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As sales of electric vehicles continue to surge, many new and prospective customers have questions about qualifying for federal tax credit on electric vehicles, especially now that a slew of new credits have been reinstated to US consumers.

Whether you qualify is not a simple yes or no question… well, actually it sort of is, but the amount you may qualify for varies by household due to a number of different factors. Furthermore, there are other potential savings available to you that you might not even know about yet.

Luckily, we have compiled everything you need to know about tax credits for your new or current electric vehicle into one place. The goal is to help ensure you are receiving the maximum value on your carbon-conscious investment because, let’s face it, you’ve gone green and you deserve it.

Table of contents

How does a federal tax credit work for my EV?

The idea in theory is quite simple — “All electric and plug-in hybrid vehicles that were purchased new in or after 2010 may be eligible for a federal income tax credit of up to $7,500,” according to the US Department of Energy.

With that said, you cannot simply go out and buy an electric vehicle and expect Uncle Sam to cut $7,500 off your taxes in April. In reality, the amount you qualify for is based on both your income tax as well as the size of the electric battery in the vehicle you own.

Now, thanks to the freshly inked Inflation Reduction Act, there are a lot more parameters to be mindful of, like the requirement that the EV must be assembled in North America for instance. We have dug into those new terms more below.

To begin, here’s how the Federal EV tax credit currently works.

electric vehicle tax credit

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 Ford F-150 Lightning and owed say, $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 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.

However, under new terms of the tax deal, you may be able to snag that credit up front at the point of sale of your EV. More on that below.

Ford-F-150 Lightning-price

The Biden administration continues to expand EV adoption

President Biden first vowed to make the nation’s entire federal fleet all-electric. The White House has introduced two bills to expand EV adoption, one of which was signed by the President and includes funding for heavily expanded EV charging infrastructure.

Previously, there were rumors that the federal tax credit would be increased to $10,000. In President Biden’s previous $174 billion investment plan for electrification, the tax credit was quickly mentioned as a reform. However, the summary remained vague about the reform – only confirming that it will not only take the form of tax rebates but also “point of sale rebates” and it will now be for “American-made EVs.”

The second and larger bill sat within Biden’s “Build Back Better Act” and subsequent increases to the federal tax credit, but it couldn’t get past the Senate in late 2021. At that point, the revamped tax credit we all have sought was in limbo, possibly DOA. Until this past summer…

Revived EV federal tax credits were officially signed by POTUS

In late July 2022 the US Senate shared it was moving forward to vote on EV tax credit reform after Senator Joe Manchin (D-WV) took a break from huffing coal to finally agree to include investments to curb climate change.

One of the most prominent parts of the bill (to us) includes the long-awaited and fought over electric vehicle tax credit reform. In this iteration of the bill, access to the tax credit will be returned to those who have already exhausted the threshold, including Tesla and GM vehicles.

On August 7, 2022 it was approved by the Senate and a week later signed into law by President Biden.

The biggest issue we all are having with the Inflation Reduction act, is how cloudy and confusing its EV requirements are. Bear with us as we sort through it all, to once again provide you with the most up to date details of this ever evolving tale.

We have learned that the reform bill will also apply to EVs delivered after December 31, 2022. Here’s a breakdown of the terms of the new Inflation Reduction Act.

New Federal Tax Credits under the Inflation Reduction Act

  • Federal tax credit for EVs will remain at $7,500
    • 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 credit, the EV must be assembled in North America and…
    • The majority of battery components need to come from North America and…
    • A certain percentage of “critical minerals” must come form North America or countries with free trade agreements with the US
  • 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 BEV cars with an MSRP below $55k
  • 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, 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 and are equipped with a battery over 7 kWh.

Here are more detailed terms of the tax credits under the Inflation Reduction Act, detailed by lawyer, Chris Stidham:

Revamped Credit for new BEV/PHEVs

  1. Manufacturer caps eliminated. (Page 370, line 15)
  2. Credit applies for vehicles purchased beginning January 1, 2023. (Page 386, line 1)
  3. Transition provision for EVs with written sales orders dated in 2022 prior to the date of President signing the bill but delivered in 2023 allows purchaser to claim the “old” credit in 2023. (Page 386, line 20)
  4. Vehicle must be assembled in North America to qualify for new credit. (Page 366, line 15)
  5. North American assembly requirement applies to vehicles sold after the date of adoption of the bill. (Page 386, line 3)
  6. $7,500 credit is broke into two binary pieces meaning the vehicle either qualifies for each piece of the credit or it doesn’t. No longer based on size of battery. (Page 366, line 6)
  7. $3,750 of the new credit is based upon the vehicle having at least 40% of its battery critical minerals from the United States or countries with a free trade agreement with the United States. This is a list of countries with free trade agreements with the US. (Page 371)
  8. 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. (Page 372, line 13)
  9. The 40% minerals requirement increases to 50% in 2024, 60% in 2025, 70% in 2026 and 80% in 2027. (page 371 line 23)
  10. The 50% battery components requirement increases to 60% in 2024, 70% in 2026, 80% in 2027, 90% in 2028 and 100% in 2029. (Page line 373)
  11. The government has until the end of the year to develop guidance on the battery requirements. (Page 374)
  12. Beginning in 2025, any vehicle with battery minerals or components from a foreign entity of concern are excluded from the tax credit. (Page 374, line 20).
  13. One credit per vehicle. (Page 375, line 12)
  14. Modified gross income limit of $150k for individuals, $225k for head of household, and $300k for joint returns. Definition of MAGI (page 375, line 22)
  15. MSRP of vehicle must be $80k or less for SUVs, Vans and Trucks. $55k for all other vehicles. (Page 377, line 4)
  16. Dealer can apply credit at time of sale. Dealer must disclose to buyer the MSRP of the vehicle, the applicable tax credit amount and the amount of any other available incentive applicable to the purchase. (Page 378, line 6)
  17. Credit terminates December 31, 2032.

