MAKE CARS FUN AND AFFORDABLE AGAIN ACT OF 2026.

By Greg Penglis and Grok AI, 1/10/2026.

INTRODUCTION:

Let’s face it. Cars totally suck these days. They are boring, look boring, all look the same, no style, no color, no excitement, no imagination, no pride, no MAGA, just socialist boring and dull function. And they are twice as expensive as they should be with all the insane government mandates that actually design vehicles now.

No one goes to a car show with cars made after 1970. Why? Because that’s when the wacko Left environmental dictators decided that the greatest enemy we face is the automobile. And they were going to take all the fun of driving away, in preparation for taking all the private cars and trucks away, as we live in government planned communities where we only walk and ride bicycles.

But that’s not all this was about. As always with the Left – it’s about freedom! What greater freedom is there than getting in your car, and going wherever you want, anytime you want, with anyone you want?

The automobile built this country as much as anything else did. It captured our imagination, and mirrored our soul. It is a physical extension of our will, and a sense of who we are as free people. Travel is a right. Traveling in style is a natural extension.

This bill as you will see in the Summary and Findings below, creates a new category of vehicles that returns us to 1970 and before, with comparable costs, with a few safety additions that work and are un-burdensome. The new classification is called, “Experimental Category Vehicles.” This is analogous to experimental category airplanes, except you don’t have to build your car.

But it does mean the drivers and owners are assuming the risk themselves of being able to drive vehicles that are simpler, more mechanical, less computerized, with less modern technology, electronics and computer programming, and far less government regulation virtually doubling the cost of regular production cars over experimental category vehicles (ECV’s).

If you want vehicles to be fun and affordable again, then get this bill on social media, to the news media, and to Congress and President Trump, now, before the progressive deep state makes this return to greatness impossible.

SUMMARY OF THE MAIN POINTS OF THE BILL.

Creates the Experimental Category Vehicle (ECV), a new limited-certification class for personal/recreational-use cars with broad exemptions from most federal safety, emissions, and fuel economy mandates beyond basic belts, laminated windshields, brakes, lighting, and a simplified oxidation catalytic converter.

Allows unrestricted bold styling (fins, chrome, bright colors, non-aero bodies), powerful engines, heavier/safer structures, convertibles, station wagons, reproductions of pre-1970 designs, defunct brand revivals, historic race car interpretations, and non-traditional vehicles (e.g., amphibious, jet-assisted).

Makes rollover protection, airbags, ADAS, automatic emergency braking, TPMS, telematics, and most other electronics as optional, with manual headlamp control and no mandatory engine idle stop-start.

Repeals the Corporate Average Fuel Economy (CAFE) standards in full (49 U.S.C. §§ 32901–32919), eliminating penalties for heavier, more powerful, or non-aerodynamic designs.

Repeals the Renewable Fuel Standard ethanol blending mandate (42 U.S.C. § 7545(o)), terminates all federal subsidies/tax credits for biofuels, EVs, charging, and alternatives, and prohibits future fuel or propulsion favoritism.

Opens the fuel and propulsion market to any safe, functional option (ethanol-free gasoline, synthetics, hydrogen, electricity, steam, jet-assisted, etc.) with no restrictions beyond the simplified catalytic converter.

Preempts California CARB and Section 177 state emissions standards, certification requirements, smog inspections, and related burdens for ECVs, ensuring nationwide availability without state interference.

Requires a permanent, discreet door-jamb label on all ECVs disclosing limited certification and owner risk assumption, plus a unique VIN prefix (e.g., starting with “ECV”) for instant identification.

Prohibits insurers from charging higher premiums or discriminating against ECVs based on experimental status alone; rates must follow the same driver-risk criteria as for production vehicles.

Makes ECV exemptions and certifications non-transferable upon acquisition to protect small builders from predatory buyouts by large manufacturers.

Preserves existing low-volume/replica exemptions (e.g., 325-unit FAST Act rule) with no new production caps or penalties, allowing unrestricted scaling for ECVs.

Be it enacted by the Senate and House of Representatives of the United States of America in Congress assembled,

SECTION 1. SHORT TITLE; TABLE OF CONTENTS.

(a) Short Title. — This Act may be cited as the “Make Cars Fun and Affordable Again Act”.

(b) Table of Contents. — The table of contents for this Act is as follows:

Sec. 1. Short title; table of contents.
Sec. 2. Findings.
Sec. 3. Effective dates.
Sec. 4. Definitions.
Sec. 5. Establishment of Experimental Category Vehicle exemption.
Sec. 6. Continuation, reproduction, and historic-inspired vehicles.
Sec. 7. Ownership, registration, and state non-discrimination.
Sec. 8. Repeal of Corporate Average Fuel Economy standards.
Sec. 9. Repeal of Renewable Fuel Standard program.
Sec. 10. Experimental Category Vehicle emissions exemption.
Sec. 11. Open fuel and propulsion freedom.
Sec. 12. Preemption of state emissions and inspection requirements.
Sec. 13. Termination of federal tax credits and subsidies.
Sec. 14. Protection of small Experimental Category Vehicle manufacturers.
Sec. 15. Severability.

SECTION 2. FINDINGS.

