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As climate writers, my colleagues and I spend a lot of time telling readers that places are hot. The Arabian Peninsula? It’s hot. The Atlantic Ocean? It’s hot. The southern U.S. and northern Mexico? Hot and getting hotter.
But here’s a little secret: “Hot” doesn’t really mean … anything. The word is, of course, of critical importance when it comes to communicating that global temperatures are the highest they’ve been in 125,000 years because of greenhouse gases in the atmosphere, or for public health officials to anticipate and prevent deaths when the environment reaches the point where human bodies start malfunctioning. But when you hear it’s “100 degrees out,” what does that really tell you?
Beyond that you’re a fellow member of the Fahrenheit cult, the answer is: not a lot. Humans can “probably avoid overheating” in temperatures of 115 degrees — but only if they’re in a dry room with 10 percent relative humidity, wearing “minimal” clothing, and not moving, The New York Times reports. On the other hand, you have a high chance of life-threatening heat stroke when it’s a mere 90 degrees out … if the humidity is at 95%. Then there are all the variables in between: if there’s a breeze, if you’re pregnant, if you’re standing in the shade or the sun, if you’re a child, if you’re running a 10K or if you’re napping on your couch in front of a swamp cooler.
In order to better specify how hot “hot” is, a number of different equations and techniques have been developed around the world. In general, this math takes into account two main variables: temperature (the one we all use, also known as “dry bulb” or “ambient air temperature,” which is typically measured five feet above the ground in the shade) and relative humidity (the percentage of air saturated with water vapor, also known as the ugly cousin of the trendier dew point; notably Canada’s heat index equivalent, the Humidex, is calculated from the dew point rather than the relative humidity).
In events like the already deadly heat dome over the southern United States and northern Mexico this week, you typically hear oohing and ahhing about the “heat index,” which is sometimes also called the “apparent temperature,” “feels like temperature,” “humiture,” or, in AccuWeather-speak, the “RealFeel® temperature.”
But what does that mean and how is it calculated?
The heat index roughly approximates how hot it “actually feels.”
This is different than the given temperature on the thermometer because the amount of humidity in the air affects how efficiently sweat evaporates from our skin and in turn keeps us cool. The more humidity there is, the less efficiently our bodies can cool themselves, and the hotter we feel; in contrast, when the air is dry, it’s easier for our bodies to keep cool. Regrettably, this indeed means that insufferable Arizonans who say “it’s a dry heat!” have a point.
The heat index, then, tells you an estimate of the temperature it would have to be for your body to be similarly stressed in “normal” humidity conditions of around 20%. In New Orleans this week, for example, the temperature on the thermometer isn’t expected to be above 100°F, but because the humidity is so high, the heat toll on the body will be as if it were actually 115°F out in normal humidity.
Importantly, the heat index number is calculated as if you were standing in the shade. If you’re exposed to the sun at all, the “feels like” is, of course, actually higher — potentially as many as 15 degrees higher. Someone standing in the New Orleans sun this week might more realistically feel like they’re in 130-degree heat.
The heat index graph.NOAA
Here’s the catch, though: The heat index is “purely theoretical since the index can’t be measured and is highly subjective,” as meteorologist Chris Robbins explains. The calculations are all made under the assumption that you are a 5’7”, 147-pound healthy white man wearing short sleeves and pants, and walking in the shade at the speed of 3.1 mph while a 6-mph wind gently ruffles your hair.
Wait, what?
I’m glad you asked.
In 1979, a physicist named R. G. Steadman published a two-part paper delightfully titled “The Assessment of Sultriness.” In it, he observed that though many approaches to measuring “sultriness,” or the combined effects of temperature and humidity, can be taken, “it is best assessed in terms of its physiological effect on humans.” He then set out, with obsessive precision, to do so.
