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The founder of Impulse Labs explains why he wants to put a battery in every appliance.
Impulse Labs debuted its much anticipated induction stove at the Consumer Electronics Show in Las Vegas this week. Coming to grips with this high-tech culinary wonder is a little bit like that meme of an expanding brain.
At first glance, the Impulse Cooktop is just a sexy-looking, $5,999 appliance: sleek black glass, burners that resemble a DJ turntable, knobs that add a satisfying analog touch to an otherwise fully digital interface.
But then you learn it also has integrated temperature sensors that keep the burners at the precise temperature you want.
And then you learn that the stove has a battery in it, which means that unlike most other induction stoves, it can plug into a standard 120-volt outlet. You don’t have to get a pricy circuit upgrade, or an even pricier electrical panel upgrade, to install it.
Plus, the battery delivers enough power to boil a liter of water in 40 seconds. And you can still cook if the power goes out. And its eligible for a 30% tax credit .
And then, your brain explodes when you learn the battery is a smart energy storage device that can charge up when power is cheap in the morning so that you save money when you use it in the evening, when power prices are highest. You can also participate in programs that will pay you to dispatch power from your stove to the grid when demand is high.
Who knew a stove could, or should, do so much?
Courtesy of Impulse Labs
I caught up with Sam D’Amico, the mastermind behind Impulse Labs, while he was at CES, to learn more about the story behind the stove. We talked about pizza, why induction cooking is the wedge to getting whole homes off gas, and his vision for putting a battery in every appliance. Our conversation has been lightly edited for clarity.
What’s your background? What were you up to before founding Impulse?
I graduated Stanford in 2012. In 2013 I got my masters. When I was there, I was on the solar car team and actually wrote battery management firmware as part of that. That gave me my first taste in electrification. You had to build a full EV and drive it across Australia. Then I immediately got sucked into consumer electronics and worked on a number of devices, including Google Glass, Oculus.
Part of the thesis for Impulse is, home appliances really haven’t seen a lot of innovation in 50 years or so. There’s been a number of advances in consumer electronics, so being able to take a lot of the talent and supply chain and experience from that and apply it to the appliance space is underleveraged.
You were working on all these computer electronics, and then somehow you got interested in stoves. I understand it had something to do with making the perfect pizza. Could you tell me that story?
I was in Japan at a conference, and we went to this pizza place and they cooked my pizza in like 45 seconds. And I’m like, that is insane. I think it’s called Savoy Pizza, you should definitely go to it. Tastiest pizza I’ve ever had. Super memorable. And then I’m like, I want to do that. But can I make it a tabletop device in my house?
And so I was getting obsessive with how to replicate that, but I realized you couldn’t do it on a 120-volt plug. I basically realized you had to put a battery in the appliance to be able to boost the power above what a 120 volt provides. All of the oven and smart appliance companies were really focused on AI and computer vision at that time, because they couldn’t innovate on the performance characteristics — they were topped out. And I realized this was an end run around that. You could actually make something that was three times better on the performance side, not have to worry about AI features that maybe no one is going to use, and really do some innovation.
That started me thinking about the bigger picture. I realized you could use that storage for the building. And then that kind of expanded into what became Impulse.
Did you figure out how to cook a pizza in 45 seconds?
So the first product is a cooktop. The idea here was we realized that the key appliance to getting gas out of the home was the stove. People don’t know what the fuel source is for all of their other appliances, including ovens. The big thing with gas stoves is that the user experience is the flame. So being able to address that, we thought, was fundamental to building decarbonization.
Utility companies know this. They know that getting people to get a gas stove is the way to get them off electric heat and on to gas heat. The wedge is actually the gas stove. So by producing an appliance that is just way more compelling, we can sever that dependency.
When we do an oven, I think we will have that pizza feature. I think the ballpark of performance of around 45 seconds is possible.
What was the process like of testing stoves and trying to figure out what the perfect stove is?
That was the fun part. We started buying hot plates and stoves and tearing them down. We basically realized that a lot of this stuff just hadn’t been attempted because the power wasn’t available. So the first thing we did was try to crank a ton of power into the stove. So we were like, let’s do 10 kilowatts, because 10 is a big number. That let us boil a liter of water in 40 seconds. We had that demo working in March or April of 2022.
