You’ve reached your free article limit
Log in
To continue reading, log in to your account.
Create a Free Account
To unlock more free articles, please create a free account.
Sign In or Create an Account.
By continuing, you agree to the Terms of Service and acknowledge our Privacy Policy
Welcome to Heatmap
Thank you for registering with Heatmap. Climate change is one of the greatest challenges of our lives, a force reshaping our economy, our politics, and our culture. We hope to be your trusted, friendly, and insightful guide to that transformation. Please enjoy your free articles. You can check your profile here .
subscribe to get Unlimited access
Offer for a Heatmap News Unlimited Access subscription; please note that your subscription will renew automatically unless you cancel prior to renewal. Cancellation takes effect at the end of your current billing period. We will let you know in advance of any price changes. Taxes may apply. Offer terms are subject to change.
Subscribe to get unlimited Access
Hey, you are out of free articles but you are only a few clicks away from full access. Subscribe below and take advantage of our introductory offer.
subscribe to get Unlimited access
Offer for a Heatmap News Unlimited Access subscription; please note that your subscription will renew automatically unless you cancel prior to renewal. Cancellation takes effect at the end of your current billing period. We will let you know in advance of any price changes. Taxes may apply. Offer terms are subject to change.
Create Your Account
Please Enter Your Password
Forgot your password?
Please enter the email address you use for your account so we can send you a link to reset your password:
Rob talks “tough tech” with Engine Ventures’ Katie Rae.

This transcript has been automatically generated.
Subscribe to “Shift Key” and find this episode on Apple Podcasts, Spotify, Amazon, or wherever you get your podcasts.
You can also add the show’s RSS feed to your podcast app to follow us directly.
Robinson Meyer:
Hello, it’s Thursday, August 6, and after a very slow 2025, there’s been a pickup in climate tech funding lately, at least for late-stage companies. Base Power, the virtual power plant and home battery startup run by Zach Dell of the Dell family, raised a billion dollars this week, which puts its valuation at $13 billion.
Robinson Meyer:
Last week, Commonwealth Fusion Systems raised a billion dollars as well from a new set of largely institutional investors, which signals a lot of confidence in their technology. And earlier this summer, there was a spate of smaller announcements. So Endurance Energy, for instance, raised more than $50 million to build underwater geothermal plants. So what’s happening here? Is climate tech back as a sector? Is it 2020 again? Or are we seeing something a little different? Is AI perhaps triggering like an electricity tech startup boom? Well, I wanted to discuss these questions with an investor who’s in more than just climate tech, but who has been in climate tech for a long time. Our guest today is Katie Rae. Katie is the CEO and managing partner of Engine Ventures, a very interesting organization which spun out of MIT a few years ago. You’re going to hear more about it in a second. She’s a board member for a number of, I would say, climate tech companies. She would say Engine Ventures portfolio companies, including Boston Metal, Commonwealth Fusion Systems, Form Energy, and Teradar. On this episode, we talk about quantum computing, whether fusion is actually going to happen this time and what it would look like if it did, what the AI boom has meant for hardware innovation in the U.S., what’s missing from the U.S. Industrial innovation ecosystem, especially as compared to China, what John Arnold gets wrong and right about the Chinese economy, and finally, whether AI is a bubble. I’m Robinson Meyer, the founding executive editor of Heatmap News, and it’s all coming up on Shift Key.
Robinson Meyer:
Katie Rae, welcome to Shift Key.
Katie Rae:
Thank you so much. Really nice to be here.
Robinson Meyer:
Can you just tell us a little bit about The Engine?
Katie Rae:
So first of all, The Engine was founded 2016 as an entity that did two really important but distinct things. One is a venture capital fund. What we call tough tech startups, really translating out of labs. You know, we started from MIT, so principally MIT, and that has expanded over the years, translating things that could have enormous societal impact and enormous economic impact, because without the other, it probably wouldn’t work, right? You need both. And then ecosystem development play. Which is like, how do you create density of entrepreneurship ideas so that you get the very best and everybody learns from each other the fastest how to grow these companies? So that was the original The Engine. Now it is two pieces. One is the Engine ventures, which I run, and the other is The Engine, which is an accelerator. It’s space, it’s services, and ecosystem development. So it’s two distinct plays now.
Robinson Meyer:
So this category of technologies, you guys call it tough tech. Sometimes you hear deep tech. What is different about investing in it from, let’s say, the classic VC playbook? And how is The Engine Ventures like built for that? What do you even kind of consider under tough tech, let’s say?
Katie Rae:
Yeah, such a great question. First of all, this is the original form of venture capital, right? Which is that you are investing into things that have substantial intellectual property that took probably a long time to develop in academic or national labs and that are true breakthroughs. So a substantial leap forward in how we know things to work, which then can develop entire industries. Right. This is a very pure sense of venture capital. Over the years, you, in the generation you come from, think of it as software investing, where there’s very little technical risk and it’s all market risk. So what tough tech is, is that you are taking on, I wouldn’t say in general scientific risk, but you are taking on the engineering risk of building something of physical instantiation. And that kind of risk is very different than software marketing risk. But it doesn’t mean it’s different forms of venture capital. One is taking the risk that a thousand other startups could do exactly the same thing and you’re going to be the one to break through and win. And the kind of venture capital in tough tech is that you really do understand the engineering and how to scale it up and how to get it to market and partner. But it is that engineering risk phase that we’ll call tough tech. And that is more capital intensive in the beginning because it’s physical. But maybe not more capital intensive over time, but they’re just different forms of venture risk. One is you’re competing with a thousand people. And the other is there are probably one or two teams in the world with the knowledge base and ability to build this thing. And so your likelihood to win if you can gather the capital and the people and the expertise is actually pretty high, but very few people could make that happen. So that’s why a place like MIT, where you have this incredible group of humans who know how to collaborate globally on the cutting edge, is an incredible place to start something like The Engine Ventures, where you have a higher likelihood of being able to form these teams and get them out to market, and therefore a higher likelihood to win.
Robinson Meyer:
Are the returns better in tough tech? Because this is why VC crowded into software, right, is that the returns were amazing. And so it was like lower risk than original VC. And then you had these incredible, huge returns on a relatively capital light formation. Do you think that eventually tough tech kind of generates these software size returns or are the reasons that say in MIT or the country overall should be in this this category of more capital and intensive companies, let’s say less about eventual investment return and more about societal return?
Katie Rae:
Oh, is that the trillion dollar question? Yes, it is. So this is a complex answer, right? So everybody, and I hear this all the time from people, oh, software returns are so much better. Well, if you go look at the average return of a venture fund, it’s negative, whether you’re in software or hardware. It’s not that just because you bet on software, you win. It’s because you bet on the best entrepreneurs in the biggest markets that can move the fastest to win. And that can happen in software and in tough tech. The difference is there are probably a thousand x the funds in software that there are in tough tech so you you play the odds right and so it is always about what is your network how can you help these companies how can you give them an advantage and how do you get the best ones that put you at an advantage to have an economically viable return in venture by the way there is luck in all these say.
Robinson Meyer:
Let’s get to examples. So what are the companies, let’s say, in the Engine Ventures portfolio right now that you’re most excited about, particularly along the lines of energy and clean energy? Because this is nominally a clean energy podcast, although we wind up talking about industrial development and industrial organization as much as we talk about anything else.
Katie Rae:
Well, see, we invest across energy, advanced systems, and I would say convergence biology.
Robinson Meyer:
What is advanced systems?
Katie Rae:
All of those advanced systems, you would think about it as like in the category would be semiconductors, quantum, AI, built environment. These are systems that are at the kind of base of how anything is built.
Robinson Meyer:
Kind of general purpose technology with a solid state spice mixed in.
Katie Rae:
Yes. I’ve never described it that way, but sure. So in tough tech, you know, you are looking on the energy side at things that are new energy development, that are much more dense forms, cleaner forms, sustainable forms, things that could be built anywhere. Where we look at that, we look at carbon transition, like how do you go from heavily carbon to lower carbon sources of creating anything, whether it’s steel, cement, you name it. But then you start to bleed into advanced systems, and then it’s anything that gives you more compute for less energy, or more compute period, more transmission period. And then on the biological side, and this will get into the energy side as well. It’s like, what are the biological systems that play with energy or materials or food or health? You know, those are the areas we work in. Now, you just asked me to name my favorite children. That’s something I don’t do because I don’t think it’s effective. But I will say across all three of those zones, there are very, very interesting plays. I think because this is an energy oriented podcast, we should talk about things like fusion or we should talk about things like, you know, long term storage. I think those are very accessible answers and interesting areas to talk about.
Robinson Meyer:
Let’s jump in. You’ve anticipated my next question. So let’s talk about fusion. I think The Engine is in Commonwealth Fusion, which is the big fusion company at the moment. Talk about your investment, but also like how do you read that sector at the moment? Because we seem to be cresting another wave of excitement about fusion. We have done that before. I’m inclined to be skeptical about it. But at the same time, we crested multiple waves of, let’s say, excitement and hype about artificial intelligence. And then one of them actually broke on the beach. We’re living in the aftermath of it. So where do we stand on fusion right now?
Katie Rae:
Okay, so I think if you look from my perspective, AI, fusion, there are a lot of these kind of frontier technologies that actually follow a fairly systematic path, kind of like Moore’s Law in computing, right? They get incrementally better and make leaps over time. And eventually they leap to the point where they make sense commercially and then have a giant impact on whatever in artificial intelligence or in energy. Then all of a sudden the world changes. You’re living through that with AI right now. Like we’ve been talking about AI for a long time and all of a sudden it’s now applied. It makes sense. it’s making productivity gains, and then the excitement goes wild. Okay, awesome. Fusion has followed that path for 50 years of kind of Moore’s Law, in fact, developing faster than Moore’s Law. And if you look at all of the systematic research in fusion, you will see that we are getting to this point of net positive energy. And it’s really sustained net positive energy is the holy grail. And the reason I’m excited and the reason I invest in Commonwealth Fusion is that we’ve built more than 300 tokamaks, which is the way they’re capturing, you know, the energy of the sun. This is essentially a leap forward because of a materials change, which is how these things happen. Therefore, we think we will get to net positive energy. And we are right on the precipice of this. You know, we invested in 2018, and they have made very systematic progress to that. If you haven’t come to see Spark, you should come see Spark, because you’ll see that this is an engineering feat that is well along its path. And I think when you get to that point, you get to the point of then scaling these things, and you get to the point of improving them very, very rapidly, and then they make a ton of economic sense. So we are sitting in that zone. But in tough tech, if we didn’t invest in 2018, you can’t make that progress. It’s not like the progress just comes out of thin air. It comes out of real engineers doing real improvements across an entire system to get to the point of net positive energy. And that’s why fusion is at a great moment.
