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Repairs are hard when you need them.
Hansjörg Gemmingen drove his Tesla Model S past the 1-million-mile mark last summer and he’s still going. The world record-holder for electric mileage hopes to soon pass 2 million kilometers (about 1.25 million miles). His EV didn’t reach this eye-popping total on its original equipment, though. InsideEVs notes his Model S P85 is on at least its second battery and eighth electric motor.
Most EV owners won’t travel the equivalent of two round trips to the moon. Yet Gemmingen’s experience may tell us something about how long electric vehicles could last, how repairable they are, and what it will take to keep them rolling for decades.
EVs are simple — mechanically, at least. Set aside a Tesla’s complex, proprietary software, and its hardware boils down to a big battery, motors, and other electric components, and about 20 moving parts. Compare that to a typical gas car, which is a maddening amalgamation of pistons, belts, and around 2,000 other moving parts waiting to go awry. Electric vehicles’ simplicity may bestow extra longevity. Car and Driver finds a new EV is expected to average about 50% more miles than a new gas car (300,000 vs. 200,000 miles).
Car owners have always faced hard questions about when it’s time to stop sinking money into a vehicle, especially when another major repair may be right around the corner. “There’s a cost of keeping the car on the road, and eventually the costs of maintaining the vehicle are going to be greater than the costs of replacing it. And so at that point, somebody’s going to retire it or part with it,” says Hanjro Ambrose, a vehicle electrification expert and researcher at the National Center for Sustainable Transportation at the University of California, Davis.
With an electric vehicle, the calculus could be subtly different. With fewer things to go wrong, repairs might be less frequent but also more expensive, particularly if a battery needs to be replaced. Fixes might also be more annoying because so few mechanic shops are ready to service EVs.
The battery is the big question, since it contributes so much to the cost and vitality of an electric vehicle. CEO Elon Musk has said Tesla’s older batteries are rated to last for 300,000 to 500,000 miles. (It would make sense, then, that Gemmingen had to replace his at least once on the road to a million miles.) If that longevity holds up, then owners could replace parts that might go bad at 100,000 or 200,000 miles — say, the electric capacitors or motors — with the confidence their investment will pay off. And, if the hype is to be believed, new EV batteries coming down the pipeline could last for a million miles of driving. It would take a normal person the better part of a century to drive that far. A million-mile battery could mean a car that lasts a lifetime.
Maybe. Despite such promises, the batteries in most new EVs are warrantied only up to about 100,000 miles. If the battery fails at any time after that, the driver is in a tough spot. Car-sized lithium-ion batteries remain notoriously expensive — it may cost $20,000 or more to replace an EV’s kaput battery pack, which happened to some Tesla Model S early adopters because of a manufacturing issue. In certain cases, it may be possible to repair a single defective cell rather than an entire battery, but that’s still an expensive fix and a tough pill to swallow for a car that’s already old.
Now, most EV batteries won’t randomly die — Ambrose estimates that less than 1 percent will suffer such a catastrophic failure. But all of them will age. Most battery warranties only guarantee the battery pack won’t fade beyond a certain percentage of its original capacity by the 100,000-mile mark (70 percent, in Telsa’s case). As a result, a driver still using the original battery at 200,000 miles or more will probably find that their car’s range has degraded significantly. “If you were barely hitting 200 miles to start, those reductions in range after 10 years might be pretty significant,” Ambrose says. “So much so that your vehicle might not be very useful for your normal commute.”
Still, if a modern EV can keep even half its original range, it will remain more than good enough for the short and medium-sized trips that make up the bulk of everyday driving. Many owners could conceivably keep their aging cars on the road for decades with occasional fixes. But another problem emerges: Who’s going to do the repairs? The professional mechanics qualified to work on EVs remain scarce. Pete Gruber, owner of EV-focused Gruber Motors in Phoenix, Arizona, has said that vocational schools are still churning out mechanics trained solely for internal combustion vehicles. When he wants EV mechanics for his shop, he often has to train them himself.
