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As Republicans’ budget priorities stack up, the numbers are starting to turn against America’s landmark climate law.

Since Donald Trump was reelected president, the climate community has retained a kind of fragile optimism about the Inflation Reduction Act, the historic climate law enacted in 2022 that Trump has vowed to repeal. The oft-repeated mantra is that the IRA is stimulating billions of dollars in investment in red districts, so why would Republicans want to put that at risk? Even if parts of the legislation were killed, surely some of it would remain intact.
But recent events have shifted the calculus. The ballooning price tag of Trump’s tax cut wishlist and preliminary budget negotiations on the Hill are pointing toward a budgetary showdown in which many of the law’s benefits could become fiscal casualties. D.C. veterans, including former GOP Hill staff, say that even the most bipartisan parts of the IRA could be sacrificed.
The reason has to do with the rules of budget reconciliation, the process Republicans in the House and Senate will use to carry out Trump’s agenda over the next several months and the same process Democrats used to pass the Inflation Reduction Act. One of Trump’s biggest legislative priorities is extending the 2017 Tax Cuts and Jobs Act, much of which expires at the end of this year. He also wants to make good on campaign promises to eliminate taxes on tips, overtime pay, and Social Security, and remove the cap on the state and local tax liability deductions.
To do this through the normal legislative process would subject the bill to a potential filibuster in the Senate, which would require 60 votes to override, a margin Senate Republicans lack. Budget reconciliation, however, requires only a simple majority. But there’s a catch: The bill can only contain policies that modify federal spending or revenues. It cannot contain a single provision that doesn’t pertain to the federal budget. And before lawmakers can decide what policies to put in it, they must agree on how much the bill will affect the federal budget. Once they set that topline number, they can’t change it.
“Reconciliation math is at least as important as the merits of reconciliation policies,” Alex Flint, executive director of the Alliance for Market Solutions, told Heatmap. Flint was previously a Republican staff director on the Senate Energy and Natural Resources Committee and top government affairs executive at the Nuclear Energy Institute. “I think a lot of people with specific interests in the tax code fail to look at the scale of the issue that tax writers have to deal with,” he said, adding that whether IRA money has been spent in a given district will probably be a “second or third order factor” in that representative’s vote.
Congress is still at the beginning of the reconciliation process. The next step is for the House and Senate to negotiate a topline number and issue instructions to the committees that will write the final bill on the levels of spending they’re allowed to include. That’s where the punishing math for the IRA comes in. The Congressional Budget Office, as well as third-party groups like the Tax Foundation and the Penn Wharton Budget Model, have estimated that an extension of the 2017 tax cuts would cost between $3.7 and $4.5 trillion through 2034. If all of Trump’s additional proposed tax cuts were enacted, the cost would jump to $6.8 trillion, according to Penn Wharton.
The dollar amount assigned to each committee is a ceiling, and it’s calculated on a net basis. So if the Ways and Means committee, which oversees tax legislation, is assigned a $4.5 trillion deficit ceiling, as it was in the version of the reconciliation instructions that recently passed the House, it’s going to have to find several trillion dollars worth of spending programs to cut. Fully repealing the Inflation Reduction Act’s green energy tax credits — which, according to new modeling from the nonpartisan Tax Foundation, would raise about $850 billion — will start to look harder to avoid.
In a recent talk hosted by the American Enterprise Institute, Jason Smith, a representative from Missouri and Chairman of the Ways and Means Committee, indicated that his party was committed to achieving Trump’s entire agenda through reconciliation. “These are items that he campaigned on, and these are items that will be addressed in any tax package that we move forward on,” he said.
Tax credits related to electric vehicles and green buildings are already almost certainly on the chopping block, but cutting those would raise just $300 billion, according to the Tax Foundation. Lawmakers have other options to achieve significant deficit reductions without fully eliminating the IRA, however. The Tax Foundation’s analysis found that Congress could preserve the nuclear power production tax credit and the carbon capture tax credit — two IRA provisions many Republicans support — as well as a stripped-down version of the renewable energy production tax credit and still raise a respectable $750 billion.