Revamped Used Vehicle Credit

  1. Tax credit of 30% of value of used EV with $4,000 cap (Page 387, line 23).
  2. Used vehicle must be at least two model years old at time of sale. (Page 389, line 7).
  3. The original use of the vehicle must have occurred with an individual other than the one claiming the used tax credit. (Page 389, line 10).
  4. Used vehicle must be purchased from a dealer. (Page 390, line 3).
  5. Used vehicle price must be $25k or less. (Page 390, line 5).
  6. Used vehicle qualifies for tax credit only once in its lifetime. (Page 390, line 7)
  7. Purchaser must be an individual (no businesses) to qualify for used credit. (Page 390, line 14).
  8. Purchaser may only claim one used vehicle credit per three years. (Page 390, line 20).
  9. Modified gross income cap of $75k for individuals, $112,500 for head of household and $150k for joint returns. (Page 388).
  10. Credit may be applied at time of sale by dealer. (Page 391, line 15).
  11. Credit terminates on December 31, 2032. (Page 391, line 12).

What are the current electric vehicle credits before the terms change?

As you’ll see from the rather barren list below of EVs that might qualify under the new terms of the Inflation Reduction Act, a majority of EVs currently available for credits to US consumers will soon no longer qualify.

That isn’t to say they won’t be back on in the yes column come January 1, 2023 since many of these automakers do have North American production facilities. Other EVs like Rivian models for example are American made, but some are priced above the $80k threshold for trucks.

Fisker has been long touting is flagship Ocean SUV as an EV priced below $30k for those who qualify for the entire $7,500 credit. However, under the new terms, the Austrian built SUV will qualify for zero federal credits. That being said, its current MSRP of $37,499 is still pretty enticing, but this is a major blow to its marketing strategy to the point that the American automaker is now considering adding US production for the Ocean.

The quick workaround that felt like a mad scramble was some verbiage allowing for “written binding contracts” under a “transition rule” in the Inflation Reduction Act. That rule allowed consumers to still qualify if they signed the binding contract before the date of bill being signed into law, even if the car is delivered after the bill is signed. This is covered on page 393-394 of the bill.

Since the bill has been signed into law, this quick workaround is no longer possible. We’ve put together a full breakdown of where those tax credits stand for EV automakers not currently assembling in the North America.

Vehicles purchased and delivered between August 16 and December 31, 2022

Following the official signing of the Inflation Reduction Act, the IRS has included the following transition rule for those who already had an EV on the way but are wondering if they still qualify before the new credit terms kick in. In certain circumstances, the answer is yes. Per the IRS page:

If you purchase and take possession of a qualifying electric vehicle after August 16, 2022 and before January 1, 2023, aside from the final assembly requirement, the rules in effect before the enactment of the Inflation Reduction Act for the EV credit apply (including those involving the manufacturing caps on vehicles sold).

Fisker Ocean 2022
The upcoming Fisker Ocean, starting at an MSRP of $37,499 / Source: Fisker Inc.

What electric vehicles could qualify under the latest tax credit?

Alright, this is probably the main reason why you’re here. If you scrolled through the details above, you may want to consider going back and at least skimming, because there are some major changes to federal tax credits to electric vehicles under the Inflation Reduction Act.

Under the terms mentioned above, these are the EVs that could qualify for the full $7,500 credit beginning January 1, 2023.

Please note that the list below features EVs assembled in North America and comes directly from fueleconomy.gov who, like all of us is still figuring out which EVs will actually qualify. Bear with us and trust we will keep this list updated often.

All-electric vehicles

Make and Model Full Tax Credit
CADILLAC (GM) (would not qualify until 1/1/23)
Lyriq (2023) $,7500
CHEVROLET (GM) (would not qualify until 1/1/23)
Bolt EUV (2022) $7,500
Bolt EV (2022-2023) $7,500
FORD
F-150 Lightning (2022) (Pro, XLT, and Lariat trims) $7,500
Mustang Mach-E (2022) $7,500
E-Transit (2022) $7,500
NISSAN
LEAF (2022-2023) $7,500
RIVIAN
EDV 700 (2022) $7,500
R1T (2022) (Dual Motor Adventure only) $7,500
R1S (2022) (Dual Motor Adventure only) $7,500
TESLA (would not qualify until 1/1/23)
Model 3 (2022) $7,500
Model Y (2022) $7,500
Current as of 9/3/22
GM EV production
Hummer EV off road Source: GMC

Plug-in Hybrid Electric Vehicles

Make and Model Full Tax Credit
AUDI
Q5 (2022) $7,500
BMW
330e (2022-2023) $7,500
X5 xDrive45e (2022) $7,500
CHRYSLER
Pacifica Plug-in Hybrid (2022) $7,500
FORD
Escape Plug-in Hybrid (2022) $7,500
JEEP
Grand Cherokee PHEV (2022) $7,500
Wrangler Unlimited PHEV (2022) $7,500
LINCOLN
Aviator PHEV (2022) $7,500
Corsair Plug-in Hybrid (2022) $7,500
VOLVO
S60 (2022) $7,500
Current as of 9/3/22

What electric vehicles qualify under the current tax credit?

Although the credits above should be the focus going forward, we wanted to keep the previous credit details below. Less of a trip down memory lane, but more of a list of what EVs previously qualified, so you can gather how many will be lost under upcoming terms.

