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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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Protesters interrupted President Trump’s speech on Monday. Polling suggests the public is behind them — and Republicans are divided.
Every few days, I think the data center backlash has reached its apex — surely it can’t become an even bigger issue in American politics. Then it surprises me again.
On Monday evening, the reaction got as close to President Donald Trump as it’s ever come, when six protesters interrupted his speech at a General Motors facility in Michigan to oppose the computing facilities. Although they were drowned out by the pro-Trump crowd, a new Fox News poll suggests their chants of “data centers no, people pay the bill” probably found some agreement in the crowd. Just as our own Heatmap Pro polling identified earlier this summer, that poll revealed U.S. voters would oppose the construction of a new AI data center in their area by a 40 point margin.
Most interesting, I think, is that MAGA voters and Republican men are among the electorate’s most pro-data-center contingent, according to the Fox poll. (Our Heatmap Pro poll has found similar, though we didn’t ask about “MAGA” status per se.) But even those demographics are virtually evenly split along pro- and anti-data center lines. White women with college degrees are unified against the facilities.
We’ll get a better sense of how data centers play in politics over the next two weeks. In the Michigan and Wisconsin primaries, insurgent candidates across the political spectrum have rallied against the facilities. In Wisconsin, the state legislator and Democratic Socialists of America member Francesca Hong has promised to enact a statewide data center moratorium if she is elected governor. A new State Navigate poll, published today, found that not only is she leading the field in the Democratic primary, but also that data centers are among voters’ top concern in the race, ranking alongside health care and affordability.
In fairness, every candidate in Wisconsin’s governor’s race seems to want to slow down data center development in some way. Democrats across the board would end tax incentives for the facilities. Some conservatives would like to slow down more than just computing projects. Tom Tiffany, the Republican frontrunner, has said he wants to give towns and counties more control over stopping data center and clean energy projects. “No taxpayer subsidies for industrial-scale solar, wind, or data centers,” he posted on Facebook earlier this year. “Without our farmland, we lose the heart of Wisconsin.” (Earlier this year, my colleague Jael Holzman wrote about why the data center backlash is splashing over into renewable opposition.)
In Michigan, the epidemiologist and former public health official Abdul El-Sayed, who is trying to win the Democratic Senate primary, hasn’t promised a moratorium but says the computing facilities should follow certain “terms of engagement,” such as protecting locals from rate hikes and by using closed-loop water systems. “There’s literally not a conversation that I have, not a stop that I make, where data centers and AI don’t come up,” he told CNBC last month.
There, too, not all the opposition is coming from Democrats. The longshop GOP governor candidate Perry Johnson has campaigned against certain data center projects.
Suffice it to say I expect to keep being surprised. In fact, I was surprised by the backlash while writing this very newsletter. Earlier this evening, the country legend Willie Nelson urged Texans to “fight against data centers invading our land” and appeared to oppose a particular project in central Texas. What can I say? I expect data centers to always be on my mind — or, well, to be on it for the foreseeable future.
A conversation with a long-time watcher of the PJM on its new proposals
America’s largest electricity market, the 13-state PJM Interconnection, is being forced to rapidly redesign how it works in order to meet its own reliability goals while trying to meet new demand from data centers and electrification.
The market has been in a multiyear rolling crisis as its auctions for capacity — the commitment generators can make to being available in times of high demand — hit a legal cap, resulting in billions of dollars of payouts from customers, leading to higher electricity prices in states like New Jersey.
Much of these payments are due to current and future demand from data centers, some $29.4 billion in the last four capacity auctions, according to the market’s independent monitor.
At the same time, the system isn’t able to procure enough capacity to meet its reliability goals, leading to tongue lashings and even threats of intervention from the Federal Energy Regulatory Commission, whose chair, Laura Swett, now regularly criticizes PJM in her public appearances.
On Monday, the market released a series of proposed reforms and initiatives to bring on new generation and attempt to make up for its reliability gap. This includes a supposedly one-off procurement of new capacity later this year that had been requested by the region’s governors and the White House, a new registry of large loads, and a kind of connect-and-manage system whereby new large loads that don’t have their own capacity will face curtailment during times of high demand.
In a letter to stakeholders, the PJM board said that new large energy users could be increasing demand by up to 70 gigawatts by 2038 (its all time record demand is around 170 gigawatts) while some 15 gigawatts of generation have been retired in the last few years. This combination has “placed increasing pressure on the region’s resource adequacy position” and “requires decisive action,” the board said.
