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Despite record sales, America’s most affordable EV gets the axe.

The hottest new car debut of 2023 probably isn’t anything you’ve ever heard of. Unless you live in China, it’s not even something you can buy. It’s the BYD Seagull, a compact electric car from a rising giant in the EV space. And with a range of up to 252 miles and a price tag of 78,000 yuan (only $11,300), it’s expected to become China’s best-selling car within months.
If you want anything even close to that in the United States, good luck. Your outlook got a little dimmer this week when General Motors announced the Chevrolet Bolt EV and its slightly larger sibling, the Bolt EUV, would be discontinued. The decision brings an end to a massively successful line of smaller, affordable, high-range EVs from America’s largest automaker.
Granted, the Bolt’s demise had been expected for at least a year. GM is in the midst of launching a new generation of EVs with modern hardware, software, and batteries as it aims to become an all-electric car company by 2035. And the Bolt was becoming inferior to newer cars with quicker charging times.
But what doesn’t seem to be in the cards right now is anything that will directly replace the Bolt: something small and inexpensive, as well as great on electric range.
“When the Chevrolet Bolt EV launched, it was a huge technical achievement and the first affordable EV, which set in motion GM’s all-electric future,” Chevrolet spokesman Cody Williams told CNBC in a statement. “Chevrolet will launch several new EVs later this year based on the Ultium platform in key segments, including the Silverado EV, Blazer EV, and Equinox EV. ”
The problem is that all of those vehicles are bigger and more expensive than the Bolt. GM is hinging a lot of its entry-level hopes on the Equinox EV, which should start around $30,000 before any tax incentives. But it dwarfs the compact Bolt, and further proves that America is a truck and SUV market now — and that reality will carry over into the electric era too.
Sales of small cars and sedans have been on the decline for years, thanks in part to cheap gas, changing buyer tastes, loopholes that allow larger vehicles to face less-strict fuel economy and emissions regulations, and the thirst for profit margins among car companies.
Nonetheless, it would be a mistake to think the Bolt and Bolt EUV were failures. Very much the opposite, and GM CEO Mary Barra wrote as much in a letter to shareholders about Q1 2023 results.
“In addition, we delivered more than 20,000 EVs, thanks to the third consecutive quarter of record Chevrolet Bolt EV and Bolt EUV deliveries and rising Cadillac Lyriq sales,” Barra wrote. “We are now no. 2 in the U.S. market, and we increased our EV market share by 8 percentage points.”
If you’re asking, “Why kill a car like that?,” know that it is not a crazy question. One possible answer is GM thinks it can do even better with the bigger Equinox EV, much as Tesla’s Model Y crossover is its global best-seller.
Yet it brings me no pleasure to write the eulogy for the Chevrolet Bolt. With 259 miles of electric range and a starting price of just $26,500 (and that’s before any tax incentives, which in recent months made it an almost hilarious steal), it has long been one the best cars in GM’s portfolio.
The Bolt arrived in late 2016, right as the world was only barely starting to take EVs seriously. At the same time, Tesla, which had proven its ability to make high-speed, high-end luxury cars like the Model S, was trying to become a mainstream volume-selling manufacturer with the Model 3 sedan.
For a good couple of years, the modern electric market in the U.S. was essentially just the Bolt, the Model 3, and the Nissan Leaf, another compact EV stalwart set to be discontinued so its parent company can focus on crossovers. The Bolt and the Model 3 were unlikely competitors by virtue of arriving around the same time, having the same mass-appeal mission and running on electricity. I always thought that comparison was a bit unfair; the Model 3 is a sport sedan at heart, and nobody seriously compares a BMW 3 Series to a Toyota Corolla.
The Bolt had a few other marks against it as the Model 3 increasingly took the spotlight. Admittedly, the Chevy’s tall hatchback design just wasn’t very sexy. It screamed “economy car” right as Tesla was successfully changing the golf-cart image that had dogged EVs for too long. And the front-wheel-drive Bolt simply couldn’t match the Model 3 in sheer driving dynamics. It had no “Performance” version with supercar-crushing 0-60 mph times.
But none of that takes away from how good the Bolt actually was. The range was incredible for its time and still quite respectable today. GM initially promised 200 miles of range, but the end result did even better at 238 miles. Over its life, the range was upgraded even further. And while it wasn’t the barnstormer the Model 3 was, it was surprisingly quick and fun to drive, almost on par with a hot hatchback like a Volkswagen GTI.