As we previously mentioned however, some of these EVs could eventually once again qualify, as automakers pivot to bring their assembly to North America.

All-electric vehicles

Make and Model Full Tax Credit
AUDI
e-tron Sportback (2020-2022) $7,500
e-tron SUV (2019, 2021-2022) $7,500
e-tron GT / RS e-tron GT (2022) $7,500
e-tron S (Standard and Sportback) $7,500
Q4 50 e-tron Quattro $7,500
BMW
i3 Sedan (2014-2021) $7,500
i3s (2018-2021) $7,500
i4 eDrive40/M50 Gran Coupe (2022) $7,500
iX xDrive50/M60 (2022) $7,500
BYD
e6 (2012-2017) $7,500
ELECTRIC LAST MILE SOLUTIONS (ELMS)
ELMS Urban Delivery (2022) $7,500
FIAT
500e (2013-2019) $7,500
FORD
Focus EV (2012-2018) $7,500
Mustang Mach-E (all 2021/2022 trims including GT) $7,500
E-Transit (2022) $7,500
F-150 Lightning (standard/extended range) (2022) $7,500
GENERAL MOTORS (GM)
Not currently eligible for tax credits –––––
GENESIS
GV60 (2023) $7,500
HYUNDAI
Ioniq Electric (2017-2021) $7,500
Ioniq 5 (2022) $7,500
Kona Electric (2019-2022) $7,500
JAGUAR
I-Pace (2019-2022) $7,500
I-Pace HSE (2022-2023) $7,500
KANDI
EX3 (2019-2021) $7,500
K22 (2019-2020) $7,500
K23 (2020-2022) $7,500
K27 (2020-2022) $7,500
KIA
Niro EV (2019-2022) $7,500
Soul Electric (2015-2020) $7,500
EV6 (58 kWh, 77.4 kWh) (2022) $7,500
LUCID MOTORS
Lucid Air Dream Edition (2022) $7,500
Lucid Air Grand Touring (2022) $7,500
MAZDA
MX-30 (2022) $7,500
MERCEDES-BENZ
AMG EQS (2022) $7,500
EQS 450+ (2022) $7,500
EQS 580 4matic (2022) $7,500
B-Class EV (2014-2017) $7,500
MINI
Cooper S E Hardtop 2 & 4 Door (2020-2023) $7,500
MITSUBISHI
i-MiEV (2012, 2014, 2016, 2017) $7,500
NISSAN
LEAF (2011-2022) $7,500
POLESTAR
Polestar 2 (2021) $7,500
Polestar 2 Long Range – Single & Dual Motor (2022) $7,500
PORSCHE
Taycan (2020-2022) (all trims) $7,500
RIVIAN
R1T (2022) $7,500
R1S (2022) $7,500
EDV 700 (2022) $7,500
SMART USA
EQ fortwo Coupe (2019) $7,500
EQ fortwo Cabrio (2019) $7,500
SUBARU
Solterra (2023) $7,500
TESLA
Not currently eligible for tax credits –––––
TOYOTA
Toyotas purchased after 9/30/23 are no longer eligible for tax credits –––––
RAV4 EV (2012-2014) $7,500
VOLKSWAGEN
e-Golf (2015-2019) $7,500
ID.4 EV (First/Pro/Pro S) (2021) $7,500
VOLVO
C40 Recharge Pure Electric (2022) $7,500
XC40 Recharge Pure Electric (2021-2022) $7,500
Last Update 8/17/2022
electric vehicle tax credit
The 2023 Subaru Solterra

Plug-in hybrid electric vehicles (PHEVs)

The US Department of Energy offers the full detailed list on its website.

