You’re out of free articles.
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:
Your guide to the important races from Alaska to Arizona and everywhere in between.
In 2015, just one state had a goal of reaching 100% clean energy; today, over half the American population lives in states that do. That progress is thanks in large part to voters, who’ve prioritized electing candidates that support renewable energy, electric vehicles, climate justice, and other green policies.
And who’s making those policies? The people at the bottom of the ticket — candidates for the kind of local and state-level offices that do most of the nitty-gritty climate policymaking in this country. Here is a representative, albeit far from exhaustive, list of eight I’ll be keeping my eye on this year.
Who’s running: There are 10 candidates in Anchorage’s nonpartisan mayoral election, but the ones you need to know are Republican incumbent Mayor David Bronson; Democratic Party-endorsed Suzanne LaFrance, who helped pass the city’s Climate Action Plan while in the State Assembly; former state legislator and Democratic Party-endorsed Chris Tuck; and the Republican Party-endorsed former president and CEO of the Anchorage Economic Development Corporation Bill Popp.
State of the race: Bronson led with 35% of the vote in polls a month out from election day on April 2, but that wouldn’t put him over the 45% hump he needs to win without a runoff. LaFrance holds around 25% of the potential vote, and experts say she’d likely beat Bronson if it goes to a runoff.
Why it matters: Southcentral Alaska, home to half the state’s population, gets most of its energy from wells owned by Hilcorp in Cook Inlet. Hilcorp, however, has warned that it won’t commit to signing new contracts, which begin to expire next year, due to natural gas shortages. Mayors in the region, including Anchorage’s Bronson, recently formed a coalition to address the looming energy crisis, with solutions ranging from importing liquified natural gas from out of state, abroad, or Alaska’s North Slope 800 miles away; to new drilling (Bronson’s proposal); to finding an “alternative” source of energy (LaFrance’s stance). Whatever way you cut it, though, the next mayor of Anchorage is likely to have an outsized role in determining the state’s energy future, with organizations like The Alaska Center, which advocates for renewable energy, and Lead Locally, which champions climate leaders, rallying behind LaFrance.
Who’s running: Democratic Representative Ruben Gallego and “MAGA darling” Kari Lake are fighting for outgoing Independent Senator Kyrsten Sinema’s seat.
State of the race: It’s a true toss-up, although early polls show Gallego with the edge.
Why it matters: Sinema’s replacement could determine which party controls the Senate once the dust settles on November 5. In one corner is Lake, who has blamed heat-related deaths in the state on meth and, while “not opposed to some of the green energy,” has said she’d block renewable mandates. Gallego, by contrast, is endorsed by the League of Conservation Voters Action Fund in part for having paid special attention to public lands and waters and clean energy jobs while in Congress. He also co-sponsored the CHIPS and Science Act.
What it is: The Salt River Project is the biggest public power company in the country by generation, serving the Phoenix metropolitan area. Its board and council are chosen through a confusing and dubiously democratic “acreage-based voting system” on the first Tuesday in April in even-numbered years.
State of the race: A coalition of 14 clean energy candidates is attempting to flip the SRP board and council to make it more solar-friendly. However, only half of SRP’s customers are eligible to cast a vote — renters, for example, are not allowed — and less than 1% of those who are eligible actually do.
Why it matters: Currently, less than 4% of SRP’s energy comes from solar, compared to almost 10% for other local utilities. Incumbents on the council and board — some of whom have had SRP seats in their families for more than a century — have voted to keep using coal and penalized rooftop solar, with six-time elected official Stephen Williams telling the local NBC affiliate that the “sun doesn’t shine at night” — which, while true, does not typically prohibit solar energy from being generated during the daytime. In addition to pushing for more solar, the Clean Energy candidates also want to protect the local watershed, an issue likely to become increasingly critical in the heat-baked state.
What it is: A vote on whether or not to overturn Senate Bill 1137, which prohibits new oil and gas wells from being built within a half-mile of homes, schools, nursing homes, jails, and hospitals, and requires additional safety measures like leak detection.
State of the race: Big-money campaigns have killed progressive bills in California before, and the oil industry is poised to dump a lot more money into defeating the regulations. The campaign to overturn Senate Bill 1137 has already spent $20 million, while California’s Democratic Governor Gavin Newsom and Jane Fonda have rallied to support the bill.