I remember being deeply impressed after spending a week with a Bolt in 2018 when I was editor-in-chief of the automotive website Jalopnik. (More so than some members of my staff, in fact, who thought the Bolt was ugly and that I was crazy for liking it.) EVs were much more novel five years ago than they are now, but here was something affordable, highly practical, and with enough range that it could easily fit many people’s lifestyles.
Tesla’s cars felt like spaceships; to me, the Bolt felt like proof that normal, everyday electric driving could be possible for anyone.
Certainly, its nearly eight-year run hasn’t been perfect. Bolt sales went up and down over the years (although it’s been shattering records lately thanks to the tax incentives) and it was repeatedly hit with recalls over devastating lithium-ion battery fires. Still, it had its best year ever in 2022, with nearly 40,000 sold. Sure, Tesla sells more EVs in a month in the U.S., but again, the intense demand for the Bolt lately proved there’s a place for all kinds of electric cars in our landscape.
Over its lifespan, the Bolt spawned the bigger EUV version and also became incredibly popular in municipal fleets and as delivery vehicles. How could it not? It was a near-perfect car for any city dweller looking to go green and not take up a lot of space. It’s hard to imagine the longer, taller Equinox EV filling those needs the same way.
So with the concept proven by the Bolt, what comes next? Unfortunately, the answer seems to be bigger EVs. Chevrolet itself makes very few actual cars anymore; the Bolt was one of the remaining few. Ford has stopped making cars and sedans entirely, and even the popular Mustang Mach-E is a crossover. Hyundai offers an impressive lineup of EVs, but so far only one in that family is a sedan, the Ioniq 6. And EVs in America still averaged around $60,000 at the end of last year, a far cry from the Bolt — to say nothing of BYD’s Seagull.
For critics who say that the forthcoming EV revolution will repeat many of the auto industry’s sins by putting pedestrians, cyclists, and even parking garages further at risk with massive curb weights, the death of the Bolt gives them plenty of ammunition.
On one hand, it makes sense that new technology needs to be expensive at first in order to scale; in my lifetime alone, that’s happened with everything from VHS tapes to smartphones. Automakers need hefty profit margins to pay for this EV transition. But our own buying habits, what we’ve been offered so far, and our terrible approach to regulation has made us addicted to big cars. All of it feels like a far cry from the humble, cheap, get-stuff-done Bolt.
If the Model 3 proved electric cars could be sexy and built at scale, the Bolt proved what traditional, legacy automakers could do if they actually took EVs seriously. It should be remembered as such, a game-changer in its own way. It’s just a shame that nothing seems poised to step up and take its place.
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In practice, direct lithium extraction doesn’t quite make sense, but 2026 could its critical year.
Lithium isn’t like most minerals.
Unlike other battery metals such as nickel, cobalt, and manganese, which are mined from hard-rock ores using drills and explosives, the majority of the world’s lithium resources are found in underground reservoirs of extremely salty water, known as brine. And while hard-rock mining does play a major role in lithium extraction — the majority of the world’s actual production still comes from rocks — brine mining is usually significantly cheaper, and is thus highly attractive wherever it’s geographically feasible.
Reaching that brine and extracting that lithium — so integral to grid-scale energy storage and electric vehicles alike — is typically slow, inefficient, and environmentally taxing. This year, however, could represent a critical juncture for a novel process known as Direct Lithium Extraction, or DLE, which promises to be faster, cleaner, and capable of unlocking lithium across a wider range of geographies.
The traditional method of separating lithium from brine is straightforward but time-consuming. Essentially, the liquid is pumped through a series of vast, vividly colored solar evaporation ponds that gradually concentrate the mineral over the course of more than a year.
It works, but by the time the lithium is extracted, refined, and ready for market, both the demand and the price may have shifted significantly, as evidenced by the dramatic rise and collapse of lithium prices over the past five years. And while evaporation ponds are well-suited to the arid deserts of Chile and Argentina where they’re most common, the geology, brine chemistry, and climate of the U.S. regions with the best reserves are generally not amenable to this approach. Not to mention the ponds require a humongous land footprint, raising questions about land use and ecological degradation.
DLE forgoes these expansive pools, instead pulling lithium-rich brine into a processing unit, where some combination of chemicals, sorbents, or membranes isolate and extricate the lithium before the remaining brine gets injected back underground. This process can produce battery-grade lithium in a matter of hours or days, without the need to transport concentrated brine to separate processing facilities.
