Rewind to 2009
July 8, 2025

July 8, 2025

Cash‑for‑Clunkers to Cash‑for‑Kilowatts: What 2009’s $4,500 Trade‑In Teaches Us About Today’s EV Push

A red bmw e30 m3 is parked in front of a garage.

How a TikTok Scroll Sent Us Down the Cash-for-Clunkers Rabbit Hole
I was mindlessly scrolling TikTok when I came across a report breaking down the 2009 Cash for Clunkers program. What caught my eye wasn’t the $4,500 rebates or the effort to boost fuel economy—it was the insane number of vehicles now considered collectible or highly sought after that were traded in, scrapped, and lost forever. And the absolutely insane prices parts for these cars go for now online because they are so rare.
We’re talking about pristine Toyota Land Cruisers, Jeep Cherokees, BMW E-series, and even a 1992 GMC Typhoon—all dumped in favor of Toyota Priuses, RAV4s, and other “efficient” replacements. As a shop that builds, restores, and saves these kinds of vehicles every day, it hit a nerve. That video lit the fuse for this blog—and reminded us that while policies change, the importance of preserving well-built, serviceable vehicles never goes out of style. 
A quick rewind to 2009
In the depths of the Great Recession, Congress rolled out the Car Allowance Rebate System (CARS)—better known as Cash for Clunkers. For one frenetic month (July 24 – Aug 24 2009) drivers who handed in a thirsty pre‑2000 truck, SUV or sedan could walk away with $3,500–$4,500 toward a new, fuel‑efficient vehicle. By the time the program’s $3 billion was spent, 677,081 vehicles were disabled and recycled; the average trade‑in returned 15.8 mpg, while the replacement averaged 25.4 mpg—a 61 percent jump. 

The casualties: ’80s and ’90s iron we now crave
Because every “clunker” had to have its engine destroyed with sodium‑silicate, once‑ubiquitous rigs like the Ford Explorer, Jeep Cherokee, Chrysler minivans and GMT400 pickups vanished by the tens of thousands. Today, auction data and Hagerty’s 2025 “Bull Market” list show that 1980s‑ and 1990s‑era SUVs and Japanese sports cars are among the hottest collectibles, their values up triple digits since 2019. The Cash for Clunkers program was aimed at improving fuel economy—but in the process, it sent a generation of now-iconic vehicles to the scrapyard. These weren’t just beaters with bad mpg—they were the trucks, SUVs, and oddball imports that today’s enthusiasts would pay handsomely to restore or collect. Among the crushed:
  • Toyota Land Cruisers (FJ60 and FJ80) – Once considered gas-guzzling dinosaurs, these now routinely fetch five figures thanks to their bulletproof drivetrains and global cult following.
  • BMW E-Series (E30s, E28s, E34s) – Beloved for their analog feel, simple engineering, and RWD driving dynamics, many were traded in and destroyed before the "Radwood renaissance."
  • Buick Roadmaster Wagons with wood paneling – America’s last great body-on-frame family hauler, and now a favorite of hotrodders and retro-roadtrippers alike.
  • Hundreds of Jeep XJs (Cherokees) and TJs (Wranglers) – With simple, reliable inline-six engines and off-road credibility, these models are now sought-after platforms for builds and restorations.
  • Toyota Supras – Early ‘90s models were traded in and destroyed before Fast & Furious nostalgia sent their values into the stratosphere.
  • 1992 GMC Typhoon – One of only 4,697 ever made, this turbocharged AWD SUV was a muscle car in disguise. At least one was lost to the program.
  • Ford Taurus SHO (Yamaha V6 models) – Manual transmission sport sedans that could run with Mustangs in their day. Hundreds were scrapped.
  • Chevy Blazers, Broncos, and S-10s – Old-school 4x4s with big followings now, especially among off-road and overlanding enthusiasts.
  • Mercedes-Benz diesels – Bulletproof W123s and W124s with legendary longevity were scrapped just because of their mpg ratings.
While the environmental goals were well-intended, the automotive culture loss was real. Collectors today regularly post “Cash for Clunkers survivor” tags online, and several enthusiasts have gone so far as to build tribute vehicles to those that were crushed under the program.

Did it move the climate needle?
Independent studies estimate that CARS prevented ≈4.4 million metric tons of COâ‚‚ over the lifetime of the new vehicles—roughly 0.4 % of U.S. light‑duty emissions for a single year. In policy‑speak, that made the program visible but not transformative. 

From Priuses then to Teslas now
Many of the 2009 rebate winners chose hybrids like the Toyota Prius, which suddenly penciled out when the sticker dropped four grand. Fast‑forward to 2025 and the federal carrot is bigger:
Incentive                                                         2009 (CARS)                                                   2025 (IRA Clean‑Vehicle Credit)
Max federal benefit                                        $4,500 (instant)                                             $7,500 (transferable at point of sale or on tax return)
Eligible tech                                                    Gas ≥22 mpg                                                   Battery‑electric, plug‑in hybrid or fuel‑cell
Scrappage required?                                     Yes—old car destroyed                                  No—trade‑in optional

IRS rules now let you hand the credit to the dealer the day you sign, and stricter battery‑content rules mean only certain EVs qualify.

