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Copper and Impulse Labs have taken their patent fight to court.

There’s drama in the niche world of battery-powered induction stoves. The two leading companies in the category — Copper and Impulse Labs — are now suing each other, with Copper accusing Impulse of patent infringement and Impulse hitting back with allegations of false advertising.
The dispute formally began in early April, when Copper filed suit against Impulse for willful patent infringement, alleging that its rival not only copied Copper’s proprietary battery-integration technology, but did so knowingly. Both companies sell high-end induction stoves with built-in batteries, a design that allows them to plug directly into standard 120-volt household outlets — the same kind you would use to charge a phone or operate a toaster — rather than the less common 240-volt outlets that electric and induction stoves typically require. That helps customers avoid expensive electrical upgrades that could add thousands to the installation process while also equipping them with a stove that can run off battery power during a power outage.
According to Copper’s suit, the company started developing its own battery integration tech in 2019. It went on to file its first provisional patent application in March 2021, before formally incorporating as a company the following year. By January 2025, the company had secured three patents for various aspects of its battery-stove integration, and has raised $39 million in venture funding to date.
Impulse, which was founded in 2021, has raised about $25 million, though it has yet to secure patents for the core battery-integrated system at the heart of its product. That’s not for lack of trying — while it’s unclear whether the company was familiar with Copper’s tech when it began developing its product, the U.S. Patent and Trademark Office has repeatedly rejected Impulse’s patent applications for its integrated battery-and-power-management system, citing Copper’s existing protections. Impulse has since amended those applications and says the USPTO is preparing to issue patents related to the core system, adding to the company’s existing patents covering its magnetic control knobs and modular battery design.
That’s central to Copper’s case. Because the patent office and Impulse reference Copper’s patents in their exchange, Copper says this proves that Impulse was fully aware of its intellectual property, therefore making any infringement “willful.” That designation would substantially increase whatever damages Copper might seek to extract if the company can prove it in court.
When all this came out back in April, Impulse provided a fiery statement to Fast Company, saying “such lawsuits are a common tactic taken by companies that are losing in the marketplace,” referring to the suit as a “PR stunt.” Then last week, Impulse fired back with some claims of its own.
First, it denied Copper’s allegations, raising several standard defenses common to this type of litigation, such as the claim that Copper’s patents are invalid and should not have been issued in the first place. Impulse hasn’t yet provided much detail here — those arguments will likely emerge as the case progresses. So far its counterclaims alleging false advertising are what really pack a punch.
Firstly, Impulse alleges that Copper makes misleading statements about its safety certifications. In its countersuit, Impulse states that it spent “approximately two years and in excess of a million dollars” obtaining Underwriters Laboratories certification for its tech, covering both household electric ranges as well as rechargeable stationary batteries. Yet Copper says on its website that with regards to electric ranges, “UL does not yet certify battery-integrated appliances” — a claim Impulse says can’t possibly be true, given that it went through the process and received certification itself.
Impulse goes on to say that “many states and municipalities have issued laws that require products, including battery-powered electric cooking appliances, to comply with UL standards,” thereby arguing that Copper’s framing misleads consumers into thinking certification isn’t available or necessary. It also contends that while Copper advertises its batteries are UL certified, they actually only hold “recognized component” status — a conditional designation that Impulse argues is incomplete unless the full stove itself is UL-certified — which, as discussed, it is not.
In a statement, Impulse told me, “We believe consumers deserve accurate information when making decisions about the products they bring into their homes. That’s why we’ve brought counterclaims against Copper’s advertising practices which we believe have been deceptive. We’re proud that the Impulse Cooktop is certified to UL 858, the safety standard for household electric ranges, and to UL 1973, the standard for the battery system inside it.”
There’s also the question of tax credit eligibility. Multifamily property owners purchasing stoves with at least 5 kilowatt-hours of integrated battery storage could, at least in principle, qualify for the federal Clean Electricity Investment Credit under Section 48E of the U.S. tax code. This gives buyers a 30% credit for a range of technologies, including energy storage, a category these stoves technically fall into. In theory, such systems could even serve as a grid resource, shifting electricity use away from peak periods or charging when renewable power is abundant.
