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The new rules are complicated. Here’s how to make sense of them if you’re shopping for an electric vehicle.

The Department of Treasury published new rules last year that will determine which new electric vehicles, purchased for personal use, will qualify for a $7,500 tax credit. They went into effect on April 18, 2023, and last for the next decade or so.
These new tax credit rules are complicated. The list of cars that qualify for the new tax credit can change from year to year — and even month to month. Many buyers in the EV market might have a few questions, including: Should I buy that new car now, or should I wait? Which cars qualify for the current tax credit, and which ones will earn the new one?
This is Heatmap’s guide to the new tax credit, why it matters, and what to keep in mind as you go EV shopping.
If you’re an ordinary American buying a brand-new EV to run errands and pick up the kids, these new rules apply to you. They will determine which cars you can get a federally funded discount on.
If you’re not buying a new car for personal use — because you’re getting it for your business, say, or because you’re buying a used EV — these new rules don’t apply to you. But you may qualify for other new subsidies. We get into those below.
And even if you are in that first category, you may discover it’s much cheaper to lease a new EV instead of buying it outright. We get into why below, too.
They completely change how the United States approaches the EV industry.
During the Bush and Obama administrations, the U.S. was focused mostly on getting automakers to begin to experiment with EVs. So it discounted the first 200,000 or so electric vehicles that each manufacturer sold by up to $7,500. If a company had cumulatively sold more than that number over time, as Tesla and General Motors eventually did, then the discount expired. By 2022, that had led to a peculiar situation where foreign automakers, such as Hyundai, could use the subsidy, while some of the largest American automakers couldn’t.
Now, U.S. policy is focused on two goals: (1) building up a domestic supply chain for EVs and (2) getting more EVs on the road. So the tax break is completely uncapped — any automaker can use it as many times as possible if they meet the criteria.
But many new requirements apply: Only cars that undergo final assembly in North America will qualify for any of the tax credit. Then, cars with a battery that was more than 50% made in North America will qualify for a $3,750 subsidy. And cars where at least 40% of the “critical minerals” used come from the U.S. or a country with whom we have a free-trade agreement will qualify for another $3,750 subsidy.
Those percentage-based requirements will ramp up over time. By 2029, for instance, 100% of a car’s battery and battery components must be made in North America.
Because Congress said so. The Inflation Reduction Act, which Democratic majorities in the House and Senate passed last year, mandated this change to the EV tax credit as part of its broad expansion of American climate policy.
Initially, fewer EVs will receive a subsidy under the new rules, Biden officials say. On a press call with reporters, a senior Treasury official argued that more cars will eventually qualify under the new rules than qualified under the old ones.
This year, at least 15 car or light trucks will receive some or all of the credit. Only some of those vehicles will qualify for the full $7,500 tax credit; some will qualify for a partial $3,750 tax credit. Here is the full list of qualifying models, along with the amount of the tax credit that they will earn:
• Audi Q5 TFSI e Quattro PHEV ($3,750)
• Cadillac LYRIQ ($7,500)
• Chevrolet Bolt ($7,500)
• Chevrolet Bolt EUV ($7,500)
• Chrysler Pacifica PHEV ($7,500)
• Ford Escape Plug-in Hybrid ($3,750)
• Ford F-150 Lightning, Standard & Extended Range ($7,500)
• Jeep Wrangler PHEV 4xe ($3,750)
• Jeep Grand Cherokee PHEV 4xe ($3,750)
• Lincoln Corsair Grand Touring ($3,750)
• Rivian R1S, Dual Large & Quad Large ($3,750)
• Rivian R1T, Dual Large, Dual Max, & Quad Large ($3,750)
• Tesla Model X Long Range ($7,500)
• Tesla Model 3 Performance ($7,500)
• Tesla Model 3 Long Range AWD ($3,500)
• Tesla Model Y AWD, Rear-Wheel Drive, & Performance ($7,500)
• Volkswagen ID.4 AWD PRO, PRO, S, & Standard ($7,500)
Some vehicles that earned the full tax credit in 2023, such as the Ford Mustang Mach E, don’t qualify for any benefit as of January 2, 2024.