The policy déjà vu
2009 Cash‑for‑Clunkers                                                                                                         2025 EV Push
Jump‑start a slumping auto market after a crisis                                               Accelerate a transition already under way
Immediate MPG gain, modest lifetime COâ‚‚ cut                                                   Steeper lifetime COâ‚‚ cut, higher up‑front cost and grid impacts
Scrapped vehicles depleted future classics                                                         Battery and mineral sourcing questions loom
$4,500 maximum                                                                                                    Up to $7,500 federal + state perks

Is it working?
Despite chatter of “EV fatigue,” Americans bought 1.3 million EVs in 2024—about 8 % of all new cars—while hybrids and EVs together cracked 20 % for the first time. California and New York now mandate 100 % zero‑emission new‑car sales by 2035, signaling that the incentives are only one piece of a much bigger regulatory puzzle. (cnbc.com, gov.ca.gov)
What It Means for Drivers—and for Superior Transmissions & Auto
1. Beware Unintended Scarcity
When policy forces older vehicles off the road, the affordable‑used market shrinks. If you’re hanging onto a beloved Wrangler, Supra, or Silverado, preserving it matters more than ever. We specialize in drivetrain rebuilds—from classic manual transmissions to modern eight‑speed automatics—helping keep irreplaceable vehicles alive and reliable.
2. Think Lifecycle, Not Just Tailpipe
Scrapping a perfectly serviceable car carries its own carbon cost. A quality rebuild or differential repair can extend a vehicle’s life by a decade for a fraction of the environmental footprint of manufacturing a new one. Our nationwide warranty means you can make that green choice with confidence.
3. Make New Tech Painless
Today’s $7,500 credit is finally available right at the dealership desk—no waiting for tax season. But new tech still needs service. We’ve invested in dealer‑level diagnostic software and EV‑safe equipment to handle battery / inverter cooling systems, high‑voltage drivetrains, and the complex programming that keeps them humming.
4. Mind the Supply Chain—Your Maintenance Schedule Depends on It
Lithium, nickel, rare‑earth magnets: they’re the new catalytic converters. Component shortages can make a simple repair either pricey or impossible. Staying on top of routine fluid exchanges, software updates, and drivetrain inspections is your best hedge against downtime—especially for hybrid transaxles and e‑drive units.

The Road Ahead
Cash‑for‑Clunkers was a bold—if blunt—instrument for a gasoline age. Clean‑vehicle incentives are shaping an electric endgame. History shows that clear, immediate carrots work, but they leave fingerprints on the car community for decades.
Whether you’re protecting a future classic, nursing a high‑mileage commuter, or getting acquainted with kilowatt hours for the first time, Superior Transmissions & Auto is your pit crew:
  • Transmission & differential rebuilds (classics to modern 10‑speeds)
  • Hybrid and EV drivetrain service with OEM‑grade tools
  • Advanced programming & diagnostics—because software is the new wrench
Fifteen years from now, collectors may mourn the first‑gen Model 3s we recycle for their batteries. Let’s keep your ride out of that pile—gas, hybrid, or electric. Schedule your diagnostic scan or preventative service with us today, and drive the future without sending history to the crusher.


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Back-to-School Car Prep

By Taylor Gould • September 9, 2025
Don’t Forget the Vehicles on Your To-Do List!
A white car is parked in a field with trees in the background