Copper says on its website that its stoves are eligible for 48E, but Impulse alleges that’s false, pointing to the “material assistance” restrictions that President Trump’s One Big Beautiful Bill Act introduced, which require eligible projects to avoid significant input from countries designated “foreign entities of concern” such as China. Impulse argues that Copper doesn’t meet this standard, asserting that key components of its system — including the battery and housing —- are largely made in China. Impulse, on the other hand, does not claim eligibility for 48E; regardless of where the company gets its components, its smaller, 3-kilowatt-hour battery would prevent it from qualifying anyway.
In an interview, Copper co-founder Weldon Kennedy categorically denied that his company has “been misleading in any way whatsoever,” whether on safety standards, third-party certifications, or tax credit eligibility. In a subsequent statement, the company added, “Copper builds appliances that enable access to clean energy and is working to bring this technology to the market with major appliance makers. We are also taking steps to ensure that this technology is adopted responsibly and transparently. To that end, we cannot support the unlicensed use of Copper’s IP, and we have taken steps to protect it and ensure the progress of the category.”
Neither Copper nor Impulse discloses customer counts, unit sales, or revenue figures. Copper, however, has landed one high-profile commercial deal: The New York Power Authority and New York City Housing Authority have awarded it a $32 million, seven-year contract to provide 10,000 battery-equipped induction stoves to apartments across the city, assuming an initial 100 unit pilot goes according to plan.
It’s unclear whether the competing lawsuits will affect this deal. But the Power Authority’s press release on the partnership does suggest confidence in Copper’s safety certification strategy, stating that the company “will work with industry testing and safety standards organizations, such as Underwriter Laboratories, to achieve certification for novel technologies prior to the pilot phase.”
The climate tech world will be watching closely for Copper’s formal response to Impulse’s counterclaim. Both companies have demanded a jury trial, though any courtroom showdown must come after a discovery process that could stretch on for many months. In the interim however, the litigation adds a new complication — and distraction — for two startups attempting to establish an entirely new appliance category. And whoever comes out on top could ultimately determine who gets to shape the market itself.
Editor’s note: This story has been updated to correct Impulse Labs’ patent status.
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Under the sheet metal it’s basically a Toyota — but maybe that’s okay.
I’ve seen these cupholders before. The same goes for the pair of wireless phone charging mats in this Subaru EV, the wheel that spins to select drive or reverse, and the storage cubby between the driver and shotgun seat with its awkwardly positioned “open” button. Even the big central touchscreen and its software are fundamentally identical to the ones I remember — right down to the navigation system’s voice-activated assistant represented by a weird on-screen bubble.
It’s no coincidence the interior of the new Subaru Trailseeker feels so familiar: I just saw it a couple of months ago while test-driving the Toyota CH-R. The two Japanese carmakers have been co-developing the bones of their electric cars together for several years now. Their dueling lineups of new models are, to a large degree, the same vehicles under the sheet metal: The Toyota CH-R and Subaru Uncharted small crossovers are effectively twins. So, too, are the Subaru Trailseeker I drove this week and the Toyota Bz Woodland, the stretched, outdoorsy version of Toyota’s EV.
Sharing parts and even platforms is nothing new. Car companies have partnered with their rivals in the past to split research and development costs. Subie and Toyota have been following this playbook since the gasoline era; in the 2010s they created a lovely small sports car badged as either the Subaru BRZ or the Scion FR-S (back when Toyota used the Scion brand to sell sportier, more “youthful” cars in America).

But sharing has become a more pressing issue in the era of electric driving, as the legacy car companies look for ways to save money as they spend billions learning how to transition their businesses toward battery power. Honda, the other Japanese auto giant, borrowed the General Motors platform to build the Prologue, its most recent attempt at an EV for America. That car sold competitively with the other non-Tesla EVs in the U.S., demonstrating there were some Honda drivers hungry for their brand to make a new EV. But that approach only got Honda so far. The company’s attempts to build a better EV from the ground up have stalled, and it has now canceled an ambitious slate of planned vehicles.
As for Toyota and Subaru, there is much to be gained from this tactic. If you’re a driver simply pondering whether to switch from the gas-powered Outback to the Trailseeker with your next Subaru purchase, you might not care that electric Subarus are just Toyotas on the inside. Still, sharing technology also raises the question: If a Subaru is just a Toyota under the skin, then is calling the car a Subaru enough for the brand’s devotees? The answer, I think, is a possibly surprising “yes.”
