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A conversation with the author of The Cactus Hunters: Desire and Extinction in the Illicit Succulent Trade
It was questionable if we needed a second season of Tiger King — or, let’s be honest, a first season. Regardless, if Netflix ever decides it’s interested in a story that features surprisingly charming criminals, IWT violations, and yes, even possibly murder (but without the tabloid tone and mullets), producers might look in the future to Jared D. Margulies’ delightful debut, The Cactus Hunters: Desire and Extinction in the Illicit Succulent Trade.
Wait, illicit succulent trade? you might be wondering. Oh yes.
From the cliffs of California and the deserts of Brazil to the markets of Seoul and the private greenhouses of Czechia, Margulies follows the extraction and relocation of plants so rare that they might only exist in one valley or mountainside in the world. Weaving in ample philosophy and research about what drives these sorts of obsessions — as well as his personal reflections as he, in turn, is captivated by the lovable, spiky plants — The Cactus Hunters is just the right balance of edgy and academic.
Last week, I caught up with Margulies about the process of researching the book, being mistaken for an undercover cop by his subjects, and the lie that is “the green thumb,” among other topics. Our conversation has been edited and condensed for clarity.
You open The Cactus Hunters with a story about how you were going to study the illegal trade of tiger bones when you came across a story about saguaro cactus rustling that piqued your interest and sent you on this journey. What most stands out to you as the differences between the illegal trade of animals and animal products and the world of illegal cactus trading?
To clarify, I never actually got around to studying the illegal trade in tiger bones. I had encountered it a little bit in my past research on human-wildlife conflicts.
But there are a lot of important differences: One of the things that made the illegal plant trade so interesting to study, compared to illegal trade in animals, is that it receives a lot less attention, so there was just a lot more to learn that people hadn’t already researched. But also, the way that this material and these plants can move around the world — there are so many more options available because of the nature of plants. So if what you’re after is the genetics of the plant, to be able to grow them somewhere else in the world, there’s not just the one plant but there’s the cacti propagate, for instance. Pups. Their seeds. You can make cuttings of plants. None of these things are really available to people interested in illegal trade and animals. That affects supply chains and how these things can move around the world.
Also, because of the lack of attention to illegal plant trade compared to animal trade, the subject is a lot less criminalized. I would argue that my access to informants and research participants was a lot better because it did happen that, every now and then, people thought I was a cop. Or maybe, like, an undercover detective. But usually within pretty short order, they realized that wasn’t the case and I was generally interested in trying to understand their perspectives. I think that it would be a lot harder to develop trust within certain trades that are a lot more heavily criminalized.
Over the course of the book, you encounter the Indiana Jones of plants and the Robin Hood of cacti, among others. Can you talk a little about why these enthusiasts, who clearly care deeply about conservation, sometimes break the law by smuggling seeds or entire cacti out of the places where they naturally grow?
One of the fascinating things that really gripped me was this seeming contradiction, where you have people who are made out as conservation villains by certain actors seeing themselves as unsung conservation heroes. The reason for that is, for a lot of these collectors, they saw their community as really passionate people who wanted to get access to the plants that become objects of their desires. By and large, the people who want these plants aren’t trying to do harm to the species in the world, and they care a lot about them. But they also recognize that in their desire is something fairly insatiable and that people are going to go to lengths to get the plant that they have to go to.
For a lot of these collectors, they might see engaging in a kind of illegal activity as still a socially acceptable behavior, if it meant it got material out into the world in a way that people might want it. And the goal there, the long-term goal, is to try to reduce demand on wild harvesting of plants and wild populations. If you get a little bit of material out into the communities that delight in these plants, then you can start grafting them, propagating them, growing them from seed, and, in theory, get that material out into the world.
I wanted to take that perspective seriously. It’s a hard thing to study empirically and so it was important for me to try to be open to a really diverse set of opinions about the right way to do conservation.
You leave most of the sources in the book, including those working within the law, anonymous. Why did you make that decision?
The really short answer is, I was part of a larger research project called BIOSEC, which was run by Professor Rosaleen Duffy at the University of Sheffield in the Department of Politics and International Relations, and we were using a fairly symmetrical ethics approval process, or what in the U.S. we would call an institutional review board approval. Because a number of us were studying illicit economies, in order to ensure research-subject protection and anonymity and security, we were required to make all of our sources anonymous.
But this caused some issues because, on the one hand, it meant that everyone in the book is anonymous, even if they’re people who are law enforcement officials or botanists who would have probably really enjoyed having their names in the book. I regret that.
Most interesting, though, were the number of collectors who were mad at me because they’re also anonymous. One of the reasons for that was they saw anonymity as being suggestive of wrongdoing and for a lot of these people, they don’t feel like what they’re doing is wrong, necessarily, even if it’s against the law. They wanted their story told. I think one of the reasons I had good access to the kinds of interlocutors I had was because they felt like I was providing a space for them to get their version of the story out into the world.
You were asked to be an expert witness in a case against a South Korean smuggler who took thousands of plants from the California coast. How do you navigate moments like this, when your position as an illicit trade researcher is perhaps in tension with your own ethical code?
This was a really difficult decision for me, and I write about this. I went back and forth about whether or not to serve as an expert witness, which in this case just required writing a statement. I never had to go to court or, you know, be on a witness stand — thank goodness. But I go back and forth about if I would do it again.
I think that in the end, I chose to do it because I realized that my testimony would only serve to probably reduce the sentence that this person was facing. And I don’t say that because I think that what they were doing was okay. It was really bad and really harmful to this species of plant. I just don’t think that criminalization and incarceration actually do rehabilitative work or serve much function. It costs us a lot of money as taxpayers and causes harm.