Congress finds the following:

(1) The Experimental Category Vehicle (hereinafter “ECV”) is a limited-certification class of motor vehicles created under this Act to restore consumer choice, innovation, affordability, and driving enjoyment that have been eroded by decades of excessive federal regulation. ECVs are designed for personal and recreational use only (no commercial hire, taxi, rideshare, or for-compensation carriage of passengers or goods) and differ fundamentally from regular production passenger vehicles in the following ways:

(A) ECVs are exempt from most Federal Motor Vehicle Safety Standards beyond core basics, including three-point seat belts without warning systems, laminated safety glass windshields, basic service brakes, lighting, mirrors, and structural integrity to prevent catastrophic failure.

(B) ECVs eliminate mandates for airbags (which shall be optional), electronic stability control, automatic emergency braking, backup cameras, tire pressure monitoring systems, advanced driver-assistance systems, telematics, monitoring, on-board diagnostics full compliance, and other complex electronics.

(C) ECVs allow unrestricted engine designs, powerful outputs, heavier and more protective structures, non-aerodynamic bodies, bold styling including fins, chrome grilles, vibrant colors, upright windshields, and running boards, and body styles including convertibles, station wagons, and neo-classics without corporate average fuel economy penalties or pedestrian-impact constraints. Rollover protection, crumple zones, interior padding, and other features shall be recommended but optional. ECVs shall prioritize mechanical and analog systems over electronic or computer-controlled systems for engine management, instrumentation, and driver interfaces wherever feasible, to eliminate unnecessary complexity, data generation, and privacy risks.

(D) Headlamps in ECVs may be controlled solely by manual switches or buttons and shall not be required to have automatic activation or daytime running lamps. Engine idle stop-start systems shall be optional only and may be omitted without penalty.

(E) While accepting higher owner responsibility, ECVs retain essential protections (e.g., shatter-resistant laminated windshields, mirrors for full visibility, enclosed wheels where needed for extreme designs) and are suitable for public roads when operated responsibly. All ECVs shall bear a permanent, discreet label on the driver’s door jamb (visible only when the door is open) stating that the vehicle is certified as an Experimental Category Vehicle, that it has limited federal safety and emissions certification, and that the owner assumes associated risks.

(F) All ECVs shall have a Vehicle Identification Number (VIN) that includes a unique prefix or identifier (such as “ECV” as the first three characters of the VIN or another distinctive sequence approved by the National Highway Traffic Safety Administration) to clearly distinguish them from non-Experimental Category passenger vehicles.

(G) The ECV is modeled on the Federal Aviation Administration’s Experimental/Amateur-Built aircraft category, with the key difference that ECV purchasers are not required to build their own vehicles; manufacturers, small companies, or entrepreneurs may produce and sell complete, ready-to-drive ECVs.

(H) By lowering barriers to entry, the ECV pathway will stimulate entrepreneurship, create jobs, foster creativity in styling, materials, and technologies, drive innovation faster than legacy manufacturers, enable exports of unique American vehicles, and reverse the homogenization and price inflation that have made cars feel like appliances rather than sources of joy. Safety trade-offs are voluntary and disclosed, similar to motorcycles or off-road vehicles.

(2) The year 1970 marks the pivotal shift when American automobiles transitioned from an era of simple, exciting, characterful, and relatively affordable designs to one dominated by heavy government regulation, complexity, homogenization, and rising prices. Prior to 1970, vehicles like the 1957 Chevrolet Bel Air, 1961 Chevrolet Corvette, and 1965 Ford Mustang exemplified bold styling (fins, chrome grilles, vibrant colors), raw performance, mechanical simplicity, and pure driving enjoyment, marketed as symbols of freedom, status, and adventure. In 1970, the Clean Air Act Amendments imposed stringent emissions reductions (90% cuts targeted by 1975), followed by the 1973–1974 oil crisis and the 1975 Energy Policy and Conservation Act introducing Corporate Average Fuel Economy (CAFE) standards. These, combined with escalating safety mandates (e.g., 5-mph bumpers from 1973), fundamentally altered vehicle design: detuned engines, added emissions equipment, weight increases, aerodynamic smoothing, and the decline of expressive features. This ushered in the “malaise era” (early 1970s through mid-1980s), characterized by underpowered, bland, over-regulated cars that prioritized compliance over excitement or individuality. Pre-1970 vehicles remain the aspirational standard for what the Experimental Category Vehicle pathway seeks to revive: analog fun, bold aesthetics, and market-driven innovation without excessive mandates.

(3) Successive federal regulations since the 1970s have substantially increased the cost of new vehicles. In the 1960s, the average new car price was approximately $2,600 to $3,270 (equivalent to roughly $25,000 to $30,000 in 2025 dollars, adjusted for inflation). As of 2025–2026, the average transaction price for a new vehicle exceeds $48,000 to $50,000 (a record high), with many models well above that after options and dealer markups. Studies and analyses attribute a significant portion of this rise to compliance costs for safety, emissions, and efficiency rules, which add engineering, testing, materials, and technology layers that inflate MSRPs and limit affordable, simple designs. These costs have made new cars less accessible, particularly for younger buyers and middle-income families, contributing to longer ownership periods, higher used-car reliance, and reduced market entry for innovative small manufacturers.