Steadman came up with a list of approximately 19 variables that contribute to the overall “feels like” temperature, including the surface area of an average human (who is assumed to be 1.7 meters tall and weigh 67 kilograms); their clothing cover (84%) and those clothes’ resistance to heat transfer (the shirt and pants are assumed to be 20% fiber and 80% air); the person’s core temperature (a healthy 98.6°F) and sweat rate (normal); the effective wind speed (5 knots); the person’s activity level (typical walking speed); and a whole lot more.
Here’s an example of what just one of those many equations looked like:
One of the many equations in “The Assessment of Sultriness: Part I,”R.G. Steadman
Needless to say, Steadman’s equations and tables weren’t exactly legible for a normal person — and additionally they made a whole lot of assumptions about who a “normal person” was — but Steadman was clearly onto something. Describing how humidity and temperature affected the human body was, at the very least, interesting and useful. How, then, to make it easier?
In 1990, the National Weather Service’s Lans P. Rothfusz used multiple regression analysis to simplify Steadman’s equations into a single handy formula while at the same time acknowledging that to do so required relying on assumptions about the kind of body that was experiencing the heat and the conditions surrounding him. Rothfusz, for example, used Steadman’s now-outdated calculations for the build of an average American man, who as of 2023 is 5’9” and weighs 198 pounds. This is important because, as math educator Stan Brown notes in a blog post, if you’re heavier than the 147 pounds assumed in the traditional heat index equation, then your “personal heat index” will technically be slightly hotter.
Rothfusz’s new equation looked like this:
Heat index = -42.379 + 2.04901523T + 10.14333127R - 0.22475541TR - 6.83783x10-3T 2 - 5.481717x10-2R 2 + 1.22874x10-3T 2R + 8.5282x10-4TR2 - 1.99x10-6T 2R 2
So much easier, right?
If your eyes didn’t totally glaze over, it actually sort of is — in the equation, T stands for the dry bulb temperature (in degrees Fahrenheit) and R stands for the relative humidity, and all you have to do is plug those puppies into the formula to get your heat index number. Or not: There are lots of online calculators that make doing this math as straightforward as just typing in the two numbers.
Because Rothfusz used multiple regression analysis, the heat index that is regularly cited by the government and media has a margin of error of +/- 1.3°F relative to a slightly more accurate, albeit hypothetical, heat index. Also of note: There are a bunch of different methods of calculating the heat index, but Rothfusz’s is the one used by the NWS and the basis for its extreme heat alerts. The AccuWeather “RealFeel,” meanwhile, has its own variables that it takes into account and that give it slightly different numbers.
Midday Wednesday in New Orleans, for example, when the ambient air temperature was 98°F, the relative humidity was 47%, and the heat index hovered around 108.9°F, AccuWeather recorded a RealFeel of 111°F and a RealFeel Shade of 104°F.
You might also be wondering at this point, as I did, that if Steadman at one time factored out all these variables individually, wouldn’t it be possible to write a simple computer program that is capable of personalizing the “feel like” temperature so they are closer to your own physical specifications? The answer is yes, although as Randy Au writes in his excellent Substack post on the heat index equation, no one has seemingly actually done this yet. Math nerds, your moment is now.
Because we’re Americans, it is important that we use the weirdest possible measurements at all times. This is probably why the heat index is commonly cited by our government, media, and meteorologists when communicating how hot it is outside.
But it gets weirder. Unlike the heat index, though, the “wet-bulb globe temperature” (sometimes abbreviated “WBGT”) is specifically designed to understand “heat-related stress on the human body at work (or play) in direct sunlight,” NWS explains. In a sense, the wet-bulb globe temperature measures what we experience after we’ve been cooled by sweat.
The Kansas State High School Activities Association thresholds for wet-bulb globe temperature.Weather.gov
The “bulb” we’re referring to here is the end of a mercury thermometer (not to be confused with a lightbulb or juvenile tulip). Natural wet-bulb temperature (which is slightly different from the WBGT, as I’ll explain in a moment) is measured by wrapping the bottom of a thermometer in a wet cloth and passing air over it. When the air is dry, it is by definition less saturated with water and therefore has more capacity for moisture. That means that under dry conditions, more water from the cloth around the bulb evaporates, which pulls more heat away from the bulb, dropping the temperature. This is the same reason why you feel cold when you get out of a shower or swimming pool. The drier the air, the colder the reading on the wet-bulb thermometer will be compared to the actual air temperature.