Alex Brill, a former Republican chief economist to the Ways and Means Committee and current fellow at the American Enterprise Institute, told Heatmap that we might see efforts to “rightsize” or “reform” certain tax credits rather than repeal them. Lawmakers could keep the clean electricity tax credits in place for a few more years as an apparent compromise, for example, but phase them out in 2029 or 2030, which is when the Congressional Budget Office estimates they’ll start to be more heavily utilized, and therefore more expensive.
“There’s this possibility that they may be looking at the timing and the duration of some of these provisions,” Brill said.
The IRA prescribes no end date for those credits, which as of now will stay in place until U.S. electricity emissions fall to 25% of their 2022 levels. Jason Clark, the former chief strategist at the American Clean Power Association, told Jael in October that an earlier phase-out would drastically undercut U.S. renewables deployment. “I don’t think a lot of folks appreciate just how long-range some of this planning is — how long it takes to permit something, how long it takes to figure out the interconnection queue. Companies aren’t just thinking, what are we going to build this year? They’re thinking, what will be put online in 2035? So if the government changes the stability of that, companies start to pull back.”
There is another scenario on the table that could save a significant chunk of the IRA, but it would come with its own nontrivial drawbacks.
Republican leaders in the Senate are trying to change the baseline against which all of these budget calculations are made. They argue that the tax cut extensions should be viewed as avoiding a tax increase, not enacting a new tax cut. By this logic, the extensions don’t cost anything, and $6.8 trillion in total tax cuts looks more like $2.8 trillion. That would give Republicans more room to increase spending on a range of other priorities, including defense and immigration enforcement, without having to make tough trade-offs.
This has never been done before, and to call it controversial would be an understatement. Deficit hawks on both sides of the aisle oppose the maneuver, calling it a “gimmick” and “magic math.” A recent Politico article declared that moving to a current policy baseline approach would “break the Senate, upend the federal budget process and explode the national debt.”
Before Republicans can move ahead, they need guidance from the Senate Parliamentarian, an advisor to the Senate tasked with interpreting the rules that govern the body. If the Parliamentarian doesn’t approve, the Senate is technically allowed to ignore or fire her. But this would create a new political firestorm.
Flint said that however this baseline debate plays out will tell us how much danger the IRA is facing. Brill had a slightly different perspective. He said he would expect Congress to set the topline budget resolution numbers lower if it moves ahead with this fuzzy math. But he agreed that assuming the IRA will be saved by its Republican beneficiaries fails to see the whole picture.
“They will be looking at the revenue consequences of changes, and they’ll be looking at the efficiency of these policies,” Brill said. “Are they operating as intended? Are they the size and scope and scale that seem reasonable and appropriate to lawmakers? I think they’re going to be thinking about this in a lot of different dimensions.”
While some oil and gas majors such as Exxon and Occidental have lobbied the Trump administration to keep at least some of the IRA in place, other fossil fuel industry players are trying to convince lawmakers that the clean energy tax credits do more harm than good. More than two dozen energy executives penned a letter to House and Senate leaders last week asking for a full repeal, arguing that the subsidies encourage “less efficient production,” raise costs for consumers, and increase the national debt.
But renewable energy researchers at the Rhodium Group and Energy Innovation published modeling last week making the opposite case. Rhodium found that rollbacks of power plant and vehicle emissions rules, combined with repeal of the IRA tax credits, would increase annual household energy costs by $111 to $184 in 2030, compared to keeping the law as it is. The modelers also found that energy spending throughout the industrial sector would increase by $8 billion to $14 billion from 2030 to 2035. Energy Innovation, which also modeled repeal of key tax credits, found this would lead to higher energy bills, as well as nearly 800,000 job losses in 2030.
Some D.C. figureheads are still bullish that full repeal of the IRA is unlikely. Xan Fishman, senior managing director of the energy program at the Bipartisan Policy Center, told Heatmap he’s heard the argument that Republicans’ magic math could help the IRA, but he’s not sure there’s much there, there. “I do think that there’s strong momentum for keeping the tax credits, and honestly, I think that’s true regardless of whatever budgetary baseline they use,” he said.