At the simplest level, Subaru’s electric cars do succeed in feeling like distinct vehicles. In this clip, one of Toyota’s lead engineers explains some of the philosophical differences that lead the two companies to build different products on top of the same bones. To simplify: Subaru builds with acceleration and sportiness in mind, while Toyota is more focused on braking and safety.
You can feel the difference. Toyota scales up the power depending on how much you pay, from 168 horsepower in the entry-level Bz to 375 horsepower for the outdoorsy Bz Woodland.

Subaru offers all-wheel-drive and 375 horsepower with every trim level of the Trailseeker, and the car is zippy and eager. The high ground clearance and road trip-ready roof rack certainly makes the EV feel appropriately Subaru. While the other vehicles that came out of this partnership were built at Toyota factories in Japan, Trailseeker (and its Toyota twin) were built at a Subaru factory.
And for a long vehicle with lots of storage space in the back, Trailseeker is pretty efficient. I made a decent 3.5 miles per kilowatt-hour on a highway drive from L.A to Santa Barbara, and the Subaru would top 4 miles per kilowatt-hour at city speeds. That efficiency is important, as it stretches the EV’s real-world range above 250 miles, giving it the legs it needs to visit the far-flung outdoorsy destinations Subaru drivers like to visit.
The trouble with co-development is that Subaru’s EVs, though they are fun and capable vehicles, are stuck with the same problems as Toyota’s. The Subaru also doesn’t feature fun or game-changing EV features like a frunk or one-pedal driving. Owners complain that there’s no way to, say, change the charging maximum to from 80% to 100% once a charging session has started, a simple task that can be accomplished with a tap on a phone app in other vehicles.
The car’s built-in navigation system, meanwhile, can list nearby EV chargers if you know where to ask, but it doesn’t incorporate them into its route planning like a Tesla, Rivian, or even Hyundai would do. This is more annoying than you might think, especially in this muddled moment in charging. Trailseeker, having adopted the Tesla NACS plug that is now becoming the industry standard, can charge at some Superchargers — but Tesla doesn’t allow other brands’ EVs at all of its stations, and you have to check their app to see which are okay. Lots of older third-party charging stations, meanwhile, still use the CCS plug that used to be common on EVs, so you’d need an adapter to plug in the Subaru there. That means that in the Trailseeker, you need either a charging strategy in advance or a co-pilot in the passenger seat checking multiple phone apps for you. (These issues can be solved somewhat by using one’s own apps through Apple CarPlay.)
What the Trailseeker is not, most fundamentally, is a Rivian. When that company teased the R2 and R3 a couple of years ago, we said it had the opportunity to dominate an outdoorsy, all-wheel-drive space in the car market that was more or less vacant because Subaru had dragged its feet on electrifying, having released only the disappointing Solterra. R2 is finally available, and compared to Trailseeker, the Rivian is much closer to the Tesla model of what an EV should be — its interface is far more sophisticated, and foundationally, it just feels so much more like a vehicle that was built from the ground up to be electric, not a car built by a legacy automaker still trying to figure out what an EV should be.
But here’s the thing: A lot of drivers, including plenty of Subaru lifers, don’t want the Tesla model. This Reddit post nicely captures the tension: EV-focused reviewers like me invariably notice what’s missing in a vehicle like Trailseeker compared to other electric cars. When you compare the Subie to gas-powered vehicles, though, you notice what’s there — the basic competencies like off-road ruggedness, roof racks, and honest-to-goodness door handles that make people love Subarus in the first place.
The price doesn’t hurt, either. Trailseeker’s key performance features — all-wheel drive, 375 horsepower, 280 miles of maximum range — are available on the simplest version that starts at $39,995, while the top-of-the-line $46,555 version gets more creature comforts. Toyota doesn’t sell an entry-level version of the Trailseeker’s twin, the Bz Woodland, only a fully-decked out edition that’s more than $45,000. Rivian’s fancier versions of R2, by contrast, cost well into the $50,000, with a $45,000 base model due in 2027.
