Congress moves to kill EV tax credits, raising costs for buyers
H.R. 312 — Restoring Vehicle Market Freedom Act of 2025 · Filed by Scott Perry (R-PA) · 2 cosponsors · Introduced Jan 9, 2025 · Referred to committee
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What it does
This bill repeals four federal tax credits for electric and alternative-fuel vehicles: the used EV credit (Section 25E), the alternative motor vehicle credit (Section 30B), the alternative fuel refueling property credit (Section 30C), the new plug-in EV credit (Section 30D), and the commercial clean vehicle credit (Section 45W). These credits currently reduce the out-of-pocket cost for consumers and businesses buying EVs and installing charging infrastructure. Repealing them makes EVs more expensive for buyers and removes incentives for charging-station investment.
Why we flagged it
The bill's sole functional purpose is to eliminate five federal tax incentives for electric and alternative-fuel vehicles. It does not create new policy or redirect funds; it removes existing consumer and business subsidies for clean transportation.
What the text implies
- Repeal is retroactive to vehicles 'acquired after' enactment, potentially affecting consumers who purchased vehicles in anticipation of the credit or are mid-transaction.
- Removal of the commercial clean vehicle credit (45W) may disproportionately impact fleet operators and delivery companies that rely on tax incentives to justify EV conversion.
- Elimination of the refueling property credit (30C) removes incentives for private and public charging-station buildout, potentially slowing EV infrastructure development independent of vehicle sales.
- The bill does not address or redirect the foregone federal revenue, leaving unclear whether savings are deficit-reduction or available for other priorities.
Who it affects
Ordinary consumers and small businesses lose direct financial incentives to purchase electric vehicles and install charging infrastructure. The repeal increases the effective cost of EV ownership and slows the transition to cleaner transportation, shifting the financial burden away from the federal government and onto individual buyers—a regressive outcome since EV adoption is already concentrated among higher-income households.
Who stands to gain
- traditional automotive manufacturers (ICE-focused)
- gasoline and petroleum refiners
- used-car dealers and resellers
- aftermarket automotive parts suppliers
Named in the bill
Internal Revenue Code of 1986, Section 25E (previously owned clean vehicle credit), Section 30B (alternative motor vehicle credit), Section 30C (alternative fuel refueling property credit), Section 30D (new qualified plug-in electric drive motor vehicle credit), Section 45W (credit for qualified commercial clean vehicles), Public Law 117–169 (Inflation Reduction Act)
Where it stands
2 cosponsors: 2 Republicans.
- Jan 9, 2025 — Introduced · Congress.gov: “Introduced in House”
- Jan 9, 2025 — Referred to House Committee on Ways and Means · Congress.gov: “Referred to the House Committee on Ways and Means”
Dates and quoted wording are Congress.gov's action record; the timeline shows status changes, not every procedural step.
How this was measured
Analysis — Quorum's AI read the full bill text on Jun 8, 2026; transparency and hidden-provision scores are compared against the median of 16,222 analysed bills.
Status and sponsors — Congress.gov's bill record — actions, committee referrals and cosponsors — loaded nightly. The timeline shows status changes, not every procedural action.
As of — page rendered 2026-10-20.
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