Yes. A few examples: The Hummer EV, which costs more than $110,000 a piece, won’t qualify for either the new or old tax credit — it’s too expensive. And the Polestar 2 won’t qualify because it’s assembled in China.
Yes. Starting this year, the U.S. is preventing cars that receive too much manufacturing input from a “foreign entity of concern” — that is, China — from qualifying for any of the tax credit. This has reduced the number of vehicles that qualify for the $7,500 bonus.
This year, the government will also allow buyers to refund their EV tax credit at the dealership. That means buyers can now get up to a $7,500 discount at the moment when they buy their car instead of waiting until they file their taxes in the following year.
Yes. A married couple must have an adjusted gross income of less than $300,000 a year, and a single filer must have an AGI of less than $150,000 a year, to qualify for any aspect of the subsidy. A head-of-household must have an income of less than $225,000 a year.
Yes. Under the proposed rule, cars must have an MSRP below $55,000 to qualify for the credit. Vans, pickup trucks, and SUVs must have an MSRP below $80,000.
Yes. The Inflation Reduction Act also included a new $7,500 tax credit for EVs used for any commercial purpose. The Treasury Department is expected to interpret that provision to cover leasing, but it hasn’t announced the guidelines for that rule yet, so we don’t know for sure.
But the provision will probably tilt new EV drivers toward leasing their car rather than buying it outright, because the dealer should — emphasis on should — offer relative discounts on leasing vehicles as compared to buying them.
Yes. There’s also a new $4,000 tax credit for buying a used EV that costs $25,000 or less. It went into effect on January 1, 2023, so you can go ahead and use it today.
But note that it has even stricter income limits: Married couples can only take advantage of it if they make $150,000 or less, and other filers if they make $75,000 or less.
Here’s the list of cars that qualified for the $7,500 tax credit before April 18, 2023, according to the Department of Energy.
• Audi Q5 TFSI e Quattro (PHEV)
• BMW 330e *
• BMW X5 xDrive45e**
• Cadillac Lyriq
• Chevrolet Bolt
• Chevrolet Bolt EUV
• Chevrolet Silverado EV
• Chrysler Pacifica PHEV
• Ford E-Transit
• Ford Escape Plug-In Hybrid *
• Ford F-150 Lightning
• Ford Mustang Mach-E
• Genesis Electrified GV70
• Jeep Grand Cherokee 4xe
• Jeep Wrangler 4xe
• Lincoln Aviator Grand Touring *
• Lincoln Corsair Grand Touring *
• Nissan Leaf
• Nissan Leaf (S, SL, SV, and Plus models)
• Rivian R1S
• Rivian R1T
• Tesla Model 3 Long Range
• Tesla Model 3 Performance
• Tesla Model 3 RWD
• Tesla Model Y All-Wheel Drive
• Tesla Model Y Long Range
• Tesla Model Y Performance
• Volkswagen ID.4
• Volkswagen ID.4 AWD, Pro, and S models
• Volvo S60 PHEV *
• Volvo S60 Extended Range
• Volvo S60 T8 Recharge (Extended Range)
* These cars don’t qualify for the full $7,500 subsidy, although they all receive at least a $5,400 tax credit.
** Only some BMW X5 xDrive45e vehicles qualify — it depends where the car was made. Check the VIN or ask the dealership to confirm it was made in North America before buying.
This story was originally published on March 31, 2023. It was last updated on March 5, 2024, at 10:00 a.m. ET.
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The administration reinstated previously awarded grants worth up to $1.2 billion total.
The Department of Energy is allowing the Direct Air Capture hub program created by the Biden administration to move forward, according to a list the department submitted to Congress on Wednesday.
