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That won’t stop these investors from trying.

Sometimes it’s called the “missing middle,” sometimes, more ominously, the “valley of death.” Whatever the terminology, it’s undeniable that a chasm lies between a climate company’s early funding rounds and its eventual commercial scale-up, one that’s getting harder and harder to bridge. From the first half of last year to the first half of this one, total Series B funding declined by nearly a quarter; beyond Series C rounds — what the market intelligence platform CTVC calls “growth funding” — it declined by a third.
“The capital needs of these businesses have just outgrown their early stage backers,” Frank O’Sullivan, a managing director for S2G Ventures’ energy investments, told me. “But the infrastructure investors have absolutely no appetite whatsoever for taking on an unproven technology and scaling.” S2G makes both early stage and growth stage investments, and O’Sullivan co-authored a white paper last year on the problem of the “missing middle.” The paper found that of the $270 billion in private capital for clean energy raised between 2017 and 2022, just 20% was allocated to late-stage and growth-focused investments, while 43% went to earlier rounds and 37% toward deploying established tech.
Of course, some of climate tech’s funding gap can be attributed to broader trends in the venture market and economic landscape. Covid-related disruptions and low interest rates led investors to throw money at promising startups, only to see their valuations drop as inflation (with rising interest rates to match) and geopolitical uncertainty cooled down the overheated market. Other companies went directly onto the public market via special purpose acquisition companies, only to underperform expectations. “There is capital to be deployed,” O’Sullivan told me. “But a lot of the companies that need that capital are struggling, really, to swallow hard and take significant restructuring of their previous valuations.”
With clean tech in particular, there’s also frequently a mismatch between the abilities of venture firms, which often make their biggest returns on software startups, and the demands of climate tech. The latter tends to require huge investments in physical infrastructure and support for first-of-a-kind projects, and generally has a longer timeline to profitability than, say, an app. “Venture funding, in some sense, was built for scaling software companies,” Lara Pierpoint, managing director of the new catalytic capital program Trellis Climate, told me. “You’re talking about a capital light business that generally is creating something that enters a white space, and for which there’s huge amounts of market potential.”
It’s much more difficult to build expensive infrastructure that aims to displace fossil fuel facilities and the entire economy that relies on the cheap, reliable power they provide. So while VCs may be enthusiastic about taking a relatively small financial bet on a high-potential early-stage company, that may be all they’re able to do.
Trellis, on the other hand, is a part of the climate nonprofit Prime Coalition and funds first-of-a-kind climate projects with philanthropic capital. The nonprofit structure and philanthropy-focused funding model mean that Trellis can take a different tack on missing middle financing than traditional venture or equity investors. For example, Pierpoint told me it can choose whether to invest in a company or just a specific project. Trellis can also help de-risk projects by providing an “insurance backstop” — basically backup capital in case primary project funding falls short. “We’re looking at expanding the kinds of resources and dollars we can bring to the table in general for the ecosystem, because we think that venture can’t do this alone,” Pierpoint told me.
As with all nonprofits, generating big returns isn’t the focus for Trellis. But for traditional investors, that’s the primary goal. And while growth investments in more technically mature solutions are likely to generate consistent returns, O’Sullivan told me they don’t often provide the rarer but more alluring 10x returns that make early-stage venture capital particularly enticing. “So it’s a more balanced portfolio, typically, in that growth equity category. It’s just that you don’t see the high highs,” he said, explaining that a two to 3x return on investments is more realistic.
Brook Porter, a partner and co-founder at the growth-stage firm G2 Venture Partners, told me that focusing on the missing middle can be extremely profitable, though, and that the key to making real money is correctly identifying a company’s “inflection point” — that is, when it’s poised for significant growth and impact. That is, of course, every investor’s dream. But G2’s whole strategy revolves around identifying exactly when this critical juncture will be, tracking more than 2,000 companies per year to identify the ones best poised for breakout scale-up.