This tech has been studied for decades, but aside from a few Chinese producers using it in combination with evaporation ponds, it’s largely remained stuck in the research and development stage. Now, several DLE companies are looking to build their first commercial plants in 2026, aiming to prove that their methods can work at scale, no evaporation ponds needed.
“I do think this is the year where DLE starts getting more and more relevant,” Federico Gay, a principal lithium analyst at Benchmark Mineral Intelligence, told me.
Standard Lithium, in partnership with oil and gas major Equinor, aims to break ground this year on its first commercial facility in Arkansas’s lithium-rich Smackover Formation, while the startup Lilac Solution also plans to commence construction on a commercial plant at Utah’s Great Salt Lake. Mining giant Rio Tinto is progressing with plans to build a commercial DLE facility in Argentina, which is already home to one commercial DLE plant — the first outside of China. That facility is run by the French mining company Eramet, which plans to ramp production to full capacity this year.
If “prices are positive” for lithium, Gay said, he expects that the industry will also start to see mergers and acquisitions this year among technology providers and larger corporations such as mining giants or oil and gas majors, as “some of the big players will try locking in or buying technology to potentially produce from the resources they own.” Indeed, ExxonMobil and Occidental Petroleum are already developing DLE projects, while major automakers have invested, too.
But that looming question of lithium prices — and what it means for DLE’s viability — is no small thing. When EV and battery storage demand boomed at the start of the decade, lithium prices climbed roughly 10-fold through 2022 before plunging as producers aggressively ramped output, flooding the market just as EV demand cooled. And while prices have lately started to tick upward again, there’s no telling whether the trend will continue.
“Everyone seems to have settled on a consensus view that $20,000 a tonne is where the market’s really going to be unleashed,” Joe Arencibia, president of the DLE startup Summit Nanotech, told me, referring to the lithium extraction market in all of its forms — hard rock mining, traditional brine, and DLE. “As far as we’re concerned, a market with $14,000, $15,000 a tonne is fine and dandy for us.”
Lilac Solutions, the most prominent startup in the DLE space, expects that its initial Utah project — which will produce a relatively humble 5,000 metric tons of lithium per year — will be profitable even if lithium prices hit last year’s low of $8,300 per metric ton. That’s according to the company’s CEO Raef Sully, who also told me that because Utah’s reserves are much lower grade than South America’s, Lilac could produce lithium for a mere $3,000 to $3,500 in Chile if it scaled production to 15,000 or 20,000 metric tons per year.
What sets Lilac apart from other DLE projects is its approach to separating lithium from brine. Most companies are pursuing adsorption-based processes, in which lithium ions bind to an aluminum-based sorbent, which removes them from surrounding impurities. But stripping the lithium from the sorbent generally requires a good deal of freshwater, which is not ideal given that many lithium-rich regions are parched deserts.
Lilac’s tech relies on an ion-exchange process in which small ceramic beads selectively capture lithium ions from the brine in their crystalline structure, swapping them for hydrogen ions. “The crystal structure seems to have a really strong attraction to lithium and nothing else,” Sully told me. Acid then releases the concentrated lithium. When compared with adsorption-based tech, he explained, this method demands far fewer materials and is “much more selective for lithium ions versus other ions,” making the result purer and thus cheaper to process into a battery-grade material.
Because adsorption-based DLE is already operating commercially and ion-exchange isn’t, Lilac has much to prove with its first commercial facility, which is expected to finalize funding and begin construction by the middle of this year.
Sully estimates that Lilac will need to raise around $250 million to build its first commercial facility, which has already been delayed due to the price slump. The company’s former CEO and current CTO Dave Snydacker told me in 2023 that he expected to commence commercial operations by the end of 2024, whereas now the company plans to bring its Utah plant online at the end of 2027 or early 2028.
“Two years ago, with where the market was, nobody was going to look at that investment,” Sully explained, referring to its commercial plant. Investors, he said, were waiting to see what remained after the market bottomed out, which it now seems to have done. Lilac is still standing, and while there haven’t yet been any public announcements regarding project funding, Sully told me he’s confident that the money will come together in time to break ground in mid-2026.
It also doesn’t hurt that lithium prices have been on the rise for a few months, currently hovering around $20,000 per tonne. Gay thinks prices are likely to stabilize somewhere in this range, as stakeholders who have weathered the volatility now have a better understanding of the market.