Make and Model Full Tax Credit
AUDI
A3 e-tron / e-tron ultra (2016-2018) $4,502
A7 55 TFSI e Quattro (2021) $6,712
A7 TFSI e Quattro (2022) $7,500
A8L PHEV (2020) $6,712
A8L 60 TFSI e Quattro (2021) $6,712
Q5 PHEV (2020) $6,712
Q5 55 TFSI e Quattro (2021) $6,712
Q5 TFSI e Quattro (2022) $7,500
BENTLEY
Bentayga Hybrid (2020-2021) $7,500
BMW
i3 Sedan w/ Range Extender (2014-2021) $7,500
i3s w/ Range Extender (2018-2021) $7,500
BMW i8 (2014-2017) $3,793
i8 Coupe/Roadster (2018-2020) $5,669
X3 xDrive30e (2020-2021) $5,836
X5 xDrive40e (2016-2018) $4,668
X5 xDrive45e (2021-2022) $7,500
330e (2016-2018) $4,001
330e/330e xDrive (2021-2022) $5,836
530e/530e xDrive (2018-2019) $4,668
530e/530e xDrive (2020-2022) $5,836
740e (2017) $4,668
740e xDrive (2018-2019) $4,668
745e xDrive (2020-2022) $5,836
CHRYSLER
Pacifica Plug-In Hybrid (2017-2022) $7,500
FERRARI
SF90 Stradale (2020-2021) $3,501
FISKER AUTOMOTIVE
Karma Sedan (2012) $7,500
FORD
C-Max Energi (2013-2017) $4,007
Fusion Energi (2013-2018) $4,007
Fusion Energi (2019-2020) $4,609
Escape Plug-in Hybrid (2020-2022) $6,843
GENERAL MOTORS (GM)
Not currently eligible for tax credits –––––
HONDA
Accord Plug-in Hybrid (2014) $3,626
Clarity Plug-in Hybrid (2018-2021) $7,500
HYUNDAI
Ioniq Plug-in Hybrid (2018-2022) $4,543
Sonata Plug-in Hybrid (2016-2019) $4,919
Tucson Plug-in Hybrid (2022) $6,587
Santa Fe Plug-in Hybrid (2022) $6,587
JEEP
Grand Cherokee PHEV (2022) $7,500
Wrangler Unlimited PHEV (2021-2022) $7,500
KARMA
Revero (2018-2020) $7,500
KIA
Niro Plug-in Hybrid (2018-2022) $4,543
Optima Plug-in Hybrid (2017-2020) $4,919
Sorento Plug-in Hybrid (2022) $6,587
LAND ROVER
Range Rover/Sport PHEV (2019) $7,087
Range Rover/Sport PHEV (2020-2022) $6,295
Range Rover SE PHEV (2023) $7,500
Rover Range Rover Sport Autobiography PHEV (2023) $7,500
LEXUS
Lexus’ purchased after 9/30/23 are no longer eligible for tax credits –––––
NX Plug-in Hybrid (2022) $7,500
LINCOLN
Aviator Grand Touring (2020-2022) $6,534
Corsair Reserve Grand Touring PHEV (2021-2022) $6,843
Corsair Grand Touring PHEV (2022) $6,843
McLAREN
Artura (2022) $4,585
MERCEDES-BENZ
S550e Plug-in Hybrid (2015-2017) $4,460
GLE550e 4matic (2016-2018) $4,460
GLC350e 4matic (2018-2019) $4,460
GLC350e 4M EQ (2020) $6,462
S560e EQ PHEV (2020) $6,462
C350e (2016-2018) $3,501
MINI
Cooper S E Countryman ALL4 (2018-2019) $4,001
Cooper S E Countryman ALL4 (2020-2022) $5,002
MITSUBISHI
Mitsubishi Outlander Plug-in (2018-2020) $5,836
Mitsubishi Outlander Plug-in (2021-2022) $6,587
POLESTAR
Polestar 1 (2020-2021) $7,500
PORSCHE
Cayenne S E-Hybrid (2015-2018) $5,336
Cayenne E-Hybrid / Coupe (2019-2020) $6,712
Cayenne Turbo S E-Hybrid / Coupe (2021) $7,500
Cayenne E-Hybrid / Coupe (2021-2022) $7,500
Panamera S E-Hybrid (2014-2016) $4,752
Panamera 4 E-Hybrid (2018) $6,670
Panamera 4 E-Hybrid (2019-2020) $6,712
Panamera 4 E-Hybrid (2021-2022) $7,500
SUBARU
Crosstrek Hybrid (2019-2022) $4,502
TESLA
Not currently eligible for tax credits –––––
TOYOTA
Toyotas purchased after 9/30/23 are no longer eligible for tax credits –––––
Prius Plug-in Hybrid (2012-2015) $2,500
Prius Prime Plug-in Hybrid (2017-2022) $4,502
RAV4 Prime Plug-in Hybrid (2021-2022) $7,500
VOLVO
S60 (2019) $5,002
S60 (2020-2022) $5,419
S60 Extended Range (2022) $7,500
S90 (2018-2019) $5,002
S90 (2020-2022) $5,419
S90 Extended Range (2022) $7,500
V60 (2020-2022) $5,419
V60 Extended Range (2022) $7,500
XC60 (2018-2019) $5,002
XC60 (2020-2022) $5,419
XC60 Extended Range (2022) $7,500
XC90 (2016-2017) $4,585
XC90 / XC90 Excellence (2018-2019) $5,002
XC90 (2020-2022) $5,419
XC90 Extended Range (2022) $7,500
Last Update 8/17/2022

Other tax credits available for electric vehicle owners

So now you should know if your vehicle does in fact qualify for a federal tax credit, and how much you might be able to save.

Find out where an EV is assembled using its VIN

The US Department of Energy offers a VIN decoder tool to confirm where a given EV is assembled. Check it out here.

Check out our complete breakdown of state tax incentives, sorted by state

In additional 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.

For example, in the state of California, drivers can qualify for a $2,000-$4,500 rebate or a grant up to $5,000 under the Clean Vehicle Assistance Program on top of any federal credit received (all rebate and grant amounts are based on income). Furthermore, states like California offer priority driving lanes and parking spots for EV drivers who qualify.

In New York, residents can receive either a $500 or $2,000 rebate depending on the base price of the EV purchased. Again, these incentives vary by state, and much like the federal tax credit, are contingent on multiple factors.

Want to learn more? Of course you do! Luckily, we’ve compiled each and every state rebate, tax credit, and exemption for you and sorted it by state. Whether its a purchase or lease of a new or used
EV, or the purchase and/or installation of an EV charger, you could get money back, depending where you live.
Here are all those tax credits, rebates, and exemptions, sorted by state.

electric vehicle tax credit
Source: Fueleconomy.gov

Tax incentives on electric vehicles are worth the research

Hopefully this post has helped to incentivize you to use the resources above to your advantage.

Whether it’s calculating potential savings or rebates before making a new EV purchase or determining what tax credits might already be available to you for your current electric vehicle, there is much to discover.

Ditching fossil fuels for greener roadways should already feel rewarding, but right now the government is willing to reward you further for your environmental efforts.

Use it to your full capability while you can, because as more and more people start going electric, the less the government will need to reward drivers.

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) operates 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 the 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 Mustang Mach-E 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 second list above details all of the electric vehicles that previously qualified before the signing of the Inflation Reduction Act this past August outlining new qualifying terms for automakers.

Some of the electric vehicles still qualify for tax credits if they are purchased and delivered before the end of 2022. Click here to learn more.

What electric vehicles qualify for the new tax credits starting in 2023?

This answer is even less clear than the one above. As previously mentioned, qualifying terms for electric vehicle will become more strict beginning in 2023, and EVs and their battery components must be assembled in North America to qualify.

