As sales of electric vehicles continue to grow in 2024, many new and prospective customers have questions about qualifying for a federal tax credit on electric vehicles. Whether your vehicle qualifies or not is a simple yes or no question, but the amount you may qualify for varies by household due to a number of different factors. Luckily, we have compiled everything you need to know about tax credits for your new or current electric vehicle into one place.
Table of contents
How does a federal tax credit work for my EV?
The idea in theory is quite simple, per the IRS – “You may qualify for a credit up to $7,500 under Internal Revenue Code Section 30D if you buy a new, qualified plug-in EV or fuel cell electric vehicle (FCV). The Inflation Reduction Act of 2022 changed, but extended the terms for this credit for vehicles purchased between 2023 to 2032.
That said, you cannot simply go out and buy an electric vehicle and expect Uncle Sam to cut $7,500 off your taxes come April. In reality, the amount you qualify for is based on both your income tax as well as several specifications of the electric vehicle you purchase, including where it’s built. More on that below.
First, let’s take a second to truly understand how the Federal EV tax credit currently works.
How much is the federal tax credit?
First and foremost, it’s important to understand three little words the government slips in front of the $7,500 credit – “may” and “up to.” As in, you may qualify for up to $7,500 in federal tax credit for your electric vehicle. At first glance, this credit may sound like a simple flat rate, but that is unfortunately not the case.
For example, if you purchased a Tesla Model 3 and owed say, $3,500 in income tax for the year, then that is the federal tax credit you would receive. If you owed $10,000 in federal income tax, then you would qualify for the full $7,500 credit.
It’s important to note that any unused portion of the $7,500 is not available as a refund nor as a credit for next year’s taxes. Bummer.
The 2024 Model 3 / Source: Tesla
Federal Tax Credits under the Inflation Reduction Act
The following terms were introduced by the Biden Administration in the summer of 2022 and went into effect on January 1, 2023:
Federal tax credit for EVs will remain at $7,500
The timeline to qualify is extended a decade from January 2023 to December 2032
Tax credit cap for automakers after they hit 200,000 EVs sold is eliminated, making GM, Tesla, and Toyota once again eligible
The language in the bill indicates that the tax credit could be implemented at the point of sale instead of on taxes at the end of the fiscal year
That means you can get your credit up front at the dealer, but these terms may not kick in until 2024
In order to get the full tax credit, the EV must be assembled in North America and…
Two binary pieces separate the full $7,500 credit meaning the vehicle either qualifies for each piece of the credit or doesn’t
The other $3,750 of the new credit is based on at least 50% of the battery components of the vehicle coming from the United States or countries with a free trade agreement with the US
Note – these battery requirements are now being enforced as April 18, 2023. More below.
The 40% minerals requirement increases to 50% in 2024, 60% in 2025, 70% in 2026 and 80% in 2027
The 50% battery components requirement increases to 60% in 2024, 70% in 2026, 80% in 2027, 90% in 2028 and 100% in 2029
Beginning in 2025, any vehicle with battery minerals or components from a foreign entity of concern is excluded from the tax credit
Qualifying EVs must also have a battery size of at least 7 kWh and a gross vehicle weight rating of less than 14,000 pounds
A new federal tax credit of $4,000 for used EVs priced below $25k
Subject to other requirements like lower annual income (see below)
Revised credit applies to battery electric vehicles with an MSRP below $55,000
Also includes zero-emission vans, SUVs, and trucks with MSRPs up to $80,000
New credit also expands to commercial fleet customers
Includes separate qualifications and limits
The federal EV tax credit will be available to individuals reporting adjusted gross incomes of $150,000 or less, $225,000 for heads of households, or $300,000 for joint filers
The new credit will also continue to apply to Plug-in Hybrid EVs (PHEVs) as long as they meet the same requirements outlined above
Revampedused electric vehicle tax credit
Used EVs also got revised terms that now offer a credit equal to 30% percent of the sale price (up to $4,000). That should help consumers like yourselves get some change back in your pocket at the end of the fiscal year. As long as you stick to these terms as outlined by the IRS.