Robinson Meyer:
We hear that fusion’s right on the precipice of net positive energy. Can you put that in AI equivalent terms? Is that like inventing the transformer? Is that like, which happened in the late 20-teens at Google, is that like chat GPT public demo? Or does that put us maybe 10 years from commercialization? And it’s a very exciting technical milestone. It signals that commercialization as possible. But it’s still 10 years before we see one of these things in PJM or in CAISO or in ERCOT, you know, a big electricity market that where Americans are consuming this electricity just in the course of normal economic activity.
Katie Rae:
It’s closer than that. I think it’s, you know, early 2030s, maybe four or five years post proof point of net positive energy, which is coming soon. You know three five years like I don’t know exactly but in that zone so it’s actually pretty close but it’s not that you know one day you wake up and it’s there these are serious engineers working through how to get there but like like someone like Commonwealth Fusion has the place they’re going to build it in Virginia right with Dominion Energy like there’s a deal We know where the steel is going to go in the ground. We know where the interconnects are and how to build balance a plant. Like all of that is happening. So we are well on our way. So it’s not just that you get net positive energy and then you start dreaming up like, well, okay, now how would we put this on the grid? Like there are serious people working on that. And so I would say this is a highly economic team who’s going to go build a huge business, right? So that’s where we are. And it’s not just that it’s people in academia or in Google labs playing with things. We are really building these things. Yeah.
Robinson Meyer:
Can you just talk through a number of your, you reference long duration storage. I think Form Energy was originally an Engine Venture firm? Am I?
Katie Rae:
I’m their first investor. Yes.
Robinson Meyer:
Yeah. And so can you just talk through a few of your other clean energy, energy investments, the kind of subsectors you’re excited about at the moment and the companies that represent those sectors?
Katie Rae:
Okay, so other areas like super excited about form. They do long duration, very inexpensive batteries that essentially help. At peak and, you know, are nicely paired with solar and wind, but also with gas, right? You’re essentially stabilizing the grid. I’ve sat on the board since the beginning. I think it is an incredible team. And the opportunities have only gotten bigger for them because of how the energy grid is playing out and how much more power we think we need and so that’s super fun we also do things like transmission so we’re first investors in a company called veer and they’re doing both how do you get more power to a data center from the point of the grid into the data center and how do you do you know long transmission where you get much more energy along the same amount of area that you would already have in transmission. Super important thing. But we also do solid state transformer. I mean, you just go down the entire stack of the energy grid and we have probably made a bet in one of those areas. So that’s materials extraction all the way through kind of the application layer of AI. And I think that is an enormously exciting stack that will kind of power how not only the grid works in the future, but how we get compute and how we get the actual materials that we need in order to kind of control destiny for the economy. And to me, that’s like real venture capital.
Robinson Meyer:
So I see The Engine Ventures as coming out of this long-running critique from MIT. I think I first heard about it maybe 15 years ago at this point, that the U.S. had these key gaps in its ecosystem. You know, the technology, the raw science coming out of American labs at that point was better than anywhere else in the world. And then you had these companies that were absolutely at the peak, you know, at the apex of the value chain and were able to get an enormous amount of value out of existing products. But that we were very bad or generally we were quite bad at taking products out of the lab that were more than, say, five or 10 years from market and putting in the long term investment, putting in the long term engineering time to commercialize them. And to get these raw advances from the lab to a place where they could be commercial products. 10 years ago, it was contrasted to China. Now it’s contrasted to China that China has ecosystems that are much better able at commercializing, let’s say, early-scale technology. And the system seems much more willing to put in investment on 10 or 15-year or 20-year cycles. There’s a lot of picking winners. There’s a lot of corruption. But this Chinese system is able to commercialize long-term technology in a way that the U.S. system maybe struggles to do. The Engine Venture seems to address part of this criticism, but I guess I’m wondering, you’re in this ecosystem every day, so what is missing from the U.S. System right now?
Katie Rae:
Can we put a pin in the China thing? Because I want to come back to that. So let’s remember to come back to that. So there are two gaps in our system that I think are interesting and in some ways persist and is why the Engine Ventures got founded. So the first gap, I mean, we have funded long-term technology development in our university labs for a long time, and we’ve had a lot of corporate development in the same methodology, essentially, but internal to a corporation. And you see it at GE, you see it at Microsoft, Google. I mean, I could name 100 companies that do a lot of systematic R&D. So we’ve been pushing on the edges of science in those two ways for a long time. But if you just go to the university system, because that’s not captive to one company, there are two fundamental gaps that happen. One is there’s a difference between the scientific breakthrough and it being ready to being an engineering project. And generally, you can fund things where you have a plan, you know what the science is going to actually do, you can go and build it, and you know what the market is. Those are fundable activities. The question is, because, you know, funds are judged by their IRR and multiples of return, right? And you could be judged on both or you could be judged on one. If the time length stretches out, you’ve got to have a much bigger multiple for it to make sense economically and for you to compete with other funds. So this gap and the reason The Engine Ventures was founded is if it’s big enough, you can, like, instead of having these 10-year time constraints that most venture funds had, you could stretch that to 12, 14, 16 if you had big enough outcomes, right? Because your multiples can cover for that time stretch. But if you don’t have that, then you can’t fund fusion, unless you don’t care about your economic outcomes, because you are going to have a longer time period than most venture funds could handle. So we basically made the argument, and this is kind of filling this gap of saying, if we have big outcomes, and we’re going to bet on really, really big outcomes, we could fund these things for a longer time period. Okay, so that’s gap one. But you have to have the very best technology to fund. You’ve got to have great teams. You’ve got to have things that could win. Okay. And most won’t. Like that’s just the story of how this works. But someplace like MIT does amass the kind of talent that could have these breakthrough winners, both in the technology and the humans that could actually pull that off. The second gap is what I’ll call the scale up gap. So in venture, there’s growth capital that tends to want to understand fully what are the economics of something and are you making today? I’m going to fund your growth capitals until you get to the public markets. But I understand the economics of this and there’s no technology risk. That is the second gap, because you cannot say that in tough tech. What you can say is, we have proven that you can engineer this thing with the early stage capital, and now you have to scale this up. And you have to bring the cost down, or you have to scale up manufacturing, or you have to develop the supply chain. But if you do, the economic outcomes are enormous. And by the way, in that phase, the timescales do match a lot of current venture funds. But typically, the funds don’t have the technical expertise internally to bet on things like that. And just like you said before, in software, there are easier things to bet on. And there are things that are familiar to bet on. So those two gaps have persisted in the U.S. venture ecosystem. I would say we’ve made a lot of progress on filling the excitement of the early stage gap. And, you know, we were very systematic in trying to say, like, we want people to invest with, we want to work with other people, because having that group of people that invest makes us more competitive and the best things get funded, the best things get the most money. That’s great for the US. It’s great for the world. It’s also great, you know, for the venture people who back those companies. This later stage gap, I still think is there, right? There is plenty of growth capital if you’ve proven out all the engineering, but still a lack of that later stage capital if you’re in what we call scale-up phase. If we fix that, I think the U.S. is in a very good position. And that is done by venture funds forming with self-interest to back the very best things and limited partners understanding that they can have very big wins from that. And you start to see things like SpaceX or X Energy, Fervo, like any of those IPOs, whether they go through their bumps post IPO, they’re all going to go through their bumps, but they have created, like certainly SpaceX has created huge economic value, but that was 25 years in the making of that company, right? And I think the investors in that are pretty darn happy, right? And so you prove that these things make sense when you can become an unstoppable economic force because of the breakthroughs.
Robinson Meyer:
Is that a financing gap or is that an industrial ecosystem gap? Because SpaceX is an interesting comparison, because they were able to piggyback on the back of, I would say, especially 20 years ago, still extremely robust and globally dominant U.S. Aerospace industrial ecosystem, where there’s a lot of manufacturing still. We still make more of a lot of you know aerospace inputs than anyone else and over the course of SpaceX’s life my understanding is they’ve brought a lot of that fabbing in-house and they’ve been able to kind of build their own internal supply chains but when you talk about the struggle or the obstacles to scaling that tough tech companies face you’re describing it as a financing problem Is it a financing problem? It may partially be a financing problem. Or is it also like an industrial ecosystem problem where there is not the same set of contract manufacturers or commodity providers or refineries or smelters that would be able to help these companies if they were in China or even if they were in Europe?
Katie Rae:
Again, complex answer to what appears to be a simple question. And my answer to all of it is yes, which is it’s a financing problem, one. Yes. It’s also when you are building an entirely new industry that will pay off economically later. You are tending to build all of the pieces over time of your supply chain, whether it’s in partnership or whether you build it yourself, whether you have to also have breakthroughs in areas of your supply chain. The answer to all those things is yes. But if you do it and you are successful, you have an enormous, enormously positive economic outcome. And so there is incentive to do that. If you understand how you get from a standing start to like, I’m going to build a fusion company to I have one of the most valuable companies in the world, you have to understand that that involves sometimes making your own supply chain, partnering deeply with maybe someone in the US or someone in Japan or someone, any number of Europe, any number of places around the world, or incenting the building of things next door. Like you are going to have to understand how to do all of those things to build these economically powerful companies like a SpaceX or the next commercial fusion power company. Like there’s no way around that. And so it’s not like software. It’s not like, oh, I thought up an idea. I spun up my Amazon cloud account and it’s on the web today, right? And any Tom, Dick or Harry could do exactly the same thing in an hour and compete with you. That’s what I’m saying. Tough tech looks different than that. But it is possible to do that in the U.S. Yes. Did SpaceX benefit from having an aerospace industry around them? Is there a reason that they put their stuff in Southern California? Absolutely. And that is true in all tough tech companies. Like why is Form Energy in West Virginia? Well, it is the heart of where steel was built. You know, there are rivers. You understand how to move things, right? It’s an iron air battery. When you make sense of where to put one of these things, you’re often doing it because of things that have existed before and talent that you can draw from on that and a community that understands how to build industrial products. That is true in many places in the U.S. And there are many ways to partner. And so you just, you can’t shy away from the complexity of that and the optionality of that on how you build it. And that is why it is a very interesting space to play in, and it’s not so easy to do a simplistic podcast on this. Like, you’ve got to dig into these things.
