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Among other actions, he overturned an electric vehicle mandate that, well, doesn’t exist.

Ding dong, the electric vehicle “mandate” is dead.
President Donald Trump fulfilled his longtime campaign promise on Monday by functionally ending former President Joe Biden’s tailpipe emissions standards, which had aimed to “accelerate the ongoing transition to a clean vehicles future and tackle the climate crisis.”
As part of his “Unleashing American Energy” executive order, signed Monday night in the Oval Office, Trump specifically demanded the elimination of “the electric vehicle mandate,” ordered a “level regulatory playing field for consumer choice in vehicles,” and directed the termination of “state emission waivers that function to limit sales of gasoline-powered automobiles,” as well as the elimination of “unfair subsidies … that favor EVs.”
Though the finer details of how this will be implemented aren’t clear in the executive order, there has never been an actual electric vehicle mandate. The rules under Biden’s Environmental Protection Agency would have required a gradual reduction in fleetwide average carbon emissions by up to 56% by 2032. To meet that goal, electric vehicles would have needed to make up 35% to 56% of new car sales by 2032, up from 8% in 2024. According to the Biden administration, the rule would have cut more than 7 billion tons of carbon dioxide emissions through 2055, or “roughly equal to four times the emissions of the entire transportation sector in 2021.”
Trump’s executive order also appeared to target the Biden administration’s fuel economy standards. Back in June, the Department of Transportation’s National Highway Traffic Safety Administration issued a rule that raised the fleetwide average fuel economy of passenger cars for model years 2027 through 2031 by 2% each year — that is, to 47 miles per gallon in 2026 and to 50.4 miles per gallon in 2031. (The current average is around 39.1 miles per gallon.)
Republicans overwhelmingly opposed the rules, known as the Corporate Average Fuel Economy, or CAFE Standards, arguing they “effectively mandate EVs while at the same time forcing the internal combustion engine out of the market.” The GOP has insisted that the CAFE Standards should be “market-driven” rather than “limit availability of and access to vehicle and fuel options.” Project 2025, the Heritage Foundation’s playbook for the Trump administration, called for a fuel efficiency standard of 35 mpg.
CAFE Standards have long been a political football between administrations; Trump previously rolled back President Barack Obama’s standards, while Biden’s NHTSA brought even stricter rules.
Monday’s executive order additionally appeared to target the EPA’s waiver for California to set its own emissions standards under the Clean Air Act in its language targeting “state emission waivers that function to limit sales of gasoline-powered automobiles.” Trump previously revoked California’s right to include greenhouse gases in its emissions considerations and barred other states from adopting its criteria. Biden reversed that decision in March 2022, on the grounds that the Trump administration’s withdrawal was based on a flawed interpretation of the Clean Air Act. Since then, California released its Advanced Clean Cars II standard, which 11 other states have adopted and requires all new cars sold by 2035 to be zero-emission.
It had been no secret that the California waiver would be a target of the incoming Trump administration, despite the program being a secret profit center for Tesla and supported by Elon Musk. California has also quietly been working to Trump-proof its standards, reaching an agreement recently with Stellantis (the parent automaker of Chrysler, Jeep, Dodge, and Ram) to comply voluntarily with its electrification mandates through 2030. (As my colleague Matthew Zeitlin has noted, the nationwide EPA rules for tailpipe emission reductions “follow a different model than the California standards,” and are not an electric vehicle mandate.)
By directing the EPA to revoke the California waiver, Trump has started a process that could lead to the Supreme Court. Last month, the Justices declined to consider whether or not California has the right to set its own aggressive tailpipe standards, but if Trump indeed attempts to rescind the waiver, it will likely face further legal challenges.
Taken together, the “Unleashing American Energy” executive order seems designed to deliver on Trump’s frequent campaign attacks on EVs on the 2024 campaign trail, where he argued that “under Biden’s electric vehicle mandate, 40% of all U.S. auto jobs will disappear.” Heatmap’s own investigation found little evidence to suggest that making electric vehicles will result in fewer jobs. Trump’s tune on EVs had changed in recent months, however, as he grew closer to Tesla CEO Elon Musk.
It’s true, also, that executive orders are not the automatic rule of law; many of the policies will face time-consuming new rulemaking processes or legal challenges. More clarity about what the “Unleashing American Energy” order does precisely, and how it will be implemented, will become clear in the weeks and months ahead.
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The spinoff of Lawrence Livermore National Lab has a new 10-point plan to get onto the grid by the 2030s.
One of fusion energy’s newest startups, Inertia Enterprises, is betting that the fastest route to commercial fusion runs through one of the field’s oldest ideas. The company, which raised a $450 million Series A earlier this year, plans to build a power plant based on the laser-driven fusion system pioneered at Lawrence Livermore National Laboratory’s — the only tech yet to have produced more energy from a fusion reaction than it took to initiate it. Now, Inertia has shared its commercialization roadmap exclusively with Heatmap, detailing the 10 near-term capabilities it must demonstrate before this landmark experiment can become a grid-scale power plant by the mid-2030s.