But we realized immediately that this was too much performance unless you could solve the controls problem. The reason why people complain about warped pans and various other things is because the stove gets too hot. We then started tearing down all the hot plates and stoves we could find that had temperature sensors in them, and we realized that no one’s actually addressed this, and we found that there was a lot of leverage there that let us unlock the full performance of the stove. And so we’re monitoring the temperature in real time, making sure that we’re delivering the appropriate amount of power for the level you want to set, so that it holds a specific temperature.
If you need to use your stove all day, like for cooking a whole Thanksgiving dinner, is that possible with this? Or will the battery drain and then you can’t use it for a little bit?
You’re going to be okay, yes. You’ll drain the battery if you’re, let’s say, boiling a big pot of water for pasta. But then once it’s at temperature, you’re not going to be drawing more than what a 120-volt plug would draw. Maybe you’re stir-frying something. That pan, when it’s heating up, maybe it’s drawing a couple kilowatts for a minute, but then once everything’s up to temperature, you’re drawing hundreds of watts, and the battery is charging.
So basically, the average power draw [when you cook] is appropriate for even a 120-volt plug. It’s just that the peak power is more like an EV charger, or like an electric radiant heater, or something crazy. And that mismatch between peak and average is where the opportunity for putting batteries in appliances really shines.
The battery is like a quarter of a Tesla Powerwall. How valuable can that be for the grid?
There’s a couple of ways to weigh how valuable that is. In Southern California, which has really strong time-of-use energy rates, in the 4 to 9 pm slot, [using electricity during] that peak window is like 20 cents more expensive per kilowatt-hour than outside that window. So if you charge the battery outside the window and then you discharge the battery, whether it’s cooking or it’s putting power back into the house, inside that window, it’s worth hundreds of dollars a year in terms of energy bill savings.
We’ve got a full computer in there. It will basically pull those rate tables and make those choices semi-autonomously. We’re likely going to expose some level of choice to the end user, but we haven’t finalized the design.
What’s your pitch to the average consumer? How do you get people interested in having batteries in their appliances?
I think there’s a very direct pitch, which is, we are making the best possible appliances. It will make you a better cook. You will be able to do things faster and more efficiently.
Two is, you will be like, “I want to get an induction stove, I heard that’s a good thing to get.” And then your electricians will come by and tell you that you only have 10 amps available on your electric panel, and you’re going to be sad. And so we also solve that problem.
And then the third one is, now we’ve put some energy storage in your house. There’s 140 million homes in America. If we can intercept three major appliances per home, or four major appliances per home, that’s like 1.4 terawatt-hours of storage deployment potential. There’s an opportunity to deploy storage every year just by people upgrading their appliances. And so that’s part of the end game. Utilities will like that because it means they don’t have to invest in all this expensive transmission infrastructure.
Do you want to make other products besides stoves?
Yeah. We want to make the best appliances across the board. There’s a number of logical options, anything that has high peak but low average draw is the low hanging fruit. So you can imagine ovens — they draw power when they pre-heat. Water heaters are another one, where it’s like, if you’re taking a shower, it consumes a ton of power, but when you’re not, it doesn’t. Laundry is another one. I also want to emphasize that we’re making relatively high-end, premium appliances to start, but this architecture scales down fairly well to mid-range products. It’s just that as a startup, just as Tesla started with sports cars, we have to kind of start with the lower-volume, higher-margin products and then scale up from there.
How do people get one?
You can preorder it today on ImpulseLabs.com. There’s about 45% in federal discounts available. Because this thing has a battery and an inverter, it’s an energy storage product. It gets a 30% investment tax credit. A big change under the IRA was that stationary batteries, sold separately from solar, get that credit now. And then there’s also an $840 electric stove rebate that is available under the IRA. That one is income gated and expected to roll out in the fall. Our products are going to be available in Q4, so we expect the timing to be appropriate where all those rebates and credits will be available.
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Trump called himself “king” and tried to kill the program, but it might not be so simple.
The Trump administration will try to kill congestion pricing, the first-in-the-nation program that charged cars and trucks up to $9 to enter Manhattan’s traffic-clogged downtown core.
In an exclusive story given to the New York Post, Secretary of Transportation Sean Duffy said that he would rescind the U.S. Transportation Department’s approval of the pricing regime.
“The toll program leaves drivers without any free highway alternative, and instead, takes more money from working people to pay for a transit system and not highways,” Duffy told the Post.
He did not specify an end date for the program, but said that he would work with New York to achieve an “orderly termination” of the tolls. But it’s not clear that he can unilaterally end congestion pricing — and in any case, New York is not eager to work with him to do so.