Robinson Meyer:
Well, what separates a technology that scales and that you look at as a good investment at the Engine Ventures from one that stays stuck in a lab?
Katie Rae:
There are multiple things. One, it’s got to be a lot better than what exists today. It can’t be incrementally better. And almost all innovation is incremental, right? So there are very few things that are true breakthroughs, because you have to have enough time, and it has to make economic sense for long enough to get your innovation to market, right? Because nobody’s going to, your competitors aren’t going to stand still. So that gap has to be big enough that it makes sense to invest. Okay, so that’s fairly easy to judge in a lot of ways because you can look at the techno-economics, there’s generally papers published on this, you can spend real time in a lab with an academic or with an entrepreneur who’s somehow gotten this innovation. And so that you can start to assess. But then you have to say, well, how big could this market ever be? Like, how big could this company ever be? And there are a lot of companies that have really the top of what they’ll ever get to is a few hundred million dollars, maybe a billion dollars after 10 or 15 years of hard work. That doesn’t pay off for an investment where you need 10 to 15 years to build a substantial business. It’s got to be a lot bigger than that. So when I was investing in software many, many years ago, I’d be like, tell me how you get to a million dollars in revenue and in what time period. You got to go many orders of magnitude above that for it to make sense in tough tech. And so it’s how do you get to your first billion in revenue? How do you get to your first $10 billion in revenue? And why is it going to be hard for somebody to compete with you is kind of these early questions we ask. And that’s not that we know the answer, but if you can’t see that answer, you probably don’t have a company you can invest in long term. And so that’s what we look for. But they don’t happen overnight, right? Like take form. Great. you’ve got an iron air battery. Over time, the cost of making those batteries is going to go down dramatically. In the beginning, it won’t. Like, that’s why the IRA got passed, is that you had to kind of incent the early manufacturing of these breakthroughs so that they could get to the point where you could scale up and scale the cost down. And that’s why that has had more staying power than people would have thought in change of administration, because those manufacturing credits are building enormous companies that create jobs and make a ton of sense over the long term.
Robinson Meyer:
We had John Arnold on the show a few weeks ago, and one of the things we talked about with him was that he went to China for the first time a few months ago.
Katie Rae:
You know, I was with him.
Robinson Meyer:
Were you with him?
Katie Rae:
I was with him. Yes. He’s so wonderful. Like he really took us through a wonderful trip.
Robinson Meyer:
So his takeaway from that trip was that he would not invest in any manufacturing in the U.S., that China was too dominant. They have too many educated workers. Their kind of mastery of certain aspects of engineering was too high. They have scale. They have dominance of certain commodity inputs that he just didn’t think there were compelling U.S. investments in manufacturing at the moment, or at least the way you framed it was that I think it didn’t leave him very interested in U.S. manufacturing. Obviously, The Engine Ventures is invested in Form, as we’ve been talking about. It’s invested than in other manufacturing companies. You were with him on that trip, so what does he get wrong in that view?
Katie Rae:
Oh, what a great question. So I spend my days with engineers and scientific leaders. I don’t know that I’m going to say he gets it wrong. I’m going to say this is how I see it, which is that in these areas of true breakthrough, manufacturing is a part of that that must be paired with the understanding of science and the understanding of engineering and then the understanding of manufacturing, but that they all go in unison. So if I was going to manufacture something that we already know how to manufacture, and I was going to make it a little better, China looks really great because of all the things you just said, John Arnold said. Um but if you’re going to manufacture something that has never been done before that is a lot better than we have i don’t think the same rules apply and i don’t think that we’re at a standstill right like the way ai is coming about to basically help manufacturing, help us understand how to manufacture things smarter, get, you know, basically enhance human capability. The way robot arms are getting smarter because of better software. I think fundamentally that paired with true breakthrough engineering and science is something that you can’t just throw up because you have, you know, 300 million migrant workers. Like it is a very heady and collaborative task at hand. And so I don’t think that there is a distinct advantage today. Now, if you say we have a solar panel that we know how it works, and we’re going to get better at manufacturing it to lower cost, yes, China has an advantage right now. But if you’re going to say we’re going to build a next-gen fusion power plant that has net positive energy, I don’t think that’s true. And so I think to me, where the economic value is created and where I invest is in companies where you have that deep collaboration between science, people who understand the science, people who understand the engineering of something new, the materials of something new, and then the manufacturing of it, that you marry those pieces. And you see that over and over again in our portfolio and in what we find interesting and investable.
Robinson Meyer:
We just talked about China a little bit. We just talked about it kind of in the context of manufacturing. Yeah. What’s the heart of the U.S.-China dynamic that you have in mind when I was asking about it earlier and you were parlaying it to later?
Katie Rae:
I mean, first of all, the very best thing for the world is that people around the world in universities and in governments are developing breakthroughs that fundamentally make human life, planetary life better. That is my worldview. That open competition is a very good thing. I’ve been to China many times starting in the 1990s. This is not a static view of one trip that I’ve ever had to China. I believe that there has been continual improvement of getting more and more into developing breakthroughs and real scientific discoveries. And that’s happening in China, that manufacturing is important. They have a very different governmental system than we have, different funding systems. I think there are areas where their funding system works incredibly well, and there are areas where our funding system works incredibly well, and there’s areas where both can work very well. You know, I think they’re a worthy collaborator, a worthy adversary. It’s a dynamic relationship. And lots of respect for different parts of what China has done. I mean, just the economic miracle of what’s happened there is astonishing. And if you look at what the U.S. continues to produce in terms of real breakthroughs, it’s also astonishing. And so I don’t want to live in sort of a non-complex truth about where we’re headed and what’s going to happen. Like, I don’t know the answer to that. But what I do know is that where I’m going to put my life energy is looking at things that have breakthroughs that could scale and could fundamentally make society better globally. So I don’t know how it plays out with China. And I’m not in the government. But I think the U.S. innovation system, where there are people like me that look at these breakthroughs and know the time periods it take and help entrepreneurs go for it is the lifeblood of our future economy and the most exciting place to be. And it’s complex and interesting and fun and difficult, but it is. Where you get the future. And there will be collaborations with and without China, with and without the UK, Europe. This is a very dynamic system. And I love that we put risk capital against these things. And I love that it’s not dictated by any government agency where we put capital, that it’s amplified, but not dictated. And I think that long term is a more dynamic and better system, but not for everything. And so that’s where I think we are.
Robinson Meyer:
You’ve been alluding to policy, and you mentioned the IRA earlier. How have the changes in Washington, say around the IRA or around any other policy, affected the startups in your portfolio?
Katie Rae:
Yeah, I think there are some where it’s enhanced, right? Like I think areas where this administration has been more interested in some of these very breakthrough areas. And I think there are areas that were hurt. Like I think the whole decarb area was hurt. And I think things in geothermal and fusion, fission were helped. And many things didn’t change, right? Because they were rational things that needed to happen. People make a lot about administrative change. But I think if you’re looking at fundamental, breakthrough, translatable science, whether you’re a Democrat or Republican or an independent, there’s a lot of commonality between what people want. And so on the edges, things change.
Robinson Meyer:
Is that true even with the changes to grant funding and, you know, how the NSF works or how OSTP assesses grants? Or is that kind of all upstream of the areas you work on? And so if that were to have an effect, you wouldn’t see it for another five years or something?
Katie Rae:
Yeah, it definitely has. I’m not saying it doesn’t have an effect. You know that I fundamentally believe in long-term government funding of Breakthrough Science because I do think it’s how we get prosperity. That’s just like fundamental. But I do believe every single administration also believes that. So it is on the edges of that. And I don’t believe that long term we’re not going to fund that in the U.S. Because I just think the evidence is so strong that that is the right thing to do. But we’re in an era of a lot of disruption on many fronts. And one of those is in grant funding. What I see is ... just as a practical matter, and I’m not really a policy expert. That’s not what I do. And I’m not a government person. But what I see right now is in the short term, people are thinking very differently about how to translate and how to get what is already being built in these academic labs out and into startups, into things that could have an economic outcome. And that’s awesome. So it’s not like we’ve seen fewer startups in the last few years. We’ve seen just as many, and in some areas more, because they don’t have the funding and they want to translate the things that are there. I don’t know if things dry up in a few years because of that. Probably the answer to that is yes, but I don’t know yet. And there’s a lot of creativity and people thinking about alternative models to funding research. I don’t think long-term that will be as successful as what we have had for the past 50 years. But I could be wrong about that. But I will tell you that many of my conversations with people from around the globe are, how do we address the shortfall in funding in this very important area? Could we do it philanthropically? How could we get things out faster? What’s the impact of AI? Could we go even faster? If we pair what we have already in these labs with AI. And those are very meaningful, very important conversations. And I think pressing the edges of that is going to get us to a new moment. And that’s where I put my time, because I think I see incredible innovation happening at that complex edge of, I’ve lost my funding here, how do I do this? And that is exciting to me. It’s not that I want people to lose funding. I definitely don’t. I think it’s a terrible idea. But where I put my time is where I think I can have an effect, and it’s in that area.