Earlier this month, 21 House Republicans came out in bold, public defense of the law. This likely does not reflect the level of support latent in the party, however. Fishman said that many of the tax credits in the law historically had bipartisan support, before the Inflation Reduction Act “painted them with a partisan brush.”
“I think at the end of the day, that is actually really relevant — the fact that so many members have co-sponsored or sponsored some version of these tax credits in the past,” Fishman said.
It’s too soon to judge whether Republican support for the IRA means anything, Josh Freed, senior vice president of the climate and energy program at Third Way, told Heatmap. “IRA is uncertain until the dust settles,” he said. “It is hard to know what trade-offs are going to be asked for by the authors and by different factions within the Republican caucus until decisions on whether there needs to be pay-fors, and how much, are made.”
The timeline for when the Republican caucus will make those decisions — and set the rules of the game — is hard to predict. In that talk hosted by the American Enterprise Institute, Congressman Smith said the plan was to get the final reconciliation bill on Trump’s desk before Memorial Day.
Editor’s note: This story has been updated to correct the emissions reduction target for the clean electricity tax credit in the IRA.
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A new policy proposal argues that large load tariffs on their own aren’t enough.
Earlier this year, I attempted to draw up a web diagram about energy affordability. My head was spinning from reading social media threads of experts arguing over the reasons electricity rates were so high, the best strategies to lower them, and how the data center explosion fit into the picture. I wanted to see all of the ideas laid out in one place. Here’s what I sketched out at the time:

That was in March. Looking back at it now, a few things stand out. Of course, Washington hasn't gotten anywhere meaningful yet on permitting reform. Also, the BYOP, or “bring your own power,” idea has in some cases become a justification to build huge off-grid natural gas power plants. Amazon, for example, defended backing what may become the largest fossil fuel plant in the country by saying that it “believes in paying the full costs of powering our operations,” and that the Texas data center project is “powered by new on-site generation that won’t raise electricity costs for Texas families.”
On the other hand, there have been some promising developments in deploying virtual power plants and “grid edge” technologies like rooftop solar, to the benefit of both tech companies and regular folks. In July, New Jersey passed a law to incentivize data center developers to fund virtual power plants that can create more capacity on the grid. The program could ultimately help residential customers get solar panels and batteries, which would bring down their energy bills. Just today, Google announced a partnership with the California utility PG&E to offer residential customers discounts on heat pumps combined with battery energy storage in Alameda and Santa Clara counties. The first 25 homeowners to sign up will get $10,000 off; after that the discount is $5,000.
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One strategy I didn’t jot down back in March was the “large load tariff.” This is when utility regulators create a new electricity rate class for large energy users that helps isolate the costs of serving these customers. A growing number of states have gone one step further and developed data center-specific tariffs, with requirements like charging data centers a minimum fee regardless of how much energy they use, and, in some cases, creating incentives for them to build new renewable energy projects.
A policy paper that came across my desk this week argues that this approach doesn’t go far enough. It says that states have an opportunity to fund the modernization of the electric grid by adding a surcharge on top of large load tariffs.
The paper is from the State Support Center, a nonprofit that provides clean energy policy recommendations and technical assistance to states. It was co-founded by Sam Ricketts, one of the founders of the climate group Evergreen Action and a significant voice in shaping the Inflation Reduction Act. Initially, the Center helped states figure out how to take advantage of all of the new federal funding that came out of that law. Now, like the rest of us, Ricketts is thinking about data centers.
“State policymakers are looking for ways to meet the load growth that is predominantly being driven by data centers,” he told me. “There hasn't been a thorough-enough discussion about capturing investments that large data center loads are making and using those revenues to drive investment into key barriers for the clean grid expansion that the electricity system in the U.S. now needs.”
Traditional large load tariffs are about cost assignment, Ricketts said: Regulators determine the cost of network and operational upgrades required to serve big customers and require utilities to pass those on directly rather than spreading them across the entire customer base. This is just the baseline of what data center developers should do to pay their “fair share,” though, Ricketts argued. Even if large load tariffs help cover the cost of new power plants, they don’t necessarily help solve the interconnection bottlenecks that are preventing generators — especially renewables — from joining the grid, for example.
