parts of the state due to the complexity of sealing wells and remediating the surface in densely populated urban areas.
The suit seeks a court order requiring the wells to be properly plugged, as well as abatement for the harms caused by their pollution. It seeks civil penalties of up to $2,500 per day for each well that is in violation of the law.
Residents living near oil fields have long reported adverse health impacts such as respiratory, reproductive and cardiovascular issues. In Los Angeles, many of these risks disproportionately affect low-income communities and communities of color.
“The goal of this lawsuit is to force these oil companies to clean up their mess and stop business practices that disproportionately impact people of color living near these oil wells,” County Counsel Dawyn Harrison said in a statement. “My office is determined to achieve environmental justice for communities impacted by these oil wells and to prevent taxpayers from being stuck with a huge cleanup bill.”
The lawsuit is part of L.A. County’s larger effort to phase out oil drilling, including a high-profile ordinance that sought to ban new oil wells and even require existing ones to stop production within 20 years. Oil companies successfully challenged it and it was blocked in 2024.
Rita Kampalath, the county’s chief sustainability officer, said the county remains “dedicated to moving toward a fossil fuel-free L.A. County.”
“This lawsuit demonstrates the County’s commitment to realizing our sustainability goals by addressing the impacts of the fossil fuel industry on front line communities and the environment,” Kampalath said.
Business
Instacart is charging different prices to different customers in a dangerous AI experiment, report says
The grocery delivery service Instacart is using artificial intelligence to experiment with prices and charge some shoppers more than others for the same items, a new study found.
The study from nonprofits Groundwork Collaborative and Consumer Reports followed more than 400 shoppers in four cities and found that Instacart sometimes offered as many as five different sales prices for the exact same item, at the same store and on the same day.
The average difference between the highest price and lowest price on the same item was 13%, but some participants in the study saw prices that were 23% higher than those offered to other shoppers.
The varying prices are unfair to consumers and exacerbate a grocery affordability crisis that regular Americans are already struggling to cope with, said Lindsey Owens, executive director of Groundwork Collaborative.
“In my own view, Instacart should close the lab,” Owens said. “American grocery shoppers aren’t guinea pigs, and they should be able to expect a fair price when they’re shopping.”
The study found that an individual shopper on Instacart could theoretically spend as much as $1,200 more on groceries in one year if they had to deal with the kind of price differences observed in the pricing experiments.
At a Safeway supermarket in Washington, D.C., a dozen Lucerne eggs sold for $3.99, $4.28, $4.59, $4.69, and $4.79 on Instacart, depending on the shopper, the study showed.
At a Safeway in Seattle, a box of 10 Clif Chocolate Chip Energy bars sold for $19.43, $19.99, and $21.99 on Instacart.
Instacart likely began experimenting with prices in 2022, when the platform acquired the artificial intelligence company Eversight. Instacart now advertises Eversight’s pricing software to its retail partners, claiming that the price experimentation is negligible to consumers but could increase store revenue by up to 3%.
“These limited, short-term, and randomized tests help retail partners learn what matters most to consumers and how to keep essential items affordable,” an Instacart spokesperson said in a statement to The Times. “The tests are never based on personal or behavioral characteristics.”
Instacart said the price changes are not the result of dynamic pricing, like that used for airline tickets and ride-hailing, because the prices never change in real time.
But the Groundwork Collaborative study found that nearly three-quarters of grocery items bought at the same time and from the same store had varying price tags.
The artificial intelligence software helps Instacart and grocers “determine exactly how much you’re willing to pay, adding up to a lot more profits for them and a much higher annual grocery bill for you,” Owens said.
The study focused on 437 shoppers in-store and online in North Canton, Ohio; Saint Paul, Minn.; Washington, D.C., and Seattle.
Instacart shares were down more than 5% in midday trading on Wednesday and have risen 1% this year.