Today’s electric cars aren’t exactly DIY-friendly, either. Even before the EV revolution, modern cars were becoming complicated enough to deter the weekend garage mechanic. This may not be a bad thing, since few have the electrical engineering expertise to safely tinker with an EV. But many new electric vehicles are black boxes that require proprietary technology to diagnose and fix, discouraging owners from considering repair shops outside of the automaker’s ecosystem. Just last week Tesla faced a new class-action lawsuit alleging the automaker effectively makes drivers bring their cars to Tesla shops.
In addition, Ambrose says, EV manufacturers are moving towards integrated manufacturing — for example, where the battery is part of the frame and thus more difficult to replace. “It might make it cheaper to make EVs in general, and make better EVs,” he says. “At the same time it’s going to make it harder to repair a vehicle, right? Because if you think about it, it’s just like now in modern laptops, everything’s glued together. I can’t take anything apart anymore.”
If it sounds like the planned obsolescence of smartphones and other tech is coming to EVs, you wouldn’t be wrong. What the industry needs to be more sustainable may be the opposite — a car repairable and modular enough that a determined owner could make it last forever.
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And it only gets worse from here.
Hot and humid weather stretching from Maine to Missouri is causing havoc for grid operators: blackouts, brownouts, emergency authorizations to exceed environmental restrictions, and high prices.
But in terms of what is on the grid and what is demanded of it, this may be the easiest summer for a long time.
That’s because demands on the grid are growing at the same time the resources powering it are changing. Between broad-based electrification, manufacturing additions, and especially data center construction, electricity load growth is forecast to grow several percent a year through at least the end of the decade. At the same time, aging plants reliant on oil, gas, and coal are being retired (although planned retirements are slowing down), while new resources, largely solar and batteries, are often stuck in long interconnection queues — and, when they do come online, offer unique challenges to grid operators when demand is high.
For the previous 20 years, load growth has been relatively steady, Abe Silverman, a research scholar at Johns Hopkins, explained to me. “What’s different is that load is trending up,” he said. “When you’re buying and making arrangements for the summer, you have to aim a bit higher.”
Nowhere is the combined and uneven development of the grid’s supply and demand more evident than in PJM Interconnection, the country’s largest electricity market, spanning from Washington, D.C. to Chicago. The grid now has to serve new load in Virginia’s “data center alley,” while aggressive public policy promoting renewables in states such as Maryland and New Jersey has made planning more complicated thanks to the different energy generation and economic profiles of wind, solar, and batteries compared to gas and coal.
PJM hit peak load on Monday of just over 161,000 megawatts, within kissing distance of its all-time record of 165,500 megawatts and far north of last year’s high demand of 152,700, with load hitting at least 158,000 megawatts on Tuesday. Forecast high load this year was around 154,000 megawatts. Earlier this spring, PJM warned that for the first time, “available generation capacity may fall short of required reserves in an extreme planning scenario that would result in an all-time PJM peak load of more than 166,000 megawatts.”
While that extreme demand has not been seen on the grid during this present heat wave, we’re still early in the year. Typically, PJM’s demand peaks in July or even August; according to the consulting firm ICF, the last June peak was in 2014, while demand last year peaked in July. On Monday, real time prices got just over $3,000 a megawatt, and reached just over $1,800 on Tuesday.
“This is a big test. A lot of capacity has retired since 2006 and the resource mix has changed some,” Connor Waldoch, head of strategy at GridStatus, told me. While exact data on the resource mix over the past 20 years isn’t available, Waldoch said that many of the fossil fuel plants on the grid — including those that help set the price of electricity — are quite old.
PJM’s operators have issued a “maximum generation alert” that will extend to Wednesday, warning generators and transmission owners to defer or cancel maintenance so that “units stay online and continue to produce energy that is needed.”
PJM also issued a load management alert, a warning that PJM may call upon some 8,000 megawatts of electricity users who have been paid in advance to reduce demand when the grid calls for it. Already, some large users of electricity in Virginia have reduced their power demand as part of the program. There are historically around one or two uses of demand response per year in each of the electricity market’s 21 zones.