By adding a simple per-megawatt surcharge to the rates data centers pay, states could raise revenue to accelerate interconnection. They could fund additional staff and invest in new software solutions to help move through the queue of projects waiting to connect faster. They could also put the money toward financing grid upgrades, such as installing grid-enhancing technologies that create more capacity on existing power lines. Alternatively, they could use the money to reward cities and towns for permitting projects more quickly, or to support siting and permitting at the state level, the paper suggests.
Ricketts told me that many state utility commissions have the power to do this today, and those that don’t would require just a simple bit of legislation to empower them. New York could become the first to adopt the idea. In June, Governor Kathy Hochul directed the state’s Department of Public Service to consider requiring data centers to invest in a “grid acceleration fund.”
Several states have already levied similar fees on data centers — they just haven’t dedicated the money toward grid upgrades. A new $0.01-per-kilowatt-hour surcharge on loads larger than 100 megawatts in Oregon will fund efficiency and distributed energy projects that reduce costs for residential customers. Virginia enacted a $0.011 per kilowatt-hour data center electricity consumption tax that will raise money for the state’s general fund. It’s expected to generate $600 million per year.
The paper doesn’t pitch the surcharge as a cure-all, nor does it touch the issue of public opposition or federal permitting obstacles. “The surcharge as envisioned and proposed here is pretty modest,” Ricketts told me. “It is trying to attend to a gap, which is like, hey, there's an opportunity here to capture reinvestment into the grid needs that are truly necessary.”
Under the sheet metal it’s basically a Toyota — but maybe that’s okay.
I’ve seen these cupholders before. The same goes for the pair of wireless phone charging mats in this Subaru EV, the wheel that spins to select drive or reverse, and the storage cubby between the driver and shotgun seat with its awkwardly positioned “open” button. Even the big central touchscreen and its software are fundamentally identical to the ones I remember — right down to the navigation system’s voice-activated assistant represented by a weird on-screen bubble.
It’s no coincidence the interior of the new Subaru Trailseeker feels so familiar: I just saw it a couple of months ago while test-driving the Toyota CH-R. The two Japanese carmakers have been co-developing the bones of their electric cars together for several years now. Their dueling lineups of new models are, to a large degree, the same vehicles under the sheet metal: The Toyota CH-R and Subaru Uncharted small crossovers are effectively twins. So, too, are the Subaru Trailseeker I drove this week and the Toyota Bz Woodland, the stretched, outdoorsy version of Toyota’s EV.
Sharing parts and even platforms is nothing new. Car companies have partnered with their rivals in the past to split research and development costs. Subie and Toyota have been following this playbook since the gasoline era; in the 2010s they created a lovely small sports car badged as either the Subaru BRZ or the Scion FR-S (back when Toyota used the Scion brand to sell sportier, more “youthful” cars in America).

But sharing has become a more pressing issue in the era of electric driving, as the legacy car companies look for ways to save money as they spend billions learning how to transition their businesses toward battery power. Honda, the other Japanese auto giant, borrowed the General Motors platform to build the Prologue, its most recent attempt at an EV for America. That car sold competitively with the other non-Tesla EVs in the U.S., demonstrating there were some Honda drivers hungry for their brand to make a new EV. But that approach only got Honda so far. The company’s attempts to build a better EV from the ground up have stalled, and it has now canceled an ambitious slate of planned vehicles.
As for Toyota and Subaru, there is much to be gained from this tactic. If you’re a driver simply pondering whether to switch from the gas-powered Outback to the Trailseeker with your next Subaru purchase, you might not care that electric Subarus are just Toyotas on the inside. Still, sharing technology also raises the question: If a Subaru is just a Toyota under the skin, then is calling the car a Subaru enough for the brand’s devotees? The answer, I think, is a possibly surprising “yes.”
At the simplest level, Subaru’s electric cars do succeed in feeling like distinct vehicles. In this clip, one of Toyota’s lead engineers explains some of the philosophical differences that lead the two companies to build different products on top of the same bones. To simplify: Subaru builds with acceleration and sportiness in mind, while Toyota is more focused on braking and safety.
You can feel the difference. Toyota scales up the power depending on how much you pay, from 168 horsepower in the entry-level Bz to 375 horsepower for the outdoorsy Bz Woodland.