The attempted cancellation adds another chapter to the decades-long saga over whether to implement road pricing in downtown New York. And it represents another front in the Trump administration’s war on virtually any policy that reduces fossil fuel use and cuts pollution from the transportation sector, the most carbon-intensive sector in the U.S. economy.
“CONGESTION PRICING IS DEAD. Manhattan, and all of New York, is SAVED,” Trump posted on Truth Social, the social network that he owns. “LONG LIVE THE KING!”
The Metropolitan Transit Authority, the state agency that oversees New York’s tolling and transit system, has filed to block the cancellation in court. In a statement, New York Governor Kathy Hochul said that Trump didn’t have the authority to kill the tolling program.
“We are a nation of laws, not ruled by a king,” Hochul said. “We’ll see you in court.”
Since it started on January 5, congestion pricing has charged drivers up to $9 to drive into Manhattan south of 60th Street. With its launch, New York joined a small set of world capitals — including London, Singapore, and Stockholm — to use road pricing in its central business district.
Even in its first weeks in Gotham, congestion pricing had seemingly proven successful at its main goal: cutting down on traffic. Travel times to enter Manhattan have fallen and in some cases — such as driving into the Holland Tunnel from New Jersey — have been cut in half during rush hour, according to an online tracker built by economics researchers that uses Google Maps data.
Anecdotally, drivers have reported faster drive times within the city and much honking overall. (I can affirm that downtown is much quieter now.) City buses zoomed through their routes, at times having to pause at certain stops in order to keep from running ahead of their schedules.
The program has been so successful that it had even begun to turn around in public polling. Although congestion pricing was incredibly unpopular during its long gestation, a majority of New Yorkers now support the program. In early February, six of 10 New Yorkers said that they thought Trump should keep the program and not kill it, according to a Morning Consult poll.
That matches a pattern seen in other cities that adopt congestion pricing, where most voters hate the program until they see that it successfully improves travel times and reduces traffic.
While Trump might now be claiming regal powers to block the program, the toll’s origin story has been democratic to a fault. Although congestion pricing has been proposed in New York for decades, the state’s legislature approved the program in 2019 as part of its long-running search for a permanent source of funding for the city’s trains and buses.
The federal government then studied the program for half a decade, first under Trump, then under Biden, generating thousands upon thousands of pages of environmental and legal review. At long last, the Biden administration granted final approval for the program last year.
But then congestion pricing had to clear another hurdle. In June, Hochul paused the program at the last moment, hoping to find another source of permanent funding for the city’s public transit system.
She didn’t. In November, she announced that the program would go into effect in the new year.
It’s not clear whether the Trump administration can actually kill congestion pricing. When the Biden administration approved the program, it did so essentially as a one-time finding. Duffy may not be able to revoke that finding — just like you can’t un-sign a contract that you’ve already agreed to.
In his letter to Hochul, Duffy argues that congestion pricing breaks a longstanding norm that federally funded highways should not be tolled. “The construction of federal-aid highways as a toll-free highway system has long been one of the most basic and fundamental tenets of the federal-aid Highway Program,” he says.
That argument is surprising because federal highways in Manhattan — such as the West Side Highway — are excluded from the toll by design. Drivers only incur the $9 charge when they leave highways and enter Manhattan’s street grid. And drivers can use the interstate highway system but avoid the congestion charge by entering uptown Manhattan through Interstate 95 and then parking north of 60th Street.
Duffy also argues that the tolling program is chiefly meant to raise revenue for the MTA, not reduce congestion. The federal government’s approval of pilot congestion pricing programs is aimed at cutting traffic, he says, not raising revenue for state agencies.
In its lawsuit, the MTA asserts that Duffy does not have the right to revoke the agreement. It also says that he must conduct the same degree of environmental review to kill the program that the first Trump administration required when the program was originally proposed.
“The status quo is that Congestion Pricing continues, and unless and until a court orders otherwise, plaintiffs will continue to operate the program as required by New York law,” the MTA’s brief says.
Whether they will or not depends on whether all politics really are local, anymore.
JD Vance had a message recently for Germans uneasy about the way Elon Musk has been promoting the far-right Alternative für Deutschland party ahead of their country’s upcoming elections: “If American democracy can survive 10 years of Greta Thunberg’s scolding, you guys can survive a few months of Elon Musk,” Vance said at the Munich Security Conference. It was supposed to be a joke, but apparently the vice president of the United States is still peeved at the fact that he had to see a Swedish teenager on his TV saying that we ought to do something about climate change.