Why it matters: The California referendum is set to be one of a handful of cases of voters deciding directly on legislation related to oil, gas, and emissions this November. Oil interests are already tailoring their arguments to sway California’s liberal constituency, arguing that the law’s limits are arbitrary and that it will be worse for the environment in the long run by forcing the state to import oil from places with less stringent regulations. Proponents of the bill, however, say it is a cut-and-dry case of environmental justice, given that many of the more than 2 million Californians who live within a mile of an oil or gas well in the state are people of color. That hasn’t stopped oil interests from undertaking some confusing shenanigans, even as some experts say gas interests just want the referendum to cause a delay “until they figure out what they’re going to do next.”
Who’s running: Former Democratic State Senator Curtis Hertel Jr., who is endorsed by the LCV, is running against former Republican State Senator Tom Barrett.
State of the race: The Cook Political Reporthas called Michigan’s 7th district, representing Lansing and the surrounding area, “the most competitive open seat in the country.”
Why it matters: “Climate won the Michigan midterms,” the Sierra Club wrote in 2022 after voters elected a “pro-environment majority” to the state legislature. Having control of both chambers allowed Democratic Governor Gretchen Whitmer to make speedy and impressive progress on the energy transition locally, while at the national level, Democrats took seven of the state’s 13 House seats. The advantages are slim, though, and going into November, Congressional Democrats face threats in MI-03, MI-08, and most notably, MI-07, which Democratic Congresswoman Elissa Slotkin has vacated to run for Senate. Notably, Democrats need to win five more House districts nationally to regain control of the chamber, which means every close district race is essential. It’s important locally, too; the race for Slotkin’s open seat is among the most competitive in the country, and green groups have hit Barrett for his poor environmental voting record and opposition to clean energy jobs.
Who’s running: Incumbent Democrat Jon Tester will face the winner of the Republican primary — likely former Montana Secretary of State and Public Service Commission Chair Brad Johnson, a Libertarian, or ex-Navy SEAL and entrepreneur Tim Sheehy, who was endorsed by Trump as an “American hero.”
State of the race:It’ll be a nail-biter. Tester “will likely have to convince one out of every six Trump voters to cross over for him” on a split ballot in November, RealClearPoliticsnotes. Still, polls show the Democrat with an early edge in potential Republican match-ups.
Why it matters: Unlike Arizona, which has turned purple in the last two elections, Montana is still a solidly conservative state, which Trump won by more than 16 points in 2020. At the same time, Montana is becoming a “must-watch climate battleground,” balanced between its cheap and ample supply of coal and its deep-rooted pride in its natural landscape. But while Tester’s environmental record isn’t perfect, the opposition looks much worse: Johnson has scaremongered about the reliability of renewable energy and EVs stressing the grid, while Sheehy quietly deleted references to sustainability and climate change from the website for his aerial firefighting company, seemingly to boost his credibility with MAGA voters.
Who’s running: North Carolina’s Democratic Attorney General Josh Stein will face the state’s Republican Lieutenant Governor, Mark K. Robinson.
State of the race: Either a toss-up or a slight lean Democratic, depending on who you ask. Early polls show Stein and Robinson neck and neck.
Why it matters: When I spoke to LCV’s senior vice president of campaigns, Pete Maysmith, he cited the North Carolina race as one of the advocacy group’s top 2024 priorities. Term-limited outgoing Democratic Governor Roy Cooper had long been an ally of green policymakers, setting strong EV goals for the state and making a (thwarted) push for offshore wind. Stein has vowed to keep up his predecessor’s work. Robinson, on the other hand, is one of the most flagrant deniers of climate change on any 2024 ballot: He’s called climate research “junk science” and misleadingly alleged there are “more polar bears on Earth now than ever.” Electing Stein wouldn’t just keep a climate denier out of office; with Cooper’s seat, Republicans could seize a trifecta in the state if, as expected, they keep control of the House and Senate. With no remaining opposition, they could start rolling back more of Cooper’s work.
Who’s running: There are currently 13 candidates in the nonpartisan primary for outgoing Governor Jay Inslee’s seat, but leading the polls are Attorney General Bob Ferguson, a Democrat endorsed by Inslee; moderate Democratic State Senator Mark Mullet; former moderate Republican Representative Dave Reichert; and former Richland school board member Semi Bird, the first Black Republican to run for governor in the state.