“Demand response is a real hero,” Silverman said.
Elsewhere in the hot zone, thousands of customers of the New York Independent Systems Operator lost or saw reduced power on Monday, along with over 100,000 customers affected by voltage reductions. On Tuesday, NYISO issued an “energy watch” meaning that “operating reserves are expected to be lower than normal,” and asking customers to reduce their power consumption.
Further north, oil and coal made up 10% of the fuel mix in ISO New England by Monday night, according to GridStatus data. The region has greatly expanded behind-the-meter solar generation since 2010, which as of 2 p.m. Monday was generating over 21% of the region’s power. But the grid as a whole hasn’t been able to keep up, thanks to a nationally anomalous shortage of gas capacity and still-insufficient battery storage. As the sun faded, so too did New England’s renewable generation.
“You don’t see coal very often in the New England fuel mix,” Waldoch told me. In fact, there is only one remaining coal plant in New England, which can typically power around 440,000 homes — though that’s based on normal electricity usage. On days like the past few, it may power far fewer.
Moving into Tuesday, Secretary of Energy Chris Wright invoked emergency authorities to allow Duke Energy in the Carolinas to run certain of its units “at their maximum generation output levels due to ongoing extreme weather conditions and to preserve the reliability of bulk electric power system.”
The strained grid and high prices come as grid operators question how effectively their current and planned generation capacity can meet future demand. These questions have become especially pressing in PJM, which last year shelled out billions of dollars in payments to largely fossil fuel generators in what’s known as a capacity auction. That’s already translating to higher costs for consumers — in some cases as high as 20%. But even that could be nothing compared to what’s coming.
“If you take the current conditions that PJM is dealing with right now and you add tens of gigawatts of data to center demand, they would be in trouble,” Pieter Mul, an energy and infrastructure advisor at PA Consulting, told me.
Right now, Mul said, PJM can muddle through. “It is all hands on deck. Our prices are quite high. They’ve invoked some various emergency conditions.” But that’s before all those data centers are even online. “It’s a 2026, ’27, and beyond question,” Mul said.
Today, however, “it’s mostly just very hot weather.”
The state’s senior senator, Thom Tillis, has been vocal about the need to maintain clean energy tax credits.
The majority of voters in North Carolina want Congress to leave the Inflation Reduction Act well enough alone, a new poll from Data for Progress finds.
The survey, which asked North Carolina voters specifically about the clean energy and climate provisions in the bill, presented respondents with a choice between two statements: “The IRA should be repealed by Congress” and “The IRA should be kept in place by Congress.” (“Don’t know” was also an option.)
The responses from voters broke down predictably along party lines, with 71% of Democrats preferring to keep the IRA in place compared to just 31% of Republicans, with half of independent voters in favor of keeping the climate law. Overall, half of North Carolina voters surveyed wanted the IRA to stick around, compared to 37% who’d rather see it go — a significant spread for a state that, prior to the passage of the climate law, was home to little in the way of clean energy development.
But North Carolina now has a lot to lose with the potential repeal of the Inflation Reduction Act, as my colleague Emily Pontecorvo has pointed out. The IRA brought more than 17,000 jobs to the state, per Climate Power, along with $20 billion in investment spread out over 34 clean energy projects. Electric vehicle and charging manufacturers in particular have flocked to the state, with Toyota investing $13.9 billion in its Liberty EV battery manufacturing facility, which opened this past April.
North Carolina Senator Thom Tillis was one of the four co-authors of a letter sent to Majority Leader John Thune in April advocating for the preservation of the law. Together, they wrote that gutting the IRA’s tax credits “would create uncertainty, jeopardizing capital allocation, long-term project planning, and job creation in the energy sector and across our broader economy.” It seems that the majority of North Carolina voters are aligned with their senator — which is lucky for him, as he’s up for reelection in 2026.
The new Nissan Leaf is joining a whole crop of new electric cars in the $30,000 range.
Here is an odd sentence to write in the year 2025: One of the most interesting electric vehicles on the horizon is the Nissan Leaf.