(4) In the 1950s–1960s, automobiles were cultural icons of freedom, status, performance, and joy—marketed with bold advertising emphasizing style (fins, chrome, bright colors), power, handling, and the pure thrill of driving. Cars like the 1957 Chevrolet Bel Air, 1961 Chevrolet Corvette, and 1965 Ford Mustang were sold as exciting, aspirational machines, often with ads highlighting adventure, speed, and personal expression rather than mere utility. Today, consumer sentiment reflects a shift: surveys show only about one-third (around 33%) of U.S. adults enjoy driving “a great deal,” down from higher levels in earlier decades (e.g., 29% in 1991 Gallup data, with even stronger enthusiasm implied in pre-1970s eras). Fewer Americans report driving “just for fun” (e.g., only 27% in a mid-2000s Pew survey went for a joyride in the past week; recent data suggests this leisure aspect has further declined amid traffic, tech distractions, and functional focus). Modern car ads predominantly emphasize fuel efficiency, advanced driver-assistance systems (ADAS), connectivity, safety ratings, practicality, and environmental credentials—rarely positioning vehicles as sporty, status symbols, or sources of pure driving pleasure.

(5) Many consumers now view cars primarily as functional appliances for transportation rather than objects of passion, sportiness, or personal expression. The proliferation of crossovers/SUVs, homogenized designs (driven by aero efficiency and pedestrian safety rules), intrusive electronics (nagging alerts, mandatory screens), and mandated tech has contributed to perceptions of modern vehicles as boring, expensive, over-complicated, and less engaging. This contrasts sharply with the pre-regulation era when cars symbolized freedom and individuality—people bought them not just to get somewhere, but to enjoy the drive itself, as a status symbol or hobby. Restoring choice through a deregulated Experimental Category Vehicle pathway would allow revival of analog, stylish, affordable, high-performance options that recapture that lost excitement.

(6) The rise in regulatory burdens since 1970 has contributed to dramatically higher vehicle prices, forcing greater reliance on long-term financing and reducing the sense of cars as accessible, exciting purchases. In the 1960s (pre-turning point), new cars were more affordable relative to incomes (e.g., average prices ~$2,500–$3,000, equivalent to roughly $25,000–$30,000 in 2025 dollars after inflation adjustment), and a substantial portion of buyers paid cash or used short-term loans. Financing was available but not dominant; many purchases involved outright cash, trade-ins, or minimal debt, reflecting lower prices and a cultural view of cars as attainable rewards or status symbols. Today (2025–2026), average new vehicle transaction prices exceed $48,000–$50,000, with over 80% of new cars financed (including loans and leases), often with terms of 60–84 months and monthly payments averaging ~$748 (higher for many). Cash purchases hover around 15–20% or less, often limited to high-income buyers. This shift to debt-financed ownership—driven in part by added compliance costs for safety, emissions, efficiency, and technology—has made cars feel more like long-term financial burdens than sources of joy or pride, further diminishing the excitement and personal connection that defined pre-1970 vehicles.

(7) Prior to 1970, domestic manufacturers (primarily the “Big Three”—General Motors, Ford, and Chrysler) overwhelmingly dominated the U.S. new car market, holding approximately 90–95% market share throughout the 1950s and 1960s. Imports were minimal, typically under 5–10% (e.g., around 5.4% in 1965), consisting mostly of niche European models (Volkswagen Beetle, early Mercedes, etc.) or small volumes from other sources. Japanese imports were negligible in the 1960s (Toyota and Datsun/Nissan just entering), and German cars focused on premium/luxury or economy niches rather than broad competition. After the regulatory changes of the early 1970s (emissions rules, oil crisis, CAFE introduction), imports surged dramatically: from ~15.7% in 1971 to 26.4% by 1980, driven largely by Japanese brands offering reliable, fuel-efficient, affordable small cars that filled the gap left by domestic malaise-era vehicles. Today (2025–2026), imports and foreign-branded vehicles (including those built in U.S. plants) capture roughly 50–55% of the new-vehicle market share, with Japanese (Toyota, Honda, Nissan) and German (BMW, Mercedes, Volkswagen) brands leading in compact/economy, luxury/performance, and crossover segments. This shift underscores how domestic producers lost ground in the small/economical and sporty categories to foreign competition that better adapted to efficiency demands and consumer preferences for reliability and value—outcomes exacerbated by U.S. regulatory burdens that hindered agile domestic responses.

(8) Imported passenger vehicles sold in the U.S. are subject to the same federal safety (NHTSA FMVSS) and emissions (EPA) standards as domestically produced vehicles, with no broad differences or exemptions based on origin. All new vehicles (domestic or imported) must comply with current FMVSS crashworthiness, occupant protection, lighting, and other safety rules, as well as EPA tailpipe emissions and fuel economy requirements (including CAFE contributions to fleet averages). Imported vehicles undergo the same certification processes: manufacturers self-certify compliance (with potential NHTSA/EPA audits), and nonconforming imports face strict restrictions (e.g., only temporary imports, show/display exemptions, or 25-year “classic” rule waivers for older vehicles exempt from modern standards). There is no preferential treatment for imports; in fact, non-identical foreign models often require costly modifications or independent certification to meet U.S. rules before sale. This uniformity means foreign manufacturers succeeded in the post-1970 market not due to laxer standards, but through better alignment with emerging consumer demands (fuel efficiency, reliability, value) amid domestic regulatory constraints.