To qualify as a customer, you must:
Be an individual who bought the vehicle for use and not for resale
Not be the original owner
Not be claimed as a dependent on another person’s tax return
Not have claimed another used clean vehicle credit in the three years before the EV purchase date
Modified adjusted gross income must not exceed $75k for individuals, $112,500 for heads of households, and $150k for joint returns
For the used EV to qualify for federal tax credits, it must:
Have a sale price of $25,000 or less
Have a model year at least two years earlier than the calendar year when you buy it
For example, a vehicle purchased in 2023 would need a model year of 2021 or older
Not have already been transferred after August 16, 2022, to a qualified buyer
Have a gross vehicle weight rating of less than 14,000 pounds
Be an eligible FCV or plug-in EV with a battery capacity of at least 7 kilowatt hours (kWh)
Be for use primarily in the United States
You buy the vehicle from a dealer
For qualified used EVs, the dealer reports the required information to you at the time of sale and to the IRS
Purchaser must be an individual (no businesses) to qualify for used credit
A used vehicle qualifies for tax credit only once in its lifetime
The IRS’ latest electric vehicle tax credit guidance
In October 2023, the IRS released updated guidance on federal tax credits for EV purchases in the US that now allow for point-of-sale federal tax credits rather than having to wait until you file to get your money back, beginning January 1, 2024. Per the IRS:
The Internal Revenue Service issued proposed regulations, Revenue Procedure 2023-33 (PDF) and frequently asked questions today for the transfer of new and previously owned clean vehicle credits from the taxpayer to an eligible entity for vehicles placed in service after Dec. 31, 2023.
This “transfer” is essentially the ability of a new EV buyer to give the tax credit to the dealer selling them their shiny new EV. In exchange, the dealer can give the equivalent “in cash or in the form of a partial payment or down payment.”
However, all the same eligibility criteria still apply even with a transfer, including the buyer having a federal tax burden.
The buyer must give the dealer all their tax information, which will then be submitted to the IRS. The dealer is not required to verify the information, and therefore, the disclosure falls on the buyer. All the other previous vehicle requirements, like MSRP limits, and for the buyers, like income limit requirements, apply here.
The only requirement that this update allows you to avoid is your tax burden. If, for some reason, you can afford to buy a new car and yet you happen to have a tax burden smaller than the full amount of tax credit you are eligible for, the IRS says that it won’t “recapture” the difference.
Vehicles that qualify for federal tax credits (January 2024)
The US Department of Energy offers a VIN decoder tool to confirm where a given EV is assembled. Check it out here.
Our complete breakdown of state tax incentives, sorted by state
In addition to any federal credit you may or may not qualify for, there are a number of clean transportation laws, regulations, and funding opportunities available at the state level.
We’ve compiled every state rebate, tax credit, and exemption for you and sorted it by state. Whether it’s a purchase or lease of a new or used EV or the purchase and installation of an EV charger, you could get money back, depending upon where you live. Here are all those tax credits, rebates, and exemptions sorted by state.
Source: Fueleconomy.gov
Electric Vehicle (EV) Tax Credit FAQ
How does the EV tax credit work?
At the federal level, the tax credits for EVs (electric cars, vans, trucks, etc) operate as money back at the end of the fiscal year you purchased or leased your vehicles based on a number of factors.
The awarded credit is up to $7,500 per vehicle, but how much you may get back will depend on your annual income, whether you are filing with someone else like a spouse, and what electric vehicle you purchased.
For example, if you purchased a Ford F-150 Lightning and owed $3,500 in income tax this year, then that is the federal tax credit you would receive. If you owed $10,000 in federal income tax, then you could qualify for the full $7,500 credit.
It’s important to note that any unused portion of the $7,500 is not available as a refund nor as a credit for next year’s taxes.
You may also be able to receive money back right away as a point-of-sale credit, but those terms probably won’t kick in until 2024 at the earliest.
What electric vehicles qualify for tax credits?
As things currently stand, there is a lot up in the air right now. The first table above details all of the electric vehicles that qualify under the terms of the Inflation Reduction Act, including battery guidance. Be sure to check the date at the bottom of each table above to see when it was most recently updated.
What electric vehicles qualify for the new tax credits in 2024?
As previously mentioned, qualifying terms for electric vehicles became more strict at the start of 2023, and EVs and their battery components must be assembled in North America to qualify.