State of the race: Likely Democrat; the state last elected a Republican governor in 1985. Still, a November poll that pitted Ferguson against Reichert showed the Republican with a 2-point lead over his opponent.
Why it matters: Inslee’s apparent departure from politics will leave a gaping hole not just in the state’s climate leadership but also in the nation’s — as governor, Inslee made Washington an example for other states with its aggressive clean energy goals, phase-out of new gas-powered cars and trucks, heat pump requirement for new buildings, and local Climate Corps. That progressive trajectory is under threat from Republicans, who’ve successfully gathered signatures for potential initiatives that would chip away at “radical” policies like the state’s cap-and-invest program — a repeal of which both Reichert and Bird support. But Washington’s governor race could be consequential even if a Democrat wins. While Ferguson has called “climate change” a top priority and under Inslee opposed building a methane gas pipeline through the state, Mullet has taken a somewhat more moderate stance, expressing concerns about gas “affordability” for families.
Log in
To continue reading, log in to your account.
Create a Free Account
To unlock more free articles, please create a free account.
The new president is annihilating his predecessor’s energy policy.
Every time the White House changes hands from one party to another, some policies toggle back to what they were before, a reset meant to restore the status quo ante. The best-known example may be the Mexico City policy, which forbids U.S. foreign aid funds from going to any organization that performs or even gives information about abortions; since it was first instituted under Ronald Reagan, every Democratic president has revoked it and every Republican president has reestablished it. The change is as predictable as the sunrise.
But presidents also hope that even if their party loses the next election, they will have created more durable policy change. If the outgoing president has been clever enough at creating smart design, administrative momentum, and political reality, even a hostile new president may find it difficult to roll back everything their predecessor did. That was certainly the Biden administration’s goal when it came to climate policy. Some even hoped that President Trump would just be too preoccupied with the things he cares more about — especially deporting immigrants and imposing tariffs — to devote too much time and effort to undoing the progress that has been made on climate.
In other words, Trump could have taken much the same approach as Biden, except with the favored industries reversed. Biden worked hard to boost renewable energy, but apart from a few high-profile moves like the cancellation of the Keystone XL pipeline and a temporary suspension of approvals for new liquified natural gas export facilities, he mostly left the fossil fuel industry alone. The result was a boom time for oil and gas, with record production and almost limitless profits. Turn it upside down, and you’d have an administration that gives fossil fuel companies what they want — relaxed regulations, speeded-up permits, the opening of federal lands for more drilling — without a frontal assault on renewables.
Unfortunately, Trump has not chosen that mirror-image course. Instead, he seems determined to undermine, roll back, and impair the transition to clean energy in almost every way his administration can think of. As it has in one area after another, the Trump government is acting with a head-spinning speed and ambition, as though it will count itself as successful only if the entire renewables industry lies in ruins by the end of its term.
This is a strange approach to take if Trump actually believes there is an “energy emergency” that demands a mobilization to produce dramatically more power, as he declared in an executive order he signed on his first day in office. But that order made clear the administration’s belief that wind and solar are literally not energy; it states that “The term ‘energy’ or ‘energy resources’ means crude oil, natural gas, lease condensates, natural gas liquids, refined petroleum products, uranium, coal, biofuels, geothermal heat, the kinetic movement of flowing water, and critical minerals.”
Trump didn’t write the order himself, but it certainly reflects the sweeping policy moves his administration has made against renewable energy and environmental enforcement, including the following:
All that is in addition to the expected policy reversals, such as withdrawing the U.S. from the Paris Agreement, which Trump abandoned in his first term and Biden rejoined. Even including those, it’s still not a comprehensive list.
For years, Republicans (including Trump) have described their approach to energy as “all of the above,” i.e. that every kind of energy, including fossil fuels, should be developed as much as possible. That phrase is clearly no longer operative, as the administration is showing an unmitigated hostility to solar and wind power. The administration also seems determined to arrest the growth of the electric vehicle industry, which raises the question of how one particular interested party — Elon Musk — may be reacting to these moves.
Whether or not you think this question has already been settled depends on how much you trust Musk as a reliable exponent of his own true beliefs. On the campaign trail, he boasted that killing the $7,500 EV tax credits would only help Tesla by damaging its competition. After the election, when asked about the tax credit during a visit to Capitol Hill, Musk told reporters, “I think we should get rid of all credits.” But there are other EV-related policies Trump has trained his crosshairs on, including California’s ability to set more stringent fuel efficiency standards than the federal government, granted under a waiver from the Environmental Protection Agency. The law allows companies to buy and sell credits in order to meet the required mix, and as a maker of entirely zero-emission vehicles, Tesla has plenty of credits to sell. As of last November, selling those credits accounted for more than 40% of Tesla’s net income for the year to date.