Subaru offers all-wheel-drive and 375 horsepower with every trim level of the Trailseeker, and the car is zippy and eager. The high ground clearance and road trip-ready roof rack certainly makes the EV feel appropriately Subaru. While the other vehicles that came out of this partnership were built at Toyota factories in Japan, Trailseeker (and its Toyota twin) were built at a Subaru factory.
And for a long vehicle with lots of storage space in the back, Trailseeker is pretty efficient. I made a decent 3.5 miles per kilowatt-hour on a highway drive from L.A to Santa Barbara, and the Subaru would top 4 miles per kilowatt-hour at city speeds. That efficiency is important, as it stretches the EV’s real-world range above 250 miles, giving it the legs it needs to visit the far-flung outdoorsy destinations Subaru drivers like to visit.
The trouble with co-development is that Subaru’s EVs, though they are fun and capable vehicles, are stuck with the same problems as Toyota’s. The Subaru also doesn’t feature fun or game-changing EV features like a frunk or one-pedal driving. Owners complain that there’s no way to, say, change the charging maximum to from 80% to 100% once a charging session has started, a simple task that can be accomplished with a tap on a phone app in other vehicles.
The car’s built-in navigation system, meanwhile, can list nearby EV chargers if you know where to ask, but it doesn’t incorporate them into its route planning like a Tesla, Rivian, or even Hyundai would do. This is more annoying than you might think, especially in this muddled moment in charging. Trailseeker, having adopted the Tesla NACS plug that is now becoming the industry standard, can charge at some Superchargers — but Tesla doesn’t allow other brands’ EVs at all of its stations, and you have to check their app to see which are okay. Lots of older third-party charging stations, meanwhile, still use the CCS plug that used to be common on EVs, so you’d need an adapter to plug in the Subaru there. That means that in the Trailseeker, you need either a charging strategy in advance or a co-pilot in the passenger seat checking multiple phone apps for you. (These issues can be solved somewhat by using one’s own apps through Apple CarPlay.)
What the Trailseeker is not, most fundamentally, is a Rivian. When that company teased the R2 and R3 a couple of years ago, we said it had the opportunity to dominate an outdoorsy, all-wheel-drive space in the car market that was more or less vacant because Subaru had dragged its feet on electrifying, having released only the disappointing Solterra. R2 is finally available, and compared to Trailseeker, the Rivian is much closer to the Tesla model of what an EV should be — its interface is far more sophisticated, and foundationally, it just feels so much more like a vehicle that was built from the ground up to be electric, not a car built by a legacy automaker still trying to figure out what an EV should be.
But here’s the thing: A lot of drivers, including plenty of Subaru lifers, don’t want the Tesla model. This Reddit post nicely captures the tension: EV-focused reviewers like me invariably notice what’s missing in a vehicle like Trailseeker compared to other electric cars. When you compare the Subie to gas-powered vehicles, though, you notice what’s there — the basic competencies like off-road ruggedness, roof racks, and honest-to-goodness door handles that make people love Subarus in the first place.
The price doesn’t hurt, either. Trailseeker’s key performance features — all-wheel drive, 375 horsepower, 280 miles of maximum range — are available on the simplest version that starts at $39,995, while the top-of-the-line $46,555 version gets more creature comforts. Toyota doesn’t sell an entry-level version of the Trailseeker’s twin, the Bz Woodland, only a fully-decked out edition that’s more than $45,000. Rivian’s fancier versions of R2, by contrast, cost well into the $50,000, with a $45,000 base model due in 2027.
Trailseeker, in other words, is a reasonably affordable, good EV that just works — and that you can buy at the same dealership across town that sold you your last two Outbacks. Which is all a lot of Subaru drivers ever really wanted.
Current conditions: The Pacific is facing a traffic jam of storms, with Hurricane Karina, Tropical Storm Lowell, and Tropical Storm Marie all raging at once • Temperatures in Charlotte, North Carolina, America’s secondary banking capital after New York, are nearing 100 degrees Fahrenheit amid a regionwide heatwave • Tropical Storm Edouard knocked out power from more than 81,000 households in Texas and Louisiana.