When the revised tax credit terms kick on January 1, 2023, very few electric vehicles will likely qualify, 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 and GM should qualify to some extent to begin, but others will 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 includes plug-in hybrid EVs and battery electric vehicles (BEVs).

Do used electric cars qualify for federal tax credits?

Soon! Under revised terms in the inflation reduction act. Used EVs will now qualify in addition to new vehicles as previously stated.

Starting 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.
– Tax credit is 30% of value of used EV up to $4,000
– Used vehicle must be at least two model years old at 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 head of household and $150k for joint returns.
– Credit may be applied at time of sale by dealer

Are there price caps for electric vehicles to qualify for tax credits?

Right now, no. But starting January 1, 2023, yes.
Under the new terms in the Inflation reduction act, the MSRP of electric vehicle must be $80,000 or less for SUVs, vans, and trucks. MSRPs for all other vehicles must be $55,000 or less.

What are the income limits to qualify for any federal EV tax credits?

Starting January 1, 2023, modified gross income limits will be $150,000 for individuals, $225,000 for head of household, 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.

FTC: We use income earning auto affiliate links. More.


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Does Faraday's FX Super One show us how Chinese EVs will get into the US?

Faraday Future unveiled its upcoming FX Super One MPV on Thursday, which appears to be a rebadged Great Wall Motors Way Gaoshan.

Which brings us to the question: is this how we might see more Chinese EVs make their way to the US?

The EV market in China has grown rapidly in recent years, not just in terms of total sales and revenues for its largest companies, but also in terms of the hundreds of EV companies vying to survive the current highly competitive market there.

But despite massively rising EV sales in the country, EV production is still scaling even faster. This has led to a price war within China due to this glut of cars, and also to Chinese companies seeking more buyers overseas.

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These affordable EVs have been shipped around the globe, leading to rapidly rising EV sales in Europe and in the “rest of the world” – though, as of yet, not really in the US. Due to excessive tariffs, the US has made itself into an island where few Chinese EVs are allowed.

The ones that have made their way into the US are those built by Western brands that were bought up by a Chinese conglomerate, like Volvo and Polestar under parent company Geely. Some of their models are assembled in Chinese factories, but most of the ones making their way to the US are built in European or US factories (largely due to the domestic sourcing efforts in Biden’s Inflation Reduction Act, creating millions of US jobs which republicans are currently doing their best to send back to China).

BYD has also put out feelers about building a factory in Mexico, but those plans are on pause, ironically because BYD doesn’t want its technology to be stolen by the US (put that one on for some perspective about how far we have fallen behind on EVs, fellow Americans).

But we haven’t yet seen the kind of Chinese EV that the rest of the world is getting – one of those many eye-openingly cheap numbers that could finally bring true affordability to the US market (or bring it back, that is).

That’s due to tariffs, and it’s intentional. There are various arguments given for tariffs’ existence, but they boil down to: the US can’t make cars as cheap as China, and wants to protect its auto industry, and therefore making Chinese EVs more expensive will forestall their entry into the US while we try to get better at making them. I personally find these explanations wanting and consider these tariffs unwise (and they have only gotten more unwise).

But in a world where these tariffs exist, and depending highly on what final form they take, companies will look for ways to minimize their exposure to them and to still bring cars into the US. Much of the EV industry is sourced through China (again, one of the issues the Inflation Reduction Act tried to remedy), so parts will have tariffs on them, in various amounts.

This is where I speculate that the Faraday Future FX Super One could come in. At last night’s unveiling event, it became quite clear that the car is strikingly similar to the Great Wall Motors Wey Gaoshan.

This similarity is not coincidental – Faraday told us that it is working with “a Tier 1 Chinese automotive supplier,” one that we have heard of, to build the FX Super One. That supplier will send stamped bodies to Faraday’s US factory in Hanford, CA, where Faraday will take care of the final assembly.

Faraday didn’t let us take pictures of the interior, even from the outside, but what we saw of the interior on a short ride around the parking lot looked quite similar to the interior of a Wey Gaoshan, just with different controls (for example, the the pull-out fridge in the bottom of this photo is identical to the one I saw in the FX Super One).

Faraday said the interior hasn’t been finalized yet, but also said that it thinks it can have 100-150 cars built by the end of the year. Which is less than half a year away, for a company that has to date built 16 cars (though those it built on its own). So there’s not a lot of time for further changes at this rate.

So, here we have a company that intends to sell a car in the US, much of which originated in China. This seems like it would run afoul of tariffs.

But, depending on how (or if…) these tariffs get edited or finalized, they might be much lower for parts and/or for vehicles that undergo final assembly in the US. So Faraday might be able to get away with importing something very similar to a GWM, doing enough to it here to qualify its way past tariffs, and getting it on the market at a price that doesn’t incorporate the however-many-hundred-percent the US has ridiculously decided to tack on this week.

Faraday also mentioned during its presentations about the FX Super One that it has a US-based software team, which has been at work for some time.

The software in Faraday’s previous vehicle, the FF91, is pretty good, despite being such a low volume vehicle. And it’s gotten much better between the first time I sat in it and when I had a short demo this month of Faraday’s newly-upgraded voice recognition system (now supporting 50+ languages) and swipe gestures for setting volume and HVAC.

We didn’t get to interact with the software on the FX Super One at all, but we would be cautiously optimistic about it based on prior showings.

But more importantly for the purposes of this article, Faraday’s software team is based in the US. And given current US threats to ban any and all Chinese software from vehicles, this too would allow Faraday to swap out some chips and memory cards and make a car perfectly legal from a US perspective.