As you can see above, significantly fewer electric vehicles qualify under the new terms, but as time goes on, more and more automakers will adapt their production strategies to operate within North America and start selling vehicles that qualify.
American companies like Ford, GM, and Tesla already have EVs that qualify to some extent, but others are sure to follow. We will continually update the list above as we learn more.
Do hybrids qualify for tax credits?
Excellent question. Since traditional hybrid vehicles rely primarily on combustion and do not use a plug to charge, they do not qualify for tax credits at the federal level. Credits apply to plug-in electric vehicles which include plug-in hybrid EVs and battery electric vehicles (BEVs).
Do used electric cars qualify for federal tax credits?
Yes! Under revised terms in the Inflation Reduction Act. Used EVs will now qualify in addition to new vehicles as previously stated.
As of January 1, 2023, qualifying used EVs priced below $25,000 can qualify for up to $4,000 in federal tax credits. There are some terms to note, however: – Used vehicle qualifies for tax credit only once in its lifetime. – Purchaser must be an individual (no businesses) to qualify for the used vehicle credit. – Purchaser may only claim one used vehicle credit per three years.
– Used vehicle must be at least two model years old at the time of sale. – The original use of the vehicle must have occurred with an individual other than the one claiming the used tax credit. – Used vehicle must be purchased from a dealer. – Gross income cap of $75k for individuals, $112,500 for heads of households, and $150k for joint returns. – Credit may be applied at the time of sale by the dealer
Are there price caps for electric vehicles to qualify for tax credits?
Yes. Under the new terms in the Inflation Reduction Act, the MSRP of electric vehicles must be $80,000 or less for SUVs, vans, and trucks. MSRPs for all other electric vehicles must be $55,000 or less.
What are the income limits to qualify for any federal EV tax credits?
Modified adjusted gross income limits are $150,000 for individuals, $225,000 for heads of households, and $300,000 for joint returns. Any reported annual income below these thresholds should qualify you for some level of tax credit, as long as your new purchase is a qualifying electric vehicle.
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View of an offshore wind energy park during a press moment of Orsted, on Tuesday 06 August 2024, on the transportation of goods with Heavy Lift Cargo Drones to the offshore wind turbines in the Borssele 1 and 2 wind farm in Zeeland, Netherlands.
Nicolas Maeterlinck | Afp | Getty Images
Shares in wind farm developer Orsted tumbled soon as trading kicked off on Monday after the U.S. government ordered the company to halt construction of a nearly completed project.
By mid-morning, the company’s shares were around 17% lower, with shares hitting a record low according to LSEG data.
Late on Friday the U.S.’ Bureau of Ocean Energy Management had issued a stop-work order for the Revolution Wind Project off of Rhode Island. According to Orsted, the project is 80% complete and 45 out of 65 wind turbines have been installed.
The company also said that it would comply with the U.S. order and that it was considering options to resolve the issue and press ahead with construction.
The order comes at a critical time for Orsted, which is seeking to raise much-needed capital under plans that analysts suggested were now under pressure.
Orsted had announced plans for a 60 billion Danish kroner ($9.4 billion) rights issue earlier this month. On Monday, the company said it would continue with the proposal, noting that it had the support of its majority stakeholder, the Danish state.
Shares have pulled back sharply since the rights issue plans were announced.
In a Monday note, Jacob Pedersen, head of equity research at Sydbank, said the potential financial consequences of the U.S.’ order had led to uncertainty about whether Orsted would be able to continue with its capital raising plans.
“The financial consequences of the stop-work order will at best be the ongoing costs of the work being stopped,” he said, according to a Google translation. In the worst-case scenario, the Revolution Wind Project would never supply electricity to the U.S., he added.
“In that case, Orsted faces a double-digit billion write-down and significant additional costs to get out of contracts. This will, by all accounts, increase the capital raising requirement to significantly more than DKK 60 billion,” Pedersen said.
He that the company’s Monday announcement to push ahead with its rights issue plans suggested it did not expect the worst-case outcome and was expecting its 60 billion Danish kroner target to be sufficient.
“Orsted’s assessment of this is positive – but it is no guarantee that it will end up like this,” Pedersen said.