The firm spun off in 2016 from Kleiner Perkins’ Green Growth Fund, where Porter and his three co-founders previously worked as senior partners. This is where they honed their theory of inflection point investing, funding companies such as Uber, drone-maker DJI, and Enphase Energy. Porter told me that helping startups move from proof-of-concept to building “that machine of a business” requires a lot of hand-holding, and that “there aren’t as many investors with that skill set,” so it could take a while for this approach to scale.
On the other end of the funding spectrum, large institutional investors like banks, hedge funds, and asset management firms certainly have the money to help bridge the missing middle, but O’Sullivan and Pierpoint told me they’re generally more interested in fulfilling their internal climate mandates by building out more wind and solar, which generates near-guaranteed returns. These investment giants then look at their remaining cash and think, “Well, we should do something more avant garde. Let’s put money into early-stage venture,” O’Sullivan explained. That’s how many seed and Series A-focused funds raise money.
As O’Sullivan sees it, what’s happening now is “a flaw of the structure of capital allocation at the very highest level.” He thinks we could start by reorienting incentives such that large investors such as banks, asset managers, and pension funds get paid in part for helping bring new climate solutions to market, as opposed to just funding the same old, same old. That would allow them to write “right-sized checks” on the order of $50 million to $100 million to ready-to-scale companies — larger than what a VC firm would write, but smaller than what the big infrastructure investors are used to.
How would those alternate funding models actually work? Well, that’s the real question. Pierpoint said she’s often asked whether a new kind of investor or asset class will be necessary to fill the gap, and while she doesn’t have an answer, what she does know is that the group of climate tech companies that’s ready to commercialize “can’t wait 15 years until we have the exact right form of capital.”
“There needs to be urgency on the part of philanthropists, on the part of infrastructure equity investors, on the part of venture capitalists, to really start showing that we can do this,” Pierpoint told me, “and that we can bring together the right capital stacks to make this happen.”
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The Secretary of Energy announced the cuts and revisions on Thursday, though it’s unclear how many are new.
The Department of Energy announced on Thursday that it has eliminated nearly $30 billion in loans and conditional commitments for clean energy projects issued by the Biden administration. The agency is also in the process of “restructuring” or “revising” an additional $53 billion worth of loans projects, it said in a press release.
The agency did not include a list of affected projects and did not respond to an emailed request for clarification. However the announcement came in the context of a 2025 year-in-review, meaning these numbers likely include previously-announced cancellations, such as the $4.9 billion loan guarantee for the Grain Belt Express transmission line and the $3 billion partial loan guarantee to solar and storage developer Sunnova, which were terminated last year.
The only further detail included in the press release was that some $9.5 billion in funding for wind and solar projects had been eliminated and was being replaced with investments in natural gas and building up generating capacity in existing nuclear plants “that provide more affordable and reliable energy for the American people.”
A preliminary review of projects that may see their financial backing newly eliminated turned up four separate efforts to shore up Puerto Rico’s perennially battered grid with solar farms and battery storage by AES, Pattern Energy, Convergent Energy and Power, and Inifinigen. Those loan guarantees totalled about $2 billion. Another likely candidate is Sunwealth’s Project Polo, which closed a $289.7 million loan guarantee during the final days of Biden’s tenure to build solar and battery storage systems at commercial and industrial sites throughout the U.S. None of the companies responded to questions about whether their loans had been eliminated.
Moving forward, the Office of Energy Dominance Financing — previously known as the Loan Programs Office — says it has $259 billion in available loan authority, and that it plans to prioritize funding for nuclear, fossil fuel, critical mineral, geothermal energy, grid and transmission, and manufacturing and transportation projects.
Under Trump, the office has closed three loan guarantees totalling $4.1 billion to restart the Three Mile Island nuclear plant, upgrade 5,000 miles of transmission lines, and restart a coal plant in Indiana.
With a China-Canada import deal and Geely showing up at CES, these low-priced models are getting ever-closer to American roads.
Chinese EVs are at the gates.
Low-priced electric vehicles by the likes of Geely, BYD, and Zeekr have already sold enormous numbers in their home country and spearheaded EV growth around the world, from Southeast Asia to Latin America. Now they’re closing in on America’s borders. Canada just agreed to a new trade deal with Beijing that would kill the country’s 100% tariff on Chinese cars and, presumably, allow them to undercut the existing Canadian car market. In Mexico, EV sales surged by 29% in 2025 thanks to the arrival of Chinese models.