Trailseeker, in other words, is a reasonably affordable, good EV that just works — and that you can buy at the same dealership across town that sold you your last two Outbacks. Which is all a lot of Subaru drivers ever really wanted.
Current conditions: The Pacific is facing a traffic jam of storms, with Hurricane Karina, Tropical Storm Lowell, and Tropical Storm Marie all raging at once • Temperatures in Charlotte, North Carolina, America’s secondary banking capital after New York, are nearing 100 degrees Fahrenheit amid a regionwide heatwave • Tropical Storm Edouard knocked out power from more than 81,000 households in Texas and Louisiana.
Call it the scramble for Caracas. For the first time since the dawn of the 21st century, the South American nation with the world’s largest known oil reserves is open for business to Americans. Eight months after U.S. forces arrested former dictator Nicolás Maduro in his home and Washington backed his vice president, Delcy Rodriguez, as the new leader, Venezuela is becoming a hotbed for American energy companies. On Wednesday, Chevron announced plans to double its production in Venezuela with a $7 billion investment. “We were trying to work at what I call Trump speed,” Secretary of Energy Chris Wright said at a signing ceremony at the Miraflores Palace, according to The Wall Street Journal. “President Trump didn’t want a nudge or a slow drift in a positive direction. He wanted to see as fast as possible a transformation in Venezuela.”
The energy equipment behemoth GE Vernova, meanwhile, inked its own deal to repair large portions of Venezuela’s power grid, Bloomberg reported.

U.S. exports of liquified natural gas averaged 17.4 billion cubic feet per day in the first six months of this year, 23% more than the same period in 2025, according to the latest analysis by the U.S. Energy Information Administration. The agency projected that overseas sales will mostly stay flat through the end of the year before rising to 18.7 billion cubic feet per day in the first half of 2027. The world demands lots of gas right now. The biggest impediment to selling more is capacity. New and expanded export terminals “boosted LNG exports at the fastest rate since the United States began large-scale exports in 2016,” EIA found.
While natural gas and gasoline are different fuels entirely, the boom in the export market for one has come during a domestic price surge for the other. Diesel is selling for $5.69 per gallon, according to AAA data. Regular gas is now averaging $4.12 per gallon nationwide. But diesel is particularly worrying. As my colleague Matthew Zeitlin wrote last month, “now is the worst time for diesel to get expensive,” since it’s a critical moment in farmers’ growing seasons when tractors and other equipment need fuel.
The fashion industry, particularly the cheaply-made fast-fashion brands, are notorious for pollution. Typically that comes in the form of dyed rivers and microplastics from polyester fibers. But the planet-heating gases coming from the apparel sector are on the rise. Emissions climbed 6.3% in 2024, following a 7.5% spike the previous year, according to a new report by the Apparel Impact Institute. That, according to Bloomberg, increased fashion’s emissions by roughly a gigaton, or “about the same as the entire climate footprint of Japan.”
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SB Energy, the division of the Japanese giant Softbank that’s focused on building the infrastructure for artificial intelligence, is seeing such a boom it’s going public. Chip behemoth Nvidia is backing the deal to start trading the stock on the Nasdaq. “The reason Nvidia is on our part of the equation here is that, you know, helps us to unlock things like investment-grade financing. It helps to ensure the project is a success,” SB Energy CEO Rich Hossfeld told CNBC.
Still, the company cautioned that it “may face community opposition, local moratoria, and hyper-local dissent, including growing public resistance to AI and AI-related infrastructure.” Polling from Heatmap Pro last month showed that three-quarters of Americans now oppose data centers in their backyards.
To put it in the modern parlance of today’s youth: Japan’s nuclear sector used to mog most of its peers in East Asia. When the 2011 Fukushima accident occurred, Japan got the ick on atomic energy. Now it’s once again ascending to nuclear maxing — er, nuclearmaxxing. On Wednesday, NucNet reported that a high-level Japanese council chaired by the prime minister adopted a new policy that calls for “maximum use” of atomic energy in the country.
Russia, meanwhile, is leaning into floating nuclear power plants. The country launched the world’s first small modular reactor in 2019 aboard the Akademik Lomonosov, a Siberia-bound barge designed to carry a power plant. In May, I told you that Rosatom was considering building more. On Wednesday, World Nuclear News reported that the Kremlin-controlled nuclear company is establishing a facility specifically designed to produce floating nuclear plants.
