Filosa finally said it on TV: Stellantis is dropping prices—and that changes the whole playbook

I shot today’s video on the road and rolled the full CNBC segment so you can hear it straight from the source, but here’s the breakdown and why it matters for your wallet, our garages, and the next two model years.

What Filosa just committed to—on camera

From the floor in Toledo, Antonio Filosa laid out the biggest U.S. reset we’ve heard in a long time:

• $13B for the U.S. over four years
• 5 all-new products + 1 all-new engine + 19 product actions
• +50% U.S. production across plants
• ~5,000 new Stellantis jobs and roughly 20,000 supplier jobs
• Pricing: “We already brought prices down to competitive levels—and some better—and all new launches will be very competitive.”

He also volunteered a number that tells you everything about demand: when the Hemi V8 return was announced, 10,000 orders hit on day one. That’s not a “maybe customers want V8s,” that’s a scoreboard.

Why the pricing line is the headline

I’ve been on this drum since 2020. Ram won hearts because the interiors were nicer, the trucks looked better, and the window sticker made sense. Same with Durango and the old LX cars: the value felt undeniable. Then the world went sideways—tariffs, chips, covid—and dealers turned every car into a “limited edition markup.” That poisoned trust and trained people to sit on their hands.

Filosa just put the company on the record: new stuff will launch cheaper than the other guys. We already have proof they’re serious—Durango GT with a Hemi V8 starting a touch over $42K. A three-row V8 at that number is what “competitive” looks like in the real world.

If they clone that logic across the lineup, here’s what changes fast:

• Ram 1500: trims will undercut Ford and GM spec-for-spec while leaning hard into the interior advantage again.
• New Durango: sticker shock in the good direction—especially if V8 access stays real.
• Charger (gas): a 5.7 at the right number becomes the best-selling Stellantis passenger vehicle on impact, and it gives the brand a volume anchor the Hurricane and EV variants can’t provide alone.

Side note on the Fox-built Ram street truck you saw with the eye-watering price: that’s a coach built program (think Rocky Ridge / SCA Black Widow). It’s not a factory pricing signal. Don’t confuse a boutique special for Stellantis’ volume strategy.

The ladder that puts Chargers back in every neighborhood

Here’s the lineup that makes sense if we want cars moving and posters on bedroom walls again:

• Charger 5.7 V8 (keep it simple): start low-40s. This is the people’s car—make it easy to buy and hard to ignore.
• Charger 6.4 “Scat” energy: upper-40s to low-50s depending on content.
• Charger 5.7 Supercharged (Direct Connection): mid-50s—the gateway drug with real bite.
• Halo: Hellcat/426/“elephant” flavor under $95K. Not volume—aspiration. It drags the entire brand forward.

No, I’m not stamping MSRPs—that’s the structure. One truly affordable V8, a deal-feeling middle, and a ridiculous flagship that makes the rest magnetic.

Dealers, time to come back to the customer

I’ll say the quiet part: a lot of this mess was self-inflicted. Markups didn’t die when the shortages did. Packing “protection packages” onto every unit nuked goodwill. If pricing leadership is really the plan from the factory, this is the moment to be the good guy again—move units at fair money, build service relationships, and let volume be the profit.

The plant question he didn’t really answer

CNBC pressed on Mexico/Canada shutdowns. Filosa kept it to “this is about the U.S.” and job creation here. I’ll do a separate breakdown on Auto Intel Daily about what could shift where, but the Toledo mid-size truck confirmation is real, and it’s part of the 50% U.S. capacity boost. The rest of the footprint story will set up 2026–2028.

The Hemi signal you shouldn’t ignore

Ten. Thousand. Orders. Day one. That’s proof the “no one wants V8s anymore” narrative was nonsense. Bring back the product people actually want—at a price that feels sane—and they show up. It’s that simple. Pair that with clear pricing leadership and you’ve got the recipe for a real turnaround, not just a press release.

Where this lands for buyers

If you’re shopping the next 12–24 months, here’s what I think you’ll actually see:

• Durango: V8 at a number that beats last year’s V6. That’s already happening.
• Ram: trims re-positioned to undercut rivals; incentives that feel like 2019 again instead of 2022.
• Charger (gas): a base 5.7 that undercuts the Hurricane and the EV—and flies off lots. Expect the sweet spot to be a well-optioned mid-$40Ks car that feels like a steal next to anything with a twin-turbo six.
• Halo muscle: something loud and stupid-fast to make the rest aspirational again. If they’re smart, they price it as a brand builder, not a museum piece.

Will we get all the way back to pre-covid pricing? No. But the direction matters, and the first real example—the Durango—says they heard us.

My ask to you (and why this video exists)

I put the full CNBC segment in the video so you can hear the commitments the same way I did. I’m not claiming “expert” status; I’m a guy with sources, receipts, and strong opinions who’s bought a lot of Mopar because the value was insane. If Stellantis actually sticks this landing—V8s where they make sense, hybrids where they help, EVs where they’re truly compelling, and pricing that punches Ford/GM in the mouth—the brand is right back in the fight.

Your move: what number makes you jump on a 5.7 Charger without thinking? If a three-row V8 Durango is ~42K, where do the Ram trims need to land to win your driveway back?

Drop it in the comments. I’ll be in there between highway legs—eastbound, at the speed limit, obviously. And if you want the plant-closure analysis, that’s going up on Auto Intel Daily next.

Stay petty.