Though China’s EVs are still unavailable in the U.S., they feel ever-present already. Auto journalists (myself included) drive these vehicles abroad and rave about how capable they are, especially for the price. Social media influencer hype has fed an appetite for both entry-level and luxury Chinese models — and confused plenty of Americans wondering why they can’t buy them. Headlines speculate about how the Detroit auto giants could ever hope to compete once cheap BYD Dolphins start to populate American roads. Chinese giant Geely, which owns Volvo and Polestar, appeared at CES earlier this month, as if to signal that the arrival of Chinese electric vehicles is imminent.
But is it? The outlook remains rather murky.
The first thing to know is that Chinese cars are not outright banned from coming to America. Instead, it’s a constellation of economic and technological headaches that keeps Beijing at bay. A 100% tariff makes it difficult to compete on cost, even with America’s notoriously expensive EVs. America’s safety and emissions standards are difficult and expensive to meet. Because of national security concerns, connected cars (i.e. those that can hook into the internet) cannot use Chinese-made software, a ban that’s soon to expand to electronic hardware.
Those restrictions aren’t likely to change anytime soon. Sean Duffy, the U.S. transportation secretary, responded to Canada’s removal of its Chinese car tariff by saying our neighbor to the north would “surely regret it.” Members of Congress from both parties are largely opposed to allowing Chinese cars into America under the logic of protectionism for U.S. automakers.
Yet all that might not be enough to prevent the eventual arrival of Geelys and BYDs. The first variable is the unpredictability of President Trump, who has said before that he would like to see Chinese-made cars in America. I don’t expect the United States to eliminate its tariff entirely the way Canada has, but look, you just never know what the heck is going to happen these days.
In the meantime, Chinese automakers are strategizing how they might navigate the rules in place and sell cars here anyway. Crash safety, for example, isn’t the impediment it might appear to be. China’s carmakers have intentionally designed their models in such a way that they could be tweaked, rather than totally redesigned, to meet more stringent rules.
As for the rest, the global reach of these companies could help them get around rules that specifically target China. Geely, which has suggested it will reveal plans for an American invasion within two to three years, builds Volvos in South Carolina and could use those facilities to build Geely-branded EVs in the United States. Company representatives also hand-waved away the problem of Chinese-made software, arguing that as a global brand, it’s already accustomed to meeting the various data privacy regulations of different countries and regions.
In other words, Chinese car companies could skirt some American hurdles by making their cars a little less Chinese. The problem is that doing so might spoil their secret sauce. Part of the magic of Chinese EVs is their responsive, easy-to-understand touchscreen interface that’s obviously superior to what’s offered in otherwise-excellent electric vehicles by Chevy or Hyundai. There’s no guarantee Geely could easily secure a Western-made replacement of the same quality.
The key question, then, is: Will Americans want the versions of Chinese EVs that come to America? We’ve noted recently that drivers are finally showing signs that they are fed up with the cost of new cars spiraling out of control. The kind of cheap Chinese EVs now on sale around the world would be a godsend for money-stressed Americans who are dependent on the automobile. But tariffs and other aforementioned factors mean that the models we get likely won’t be $10,000 basic transportation machines that undercut the entire overpriced American car economy.
Instead, Geelys for America probably will be big, luxurious vehicles whose appeal is fundamentally about feeling techy, futuristic, and cool, much the way Tesla first won over U.S. drivers. To that end, the brand brought a couple of fancy plug-in hybrid SUVs to CES to show Americans what we’re missing. Five years hence, we might not be missing them at all.
Current conditions: The winter storm barreling from Texas to Delaware could drop up to 2 feet of snow on Appalachia • Severe floods in Mozambique’s province of Gaza have displaced nearly 330,000 people • Parts of northern Minnesota and North Dakota are facing wind chills of -55 degrees Fahrenheit.