Maersk is going old school. The shipping giant just signed a deal to install the first wind sail on a container ship as the shipping industry looks for ways to get off heavily-emitting bunker fuel. The sail, according to the Financial Times, is a 115-foot rotor designed by the British company Anemoi to function without taking up a lot of space in the areas where containers go.
The Pacific Northwest fire season is about to get even worse.
I turned on the heat this week for the first time since spring. Tuesday started out mild, damp, and overcast here in Seattle — the kind of weather the city still conjures in the popular imagination, even if about 50 days a year now are warmer than they used to be because of climate change. Summers here may be getting longer, but this morning felt truly like fall, and in the uninsulated shed where I do most of my writing, I briefly turned on the space heater to stave off the nip.
The same slow-moving low-pressure system responsible for the moody weather in the Puget Sound region will also go far in curbing the state’s wildfires, per Tuesday’s update to the National Wildland Significant Fire Potential Outlook. It’s almost obscenely good luck: September is historically one of the worst times of year for wildfire in the Pacific Northwest, after the summer’s high temperatures have dried out all the fuels but before the autumn rains arrive.
Worse still, though, is the tax on wildland firefighters. They call the month “Snaptember” because the physical and mental health effects of a long firefighting season begin to catch up with the more than 21,000 of them currently on assignment. That is especially true in a year like 2026, the worst fire season in the Pacific Northwest in 30 years. Nationwide, more than 8.2 million acres have burned, 164% of the 10-year average for this point in the year. The National Preparedness Level has sat at its highest level, 5, since mid-July, meaning that fire resources, personnel, and the seasonal hires who make up the bulk of the workforce are stretched to their absolute limit. There is no breathing room — 68 fires ignited yesterday alone, following 140 new ignitions on Monday. Some of the crews fighting the country’s biggest fires have come from as far away as New Zealand to help out.
The good news: The wet start to the month will drop the Pacific Northwest from above-average to normal fire potential for the first half of September, offering a much-needed break. But the brief weather pattern won’t undo August’s damage, including below-average rainfall across the region and the spread of “exceptional drought.” Temperatures ran as much as 8 degrees above average in parts of Oregon, and in southwest Idaho, an abundance of dried juniper, grasses, and shrubs has created, in fire-industry parlance, “an above-average fully cured fine fuel crop” — in normal terms, that means there’s a lot of tinder ready to burn. The entire state of Washington is under a precautionary burn ban until the end of the month.
What follows could be truly nasty. “Outlooks favor above-normal temperatures with no indication of a sustained wet pattern, meaning drying may quickly resume once the early September systems depart,” Tuesday’s report reads. Making matters worse, “Historical analogs and past transitions into El Niño,” such as the one we’re in now, “suggest an elevated likelihood of at least one moderately strong east‑wind day in September, further reinforcing opportunity for new significant fires to arise when lightning or human ignitions occur.” A similar situation — east, downslope winds and summer-cured dry fuels — compounded into the disastrous September fires of 2020, which burned over 11% of the entire Oregon Cascades ecoregion. (While El Niño historically produces above-average temperatures and lower rainfall in the Northwest in the fall, the greatest impacts will like come after the report’s outlook period.)
Drought now covers 57% of the country, and other regions could also pop off this month, further drawing on limited resources. The report highlighted northern California, the southern Plains, the Lower Mississippi Valley, and Florida as other regions with above-average fire potential heading into September. In the Southern Area in particular, which includes Texas, Oklahoma, Arkansas, Louisiana, Mississippi, and southwestern Alabama, the suppressed Atlantic hurricane season has resulted in extreme drought “second only to the last very strong El Niño of 2015,” the report found. Above-average significant fire potential could “very well continue” as late as November.
By then, at least, the Northwest will have “probabilities for more organized storm systems,” particularly beginning in the second half of October, when precipitation will hopefully pick back up. Imagine that: Looking forward to the winter drizzle, which was once the great drawback of living in the Northwest.
But by the time Snaptember is through with us, I worry that those cold, dark, wet days of December will feel far away yet.