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The unsung hero of the energy transition needs a little help.

Transformers are the unsung heroes of the energy transition. These bulky devices come in a range of forms, from canisters mounted on distribution lines to garage-sized industrial units at substations and metal boxes on concrete pads outside apartment buildings. But regardless of form, they all serve a single essential purpose: adjusting voltage — either up, which is more efficient for long-distance transmission, or down for safe delivery to end users.
“If you’re getting an EV charging station, you need this equipment. If you’re building a large industrial facility that uses electricity to run the process, you need this equipment. Solar, battery storage plants, and wind energy projects need these. Data centers need these,” Anirudh Reddy, CEO of the power grid equipment startup Ayr Energy, told me. “It’s omnipresent.”
But ever since Covid scrambled global supply chains, the world has been staring down a severe transformer shortage. Even as economywide electrification accelerated, with rising electric vehicle adoption and rapid renewables deployment, the system failed to recover. Lead times for high-voltage transformers can now exceed two, three, even four years, raising costs and slowing the deployment of renewables and electrification projects.
While many of the big traditional players like Hitachi, Siemens Energy, and GE Vernova are still working to expand production, there’s now a group of startups looking to address the issue from other angles.
Reddy’s company, Ayr, is tackling it head on by standardizing transformer component designs and tapping underutilized manufacturing capacity in India to cut delivery times from years to months. Then there’s the growing field of startups that includes DG Matrix, Heron Power, and Amperesand, which are commercializing solid-state transformers for powering data centers, charging EVs, and solar and storage projects. This novel tech could offer an appealing replacement for today’s low- and medium-voltage transformers, as it provides grid services beyond just passive voltage conversions in a more efficient, compact package.
Right now, the most acute bottleneck and longest lead times are for high-voltage transformers, which is where Ayr sees the largest opportunity. These units step up a power plant’s output to transmission-level voltage for long-distance delivery, before stepping it back down to medium voltage at substations. These transformers can be the size of garages or small houses. Even when supply chains were functioning normally, they still took around a year to manufacture.
To return to that timetable, Ayr is taking its cues from automotive companies, which Reddy told me rely on standardized components throughout most of the manufacturing process and defer vehicle customization — think special features, finishes, and trims — until the final stages. When applied to transformers, this means equipment that is designed “such that you can address specification for a variety of projects and a variety of customers with the same architecture,” Reddy told me, allowing the company to shorten the time from initial customer engagement to final product delivery.
It all raises the question, why haven’t these equipment manufacturers been building more standardized transformers all along? Reddy blames it on a fundamental disconnect between transformer manufacturers and project developers. “That dialog never really happened. It was a very linear information flow,” he told me, with customers typically submitting bespoke specifications at the outset. That forced manufactures to build around these requirements from day one, making the whole supply chain and manufacturing process needlessly customized and complex.
But many of those unique design elements aren’t really necessary, Reddy said. Ayr often asks developers to tweak their specifications to align with a standardized model, which he told me yields no difference in overall project performance. That lets Ayr place orders with its Indian manufacturing partners in advance based on expected demand.
Surplus capacity in India is key to this business model, of course. Unlike U.S.-based manufacturers or those that export transformers and components to the U.S. — such as Mexico, Canada, and China — Reddy said Indian factories stayed ahead of local demand, even as electrification in the country ramped up. Lower labor costs allows factories to operate below peak capacity, providing an opportunity for Ayr to swoop in and contract with them immediately — even though many had previously produced almost entirely for the Indian market.
“It’s a highly manual, labor intensive process when you’re building bespoke heavy electric equipment. So the overhead of a factory that’s not producing equipment is pretty high,” Reddy told me. “Doing so in the U.S. would kill the company. Doing so in India, not so much.”