Robinson Meyer:
You’re not a policymaker. You’ve said you’re not a policymaker, but you do presumably talk to them. So what is the number one thing they should understand that you feel like they don’t understand across parties or in parties.
Katie Rae:
Let’s leave parties out of it because I do think there are a lot of people across parties who understand this. Okay. Which is that breakthrough does not happen because you dictate it to happen. Very rarely is that how it happens. It happens over long-term collaboration with very smart people that have typically been in our very high performing academic labs that have curiosities about how you could actually achieve something of importance in a specific area. And multiple labs go at it in different ways and compete to get to that breakthrough. That is a very, very strong model and that they’re not told to do it but they are doing it out of curiosity and they’re incredibly ambitious people that long-term model will produce I think the best effects so I think policymakers are You could get super practical and say, we’re only going to fund things that translate. Well, you’re not going to have the things that can translate if that’s all you’re doing. And people will say that. I don’t think they really mean that, but they say it. They should think in longer term chunks. They should think in 20, 30 year chunks of what are we going to have then that will be a breakthrough if we don’t fund these things now, rather than, oh, we’re going to only fund things that could translate in one to two years. Like that is just short sighted, and we will be lapped if that’s how we think about things. And so our academic system and tenure and long-term steady funding of those very vibrant systems is what has produced this. So I don’t know that in one term you’re going to change that system. And I think it’s very dangerous to fully shake up that system. And I don’t think that’s what’s really being proposed. I think you hear that as a headline. But I think we will go back to funding more of these fundamental things when you start to see the negative outcomes there. So don’t do that is what I would tell policymakers. That’s as simple as that.
Robinson Meyer:
I mean, actually, one theme that’s emerging here is you’re incredibly optimistic about long-term structured competition, whether it’s between national systems, whether it’s between labs, whether it’s between companies. That’s actually like a key element.
Katie Rae:
Commonality here absolutely and that it is human beings being incented to compete openly and on a level enough playing ground i fundamentally believe that’s how you get to the best outcomes and that’s just in my bones like i see it every day i believe it and i believe it because i work with people that do that, like, you know, Bob Mumgard, or I mean, I could name 50 entrepreneurs that I look at them, and what they’ve been able to achieve over, you know, five, six, eight, ten years, and what they preside over, that is because they fundamentally are going for it. And, but I can look at examples of that globally. And I think that’s how we get to our best outcomes.
Robinson Meyer:
So in energy world, of course, we pay a lot of attention to forthcoming developments like fusion, form, ion-air batteries, long-term storage. I would say at the moment, a surprising amount of our time is spent thinking about AI. And that’s because it is driving, as you know, enormous load growth on the electricity system and pushing the electricity system into a whole new size and scale and forcing the system to grow. In ways that it has not had to grow in at least 20 years in most of the country. That makes the following question extremely important to a lot of people’s thinking. And I think they’re very curious where different people come out. When you look at the AI boom, do you think it’s a bubble? And if so, how do you think about the enormous infrastructure bets being made on the back of the AI boom?
Katie Rae:
I do not believe that anybody is going to want less AI. Okay. Like, do you use it daily? Do I use it daily? Does every single person on my team, does every engineer, does everyone in a lab in an academic setting, are they using it every day? I think so. And are they going to want more? Definitely. Because it becomes more and more powerful. And so in the short term, do I believe that there is going to be less load on the system? No. Have I been betting and will I continue to bet that we, over time, will get more efficient at producing more energy in a denser system? Yes. Do I believe that our data centers will get more efficient? Yes. And we could say talk about everything in between yes i believe all those things but i don’t believe it happens overnight i don’t believe the demand vanishes and i don’t believe that we will get more efficient in one second these things happen over time and so in the middle of that you have a lot of angst about, wait, my residential prices are going up. Who pays for the externalities of this? You have people worried about jobs. It’s a lot of change very quickly, but fundamentally, I do not believe it’s going away. And yes, will a lot of things get backed that don’t work, that look silly in the end? Will we call it a bubble? Yes. Do I believe that many things are in progress to make data centers more efficient, to make energy more efficient, to bring more power and less space? Do I believe there will be demand for that for a long time? Yes. And the way the globe is restructuring right now is only putting more pressure on that. But I believe this is a wave that has been coming and will ripple through every economy as we get to a better spot where we have more abundant energy with less carbon produced. We have more compute for less carbon produced. We’re going to use it for desalinization because water is becoming less abundant. We’re going to use it for growing food. We’re going to use that power for many things beyond AI. And those forces have been coming and are not slowing down. And so, yes, there are things that feel bubblicious and will crash. And there are things that are just foundational improvements that I think some will get overbuilt and some will get underbuilt. And they’ll be it’ll be messy. These things are always messy. But to not engage and to say we’re not going to do these things will leave us in a place in our economy that I don’t think we want to be in or we want for our children. Because I think we want to be the ones pushing these edges to make things bigger and better i believe that and it’s coming so jump in
Robinson Meyer:
Well there’s so much more to talk about but i’m gonna have to leave it there Katie Rae thanks for joining us on shift key
Katie Rae:
Thanks Rob, nice to talk to you.
Robinson Meyer:
And that will do it for us this week. Before we go, though, I do want to flag one thing here on the show that we’ve also noted in the show notes. Early in our conversation, Katie says that Commonwealth Fusion has built, quote, more than 300, unquote, tokamak reactors. That was, unfortunately, an overestimate. They’ve actually built closer to more than 150 reactors. Her team contacted us after her appearance to correct the record. We want to make sure it’s corrected here on the show. Shift Key is a production of Heatmap News. Our editors are Jillian Goodman and Nicola Lauricella. Multimedia editing and audio engineering is by Jacob Lambert and by Nick Woodbury. Our music’s by Adam Kramelow. Thanks so much for listening. We’ll see you next week.
Log in
To continue reading, log in to your account.
Create a Free Account
To unlock more free articles, please create a free account.
Rob talks with the U.S. auto giant”s VP of batteries and sustainability, Kurt Kelty.
There are two big trends in the American battery sector at the moment. The first is that the electric vehicle market is deteriorating. GM, for instance, sold just 25,000 EVs in the third quarter of this year. Ford sold 6,000 EVs. Even the long-awaited return of the Chevy Bolt sold just 8,000 units — a small fraction of the vehicle’s already-limited production run. At the same time, the data center boom and the return of electricity growth is boosting batteries of all kinds not designed to power EVs.
Our guest today is in charge of navigating those opposing trends and figuring out what comes next. Kurt Kelty started his career at Panasonic in 1993, where he led the company’s battery research lab. He then went on to Tesla, helping to build the first Gigafactory. Since February 2024, he’s been vice president of battery and sustainability at GM. We talked about manufacturing generally, how the U.S. battery manufacturing sector should look, and how companies should be structured to compete globally, even though they’re making batteries for a mostly U.S. audience.
Shift Key is hosted by Robinson Meyer, the founding executive editor of Heatmap News.
Subscribe to “Shift Key” and find this episode on Apple Podcasts, Spotify, Amazon, YouTube, or wherever you get your podcasts.
You can also add the show’s RSS feed to your podcast app to follow us directly.
Here is an excerpt from their conversation:
Robinson Meyer: In 2024, GM retired the Ultium brand, except for the Ultium cells. And I would say that as an outsider, unlike other domestic automakers, the whole GM stack — where you have a single battery design that you then slot into different vehicles — seems to be working, and certainly seems to be producing profitable vehicles in a way that other automakers’ approaches were not.
So why retire the Ultium name? In traditional automakers, you talk about platforms and different cars designed on the same platform. But are there going to be a few platforms at GM, each with their own chemistry, and then you design different vehicles on top of that? Why get rid of Ultium when it seemed to be working?
Kurt Kelty: Yeah, so the way I look at the future when EV volumes really start to ramp up, we’re going to need prismatic form factor, pouch form factor, cylindrical form factor. We’re going to need nickel cell, high-nickel cells. We’re going to need some LMR cells. We’re going to need some LFP cells. We’re going to need it all. What we do here at GM is we design the right battery for the right application. And generally, depending on the need, you may need high-nickel. You may need LFP. Most likely, you’re going to need LMR in most of our applications. That’s what we think. And in some cases, the prismatic form factor will work best. In other cases, the cylindrical form factor will work best.
I do not see a future where we’re standardizing on a single chemistry or a single form factor. We tried to do that in the battery industry in the late ’90s when I was in the business, and all the laptop companies got together and said, we’re going to make a standard form factor, so we’re going to drive down costs. We made the form factor. Everybody signed up for it. Nobody used it. And nobody used it because it was ... The way to really customize your laptop was the battery. Everything else had been standardized.
At that point they had the hard drive, you had the floppy and the screen, and all those were standard components. The battery was the way you made it custom. And with EVs, it’s the same thing. The battery is going to decide your driving range, your acceleration, your space in the car, your safety of the car. I mean, it just determines so much about how fast you can charge it. All these things are determined by the battery. And so you’re not going to see a standard.
And so at GM, we are preparing for that by having this battery innovation center, this electrification powerhouse that we’ve got. It’s something that we’re really proud of. And in the future, we’re going to really take advantage of this.
You can find a full transcript of the episode here.
Mentioned:
The Senate’s Big Bipartisan Permitting Deal, Explained
On Rivian’s record-setting Q3
Previously on Shift Key: Data Centers Are Creating a New Kind of Battery Monster
This episode of Shift Key is sponsored by ...
RE+ 26 is the largest clean energy event in North America, happening November 16th through 19th at the Las Vegas Convention Center. Register at re-plus.com and use code SHIFTKEY20 to save 20% off a Full Conference pass.
Every year Giving Green researches the top climate nonprofits and sends 100% of every dollar donated to its Giving Green Fund straight to them. Make your first gift before the new year, and it will be matched up to $500. Go to GivingGreen.earth/Shift.
Formed through a joint venture between Wärtsilä and RCT Solutions, Valo helps utilities, independent power producers, and developers navigate market and grid complexity without sacrificing system performance. Learn more at valoenergy.com.
This transcript has been automatically generated.