Business
Commentary: Is $140,000 really a poverty income? Clearly not, but the viral debate underscores the ‘affordability’ issue
On the Sunday before Thanksgiving, a wealth manager named Michael Green published a Substack post arguing that a $140,000 income is the new poverty level for a family of four in America, where the official poverty line is $32,150.
The post promptly went viral.
One would hope that economic commentators coast-to-coast mentioned Green as their “person I’m most thankful for” at their family gatherings that week, because he gave them something to masticate ever since. On the spectrum from left to right, countless pundits have rerun Green’s numbers to deride or validate his argument.
It is jarring that in one of the richest countries in the world, one-third of the middle class does not make enough to afford basic necessities.
— Stephens and Perry, Brookings
“The whole thing doesn’t pass the smell test,” asserted right-of-center economist Noah Smith in a very lengthy rebuttal. On the other side, Tom Levenson, who teaches science writing at MIT, gave us a Bluesky thread in which he noted that “$140,000 in many urban areas in the US is a family income that is at least precarious, and at worst, one or two missed paychecks from having to make rent-or-food choice.”
Green has asserted that the response to his post has been “massively favorable.” That isn’t my impression, but leave it aside.
Here’s my quick take: Green made a category error (and a rhetorical blunder) by hanging his argument on the concept of “poverty”; that’s the claim that most of his critics focus on. His real argument, however, concerns the concept of affordability. Indeed, in a follow-up post he redefined his argument as applying to “the hidden precarity for many American families.”
We can stipulate that making $140,000 a poverty standard is absurd. Even in a high-cost economy such as California’s, millions of families live comfortable lives on much less. (The median household income in Los Angeles County — meaning half of all households earn less and half earn more — is about $86,500.)
Plenty of working families are raising children and having fruitful social lives on median incomes or even less: Living thriftily is not the same as living penuriously or meanly. Much of what middle-class families give up are things that aren’t necessarily crucial. Green’s image of families stripped to the bones with mid-six-figure or even high five-figure incomes feels like something conjured up by an asset manager with a distinctly affluent clientele, which is what he is.
Yet, what his post alludes to implicitly is that the concept of “middle-class” has evolved over the last few decades, and not in a good direction. That’s why so many Americans, including millions with incomes that used to place them firmly in the middle class, feel strapped as never before, wondering how they can afford things their parents took for granted, such as putting the kids through college and saving for a comfortable retirement.
“The nation’s affordability crisis has not spared middle-class families, one-third of which struggle to afford basic necessities such as food, housing, and child care,” Hannah Stephens and Andre M. Perry of the Brookings Institution observed last week. Their analysis covered 160 U.S. metro areas, and held firm in all of them.
(They defined the middle class as falling into the income range of $30,000 to $153,000.)
Let’s give Green’s argument the once-over.
He started with the origin of the federal poverty calculation, which dates back to 1963, when a Social Security economist named Mollie Orshansky figured that since American households spent an average of one-third of their budget on food, if you estimated the cost of a minimally adequate food basket and multiplied by three, you might have a useful overall standard for poverty. She pegged that at $3,130 for a nonfarm family of four.
“If it is not possible to state unequivocally ‘how much is enough,’” she wrote, “it should be possible to assert with confidence how much, on an average, is too little.” She pegged that at $3,130 for a nonfarm family of four.
Green festooned his post with lots of hand-waving and magic asterisks to accommodate changes in American lifestyles over the ensuing six decades and come up with his $140,000 standard. But if one applies a constant inflation rate to Olshansky’s $3,130 via the consumer price index, you get about $33,440. As it happens, the government’s official poverty level for a family of four today is $32,150. Pretty close.
That’s an important figure, because it defines eligibility for a host of government programs. Eligibility for Medcaid under the Affordable Care Act (in states that accepted the ACA’s Medicaid expansion) runs up to income of 138% of the poverty level; higher than that steers families into ACA health plans. As KFF notes, “in states that have not adopted Medicaid expansion, adults with income as low as 100% FPL can qualify for Marketplace plans.”
Green’s critics generally note that the median household income in the U.S. was $83,730 in 2024, meaning that he’s placed well more than half of America into the poverty zone. That just swears at reality.
