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You can take advantage of rising inventory.

First of all, I want everyone to just take a deep breath and calm down.
Despite data that indicates much slower sales than many anticipated, the American electric vehicle market is not collapsing before it ever really took off. EVs are not failed experiments, public and private investments into battery plants and public chargers are not about to evaporate, and we are not collectively doomed to be driving coal-rolling trucks for lack of a better option until we’ve extinguished most non-cockroach life on this planet.
Three things are true, however. The first is that EVs remain expensive like any new technology, and while that means they aren’t flying off dealer lots in record time, sales are still growing fast — including globally. The second is that Tesla is still posting record revenues and huge sales. Its rapid-fire price cuts have paid off handsomely; the Model 3 and Model Y are lapping everyone else in the EV race because they’re screaming deals. That fact alone has me not worried about declining EV demand.
The third thing is that now may actually be a good time to buy an EV, if you know where to look.
Do you feel better now?
EV adoption remains a long-term (though increasingly difficult) goal for many automakers. More EVs are coming and prices are expected to drop over time as the technology develops and batteries are built stateside. But while immediate action is needed on multiple fronts to reduce carbon emissions, it’s tough to ask many families to spend $60,000 on a Hyundai in this economy. And EVs piling up at car dealerships reflects this trend, but it doesn’t reflect a lack of interest, experts told me.
“I don't think that's fair to say no one wants EVs,” said Brian Moody, the executive editor of Cox Automotive, the research firm that sounded the alarm about EV inventory increasing. “I don't think that's accurate.”
Moody added, “One thing that we see is that about 50% of shoppers say they're open to the idea of getting an electric car, so that's a pretty good number and that probably bodes well for the future. But that doesn't necessarily translate to sales tomorrow.”
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Cox Automotive’s data indicates U.S. car dealers had a more than 100-day supply of EVs on their lots on average by the end of June — 60 days is considered healthy — and the average EV lists for $63,486. So at a time when interest rates are high and car buyers’ budgets are squeezed, Moody said they may find a $36,000 Hyundai Sonata Hybrid more appealing than a $50,000 fully electric Hyundai Ioniq 6. “I think the good thing about EVs today is they provide consumers a choice,” he said.
Tom McParland has firsthand experience helping buyers to navigate these choices. He runs a consulting service that helps people purchase cars and contributes car-buying advice columns to publications like Jalopnik. (Full Disclosure: I was previously editor-in-chief of that site, where he was one of our contributors.) His service helps about 20 to 30 people a month to buy a car.
McParland said that last year, he was turning away customers who wanted to buy a Ford F-150 Lightning or a Mustang Mach-E because there were none to be found or because dealer markups were so extraordinarily high.
Now, he’s seen a “mixed bag” lately when it comes to EVs: “If I look at how many of my clients in 2023 are requesting EVs or plug-in [hybrids], there’s definitely an uptick overall compared to last year,” he said. However, “as soon as the tax credit rules changed, I saw a big dropoff in the level of interest for those cars,” he said. “Nobody was asking me for Ioniq 5s,” he added, referring to Hyundai’s cyberpunk-looking Model Y competitor.
For a few months at the start of the year, nearly every EV qualified for generous tax breaks. But by spring, only North American-built cars with North American-built batteries could get the incentives, excluding options from Kia, Hyundai, Volvo, BMW, Toyota, and others. And while car dealers don’t want those cars taking up space on lots forever, there’s only so much they can do — or are willing to do, McParland said.
“Dealers can only go so deep until the math no longer makes sense,” he said. “They are not going to discount that car 20% and lose 50% on the back end just to move it.” Also, while a kind of loophole allows more brands to qualify for tax breaks if they’re leased, McParland said he’s a bit skeptical that this always equals a good deal because the price cuts are baked into a lower residual value at the end of your term.
But it’s not that buyers aren’t willing to go green at all. To Moody’s point about hybrids, McParland said he’s seen a huge spike in buyer interest in those cars this year.
“If somebody comes to me looking for a Honda, they don't care about a gas Honda,” he said. “They want an Accord Hybrid, or they want a CR-V hybrid. Because the price delta between the gas and the hybrid version is not much.”
That’s a net positive for the planet. Hybrid cars are still a remarkable tool for reducing emissions right now in ways that may be easier to live with until a more robust EV charging network gets built out. Having said that, McParland told me to forget about deals on hybrid cars. “There’s no deals there because the demand is so high,” he said.
So where can you get deals on a green car right now, especially one that doesn’t use gasoline at all?