Subscribe to “Shift Key” and find this episode on Apple Podcasts, Spotify, Amazon, YouTube, or wherever you get your podcasts.
You can also add the show’s RSS feed to your podcast app to follow us directly.
Robinson Meyer:
Hello, it’s Wednesday, October 7, and we have a permitting reform proposal. Last week, a gang of four senators, two Republicans and two Democrats, released the Bipartisan American Affordability and Jobs Act, or the BAAJA, as we’re calling it at Heatmap, BAAJA. Now, BAAJA would overhaul how the U.S. conducts environmental reviews and permits large-scale infrastructure and energy projects. It would encourage states, utilities, and grid regions to build more transmission. It would make it much easier to build geothermal energy in this country. It makes a huge number of changes to U.S. environmental energy and climate law, and we are not talking about it on this show. We are covering it right now at heatmap.news. I’m going to stick some links in the show notes and we will talk about it on this show. We have so many episodes planned, they’re going to be great. But this show is about batteries. This show is actually a long form interview with someone who I think has one of the most impressive resumes in the battery world today. But before we get there, I want to talk about the two big trends in batteries and especially in the American battery sector at the moment. The first trend is that the EV market is deteriorating. I’m not sure if you saw, but automakers really didn’t sell a lot of EVs in the third quarter of 2026, which just ended at the end of September. GM sold 25,000 EVs in Q3. Ford sold just 6,000 EVs. And some of the models from those two companies that were long awaited, such as the Chevy Bolt, this was the sub $30,000 inexpensive hatchback. It’s made in the U.S. People were really excited for it. GM actually initially just limited its production run to 150,000 units. Well, since the beginning of this year when the Bolt went on sale, it has sold just 8,000 vehicles. So a fraction of its initial production run. GM’s going to probably have to cut that production run even shorter. Rivian, by comparison, is clearly doing well. It sold 19,000 vehicles in Q3 of this year. It was its best quarter ever for deliveries. And that was all due to the debut of its new, more affordable SUV, the R2.
Robinson Meyer:
At the same time, as the U.S. EV sector is going through a rough patch, which is partially, by the way, because these EV tax credits went away. It’s also because a number of new EV models are coming out next year. So we’re kind of in a lull. But at the same time as all that is happening, the data center boom and the return of load growth is boosting batteries of all kinds. It is a great time to be making batteries in the U.S. as long as you’re not making them for cars, because nothing incentivizes production like demand. And there is huge demand for lithium ion batteries. Now, a number of companies have been left in the middle. They’re trying to navigate those trends. GM, for instance, has retooled some of its EV battery production lines to now make batteries for the grid. My guest today is in charge of navigating those trends and figuring out what comes next. He has, as I said, one of the most impressive resumes that I think you can have in the U.S. battery sector. He started his career at Panasonic in 1993, where he led the battery research lab and worked in lithium-ion batteries. In 2006, he went to Tesla, where he led Tesla’s battery cell development team and helped build the first Gigafactory. He was then vice president at Sila, a silicone anode producing startup here in the U.S. And then since February 2024, he’s been vice president of battery and sustainability at GM.
Robinson Meyer:
His name is Kurt Kelty, and we have a great conversation on today’s show. We talk about manufacturing generally, how the U.S. battery manufacturing sector should look, and how companies should be structured to compete globally, even though they’re making batteries for a mostly U.S. audience. It’s about the state of battery technology today and where it’s going. I learned a lot from this episode. I think a lot of Shift Key listeners will enjoy it. Unfortunately, we recorded it right before the Q3 data came out, so we didn’t get a chance to talk about that. But I think we talk about a lot of other things that you will enjoy. I’m Robinson Meyer, the founding executive editor of Heatmap News. All that and more. It’s all coming up on Shift Key.
Robinson Meyer:
Kirk kelty welcome to Shift Key.
Kurt Kelty:
Thank you, I’m excited to be here today.
Robinson Meyer:
I’m excited to have you. So you joined GM at this point, I think, two, three years ago. A lot has changed the auto industry at GM and, I don’t know, the entire U.S. energy sector since 2024. Give us a little bit of your background, what brought you to GM, and maybe what’s changed since you arrived.
Kurt Kelty:
Yeah, so I arrived, you said, two and a half years ago, but I’ve been in the battery industry forever, for almost 35 years at this point. I joined Panasonic in 1990, back in Japan, and worked for a cell manufacturer essentially for 15 years. I joined Tesla in 2006. I was employee number 50 or 60 there, and led the battery team there for 11 years. After that, I joined up with Sila, a silicon carbon material company, so a material supplier to the industry, a startup, and then I joined GM after that. Been in the battery industry for a long time, seen it from different angles, from a material supplier to a cell manufacturer to an OEM. I’ve really seen it from various angles. The problems we’re challenged with are very similar to the beginning. The beginning, it was how do you extend the runtime of a camcorder? That was kind of the big thing. Now we’re trying to extend the range of vehicles, and we’ve got our Silverado now at 492 miles, which is just crazy to think about how far we’ve come in these last 30, 35 years.
Robinson Meyer:
It’s interesting you mention that, because I think of this as key to the emergence of the Chinese battery industry, is that it begins as a personal electronics, starts by making lithium-ion batteries for personal electronics, and then that scales. Obviously Tesla huge in this story as well scales to delivering vehicle mileage and all sorts of other you know energy storage needs at all sorts of other scales I guess what’s striking to me is that even here in the kind of U.S. version of the battery industry that is still part of your experience and everything that we’ve been working on even in the U.S. side of the industry is still built basically on on personal electronics.
Kurt Kelty:
No, you’re absolutely right. When I was in the business in the early 90s, it was all electronics. The main drivers, I mean, camcorder was really the first usage of lithium-ion cells, but the battery business was driven by laptops, power tools, and cell phones. Those were the three drivers of the business. And it’s one of the reasons why the battery industry took off in Asia is because the electronics market was there. It was in Asia. And so it’s really important to have that proximity in developing new products. And you get R&D engineers from the cell phone makers working with the battery guys on a regular basis. That’s how you get really faster innovation. And so the Japanese were leading at that point. And then as Korea kind of got bigger and bigger into the small electronic items, then Korea started to take off. And then gradually that shifted to China. And then the battery industry went to China with them. And what’s interesting now is that we now have an EV industry that’s driving the demand around the world, including in the U.S. And so now we have, they have the customer here for the battery industry. So it’s ripe for the battery industry to be developing here in the U.S., to have manufacturing here, to have R&D here. We’re finally at that point because we just weren’t making the appliances, the applications before. And now we are.
Robinson Meyer:
It seemed to me that the story, right, of batteries emerging basically from electronics, from camcorders, from laptops, and then giving birth to a vehicle sector, or then informing the work of a vehicle sector and becoming a vehicle sector, is like a classic case of disruption. And the fact that now we’re trying to scale up in the U.S., a battery sector in part, you know, because it competes with the existing vehicle sector and because it’s a really important input into the existing vehicle sector and kind of the next big vehicle technology that is To some degree, the challenge that I think the U.S. is still trying to overcome is there really is not a domestic electronics manufacturing operation. There’s semiconductors, but there’s not a final assembly or battery domestic industry here. And that is like remains the challenge that the U.S. EV industry has to overcome.
Kurt Kelty:
The EV market is much, much bigger than anything the electronics industry ever provided. I mean, if you look at the demand for cell phones and laptops and combine it all together, it’s absolutely time.
Robinson Meyer:
On like a kilowatt hour basis?
Kurt Kelty:
Yeah. So to give you an example, when we decided to get into manufacturing of cells at Tesla, this is in 2013 is when Elon and I and JB made the decision to make cells at the Gigafactory. We’re going to make 35 gigawatt-hours for Model 3 alone. That was the plan. The industry at that time, including all the electronics and everything, was 35 gigawatt-hours. So we were going to double the market size with one vehicle. And we did it. But that gives you an idea of where it is. And to put that in perspective today, so our Ultium factories, our joint venture with LG, we’ve got two factories here. In the U.S., and last year we were the largest producer of cells among any of the OEMs, each one of those factories can produce 40 gigawatt-hours. And so going back, the electronics market is tiny compared to what we can do in the EV market. We could do the whole electronics industry, most likely, in one of our Ultium factories.
Robinson Meyer:
Oh, that’s interesting. And so to some degree, the U.S. kind of scaling up the electronics industry wouldn’t be a question of battery capacity, like manufacturing capacity anymore, because it’s all here.
Kurt Kelty:
But now that we have that industry here, we have the end customer here, we can actually now, there’s opportunity for us to be a big developer and commercializer of battery cells. And there’s really two things that are necessary to enable a country to really take a leadership role there. And the first part is you have to have that demand. We’ve got the demand. The second thing you need is you need that facility capability to develop new technologies and to commercialize them and to make them. In the U.S., we’ve got a rich history of developing all the battery technologies here, in combination with Canada, LFP was developed here, NMC was developed here, sodium ion, LMR. You can kind of go down the list. They’ve all been developed here, and they’ve just been commercialized over in Asia. And the reason for that is twofold. One is we didn’t have the demand here, which we just talked about. But the other thing is we didn’t have the capability here, neither the employees that would be necessary for that. The skill set, nor the facilities. And what we’ve done at GM over the last five years, we’ve invested over $900 million in these facilities that will take a new chemistry and bring it all the way to production. And that’s going to culminate in Q4 this year when we open up our battery cell development center, BCDC. We’ll open that up.
Kurt Kelty:
To producing our batteries. And this is the facility that enables the scale up of cells. And so if you look at it, there’s kind of three big chunks of it. There’s the first part that’s the R&D part of it, where you do basic chemistry R&D, you make little coin cells, little stamp size pouch cells. And then you go to the next step, which is what we do at our Wallace Center. And what we’re doing there is making full scale cells. So this would be very small volume, maybe a dozen a week or so, but we’re making them in the full size that would go into a vehicle. And we opened that about two years ago, two and a half years ago. And then what we’re opening in Q4 is something where we’re going to scale, where we can make thousands of sales a day. And we’re turning all the little knobs to figure out how do you optimize production here? How do you get a good yield? How do you optimize the production of this recipe that was developed in the Wallace Center? So we were missing that in the States. We didn’t have that kind of capability. We had the R&D, and we do great with that here in the U.S.. We have the best researchers, we’ve got the best labs, the universities, we got a startup environment that’s fabulous, the VC community. We do all that part great. What we were lacking was the other part, the taking it from the labs and commercializing it. And now there’s a first opportunity really we have where we’re going to have all of those key steps that will enable us to really take this from an idea all the way to production.