Ayr only emerged from stealth about seven months ago, and in the past year alone, Reddy said it’s built a backlog of over half a billion dollars in signed equipment orders, representing over 20 gigawatts of projects. The company started deploying its transformers and other backlogged power infrastructure in the middle of last year, and Reddy said it’s expecting its first high-voltage transformer to come online this quarter. So while the company has received early backing from venture firm General Catalyst — $3.5 million according to Pitchbook — Reddy told me it has no need to raise additional capital at this time.
Other transformer startups pursuing solid-state technology are bringing in plenty of venture capital — DG Matrix raised a $140 million Series B round and Heron Power raised a $60 million Series A round, both in February, while Singapore-based Amperesand secured $80 million last November — though their technology is only just beginning to commercialize. While conventional transformers rely on copper coils and iron cores to magnetically adjust voltage, solid-state transformers use power semiconductors — often made from silicon carbide — to perform voltage conversions electronically, while also enabling capabilities such as bidirectional power flow, AC/DC conversion, real-time voltage regulation, and rapid response to power surges.
But while these companies can also help ease the transformer shortage, their value proposition is distinctly different and likely to take longer to materialize than Ayr’s. For one, current solid-state transformer designs do not scale practically or economically to the high voltages required for the transmission grid. Instead, this novel tech is a better candidate to replace medium-voltage transformers on the distribution grid or low-voltage transformers inside facilities. This includes converting the low-voltage DC power produced by solar panels and batteries into medium-voltage AC power for the grid, delivering medium-voltage power from the grid to data centers and EV charging systems, and transporting low-voltage power around the data centers themselves, such as at the server rack level.
DG Matrix, for one, is primarily focused on data center applications for its solid-state transformers, which it initially plans to use to manage power generated onsite. The startup’s differentiating feature is its ability to balance electricity from multiple sources simultaneously, regardless of whether they’re operating on AC or DC power. For example, the company’s so-called “multi-port” device can integrate electricity generated from solar panels, natural gas generators, batteries, and the grid to provide power to data centers “in any ratio we want,” the company’s CEO Haroon Inam told me. It can also provide power back to the grid as needed.
Without such a unit, managing all these different sources would require significantly more space and numerous separate electrical components — protection equipment, multiple transformers for stepping voltage up or down, and converters to switch between AC and DC power. DG Matrix’s device thus promises to cut costs while boosting efficiency and reliability, especially for microgrid applications.
Now, Inam told me, the startup is looking at a “multi-billion dollar pipeline” for supplying low-voltage power to data centers for distribution inside the facilities themselves. It’s working to scale production at its North Carolina manufacturing facility, aiming to reach full capacity by July before pursuing a further expansion.
Heron Power, by contrast, is targeting a broader slice of the energy infrastructure market — in addition to data centers, it’s also seeking partnerships with operators of utility-scale solar and battery projects. Whereas DG Matrix is focused on coordinating onsite power from multiple sources, Heron is primarily interfacing with the grid, designing medium-voltage solid-state transformers that can step down power for delivery to end users such as data centers, and step up low-voltage power from solar and batteries to feed into the distribution grid — all without needing separate inverters for AC/DC conversions.
“It does what a traditional transformer does, but it also does what switchgear does, what tap changers do, what capacitor banks do, and what a synchronous condenser does, in a single package, managed in real time by software,” Heron’s CEO Drew Baglino told me via email.
During Baglino’s prior tenure leading the development and deployment of Tesla's EV Superchargers and large-scale battery storage systems, he constantly found conventional transformers to be “a supply chain constraint, a deployment bottleneck, and a physical hazard,” leading him to believe there simply had to be a better way. But because solid-state designs are driven by software-controlled power electronics rather than fixed hardware, that fundamentally shifts the paradigm, he said. “A traditional transformer that's wrong for the job gets ripped out and replaced. A Heron Link gets a firmware update.”