Some cursory hunting revealed a number of 2022 model-year EVs that are still “new” cars — maybe they’ve been at the dealership that long and just have a few hundred or thousand miles on them — and are going for almost fire-sale prices. Take this 2022 Hyundai Ioniq 5 with just 2,562 miles for a very tempting $40,000 even (about $6,000 to $10,000 off the average price.) Or this Kia EV6 with 7,353 miles and a $37,991 price tag. I’d seen a few examples recently of the Mustang Mach-E that also fit that bill.
There’s also still the Chevrolet Bolt, which is soon to be discontinued and has some outdated charging tech but is going out with a mid-$20,000 fire-sale bang. Not only are they eligible for the full $7,500 tax credit, but some states are giving extra incentives. In Colorado, for instance, you might be able to pick up one of the last new Bolts for around $15,000 after all the tax credits kick in.
On the manufacturer's side, Ford slashed the prices of the F-150 Lightning pickup (after raising them this year amid supply chain issues) by up to $10,000 this week, leaving the base Lightning Pro at $51,990. Now, that’s still more expensive than it was a year ago, but hey, a deal’s a deal. (It’s also eligible for the full $7,500 tax credit.)
McParland added that he’s seen some more aggressive deals on BMW and Mercedes-Benz’s electric models as part of their summer sales events as well. One reason might be that neither automaker has any fully electric car that qualifies for a U.S. tax credit at the moment. (For the record, I’m a fan of BMW’s i4 electric sport sedan, and other people seem to be too; BMW’s actually doing very well on the EV sales front this year.)
“We're seeing some manufacturer incentives… more so on the higher end of the market,” McParland said. So maybe not great news if you want a commuter on a budget, but not bad if you can stand to treat yourself a bit.
And there’s always Tesla. While McParland said some of his customers have been turned off by the CEO’s recent antics or just want some variety — “People have come to me, and this is the exact conversation. I want EV but I don't want to buy a Tesla, that sort of thing,” he said — the fact is that the cars’ specs are still among the best out there. So are the deals. Between Tesla’s own price cuts and the EV tax incentives, these are hot sellers for good reason right now. “And you’ve got people looking into used ones now that there are so many out there,” McParland said.
Moody added that there are other ways to save on EV ownership besides just the car, too. Many manufacturers offer deals on home chargers or are throwing them in for free. There are also state and federal tax incentives to help cover the cost of charging. “I would not just call a place someplace up and buy [a charger,]” he said. “I would do a lot of research and see if I could get one for free or at a discounted rate.”
Finally, McParland said patience may be a virtue as the year goes on and new model-year cars hit dealerships. That’s when they get more aggressive at moving the older stuff.
“My prediction is that as we start to get closer to the fall, the deals might even get better than they are now,” he said. “I think we're still in the early stages of this ‘too much inventory’ situation.”
America is past the “early adopter” stage of EVs, when people were evangelizing gas-free cars but had few choices and terrible options for living with them. But we’re not in the critical mass stage, either. Getting to that point could take a number of years; transitioning to zero-emission transportation was never going to happen overnight, even if we need it to.
In the meantime, if you see EV ownership in your future, be on the lookout for great deals as much as you are for public chargers near your place.
Read more about EVs:
Tesla Is Still Winning the EV Race
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In practice, direct lithium extraction doesn’t quite make sense, but 2026 could its critical year.
Lithium isn’t like most minerals.
Unlike other battery metals such as nickel, cobalt, and manganese, which are mined from hard-rock ores using drills and explosives, the majority of the world’s lithium resources are found in underground reservoirs of extremely salty water, known as brine. And while hard-rock mining does play a major role in lithium extraction — the majority of the world’s actual production still comes from rocks — brine mining is usually significantly cheaper, and is thus highly attractive wherever it’s geographically feasible.
Reaching that brine and extracting that lithium — so integral to grid-scale energy storage and electric vehicles alike — is typically slow, inefficient, and environmentally taxing. This year, however, could represent a critical juncture for a novel process known as Direct Lithium Extraction, or DLE, which promises to be faster, cleaner, and capable of unlocking lithium across a wider range of geographies.
The traditional method of separating lithium from brine is straightforward but time-consuming. Essentially, the liquid is pumped through a series of vast, vividly colored solar evaporation ponds that gradually concentrate the mineral over the course of more than a year.
