After decades of decay, Detroit’s historic Packard Plant could be on the road to redevelopment.
The city announced a letter of intent with a developer to give 28-acres of the site new life. The plant as a whole has been a significant structure throughout Detroit’s history. It has seen the heights of the automotive boom and the consequences of disinvestment and neglect.
When auto manufacturing operations at the plant came to an end in the mid-20th century, another generation reimagined the space. So which moments deserve to be preserved in its next chapter?
Dave Marchioni, the industrial and automotive curator at the Detroit Historical Society, and John Lauter, Packard Plant historian, revisit key moments throughout it’s history.
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To some, the story of the Packard Plant mirrors that of Detroit. Built in the early 1900s, the building was a major site of auto manufacturing in the city until the mid-1950s, when the plant closed.
But that didn’t spell the end for the Packard Plant. The building continued to house industrial and commercial tenants into the 1990s, and was even home to some legendary Detroit raves.
After a 2022 court order, large parts of the Packard Plant were demolished. What’s left are massive concrete frames and outer shells. No windows. No interiors. No machinery. Just structure. The site isn’t really a factory anymore. It’s a ruin. And now, two developers say they want to give that ruin new life.
What are the plans for the redeveloped plant? And what will it take to make those changes happen?
Developers Mark Bennett and Oren Goldenberg spoke with The Metro‘s Robyn Vincent about that and more.
Listen to The Metro weekdays from 10 a.m. to noon ET on 101.9 FM and streaming on demand.
WDET strives to cover what’s happening in your community. As a public media institution, we maintain our ability to explore the music and culture of our region through independent support from readers like you. If you value WDET as your source of news, music and conversation, please make a gift today.
New car prices didn’t spike after President Donald Trump announced sweeping tariffs in the spring, as some experts and dealers projected.
But prices on many models are now pushing notably higher — and analysts said carmakers recouping Trump’s higher import costs is a key factor.
Consider a recent analysis that found automakers are implementing more aggressive price increases on 2026 model-year vehicles compared to when 2025s were hitting dealership lots last year.
Cloud Theory, which tracks car inventory on dealer websites across the country, found the average marketed price increase on 2026 models was nearly $2,000, compared to an approximately $400 uptick during last year’s model year changeover. This year, 23 models have at least a $2,000 price hike; last year there were just nine.
“What I think is different this year is you have a lot of cost increases that are $1,000 or $1,500 or more, $2,000 or more,” said Rick Wainschel, Cloud Theory’s vice president of data and analytics, whose analysis looked at 2026 models with at least 2,000 vehicles in inventory.
“I think that’s a big change and a big shift that’s occurred, and it’s hard to point to any other catalyst for that (except for) tariff costs that the OEMs have had to absorb for the last eight months, and will likely have to absorb going forward,” he said.
Any increase comes on top of average car prices that were already hovering around $50,000. Pair that with stubbornly high interest rates, and the average monthly car payment is now $766, according to Edmunds.com Inc., up more than 3% from a year ago. A record share of subprime borrowers has been falling behind on their auto loans this fall.
Yet the huge car sticker price increases tied to tariffs — which analysts originally warned might tally anywhere from an extra $5,000 to $15,000 per vehicle — haven’t come to pass.
Among the reasons: competitive pressures between rival automakers, concern over blowback from Trump, large pre-tariff vehicle inventories that gave companies a lag time before pricing adjustments were needed, as well as policy adjustments that reduced the pain of the tariffs themselves.
Automakers opted to absorb many of the extra costs in the near term.
But if you’re shopping for a new car right now or plan to in the coming months, experts said it is likely tariffs will cost you in one way or another, even if it’s tough to discern exactly how. Automakers haven’t been eager to publicly disclose any connection between tariffs and their pricing adjustments.
Vehicle destination charges — those mandatory fees for transporting the car to the dealership — are rising, revealing one area where automakers “might be trying to make up a little bit of the costs,” said Erin Keating, an executive analyst at Cox Automotive Inc.
There are also signs of automakers pulling features out of certain models in a bid to trim costs while holding the same sticker price, a phenomenon known as shrinkflation. And then there are indications of carmakers offsetting their tariff costs with higher 2026 model-year MSRPs.
“Automakers really held their prices throughout the ’25 model year, and we’re starting to see a bit (of an impact) in ’26,” said Stephanie Brinley, an auto analyst with S&P Global Mobility. “But it’s being wrapped up in different ways, so it’s very difficult to suss out.”