The company has publicly announced just two customers to date, but they’re big ones — clean energy developer Intersect Power and data center developer Crusoe. Overall, Heron said it’s secured over 50 gigawatts worth of orders, and is now working to build out a U.S.-based factory capable of producing 40 gigawatts of transformers annually, with initial production beginning next year.
Even if the transformer shortage resolves sooner rather than later, Inam doesn’t expect it to dampen interest in DG Matrix’s technology or solid-state transformers overall. Their ability to integrate multiple energy sources, he told me, “provides a more economic path to distributed generation” — especially as microgrids become an increasingly common way to circumvent the interconnection queue and generate power onsite.
“The fastest area of demand growth for transformers is for new energy technologies like solar, batteries, and data centers,” Baglino told me. So while he declined to speculate on when the shortage will end, he too expects continued demand. As for Reddy, he thinks the supply crunch is unlikely to fully ease until after 2030, when he predicts leading manufacturers will be able to fully ramp up the new transformer facilities and expansions that they’ve announced. .
At any rate, the frenzied data center buildout certainly shows no signs of waning, with the International Energy Agency projecting that global data center electricity consumption will double by 2030 and more than double in the U.S., where it will rise by about 2.3x. And with recent volatility in fossil fuel prices likely to accelerate the electrification of certain markets, transformers are set to remain as ubiquitous and critical as ever.
To meet the moment, Baglino said, “What's needed is the same concentration of focus, urgency, and scale that transformed electric transportation, directed at the infrastructure that powers everything else.”
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A D.C. appeals court upheld an injunction preventing the Trump administration from clawing back $20 billion in climate grants.
One of the Biden administration’s most interesting — and contentious — climate programs might get a second lease on life.
Earlier this week, the D.C. Circuit Court of Appeals ruled that the Trump administration could not end the $20 billion Greenhouse Gas Reduction Fund program, which would have capitalized several national green banks. The court also ruled that the Environmental Protection Agency needed to give the nonprofits access to the funds while the case proceeded.
That would amount to a victory — if it holds. But the ball is now in the EPA’s court. If the agency appeals the ruling in the next week, then the case will go to the Supreme Court, setting up what could be a major battle over the program, according to The New York Times.
My colleague Emily Pontecorvo wrote about the background to the case last year, when the nonprofits looked more likely to lose:
Congress created the grants, known as the Greenhouse Gas Reduction Fund, as part of the Inflation Reduction Act in 2022. It authorized Biden’s EPA to award $20 billion to a handful of nonprofits that would then offer financing to individuals and organizations for emission-reduction projects, mostly geared toward low-income or otherwise disadvantaged communities. The agency fully obligated the funds last August to eight nonprofits that would “create a national financing network for clean energy and climate solutions across the country.
Then Trump took office and ordered his agency heads to pause and review all funding for Inflation Reduction Act programs. EPA Secretary Lee Zeldin targeted the Greenhouse Gas Reduction Program for termination, making a big show of a covert recording of a former agency employee comparing Biden’s efforts to get climate money out the door after the election to “throwing gold bars off the edge” of the Titanic. Never mind that this particular program had been fully obligated prior to the election, and recipients had already started to announce investments as early as October.
The nonprofit awardees sued the Trump administration, and the District Court for the District of Columbia issued a temporary injunction on the EPA’s grant terminations in mid-April, mandating that the funds continue to be paid out while the case proceeded.
That’s the injunction that 10 judges on the D.C. Circuit upheld this week.
I’m curious to see what would happen if the eight nonprofits do eventually get their money. As the Times notes, the ensuing months have been tough on the organizations — the chief executive of Climate United, which would have been one of the three national green banks, left the organization last year and hasn’t been replaced.
These green banks always ran the risk of being seen as a kind of out-of-government slush fund for the Biden administration’s favorite causes. But if implemented, they had the potential to unlock a virtuous cycle where successful green investments begat more green investments. Another promising scheme would have used them to bridge the U.S. economy’s “missing middle,” the lack of financing for first-of-a-kind projects and other innovations that require long-term investment but are more than five years out from market. Such a scheme would have helped technologies like fusion, hydrogen, or plain-old nuclear make their way to market. The Trump administration has since turned to other sources of government financing to boost nuclear.