So it’s possible that Faraday is on to something here, and has found a reasonable way to get Chinese EVs into America, while complying with US law, and while giving the company a much easier way to increase its scale than trying to get numbers up for the slow-growing FF91 project. Faraday does not have the resources to build out mass market manufacturing currently, so this is another option.

Now… this is no $11k Dolphin Seagull, the Wey Gaoshan starts in the mid-$40k range in China, and is considered a luxury model. And here in the US, Faraday is positioning the car as a premium model as well, though hasn’t yet announced pricing or really gotten its messaging straight on whether it’s a mass market vehicle or a VIP/Cadillac Escalade competitor.

But if this is Faraday’s plan, and if the plan works, it could give the US a taste of the EVs that the rest of the world is getting access to, and could show a potential way of getting those cars across the border. There are both pros (competition good, cheaper prices good) and cons (race to the bottom for manufacturing, loss of important American industry) for the US auto market here, so you’ll have to decide which side of that equation you land on, but this could be a harbinger of one way cars from the now-biggest auto exporting country in the world could make their way out into markets that have exhibited hostility to that idea.


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Review: The tech-forward Meepo Go electric skateboard is a smooth, speedy ride for all [Video]

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Review: The tech-forward Meepo Go electric skateboard is a smooth, speedy ride for all [Video]

Scooter here, back with another electric mobility review. This time, I tested out the Meepo Go electric skateboard. It is a sturdy, smooth deck designed for riders of all sizes, with some unique tech I had never encountered before. Be sure to check out my full video review below.

The Meepo Go is a versatile skateboard built for everyone

The Go electric skateboard from Meepo comes in one standard design. It usually has an MSRP of $699, but it is currently on sale for $569, so now is an excellent time to buy.

Features at a glance:

  • Bamboo and fiberglass deck provides durability, flexibility, and stability, suitable for heavier riders over 200 lbs.
  • Impact-resistant plates and a scratch-resistant underside.
  • Dual belt drive 1500 watt stator 4230 motors
  • 12s2p 345.6WH/8AH battery with flame-retardant and water-resistant protection
  • JK-FOC24B Electronic Speed Controller (ESC)
    • Offers smooth, jerk-free acceleration with customizable speed and braking settings
  • Four-speed modes:
    • L: 12 mph (20 km/h)
    • E: 20 mph (32 km/h)
    • S/S+: 28 mph (45 km/h) (S+ adds faster acceleration)
  • Adjustable braking intensity
  • Top Speed 28 mph (45 km/h)
  • Range: Up to 20 miles (32 km)
  • Incline capabilities: 30%
  • 2-year warranty

Electrek‘s take

Meepo is an exciting electric skateboard manufacturer whose goal is to make this particular form of travel accessible to anyone and help reduce carbon emissions. You know we love that.

The company has built hundreds of thousands of electric boards, all of which are rigorously tested and constantly revamped for better quality and efficiency. For my first-ever encounter with Meepo, I was sent its Go electric skateboard – a sort of all-in-one deck designed to support heavier riders.

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I didn’t realize this was a heavy rider board until I read its description on the website. I don’t think that was the reason Meepo recommended this one, but it’s nice to know I wouldn’t have to worry about breaking the Go for being too heavy (I’m only 200 pounds right now, okay?).

The unboxing was incredibly simple. You first unwrap your shiny new, assembled Meepo Go deck, complete with wheels, trucks, motors, and battery. Below that is some instructions, a charger with cables, a couple of adjustment tools, plus two extra motor belts.

Last but not least is Meepo’s J6S ergonomic remote. According to Meepo, the remote’s upgraded control logic allows riders to double-click to change speed modes, reducing accidental toggles, and can stay connected to the board at a max range of 46 meters.

My full haul is pictured above and in the video below. Zero assembly is required; simply plug and play. The Meepo Go electric skateboard can recharge when fully drained in four hours.

Aside from its sturdy design, thanks to a Bamboo and fiberglass deck, I found the Meepo Go quite aesthetically pleasing. I liked its unique grip tape design and carved-out handle for easier carrying (see below).

Meepo skateboard

Once the Meepo skateboard was fully charged, it was time to power up and take it out for a first spin. My initial impression was just how smooth a ride the Go is, thanks in part to its wheels, which Meepo recently revamped to enable better wet-weather traction and anti-slip capabilities.

The trucks initially took some getting used to as they are 45-degree as opposed to 50-degree on traditional configurations, but once I got used to the difference, I felt much more stable at high speeds and making sharp turns. Meepo also provided a truck tool to tighten or loosen your configuration to your preferences.

The Meepo Go’s dual 4230 brushless motors combine for a total output of 3,000 watts, offering a top speed of up to 28 mph or 45 km/h. While that’s pretty damn fast for an electric skateboard, Meepo said “not so fast” to new riders for their own safety.

Go riders must travel 10 km (6.2 miles) in the lower two “L” and “E” speed modes to unlock the S and S+ modes, which allow the 28 mph top speed and higher acceleration. S mode was honestly too fast for my liking, but it was nice to know I had those speed capabilities whenever I’m feeling saucy. The truth is, at my age and skill level, I’m beyond satisfied cruising and carving around 20 mph.

Luckily, the Meepo Go electric skateboard delivers both speed options and then some.

The Meepo Go also allows you to customize its braking intensity from 0% to 100%. This is a feature I had never personally seen on an electric skateboard that genuinely impressed me. It just adds to the overall smoothness this deck provides on all levels.

As mentioned in the key features above, the Go’s dual motors are powered by an eight-amp-hour battery, which enables an all-electric range of up to 20 miles or 32 km.