Car companies often adjust pricing on new model-year vehicles, whether due to minor repackaging of features and trim levels, or full overhauls that include new technology and freshened sheet metal. Brinley said that means there’s no clear way for consumers to figure out where those extra tariff costs might’ve been tacked on.
Keating agrees the tariff impacts have been hard to pin down. Average car prices have been rising steadily much of this year — with September reaching an all-time high above $50,000 — but she said some of that uptick would have been expected anyway because of normal inflation.
The analyst now feels confident those initial shocking projections of price hikes in the 10% to 15% range aren’t going to happen: “The market just won’t bear it,” she said.
Automakers appear to be settling into their new normal under Trump. They’ve secured at least some tariff relief on parts and vehicles imported from certain countries, while simultaneously feeling the benefits of Trump’s moves to loosen federal vehicle emissions and fuel economy standards.
A September J.P. Morgan report estimated combined tariff costs on vehicles and parts will amount to $41 billion in the first year, rising to $45 billion in year two and $52 billion in year three.
The bank expects automakers and consumers to ultimately share the burden equally, which could lead to a 3% increase in new vehicle prices: “This will hit consumers hard,” the report said, “especially as many are already struggling to afford new vehicles.”
Wainschel, the Cloud Theory analyst, said average prices listed on dealer websites have only increased a few hundred dollars per vehicle since the tariffs took effect in early April. But that’s because automakers have pushed an increasing number of affordable models and trims into the market, which has helped hold the overall average price down.
If the current mix of vehicle types listed for sale was the same as it was back in April, Wainschel said, average prices would, in fact, look approximately $1,300 higher now: “So there are some things that are masking the increases that are taking place, the segment mix being a big part of it.”
Brendan Harrington, president of Autobahn Fort Worth in Texas, which sells Porsche, BMW, Mini, Volvo, Volkswagen, Jaguar and Land Rover brands, said big price hikes didn’t occur early on as companies fretted over losing market share.
But now, carmakers are beginning to make larger changes in response to tariffs, he said, including trimming back slower-selling models and increasing MSRPs where they can. He said Porsche and Land Rover are two examples of brands that have upped prices in response to tariffs.
And carmakers are also passing through higher destination charges, he said — increases that are adding $200 to $300 to the cost of a car. Tariffs also are contributing to steadily rising costs for Harrington’s parts and service departments.
“Until now, every OEM has really tried to hold the line,” he said. “But we are seeing prices now come up.”
While car prices didn't spike after tariffs took effect, they have been climbing. Experts say it's difficult to track exactly how tariffs are impacting consumers because there is not a line item on the windown sticker for the higher import taxes. (Bess Adler, Bloomberg)
The head of Macomb County’s government says the economic uncertainty felt in some sections of Michigan has yet to truly impact his area.
County Executive Mark Hackel summed up the situation in his annual State of Macomb County speech.
Hackel says the county is not just weathering the ebbs and flows of the overall U.S. economy but thriving in the midst of them.
Listen: Macomb executive says county thrives despite economic uncertainty
The following interview has been edited for length and clarity.
Mark Hackel: With our financial situation, our economic foundation, we’re in a great place. I know the things that you’re hearing across the country are challenging. But there’s so many things that kind of help lift us up. We’re pretty diverse too, though we rely heavily upon the automotive and defense industries and manufacturing. But the reality is Macomb is in a very sound place.
Quinn Klinefelter, WDET News: President Trump’s tariffs have impacted various segments of the U.S. economy, including the auto sector, which does have a pretty significant presence in Macomb County. Some of the prices for vehicles are starting to climb now. Do you have any concerns about how tariffs or the overall economic outlook are going to impact jobs or other parts of Macomb County’s economy?
MH: We’re always concerned about what happens at the federal and or state level that may have an impact on our economy. But look at what happened in 2010. There was a huge challenge with manufacturing, job losses, housing shortages that we faced back then. And we doubled down on manufacturing. By doing so, we’ve seen our economy continue to grow here.
Macomb County is a $54.2 billion economy. That’s bigger than the states of Vermont and Wyoming. We are right now at an all-time high. There’s never been a better time in Macomb County with our economy being as robust as it is right now. So whatever might happen with some of these tariffs or other economic concerns, we’re not seeing it directly have an impact right now. We’re in a good place with that.
QK: There is some financial stress in other parts of the country, other parts of Michigan, other parts of metro Detroit, for that matter. In your view, why is Macomb County doing well when some of these other places are having a bit of a struggle?