President Donald Trump‘s attack on solar and wind projects threatens to raise energy prices for consumers and undermine a stretched electric grid that’s already straining to meet rapidly growing demand, renewable energy executives warn.
Trump has long said wind power turbines are unattractive and endanger birds, and that solar installations take up too much land. This week, he said his administration will not approve solar and wind projects, the latest salvo in a campaign the president has waged against the renewable energy industry since taking office.
“We will not approve wind or farmer destroying Solar,” Trump posted on Truth Social Wednesday. “The days of stupidity are over in the USA!!!”
Trump’s statement this week seemed to confirm industry fears that the Interior Department will block federal permits for solar and wind projects. Interior Secretary Doug Burgum took control of all permit approvals last month in a move that the American Clean Power Association criticized as “obstruction,” calling it “unprecedented political review.”
The Interior Department blocking permits would slow the growth of the entire solar and wind industry, top executives at renewable developers Arevon, Avantus and Engie North America told CNBC.
Even solar and wind projects on private land may need approvals from the U.S. Fish and Wildlife Service if, for example, a waterway or animal species is affected, the executives told CNBC. The three power companies are among the top 10 renewable developers in the U.S., according to energy research firm Enverus.
The Interior Department “will not give preferential treatment to massive, unreliable projects that make no sense for the American people or that risk harming communities or the environment,” a spokesperson told CNBC when asked if new permits would be issued for solar and wind construction.
Choking off renewables will worsen a looming power supply shortage, harm the electric grid and lead to higher electricity prices for consumers, said Kevin Smith, CEO of Arevon, a solar and battery storage developer headquartered in Scottsdale, Arizona, that’s active in 17 states. Arevon operates five gigawatts of power equivalent to $10 billion of capital investment.
“I don’t think everybody realizes how big the crunch is going to be,” Smith said. “We’re making that crunch more and more difficult with these policy changes.”
Uncertainty hits investment
The red tape at the Interior Department and rising costs from Trump’s copper and steel tariffs have created market instability that makes planning difficult, the renewable executives said.
“We don’t want to sign contracts until we know what the playing field is,” said Cliff Graham, CEO of Avantus, a solar and battery storage developer headquartered in San Diego. Avantus has built three gigawatts of solar and storage across the desert Southwest.
“I can do whatever you want me to do and have a viable business, I just need the rules set and in place,” Graham said.
Engie North America, the U.S. arm of a global energy company based in Paris, is slashing its planned investment in the U.S. by 50% due to tariffs and regulatory uncertainty, said David Carroll, the chief renewables officer who leads the American subsidiary. Engie could cut its plans even more, he said.
Engie’s North American subsidiary, headquartered in Houston, will operate about 11 gigawatts of solar, battery storage and wind power by year end.
Multinationals like Engie have long viewed the U.S. as one of the most stable business environments in the world, Carroll said. But that assessment is changing in Engie’s boardroom and across the industry, he said.
“The stability of the U.S. business market is no longer really the gold standard,” Carroll said.
Rising costs
Arevon is seeing costs for solar and battery storage projects increase by as much as 30% due to the metal tariffs, said Smith, the CEO. Many renewable developers are renegotiating power prices with utilities to cover the sudden spike in costs because projects no longer pencil out financially, he said.
Trump’s One Big Beautiful Bill Act ends two key tax credits for solar and wind projects in late 2027, making conditions even more challenging. The investment tax credit supported new renewable construction and the production credit boosted clean electricity generation.
Those tax credits were just passed on to consumers, Smith said. Their termination and the rising costs from tariffs will mean higher utility bills for families and businesses, he said.
The price that Avantus charges for solar power has roughly doubled to $60 per megawatt-hour as interest rates and tariffs have increased over the years, said CEO Graham. Prices will surge again to around $100 per megawatt-hour when the tax credits are gone, he said.
“The small manufacturers, small companies and mom and pops will see their electric bills go up, and it’ll start pushing the small entrepreneurs out of the industry or out of the marketplace,” Graham said.
Renewable projects that start construction by next July, a year after the One Big Beautiful Act became law, will still qualify for the tax credits. Arevon, Avantus and Engie are moving forward with projects currently under construction, but the outlook is less certain for projects later in the decade.