Aside from speeds nearing 30 mph, you really feel the Meepo Go’s capability on hills. It was configured to tackle 15-degree (30%) inclines with ease, and having tested it, it’s true.

What may be most impressive about this particular Meepo skateboard is its advanced JKFOC-24B electronic skate controller (ESC), which is essentially the brain of the entire powertrain. 

The ESC delivers smooth acceleration with no jerking or lag. It also enables full user customization of acceleration, top speed, and braking sensitivity, so once you get comfortable, you can tailor every aspect of your riding experience to your liking. This is another super cool feature that was new to me personally.

Meepo skateboard

Overall, the Meepo Go is smooth, powerful, and very tech-forward. With more than enough speed, I truly enjoyed the lag-free cruising and carving of the 45-degree trucks and the ease of use of its ergonomic remote.

I was genuinely impressed by the tech used to customize this skateboard, enabling anyone to customize their ride. As such, I’d highly recommend the Meepo Go because of its feel, utility, and universal rideability for virtually everyone, not to mention its competitive pricing.

If you’d like to try out the Meepo Go electric skateboard for yourself, click here. Be sure to check out my full video review below.

Buy a Meepo Go Electric Skateboard

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2025 Can-Am Origin test ride: a rugged, high-tech return to two-wheel fun

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2025 Can-Am Origin test ride: a rugged, high-tech return to two-wheel fun

The 2025 Can-Am Origin electric motorcycle is the pinnacle of fun, just as long as your good time can fit into 69 miles of riding between charges. What it lacks in long-distance range, it makes up for in versatility, rugged style, and instant torque that’s ready for the road and trail. Each twist of the throttle delivers immediate electric propulsion. Its futuristic design and stealthy motor hum make the Origin a dual-sport machine pulled from tomorrow that wonderfully celebrates Can-Am’s two-wheeled heritage of decades past. I also spent some time on the road with the more approachable Can-Am Pulse, a standard street bike with a slight range advantage.

Can-Am style and comfort through technology

The Can-Am Origin is unlike any electric motorbike that has entered my garage. Its tall stance, 21-inch front and 18-inch rear wheels, and high ground clearance practically beg to be taken off your routine street routes. Can-Am simultaneously delivers an infotainment system on a dual-sport bike that, respectfully, makes much more expensive electric motorcycles look like tech dinosaurs in comparison.

The Origin’s dashboard has specs that every electric motorcycle company should copy. Equipping this system to an electric dual-sport feels like a total luxury. The Origin features a giant 10.25-inch color touchscreen with BRP Connect and a clean user interface that automatically switches between light and dark mode and adjusts brightness. In addition to a digital speedometer, you can quickly switch between ride modes, view battery status, check estimated range, and more.

Ride modes include Normal, Sport, Rain, Eco, two different Off-Road modes. You can toggle traction control and fine-tune front and rear regenerative braking independently, each with Off, Mid, and Max settings. Controls are accessible via the touchscreen when parked or through handlebar-mounted thumb controls while riding.

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The UI adapts to show either large gauges or a split between speedometer and infotainment applets. Bluetooth connects the bike and your phone, and Can-Am has included built-in wifi for over-the-air software updates. These are the kinds of features you’d expect on a premium electric motorcycle in 2025, but they’re not guaranteed.

For iPhone users, there’s Apple CarPlay integration. Two caveats: first, the system uses USB-A instead of USB-C, so newer iPhones will require an adapter or a USB-A to USB-C cable that supports data, not just charging. Second, it only supports wired CarPlay, not wireless, despite the bike having both wifi and Bluetooth radios onboard.

Those two complaints aside, the CarPlay integration is next-level. The touchscreen is responsive when parked, and everything remains fully controllable through the handlebar controls while riding. Access to apps like Maps, Music, Messages, and Phone while on the move is a real convenience. There are also motorcycle- and EV-specific apps with CarPlay are right at home on the Can-Am system.

There are no built-in speakers, so Can-Am relies on Bluetooth audio outputs. The setup is clever, supporting two output channels: one for the rider and one for the passenger helmet comms systems. I experimented by tossing a Bluetooth speaker onto the handlebars and was surprised to find it worked well in sub 50 mph environments as an open-air audio solution.

My only real hardware gripe on a bike that otherwise outshines much of its competition is the lack of self-canceling turn signals. Not every bike has them, but every bike that lacks them is missing out. There’s nothing less cool than riding around with your blinker still flashing. Fortunately, the dash clearly displays active signals. Still, I initially thought the right indicator light on the dash wasn’t working until I realized a single cable runs directly in front of it from my seated position. It’s a small, oddly specific problem that may be specific to my loaner bike, but I can’t quite position the cable differently.

Overall, I give the look and tech a 9.75 out of 10 for delivering both style and features that I actually want and use.

How the Origin feels to ride

At 5’10” with a 30-inch inseam, I find the Origin’s seat height tall yet correct for a dual-sport bike. Throwing a leg over feels a bit like saddling up on a horse, and once I’m on, it’s immediately comfortable. I can straddle the bike confidently, with my left foot planted on the ground and the other hovering around the rear brake. Any taller, and it might feel like a stretch; any shorter, and the ride position wouldn’t feel as commanding. The elevated stance provides a clear, confident view of the road or trail ahead, and the headlight system works adequately. It sets the Origin apart from the lower, more compact feel of traditional street bikes.

With this bike, Can-Am delivers an awesome mix of rugged reality and futuristic aesthetic. The Origin’s angular black-and-white bodywork and tall riding position regularly invokes the feeling of a stormtrooper hovering through the moon forest of Endor on a speeder bike. That particular vibe is especially strong at speed, where the elevated stance and electric torque make it feel like you’re gliding just above the terrain. At lower speeds, the illusion shifts. The stealthy motor hum fades behind the subtle roll of tires on pavement, creating a sensation much like quietly cruising up on a skateboard. It’s stealthy, smooth, and serene.