So far, Musk hasn’t commented on the subject, but it isn’t hard to imagine that if he tried to convince Trump to reverse some of these decisions and pursue a true “all of the above” strategy, Trump would be highly persuadable. But Musk is no longer an ally of the renewables industry, and his interest in the electrification of the nation’s auto fleet begins and ends with his own company.
Part of the theory underlying Biden’s limited moves against the fossil fuel industry was that the energy transition has so much momentum that it can’t be stopped — that, while every day we continue burning oil and gas makes climate change worse, the eventual arrival of a net-zero-emissions future is inevitable. That reality hasn’t changed, but the Trump administration is determined to delay it as long as possible. And in order to do so, it’s bringing the same commitment to rapid, aggressive, destructive policy change it’s deploying across the entire federal government.
Dozens of people are reporting problems claiming the subsidy — and it’s not even Trump’s fault.
Eric Walker, of Zanesville, Ohio, bought a Ford F-150 Lightning in March of last year. Ironically, Walker designs and manufactures bearings for internal combustion engines for a living. But he drives 70 miles to and from his job, and he was thrilled not to have to pay for gas anymore. “I love it so much. I honestly don’t think I could ever go back to a non-EV,” he told me. “It’s just more fun, more punchy.”
But although he’s saving on gas, Walker recently learned he’d made a major, expensive mistake at the dealership when he bought the truck. The F-150 Lightning qualified for a federal tax credit of $7,500 in 2024. Walker was income-eligible and planned to claim it when he filed his taxes. But his dealership never reported the sale to the Internal Revenue Service, and at the time, Walker had no idea this was required. When he went to submit his tax return recently, it was rejected. Now, it may be too late.
Walker is not alone. Dozens of users on Reddit have been sharing near-identical stories as tax season has gotten underway — and it’s only early February. It is unclear exactly how many EV buyers are affected. What we do know is that it will be up to the Trump administration’s Treasury Department to decide whether any of them will get the refund they were counting on — the same administration that wants to kill the tax credit altogether.
The problem dates back to a change in the process for claiming the tax credit. For the 2023 tax year, dealers had until January 15, 2024 to report eligible EV sales to the IRS. For 2024, however, the IRS introduced a new, digital reporting system and new deadlines. Starting in January 2024, if a customer bought an eligible vehicle and wanted to claim the tax credit, dealerships were required to file a report within three days of the time of sale to the IRS through a web portal called Energy Credits Online.
This change coincided with another: Buyers now had the option to transfer the credit to their dealership instead of claiming it themselves. The dealer could then take the value of the credit off the price of the car and get reimbursed by the IRS. This was voluntary on the dealerships’ part, and many opted in. By October, more than 300,000 EV sales had used this transfer option, according to the Treasury Department. But apparently there were also many dealers who didn’t want to bother with it. And at least some of them never bothered to learn about the online portal at all.
Get the best of Heatmap in your inbox daily.
Charlie Gerk, an engineer living in the suburbs of Minneapolis, bought a Chrysler Pacifica plug-in electric hybrid in February after his wife had twins. Unlike Walker, Gerk knew all about the workings of the tax credit, and he wanted to get his discount up front. But the dealership he was working with — a smaller, family-run business — had not gotten set up to do it. “He’s like, ‘We sell six EVs a year, we’re not going to take the time to sign up for that program,’” Gerk recalled the salesman saying. Gerk decided to claim the tax credit himself, and the dealership even gave him a few hundred bucks off the car since he’d have to wait a year to see the refund. He then emailed the dealership instructions from the IRS for reporting the sale through the online portal, and the dealership assured him it would submit the information. It sent Gerk a copy of form 15400, an IRS “Clean Vehicle Seller Report,” for him to keep for his records — except that the form was dated 2023. When Gerk inquired about it, the finance manager told him it was just because it was still so early in the year, and that they would make sure it got filed appropriately online.