At that price, hard rock mining would be a feasible option, though still more expensive than traditional evaporation ponds and far above what DLE producers are forecasting. And while some mines operated at a loss or mothballed their operations during the past few years, Gay thinks that even if prices stabilize, hard-rock mines will continue to be the dominant source of lithium for the foreseeable future due to sustained global investment across Africa, Brazil, Australia, and parts of Asia. The price may be steeper, but the infrastructure is also well-established and the economics are well-understood.
“I’m optimistic and bullish about DLE, but probably it won’t have the impact that it was thought about two or three years ago,” Gay told me, as the hype has died down and prices have cooled from their record high of around $80,000 per tonne. By 2040, Benchmark forecasts that DLE will make up 15% to 20% of the lithium market, with evaporation ponds continuing to be a larger contributor for the next decade or so, primarily due to the high upfront costs of DLE projects and the time required for them to reach economies of scale.
On average, Benchmark predicts that this tech will wind up in “the high end of the second quartile” of the cost curve, making DLE projects a lower mid-cost option. “So it’s good — not great, good. But we’ll have some DLE projects in the first quartile as well, so competing with very good evaporation assets,” Gay told me.
Unsurprisingly, the technology companies themselves are more bullish on their approach. Even though Arencibia predicts that evaporation ponds will continue to be about 25% cheaper, he thinks that “the majority of future brine projects will be DLE,” and that DLE will represent 25% or more of the future lithium market.
That forecast comes in large part because Chile — the world’s largest producer of lithium from brine — has stated in its National Lithium Strategy that all new projects should have an “obligatory requirement” to use novel, less ecologically disruptive production methods. Other nations with significant but yet-to-be exploited lithium brine resources, such as Bolivia, could follow suit.
Sully is even more optimistic, predicting that as lithium demand grows from about 1.5 million metric tons per year to around 3.5 million metric tons by 2035, the majority of that growth will come from DLE. “I honestly believe that there will be no more hard rock mines built in Australia or the U.S.,” he said, telling me that in ten years time, half of our lithium supply could “easily” come from DLE.
As a number of major projects break ground this year and the big players start consolidating, we’ll begin to get a sense of whose projections are most realistic. But it won’t be until some of these projects ramp up commercial production in the 2028 to 2030 timeframe that DLE’s market potential will really crystalize.
“If you’re not a very large player at the moment, I think it’s very difficult for you to proceed,” Sully told me, reflecting on how lithium’s price shocks have rocked the industry. Even with lithium prices ticking precariously upwards now, the industry is preparing for at least some level of continued volatility and uncertainty.
“Long term, who knows what [prices are] going to be,” Sully said. “I’ve given up trying to predict.”
A chat with CleanCapital founder Jon Powers.
This week’s conversation is with Jon Powers, founder of the investment firm CleanCapital. I reached out to Powers because I wanted to get a better understanding of how renewable energy investments were shifting one year into the Trump administration. What followed was a candid, detailed look inside the thinking of how the big money in cleantech actually views Trump’s war on renewable energy permitting.
The following conversation was lightly edited for clarity.
Alright, so let’s start off with a big question: How do investors in clean energy view Trump’s permitting freeze?
So, let’s take a step back. Look at the trend over the last decade. The industry’s boomed, manufacturing jobs are happening, the labor force has grown, investments are coming.
We [Clean Capital] are backed by infrastructure life insurance money. It’s money that wasn’t in this market 10 years ago. It’s there because these are long-term infrastructure assets. They see the opportunity. What are they looking for? Certainty. If somebody takes your life insurance money, and they invest it, they want to know it’s going to be there in 20 years in case they need to pay it out. These are really great assets – they’re paying for electricity, the panels hold up, etcetera.
With investors, the more you can manage that risk, the more capital there is out there and the better cost of capital there is for the project. If I was taking high cost private equity money to fund a project, you have to pay for the equipment and the cost of the financing. The more you can bring down the cost of financing – which has happened over the last decade – the cheaper the power can be on the back-end. You can use cheaper money to build.