MH: We decided to double down on manufacturing. We retooled some of our manufacturing facilities. They’re different than they once were. We upgraded them. We really put a full-court press on making sure people understood that with our workforce, from concept to consumer, no one does it better than right here in southeast Michigan. And Macomb County is a major part of that. We are the defense capital of the Midwest. More contracts are awarded to Macomb County, as far as the actual number and the money associated with them, than anywhere else in the entire Midwest. So we keep promoting that, we keep pushing that.
And I think all the attention that we’ve been trying to drive has really helped us. We used a protecting growth strategy when we first got in and worked with the state on that. And we’ve done so well that we’re not really as worried about protecting anymore because we’re seeing that continuous growth. So we’re fortunate. Working with everybody has really had an impact on where we’re at today.
QK: In last year’s State of the County speech, you said that Macomb needed to focus on partnerships instead of partisanship. There was a line about not reaching across the aisle but getting in the aisle. How’s that bipartisan effort been going for you?
MH: Aside from a certain election here or there, for the most part, partisanship is not our conversation. None of that drives what we do here in Macomb County. People are willing to work with each other. You’ve heard that phrase, “Us versus everybody.” Some sports teams use it sometimes, municipalities or communities use it, as a sense of pride, a sense of esprit de corps. But when I look back on 15 years of how Macomb County has got to where it’s at and how we’ve evolved, we’ve kind of flipped the narrative on that. We look at it as, “Macomb with everybody.”
We’re trying to partner at the local, state and federal level. And never do we look at it as, “We can’t talk to them because they’re Democrats or Republicans. We can’t let their idea soak through or let them get successful because their party may get credit for it.” We don’t talk about that, don’t think about it. It’s a call for everybody who wants to come to be part of the solution. And if somebody looks more like they’re wanting to be part of the problem or be just a naysayer, we accept that. But the reality is we continue to forge ahead with people that want to provide solutions and help us get to where we need to go.
QK: When you talk about bipartisan cooperation, there are elections next year that could be pretty significant on a number of fronts. Michigan U.S. Rep. John James, for one, is running for governor and leaving a seat open that represents part of Macomb County. And there is a gubernatorial race underway. Whoever ultimately wins, what would you like to see from Lansing that you think could really affect Macomb County?
MH: That same willingness to partner and work with us rather than figure out how they could get credit by giving support to one particular area or segment of the state as opposed to somewhere else. Ensuring they are not ignoring any community within the state of Michigan. Specifically for Macomb County, whoever the governor is needs to realize they’re not the governor on behalf of the party, they’re the governor on behalf of the people. So govern on behalf of the people. That’s all I ask from whoever the next governor is. Work together on projects that matter, whether it’s in Macomb County, southeast Michigan or beyond.
QK: In terms of the partnerships that you’ve had, are there specific projects that you would like to see either the state or the federal government partner with Macomb on? Or projects that you’re pleased that they have partnered with you on to date?
MH: I’ll go with the ones I’m pleased that they have done to date. We got some support from the state because they realized the importance of our new jail project. It isn’t just about a jail. It’s about dealing with people that are going to be assessed for mental health or substance abuse when they’re brought in at the first point of contact. Every municipality now is partnered-in on this particular facility. We make a determination whether there’s any substance abuse, then decide what we need to do. The state partnered with us with some financial contributions because it impacts the state prison system too. When people are leaving our facility and sentenced on a felony, they’re going to the state facility. We look at what happened with Mound Road, a quarter of a billion dollar project. We got some state funding to help support that as well as federal and local. And then look what happened with Selfridge Air National Guard Base and us pushing the defense industry here in Macomb County. We are the defense capital of Midwest. And I do declare that at some point in time we’re going to be the defense capital of America.
There’s so much happening and we’re so excited about that. But there’s more to be done. We’re partnering on trying to figure out how we retool a facility or find a new use for the Romeo Ford engine plant. We’re looking at the Romeo airport. There’s a lot more that we need to do with our water quality. The support we get from Candice Miller and her team at Public Works. I’m telling you, there’s another trusted voice and a fierce advocate for cleaning our waterways and making sure we’re addressing underground issues. So, a lot has been happening. We’re going to continue those conversations and hopefully wherever the next governor is, they’re willing to address the issues that we’re talking about as opposed to politics.
The whole issue of where we’re headed as a region and even as a state is incredibly important. The biggest thing is that we all need to come together because we need to be competitive with other regions around the globe. And southeast Michigan is a major player. But our biggest challenge right now is our workforce, making sure that we’re attracting people to this area so they take on these jobs. That provides better opportunities for these manufacturers or companies that do the things that they do here in southeast Michigan. Us all coming together to promote the region as one.
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Ford Motor Co. is opening the doors of its new world headquarters to the public on Nov. 16.