Current conditions: South Korea’s heat wave has killed at least 16 people after the southeastern city of Yangsan recorded an all-time national temperature high of nearly 109 degrees Fahrenheit • Washington authorities arrested a man suspected of arson as the Pacific Northwest state struggles to contain wildfires around Spokane • Typhoon Dolphin intensified into a Category 4 storm as it barrels toward southern Japan, where the ongoing heat wave has killed three female lions at a Tokyo zoo.
The United States could reach a deal with Iran as early as today to reopen the Strait of Hormuz to commercial shipping, Treasury Secretary Scott Bessent said. When asked during a Tuesday appearance on CNBC whether the agreement would allow Tehran to charge a toll to oil tankers, Bessent said the pact would include “freedom of movement.”
The announcement came as President Donald Trump faced a particularly grim economic milestone. Thanks to inflation from the Iran War, the price per gallon of diesel in the U.S. has averaged $4.09 since Trump returned to office in January 2025, according to a Financial Times analysis of Energy Information Administration data. That compares to $4.08 during Biden’s four years in office, when the Ukraine war triggered a price shock on diesel.
When the Trump administration brokered an $80 billion deal to support construction of at least 10 more Westinghouse AP1000 reactors in the U.S., the agreement came with a measure that would allow the federal government to request that the company’s owners offer shares of the legendary developer behind much of the American nuclear fleet on the stock market. It now appears that won’t be necessary. Last week, Westinghouse, a co-venture between Canadian uranium giant Cameco and Toronto-headquartered investment giant Brookfield, filed confidential paperwork with the U.S. Securities and Exchange Commission, laying the groundwork for a possible IPO.
The move came just two weeks after Holtec International, another long-standing stalwart in the industry that’s looking to play a central role in the next U.S. reactor buildout, filed its own S-1 paperwork with the SEC. At present, retail investors have limited options to bet on the nuclear renaissance. Startups such as X-energy, Oklo, and Hadron Energy — none of which has yet built a reactor or won Nuclear Regulatory Commission approval of its design — have dominated the market. Established firms such as the nuclear utility Constellation Energy, fuel maker Centrus Energy, and GE Vernova, whose joint venture with Japanese conglomerate Hitachi is a leading reactor developer, have also benefited. But Westinghouse and Holtec would be among the most serious “pure play” contenders on the market with real balance sheets.
British Prime Minister Andy Burnham took power last month after Labour leader Keir Starmer stepped down amid plummeting support within his own party, clearing the way for the populist former Manchester mayor’s democratic socialist reforms. Among the changes Burnham is expected to make on energy is giving the government an even greater role in developing fusion energy. “Because Burnham is committed to greater public control over utilities like energy, but within existing fiscal rules, his impact on fusion is likely to be about governance and ownership structures — for example stronger public or community stakes in fusion projects and more explicit links to regional development — rather than changing the headline national targets for fusion deployment themselves,” analyst Michael Heumann wrote in The Fusion Report.
It’s the type of intervention for which Japan’s fusion industry is pining. As you may recall, Japan’s conservative new “Iron Lady” Prime Minister Sanae Takaichi is going all in on reviving her country’s nuclear industry. But the FT reports that Japan’s fusion industry is now lobbying for more government support to get off the ground.
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Dominion Energy’s Coastal Virginia Offshore Wind project is progressing toward coming online by the end of next year. The timeline for the 2.6-gigawatt facility off Virginia’s shores to install its 176th and final turbine pushes back the start date from early 2027. But Dominion said the schedule “reflects additional contingency for weather, vessel maintenance, loadout operations, and extended jacking activities, rather than changes to the base turbine installation rate, which has been two days per turbine so far,” according to offshoreWIND.biz. The update comes after Trump conceded defeat in his battle to use the Department of Justice to wrestle back federal permits issued to offshore wind projects under the previous administration, my colleague Emily Pontecorvo wrote in June.