(9) Convertibles represent one of the most visible casualties of post-1970 federal regulations and market shifts, which prioritized safety, efficiency, and practicality over open-air driving freedom and expressive design. Prior to 1970, convertibles were commonplace and culturally iconic—offering manual or simple power tops, minimal structural compromises, and the pure joy of wind-in-the-hair motoring in models like the Ford Thunderbird, Chevrolet Corvette, and Ford Mustang. They symbolized adventure, status, and personal expression. In the early 1970s, proposed rollover protection standards (e.g., discussions around FMVSS 208 rollover requirements and FMVSS 216 roof crush resistance) created significant uncertainty and design constraints for convertibles, as fixed-roof reinforcements were easier to certify. Combined with CAFE fuel economy mandates (favoring lighter, more aerodynamic sealed vehicles), the rise of effective air conditioning, sunroofs, and the dominance of SUVs/crossovers (which bypassed some efficiency rules), convertible availability and sales plummeted. By the late 1970s/early 1980s, domestic full-size convertibles nearly disappeared, with total U.S. convertible sales falling to a fraction of prior levels and remaining niche today (often under 1% of new vehicle registrations, with fewer than 100,000 units annually in recent years). Modern convertibles, when offered, typically incorporate power-operated soft tops, retractable hardtops, or structural reinforcements (e.g., pop-up roll bars, reinforced A-pillars) to address rollover concerns, but these add weight, cost, and complexity that deter broader production. The Experimental Category Vehicle pathway would restore convertible variety by making rollover protection optional (e.g., windshield-mounted hoops, integrated roll bars/cages, pop-up systems, or none for traditional open-air designs), allowing manual, power, soft-top, hardtop, targa, and other variations without mandates. This would enable affordable, exciting, characterful convertibles—reviving pre-1970-style freedom while preserving consumer choice and innovation.

(10) Station wagons, once a staple of American family transportation and versatile utility in the pre-1970 era, were effectively eliminated as a mainstream option due to Corporate Average Fuel Economy (CAFE) standards and related regulatory classifications. Station wagons, built on passenger car chassis, were subject to stricter fleet-average fuel economy targets, while SUVs, minivans, and crossovers—often classified as “light trucks” due to higher ground clearance, truck-based platforms, or design tweaks—benefited from more lenient standards and loopholes (e.g., footprint-based adjustments). This bureaucratic distinction incentivized manufacturers to abandon traditional wagons in favor of higher-margin, less-regulated “truck” variants, leading to the near-extinction of domestic station wagons by the 1990s–2000s (market share dropping from peaks of ~15–17% in the 1950s–1960s to under 1–2% today, with only niche premium imports remaining). Repealing CAFE standards, eliminating footprint loopholes, and removing aerodynamic/efficiency mandates would remove these artificial barriers, allowing station wagons—and other body styles (e.g., full-size sedans, coupes, or versatile haulers)—to compete on merit. In the Experimental Category Vehicle pathway, manufacturers and small builders could innovate with modernized station wagons featuring classic styling, optional safety features, and unrestricted designs, potentially reviving this practical, efficient, and characterful segment for families, enthusiasts, and value-driven buyers.

(11) Corporate Average Fuel Economy (CAFE) standards and related efficiency mandates have historically forced manufacturers to prioritize lightweight construction and lower power outputs to meet fleet-average targets, often at the expense of occupant safety and vehicle performance. Heavier vehicles provide inherent safety advantages in real-world crashes due to greater mass and energy absorption; CAFE’s mpg penalties discouraged heavier, more protective designs. Powerful, larger-displacement engines offer superior torque, refinement, and driving character but were penalized under CAFE, leading to widespread downsizing, turbocharging complexity, and reduced engine variety. Repealing CAFE removes these artificial constraints, allowing manufacturers to offer heavier, structurally robust vehicles for buyers who value crash protection and more powerful engines for those who prioritize performance—letting consumer preference and the free market determine the balance between safety, power, efficiency, and cost.

(12) A growing and underserved market exists for vehicles that combine authentic pre-1970 classic body designs (such as the 1957 Ford Thunderbird, 1955–1957 Chevrolet Bel Air, or similar iconic models) with modern chassis, drivetrains, and components for improved reliability, performance, safety, and drivability. These “reproduction” or “continuation” vehicles use materials like fiberglass or carbon fiber for bodies, paired with contemporary engines, transmissions, suspensions, brakes, and optional electronics—offering the nostalgic style and excitement of pre-1970 originals without the maintenance, scarcity, or fragility issues. Current regulatory barriers (full FMVSS compliance, emissions certification, low-volume production caps) limit production and innovation in this space, despite strong consumer interest in affordable, characterful alternatives to homogenized modern cars. The Experimental Category Vehicle pathway would enable this market by allowing unrestricted low-volume or scaled production of such reproductions, fostering entrepreneurship, job creation, and consumer choice. To prevent confusion and protect the value/integrity of genuine original pre-1970 vehicles, all Experimental Category Vehicles incorporating classic pre-1970 styling must be clearly and permanently identified as reproductions (e.g., via door jamb certification label stating “Experimental Category Reproduction Vehicle – Not an Original Pre-1970 Model”) and in all sales/marketing materials (prominent disclosure: “This is an Experimental Category Reproduction Vehicle inspired by [model/year], built on modern components – Not an original classic car”).

(13) Defunct brands (e.g., Hudson, Studebaker, Packard, DeSoto) and innovative ventures (e.g., Tucker, DeLorean) historically faced barriers from regulatory burdens and alleged competitive pressures that stifled independent production. The Experimental Category Vehicle pathway enables revival or reinterpretation of these brands, concept cars (e.g., Batmobile-inspired designs), historic race cars (e.g., 1930s Grand Prix replicas), and non-traditional vehicles (e.g., modern amphibious designs) as street-legal production models. To preserve entrepreneurial innovation and prevent predatory practices, ECV certifications shall be non-transferable upon acquisition, ensuring the category benefits small builders and niche enthusiasts rather than being co-opted by dominant firms. Existing antitrust laws (Sherman Act, Clayton Act) continue to apply to prevent anticompetitive mergers or exclusionary conduct targeting ECV manufacturers.