Wet bulb temperature - why & when is it used?www.youtube.com
If the air is humid, however, less water is able to evaporate from the wet cloth. When the relative humidity is at 100% — that is, the air is fully saturated with water — then the wet-bulb temperature and the normal dry-bulb temperature will be the same.
Because of this, the wet-bulb temperature is usually lower than the relative air temperature, which makes it a bit confusing when presented without context (a comfortable wet-bulb temperature at rest is around 70°F). Wet-bulb temperatures over just 80, though, can be very dangerous, especially for active people.
The WBGT is, like the heat index, an apparent temperature, or “feels like,” calculation; generally when you see wet-bulb temperatures being referred to, it is actually the WBGT that is being discussed. This is also the measurement that is preferred by the military, athletic organizations, road-race organizers, and the Occupational Safety and Health Administration because it helps you understand how, well, survivable the weather is, especially if you are moving.
Our bodies regulate temperature by sweating to shed heat, but sweat stops working “once the wet-bulb temperature passes 95°F,” explains Popular Science. “That’s because, in order to maintain a normal internal temperature, your skin has to stay at 95°F degrees or below.” Exposure to wet-bulb temperatures over 95°F can be fatal within just six hours. On Wednesday, when I was doing my readings of New Orleans, the wet-bulb temperature was around 88.5°F.
The WBGT is helpful because it takes the natural wet-bulb temperature reading a step further by factoring in considerations not only of temperature and humidity, but also wind speed, sun angle, and solar radiation (basically cloud cover). Calculating the WBGT involves taking a weighted average of the ambient, wet-bulb, and globe temperature readings, which together cover all these variables.
That formula looks like:
Wet-bulb globe temperature = 0.7Tw + 0.2Tg + 0.1Td
Tw is the natural wet-bulb temperature, Tg is the globe thermometer temperature (which measures solar radiation), and Td is the dry bulb temperature. By taking into account the sun angle, cloud cover, and wind, the WBGT gives a more nuanced read of how it feels to be a body outside — but without getting into the weeds with 19 different difficult-to-calculate variables like, ahem, someone we won’t further call out here.
Thankfully, there’s a calculator for the WBGT formula, although don’t bother entering all the info if you don’t have to — the NWS reports it nationally, too.
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Businesses were already bracing for a crash. Then came another 50% tariff on Chinese goods.
When I wrote Heatmap’s guide to driving less last year, I didn’t anticipate that a good motivation for doing so would be that every car in America was about to get a lot more expensive.
Then again, no one saw the breadth and depth of the Trump administration’s tariffs coming. “We would characterize this slate of tariffs as ‘worse than the worst case scenario,’” one group of veteran securities analysts wrote in a note to investors last week, a sentiment echoed across Wall Street and reflected in four days of stock market turmoil so far.
But if the economic downturn has renewed your interest in purchasing a bike or e-bike, you’ll want to act fast — and it may already be too late. Because Trump’s “Liberation Day” tariffs stack on top of his other tariffs and duties, the U.S. bicycle trade association PeopleForBikes calculated that beginning on April 9, the day the newest tariffs come into effect, the duty on e-bikes from China would be 79%, up from nothing at all under President Biden. The tariff on most non-electric bikes from China, meanwhile, would spike to 90%, up from 11% on January 1 of this year. Then on Tuesday, the White House announced that it would add another 50% tariff on China on top of that whole tariff stack, starting Wednesday, in retaliation for Beijing’s counter-tariffs.
Prior to the latest announcement, Jay Townley, a founding partner of the cycling industry consulting firm Human Powered Solutions, had told me that if the Trump administration actually followed through on a retaliatory 50% tariff on top of those duties, then “we’re out of business because nobody can afford to bring in a bicycle product at 100% or more in tariffs.”