Robinson Meyer:
Okay. So you have anticipated like 10 questions that I want to get to later in the conversation, but I actually want to just come back first and start with what’s changed about your role in the past two and a half years, which is, I think when you joined, I mean, it was 2024, it was obviously all the original IRA tax credits still in effect. The current administration at the time was throwing the full weight of the federal government behind accelerating the EV transition as fast as it could go. Obviously, things have changed since then. And one of those things is this data center boom, which has totally changed with the market for energy storages. So how has your role changed in the past two and a half years at GM? And how has kind of GM’s role in the battery industry changed during that time as well?
Kurt Kelty:
Well, I mean, historically, GM worked closely with manufacturers in the battery industry, and we bought cells. That was the typical approach that we did in the early 2000s with the Volt battery pack as well, so in the 2010s. And then the decision was made, I think it was in 2017, 2018, to partner up with LG. And that was a really smart decision because GM didn’t know anything about cell manufacturing. And so now the partnership with LG really got us to a point where we could invest in factories. We own a 50% each. And it’s been a fabulous collaboration where we’ve been able to ramp up production. Our yield is among any best in the world on that. So that’s here in the States. So we’ve got two factories here and the yield here will match any in Korea or China, anywhere in the world. We’ll go head to head with them. So we’re doing very well with that. And these are making NMC pouch cells. That’s what we put into all of our vehicles. We’ve got one cell, one form factor that goes into each one of our vehicles. Now, since I’ve joined, we’ve made some pretty big changes in terms of the chemistry, the form factor, and where we’re actually developing these. So we made the decision last April, it was when we announced it, is we would go with LMR prismatic cells for our future. So that’s a huge change. We were using pouch NMC from before, and now the direction we’re going right now is a real focus on LMR, which was developed internally here at GM. We developed cells. We’re making cells with that. We got LG on board with that, so we’re now co-developing these LMR cells with LG. So that’s going to be really exciting for us because we’re driving down the cost of battery cells while increasing the performance.
Robinson Meyer:
I know what you’re talking about when you say LMR, but for listeners who may not, can you give us an array? It’s a battery chemistry. Can you give us an array of like what the battery chemistry is that GM is currently making now or currently uses in its vehicles? Sure. What the strengths of those different chemistries are.
Kurt Kelty:
Yeah, so generally the EV industry uses two chemistries right now. You have the high nickel or NMC, especially used in the West. And then you have the LFP.
Robinson Meyer:
And that’s like nickel, manganese, cobalt, right?
Kurt Kelty:
Yes, nickel, manganese, cobalt. And it’s got roughly 85 to 90% nickel. It’s really high in nickel. And nickel is the most expensive material that we’re putting in there. You really want to reduce the amount of nickel. But it gives you the energy density that you need. So you really stuff it full of nickel. So you’ve got a lot of that NMC chemistry. And then LFP is at the other end where it’s low cost, but it’s also low energy. And that’s what China is really focused on is that LFP. And again, it was developed here in North America and then commercialized in China. What we’ve got in our vehicles right now is...
Robinson Meyer:
I’m sorry, that’s lithium iron.
Kurt Kelty:
I’m sorry, iron phosphate. Yeah, lithium iron phosphate. Lithium iron phosphate. So NMC and LFP are the two main chemistries. We use NMC for all of our cells that are made in North America at our Ultium factories. The LFP we use in the Bolt. So we use it in just one program today in North America. So it’s generally used as that low absolute cost. When you’re really driving for low cost, that’s what you want to go for. Now, the LMR or lithium manganese rich chemistry, this is what was developed at GM.
Robinson Meyer:
I just want to make sure I understand something before we go on, which is the NFC is lighter, but it has more power. And it can exert more power at the same time. LFP, cheaper, but you can kind of X it because it’s so much cheaper that sometimes that has its own economy of scale and you can get a lot of range out of a heavier battery, right? Is this wrong? Yeah.
Kurt Kelty:
I want to differentiate between power and energy because they’re very different. So the NMC does not give you more power. The NMC gives you better energy. And when we speak of energy, it’s watt hours per liter or watt hours per kilogram, whichever way you want to look at it. But it’s that numerator, the watt hour, that’s really good with the nickel-based chemistries with the high nickel. The LFP on the other end has got the lower numerator. It’s got the lower energy, but at the same time, it’s got a lower cost. And cost we speak of in dollars per watt hour is what you would look at for cost. So LFP has got that lower cost, dollar per watt hour, and that’s why it’s really taken off in China is because it’s got that characteristic. But if you really want a vehicle to drive far, like our Chevy Silverado, you got to put high nickel in there. I’ll give you a comparison. So Silverado, we’re putting NMC in there. You get 492 miles of range. If we were to put LFP in there, we’d get about 350 miles. We’d save a bunch of money. We’d save like 10 grand on the battery pack. So it is a big savings, but it’s a trade-off. And batteries are all about trade-offs. You either want high energy or you want low cost. And then you also put fast charge in there. It’s kind of a triangle. It’s those three. Which do you want?
Robinson Meyer:
I mean, you’re describing a cost-related trade-off in that triangle right now, but is there a trade-off between energy and fast charge as well?
Kurt Kelty:
Yes. Yeah. So you can increase the energy and you can increase the fast charge, but it’s going to come at a cost. You can’t optimize all three. I mean, you can optimize all three, but you’re going to end up with a solution that isn’t the best on any category.
Robinson Meyer:
And before we move to LMR, my understanding is LFP, there’s no U.S. Company that makes LFP. Like that is where China has both kind of built its EV industry and also it remains, at least in terms of key midstream and assembly steps, really something that’s only done in China, right?
Kurt Kelty:
So over 90% of the LFP today comes from China. While saying that, we are also producers of LFP. So at our Ultium factories, we’re also making LFP there right now, selling it to LG for energy storage applications. So we just started that this year. And there’s very small production of LFP in the States. It’s almost insignificant today. If you look at monthly volume, we’re probably the largest now of producing that. But that’s for energy storage applications.
Robinson Meyer:
Yeah. And so even the kind of LFP and the Bolt, those are just imported packs that are put in the vehicle, right? Yeah.
Kurt Kelty:
Yeah. And you raised up a really good point here on the components here. So the cathode material, the iron phosphate, is the main driver of cost here. And in China, it’s a byproduct of titanium manufacturing. And so you get this product for almost free in China. And it’s just very difficult for anywhere else in the world to compete against free. If you’re going to compete head to head with China on LFP here in the States, I wish you good luck. It’s going to be challenging. The only way to do that is with tariffs, with production tax credits. There’s ways that you can compete. If you’re going head to head without any protection from the government, it’s going to be a tough battle.
Robinson Meyer:
It is funny, whenever we talk about these dynamics of the U.S. And China, China gets all these inputs into its production, quote-unquote, for free, because it’s getting them as byproducts of some other industrial process that it’s doing. It’s like this dynamic also exists in the U.S. It just exists like only for fossil fuels. Like we get all this free gas, quote-unquote, because it comes out with the oil. For Heatmap, which focuses on decarbonization, the energy transition, not necessarily the kind of free byproducts that we’re looking for in the industrial process. Let’s talk about the kind of next chemistry that you’re working on.
Kurt Kelty:
Yeah. So LMR, lithium manganese rich chemistry, has got something we developed over the last 10 years. The advantage LMR has is it uses much less nickel. So instead of using that 85% to 90% nickel, we’re in that 35% to 40% nickel. So it’s come way down. And as a result, we have much lower cost. So in the end, what you end up with is a battery cell that can compete with LFP on cost. If you were to make LFP here in the States and you compared it with LMR, it’s going to be similar cost on a dollar per watt hour basis. But the advantage is that the energy you’ll get is 30% to 35% greater. So if you go back to that Silverado example, the 492 miles of NMC, the 350 miles with LFP, with LMR, you’ll get about 420 miles. But it’s at the same cost as the LFP. And so that’s the real advantage of it is the performance versus cost. It’s a huge advantage. It’s not we’re off of that triangle where you have to do these tradeoffs. It’s a different triangle. So we’re able to get good energy at a low cost.
Robinson Meyer:
How soon would I be able to buy a GM vehicle with LMR batteries in it?
Kurt Kelty:
So, interesting timing. You’ll see an announcement in a few days on that. We are manufacturing LMR. We are planning to manufacture that in the States for our next generation EV vehicles. We’re going to be the first to market with it. And we’re on schedule with the development since we announced it last year. This is something that we’re really excited about bringing to market.
Robinson Meyer:
All these different chemistries were invented in the U.S. or by Western R&D labs, universities, companies, 20 to 30 years ago. And my understanding is LMR is the same, but it’s also an older chemistry, or it’s not a new chemistry, let’s say. It just has faced these production challenges or these kind of yield challenges or challenges inherent to the chemistry. So what’s been the hardest part of scaling up the LMR production and getting it to where it goes from the lab to it can actually be in vehicle soon?
Kurt Kelty:
So the LMR was first invented in, it’s kind of controversial, either Jeff Don’s lab or Argon. This is 20, 25 years ago. So it’s not a new chemistry. But what is new is what we’ve been able to do with it to increase the voltage that we’re charging to while still retaining cycle life and while reducing the impedance values. So that’s really the direction that we’ve gone. So we get a cycle life now that meets any kind of warranty requirements that we’ve got on the vehicle and all the performance requirements. It’s really a very good chemistry for applications that are the SUV or truck size, where you’ve got a little bit extra space in there so you don’t need that NMC, the highest energy density, and where you’re trying to really drive lower costs. And that’s what we’re really doing with this. It’s enabling us to get that really good range at a low cost.