(14) California’s authority under Clean Air Act section 209(b) to set more stringent emissions standards, combined with section 177 adoption by other states (approximately 17 states plus the District of Columbia as of 2025–2026, collectively accounting for approximately 40% of U.S. new vehicle sales), creates a de facto national standard that imposes prohibitive costs and restrictions on small manufacturers and limits consumer choice nationwide. This market dominance forces compliance even for low-volume or experimental vehicles, including expensive certification, smog inspections (biennial in California and many adopting states), evaporative emissions controls, zero-emission vehicle mandates, and other emissions-related requirements that are unnecessary for the environment in the context of low-volume, recreational-use vehicles and that would render ECVs non-compliant or unregistrable in large portions of the country. Federal preemption for ECVs is necessary to protect interstate commerce, ensure nationwide availability, prevent state-level interference that would undermine the bill’s economic and innovation benefits, and preserve the category’s purpose of reviving pre-1970-style fun, character, and affordability without artificial barriers. This preemption extends to any state or local attempts to impose carbon credits, mileage-based user fees, single-driver penalties, or other social engineering or monitoring mechanisms that would burden or restrict the use, ownership, or operation of Experimental Category Vehicles.

(15) Federal mandates and subsidies have distorted the transportation fuel market, forcing ethanol blending (via the Renewable Fuel Standard), subsidizing specific technologies (e.g., electric vehicles, biofuels, charging infrastructure), and limiting innovation in alternative fuels. Ethanol mandates increase costs, reduce performance (lower energy density, corrosion issues), and favor certain feedstocks over market-driven options. Subsidies (tax credits, grants) for EVs and renewables pick winners rather than letting consumers choose. Repealing the Renewable Fuel Standard, terminating all federal subsidies, tax credits, grants, and incentives for any specific fuel type, blend, or propulsion technology (including ethanol/biofuels, electric vehicles, hydrogen, natural gas, or charging infrastructure), and prohibiting future favoritism or penalties will create a truly free market. This will allow unrestricted development and use of any safe, functional fuel or propulsion system—conventional gasoline (including ethanol-free), synthetic hydrocarbons (e.g., e-fuels from CO₂ and hydrogen), advanced biofuels, hydrogen, electricity, steam, nuclear-derived concepts, jet-assisted (if safe on public roads), or entirely new innovations—provided they meet basic safety and the mandatory simplified oxidation catalytic converter requirement. No restrictions on fuel type or propulsion shall apply, ensuring innovation and consumer choice drive the future of mobility without government interference.

(16) A targeted carve-out for Experimental Category Vehicles — exempt from many mandates while retaining core safety basics — will lower barriers to innovation, reduce costs for niche builders, enable bold styling and engine freedom, and give consumers options beyond the homogenized mainstream market, without affecting standard production vehicles.This version is now ready to post on WriteYourLaws.com. It incorporates all revisions: no “voluntary” confusion, clear permanent door-jamb labeling in a dedicated sentence, and the special VIN prefix/identifier added directly to Finding (1). Everything else remains as previously agreed.

(17) Privacy and Autonomy of Experimental Category Vehicles
Modern vehicles increasingly include electronic monitoring, telematics, event data recorders, and data transmission systems that collect, record, and broadcast personal driving data (including location, speed, acceleration, braking, and other behaviors) to manufacturers, government agencies, insurers, or third parties without adequate owner consent or control.
This creates significant privacy risks, potential for social engineering, carbon credit tracking, mileage-based charges, and government surveillance.
The Experimental Category Vehicle pathway must protect privacy by prohibiting any mandatory electronic monitoring, data recording, broadcasting, or telematics systems beyond those strictly necessary for engine operation (e.g., electronic ignition and fuel injection), ensuring ECVs remain completely private, autonomous, and free from intrusive data collection or sharing with manufacturers, government, insurers, or other entities.

(18) Access to Information and Emergency Communications
Access to broadcast radio remains essential for public safety, emergency alerts, and information dissemination, particularly in areas with limited cell service or during disasters.
Experimental Category Vehicles shall require standard AM and FM radio receivers to ensure drivers have reliable, free access to emergency broadcasts and local news, while all other audio, entertainment, or connectivity features (e.g., satellite radio, Bluetooth, infotainment systems) remain optional.

SECTION 3. EFFECTIVE DATES.

(a) Except as otherwise provided, this Act takes effect on January 1, 2027.

(b) The repeal of the corporate average fuel economy standards under chapter 329 of title 49, United States Code (sections 32901 through 32919, inclusive), is effective January 1, 2027, with appropriate phase-out for ongoing model years.

(c) The repeal of the Renewable Fuel Standard program under section 211(o) of the Clean Air Act (42 U.S.C. 7545(o)) is effective January 1, 2027.

(d) The termination of tax credits and subsidies under sections 30D, 30C, 45W, 40, 40A, 6426, and 6427 of the Internal Revenue Code of 1986 is effective for taxable years beginning after December 31, 2026.

(e) The Secretary of Transportation shall establish the Experimental Category Vehicle certification program within 180 days after the date of enactment of this Act.

SECTION 4. DEFINITIONS.