It’s difficult to overstate how existential the tariffs are for the bicycle industry. Imports account for 97% of the bikes purchased in the United States, of which 87% come from China, making it “one of the most import-dependent and China-dependent industries in the U.S.,” according to a 2021 analysis by the Coalition for a Prosperous America, which advocates for trade-protectionist policies.
Many U.S. cycling brands have grumbled for years about America’s relatively generous de minimis exemption, a policy of waiving duties on items valued at less than $800. The loophole — which is what enables shoppers to buy dirt-cheap clothes from brands like Temu, Shein, and Alibaba — has also allowed for uncertified helmets and non-compliant e-bikes and e-bike batteries to flood the U.S. market. These batteries, which are often falsely marketed as meeting international safety standards, have been responsible for deadly e-bike fires in places like New York City. “A going retail for a good lithium-ion replacement battery for an e-bike is $800 to $1,000,” Townley said. “You look online, and you’ll see batteries at $350, $400, that come direct to you from China under the de minimis exemption.”
Cyclingnews reported recently that Robert Margevicius, the executive vice president of the American bicycle giant Specialized, had filed a complaint with the Trump administration over losing “billions in collectable tariffs” through the loophole. A spokesperson for Specialized defended Margevicius’ comment by calling it an “industry-wide position that is aligned with PeopleForBikes.” (Specialized did not respond to a request for clarification from Heatmap, though a spokesperson told Cyclingnews that de minimis imports permit “unsafe products and intellectual property violation.” PeopleForBikes’ general and policy counsel Matt Moore told me in an email that “we have supported reforming the way the U.S. treats low-value de minimis imports for several years.”)
Trump indeed axed China’s de minimis exemption as part of his April 2 tariffs — a small win for the U.S. bicycle brands. But any protection afforded by duties on cheap imported bikes and e-bikes will be erased by the damage from high tariffs imposed on China and other Asian countries. Fewer than 500,000 bicycles in a 10 million-unit market are even assembled in the United States, and essentially none is entirely manufactured here. “We do not know how to make a bike,” Townley told me flatly. Though a number of major U.S. brands employ engineers to design their bikes, when it comes to home-shoring manufacturing, “all of that knowledge resides in Taiwan, China, Vietnam. It isn’t here.”
In recent years, Chinese factories had become “very proficient at shipping goods from third-party countries” in order to avoid European anti-dumping duties, as well as leftover tariffs from Trump’s first term, Rick Vosper, an industry veteran and columnist at Bicycle Retailer and Industry News, told me. “Many Chinese companies built bicycle assembly plants in Vietnam specifically so the sourcing sticker would not say ‘made in China,’” he added. Of course, those bikes and component parts are now also subject to Trump’s tariffs, which are as high as 57% for Vietnam, 60% for Cambodia, and 43% for Taiwan for most bikes. (A potential added tariff on countries that import oil from Venezuela could bump them even higher.)
The tariffs could not come at a worse time for the industry. 2019 marked one of the slowest years for the U.S. specialty retail bike business in two decades, so when COVID hit — and suddenly everyone wanted a bicycle as a way of exercising and getting around — there was “no inventory to be had, but a huge influx of customers,” Vosper told me. In response, “major players put in huge increases in their orders.”
But by 2023, the COVID-induced demand had evaporated, leaving suppliers with hundreds of millions of dollars in inventory that they couldn’t move. Even by discounting wholesale prices below their own cost to make the product and offering buy-one-get-one deals, dealers couldn’t get the bikes off their hands. “All the people who wanted to buy a bike during COVID have bought a bike and are not ready to buy another one anytime soon,” Vosper said.
Going into 2025, many retailers were still dealing with the COVID-induced bicycle glut; Mike Blok, the founder of Brooklyn Carbon Bike Company in New York City, told me he could think of three or four tristate-area shops off the top of his head that have closed in recent months because they were sitting on inventory.