On Tuesday evening, meanwhile, 10 judges on the U.S. Court of Appeals for the District of Columbia Circuit upheld an earlier injunction that said the Environmental Protection Agency could not cancel $20 billion in climate grants, ruling in a split decision that recipients should have access to the funds.
Renewables made up 54.1% of Spain’s electricity generation in July — and it’s even higher when you count Spaniards who generated solar at home for self-consumption. That’s according to the latest data the national grid operator Red Electric de España published Tuesday. Generation from renewables surged nearly 6% year-over-year to a record 14,699 gigawatt-hours last month, according to Renewables Now. Solar made up by far the largest share for the fourth consecutive month, accounting for more than 28% of the mix in July.

I’m always fascinated by the parallels between Cuba and Puerto Rico, which — despite shared colonial histories and struggles — took divergent paths in the mid-20th Century, only to both end up with aging grids that can’t keep the lights on. I was reminded of conversations I have had with Boricuas who have spent nights sleeping on balconies and porches when the electricity is out, leaving air conditioners and fans idled on hot nights. In Cuba, that’s now happening en masse as the summer heat collides with the ongoing U.S. oil embargo. “Things are only getting worse. Tomorrow it’ll collapse again ... and we’ll be back to sleeping on the Malecón,” Alexey Ríos García told the Associated Press as he used a piece of yellow foam as a pillow to cushion his head from the tough concrete.
What’s next for electric cars? There’s no consensus.
Here’s the good news on electric cars in America: Sales in the second quarter of 2026 rose by 14% compared to the first quarter, which itself was an improvement on the preceding quarter. And here’s the bad: Even those good-looking Q2 sales numbers this year represent a 20% decrease from the same period in 2025.
Welcome to a confused moment in EV history. Electric vehicle sales in this country grew at a decent rate through the early part of the 2020s — right up until they fell off a cliff last fall when the federal tax credit disappeared and cars became $7,500 more expensive overnight. EVs have begun to recover in the intervening months, especially as Americans look for some respite from high gas prices. Yet the lineup of available EVs for them to purchase has been weakened by endless volatility. Car companies struggle to keep up with Chinese competitors abroad and the Trump administration’s relentless attacks on electric vehicles here. Meanwhile, EV makers have shifting visions of what they want electric cars to be.
In the long run, nothing has changed. The automotive industry is headed in one direction: toward a future dominated by battery-powered electric vehicles. But in the short run, even as EVs are setting sales records in dozens of countries and approaching 30% of the global car fleet, it feels like everyone involved in trying to sell EVs to Americans is driving in a different direction.
Just take a quick accounting of the players. At the start of the decade, Ford pinned its hopes on the F-150 Lightning pickup truck and the Mustang Mach-E, but never figured out how not to lose money on them. Last year, the company then blew up plans for its second-generation EV to go back to the drawing board. It stood up a skunkworks team at a far-flung California factory to learn how to slash manufacturing costs and make a mid-size electric truck in the $30,000s, set to emerge from the shadows next year.
Its Detroit rival, GM, looked to be in better shape. It bet its battery-powered fortunes on the Ultium platform that would underpin many vehicles across its lineup. In doing so, it rolled out a more ambitious lineup than Ford: Not just the Chevy Silverado, Blazer, Equinox, and Bolt, but several well-received Cadillac models that breathed some life into that atrophying brand.
In 2024, GM phased out the Ultium name, seemingly to make room for the next-generation architecture to follow. And then things started to get a little rocky. The Chevy Bolt, a hero of the late 2010s era of EVs, returned just in time to be canceled so GM could build more gas-guzzling Buick crossovers. General Motors is now stuck in a wait-and-see on battery power. It may update its existing EVs, particularly the Equinox, but reportedly has no plans to expand its electric offerings until at least 2030 — when, perhaps, some of the dust of the Trump presidency has settled.
