A $2.3 billion EV-realignment charge cut GM's reported net income 31% to $1.3 billion, while EBIT-adjusted rose 29.8% to $3.9 billion on truck mix, pricing and the absence of last year's EV write-downs.
Revenue
$48.0B
+1.9% YoY
Net income
$1.3B
-31.1% YoY
Diluted EPS
$1.41
-26.2% YoY
Operating margin
3.0%
A $2.3 billion EV write-down cut reported profit by a third — while the underlying business had its best quarter in two years
General Motors' second quarter of 2026 is a case study in why the headline number and the operating story can point in opposite directions. Revenue rose 1.9% to $48.0 billion, but net income attributable to stockholders fell 31.1% to $1.3 billion and diluted earnings per share (EPS — profit divided by the number of shares outstanding) dropped to $1.41 from $1.91.
Strip out one item and the picture inverts. GM recorded $2.46 billion of pre-tax charges in the quarter, $2.28 billion of it for what the company calls its "EV strategic realignment" — the ongoing cost of shrinking its electric-vehicle manufacturing and battery footprint. Excluding those charges, EBIT-adjusted (the company's preferred profit measure: earnings before interest and taxes, with one-off items removed) rose 29.8% to $3.94 billion, and adjusted EPS rose 41.1% to $3.57. In the eight quarters GM reconciles in this filing, only Q1 2026's $4.25 billion of EBIT-adjusted was higher.
The numbers
Metric
Q2 2026
Q2 2025
YoY Change
Total net sales and revenue
$48,026M
$47,122M
+1.9%
Automotive revenue
$43,762M
$42,869M
+2.1%
Operating income
$1,459M
$2,127M
−31.4%
Operating margin
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Figures from GM's condensed consolidated income statements and MD&A non-GAAP reconciliations. "pp" means percentage points. EBIT-adjusted margin is EBIT-adjusted divided by total net sales and revenue.
What the EV charge actually is
This is not a paper write-down of factories. Of the $2.3 billion in net charges booked in the quarter, GM attributes $1.3 billion to "ongoing commercial negotiations with our supply base and joint venture partners," $1.1 billion to "losses on contractual supply agreements," and $0.5 billion to compliance-related assets — offset by $0.7 billion of recoveries under a cost-sharing arrangement. These are mostly settlements with suppliers and battery partners for volumes GM contracted for and no longer needs, plus regulatory credits that lost their value.
The compliance-asset charge has a specific, dateable cause: GM says it was "due to the repeal of the EPA's endangerment finding" in April 2026. Those assets are emissions credits GM had bought or accrued to meet federal rules; when the rule underpinning them was repealed, the credits stopped being worth what GM carried them at. $0.7 billion of such assets remain on the balance sheet at June 30.
Most of it is real cash, not accounting. GM says $1.6 billion of the quarter's charges will have a cash impact when paid, and the company already paid out $4.1 billion of EV-realignment cash in the first six months of 2026 — money that shows up in the cash flow statement rather than in the adjusted profit figure. Cumulatively GM has now taken $7.9 billion of these charges in 2025 and $3.4 billion in the first half of 2026. Management's own framing is cautious but directional: it expects "additional charges in the year ending December 31, 2026," while believing it has "substantially completed the recognition of material cash charges."
Why the underlying business improved
GM North America (GMNA) — the segment that produces roughly 86% of wholesale volume and effectively all of the profit — lifted EBIT-adjusted 42.7% to $3.45 billion on revenue up just 1.1%. That gap between flat revenue and sharply higher profit is the quarter's most important fact, and the filing is specific about where it came from:
Lower EV inventory write-downs, down $0.5 billion. These are "net realizable value" adjustments — accounting write-downs taken when inventory is worth less than its cost. GM took large ones on EVs in 2025; it took far fewer this year, so the comparison flatters 2026.
Lower warranty costs, down $0.5 billion. Warranty accruals are the money set aside for future repairs. A drop of this size is a real quality/recall tailwind, but it is also a comparison against an unusually bad 2025.
Favorable pricing, which GM attributes to "lean dealer inventory levels due to strong demand for our products" — GM is keeping less unsold stock at dealers, which reduces the pressure to discount.
Favorable mix from "decreased sales of crossover vehicles, including EVs, and increased sales of full-size pick-up trucks." Trucks carry far higher margins than EV crossovers, so selling fewer EVs and more trucks raises profit per vehicle even with flat volume. GMNA wholesale volume was essentially unchanged at 848,000 units.
Working against those: Ultium Cells equity earnings fell $0.4 billion (GM's 50/50 battery joint venture with LG Energy Solution contributed $252 million in the first half of 2025 and effectively nothing in 2026), engineering costs rose $0.2 billion, and manufacturing costs rose $0.2 billion. Currency — chiefly the Mexican peso — was a modest drag.
Note the awkward subtext: two of the four biggest tailwinds (lower EV write-downs, lower warranty costs) are the absence of last year's bad news rather than new earnings power. Pricing and truck mix are the durable pieces.