I spoke to Jon Gordon, senior director at the clean energy trade group Advanced Energy United and a longtime PJM watcher about the proposals.
This interview has been condensed and edited for clarity.
Let’s start from the beginning: what was announced on Monday evening?
Just backing up a little bit, PJM has had two critical issue fast-path processes to try to determine how to protect ratepayers from data center related costs. The first one began in the fall and ended in December inconclusively. Then they started another one, which also ended somewhat inclusively. So that put the ball in the PJM board’s hands to review all the data, all the information that had been proposed, provided, and discussed, and come up with a plan of their own. And so they have officially done so. What we saw announced yesterday was PJM’s plan that they need to file at FERC very shortly in order to allow that September procurement.
And this is the backstop procurement that they agreed to with the White House and the governors?
Yes, in concept. The details needed to be ironed out. This is the board’s official proposal and it’s not going to happen until FERC approves it all, and FERC is under a lot of pressure to approve this.
In the letter to stakeholders, they presented three things: the registry, the procurement, and their version of connect and manage. How do these three ideas interact with each other? Why are they all proposed together?
The backstop procurement is the process whereby data centers can enter into contracts for their own power generation, and once they can demonstrate that they have a contract for power, they can then connect to the grid under this new proposal, connect and manage. And the registry is the tool by which to keep track of all this stuff: who are the data centers contracted that are eligible for this process?
Because you need all this detail to know how to curtail them. They’re going to be subject to involuntary curtailment up until the time that they are able to meet all their own needs with their own power generation. Meanwhile, they’re going to be curtailed by the local distribution companies — but the local distribution companies don’t have all the data they need to know which customers can be curtailed. So that’s where the registry comes in. They’re all part of the same overall package.
Let’s talk through the process here. Say, you’re building a new large load, maybe a 150-megawatt or 200-megawatt data center trying to get started in PJM. Under this process, what are the kinds of the things you have to check through to interconnect, and how will it be different than a few years ago?
Let’s talk about what’s going to happen now under these new rules. They’re going to have to enter into a bilateral contract with a supplier to demonstrate they’re making a good faith effort to secure the generation they need to meet all of their needs at some date in the future. Once they demonstrate that to PJM, they will then go to the registry for the connect-and-manage process. Which means that until their generation is 100% up and running, they will be subject to involuntary curtailment.
Before all this, a data center would connect like any other customer to the grid and start drawing power and any costs PJM would incur to connect them to the grid would be socialized across all PJM customers. That’s what’s been happening for many years. Ratepayers are paying for data centers that have come online previously.
How does this interact with PJM’s interconnection reforms? Would this allow data centers to interact more quickly while protecting customers from price increases? This is the dual goal of the White House and FERC.
Where the interconnection process comes into play is for the generator that wants to enter into a bilateral contract with the data center. They’re the ones that have to interconnect their generation.
So that generator hopefully is already in the queue. If not, it’s going to be a long while before they’re actually serving power to anyone. The queue is still super important here in terms of how long that data center is going to be subject to voluntary curtailment. The slower the interconnection queue is, and the slower that overall process of building this new generation is, the longer those data centers are going to be subject to involuntary curtailment. My understanding is that a lot of data centers are not very happy about that.
Is this set of proposals biased in any way towards a particular type of generation?
On its face, it really isn’t. The data centers are free to contract with whatever generation source they like.
We know that many of the hyperscalers committed to meeting their data center needs with carbon-free energy. I’m hopeful they’re going to make an effort to contract to the extent possible with solar and battery resources.
But I am concerned that just the sheer magnitude of the need means we can’t avoid building a lot of new natural gas to meet all that load. We really had to bring all of that wind and solar online.
Even though those sources are going to be faster and lower cost than gas, their intermittent nature and the sheer size of what’s required is going to make that challenging.
What are the next steps here?
Everything we’ve been discussing is completely unprecedented and is happening in a timeframe that’s unimaginable. Three years ago if PJM tried to take on what they’re taking on, it would be a three or four year stakeholder process and it’s taking months.
With all of that said, everything we’ve just discussed, according to PJM, is temporary. It’s meant to be a stopgap to get this market rolling with data centers that are anxious to connect and move forward.
PJM is calling this reliability backstop a one-time procurement.
A lot of folks have said — and I agree with them — there will probably be more than one of these.