Attendees must register online for free to enjoy the festivities that include self-guided tours, a car show, live entertainment, food trucks and other activities for families from 11 a.m. until 4:30 p.m.
The Dearborn automaker last month announced it was moving its headquarters across town to the new, enormous, glassy product development center known as “The Hub” off Oakwood Boulevard across from the Henry Ford Museum of American Innovation. It’ll serve as the home for the company that first made vehicles accessible to the masses as it pursues a future toward greater electrification, autonomous driving and other advanced technologies.
The new headquarters will get the 1 American Road address that has marked the location of the Glass House at Michigan Avenue and Southfield Road that has served as Ford’s headquarters since 1956. That building will be demolished and is expected to be turned into a park-like community space in partnership with the city.
On Nov. 16, a grand opening ceremony will occur at noon and a closing ceremony at 4 p.m. Guests can make reservations to see the inside of the building, including workspaces and employee wellness areas. The walking, self-guided look likely will take 15 to 30 minutes, according to Ford.
Guests still can register to attend, even if tour reservations become fully booked. The Ford Community Car Show will show privately owned Ford classics from custom designs and sports models to heavy-duty trucks.
For now, The Hub is listed at 2100 Carroll Shelby Way on Google Maps. Ford’s invitation encourages guests to enter at Village Road and South Pond. Parking is at Deck 300 at 21324 S. Military St. and the PDC lot at 21000 S. Military.
Ford Motor Co. will welcome registered members of the public to its new headquarters on Nov. 16. (Daniel Mears, The Detroit News/The Detroit News/TNS)
The next Senator representing Michigan could shift the balance of power in Washington, and their policies relating to the auto industry, tariffs and electric vehicles could make Michigan’s economic interests pivotal nationwide.
The four main candidates are Abdul El-Sayed, Representative Haley Stevens, State Senator Mallory McMorrow and Mike Rogers. They’re all vying to replace Gary Peters as Michigan’s next Senator.
The domestic auto industry has been on an economic roller coaster. Ping-ponging tariff policies and rollbacks of Biden-era electric vehicle tax rebates have added economic uncertainty to the equation of domestic automakers and parts suppliers.
So, what policies might the next Senator from Michigan bring to Washington?
Molly Boigonis a reporter who covers technology and innovation for Automotive News. She spoke to the four candidates on the Daily Drive Podcast and wrote a piece breaking down where they stand on key automotive economic policies.
She joined Robyn Vincent to share what she learned about the candidates’ positions on electric vehicles and tariffs.
Listen to The Metro weekdays from 10 a.m. to noon ET on 101.9 FM and streaming on demand.
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Ford Motor Company plans to move out of its world headquarters in Dearborn, but it’s not moving far.
Chairman Bill Ford and CEO Jim Farley announced the automaker’s operations will relocate from the iconic Glass House on Michigan Ave. to a new facility on Oakwood Blvd. across from the Henry Ford Museum.
In a joint statement, Ford and Farley say it’s not just a new building.
“It’s a catalyst for innovation and a physical symbol of our Ford+ transformation,” the executives say.
Ford+ encompasses all the company’s operations, including vehicle production, design, engineering, and innovation.
The Deuce you say!
The new headquarters will keep the old one’s name—the Henry Ford II World Center. The grandson of Henry Ford led the family business from 1945 to 1980.
Ford’s new world headquarters is across the street from the Henry Ford Museum
Bill Ford and Jim Farley say the new building will be twice as large as the Glass House and hold twice as many employees. Some have already moved in during construction.
“Our team is working hard to wrap up construction as hundreds of employees are collaborating in the building already,” the executives say.
The automaker will hold a grand opening at the new facility in November. Construction should be completed in 2027.
An era ends
Ford built the Glass House in 1953 and opened it in 1956. It is one of the most recognizable buildings in Metro Detroit. Ford and Farley say the structure’s age and industry changes necessitated the move.
“The future of our industry demands a different kind of space, one that is more connected, more flexible, and built for the speed of a technology—and software—connected company,” according to their joint statement.
Once the Glass House is empty, crews will demolish it and work with the City of Dearborn to find a new use for it. Demolition will take about 18 months.
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For decades, fossil fuel companies championed the idea that climate change is solved through everyday personal habits — change your lightbulbs, recycle more, drive less — while they continued ramping up oil and gas production. BP even popularized the now‑ubiquitous carbon footprint calculator, nudging us into changing our behaviors rather than targeting the sources of the crisis.
A recent study found that people often misjudge which personal choices matter most. Many think recycling is the biggest fix, but it is actually cutting down on long flights, eating less meat, and even deciding whether to own a dog (pets have surprisingly large carbon footprints).