Section 30102 of title 49, United States Code, is amended by adding at the end the following new paragraphs:

(13) EXPERIMENTAL CATEGORY VEHICLE.—The term “Experimental Category Vehicle” means a motor vehicle certified under section 30114(c) of this title for personal and recreational use only.

(14) CONTINUATION OR REPRODUCTION VEHICLE.—The term “Continuation or Reproduction Vehicle” means an Experimental Category Vehicle that replicates or interprets the exterior body design, styling elements, or overall appearance of a production vehicle or iconic concept manufactured before January 1, 1970.

(15) SIMPLIFIED OXIDATION CATALYTIC CONVERTER.—The term “Simplified Oxidation Catalytic Converter” means a device designed primarily to convert carbon monoxide to carbon dioxide and hydrocarbons to carbon dioxide and water vapor, without requiring reduction of nitrogen oxides.

SECTION 5. ESTABLISHMENT OF EXPERIMENTAL CATEGORY VEHICLE EXEMPTION.

Section 30114 of title 49, United States Code, is amended by adding at the end the following new subsection:

(1) IN GENERAL.—The Secretary shall exempt vehicles certified as Experimental Category Vehicles from all Federal motor vehicle safety standards prescribed under this chapter except the following:
(A) Three-point seat belts without warning systems.
(B) Laminated safety glass windshields meeting the performance requirements of Federal Motor Vehicle Safety Standard No. 205.

(C) Modern disc brakes or drum brakes (disc or drum optional), basic service brakes, lighting, mirrors for full visibility, and structural integrity sufficient to prevent catastrophic failure.

(D) A functional Simplified Oxidation Catalytic Converter for carbon monoxide and hydrocarbon reduction.

(E) Audio Equipment.—Experimental Category Vehicles shall include as standard equipment AM and FM broadcast radio receivers capable of receiving over-the-air signals without additional cost or subscription. All other audio, entertainment, connectivity, or infotainment systems (including satellite radio, Bluetooth, streaming, screens, or speakers beyond basic functionality) are optional.

(2) OPTIONAL FEATURES.—All other Federal motor vehicle safety standards, including those relating to airbags, electronic stability control, anti-lock braking systems, automatic emergency braking, tire pressure monitoring systems, advanced driver-assistance systems, telematics, monitoring, on-board diagnostics, pedestrian protection, roof crush resistance, rollover protection, and interior impact protection, are optional. Analog gauges and instruments (speedometer, tachometer, fuel gauge, temperature gauge, oil pressure, etc.) shall be permitted and preferred; digital displays, screens, or computer-based instrumentation are optional and not required.

(3) HEADLAMP CONTROL.—Headlamps in Experimental Category Vehicles may be controlled solely by manual switches or buttons and shall not be required to have automatic activation or daytime running lamps.

(4) ENGINE IDLE STOP-START SYSTEMS.—Engine idle stop-start systems, automatic engine shutoff at stops, or similar technologies are optional only and may be omitted without penalty, in recognition of potential fuel consumption variability, component wear, restart reliability concerns, and passenger convenience/safety in normal operation.

(5) NON-TRANSFERABILITY.—Exemptions granted under this subsection are non-transferable upon change of ownership or control of the manufacturing entity.

(6) VEHICLE IDENTIFICATION NUMBER REQUIREMENT.—The Administrator of the National Highway Traffic Safety Administration shall require that all vehicles certified as Experimental Category Vehicles have a Vehicle Identification Number (VIN) that includes a unique prefix or identifier (such as “ECV” as the first three characters of the VIN or another distinctive sequence approved by the Administrator) to clearly distinguish them from non-Experimental Category passenger vehicles. This requirement shall take effect within 180 days of the establishment of the ECV certification program.

SECTION 6. CONTINUATION, REPRODUCTION, AND HISTORIC-INSPIRED VEHICLES.

Section 30114 of title 49, United States Code (as amended by section 5), is further amended by adding at the end the following new subsection:

(d) CONTINUATION, REPRODUCTION, AND HISTORIC-INSPIRED VEHICLES.—

(1) DEFINITION.—A Continuation or Reproduction Vehicle is an Experimental Category Vehicle that replicates or interprets the exterior body design, styling elements, or overall appearance of a production vehicle or iconic concept manufactured before January 1, 1970.

(2) EXEMPTION.—Continuation or Reproduction Vehicles are exempt from any Federal motor vehicle safety standard that would prohibit or restrict pre-1970 styling features, including fins, chrome grilles or trim, upright windshields, running boards, non-aerodynamic shapes, or bright or non-neutral paint colors.

(3) IDENTIFICATION.—Every Continuation or Reproduction Vehicle shall bear a permanent label on the driver’s door jamb stating: “Experimental Category Continuation or Reproduction Vehicle – Not an Original Pre-1970 Model – Inspired by [model and year, if applicable]”. All sales literature, advertisements, and contracts shall include the same disclosure in prominent text.

(4) HISTORIC BRAND REVIVAL.—Manufacturers may use trademarks, trade dress, or design cues associated with defunct pre-1970 brands without restriction, provided the vehicle is certified as an Experimental Category Vehicle and clearly identified as a modern reproduction or revival.

(5) NON-TRADITIONAL AND EXTREME DESIGNS.—Experimental Category Vehicles may incorporate non-traditional layouts or features inspired by historic race cars, concept vehicles, amphibious designs, or other unusual configurations, provided they include minimum equipment: laminated windshield glass, rear and side mirrors for full visibility, enclosed wheels where exposed wheels would create unavoidable injury risk, functional lighting, horn, and brakes.