GM’s fortunes look rosy next to those of Stellantis, the global giant that owns car brands like Jeep, Dodge, Chrysler, and Ram. Like competitors Ford and GM, Stellantis has had to take on eight-figure losses as it rejiggers its business to try to compete in the electric future. But unlike the Detroit duo, it has no particular success story even to hang its hat upon. Jeep EVs have been a struggle, and the planned Ram EV pickup never even saw the light of day. Now the great electric hope for pickup trucks is the planned Ram extended-range EV, a truck that would carry a gasoline engine simply to act as an onboard generator that recharges the battery.
Among Japan’s legacy automakers, the surprising insurgent is Toyota. The world’s biggest car company has been perhaps the most openly skeptical of electrification, with leadership arguing time and again against the economic feasibility of electric cars. Public statements make it sounds as if the company is being dragged away from the combustion age against its will. And yet, as the other car companies drift into limbo amid the chaotic current market, here is Toyota, slowly building up something rather than shifting its plans every couple of years.
Though its first true EV, the bZ4x, wasn’t up the standard of today’s best EVs, Toyota has stormed into 2026 with an improved version, the bZ, plus a revival of the C-HR small crossover in fully electric form. Toyota is in the midst of electrifying the Highlander SUV and even rolled out a concept car to tease a battery-powered makeover of the iconic Toyota Corolla. While the rest of the industry retreats from EVs to formulate a new plan, Toyota chose this moment to dive in headfirst. The same is true of its frequent design partner, Subaru, which has finally introduced multiple EVs to join the race.
Compare that with the turmoil at rival Honda. Like Subaru, it borrowed technology to accelerate its entry into the U.S. EV race — in Honda’s case, building the Prologue crossover on GM’s Ultium system. The company put several new EVs in the pipeline that would be Hondas from the ground up. Earlier this year, it killed them all, with leadership convinced its efforts just couldn’t compete, especially in non-U.S. markets where it would go up against the dirt-cheap offerings coming out of China.
Then, of course, there’s Tesla. Elon Musk’s brand is suddenly thriving again, thanks in large part to the vacuum created by the rest of the industry. Tesla, for all its bad press in some corners of the internet, still makes up more than half of EV sales in America, and the numbers soared in Q2 in spite of everything that’s been going on with Musk and his company (his focus on everything else that’s not human-driven cars, his political misadventures, and his reliance on just two aging car models, just to name a few issues).
That legacy car companies have stalled and flip-flopped on electrification as the political winds have changed has left the door open for the other EV-only startups. Rivian’s much-ballyhooed R2 arrived this summer and is off to an excellent start on its mission to make that company mainstream. Slate has finally taken the cover off its affordable electric small pickup. Lucid has been dogged by bankruptcy rumors as it tries to cross the startup’s valley of death, but for now, it’s still chugging.
With the car industry so scattered and disparate on its electrification efforts, it’s hard to know quite what to make of things. We’re a long way from the go-go Biden era, when government incentives for EV production gave automakers the confidence to make proclamations about going fully electric. Back then, it felt like we might be on the cusp of seeing an EV version of just about everything. Now it feels like the United States government is fighting another losing war — this one trying to singlehandedly save petroleum power while the rest of the world moves on.
Electric cars came to America slowly, and then fast. After decades of science experiments and sci-fi promises and Who Killed the Electric Car?, EVs gained a foothold remarkably quickly after the rise of Tesla. Millions of Americans now own one. But the leap from early adoption to mass adoption — which was first delayed by factors like high prices and unease with new technology — has been further forestalled by an antagonistic administration and an industry flailing about it keep up with its whims.
Electrification is coming. But this lull isn’t going away anytime soon.