It works, but by the time the lithium is extracted, refined, and ready for market, both the demand and the price may have shifted significantly, as evidenced by the dramatic rise and collapse of lithium prices over the past five years. And while evaporation ponds are well-suited to the arid deserts of Chile and Argentina where they’re most common, the geology, brine chemistry, and climate of the U.S. regions with the best reserves are generally not amenable to this approach. Not to mention the ponds require a humongous land footprint, raising questions about land use and ecological degradation.
DLE forgoes these expansive pools, instead pulling lithium-rich brine into a processing unit, where some combination of chemicals, sorbents, or membranes isolate and extricate the lithium before the remaining brine gets injected back underground. This process can produce battery-grade lithium in a matter of hours or days, without the need to transport concentrated brine to separate processing facilities.
This tech has been studied for decades, but aside from a few Chinese producers using it in combination with evaporation ponds, it’s largely remained stuck in the research and development stage. Now, several DLE companies are looking to build their first commercial plants in 2026, aiming to prove that their methods can work at scale, no evaporation ponds needed.
“I do think this is the year where DLE starts getting more and more relevant,” Federico Gay, a principal lithium analyst at Benchmark Mineral Intelligence, told me.
Standard Lithium, in partnership with oil and gas major Equinor, aims to break ground this year on its first commercial facility in Arkansas’s lithium-rich Smackover Formation, while the startup Lilac Solution also plans to commence construction on a commercial plant at Utah’s Great Salt Lake. Mining giant Rio Tinto is progressing with plans to build a commercial DLE facility in Argentina, which is already home to one commercial DLE plant — the first outside of China. That facility is run by the French mining company Eramet, which plans to ramp production to full capacity this year.
If “prices are positive” for lithium, Gay said, he expects that the industry will also start to see mergers and acquisitions this year among technology providers and larger corporations such as mining giants or oil and gas majors, as “some of the big players will try locking in or buying technology to potentially produce from the resources they own.” Indeed, ExxonMobil and Occidental Petroleum are already developing DLE projects, while major automakers have invested, too.
But that looming question of lithium prices — and what it means for DLE’s viability — is no small thing. When EV and battery storage demand boomed at the start of the decade, lithium prices climbed roughly 10-fold through 2022 before plunging as producers aggressively ramped output, flooding the market just as EV demand cooled. And while prices have lately started to tick upward again, there’s no telling whether the trend will continue.
“Everyone seems to have settled on a consensus view that $20,000 a tonne is where the market’s really going to be unleashed,” Joe Arencibia, president of the DLE startup Summit Nanotech, told me, referring to the lithium extraction market in all of its forms — hard rock mining, traditional brine, and DLE. “As far as we’re concerned, a market with $14,000, $15,000 a tonne is fine and dandy for us.”
Lilac Solutions, the most prominent startup in the DLE space, expects that its initial Utah project — which will produce a relatively humble 5,000 metric tons of lithium per year — will be profitable even if lithium prices hit last year’s low of $8,300 per metric ton. That’s according to the company’s CEO Raef Sully, who also told me that because Utah’s reserves are much lower grade than South America’s, Lilac could produce lithium for a mere $3,000 to $3,500 in Chile if it scaled production to 15,000 or 20,000 metric tons per year.
What sets Lilac apart from other DLE projects is its approach to separating lithium from brine. Most companies are pursuing adsorption-based processes, in which lithium ions bind to an aluminum-based sorbent, which removes them from surrounding impurities. But stripping the lithium from the sorbent generally requires a good deal of freshwater, which is not ideal given that many lithium-rich regions are parched deserts.
Lilac’s tech relies on an ion-exchange process in which small ceramic beads selectively capture lithium ions from the brine in their crystalline structure, swapping them for hydrogen ions. “The crystal structure seems to have a really strong attraction to lithium and nothing else,” Sully told me. Acid then releases the concentrated lithium. When compared with adsorption-based tech, he explained, this method demands far fewer materials and is “much more selective for lithium ions versus other ions,” making the result purer and thus cheaper to process into a battery-grade material.
Because adsorption-based DLE is already operating commercially and ion-exchange isn’t, Lilac has much to prove with its first commercial facility, which is expected to finalize funding and begin construction by the middle of this year.
Sully estimates that Lilac will need to raise around $250 million to build its first commercial facility, which has already been delayed due to the price slump. The company’s former CEO and current CTO Dave Snydacker told me in 2023 that he expected to commence commercial operations by the end of 2024, whereas now the company plans to bring its Utah plant online at the end of 2027 or early 2028.
“Two years ago, with where the market was, nobody was going to look at that investment,” Sully explained, referring to its commercial plant. Investors, he said, were waiting to see what remained after the market bottomed out, which it now seems to have done. Lilac is still standing, and while there haven’t yet been any public announcements regarding project funding, Sully told me he’s confident that the money will come together in time to break ground in mid-2026.