Direct Clutch Transmissions

July 15, 2025
What’s Really Going On If you own a Ford Focus—especially a model from 2012 to 2018—you’ve probably heard the words “transmission issue” more times than you’d like. The heart of most complaints? The DTC, or Dual-Clutch Transmission. At Superior Transmissions & Auto, we see these often and know exactly what makes them tick—and what makes them fail. What is a DTC Transmission, Anyway? DTC stands for Dual-Clutch Transmission. Think of it as a hybrid between a manual and an automatic transmission. It has two clutches—one for odd gears and one for even gears—allowing for faster, smoother gear shifts (in theory). It’s designed for fuel efficiency and performance, but in real-world driving, it often feels anything but smooth. Unlike a traditional automatic that uses a torque converter, the DTC in the Ford Focus behaves more like a computer-controlled manual transmission. It can feel jerky at low speeds, hesitate when shifting, or seem like it’s slipping—especially in stop-and-go traffic. Why the Ford Focus DTC is So Problematic The biggest issues with these transmissions usually boil down to the clutch system and internal actuators. In many cases, the vehicle will: Shudder on acceleration Struggle to find or hold a gear Flash the "Transmission Hot" warning Show DTC codes (diagnostic trouble codes) for clutch actuator failure or internal gear ratio errors Ford has acknowledged many of these problems through service bulletins and extended warranties—but even those come with limits. How We Handle Ford DTC Transmissions At Superior Transmissions & Auto, we don’t just throw parts at these issues. We diagnose them thoroughly to pinpoint exactly what’s going on. Often, the root cause is worn or contaminated clutch packs, failed shift actuators, or broken internal components in the TCM (Transmission Control Module). Here’s how we handle DTC repairs: 1. Complete Diagnostic Scan We start with a full scan of the transmission’s computer to identify stored trouble codes. This gives us insight into clutch position, actuator performance, and gear engagement. 2. Clutch Replacement The most common repair is replacing the dual-clutch assembly. These clutches wear prematurely, especially in traffic-heavy areas. We use upgraded parts and take the time to properly recalibrate everything during reinstallation. 3. Actuator & TCM Checks We test the transmission’s shift actuators and often recommend replacement if there are engagement issues or hesitation. In some cases, the TCM may also need programming or replacement. 4. Adaptive Relearn & Road Testing Once the repair is complete, we perform an adaptive relearn procedure and extensive road testing to ensure the transmission shifts correctly under all driving conditions. A Different Drive—And a Different Kind of Fix Driving a DTC-equipped Focus isn’t like driving a standard automatic—and that’s part of the confusion for many drivers. It’s normal for the car to feel a little “clunky” at low speeds. But grinding, slipping, or delayed shifts? Those are not normal. If you’re dealing with a misbehaving Focus transmission, don’t just live with it. And don’t let someone tell you “it’s just how they drive.” We’ve rebuilt countless DTCs, replaced dozens of clutches, and know these systems inside and out. Bring It to the Experts Not every shop will work on DTCs—some won’t touch them at all. At Superior Transmissions & Auto, we specialize in them. Whether you need a diagnostic, a clutch replacement, or a complete rebuild, we’ve got the tools, training, and experience to get your Focus back on the road—the right way. �55357;�56525; Located in New Windsor, NY �55357;�56507; Schedule your appointment right on our website! �55357;�56615; Trust the shop that knows transmissions inside and out. Superior Transmissions & Auto Bringing transparency—and performance—back to auto repair.
A close up of a gear with a belt attached to it.

Orange County CVT Rebuilder

July 15, 2025
Why That Matters for Your Car At Superior Transmissions & Auto, we’re proud to say we’re the only shop in the area that rebuilds Continuously Variable Transmissions (CVTs) — and that’s not just a cool brag. It speaks volumes about our experience, our commitment to our craft, and the level of trust you can place in us when your vehicle needs serious work. What Even Is a CVT? A CVT (Continuously Variable Transmission) is not your average transmission. Unlike traditional automatic or manual transmissions, which have a fixed number of gears, a CVT doesn’t have gears at all. Instead, it uses a system of pulleys and a steel belt to provide a seamless range of gear ratios. This allows for smoother acceleration, improved fuel efficiency, and a more consistent driving experience. Sounds great, right? It is — until something goes wrong. Why Most Shops Don’t Touch CVTs Here’s the thing: CVTs are a completely different animal than standard automatics. Rebuilding one isn’t just a matter of replacing worn-out clutches or seals. You need specialized tools, diagnostic software, and, most importantly, in-depth knowledge of how each specific CVT design works — and they vary a lot between manufacturers like Nissan, Subaru, Honda, and Toyota. Most general repair shops — even ones that dabble in transmissions — will tell you flat-out: “We don’t rebuild CVTs.” Why? Complex internals: CVTs rely on precise hydraulic and electronic controls. One wrong move and it’s toast. Lack of training: Most techs aren’t trained in CVT rebuild procedures, especially since many manufacturers don’t even sell internal parts. Special equipment required: You can’t rebuild a CVT with just a socket set and a transmission jack. The tools alone are a barrier. OEM discouragement: A lot of manufacturers push for full replacement instead of repair — leading shops to avoid the risk and effort of a rebuild. Why Superior Can and Does Rebuild CVTs At Superior Transmissions & Auto, we lean into the challenge. We’ve invested in the training, equipment, and expertise to properly rebuild CVTs — and we’ve been doing it successfully. We don’t shy away from complexity — we thrive in it. When other shops say, “It can’t be rebuilt,” we say, “It just hasn’t been rebuilt here yet.” We’ve rebuilt CVTs that other shops wrote off as scrap. In fact, we’ve had customers towed to us after being told their only option was a brand new transmission or a used junkyard transmission — and we were able to save them thousands by rebuilding instead. Ultimately giving them back a better product. The Bottom Line: CVT Trouble? You Found the Right Shop If your car has a CVT and it’s slipping, shaking, or just not moving, you need someone who knows what they’re doing. We’re not just another shop that “does transmissions.” We are transmission specialists — and more importantly, we’re CVT specialists, which is something you won’t find anywhere else around here. We’re here to do the work that others won’t — and we do it right. Give us a call or schedule an appointment online. If it’s got a CVT, we’ve got you covered.
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