The program awarded up to $1.2 billion to two projects — Occidental Petroleum’s South Texas DAC Hub, and Climeworks and Heirloom’s joint Project Cypress in Louisiana — both of which appeared on a list of nearly 2,000 grants that have passed the agency’s previously announced review of Biden-era awards.
This fate was far from certain. The DAC Hubs program originally awarded 21 projects, most of them smaller in scale or earlier in development than the Louisiana and Texas hubs. The DOE terminated 10 of those awards last October. A few days after the news of the cancellations broke, the Louisiana and Texas hubs both appeared on a leaked list of additional projects slated for termination. The companies never received termination letters, however, and now the DOE has notified the developers that the projects will be allowed to proceed.
A spokesperson for Battelle, the lead project developer for Project Cypress, told me the company has been “advised that the DOE project team with oversight of Project Cypress will be contacting us soon to begin the process of moving the project forward.”
Wright has signaled that many of the projects that made it through the review process had to be modified, but it is unclear which ones or how the DAC hubs will be affected. Neither Battelle nor the other companies responded to questions about whether their plans have changed.
The award amount is also up in the air. Originally, each project was awarded about $50 million for early development, with the opportunity to receive up to $600 million each. The spreadsheet of retained projects lists each of the DAC hubs at $50 million, but that may just be the amount that has been obligated so far. The DOE’s budget request for 2027 suggests it could be planning to pay out the full amount: The agency wants to rescind $2.3 billion from the $3.5 billion DAC Hubs program, which, if approved, would still leave $1.2 billion, the amount earmarked for the Project Cypress and South Texas hubs.
In an email, Climeworks spokesperson Tristan Lebleu told me the company “looks forward to engaging with the Department of Energy and our partners on next steps to advance our project in Louisiana."
Vikram Aiyer, the head of policy for Heirloom, said the project has strong support from local leaders, including Louisiana's Congressional Delegation and Governor Jeff Landry. He said the startup looks forward to working with the DOE on “unlocking the appropriated and obligated monies to create high-quality jobs, strengthen domestic supply chains, and pair industrial growth with advanced carbon management and utilization.”
A spokesperson from Occidental declined to comment, advising me to contact the DOE. The DOE has not responded to a request for comment.
While the companies are painting this as positive news, they must now contend with a new challenge: raising private investment for these projects in a very different environment than when the projects were first proposed. Carbon removal purchases are down and investors are not as keen on the industry as they once were.
“This is a step in the right direction but what’s important now is that these projects get built,” Giana Amador, the executive director of the Carbon Removal Alliance, wrote on LinkedIn. “That means steel in the ground, agreements honored, and clarity so our companies can do what they do best: build.”
The Senate approved a House resolution using the Congressional Review Act to allow a mining operation near Minnesota’s Boundary Waters wilderness area.
In a 50-49 vote on Thursday, the Senate approved opening a national forest just outside the Boundary Waters Canoe Wilderness Area in Minnesota to a copper-nickel mining operation, a move that environmentalists and conservationists say will pollute the downstream watershed and set a precedent for future rollbacks on protected public lands.
The upper chamber’s decision follows a near-party-line House vote in January and months of subsequent protests, op-eds, and pleas to senators to preserve the wilderness expanse and recreation area. The level of mobilization has been reminiscent of the early days of the second Trump administration, when public outrage erupted against the efficiency department’s gutting of the beloved National Park Service. This time, the focus was on House Joint Resolution 140, which had made its way onto a Senate calendar already crowded with debates over funding for the Department of Homeland Security and the limits of war powers.
The Boundary Waters is America’s most heavily visited wilderness area, supporting an estimated $16 billion recreation-based economy in the region. Minnesota’s Democratic Senator Tina Smith, who held the floor on Wednesday night in protest of revoking the protections, said that a poll by her office found that 70% of residents in the state believe preventing pollution from the mine should be a top priority for their elected officials.