SECTION 7. OWNERSHIP, REGISTRATION, AND STATE NON-DISCRIMINATION.

Section 30114 of title 49, United States Code (as amended by sections 5 and 6), is further amended by adding at the end the following new subsection:

(e) OWNERSHIP AND REGISTRATION FREEDOM.—

No Federal or State law may impose additional licensing, registration fees, special license plates, inspections, emissions tests, or other requirements on Experimental Category Vehicles beyond those applicable to comparable non-Experimental Category passenger vehicles in the same class. States shall not discriminate against Experimental Category Vehicles in registration, titling, or license plate issuance. Experimental Category Vehicles shall be eligible for standard passenger vehicle plates and registration without surcharge.

SECTION 8. REPEAL OF CORPORATE AVERAGE FUEL ECONOMY STANDARDS.

Chapter 329 of title 49, United States Code, is repealed in its entirety, including Part C (sections 32901 through 32919, inclusive). The heading of chapter 329 is amended to read “Carbon Footprint and Fuel Economy Standards” (notwithstanding the repeal of its provisions).

No Federal regulation may impose fleet-average fuel economy, energy efficiency, aerodynamic coefficient, or footprint-based requirements on any vehicle class, including Experimental Category Vehicles, after the effective date of this Act.

SECTION 9. REPEAL OF RENEWABLE FUEL STANDARD PROGRAM.

(a) Repeal. — Section 211(o) of the Clean Air Act (42 U.S.C. 7545(o)) is repealed effective January 1, 2027.

(b) Permanent Prohibition on Future Mandates. — Chapter 85 of title 42, United States Code, is amended by inserting after section 7545 the following new section:

§ 7545A. Prohibition on renewable fuel blending mandates and related restrictions No Federal agency, including the Environmental Protection Agency, may impose, enforce, or establish any volume requirements, blending obligations, renewable identification number mandates, or other requirements for the incorporation of ethanol, biodiesel, renewable diesel, or other biofuels in gasoline, diesel, or other transportation fuels after January 1, 2027. Ethanol-free gasoline and any other safe and functional fuel formulation shall remain fully legal and unrestricted in all States, including California. No intrusive fuel formulas, compounds, additives, or specifications shall be mandated or required beyond those strictly necessary to ensure safe and reliable vehicle operation for all motor vehicles.

SECTION 10. EXPERIMENTAL CATEGORY VEHICLE EMISSIONS EXEMPTION.

Section 202 of the Clean Air Act (42 U.S.C. 7521) is amended by adding at the end the following new subsection:

(k) EXPERIMENTAL CATEGORY VEHICLE EXEMPTION.—Experimental Category Vehicles certified under section 30114(c) of title 49, United States Code, are exempt from full certification under this section. Such vehicles shall require only a functional Simplified Oxidation Catalytic Converter for carbon monoxide and hydrocarbon reduction. Carbon dioxide and water vapor shall not be considered regulated pollutants. Reduction of nitrogen oxides is optional. No other emissions control equipment, including exhaust gas recirculation, oxygen sensors, secondary air systems, evaporative emissions controls, or closed-loop fuel management systems, is required.

SECTION 11. OPEN FUEL AND PROPULSION FREEDOM.

The Clean Air Act (42 U.S.C. 7401 et seq.) is amended by adding at the end the following new section:

SEC. 318. OPEN FUEL AND PROPULSION FREEDOM.

No provision of this Act shall restrict, prohibit, or favor any fuel formulation, blend, or propulsion technology in Experimental Category Vehicles, including gasoline, diesel, ethanol-free fuels, synthetic hydrocarbons, hydrogen, electricity, steam, nuclear-derived energy, jet-assisted systems, or other innovative systems, provided such vehicles are equipped with a functional Simplified Oxidation Catalytic Converter and meet basic safety requirements. No Federal agency may mandate or incentivize any specific fuel or propulsion technology for Experimental Category Vehicles.

SECTION 12. PREEMPTION OF STATE EMISSIONS AND INSPECTION REQUIREMENTS.

The Clean Air Act (42 U.S.C. 7401 et seq.) is amended by adding at the end the following new section:

SEC. 319. PREEMPTION OF STATE EMISSIONS AND INSPECTION REQUIREMENTS FOR EXPERIMENTAL CATEGORY VEHICLES.

(a) PREEMPTION.—Notwithstanding sections 209(b), 209(e), 177, or any other provision of this Act:

(1) No State or political subdivision may adopt, enforce, or require compliance with any emission standard, certification requirement, zero-emission vehicle mandate, greenhouse gas regulation, fuel formulation rule, evaporative emissions control, or other emissions-related requirement for Experimental Category Vehicles certified under Federal law.

(2) No State or political subdivision may impose, require, or enforce any vehicle emissions inspection (including smog checks), special testing, referee inspection, or additional emissions-related burden on Experimental Category Vehicles based on their experimental status, design, or emissions characteristics.

(3) This preemption applies regardless of any waiver, authorization, or adoption granted to California or other states under this Act.

(b) ENFORCEMENT.—The Administrator of the Environmental Protection Agency, in coordination with the Secretary of Transportation, shall enforce this section and may take appropriate action, including withholding Federal highway funds from non-complying States, to prevent or remedy violations.

SECTION 13. TERMINATION OF FEDERAL TAX CREDITS AND SUBSIDIES.

(a) New Clean Vehicle Credit.—Section 30D of the Internal Revenue Code of 1986 is repealed.