President Donald Trump announced a “framework of a future deal” on Greenland on Wednesday and abandoned plans to slap new tariffs on key European Union allies. He offered sparse details of the agreement, though he hinted that at least one provision would allow for the establishment of a missile-defense system in Greenland akin to Israel’s Iron Dome, which Trump has called “The Golden Dome.” On the Arctic island in question, meanwhile, Greenlanders have been preparing for the worst. The newspaper Sermitsiaq reported that generators and water cans have sold out as panic buyers stocked up in anticipation of a possible American invasion.

Geothermal startups had a big day on Wednesday. Zanskar, a company that’s using artificial intelligence to find untapped conventional geothermal resources, raised $115 million in a Series C round. The Salt Lake City-based company — which experts in Heatmap's Insider Survey identified as one of the most promising climate tech startups operating today — is looking to build its first power plants. “With this funding, we have a six power plant execution plan ahead of us in the next three, four years,” Diego D’Sola, Zanskar’s head of finance, told Heatmap’s Katie Brigham. This, he estimates, will generate over $100 million of revenue by the end of the decade, and “unlock a multi-gigawatt pipeline behind that.”
Later on Tuesday, Sage Geosystems, a next-generation geothermal startup using fracking technology to harness the Earth’s heat for energy in places that don’t have conventional resources, announced it had raised $97 million in a Series B. The financing rounds highlight the growing excitement over geothermal energy. If you want a refresher on how it works, Heatmap’s Matthew Zeitlin has a sharp explainer here.
Stegra, the Swedish startup racing to build the world’s first large green steel mill near the Arctic Circle, has recently faced troubles as project costs and delays forced the company to raise over $1 billion in new financing. But last week, Stegra landed a major new customer, marking what Canary Media called “a step forward for the beleaguered project.” A subsidiary of the German industrial giant Thyssenkrupp agreed to buy a certain type of steel from Stegra’s plant, which is set to start operations next year. Thyssenkrupp Materials Services said it would buy tonnages in the “high-six-digit range” of “non-prime” steel, a version of the metal that doesn’t meet the high standards for certain uses but remains strong and durable enough for other industrial applications.
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For years, Tesla’s mission statement has captured its focus on building electric vehicles, solar panels, and batteries: “Accelerating the world’s transition to sustainable energy.” Now, however, billionaire Elon Musk’s manufacturing giant has broadened its pitch. The company’s new mission statement, announced on X, reads: “Building a world of amazing abundance.” The change reflects a wider shift in the cultural discourse around the transition to new energy and transportation technologies. Even experts polled in our Insiders Survey want to ditch “climate change” as a term. The fatigue was striking coming from the very scientists, policymakers, and activists working to defend against the effects of human-caused temperature rise and decarbonize the global economy.That dynamic has fueled the push to refocus rhetoric on the promise of cheaper, more efficient, and more abundant technological luxuries — a concept Tesla appears to be tapping into now. It may be time for a change. As Matthew wrote in September, Tesla’s market share hit an all-time low last year.
In yesterday’s newsletter, I told you that the Tokyo Electric Power Company had delayed the restart of the Kashiwazaki Kariwa nuclear power station in western Japan over an alarm malfunction. It wasn’t immediately clear how quickly Japan’s state-owned utility would clear up the issue. It turns out, pretty quickly. The pause lasted just 24 hours before Tepco brought Unit 6 of the seven-reactor facility back online, NucNet reported.
Things are getting steamy in the frigid waters of Alaska’s Bristol Bay. New research from Florida Atlantic University’s Harbor Branch Oceanographic Institute found that a small population of beluga whales survive the long haul by mating with multiple partners over several years. It’s not just the males finding multiple female partners, as is the case with some other mammals. The study found that both males and females mated with multiple partners over several years. “What makes this study so thrilling is that it upends our long-standing assumptions about this Arctic species,” Greg O’Corry-Crowe, the research professor who authored the study, said in a press release. “It’s a striking reminder that female choice can be just as influential in shaping reproductive success as the often-highlighted battles of male-male competition. Such strategies highlight the subtle, yet powerful ways in which females exert control over the next generation, shaping the evolutionary trajectory of the species.”