Democratic presidents had managed to stave off the copper-nickel mining operation on the Boundary Waters’ doorstep for almost 20 years by way of a mineral withdrawal. Then, this winter, the House utilized the Congressional Review Act to reopen consideration of the withdrawal. With Thursday’s vote, Senate Republicans handed a victory to the Chilean mining company Antofagasta and its subsidiary, Twin Metals Minnesota, which has a plethora of connections to Trump administration officials. President Trump is expected to sign the bill. (Twin Metals did not respond to a request for comment.)
Because of the use of the CRA, though, it wasn’t just the fate of the Boundary Waters watershed that was decided swiftly — and perhaps permanently — on Thursday, just days before the 60-day clock would have expired. The vote is “the tip of the spear in terms of setting a precedent,” Ingrid Lyons, the executive director of Save the Boundary Waters, had told me prior to the Senate’s vote.
Justin Meuse, the government relations director at The Wilderness Society, was even more direct when I spoke to him last month. “I can’t stress enough how much it’s freaking us out,” he said.
The Congressional Review Act was originally a bipartisan bill passed in 1996 as a mechanism for the legislative branch to oversee agency rulemaking. The law requires that federal agencies submit final rules to Congress and, in doing so, triggers a 60-day window for the House and Senate to pass a joint resolution of disapproval of those rules via a simple majority. If the president signs the resolution, then the agency’s rule is void, and the agency is further barred from issuing a “substantially similar” rule in the future.
“It wasn’t used for a long time, and people thought it was dead,” Susan Dudley, the former director of the George Washington University Regulatory Studies Center, told me of the CRA. “Then people, including me, said, ‘Okay, the only time we’ll be seeing it used is during transitions, so an incoming president of a different party or with different policy preferences can undo last-minute regulations of the prior president” — so-called midnight regulations such as a Clinton-era Occupational Safety and Health Administration rule that would have established ergonomic protections for workers, and that Congress and President George W. Bush blocked in early 2001.
Opponents had taken to calling the CRA “secretive,” “archaic,” and “obscure.” Then, during the first Trump administration, Republicans passed 15 joint resolutions of disapproval to void late-term Obama rules that would have established fair pay, mandated recordkeeping on workplace injuries, and environmental protections, among other lefty goals. The Biden White House also used the mechanism against three Trump-issued rules — including one that loosened methane emission limits —and paced its own rulemaking with the ticking CRA clock in mind.
Under Trump 2.0, Republicans have stretched the CRA’s deregulatory powers. In defiance of the Senate Parliamentarian last year, conservative members of Congress used the CRA to overturn a waiver that allowed California to preempt the Clean Air Act by setting its own stricter-than-federal emissions standards for cars and trucks. Opponents were outraged. A “waiver” is a state- and site-specific authorization, they argued, distinct from agency “rules” as defined by the CRA.
Most alarming to conservationists, though, is the fact that Republicans are now using the CRA to attack public land protections in myriad ways. Congress has already used the act to target resource management plans, which are the Bureau of Land Management’s guidelines for allowable land use ranging from oil and gas leases to renewable energy rights-of-way. Last summer, the Government Accountability Office determined that an RMP banning coal leases across millions of acres of eastern Montana counted as a “rule,” a determination that Dudley told me was in keeping with the original intent of the CRA, which defined “rule” expansively. But it also created a loophole that allows Republicans to submit any RMPs enacted since the CRA became law in 1996 for consideration by the GAO. Each time they do so, it resets the 60-day clock to submit a resolution of disapproval, even if the resource management plan was established decades ago.
“We literally have hundreds of land use plans that have been finalized over the last 30 years,” John Ruple, a research professor of law at the University of Utah’s Wallace Stegner Center for Land Resources and the Environment, told me. “The fact that none of those were submitted to Congress — even though Congress had these GAO opinions in front of them that said, ‘Yeah, technically, these are probably rules,’ they never objected. I think that should tell us something: RMPs were meant to be treated differently.”
In the case of the Boundary Waters, the CRA voids a 20-year-old withdrawal of watershed lands from mineral leasing, which the BLM finalized in 2023 but only submitted to Congress earlier this year.