It also doesn’t hurt that lithium prices have been on the rise for a few months, currently hovering around $20,000 per tonne. Gay thinks prices are likely to stabilize somewhere in this range, as stakeholders who have weathered the volatility now have a better understanding of the market.
At that price, hard rock mining would be a feasible option, though still more expensive than traditional evaporation ponds and far above what DLE producers are forecasting. And while some mines operated at a loss or mothballed their operations during the past few years, Gay thinks that even if prices stabilize, hard-rock mines will continue to be the dominant source of lithium for the foreseeable future due to sustained global investment across Africa, Brazil, Australia, and parts of Asia. The price may be steeper, but the infrastructure is also well-established and the economics are well-understood.
“I’m optimistic and bullish about DLE, but probably it won’t have the impact that it was thought about two or three years ago,” Gay told me, as the hype has died down and prices have cooled from their record high of around $80,000 per tonne. By 2040, Benchmark forecasts that DLE will make up 15% to 20% of the lithium market, with evaporation ponds continuing to be a larger contributor for the next decade or so, primarily due to the high upfront costs of DLE projects and the time required for them to reach economies of scale.
On average, Benchmark predicts that this tech will wind up in “the high end of the second quartile” of the cost curve, making DLE projects a lower mid-cost option. “So it’s good — not great, good. But we’ll have some DLE projects in the first quartile as well, so competing with very good evaporation assets,” Gay told me.
Unsurprisingly, the technology companies themselves are more bullish on their approach. Even though Arencibia predicts that evaporation ponds will continue to be about 25% cheaper, he thinks that “the majority of future brine projects will be DLE,” and that DLE will represent 25% or more of the future lithium market.
That forecast comes in large part because Chile — the world’s largest producer of lithium from brine — has stated in its National Lithium Strategy that all new projects should have an “obligatory requirement” to use novel, less ecologically disruptive production methods. Other nations with significant but yet-to-be exploited lithium brine resources, such as Bolivia, could follow suit.
Sully is even more optimistic, predicting that as lithium demand grows from about 1.5 million metric tons per year to around 3.5 million metric tons by 2035, the majority of that growth will come from DLE. “I honestly believe that there will be no more hard rock mines built in Australia or the U.S.,” he said, telling me that in ten years time, half of our lithium supply could “easily” come from DLE.
As a number of major projects break ground this year and the big players start consolidating, we’ll begin to get a sense of whose projections are most realistic. But it won’t be until some of these projects ramp up commercial production in the 2028 to 2030 timeframe that DLE’s market potential will really crystalize.
“If you’re not a very large player at the moment, I think it’s very difficult for you to proceed,” Sully told me, reflecting on how lithium’s price shocks have rocked the industry. Even with lithium prices ticking precariously upwards now, the industry is preparing for at least some level of continued volatility and uncertainty.
“Long term, who knows what [prices are] going to be,” Sully said. “I’ve given up trying to predict.”
A chat with CleanCapital founder Jon Powers.
This week’s conversation is with Jon Powers, founder of the investment firm CleanCapital. I reached out to Powers because I wanted to get a better understanding of how renewable energy investments were shifting one year into the Trump administration. What followed was a candid, detailed look inside the thinking of how the big money in cleantech actually views Trump’s war on renewable energy permitting.
The following conversation was lightly edited for clarity.
Alright, so let’s start off with a big question: How do investors in clean energy view Trump’s permitting freeze?
So, let’s take a step back. Look at the trend over the last decade. The industry’s boomed, manufacturing jobs are happening, the labor force has grown, investments are coming.
We [Clean Capital] are backed by infrastructure life insurance money. It’s money that wasn’t in this market 10 years ago. It’s there because these are long-term infrastructure assets. They see the opportunity. What are they looking for? Certainty. If somebody takes your life insurance money, and they invest it, they want to know it’s going to be there in 20 years in case they need to pay it out. These are really great assets – they’re paying for electricity, the panels hold up, etcetera.
With investors, the more you can manage that risk, the more capital there is out there and the better cost of capital there is for the project. If I was taking high cost private equity money to fund a project, you have to pay for the equipment and the cost of the financing. The more you can bring down the cost of financing – which has happened over the last decade – the cheaper the power can be on the back-end. You can use cheaper money to build.