(b) Alternative Fuel Vehicle Refueling Property Credit.—Section 30C of such Code is repealed.

(d) Biofuel Production Credits.—Sections 40, 40A, 6426, and 6427 of such Code are amended by striking all provisions relating to ethanol, biodiesel, renewable diesel, or other biofuels.

(e) Prohibition on Future Incentives.—No Federal tax credit, deduction, grant, loan, payment, or other financial incentive may be provided for the production, blending, distribution, use, purchase, lease, manufacture, assembly, conversion, or fueling infrastructure related to any specific fuel type, blend, or propulsion technology after the date of enactment of this Act.

SECTION 14. PROTECTION OF SMALL EXPERIMENTAL CATEGORY VEHICLE MANUFACTURERS.

(a) Non-Transferability.—Exemptions and certifications granted under section 30114(c) of title 49, United States Code, are non-transferable upon change of ownership or control of the manufacturing entity.

(b) Antitrust Scrutiny.—The Federal Trade Commission and the Department of Justice shall give heightened scrutiny to any acquisition, merger, or transaction involving an Experimental Category Vehicle manufacturer by an entity that manufactures more than 100,000 passenger vehicles annually in the United States.

(c) Intent.—This section is intended to prevent predatory acquisition or suppression of small Experimental Category Vehicle manufacturers and does not create new antitrust standards beyond existing law.

SECTION 15. INSURANCE CONSUMER PROTECTION FOR EXPERIMENTAL CATEGORY VEHICLES.

Section 5 of the Federal Trade Commission Act (15 U.S.C. 45) is amended by adding at the end the following new subsection:

“(n) PROHIBITION ON DISCRIMINATORY INSURANCE PRACTICES FOR EXPERIMENTAL CATEGORY VEHICLES.—

(1) It shall be an unfair or deceptive act or practice in or affecting commerce for any insurer to impose premiums, rates, surcharges, cancellations, non-renewals, or other adverse actions on Experimental Category Vehicles certified under section 30114(c) of title 49, United States Code, or their owners, solely on the basis of the vehicle’s experimental certification status.

(2) Insurance premiums, rates, and practices for Experimental Category Vehicles shall be determined using the same risk-assessment criteria applied to non-Experimental Category passenger vehicles of comparable value, use, and performance, including the driver’s driving record, claims history, accident involvement, and other standard actuarial factors.

(3) The Commission shall enforce this subsection in the same manner as other provisions of this section.”

SECTION 16. SAVINGS CLAUSE.

Section 30114 of title 49, United States Code (as amended by sections 5 and 6 of this Act), is further amended by adding at the end the following new subsection:

(f) SAVINGS CLAUSE.—No Experimental Category Vehicle shall be subject to any low-volume production limit, limited-production rule, or any other numerical restriction under this chapter or any other Federal law or regulation. There shall be no penalty, restriction, or limitation on the number of Experimental Category Vehicles that may be produced or manufactured.

Section 16: Savings Clause

(f) SAVINGS CLAUSE.—Nothing in this chapter shall be construed to repeal, limit, or modify existing low-volume manufacturer exemptions, replica vehicle provisions, or other limited-production rules under subsection (b) of this section or any other applicable Federal law or regulation, unless a vehicle is specifically certified as an Experimental Category Vehicle under subsection (c). No penalty, restriction, or limitation shall apply to the number of vehicles produced under such existing exemptions or under the Experimental Category Vehicle pathway.

SECTION 17. PRIVACY AND AUTONOMY PROTECTION FOR EXPERIMENTAL CATEGORY VEHICLES.

(a) Prohibition on Mandatory Monitoring and Data Collection. — No Experimental Category Vehicle shall be required to include, activate, or operate any telematics system, event data recorder (beyond crash-specific data if voluntarily equipped), location tracking, speed monitoring, driving behavior recording, or any other electronic system that collects, stores, or transmits personal vehicle or driver data to manufacturers, government agencies, insurers, or third parties. Experimental Category Vehicles shall remain fully private, unmonitored, and autonomous.

(b) Permitted Electronics in Engine Operations. — Electronic ignition, fuel injection, and other systems strictly necessary for safe, reliable, and efficient engine operation are permitted. All other electronic or computer-based engine management systems, sensors, or controls not directly required for basic engine function and power delivery shall be prohibited. Mechanical systems shall be preferred over electronic or computer-controlled systems wherever feasible. No computer, electronic control unit, or sensor may trigger “low power mode,” “limp mode,” reduced performance, or any other automatic restriction or intervention based on perceived faults, emissions readings, or other non-essential criteria.

(c) Prohibition on Data Generation and Recording. — Experimental Category Vehicles shall not generate, record, store, or transmit any data related to vehicle operation, driver behavior, location, speed, acceleration, braking, or any other parameter beyond basic analog instrument readings visible to the driver (e.g., speedometer, tachometer, fuel gauge, temperature gauge). No event data recorder, black box, telematics module, or digital logging system shall be installed or activated. All data generation capabilities not strictly necessary for real-time driver information shall be prohibited.

(d) Enforcement. — The Federal Trade Commission and State attorneys general shall enforce this section, and violations shall be treated as unfair or deceptive acts or practices under section 5 of the Federal Trade Commission Act (15 U.S.C. 45).

SECTION 18. SEVERABILITY.

If any provision of this Act, or the application thereof to any person or circumstance, is held invalid, the remainder of the Act, and the application of such provision to other persons or circumstances, shall not be affected thereby.

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