Robinson Meyer:
It sounds like one of the ideas behind LMR is that you can leapfrog LFP, or at least it’s kind of the U.S. equivalent of LFP. Is there anything that keeps Chinese manufacturers from just going directly to LMR once the U.S. starts doing it at any real scale?
Kurt Kelty:
We do have patents on this. Combined with LG, we’ve got a pretty extensive patent portfolio, so that is one thing. But the bigger thing is, does it make sense for China to go down this LMR pathway? They don’t have the inherent advantages that they do in iron phosphate, where they basically have the free raw material. They’re going to have to go head to head with the rest of the world on the raw material there. If I’m in China trying to produce a sale, I would stick with what I can make incredibly cheaply. And that’s LFP. Now, for us, not only is it something that we can make and enable us really to leapfrog the Chinese in this, but the other thing is the supply chain here is domestic. That’s the key thing. is that for a lot of this, we can get the supply chain outside of China, and we can produce the cathodes here domestically. These materials are still coming from around the world, so it’s not necessarily sourced from the U.S. On the LMR. We can talk about sodium ion in a few minutes, which will be a little bit different, but we can source these outside of China, and we can be competitive with China with LMR.
Robinson Meyer:
Well, let’s talk about sodium ion, because my understanding is you’re also now producing sodium ion but much with LFP also primarily for grid scale use is that right?
Kurt Kelty:
So sodium ion, we announced in June that we’re going to start developing and then manufacturing sodium ion for the ESS market. And we’re going to do this in collaboration with Peak Energy. They are the ones that are making the system. We’re the ones that are making the cells for their systems.
Robinson Meyer:
ESS being grid and data center?
Kurt Kelty:
Yes. Thank you. Energy storage systems. And this is for grid stabilization. It’s for data center. It’s for backup. These are, imagine 20-foot or 40-foot containers just filled with batteries. You could put hundreds on a site. These are just massive battery packs, very different from an EV in the sense that they’re enclosed in a container. They’re expected to last 10, 20 years, and they’re used ideally on a daily basis. One of the biggest use applications is peak shifting, where you’re going to take that peak during the middle of the day of electricity demand, and you’re going to supply it from a battery. And then vice versa, when you have your peak production, when the wind is blowing high or the sun is shining, you’re going to use that to charge the battery packs. So that’s kind of the typical application.
Kurt Kelty:
And what we announced is that we’re going to use sodium ion instead of LFP. So LFP is the chemistry of choice. Again, the Chinese LFP being incumbent chemistry here. And what we’re going to do is, again, leapfrog them by using sodium ion. Now, what’s the difference between sodium ion and LFP? If you look at that just at the cell level, the cost of the LFP is actually cheaper than sodium ion. And it’s got higher energy density. So you say, wait a minute, why would anybody want to do sodium ion? And that’s why it was discounted by most researchers and companies until now. But what we’re doing with Peak is we’re developing a system and a battery that actually operates very effectively at high temperature. We’ll cycle these cells at 55 degrees C and they’re almost flat as a stone. The capacity does not degrade. And that’s the real advantage here is that you can get these things to last forever at a high temperature. What that enables is if you can last for a long time at high temperature, you don’t need to cool them. You can just let them rise in temperature. And well, if you eliminate the cooling part of it, the advantage there is that you have that initial capex costs that you eliminate from the cooling system. Your maintenance costs are much lower. One of the big maintenance issues you have is just cooling systems breaking down pipes, not connecting well to each other, leakage. So you eliminate that part of it. And then the parasitic load loss where you’re powering the cooling system. So you’re losing energy there. Another big thing is your round-trip efficiency is better by a couple of percent. So all these little things, they add up. So in the end, your total cost of ownership is lower. So that’s the big thing we’re going after in sodium ion versus LFP is you have a lower total cost of ownership. And we estimate it’s going to be roughly 20% lower than LFP over the life of a program.
Robinson Meyer:
I kind of alluded to it earlier, but this … utility scale business or the data center business was not around as far as I was aware of in 2023 I mean there were beginning you were beginning to see utility scale battery installations but the scrambling of grid operators and utilities and now hyperscalers to manage load growth it just wasn’t the same even a few years ago as it is now what does that mean to GM is that just like an important new source of demand and a big customer and you’re happy to meet that customer or is that does it allow GM to do something that it wouldn’t be able to do without this kind of scale of economic activity?
Kurt Kelty:
Well, one of the nice things about it is it leverages our skills. Our skills right now as a company are we can develop battery chemistries and we can bring them all the way from the labs all the way to production. Because we’ve got all that and it’s all in one campus. It’s all within walking distance of each other. Again, that proximity advantage that I mentioned earlier.
Robinson Meyer:
Was the Tesla Gigafactory like this or were you primarily focused on commercializing? You didn’t have this full vertical integration.
Kurt Kelty:
So the Gigafactory at Tesla was actually run by Panasonic within the Tesla roof, but it was Panasonic running it. The workers were not going across to the other side of the wall, even though it was the same building. Very distinct. It was production. Even Tesla today, where they’ve got their production in Texas, and they’ve got R&D in one location, Pilot in another location, Prototype. We’ve got everything in one location, which really gives us an advantage. Because you can imagine putting engineers together. I mean, I love doing this. Mixing in engineers with different backgrounds and putting a whiteboard in front of them. And I’ll tell you, magic just occurs when that happens. So we take full advantage of that. And going back to your question, like the sodium ion, what we’re doing is we’re in the ESS market in general. We’re taking advantage of these facilities that we have. It’s just perfectly designed for this. Let’s develop a new chemistry that is appropriate for this market. Let’s figure out how to manufacture it at volume. And that’s what we’re doing. And it’s an indication so far are really encouraging that we are, again, leapfrogging the competition. And it’s not only on the performance side, but this is a great domestic play because sodium, the source of that is soda ash. That’s available around the world. The U.S. happens to have the largest reserves anywhere in the world. It’s a great story in terms of not just performance and cost, but also the supply chain is a great story because we can really bring that whole supply chain to the domestic market here.
Robinson Meyer:
In 2024, GM retired the Ultium brand, except for the Ultium cells. And I would say that as an outsider, unlike other domestic automakers, the whole GM stack where you have a single battery kind of design that you then slot into different vehicles seems to be working and certainly seems to be producing profitable vehicles in a way that other automakers’ approaches were not. And so why retire the Ultium name? In traditional automakers, you talk about platforms and different cars designed on the same platform. But are there going to be a few platforms at GM, each with their own chemistry, and then you design different vehicles on top of that? Why get rid of Ultium when it seemed to be working?
Kurt Kelty:
Yeah, so the way I look at the future when EV volumes really start to ramp up, we’re going to need prismatic form factor, pouch form factor, cylindrical form factor. We’re going to need nickel cell, high nickel cells. We’re going to need some LMR cells. We’re going to need some LFP cells. We’re going to need it all. What we do here at GM is we design the right battery for the right application. And generally, depending on the need, you may need high nickel. You may need LFP. Most likely, you’re going to need LMR in most of our applications. That’s what we think. And in some cases, the prismatic form factor will work best. In other cases, the cylindrical form factor will work best. I do not see a future where we’re standardizing on a single chemistry or a single form factor. We tried to do that in the battery industry in the late 90s when I was in the business and all the laptop companies got together and said, we’re going to make a standard form factor, so we’re going to drive down costs. We made the form factor. Everybody signed up for it. Nobody used it, and nobody used it because it was the way to really customize your laptop was the battery. Everything else had been standardized. At that point they had the hard drive, you had the floppy and the screen, and all those were standard components. The battery was the way you made it custom, and with EVs, it’s the same thing. The battery is going to decide your driving range, your acceleration, your space in the car, your safety of the car. I mean, it just determines so much about how fast you can charge it. All these things are determined by the battery. And so you’re not going to see a standard. And so at GM, we are preparing for that by having this battery innovation center, this electrification powerhouse that we’ve got. It’s something that we’re really proud of. And in the future, we’re going to really take advantage of this.
Robinson Meyer:
You’ve used this term a few times, which is about yield from a factory. It’s the amount of successful batteries you’re able to produce in that factory, right? In the rate, the percentage of successful production, so to speak, but what determines yield for a factory? And is it different from, say, assembling engines or doing a different kind of commercial assembly or manufacturing?
Kurt Kelty:
Yeah, so a couple of things. First of all, batteries are chemistry versus an engine, which is much more mechanical. The basic difference starts there. The other thing is batteries, you have to make an absolutely massive amount of these things. You have to make hundreds of millions per year exactly the same, exactly the same. You cannot have a variance there because you could have a safety issue. So that’s another thing that differentiates them. If you look at The impact of it, the cost is dollars per watt hour, which we talked about earlier. And if you look at the cost that goes into a battery cell, one of the big components is depreciation of the equipment. And so it’s how much output you can get for that given amount of investment that you’ve made there. If you’re dropping down 1%, 2%, 3% versus others, your depreciation cost is going up. So that’s one part of the equation. The other part of the equation is when we look at yield, how much material goes into the factory versus goes out into a good cell. And so if you’re losing some of that material in process there due to failures or whatever else it is, that’s adding to your material cost. So it’s really critical to get that right. And the way you get that right is it’s a lot of little tiny tuning of knobs. I’m exaggerating here, but you basically, you’ve got your technicians on the line, and they’re tweaking their knobs ever so slightly to optimize it. And where you learn from that is you learn from scaling it up in a smaller scale first. So that’s what we’ve got in the BCDC that comes out in Q4. That’s where we’ve got the 100, 200 knobs, the little things that you’re making, these little incremental improvements. We’re getting that learning from BCDC and where we can do it on smaller volume. And then we can shift it over to Ultium for mass production.
Robinson Meyer:
What is another production process that it’s like, if any? Is it like semiconductors? Is there another product that has to be assembled like a battery?