International and financing
GM International (GMI) grew revenue 11.0% to $3.69 billion on 14.0% higher wholesale volume, driven by Brazil, but EBIT-adjusted fell 6.6% to $190 million as higher material and logistics costs in Brazil and Argentina and unfavorable mix more than absorbed the volume. Margin fell to 5.2% from 6.1%. Nearly half of GMI's profit is not from selling cars at all: equity income from GM's Chinese joint ventures was $83 million, so GMI's operating profit excluding China equity income was only $107 million, down 21.0%. China itself remains under pressure — industry sales there fell 16.6% in the first half and GM's share slipped to 6.8% from 7.2%.
GM Financial, the in-house lender, saw revenue essentially flat at $4.27 billion and EBT-adjusted (pre-tax profit, adjusted) fall 14.0% to $605 million. The drivers are mundane and mildly negative: operating expenses up $0.1 billion from growth in insurance and vehicle protection and the claims that come with it, leased-vehicle depreciation up $0.1 billion, partly offset by $0.1 billion less interest expense as average debt fell to $113.0 billion from $117.7 billion and the effective interest rate paid ticked down to 5.5% from 5.6%. Credit quality is the number to watch: the provision for loan losses — money set aside for borrowers expected not to repay — rose 10.0% to $389 million in the quarter, and prime loans fell to 75% of North American originations from 81% a year earlier. A shift toward lower-credit-quality borrowers usually shows up in losses a year or two later.
Tariffs, buybacks, and cash
GM estimates tariffs will cost EBIT-adjusted $2.5–3.5 billion for full-year 2026. That range is down from earlier expectations because of a legal development: on February 20, 2026 the U.S. Supreme Court held that the International Emergency Economic Powers Act did not authorize the tariffs imposed under it, and GM booked a net $0.5 billion favorable adjustment in Q1 2026 for previously paid IEEPA tariffs it now believes are refundable. Nothing further was recorded in Q2, so the tariff line is a steady headwind embedded in the adjusted numbers rather than an excluded one-off.
Cash generation improved despite the charges. Adjusted automotive free cash flow — operating cash flow less capital spending, adjusted for one-off management actions — was $6.3 billion in the first half ($5.6 billion operating cash flow, $3.4 billion capex, $4.1 billion of EV-realignment payments added back), versus $3.7 billion a year earlier. GM repurchased 36 million shares for $2.8 billion in the first half, with $3.5 billion of authorization remaining, and raised the quarterly dividend to $0.18 from $0.15. The buyback matters mechanically: diluted share count fell to 910 million from 976 million, a 6.8% reduction, which cushioned the EPS decline — without it, EPS would have fallen closer to the 31% drop in net income.
Return on invested capital-adjusted, the measure GM's own capital allocation program targets at 20% or better, was 22.9% on a trailing four-quarter basis, up from 19.0%. Return on equity on the same trailing basis was 3.1% versus 7.1% — the gap between those two is the EV charges again.
Takeaway: The 31% drop in reported profit is almost entirely the EV retreat being paid for, not the car business deteriorating — GMNA's adjusted margin of 8.6% is inside management's 8–10% target and up 2.5 points year over year. But roughly $1 billion of that improvement comes from not repeating last year's EV inventory write-downs and warranty accruals, which is a one-time reset rather than a repeatable gain. The question for the next four quarters is whether truck pricing and mix alone can hold that margin once those easy comparisons run out.
Outlook
Management reaffirmed full-year 2026 guidance in the filing: net income attributable to stockholders of $8.4–9.8 billion, EBIT-adjusted of $14.0–16.0 billion, diluted EPS of $8.98–10.98, and adjusted diluted EPS of $12.00–14.00. It expects the adjusted effective tax rate to run 20–21% for the year — notably above the 17.6% booked in Q2, which implies a heavier tax drag in the second half. Capital spending including battery joint-venture investment is guided to $10–12 billion for the year, against $3.4 billion spent in the first half, so the spending is back-end loaded.
Halfway through the year GM has delivered $8.2 billion of EBIT-adjusted ($3.94 billion in Q2 plus $4.25 billion in Q1), which puts it at or above the midpoint pace of the $14–16 billion range even allowing for a seasonally softer second half. The guidance looks achievable rather than stretched.
Three things determine whether it holds. First, tariffs: the $2.5–3.5 billion estimate is explicitly "subject to change if new tariffs or changes to existing tariffs arise," and the Supreme Court's IEEPA ruling has already moved the number once. Second, whether GM can stop taking EV charges — management says the material cash charges are substantially recognized, but has also said it expects more charges this year, and that hedge has now been in place for six quarters. Third, GM Financial: rising provisions and a mix shift toward subprime borrowers is the classic early signal of a consumer credit cycle turning, and GM Financial contributed 14% of the $4.24 billion total reportable-segment EBIT/EBT-adjusted this quarter.
The structural bet is now explicit. Management's stated top priority is "earning 8.0–10.0% annualized EBIT-adjusted margins in GMNA on a sustained basis," and it is pursuing that by selling fewer EV crossovers and more full-size pickups while writing down the capacity built for the opposite strategy. That is working on the income statement today. The filing is careful to note the strategy does not pull existing Chevrolet, GMC and Cadillac EVs from the market — but GM has now spent $11.3 billion since the start of 2025 unwinding the capacity it built for a faster electric transition, and the same regulatory volatility that let it write down emissions credits this quarter could reverse on it.