Once you get that type of capital, you need certainty. That certainty had developed. The election of President Trump threw that into a little bit of disarray. We’re seeing that being implemented today, and they’re doing everything they can to throw wrenches into the growth of what we’ve been doing. They passed the bill affecting the tax credits, and the work they’re doing on permitting to slow roll projects, all of that uncertainty is damaging the projects and more importantly costs everyone down the road by raising the cost of electricity, in turn making projects more expensive in the first place. It’s not a nice recipe for people buying electricity.
But in September, I went to the RE+ conference in California – I thought that was going to be a funeral march but it wasn’t. People were saying, Now we have to shift and adjust. This is a huge industry. How do we get those adjustments and move forward?
Investors looked at it the same way. Yes, how will things like permitting affect the timeline of getting to build? But the fundamentals of supply and demand haven’t changed and in fact are working more in favor of us than before, so we’re figuring out where to invest on that potential. Also, yes federal is key, but state permitting is crucial. When you’re talking about distributed generation going out of a facility next to a data center, or a Wal-Mart, or an Amazon warehouse, that demand very much still exists and projects are being built in that middle market today.
What you’re seeing is a recalibration of risk among investors to understand where we put our money today. And we’re seeing some international money pulling back, and it all comes back to that concept of certainty.
To what extent does the international money moving out of the U.S. have to do with what Trump has done to offshore wind? Is that trade policy? Help us understand why that is happening.
I think it’s not trade policy, per se. Maybe that’s happening on the technology side. But what I’m talking about is money going into infrastructure and assets – for a couple of years, we were one of the hottest places to invest.
Think about a European pension fund who is taking money from a country in Europe and wanting to invest it somewhere they’ll get their money back. That type of capital has definitely been re-evaluating where they’ll put their money, and parallel, some of the larger utility players are starting to re-evaluate or even back out of projects because they’re concerned about questions around large-scale utility solar development, specifically.
Taking a step back to something else you said about federal permitting not being as crucial as state permitting–
That’s about the size of the project. Huge utility projects may still need federal approvals for transmission.
Okay. But when it comes to the trendline on community relations and social conflict, are we seeing renewable energy permitting risk increase in the U.S.? Decrease? Stay the same?
That has less to do with the administration but more of a well-structured fossil fuel campaign. Anti-climate, very dark money. I am not an expert on where the money comes from, but folks have tried to map that out. Now you’re even seeing local communities pass stuff like no energy storage [ordinances].
What’s interesting is that in those communities, we as an industry are not really present providing facts to counter this. That’s very frustrating for folks. We’re seeing these pass and honestly asking, Who was there?
Is the federal permitting freeze impacting investment too?
Definitely.
It’s not like you put money into a project all at once, right? It happens in these chunks. Let’s say there’s 10 steps for investing in a project. A little bit of money at step one, more money at step two, and it gradually gets more until you build the project. The middle area – permitting, getting approval from utilities – is really critical to the investments. So you’re seeing a little bit of a pause in when and how we make investments, because we sometimes don’t know if we’ll make it to, say, step six.
I actually think we’ll see the most impact from this in data center costs.
Can you explain that a bit more for me?
Look at northern Virginia for a second. There wasn’t a lot of new electricity added to that market but you all of the sudden upped demand for electricity by 20 percent. We’re literally seeing today all these utilities putting in rate hikes for consumers because it is literally a supply-demand question. If you can’t build new supply, it's going to be consumers paying for it, and even if you could build a new natural gas plant – at minimum that will happen four-to-six years from now. So over the next four years, we’ll see costs go up.
We’re building projects today that we invested in two years ago. That policy landscape we invested in two years ago hasn’t changed from what we invested into. But the policy landscape then changed dramatically.
If you wipe out half of what was coming in, there’s nothing backfilling that.
Plus more on the week’s biggest renewables fights.
Shelby County, Indiana – A large data center was rejected late Wednesday southeast of Indianapolis, as the takedown of a major Google campus last year continues to reverberate in the area.
Dane County, Wisconsin – Heading northwest, the QTS data center in DeForest we’ve been tracking is broiling into a major conflict, after activists uncovered controversial emails between the village’s president and the company.
White Pine County, Nevada – The Trump administration is finally moving a little bit of renewable energy infrastructure through the permitting process. Or at least, that’s what it looks like.
Mineral County, Nevada – Meanwhile, the BLM actually did approve a solar project on federal lands while we were gone: the Libra energy facility in southwest Nevada.
Hancock County, Ohio – Ohio’s legal system appears friendly for solar development right now, as another utility-scale project’s permits were upheld by the state Supreme Court.