Though many of the conservationists I spoke to argued that a mineral withdrawal doesn’t qualify under the CRA to begin with because it’s not federal rulemaking, Todd F. Gaziano — who served as the chief counsel of the subcommittee on regulatory affairs during its passage in 1996, and was the primary staffer who drafted the final version of the legislation — disagreed. He told me that CRA was always intended to have a broad mandate in order to prevent circumvention by agencies — say, by issuing “guidance” rather than a formal “rule.” As Gaziano put it to me, “If people outside government care about it, and it’s an agency statement that’s going to have a future effect, that sounds like a rule covered by the Congressional Review Act.”
Ruple stressed to me that focusing on what is or is not a rule misses the greater point. Whether it’s legal or not, using the CRA to undo land management plans is a “really bad idea,” he said. “It’s really dangerous, it’s really destabilizing, and it injects tremendous uncertainty into the land management process.”
A major concern is that, because of the CRA’s provision barring a federal agency from issuing a “substantially similar” rule in the future, a resolution of disapproval effectively salts the earth behind it. “It’s a sledgehammer rather than a tool to tweak a regulation that Congress might think should be better,” is how Dudley, the former Regulatory Studies Center director, put it to me. That’s also Ruple’s point — there are many other avenues Congress can pursue if it disagrees with an agency, from sending letters to calling in staff to testify, before the nuclear option of the CRA.
Nevertheless, there are fears about what Republicans in Congress will target next — the party appears poised to test the CRA against a national monument. Republican Representative Celeste Malloy and Republican Senator Mike Lee, both of Utah, introduced a joint resolution to undo the Grand Staircase-Escalante National Monument Management Plan under the CRA after getting the GAO’s go-ahead this winter. “It’s a really big escalation to go from knocking off land‑management plans versus tackling a national monument,” Steve Bloch, the legal director of the Southern Utah Wilderness Alliance, told me earlier this year. “There are lots of monument management plans in the country that would be at risk if this one falls.”
There will likely be a regrouping in the aftermath of Thursday’s defeat on Boundary Waters to reconsider how to protect public lands. Jim Pattiz, a co-founder of the website and public lands newsletter More Than Just Parks, told me ahead of the vote that he expected a lawsuit to follow in short order if the vote didn’t go conservationists’ way. “Hopefully they can get an injunction, they can get a class action, and at least put a hold on this, and it can play out in courts,” he said.
But Ruple seemed to believe the crisis is even more existential — not just a case of micromanaging, but a sign of how far the legislative branch has drifted from its intended purpose in the name of party politics. “Congress can’t even pass a budget. Do we really expect them to delve into the minutiae of hundreds of land management plans?” he said.
Gaziano had a different take: “Congress may not want responsibility,” he argued, “but it’s got it.”
As the Boundary Waters vote makes clear, though, even tremendous outcry isn’t enough to sway this Congress from its attack on public lands. “I don’t want to speculate, but I’m not sure what type of action they’re going to go after next because it keeps getting more and more granular,” Meuse, of The Wilderness Society, said. “It really does seem like, as long as there is a willing majority in both chambers, there isn’t an end in sight.”
On Trump’s dubious offshore wind deal, fast tracks, and missed deadlines
Current conditions: At least eight tornadoes touched down Wednesday between central Iowa and southern Wisconsin, and more storms are on the way • Temperatures in Central Park, where your humble correspondent sweltered in a suit jacket yesterday afternoon, hit 90 degrees Fahrenheit, shattering the previous record of 87 degrees • Mount Kanloan, a volcano on the Philippines’ Negros island, is showing signs of looming eruption with dozens of ash emissions.