Once you get that type of capital, you need certainty. That certainty had developed. The election of President Trump threw that into a little bit of disarray. We’re seeing that being implemented today, and they’re doing everything they can to throw wrenches into the growth of what we’ve been doing. They passed the bill affecting the tax credits, and the work they’re doing on permitting to slow roll projects, all of that uncertainty is damaging the projects and more importantly costs everyone down the road by raising the cost of electricity, in turn making projects more expensive in the first place. It’s not a nice recipe for people buying electricity.
But in September, I went to the RE+ conference in California – I thought that was going to be a funeral march but it wasn’t. People were saying, Now we have to shift and adjust. This is a huge industry. How do we get those adjustments and move forward?
Investors looked at it the same way. Yes, how will things like permitting affect the timeline of getting to build? But the fundamentals of supply and demand haven’t changed and in fact are working more in favor of us than before, so we’re figuring out where to invest on that potential. Also, yes federal is key, but state permitting is crucial. When you’re talking about distributed generation going out of a facility next to a data center, or a Wal-Mart, or an Amazon warehouse, that demand very much still exists and projects are being built in that middle market today.
What you’re seeing is a recalibration of risk among investors to understand where we put our money today. And we’re seeing some international money pulling back, and it all comes back to that concept of certainty.
To what extent does the international money moving out of the U.S. have to do with what Trump has done to offshore wind? Is that trade policy? Help us understand why that is happening.
I think it’s not trade policy, per se. Maybe that’s happening on the technology side. But what I’m talking about is money going into infrastructure and assets – for a couple of years, we were one of the hottest places to invest.
Think about a European pension fund who is taking money from a country in Europe and wanting to invest it somewhere they’ll get their money back. That type of capital has definitely been re-evaluating where they’ll put their money, and parallel, some of the larger utility players are starting to re-evaluate or even back out of projects because they’re concerned about questions around large-scale utility solar development, specifically.
Taking a step back to something else you said about federal permitting not being as crucial as state permitting–
That’s about the size of the project. Huge utility projects may still need federal approvals for transmission.
Okay. But when it comes to the trendline on community relations and social conflict, are we seeing renewable energy permitting risk increase in the U.S.? Decrease? Stay the same?
That has less to do with the administration but more of a well-structured fossil fuel campaign. Anti-climate, very dark money. I am not an expert on where the money comes from, but folks have tried to map that out. Now you’re even seeing local communities pass stuff like no energy storage [ordinances].
What’s interesting is that in those communities, we as an industry are not really present providing facts to counter this. That’s very frustrating for folks. We’re seeing these pass and honestly asking, Who was there?
Is the federal permitting freeze impacting investment too?
Definitely.
It’s not like you put money into a project all at once, right? It happens in these chunks. Let’s say there’s 10 steps for investing in a project. A little bit of money at step one, more money at step two, and it gradually gets more until you build the project. The middle area – permitting, getting approval from utilities – is really critical to the investments. So you’re seeing a little bit of a pause in when and how we make investments, because we sometimes don’t know if we’ll make it to, say, step six.
I actually think we’ll see the most impact from this in data center costs.
Can you explain that a bit more for me?
Look at northern Virginia for a second. There wasn’t a lot of new electricity added to that market but you all of the sudden upped demand for electricity by 20 percent. We’re literally seeing today all these utilities putting in rate hikes for consumers because it is literally a supply-demand question. If you can’t build new supply, it's going to be consumers paying for it, and even if you could build a new natural gas plant – at minimum that will happen four-to-six years from now. So over the next four years, we’ll see costs go up.
We’re building projects today that we invested in two years ago. That policy landscape we invested in two years ago hasn’t changed from what we invested into. But the policy landscape then changed dramatically.
If you wipe out half of what was coming in, there’s nothing backfilling that.
Plus more on the week’s biggest renewables fights.
Shelby County, Indiana – A large data center was rejected late Wednesday southeast of Indianapolis, as the takedown of a major Google campus last year continues to reverberate in the area.
Dane County, Wisconsin – Heading northwest, the QTS data center in DeForest we’ve been tracking is broiling into a major conflict, after activists uncovered controversial emails between the village’s president and the company.
White Pine County, Nevada – The Trump administration is finally moving a little bit of renewable energy infrastructure through the permitting process. Or at least, that’s what it looks like.
Mineral County, Nevada – Meanwhile, the BLM actually did approve a solar project on federal lands while we were gone: the Libra energy facility in southwest Nevada.
Hancock County, Ohio – Ohio’s legal system appears friendly for solar development right now, as another utility-scale project’s permits were upheld by the state Supreme Court.