Fast forward to one year later, and Gerk came across a post in the Pacifica Reddit forum from someone whose claim was rejected by the IRS because their dealer failed to report the sale. “I logged into my online dashboard for the IRS, and sure enough, the vehicle’s not there,” Gerk told me. “If it was filed appropriately, it would have shown on my online dashboard that I had an EV clean vehicle credit for 2024, and it’s not there.”
Gerk spoke to his dealership, which said it would look into the situation. He forwarded me an email exchange between the IRS and his dealership in which a representative from the IRS’ Clean Vehicle Team said it was probably too late to fix. “The open period for any unsubmitted time of sale reports is closed,” the staffer wrote. “We are expecting some Energy Credit Online (ECO) updates so contact us via secure messaging in the Spring for additional information.”
Some users on Reddit who, like Gerk, were aware of the reporting requirements when they bought their EVs, have shared stories about visiting more than a dozen dealerships before finding one that was registered with ECO and willing to file the paperwork. Others who didn't know about the rules have recalled inquiring about the tax credit at their dealership and being told they could simply claim it on their taxes. They only found out when they tried to submit their tax paperwork on TurboTax or another e-filing system and received an error message informing them that their vehicle is not registered in the IRS database.
Some blame the dealerships for misleading them and are wondering if they have grounds to sue. Others blame the IRS for not adequately informing customers or dealers about the rules.
“My frustration lies with the fact the IRS would even allow this to be an option,” Gerk told me. “If you’re going to allow the credit to be taken by me, I have to be dependent on my dealer doing the right thing?” (Gerk asked that we not share the name of his dealership.)
I spoke with a former Treasury staffer who worked on the program, who told me that the agency went to great lengths to educate dealerships about the new online portal and filing requirements, including hosting webinars that reached more than 10,000 dealerships and a presentation at the National Automobile Dealership Association’s annual convention in Las Vegas. The agency put up pages of fact sheets, checklists, and other materials for dealers and consumers on the IRS website, they said. But the IRS doesn’t have a marketing budget, and also relied heavily on NADA, the Dealership Association, for help getting the word out.
NADA did not respond to multiple emails and phone calls asking for comment. I also contacted several of the dealerships who sold EVs to buyers who are now having their tax credit claims rejected, none of which got back to me.
Many of the affected buyers are trying to get their dealerships to contact the IRS and see if they can retroactively report the sales, as Gerk did. Some are having more luck than others. When Walker contacted his dealership in Cleveland, Ohio, to see if there was anything it could do to help him, it still seemed to have no idea what he was talking about. Walker forwarded me a response from his dealership asking him if he had spoken to his accountant. “My sales desk is pretty insistent on that this is something your accountant would handle,” it said. (Walker did not want to disclose the name of his dealership as he is still trying to work with them on a solution.)
I reached out to the Treasury Department with a list of questions, including whether this issue was on its radar and what consumers who find themselves in this situation should do. The agency confirmed receipt of the request, but had not gotten back to me by press time. We will update this story if they do. There are reports on Reddit of EV buyers having a similar issue claiming the tax credit in 2024 for purchases made in 2023. Some filed their taxes without the EV credit and then submitted appeals to the IRS after the fact, with seemingly some success.
Buyers stuck in this situation have few other places to turn. Some Reddit users have posted about reaching out to their representatives, who offered to contact the IRS on their behalf. One challenge, as noted by the former Treasury staffer I spoke with, is that unlike the dealers, who have NADA, there is no consumer advocacy group for electric vehicle buyers who can engage with lawmakers and the Treasury and request a solution.
“I don’t necessarily need the money,” Walker told me. “It was just gonna go towards some more student loans — I’m just trying to pay down all of my debt as soon as possible. So I didn’t need it. But it would have been certainly something nice to have.”
For now, at least, the math simply doesn’t work. Enter the EREV.
American EVs are caught in a size conundrum.
Over the past three decades, U.S. drivers decided they want tall, roomy crossovers and pickup trucks rather than coupes and sedans. These popular big vehicles looked like the obvious place to electrify as the car companies made their uneasy first moves away from combustion. But hefty vehicles and batteries don’t mix: It takes much, much larger batteries to push long, heavy, aerodynamically unfriendly SUVs and trucks down the road, which can make the prices of the EV versions spiral out of control.
Now, as the car industry confronts a confusing new era under Trump, signals of change are afoot. Although a typical EV that uses only a rechargeable battery for its power makes sense for smaller, more efficient cars with lower energy demands, that might not be the way the industry tries to electrify its biggest models anymore.