Blok, however, was cautiously optimistic about his own position. While he stressed that he isn’t a fan of the tariffs, he also largely sells pre-owned bikes. On the low end of the market, the tariffs will likely raise prices no more than about $15 or $20, which might not make much of a difference to consumer behavior. But for something like a higher-end carbon fiber bike, which can run $2,700 or higher and is almost entirely produced in Taiwan, the tariffs could mean an increase of hundreds of dollars for customers. “I think what that will mean for me is that more folks will be open to the pre-owned option,” Blok said, although he also anticipates his input costs for repairs and tuning will go up.
But there’s a bigger, and perhaps even more obvious, problem for bike retailers beyond their products becoming more expensive. “What I sell is not a staple good; people don’t need a bike,” Blok reminded me. “So as folks’ discretionary income diminishes because other things become more expensive, they’ll have less to spend on discretionary items.”
Townley, the industry consultant, confirmed that many major cycling brands had already seen the writing on the wall before Trump announced his tariffs and begun to pivot to re-sale. Bicycling Magazine, a hobbyist publication, is even promoting “buying used” as one of its “tips to help you save” under Trump’s tariffs. Savvy retailers might be able to pivot and rely on their service, customer loyalty, and re-sale businesses to stay afloat during the hard days ahead; Moore of PeopleForBikes also noted that “repair services may increase” as people look to fix what they already have.
And if you don’t have a bike or e-bike but were thinking about getting one as a way to lighten your car dependency, decarbonize your life, or just because they’re cool, “there are still good values to be found,” Moore went on. “Now is a great time to avoid a likely increase in prices.” Townley anticipated that depending on inventory, we’re likely 30 to 40 days away from seeing prices go up.
In the meantime, cycling organizations are scrambling to keep their members abreast of the coming changes. “PeopleForBikes is encouraging our members to contact their elected representatives about the very real impacts these tariffs will have on their companies and our industry,” Moore told me. The National Bicycle Dealers Association, a nonprofit supporting specialty bicycle retailers, has teamed up with the D.C.-based League of American Bicyclists, a ridership organization, to explore lobbying lawmakers for the first time in decades in the hopes that some might oppose the tariffs or explore carve-outs for the industry.
But Townley, whose firm Human Powered Solutions is assisting in NBDA’s effort, shared a grim conversation he had at a recent trade show in Las Vegas, where a new board member at a cycling organization had asked him “what can we do” about Trump’s tariffs.
“I said, ‘You’re out of time,” Townley recalled. “There isn’t much that can be done. All we can do is react.”
Any household savings will barely make a dent in the added costs from Trump’s many tariffs.
Donald Trump’s tariffs — the “fentanyl” levies on Canada, China, and Mexico, the “reciprocal” tariffs on nearly every country (and some uninhabited islands), and the global 10% tariff — will almost certainly cause consumer goods on average to get more expensive. The Yale Budget Lab estimates that in combination, the tariffs Trump has announced so far in his second term will cause prices to rise 2.3%, reducing purchasing power by $3,800 per year per household.
But there’s one very important consumer good that seems due to decline in price.
Trump administration officials — including the president himself — have touted cheaper oil to suggest that the economic response to the tariffs hasn’t been all bad. On Sunday, Secretary of the Treasury Scott Bessent told NBC, “Oil prices went down almost 15% in two days, which impacts working Americans much more than the stock market does.”
Trump picked up this line on Truth Social Monday morning. “Oil prices are down, interest rates are down (the slow moving Fed should cut rates!), food prices are down, there is NO INFLATION,” he wrote. He then spent the day posting quotes from Fox Business commentators echoing that idea, first Maria Bartiromo (“Rates are plummeting, oil prices are plummeting, deregulation is happening. President Trump is not going to bend”) then Charles Payne (“What we’re not talking about is, oil was $76, now it’s $65. Gasoline prices are going to plummet”).