The other thing that’s going on is that PJM has begun a process to redesign their entire market structure, what they’re calling a holistic market review. That’s in acknowledgment that the capacity market is broken and is not functioning as intended.
That’s another stakeholder process underway. That’s another heavy lift, which they hope to have in place in 2027. By the time this whole backup procurement process is over, they hope to have a new market in place. That’s an incredibly heavy lift.
Strip away the restaurant and the hype, and Tesla Diner is an 80-plug fast-charging station plunked right in the middle of a former charging desert.
They were projecting Spaceballs onto the wall the first time I pulled into the Tesla Diner. To kill time while my car charged outside, I stepped into the retrofuturist Los Angeles luncheonette and spent six dollars on an oversized chocolate chip cookie. It came in a “Cyberbox,” a cardboard container meant to mimic the shape of the Cybertruck. My wife got a good laugh out of this burger box of Elon’s dreams. Now the carton sits on the kitchen counter, concealing toddler ephemera.
One taste of the Tesla Diner was plenty. But I have returned there, and it wasn’t for the wagyu beef. It’s because a strategically located mega-station is exactly what the world needs more of.
It’d be easy to argue the diner, like the Cybertruck, has been a flop. Musk’s direct involvement with the Trump administration — and the diner’s aesthetic mirroring of his particular id, right down to the movie selections and the Optimus robots handing out popcorn — made the place a target for derision and ongoing protest since its debut a year ago. The restaurant has been a bit of a disaster, too.
Yet Tesla Diner was the most successful Supercharging station in the world in the past year, delivering nearly 1,600 charging sessions per day. And though plenty of people stopped by just to post the notorious joint on social media, its achievement may have less to do with food, Instagram, or politics, and more to do with putting a bunch of plugs where the people are. The times I’ve stopped by, after all, I didn’t need an overpriced carton of fried pickles. I just needed electricity, immediately.
Strip away the restaurant and the hype, and Tesla Diner is an 80-plug fast-charging station plunked right in the middle of Hollywood. This had been a charging desert, a giant hole in the map of red dots around Greater L.A. Besides creating a bizarre new tourist attraction on Santa Monica Boulevard, the diner gave an enormous population of drivers a place to charge a Tesla — or just about any other new EV, now that most brands have moved to the NACS charging standard.
It’s an interesting case study in where, and what, charging stations should be as the nation continues to build out its various networks. Fast-charging stations tend to be built in particular kinds of places. Large outdoor malls and garages are overrepresented on charging maps because they offer plenty of parking spaces to lease and plenty of room to put in electrical infrastructure. Urban areas that don’t have those places, and instead have smaller strip malls and reasonably sized parking lots, are comparatively harder to wire up. That helps to explain the L.A. situation. This is perhaps America’s biggest electric car market, with a plethora of fast-charging stations on the affluent West side and outlying communities. Yet a huge swath of the city (all the way from the 405 to the 5) had practically nothing from Tesla for years, up until Musk decided to buy a parcel of land to build an edgelord’s drive-in.
Now that lots of charging stations exist along major highways to allow for long-distance travel, the next frontier of charging depots is the heart of the city, a place that’s been easy to overlook so far. Most of the drivers who’ve been affluent enough to become EV early adopters could charge at home and didn’t need urban fast-chargers to get around the city. But such charging depots could unlock new segments of American drivers, especially as EV prices begin to come down.
Consider, for example, that a few of the bluest counties in the country accounted for a disproportionate share of EV sales during the early part of the EV era, an unsurprising finding given the charged politics around electric cars. But those areas are not yet saturated. Many more residents would likely be interested in electrifying if they could afford the up-front cost of an EV and felt confident they could charge it — but may not have the option or the budget to install home charging infrastructure. That group needs lots of plugs close to where they live. If there’s a dearth of existing locations in which to install those chargers, then the solution may be to mimic what Musk has done with the diner: build a giant charging depot from scratch and give the people… something to do.
These issues are especially salient as stations scale up. Most urban and suburban depots to date have reached a maximum of around 20 plugs. Colossal depots with dozens of plugs had been limited to those on busy highway routes like L.A. to Las Vegas or San Francisco — at least until the diner popped up.
No, charging stations aren’t gas stations. We’re not headed toward a future with fast-charging plugs on every corner, in part because the ability to charge at home and at work negates the need for everyone to rely on public refueling. But until every house and apartment building has available plugs, we need a few more silly diners to remind people there’s plenty of juice out there.