Just a throwaway line meant to convey the Trump administration’s general belligerence and contempt for Europeans? Perhaps. But it also communicated that the administration has had it with scolding, not to mention any government actions meant to confront planetary warming; in its first month in power, it has moved swiftly and aggressively to suspend or roll back just about every climate-related policy it could find.
Now congressional Republicans have to pass a budget, and in so doing decide what the law — and not just a bunch of executive orders — will do about all the existing programs to promote clean energy and reduce emissions. That means we’re headed for an intra-GOP conflict. On one side is ideology, in the form of a desire by the administration and many Republicans in Congress to eviscerate government spending in general and climate spending in particular. On the other side are the parochial interests of individual members, who want to make sure that their own constituents are protected even if it means their party doesn’t get everything it wants.
Climate hawks got optimistic last summer when 18 House Republicans sent a letter to Speaker Mike Johnson imploring him not to push for wholesale repeal of the Inflation Reduction Act, the landmark 2022 climate law filled subsidies for clean energy, since their districts are benefiting from the boom in manufacturing the law helped spur. About 80% of the green energy funding from the IRA is going to Republican districts; in some places that means thousands of local jobs depend on the free flow of federal funds.
While some of the largest spending is concentrated in the South, especially the areas that have come to be known as the “Battery Belt,” there are hundreds of congressional districts around the country that benefit from IRA largesse. That’s an old best practice of policy design, one the defense industry has used to particularly good effect: The wider you spread the subcontracts or subsidies, the more members of Congress have jobs in their district that rely on the program and the safer it will be from future budget cuts.
The IRA could have some other allies in its corner; for instance, automakers that are struggling to bring the prices of their electric models to an affordable level will be lobbying to retain the tax subsidy that can reduce the sticker price of an electric vehicle by $7,500. There is already a backlash brewing to the administration’s freeze on climate-related programs in rural areas. Many farmers entered into contracts with the federal government in which they would be reimbursed for land conservation and renewable energy projects; after taking loans and laying out their own money believing the government would honor its part of the agreement, they’ve been left holding the bag.
So will Congress step in to ensure that some climate funding remains? This is the point in the story where we inevitably invoke former Speaker of the House Tip O’Neill’s dictum that “All politics is local.” No matter what issue you’re working on, O’Neill insisted, what matters most is how it affects the folks back home, and the most successful politicians are those who know how to address their constituents’ most immediate problems.
Like many such aphorisms, it’s often true, but not always. While there are many members of Congress whose careers live or die on their ability to satisfy the particular needs of their districts, today national politics and party loyalty exert a stronger pull than ever. The correlation between presidential and House votes has grown stronger over time, meaning that voters overwhelmingly choose the same party for president and their own member of Congress. Even the most attentive pothole-filling representative won’t last long in a district that doesn’t lean toward their party.
Which is perfectly rational: Given the limited influence a single House member has, you might as well vote for the party you hope will control Washington rather than splitting your ticket, no matter who is on the ballot. That doesn’t mean members of Congress have stopped working to bring home the bacon, but it does mean that the pressure on them to deliver concrete benefits to the voters back home has lessened considerably. And when the congressional leadership says, “We really need your vote on this one,” members are more likely to go along.
There will be some horse-trading and pushback on the administration’s priorities as Congress writes its budget — for instance, farm state members are already angry about the destruction of the U.S. Agency for International Development, which buys billions of dollars of agricultural products from American farmers to distribute overseas, and will press to get that funding restored. And with a razor-thin majority in the House, individual members could have more leverage to demand that the programs that benefit their districts be preserved.
On the other hand, this is not an administration of compromisers and legislative dealmakers. Trump and his officials see aggression and dominance as ends in and of themselves, apart from the substance of any policy at issue. Not only are they determined to slash government spending in ways never seen before, they seem indifferent to the consequences of the cuts. For their part, Republicans in Congress seem willing to abdicate to Trump their most important power, to determine federal spending. And if Trump succeeds in his goal of rewriting the Constitution to allow the president to simply refuse to spend what the law requires, Congress could preserve climate spending only to see it effectively cancelled by the White House.