The U.S. will see a big downturn in new renewable power generation starting in the second half of 2026 through 2028 as new projects no longer qualify for tax credits, said Smith, the head of Arevon.
“The small- and medium-sized players that can’t take the financial risk, some of them will disappear,” Smith said. “You’re going to see less projects built in the sector.”
Artificial intelligence power crunch
Fewer renewable power plants could increase the risk of brownouts or blackouts, Smith said. Electricity demand is surging from the data centers that technology companies are building to train artificial intelligence systems. PJM Interconnection, the largest electrical grid in the U.S. that coordinates wholesale electricity in 13 states and the District of Columbia, has warned of tight power supplies because too little new generation is coming online.
Renewables are the power source that can most quickly meet demand, Smith at Arevon said. More than 90% of the power waiting to connect to the grid is solar, battery storage or wind, according to data from Enverus.
“The power requirement is largely going to be coming from the new energy sector or not at all,” so without it, “the grid becomes substantially hampered,” Smith said.
Trump is prioritizing oil, gas and nuclear power as “the most effective and reliable tools to power our country,” White House spokesperson Anna Kelly said.
“President Trump serves the American people who voted to implement his America First energy agenda – not solar and wind executives who are sad that Biden’s Green New Scam subsidies are ending,” Kelly said.
But new natural gas plants won’t come online for another five years due to supply issues, new nuclear power is a decade away and no new coal plants are on the drawing board.
Utilities may have to turn away data centers at some point because there isn’t enough surplus power to run them, and no one wants to risk blackouts at hospitals, schools and homes, Arevon’s Smith said. This would pressure the U.S. in its race against China to master AI, a Trump administration priority.
“The panic in the data center, AI world is probably not going to set in for another 12 months or so, when they start realizing that they can’t get the power they need in some of these areas where they’re planning to build data centers,” Smith said.
“Then we’ll see what happens,” said the University of Chicago MBA, who’s worked in the energy industry for 35 years. “There may be a reversal in policy to try and build whatever we can and get power onto the grid.”
Over the weekend, Tesla began offering many Cybertruck trade-in estimated values above the original purchase price, apparently due to a glitch in its system.
Tesla offers online trade-in estimates for individuals considering purchasing a vehicle from them.
Over the last few days, Cybertruck owners who submitted their vehicles through the system were surprised to see Tesla offering extremely high valuations on the vehicle, often above what they originally paid for the electric truck.
Here are a few examples:
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$79,200 for a 2025 Cybertruck AWD with 18,000 miles. Since this is a 2025 model year, it was eligible for the tax credit and Tesla is offering the same price as new without incentive.
Here Tesla offered $118,800 for a 2024 Cybertruck ‘Cyberbeast’ tri-motor with 21,000 miles.
In this example, Tesla offers $11,000 more than the owner originally paid for a 2024 Cybertruck.
So, trade in the Foundation Series Cybertruck AWD for $11k more than I paid for it originally, re-buy an AWD with FSD for $79,490 after the tax credit.
I’d lose free supercharging for life, Cyberwheels, and white interior.
The trade-in estimates made no sense. Tesla has been known to offer more attractive estimates online and then come lower with the official final offer, but this is on a whole different level.
Some speculated that Tesla’s trade-in estimate system was malfunctioning, while others thought Tesla was indirectly recalling early Cybertrucks.
It appears to be the former.
Some Tesla Cybertruck owners who tried to go through a new order with their Cybertruck as a trade-in were told by Tesla advisors that the system was “glitching” and they would not be honoring those prices.
Tesla told buyers that it would be refunding its usually “non-refundable” order fee.
Electrek’s Take
That’s a weird glitch. I assume that it was trying to change how the trade-in value would be estimated and the new math didn’t work for the Cybertruck for whatever reason.
It’s the only thing that makes sense to me.
The Cybertruck’s value is already quite weird due to the fact that Tesla still has new vehicles made in 2024, which are not eligible for the tax credit incentive, while the new ones made in 2025 are eligible.
There’s also the Foundation Series, which bundles many features for a $20,000 higher price.
All these things affect the value and can make it hard to compare with new Cybertrucks offered with 0% interest.
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