The Japanese automaker last week revealed new images and specs of the redesign it had teased a few months ago. The new Leaf, which will arrive in 2026, is a small crossover that’s sleeker than, say, a Tesla Model Y, but more spacious than the previous hatchback versions of the car. Nissan promises it will have a max range above 300 miles, while industry experts expect the company to target a starting price not too far above $30,000.
The updated Leaf won’t be one of those EVs that smokes a gas-powered sports car in a drag race, not with the 214 horsepower from that debut version and certainly not with the 174 horsepower from the cheaper version that will arrive later on. Its 150-kilowatt max charging speed lags far behind the blazing fast 350-kilowatt charging capability Hyundai is building into its Ioniq electric vehicles. But because it lacks some of these refinements, the new Nissan may arrive as one of the most compelling of the “affordable” EVs that are, finally, coming to drivers.
Not bad for a car that had become an electric afterthought.
The original Nissan Leaf was a revelation merely for its existence. Never mind that it was a lumpy potato derived from the uninspired Nissan Versa — here was the first mass-market electric car, heralding the age of the EV and welcomed with plenty of “car of the year” laurels at the dawn of the 2010s. Its luster would not last, however, as the arrival of the Tesla Model S a couple of years later stole the world’s attention. The second-generation Leaf that arrived in 2017 was an aesthetic and technological leap forward from its predecessor, with a range that topped 200 miles in its most advanced form. It was, for the time, a pretty good EV. Almost immediately, it was overshadowed by the introduction of Tesla’s Model 3 and Model Y, which catapulted Elon Musk’s company into complete dominance of the global EV market.
It took nearly a decade for Nissan (which fell into corporate mismanagement and outright crisis in the meantime) to update the stale and outdated Leaf. As a result, you might think the new version of the OG EV will arrive just in time to be outshone again. Yet the peculiar nature of the evolving electric car market has created an opportunity for the Leaf to finally grow and thrive.
There was a time when the mythical affordable Tesla could have taken the brand into the entry-level car market, and perhaps below the magic starting price of $30,000. But that has turned out to be a distraction dangled in front of fanboys and investors. In reality, Musk effectively killed the idea as he instead rolled out the Cybertruck and pivoted the company toward the dream of total vehicle autonomy.
Thanks to Tesla’s refusal to act like a normal car company, the affordable EV market is still there for the taking. Some are already in the game: Hyundai’s little Kona Electric starts at $33,000, and I’ve lauded Chevrolet for building a base version of the Equinox EV that starts around $35,000. In the next year or so, an influx of EVs in the $30,000 to $35,000 range might really change the game for electric-curious buyers.
The new Leaf is suddenly a big part of that mix. No, it won’t compete on price with a comparable combustion Nissan like the Kicks crossover that starts in the low $20,000s (not without the $7,500 tax credit, which would have made the new crop of affordable EVs directly cost-competitive with entry-level gas cars). The Leaf is likely to start just above $30,000, with the price creeping higher for buyers who opt for better performance or more range (and as I’ve noted numerous times, you ought to buy all the range you can afford if an EV is going to be your main car).
Arriving next year to compete with the Leaf is the new Chevy Bolt, another revival of an early EV icon. Experts expect a similar price range there. The anticipated Kia EV3 should come to America eventually with a starting cost around $35,000. The Jeff Bezos-backed Slate electric truck shocked the world with its promise of a bare-bones EV in the $20,000s — but, by the time the average buyer adds enough amenities to make it liveable, most Slate trucks will probably top $30,000.
Elon Musk may have abdicated his role as the Leaf’s antagonist via his refusal to build an affordable car, but erstwhile ally Donald Trump is poised to assume the role. Since the Leaf is slated to be built in Japan, the EV would be subject to whatever tariffs might be in place by the time it goes on sale next year. A 25% tariff, plus the federal government’s flip to punishing EVs with penalties instead of rewarding them with incentives, would kill the car’s value proposition in the U.S. Perhaps, then, it will become the next great affordable EV — for everybody else.