It was complicated; I guess that’s how I would leave it. I debated whether or not to include [the story] in the book but I felt like, in the end, it would be wrong not to include it. I think that if people eventually found out I had served in that capacity, they might felt like I was trying to not disclose something. But yeah, I have some ambiguous feelings about it. In the end, what I was asked to actually do was very limited: I was just asked to put a value on these plants. But as I wrote in my letter to the judge, that value in monetary terms is such an arbitrary thing. The price of those plants has declined precipitously since I wrote that, and it had already gone down a lot since the person who sold them stole them. How interesting, though, that the court of law — at least in the United States — in order to assess the damage done to the state, it had to be valued in monetary terms.
I really liked the inclusion of the story. It’s interesting for a researcher of illicit and illegal trade to all of a sudden be dragged into the concrete legal system, and have it, you know, ask something of you.
Sometimes academics are hard on ourselves in that we think we put in all this work and do all this writing and no one actually reads it. And that’s not true. People do read your work when you publish it and you should think about who those people might be. They might be district attorneys for the state of California. People will use your work, and you should think from the outset about what the social implications of that might be. It was a big lesson for me.
At the end of the book, you write that your experiences in the cactus and succulent community have left you with hope that meaningful change is possible “not through the repressions of desire but through its celebration.” After spending so much time among people that some might call poachers, what makes you optimistic?
We have so many examples from other illicit economies where prohibition doesn’t work. I am concerned by a tendency to move in that direction. Given that we’re talking about plants — you know, as far as we know, this conversation could be different in 50 years — but we’re not having to really think about the welfare issues of, say, illegal trade in animals. There are pragmatic solutions to these problems. This material could get out into the world so that people who want these plants can get it in a way that doesn’t harm wild-growing species.
There’s still a ways to go in working through regulatory conventions to support those efforts. And importantly, in doing so, supporting the people who should have the most support, which I would argue are the communities in places in the world that have lived with these plants the longest.
I see hopeful promise in this, and I saw a whole lot of love. I really did. I saw a lot of love between people and plants, and what that can do for people in moving into developing more careful relations with plants and other species. I don’t have a large collection of cacti and succulents, but I do have some, and I have like a cactus right now that’s in flower. Do you want to see it?
Yes!
This is where I think it’s fun, to think about what plants can teach us—
Oh, it’s gorgeous!
This is a Mammillaria laui. Named for Alfred Lau, who I write about in one of the chapters of the book — a German who lived in Mexico, who has a lot of different species named after him. This is Mammillaria laui, subspecies subducta. It’s got this gorgeous crown of pink flowers.
I love having these plants. Specifically, I’ve started a small collection of plants that are associated with particular people that I wrote about, or that I thought about. Bringing some of that social history to our plants, I think, is a really nice thing that people can do. Learn about where our plants come from and the histories of how they got to where we are.
That’s kind of what set me off on this whole journey, anyway. I think there’s a lot of opportunity for thinking thoughtfully about the place of these plants in the world and how they travel and maybe, hopefully, that can help move us towards a more ethical kind of relation.
Are you worried now that once you collect all of the plants that are connected to your book, you’ll throw your whole collection out?
I don’t think I have a strong collector tendency, per se. I have been accused of being a low-key hoarder before. I’m excited to think about how I’m going to slowly develop a collection over time. Yeah, but your reference — the worst thing that can happen to a collector is completing a collection. Freud wrote about this in the context of completing his collection of statues and dying days later. This one collector who I went to see, I thought I was going to see a giant greenhouse of cacti, but I found a bunch of Mexican chili plants. Because he’d just tossed [the cacti collection] off, he was done with it. I don’t see myself going down that road but one never knows.
For someone reading this interview who might be interested in collecting, where would you say to start?
We need to get over this idea that cacti and succulent plants are great house plants because they don’t require any care. It’s not true. Everyone I know who’s had a succulent has killed it very quickly.
I killed mine.
Yeah, if you just throw a succulent on, like, a north-facing windowsill, it’s not going to do well, especially if you ignore it.
Also, get over the idea that there are natural people in the world with a green thumb — I think that is also nonsense. We just need to spend time learning about what these plants need. One of the ways you can do that is by paying attention to them.
In terms of obtaining material — you know, so much plant material can also just be found for free, gifted from friends or colleagues or the community. A lot of collector clubs, like, say, the Cactus and Succulent Society of America here in the U.S., I believe may even send you free seeds of cacti, and stuff like that.
The thing that I want to start doing is trying to grow cacti from seed. They’re slow-growing plants but I think it’d be really fun to actually watch that process unfold. And it’s quite easy to obtain seeds for a lot of these plants. Just, you know, be careful where you’re buying stuff from. Reputable nurseries are a good source. But be wary of buying from unknown people on the internet. That might be where people start to get into trouble.
Is there anything I haven’t asked you about that you’d like to let me know about your book or your experience writing it before I let you go?
I’m not too prescriptive at the end of the book about what I think the answer is. Some people may find that frustrating, like, “Oh, but you didn’t tell us like what should we do” or “What’s the right response?” One of the reasons for that was I just wanted to let people develop some of their own thoughts about this. But also it’s because the work isn’t done.
I’m developing some work right now dealing with illegal succulent trade in South Africa with some colleagues, both in South Korea but also in South Africa. I’m doing a new project on illicit Venus flytrap harvesting and the carnivorous plant trade. I’m trying to continue the process of thinking and learning with plants. But the work continues.
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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.