The predicament at Ford is particularly telling. The Detroit giant was an early EV adopter compared to its rivals, rolling out the Mustang Mach-E at the end of 2020 and the Ford F-150 Lightning, an electrified version of the best-selling vehicle in America, in 2022. These vehicles sell: Mustang Mach-E was the No. 3 EV in the United States in 2024, trailing only Tesla’s big two. The Lightning pickup came in No. 6.
Yet Ford is in an EV crisis. The 33,510 Lightning trucks it sold last year amount to less than 5% of the 730,000-plus tally for the ordinary F-150. With those sales stacked up against enormous costs needed to invest in EV and battery manufacturing, the brand’s EV division has been losing billions of dollars per year. Amid this struggle, Ford continues to shift its EV plans and hasn’t introduced a new EV to the market in three years. During this time, rival GM has begun to crank out Blazer and Equinox EVs, and now says its EV group is profitable, at least on a heavily qualified basis.
As CEO Jim Farley admitted during an earnings call on Wednesday, Ford simply can’t make the math work out when it comes to big EVs. The F-150 Lightning starts at $63,000 thanks in large part to the enormous battery it requires. Even then, the base version gets just 230 miles of range — a figure that, like with all EVs, drops quickly in extreme weather, when going uphill, or when towing. Combine those technical problems and high prices with the cultural resistance to EVs among many pickup drivers and the result is the continually rough state of the EV truck market.
It sounds like Ford no longer believes pure electric is the answer for its biggest vehicles. Instead, Farley announced a plan to pivot to extended-range electric vehicle (or EREV) versions of its pickup trucks and large SUVs later in the decade.
EREVs are having a moment. These vehicles use a large battery to power the electric motors that push the wheels, just like an EV does. They also carry an onboard gas engine that acts as a generator, recharging the battery when it gets low and greatly increasing the vehicle’s range between refueling stops. EREVs are big in China. They got a burst of hype in America when Ram promised its upcoming Ramcharger EREV pickup truck would achieve nearly 700 miles of combined range. Scout Motors, the brand behind the boxy International Scout icon of the 1960s and 70s, is returning to the U.S. under Volkswagen ownership and finding a groundswell of enthusiasm for its promised EREV SUV.
The EREV setup makes a lot of sense for heavy-duty rides. Ramcharger, for example, will come with a 92 kilowatt-hour battery that can charge via plug and should deliver around 145 miles of electric range. The size of the pickup truck means it can also accommodate a V6 engine and a gas tank large enough to stretch the Ramcharger’s overall range to 690 miles. It is, effectively, a plug-in hybrid on steroids, with a battery big enough to accomplish nearly any daily driving on electricity and enough backup gasoline to tow anything and go anywhere.
Using that trusty V6 to generate electricity isn’t nearly as energy-efficient as charging and discharging a battery. But as a backup that kicks in only after 100-plus miles of electric driving, it’s certainly a better climate option than a gas-only pickup or a traditional hybrid. The setup is also ideally suited for what drivers of heavy duty vehicles need (or, at least, what they think they need): efficient local driving with no range anxiety. And it’s similar enough to the comfortable plug-and-go paradigm that an extended-range EV should seem less alien to the pickup owner.
Ford’s big pivot looks like a sign of the times. The brand still plans to build EVs at the smaller end of its range; its skunkwords experimental team is hard at work on Ford’s long-running attempt to build an electric vehicle in the $30,000 range. If Ford could make EVs at a price at least reasonably competitive with entry-level combustion cars, then many buyers might go electric for pure pragmatic terms, seeing the EV as a better economic bet in the long run. Electric-only makes sense here.
But at the big end, that’s not the case. As Bloombergreports on Ford’s EV trouble, most buyers in the U.S. show “no willingness to pay a premium” for an electric vehicle over a gas one or a hybrid. Facing the prospect of the $7,500 EV tax credit disappearing under Trump, plus the specter of tariffs driving up auto production costs, and the task of selling Americans an expensive electric-only pickup truck or giant SUV goes from fraught to extremely difficult.
As much as the industry has coalesced around the pure EV as the best way to green the car industry, this sort of bifurcation — EV for smaller vehicles, EREV for big ones — could be the best way forward. Especially if the Ramcharger or EREV Ford F-150 is what it takes to convince a quorum of pickup truck drivers to ditch their gas-only trucks.