The roadmap offers a route from the national lab’s impressive but commercially impractical fusion demonstrations to an economical power plant capable of producing electricity for the grid. At its core are a set of milestones — mostly aimed at developing cheap, mass-manufacturable components — that Inertia says it must clear before those individual systems can be integrated into a working plant. This road is not necessarily linear, however, as various teams will likely be working on many of these goals simultaneously.
At least the physics of Inertia’s approach are already proven, the startup’s CEO Jeff Lawson told me, pointing to the fusion experiments at Lawrence Livermore’s National Ignition Facility as a proof-of-concept. The lab’s demonstration of net energy gain caps more than six decades and $30 billion (in 2026 dollars) of U.S. fusion research. The remaining challenges, he argued, are all engineering-related, requiring “elbow grease, hard work, and smart people” rather than breakthroughs in fusion science.
"It seems to us like a startup or a commercial company of any variety should be focused on commercializing a proven scientific result, as opposed to actually trying to demonstrate the basic science to begin with," Lawson told me. Basic science, he argues, is better left to national labs and universities, where researchers can pursue "unbounded problems" that don’t align with the expectations and timelines of venture-backed startups.
Indeed, no fusion startup has yet achieved scientific breakeven, the milestone Lawrence Livermore first hit in 2022, and has since repeated numerous times. But leading players such as Commonwealth Fusion Systems and Helion Energy maintain that it’s only a matter of time before they validate the physics behind their own reactor designs, which they claim will be highly cost-competitive.
Lawson, on the other hand, readily acknowledged that Lawrence Livermore’s tech is uneconomical in its current form. His bet is simply that the more predictable path to a commercial reactor is to drive down the cost of the lab’s validated fusion approach, known as inertial confinement. This system relies on high-powered lasers firing at a millimeter-scale pellet of fusion fuel, compressing it to extreme temperatures and pressures until the atoms fuse. Today, the National Ignition Facility makes each individual fusion target by hand, a workable solution given that it only uses about a dozen per year.
That production model, however, isn’t remotely plausible for a grid-scale power plant. Because each fusion reaction lasts just a fraction of a billionth of a second, a commercial facility must fire its lasers at a fresh target about 10 times per second to generate continuous electricity — requiring the production of hundreds of millions of targets each year.
Scaling production to roughly a million pellets per day and making them inexpensive enough for commercial operation without compromising the strength or precision required for fusion ignition is central to Inertia’s roadmap. That includes goals five, seven, eight and nine — industrializing the manufacturing of the carbon shells that hold the fusion fuel, making the thin films that hold those carbon shells both durable and cheap, scaling up and automating fusion target assembly, and speeding up how fast targets are filled with the requisite deuterium-tritium fuel.
The other central focus of the roadmap is the laser system, which will ultimately consist of 1,000 individual units operating in concert to compress and heat the fusion fuel. Key priorities include reducing the system’s cost (goal two), dramatically increasing its firing cadence (goal three), and bolstering its durability to withstand high-intensity operations (goal four). Goal six also complements these efforts, calling for the development of a control system capable of tracking moving fusion targets to precisely align each laser shot.
Goals one and 10 bookend the journey with some broader milestones. The first focuses on increasing the fusion target’s energy gain — the ratio of fusion energy produced to laser energy delivered — to more than 25 times ignition. Today, the National Ignition Facility’s best-performing laser shot has yielded a gain of just over four times what it took to start the reaction. Goal 10 then zooms out to the ultimate objective: integrating all these technologies into a commercially viable power plant that can deliver either electricity or industrial heat to end customers.
To reach that point, Inertia has embarked on an industrial engineering hiring spree, recruiting folks with experience taking complex hardware systems from prototype to mass production, “not unlike the processes that are used in the semiconductor or consumer electronics world,” Lawson explained. The company has been making progress on its component development goals since the beginning of the year, he told me, and expects to announce the successful demonstration of a few of these milestones in the coming months. Lawson ultimately expects Inertia to complete the core components of its laser and target manufacturing systems by the middle of next year.
The team will spend the next two to three years integrating these individual pieces into two fully operational subsystems, a prototype laser system and a target manufacturing line. Around 2030, the company will begin combining those subsystems into a first-of-a-kind fusion power plant, which will also serve as the proving ground for the target chamber, tritium fuel breeding system, and power conversion system that turns fusion heat into electricity. By the middle of the next decade, Inertia aims to be generating power from this first plant, setting the stage for the company to build and connect additional grid-scale commercial power plants.
There are plenty of engineering trade-offs that the company will have to solve for. Take the decision around how to size the target chamber, for example. “If you make it bigger, your walls have an easier time and survive longer, but it’s more expensive. If you make it smaller, your walls have a tougher time because they’re closer to all the heat and energy that the fusion reaction is creating, but now your power plant costs less to build.”
But to Lawson, this represents exactly the type of problem Inertia was built to solve: complex engineering issues that come to the fore once scientists have demonstrated the fundamental physics are sound. He thinks other fusion companies may someday reach this stage, as well — though he’s unwilling to hazard a guess on exactly what approach or startup is best positioned to do so.
“There have been generations of scientists who’ve made their predictions about fusion energy and gotten it wrong,” he told me. “I’m not going to pretend to be smarter than them. All I’m here to say is, just knowing that one did work, we can commercialize it.”