It needs to be said that Green’s approach differs from those articles that regularly appear asking us to commiserate with families earning $400,000 or $500,000 because they can’t make ends meet.
As I’ve reported in the past, these articles invariably depend on sleight-of-hand. They offer their own definitions of “rich” and list as necessary or unavoidable expenses many items that ordinary families would consider luxuries — lavish vacations, charitable donations (including to the adults’ alma maters), etc., etc. The strapped family eking out an existence on $500,000 featured in one such piece had fully-funded retirement and college plans, payments on two luxury cars, “date nights” every other week … you get the drift.
Levenson ran the numbers for a hypothetical family in his home town of Brookline, Mass., which is objectively upper-crust, but his approach applies more widely. Let’s run them for a hypothetical household in Los Angeles County. These figures are necessarily conjectural, because your mileage may vary — in fact, everyone’s mileage varies.
The median monthly rent in L.A., according to Zillow, is $2,750, or $33,000 a year. On the other hand, the median home price in the county is close to $1 million. At today’s average mortgage rate of 6.2% and assuming a 20% down payment, the cost of an $800,000 mortgage runs to $4,900 a month, or $58,800 a year. One can find a cheaper home farther from the coast, so for argument’s sake let’s posit a $500,000 home with a $40,000 mortgage: $2,450 a month, or only $29,400. But you’re probably living farther from work, so your transportation costs go up.
The property tax on that $1-million home: $10,000 in year one. (On the $500,000 home, it’s $5,000.)
State and federal taxes on a $140,000 income: about $18,000. Social Security payroll tax: $8,680.
So of our $140,000, housing and taxes leave us with somewhere between $44,500 and $78,920.
Food: The bureau of economic analysis pegs the annual spending of a four-member California family at an average $18,000. That figure is almost certainly on the upswing.
Healthcare? In its annual report on employer-sponsored health coverage, KFF found that the employee share of family covered reached $6,850 this year, with employers shouldering the balance of the average $27,000 total. For families on Affordable Care Act plans, the costs are impossible to calculate just now, because Republicans in Congress can’t get their act together to extend the premium subsidies that make these plans workable.
Then there’s child care. In the old days, when single-earner families were more common than today, that wasn’t as much of an issue than it is today. But if both parents work, children have to be stowed in child care until they’re old enough for kindergarten or first grade — let’s say up to age 5 or 6. In California, according to one survey, that’s about $13,000 per year per child.
A few more things we haven’t counted yet: cellphone account, say $100 a month; home Wi-Fi, another $100; computers, $1,000 or so each; cars, $17,000 to $25,000 used; auto and home insurance, $1,500 each; gasoline; and utilities ($3,300 a year, according to SoFi).
At the low end of housing costs, our California family has remaining monthly discretionary income of a few hundred dollars. At the higher mortgage level they’re underwater. Levenson adds, “our notional couple best not have any student loans.”
It’s also worth noting that our couple has put a dime into retirement or college funding. If they set aside 10% of their income for 401(k) contributions, they’re in trouble.
What we’re actually looking at is the collapse of the American middle class. “It is jarring that in one of the richest countries in the world, one-third of the middle class does not make enough to afford basic necessities,” Stephens and Perry of Brookings write. “The single woman living in Pennsylvania buying her first home, the Latino or Hispanic couple in Indiana running a local business, the Black parents in Texas starting their family — all of these faces of the American middle class are struggling with affordability when they shouldn’t have to.”
Trump could alleviate these pressures, notably by knocking off the tariff stunts. For all that he declares “affordability” to be a Democratic hoax or that his acolytes Treasury Secretary Scott Bessent, Commerce Secretary Howard Lutnick and White House chief economist Kevin Hassett try to smile away the reality, the American public isn’t fooled.
The Conference Board, a business think tank, reported that U.S. consumer confidence fell sharply in November. No surprise. Michel Green put his finger on something, and the likelihood is that things are only getting worse.
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