Which he would probably do, given that it is almost impossible to overstate the hostility Trump himself and those around him have for climate-related programs, especially those signed into law by Joe Biden. That’s true even when those programs support goals Trump claims to hold, such as revitalizing American manufacturing.
What those around Trump certainly don’t want to hear is any “scolding” about the effects of climate change, and they’re only slightly more open to arguments about the parochial interests of members of Congress from their own party. As in almost every budget negotiation, we probably won’t know until the last minute which programs survive and which get the axe. But there are going to be casualties; the only question is how many.
A new Data for Progress poll provided exclusively to Heatmap shows steep declines in support for the CEO and his business.
Nearly half of likely U.S. voters say that Elon Musk’s behavior has made them less likely to buy or lease a Tesla, a much higher figure than similar polls have found in the past, according to a new Data for Progress poll provided exclusively to Heatmap.
The new poll, which surveyed a national sample of voters over the President’s Day weekend, shows a deteriorating public relations situation for Musk, who has become one of the most powerful individuals in President Donald Trump’s new administration.
Exactly half of likely voters now hold an unfavorable view of Musk, a significant increase since Trump’s election. Democrats and independents are particularly sour on the Tesla CEO, with 81% of Democrats and 51% of independents reporting unfavorable views.
By comparison, 42% of likely voters — and 71% of Republicans — report a favorable opinion of Musk. The billionaire is now eight points underwater with Americans, with 39% of likely voters reporting “very” unfavorable views. Musk is much more unpopular than President Donald Trump, who is only about 1.5 points underwater in FiveThirtyEight’s national polling average.
Perhaps more ominous for Musk is that many Americans seem to be turning away from Tesla, the EV manufacturer he leads. About 45% of likely U.S. voters say that they are less likely to buy or lease a Tesla because of Musk, according to the new poll.
That rejection is concentrated among Democrats and independents, who make up an overwhelming share of EV buyers in America. Two-thirds of Democrats now say that Musk has made them less likely to buy a Tesla, with the vast majority of that group saying they are “much less likely” to do so. Half of independents report that Musk has turned them off Teslas. Some 21% of Democrats and 38% of independents say that Musk hasn’t affected their Tesla buying decision one way or the other.
Republicans, who account for a much smaller share of the EV market, do not seem to be rushing in to fill the gap. More than half of Republicans, or 55%, say that Musk has had no impact on their decision to buy or lease a Tesla. While 23% of Republicans say that Musk has made them more likely to buy a Tesla, roughly the same share — 22% — say that he has made them less likely.
Tesla is the world’s most valuable automaker, worth more than the next dozen or so largest automakers combined. Musk’s stake in the company makes up more than a third of his wealth, according to Bloomberg.
Thanks in part to its aging vehicle line-up, Tesla’s total sales fell last year for the first time ever, although it reported record deliveries in the fourth quarter. The United States was Tesla’s largest market by revenue in 2024.
Musk hasn’t always been such a potential drag on Tesla’s reach. In February 2023, soon after Musk’s purchase of Twitter, Heatmap asked U.S. adults whether the billionaire had made them more or less likely to buy or lease a Tesla. Only about 29% of Americans reported that Musk had made them less likely, while 26% said that he made them more likely.
When Heatmap asked the question again in November 2023, the results did not change. The same 29% of U.S. adults said that Musk had made them less likely to buy a Tesla.
By comparison, 45% of likely U.S. voters now say that Musk makes them less likely to get a Tesla, and only 17% say that he has made them more likely to do so. (Note that this new result isn’t perfectly comparable with the old surveys, because while the new poll surveyed likely voters , the 2023 surveys asked all U.S. adults.)
Musk’s popularity has also tumbled in that time. As recently as September, Musk was eight points above water in Data for Progress’ polling of likely U.S. voters.
Since then, Musk has become a power player in Republican politics and been made de facto leader of the Department of Government Efficiency. He has overseen thousands of layoffs and sought to win access to computer networks at many federal agencies, including the Department of Energy, the Social Security Administration, and the IRS, leading some longtime officials to resign in protest.
Today, he is eight points underwater — a 16-point drop in five months.
“We definitely have seen a decline, which I think has mirrored other pollsters out there who have been asking this question, especially post-election,” Data for Progress spokesperson Abby Springs, told me .
The new Data for Progress poll surveyed more than 1,200 likely voters around the country on Friday, February 14, and Saturday, February 15. Its results were weighted by demographics, geography, and recalled presidential vote. The margin of error was 3 percentage points.