Call it the scramble for Caracas. For the first time since the dawn of the 21st century, the South American nation with the world’s largest known oil reserves is open for business to Americans. Eight months after U.S. forces arrested former dictator Nicolás Maduro in his home and Washington backed his vice president, Delcy Rodriguez, as the new leader, Venezuela is becoming a hotbed for American energy companies. On Wednesday, Chevron announced plans to double its production in Venezuela with a $7 billion investment. “We were trying to work at what I call Trump speed,” Secretary of Energy Chris Wright said at a signing ceremony at the Miraflores Palace, according to The Wall Street Journal. “President Trump didn’t want a nudge or a slow drift in a positive direction. He wanted to see as fast as possible a transformation in Venezuela.”
The energy equipment behemoth GE Vernova, meanwhile, inked its own deal to repair large portions of Venezuela’s power grid, Bloomberg reported.

U.S. exports of liquified natural gas averaged 17.4 billion cubic feet per day in the first six months of this year, 23% more than the same period in 2025, according to the latest analysis by the U.S. Energy Information Administration. The agency projected that overseas sales will mostly stay flat through the end of the year before rising to 18.7 billion cubic feet per day in the first half of 2027. The world demands lots of gas right now. The biggest impediment to selling more is capacity. New and expanded export terminals “boosted LNG exports at the fastest rate since the United States began large-scale exports in 2016,” EIA found.
While natural gas and gasoline are different fuels entirely, the boom in the export market for one has come during a domestic price surge for the other. Diesel is selling for $5.69 per gallon, according to AAA data. Regular gas is now averaging $4.12 per gallon nationwide. But diesel is particularly worrying. As my colleague Matthew Zeitlin wrote last month, “now is the worst time for diesel to get expensive,” since it’s a critical moment in farmers’ growing seasons when tractors and other equipment need fuel.
The fashion industry, particularly the cheaply-made fast-fashion brands, are notorious for pollution. Typically that comes in the form of dyed rivers and microplastics from polyester fibers. But the planet-heating gases coming from the apparel sector are on the rise. Emissions climbed 6.3% in 2024, following a 7.5% spike the previous year, according to a new report by the Apparel Impact Institute. That, according to Bloomberg, increased fashion’s emissions by roughly a gigaton, or “about the same as the entire climate footprint of Japan.”
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SB Energy, the division of the Japanese giant Softbank that’s focused on building the infrastructure for artificial intelligence, is seeing such a boom it’s going public. Chip behemoth Nvidia is backing the deal to start trading the stock on the Nasdaq. “The reason Nvidia is on our part of the equation here is that, you know, helps us to unlock things like investment-grade financing. It helps to ensure the project is a success,” SB Energy CEO Rich Hossfeld told CNBC.
Still, the company cautioned that it “may face community opposition, local moratoria, and hyper-local dissent, including growing public resistance to AI and AI-related infrastructure.” Polling from Heatmap Pro last month showed that three-quarters of Americans now oppose data centers in their backyards.
To put it in the modern parlance of today’s youth: Japan’s nuclear sector used to mog most of its peers in East Asia. When the 2011 Fukushima accident occurred, Japan got the ick on atomic energy. Now it’s once again ascending to nuclear maxing — er, nuclearmaxxing. On Wednesday, NucNet reported that a high-level Japanese council chaired by the prime minister adopted a new policy that calls for “maximum use” of atomic energy in the country.
Russia, meanwhile, is leaning into floating nuclear power plants. The country launched the world’s first small modular reactor in 2019 aboard the Akademik Lomonosov, a Siberia-bound barge designed to carry a power plant. In May, I told you that Rosatom was considering building more. On Wednesday, World Nuclear News reported that the Kremlin-controlled nuclear company is establishing a facility specifically designed to produce floating nuclear plants.
Maersk is going old school. The shipping giant just signed a deal to install the first wind sail on a container ship as the shipping industry looks for ways to get off heavily-emitting bunker fuel. The sail, according to the Financial Times, is a 115-foot rotor designed by the British company Anemoi to function without taking up a lot of space in the areas where containers go.