Kurt Kelty:
You know, it’s interesting, the original battery companies were all tape companies like VHS that were making tapes because it’s a lot of winding is a basic technology that it comes from. And even today, we’re so much bigger than the tape industry now, but that’s where it originally came from. And today, the winding machines are, I think, the most interesting parts of the cell manufacturing process, where you could sit there and look at these machines and just be in awe because how fast and the precision that they are operating in to manufacture these cells. It just really is amazing.
Robinson Meyer:
But that would even be a Panasonic story, right? Because Panasonic would have been making tapes, right, before it was making batteries?
Kurt Kelty:
Absolutely. So back then, it was Panasonic, Sanyo, and Sony, and Toshiba. Those are the four companies that own 90-some-odd percent of the market, and they just crushed it because they had all that internal technology already that they extrapolated on.
Robinson Meyer:
We’ve been talking about a new facility that you’re about to open that’s going to allow for tweaking of production and allow what sounds like a vertically integrated battery production line from conceiving the chemistry or testing new chemistries to actually commercializing it. But what can the U.S. still not do in the battery market? Where are we still catching up? Is it in know-how? Is it in producing the machines that then produce the batteries? Where does the technology not exist here yet?
Kurt Kelty:
So we definitely have the know-how in manufacturing in terms of developing new chemistries. We’re still early stages of the know-how to manufacture cells. There’s a bunch of companies here in the States, and we’re now developing that capability. So we’re in a really good spot now there. I think the biggest challenge is the supply chain. How are we going to bring this supply chain over to the West? It just is clearly still dominated by the Chinese. And we need to figure out how do we develop that outside of China. Some of them may be appropriate for the U.S., some may be appropriate for Indonesia or Australia, you can imagine, but to get that supply chain so that we’re not dependent upon China.
Robinson Meyer:
What’s an example of a supply chain that we’re dependent on right now? I mean, are you thinking upstream or midstream or where are you thinking?
Kurt Kelty:
The biggest one right now is graphite. We’re totally dependent on China for graphite. And so give you another example, which is in sodium ion, hard carbon is used for the anode there. Instead of graphite, you use hard carbon. The Chinese have the capability to manufacture this. They’re limiting their exports right now. So because of that, the cost is very high for hard carbon. If a new company wants to get into that business, they can get into that. But you have to keep in mind that China at any point could flood the market. And so if you’re a startup here, It’s like, well, wait a minute, do I want to do that, get into that business? When I know that at any time China can say, okay, exports are okay now. You can go ahead and export to the U.S. So there’s things like that are difficult for the industry. That’s going to require really collaboration with the government. We need some kind of support there from the government in working on domesticating the supply chain for battery cells. I think that’s going to be a real important element going forward.
Robinson Meyer:
Are American companies as able to produce batteries as efficiently as they would be able to if more of those upstream components were here? By which I mean, I’ve heard that One advantage of Chinese battery manufacturers is they can work pretty closely with refineries or with their upstream providers and learn about the materials that they’re getting and also tailor the supply that they’re receiving to the products that they’re trying to make. It just seems to me like there would be a disadvantage for U.S. companies without having basically relationships with their commodity providers or input providers.
Kurt Kelty:
So this is a theme that we’ve hit on several times in this conversation, which I think you’re absolutely on target with this, is proximity matters. Being close together, having an ecosystem, having the whole supply chain vertically integrated in proximity to one another makes a huge difference. And so it’s important. Now, at GM, we’ve been investing in companies. Lithium Americas is an example of that. Where we’re investing in the supply chain. We’ve got countless examples of this where we’re either investing or we’re giving contracts to startups here in the States or working with the government to help have them help finance them. It’s really important for us to get that supply chain here domestically. So we’re really focused on doing that to try and enable that because it’s only going to now allow us to go faster. And we’re also doing this like with LMR. We had the first World Conference on LMR last year at GM, where we brought together all the developers of LMR last November into our Warren, Michigan facility. And we’re doing it actually again next month. We’re having our second annual LMR get-together, where it’s invitation only to certain companies that are really big impact players through the whole supply chain. We’re bringing them on-site so we can collaborate together. But right now, most of them are overseas. Ideally, in the future, it would be a whole domestic get-together. But we’re taking advantage of what we’ve got right now. And those cards are mainly overseas, outside of China.
Robinson Meyer:
I realize you’re not in a policy role, but if you had to choose between continued aggressive federal support for reshoring or nearshoring some of those inputs into battery production versus restoring some of the incentives for consumer EV purchasing, which one would be more helpful?
Kurt Kelty:
I’ll tell you, the way to have the biggest impact on the domestic battery manufacturing industry is by having high demand. If you get high demand here locally, that domestic manufacturing will follow very quickly. So it’s whatever will get us that demand. Now, how do we get that demand is your follow-up question. The way you do that is you make a compelling vehicle. And that’s what we’re really focused on here at GM is our next generation has to be that really compelling vehicle where customers just flock to it and say, that’s what I want because of performance and the cost. It is a challenging period right now because ICE vehicles, we make really great ICE products right now. And to compete against them is tough both on cost and performance. And so there is a period where it could be helpful working with the government to make it to enable greater demand than would naturally be there. But our focus on our team is, hey, forget about any kind of incentives or anything like that. Let’s just make just a kick-ass product and really make something the consumer wants to buy.
Robinson Meyer:
You’ve anticipated my final question. We began this conversation by talking about how a single Tesla’s single gigafactory or a single GM factory basically produces batteries at the scale that the old consumer electronics did, industry did globally. But it just seems to me when you think about, you know, U.S. Automakers competing with Chinese automakers or U.S. automakers competing, I think especially with Chinese automakers, that there is a demand and scale problem that ultimately the size of the U.S. Domestic market is just smaller than the size of the Chinese domestic market. And at this point, you know, Chinese automakers, as has been widely covered, are not just targeting a domestic market, they’re targeting a global market. And so to what degree is the primary obstacle to U.S. EV production, U.S. Battery production, just remain the scale of domestic demand and perhaps even the scale of the domestic U.S. vehicle market?
Kurt Kelty:
I can’t overemphasize how important it is to have that demand. And going back to your earlier question on the ESS market, that’s helping. Having this ESS market is certainly helpful, but it doesn’t replace the EV market. The EV market is many times bigger than you’ll ever get in the ESS market. I think the upside here is tremendous on the EV market side. Remember, we’re like a 5% or 6% market share on EVs right now in the U.S. For comparison, Europe’s at 29%. China’s way beyond that. I mean, if we can get this EV market up to that 20, 30% of the market, that’s huge. It will be getting so much more competitive as a result of that increased demand.
Robinson Meyer:
It’s funny that we were talking about at the beginning of this conversation, my conversation with Secretary Wright, and there were other questions I wanted to get to that I didn’t get to. And one of the questions was, in fact, sure seems like it would be helpful for everyone involved in U.S. energy policymaking if the EV share of U.S. vehicle purchases was higher than it is now?
Kurt Kelty:
Yeah. The battery industry here domestically is so important for economic security, for national security. I mean, we’ve got so much that’s dependent on it. You’ve got the electrical grid that’s dependent on it. You got your data center growth depending on it. You got transportation dependent on it. You got the defense related stuff like drones. I mean, It all depends on battery technology. You need this to be successful. And the best way to get better drone technology is to have better demand for vehicles. If you have more EV demand, that’s going to help you on the drones.
Robinson Meyer:
Thank you for coming on the show. When you announce the LMRs or when there’s a next fleet of vehicles, let’s have you back and keep it going.
Kurt Kelty:
Look forward to it. Thank you.
Robinson Meyer:
And that will do it for today’s show, but we’ll be back soon with a new episode of Shift Key, all about permitting reform. Until then, Shift Key is a production of Heatmap News. Our editors are Jillian Goodman and Nico Lauricella. Multimedia editing and audio engineering is by Jacob Lambert and by Nick Woodbury. Our music’s by Adam Kromelow. Thanks so much for listening. We’ll see you soon.
Local opposition has exacted a much higher cost for developers than has been previously understood, according to new Heatmap Pro survey of public records and financial information.
The country’s largest technology companies are expected to spend more than $800 billion this year investing in data centers and artificial intelligence.
But new data suggests the local backlash to data centers may be taking a meaningful bite out of that boom.
At least $260 billion of data center investments were canceled this year after sustained local opposition, according to new Heatmap Pro data.
The pace and size of those cancellations is picking up. About $130 billion in data center investment — or about half of the total — was canceled in the three months ending on September 30. And in dollar terms, the size of canceled projects in the third quarter of 2026 exceeded the size of all data center projects canceled last year.
Roughly $1 trillion in data center investment now faces some kind of sustained or meaningful local opposition, according to Heatmap Pro data. About half of all projects that have met local backlash this year were ultimately canceled, our data suggests.
Our market intelligence service Heatmap Pro tracks local projects and regulations affecting clean energy, batteries, and data centers. We run a continuous survey of public officials, regulatory filings, and local media to monitor energy and data center cancellations nationwide.
Our investment figures, which have not been previously published and are larger than other estimates, are likely an undercount. Only about 60% of data center projects disclose the size of their planned investment, especially during a proposal’s early stage when it is most likely to run aground.
These figures also do not include every project currently stalled because of state-level data center moratoriums in Texas and New York.
But the totals show that the surging backlash to data centers is beginning to kill a sizable share of large computing projects. In August, a Heatmap Pro and Embold Research poll found that 75% of Americans would oppose a data center getting built near where they live — a striking change from a year earlier, when Americans were roughly split over the projects.
“The number of canceled data centers speaks to the vast and growing grassroots opposition to these projects in communities across the country. The fact that many of these projects were defeated in just the past few months speaks to the upward trajectory of this opposition movement,” Mitch Jones, a policy director at Food and Water Watch, an environmental group that opposes AI data centers, said in a statement.
A spokesperson for the Data Center Coalition, which advocates for the industry, did not respond before press time.
Most canceled data center projects in our database are terminated because they fail to secure a local permit or face a hostile local government action. Hundreds of U.S. counties and towns now maintain a ban or moratorium on data center construction, our data shows. The Senate’s bipartisan permitting reform proposal would not affect towns or counties’ ability to prohibit data center development under their jurisdiction.