But according to Neil Dutta, head of economic research at Renaissance Macro Research, pointing to falling oil prices as a stimulus is just another example of the “4D chess” theory, under which some market participants attribute motives to Trump’s trade policy beyond his stated goal of reducing trade deficits to as near zero (or surplus!) as possible.
Instead, oil markets are primarily “responding to the recession risk that comes from the tariff and the trade war,” Dutta told me. “That is the main story.” In short, oil markets see less global trade and less global production, and therefore falling demand for oil. The effect on household consumption, he said, was a “second order effect.”
It is true that falling oil prices will help “stabilize consumption,” Dutta told me (although they could also devastate America’s own oil industry). “It helps. It’ll provide some lift to real income growth for consumers, because they’re not spending as much on gasoline.” But “to fully offset the trade war effects, you basically need to get oil down to zero.”
That’s confirmed by some simple and extremely back of the envelope math. In 2023, households on average consumed about 700 gallons of gasoline per year, based on Energy Information Administration calculations that the average gasoline price in 2023 was $3.52, while the Bureau of Labor Statistics put average household gasoline expenditures at about $2,450.
Let’s generously assume that due to the tariffs and Trump’s regulatory and diplomatic efforts, gas prices drop from the $3.26 they were at on Monday, according to AAA, to $2.60, the average price in 2019. (GasBuddy petroleum analyst Patrick De Haanwrote Monday that the tariffs combined with OPEC+ production hikes could lead gas prices “to fall below $3 per gallon.”)
Let’s also assume that this drop in gas prices does not cause people to drive more or buy less fuel-efficient vehicles. In that case, those same 700 gallons cost the average American $1,820, which would generate annual savings of $630 on average per household. If we went to the lowest price since the Russian invasion of Ukraine, about $3 per gallon, total consumption of 700 gallons would cost a household about $2,100, saving $350 per household per year.
That being said, $1,820 is a pretty low level for annual gasoline consumption. In 2021, as the economy was recovering from the Covid recession and before gas prices popped, annual gasoline expenditures only got as low as $1,948; in 2020 — when oil prices dropped to literally negative dollars per barrel and gas prices got down to $1.85 a gallon — annual expenditures were just over $1,500.
In any case, if you remember the opening paragraphs of this story, even the most generous estimated savings would go nowhere near surmounting the overall rise in prices forecast by the Yale Budget Lab. $630 is less than $3,800! (JPMorgan has forecast a more mild increase in prices of 1% to 1.5%, but agrees that prices will likely rise and purchasing power will decline.)
But maybe look at it this way: You might be able to drive a little more than you expected to, even as your costs elsewhere are going up. Just please be careful! You don’t want to get into a bad accident and have to replace your car: New car prices are expected to rise by several thousand dollars due to Trump’s tariffs.
With cars about to get more expensive, it might be time to start tinkering.
More than a decade ago, when I was a young editor at Popular Mechanics, we got a Nissan Leaf. It was a big deal. The magazine had always kept long-term test cars to give readers a full report of how they drove over weeks and months. A true test of the first true production electric vehicle from a major car company felt like a watershed moment: The future was finally beginning. They even installed a destination charger in the basement of the Hearst Corporation’s Manhattan skyscraper.
That Leaf was a bit of a lump, aesthetically and mechanically. It looked like a potato, got about 100 miles of range, and delivered only 110 horsepower or so via its electric motors. This made the O.G. Leaf a scapegoat for Top Gear-style car enthusiasts eager to slander EVs as low-testosterone automobiles of the meek, forced upon an unwilling population of drivers. Once the rise of Tesla in the 2010s had smashed that paradigm and led lots of people to see electric vehicles as sexy and powerful, the original Leaf faded from the public imagination, a relic of the earliest days of the new EV revolution.
Yet lots of those cars are still around. I see a few prowling my workplace parking garage or roaming the streets of Los Angeles. With the faded performance of their old batteries, these long-running EVs aren’t good for much but short-distance city driving. Ignore the outdated battery pack for a second, though, and what surrounds that unit is a perfectly serviceable EV.