When people were shown the facts, they adjusted their intentions.
But there is a catch: when climate action was framed only as a personal checklist, participants were less likely to support big collective steps, like voting for climate policy or joining a march.
This tension speaks to the myth of personal responsibility in climate change.
Naomi Oreskes has written widely about how industries, from tobacco to oil, push this myth to delay real action. She is a professor of the history of science at Harvard University and co-author of the books “Merchants of Doubt” and “The Big Myth.”
She joined Robyn Vincent on The Metro to discuss how we can shift the focus back to meaningful climate solutions.
Listen to The Metro weekdays from 10 a.m. to noon ET on 101.9 FM and streaming on demand.
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Detroit is a manufacturing city and with this comes hazardous waste – toxic, reactive, flammable, and corrosive material that’s dangerous to people.
So what happens to all this hazardous waste? Federal and State Laws require facilities to obtain a license to store, dispose or treat it.
That includes EQ Detroit Inc., which operates a hazardous waste site in Midtown near the I-94 and I-75 interchange. The company’s license is up for renewal, and not all residents are in support.
But public sentiment is not the law, said Tracy Kecskemeti at the public informational meeting on Aug. 13. She’s the acting materials management division director for the Department of Environment Great Lakes and Energy. EGLE is the state regulator that oversees these hazardous waste sites.
Producer Jack Filbrandt spoke to Detroit DocumentersColleen Cirrocco and Lynelle Herndon to learn more about what community members had to say. The next meeting on this issue is Sept. 4 at Tech Town.
Listen to The Metro weekdays from 10 a.m. to noon ET on 101.9 FM and streaming on demand.
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Ford is recalling more than 694,000 Bronco Sport and Escape vehicles because the fuel injector may crack and leak, which may cause a fire.
If fuel leaks inside the engine compartment and there’s a hot engine or exhaust components, it could increase the risk of a fire.
The recall impacts certain 2021-2024 Bronco Sport and 2020-2022 Escape vehicles equipped with 1.5L engines.
Ford has been looking into the fuel injector issue since 2022, according to the National Highway Traffic Safety Administration. The company’s field review committee approved recalls in November 2022, March 2024 and March 2025, during which it performed software updates.
Ford has continued to investigate the issue. As part of the ongoing process, the automaker looked at corrosion as a contributing factor to fuel injector cracks between April and May 2025.
Ford identified injector cracking on eight vehicles that experienced underhood fires. Six of the vehicles didn’t have updated engine control software. The automaker isn’t aware of any injuries related to the fires.
Earlier this month Ford’s field review committee decided to issue a recall for certain vehicles to update their engine control software for free until a final remedy is available.
A letter notifying vehicle owners of the safety risk is expected to be mailed on Aug. 18. A second letter will be sent once the final remedy is available. Vehicle owners can contact Ford customer service at 1-866-436-7332 and reference recall number 25S76.
The industry for materials key to American manufacturing could receive extra government support under proposed legislation from a Michigan congresswoman.
The bill, called the “Unearth America’s Future Act,” would create new federal loans, tax credits, and programs to spur the domestic production and refining of critical minerals like copper, magnesium and aluminum.
“What this bill is, is focused on public-private partnerships, supply chain opportunities, as well as recyclability, which is something that’s gaining a lot of traction in the critical materials space right now,” U.S. Rep. Haley Stevens (D-Michigan) said about her pending legislation.
Stevens estimates her plan would invest around $10 billion in the industry. It would cover loans, tax credits, partnerships and the creation of a new national center to oversee research and development.
The policy proposal is a response to concerns about China’s dominance in the market for precious metals, especially those used in goods like smart phones or vehicle batteries.
Stevens said that makes both the country’s and Michigan’s current situations untenable.
“Leaving Michigan’s entire manufacturing base on the hook for materials coming from minerals that are refined in China, that’s a risk. And that’s not working,” she said.
The Trump administration has already issued executive orders aimed at increasing the country’s mining capacity, despite environmental concerns. Separately, existing bipartisan bills in Congress are also trying to address that issue.
Stevens, however, said her way of addressing the matter is by taking a similar approach to how the bipartisan CHIPS Act addressed a shortage of American semiconductor chip makers: increasing the capacity for processing and refining already-mined minerals.
“This will increase our resilience here in the United States of America, but it will also increase our domestic production capabilities, which means lowering costs, lowering costs, lowering costs — we need to lower costs, and that’s what this bill’s going to be about as well. And job creation,” Stevens said.
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