The Trump administration appears to be tapping an essentially bottomless but highly restricted pool of federal money at the Department of Justice to pay the French energy giant TotalEnergies the $1 billion the Department of the Interior promised in exchange for abandoning two offshore wind projects. Heatmap’s Emily Pontecorvo got her hands on a document that suggests the fund, which is typically reserved for helping federal agencies pay out legal settlements, may have been improperly used for the deal. Tony Irish, a former solicitor in the Department of the Interior who unearthed a letter in the public docket from his former agency to TotalEnergies and shared the document with Emily, told her that the terms of the French energy giant’s lease are such that a lawsuit requiring monetary damages couldn't have been reasonably imminent. Without that, there would be no credible reason to dip into the Judgment Fund for the payout.
This morning, Emily published another banger. While listening to Secretary of Energy Chris Wright speak before the House Appropriations Committee Wednesday, she noticed the cabinet chief say that “well over 80%” of the 2,270 awards reviewed by agency were now moving forward. But there are “big holes” in that number, which doesn't account for several grants to blue states that a judge mandated be reinstated, or for energy efficiency rebates that are still in limbo.
Louisiana’s Public Service Commission voted 4-1 to fast-track a proposal from Facebook-owner Meta and the utility Entergy to build seven new gas-fired power plants, in a $16 billion investment into fossil fuel infrastructure. The project is, according to the watchdog group Alliance for Affordable Energy, one of the largest single power requests in state history. The timeline established under the vote today requires a final vote on the application by December.
The federal government, meanwhile, is getting interested in how much power data centers use. The Energy Information Administration is planning to implement a mandatory nationwide survey of data centers focused on their energy use, Wired reported, calling the move the first such effort to collect basic data on the server farms’ power demands.

Super Typhoon Sinlaku slammed into the Northern Mariana Islands as the most powerful storm on Earth so far this year, plunging the U.S. territory into darkness. It’s unclear just how many of the remote Pacific archipelago’s 45,000 residents lost grid connections amid the storm. But reports indicate island-wide blackouts. Local officials told the Associated Press it could take weeks to restore power and water service across the territory. Even if cellphones were charged, Pacific Daily News reported that wireless networks were overloaded and slow throughout the storm. Saipan, the capital, and neighboring Tinian were plunged into “total darkness,” according to Pacific Island Times.
The incident highlights the particular risk that the five populated U.S. territories face from extreme weather. All five — Puerto Rico and the U.S. Virgin Islands in the Caribbean; Guam, the Northern Mariana Islands, and American Samoa in the Pacific — are island chains vulnerable to hurricanes, typhoons, and rising seas. And all five depend on increasingly costly imports of oil and gas to generate electricity. This September will mark nine years since Hurricane Maria laid waste to Puerto Rico’s aging grid system.
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Over at NOTUS, reporter Anna Kramer found that the Interior Department “has blown past a congressionally-mandated deadline to report its progress on energy projects.” Per a letter from Senate Democrats, the agency failed to submit two required reports to Congress on its reviews and approvals of energy projects, which wind and solar developers say reflects the administration’s ongoing de facto embargo on permits for renewables.
Overall, 2025 was a worse year for zero-emissions trucks than 2024. Annual total registrations of medium- and heavy-duty vehicles that don’t run on gasoline or diesel fell by 7.6%, according to new data from the International Council on Clean Transportation. But the decline wasn’t uniform across all segments: The medium-duty truck, such as a box truck or a delivery truck, saw a 61.7% surge in zero-emission vehicle registrations year over year. That held even as buses fell 32.8% and heavy-duty trucks, such as flatbeds and dump trucks, declined 20.7%.
The times, they are a-changing over at the Natural Resources Defense Council. Once a stalwart opponent of nuclear power and supporter of stricter and more onerous environmental rules, the conservation-focused litigation nonprofit first embraced the need to restart existing nuclear plants, in a major shift. Now the NRDC has thrown its weight behind permitting reform, calling on lawmakers to speed up the process for approving clean energy projects. Green groups like NRDC once derided an overhaul of the landmark U.S. environmental laws as a deregulatory assault on nature. What’s going on here? The Foundation for American Innovation’s Thomas Hochman put it simply: “Vibe shift.”