That’s exactly what a new brand of EV restorers see. Last week, car site The Autopiancovered DIYers who are scooping up cheap old Leafs, some costing as little as $3,000, and swapping in affordable Chinese-made 62 kilowatt-hour battery units in place of the original 24 kilowatt-hour units to instantly boost the car’s range to about 250 miles. One restorer bought a new battery on the Chinese site Alibaba for $6,000 ($4,500, plus $1,500 to ship that beast across the sea).
The possibility of the (relatively) simple battery swap is a longtime EV owner’s daydream. In the earlier days of the electrification race, many manufacturers and drivers saw simple and quick battery exchange as the solution for EV road-tripping. Instead of waiting half an hour for a battery to recharge, you’d swap your depleted unit for a fully charged one and be on your way. Even Tesla tested this approach last decade before settling for good on the Supercharger network of fast-charging stations.
There are still companies experimenting with battery swaps, but this technology lost. Other EV startups and legacy car companies that followed Nissan and Tesla into making production EVs embraced the rechargeable lithium-ion battery that is meant to be refilled at a fast-charging station and is not designed to be easily removed from the vehicle. Buy an electric vehicle and you’re buying a big battery with a long warranty but no clear plan for replacement. The companies imagine their EVs as something like a smartphone: It’s far from impossible to replace the battery and give the car a new life, but most people won’t bother and will simply move on to a new car when they can’t take the limitations of their old one anymore.
I think about this impasse a lot. My 2019 Tesla Model 3 began its life with a nominal 240 miles of range. Now that the vehicle has nearly six years and 70,000 miles on it, its maximum range is down to just 200, while its functional range at highway speed is much less than that. I don’t want to sink money into another vehicle, which means living with an EV’s range that diminishes as the years go by.
But what if, one day, I replaced its battery? Even if it costs thousands of dollars to achieve, a big range boost via a new battery would make an older EV feel new again, and at a cost that’s still far less than financing a whole new car. The thought is even more compelling in the age of Trump-imposed tariffs that will raise already-expensive new vehicles to a place that’s simply out of reach for many people (though new battery units will be heavily tariffed, too).
This is no simple weekend task. Car enthusiasts have been swapping parts and modifying gas-burning vehicles since the dawn of the automotive age, but modern EVs aren’t exactly made with the garage mechanic in mind. Because so few EVs are on the road, there is a dearth of qualified mechanics and not a huge population of people with the savvy to conduct major surgery on an electric car without electrocuting themselves. A battery-replacing owner would need to acquire not only the correct pack but also potentially adapters and other equipment necessary to make the new battery play nice with the older car. Some Nissan Leaf modifiers are finding their replacement packs aren’t exactly the same size, shape or weight, The Autopian says, meaning they need things like spacers to make the battery sit in just the right place.
A new battery isn’t a fix-all either. The motors and other electrical components wear down and will need to be replaced eventually, too. A man in Norway who drove his Tesla more than a million miles has replaced at least four battery packs and 14 motors, turning his EV into a sort of car of Theseus.
Crucially, though, EVs are much simpler, mechanically, than combustion-powered cars, what with the latter’s belts and spark plugs and thousands of moving parts. The car that surrounds a depleted battery pack might be in perfectly good shape to keep on running for thousands of miles to come if the owner were to install a new unit, one that could potentially give the EV more driving range than it had when it was new.
The battery swap is still the domain of serious top-tier DIYers, and not for the mildly interested or faint of heart. But it is a sign of things to come. A market for very affordable used Teslas is booming as owners ditch their cars at any cost to distance themselves from Elon Musk. Old Leafs, Chevy Bolts and other EVs from the 2010s can be had for cheap. The generation of early vehicles that came with an unacceptably low 100 to 150 miles of range would look a lot more enticing if you imagine today’s battery packs swapped into them. The possibility of a like-new old EV will look more and more promising, especially as millions of Americans realize they can no longer afford a new car.