In terms of performance, the Origin tops out at 79 mph for me, providing plenty of speed for highway rides. Can-Am rates the 0-60 mph acceleration at 4.3 seconds, but frankly this bike feels like it might toss you overboard if you push it that quickly. Can-Am estimates range of up to 90 city miles and 71 mixed environment miles. On one test ride, I ran the battery from 100 percent to 1 percent over the course of 2.3 hours, covering 58.7 miles at an average speed of 24 mph, according to the bike stats.

According to my stats, it was many more hours of fun in the sun with a break for lunch at the park by the water in between riding sessions. That ride was done entirely in Sport mode with regenerative braking turned off, and it returned an average energy consumption of 9 miles per kilowatt-hour. It’s a solid showing for an electric dual-sport, especially considering the aggressive mode and lack of regen for the most reactive and relaxed ride.

Sometimes I love the feel of regenerative braking on electric cars and motorcycles. It can add to the feeling of responsiveness. I found regen on this bike to feel a bit more tight and underpowered for my liking, but it’s there as an option for extending range. With regen turned off entirely, the Origin felt significantly more loose and natural to ride. On the Origin I consistently opted to leave both front and rear regen off. We’ll see how the Pulse feels when I test that model next.

I must have logged over 500 miles across four weeks with the Origin. The lasting impression is that when you gain muscle memory for how the bike responds to throttle spin and body movement, riding the Can-Am Origin feels like playing an amplified electric guitar. Every incremental finger and palm positioning has a result, and when you find your rhythm, suddenly you’re creating music.

The other piece of the Can-Am Origin experience that I didn’t anticipate is the conversational aspect. Electric vehicles are still novel to many, and electric motorcycles are an absolute enigma to most. “Can it get wet?” is still the classic question that many ask. But from day one to day 28 of test riding the Can-Am Origin, it was the brand itself that got people asking me about the bike.

My takeaway is that people have a real affinity for the Can-Am brand as well as a nostalgia for the days of two-wheeled Can-Am motorbikes. When they learn that Can-Am is back on two wheels in the form of a bad-ass looking electric dual-sport motorcycle, people react like they just met a the much younger version of a celebrity in their home town. It’s a fun thing to experience.

Can-Am has earned its place as an electric motorcycle brand to consider

The Can-Am Origin is an incredibly thoughtful and fun take on what an electric dual-sport can be. It pairs rugged styling with a high-tech, feature-rich interface, offers plenty of real-world performance, and never stops turning heads while doing it without trying. From its futuristic design and surprisingly refined touchscreen to the tall, confident riding position and intuitive handling, the Origin is a complete package, so long as your expectations around electric motorcycle range are in check.

Priced starting at $14,999, the Origin slots in competitively against other premium electric motorcycles, though it leans more toward adventure and off-road versatility than urban street performance. It doesn’t quite reach the power or fast-charging capability of more premium priced machines, yet it undercuts in price and adds very useful touches like Apple CarPlay, OTA updates, and dual regen tuning.

If money were no object, I’d gladly keep one in the garage. It’s just flat-out fun to ride. From quick errands and joyrides to weekend backroad escapes, the Origin is a thrill machine that leaves you smiling between rides. Can-Am has a huge selection of first-party accessories to customize your bike as well. This configuration above makes me drool.

Range will be the limiter on machines like this for a while, and while around 70 miles between charges is enough for plenty of use cases, it still has to be a part of the conversation when talking recommendations. But here’s the thing: despite that limitation, electric motorcycles are a ton of fun right now. And if you’ve got either a high pain tolerance for early adoption or healthy access to good charging infrastructure, you can absolutely push them further.

The Origin is compatible with both Level 1 (standard wall outlet) and Level 2 (240V) charging, but not Level 3 DC fast charging. Can-Am rates Level 2 charging at 0 to 80% in 1.5 hours and 0 to 100% in 3.5 hours. In practice, that translates to plugging in and waiting a few hours between fun sessions. For some riders, that’s no big deal, especially if spending time at your destination is part of the trip.

I certainly don’t live along the great electric freeway of California, but my coastal stretch of highway in South Mississippi is populated with electric charging stops.

In my testing, I used the Can-Am Origin for a roundtrip airport commute from home in Ocean Springs, MS to Gulfport, MS, and back. The airport was outside of the travel-there-and-back-without-charging range, but free charging infrastructure at the airport parking garage made it no problem. I rode there, parked, charged during my trip, and returned from the other side of the country to a full battery. So yes, it’s capable of handling local duties. But if long range is central to your riding lifestyle, it’s something to plan around. I think lower speeds and paid charging solutions along the way would allow me to reach New Orleans and return home, but I haven’t set out on that path with this bike.

The Origin isn’t perfect, but it’s arguably best in its category, well-executed, and just damn cool to experience. Can-Am absolutely executed on creating a great electric motorcycle experience despite not being solely focused on EVs or two-wheeled machines.

Can-Am Pulse experience

After 600+ miles on the Can-Am Origin, I had the chance to put some miles on a 2025 Can-Am Pulse electric motorcycle. My key takeaways? Both are excellent electric motorcycles with equally great CarPlay integration. The Pulse is more approachable with a low riding position and slightly more range. The larger storage capacity is also appreciated compared to the somewhat tight space on the Origin.

Pulse ’73 edition with two-up configuration

If I were choosing which to purchase without extensive riding experience, the Can-Am Pulse is absolutely the bike I would gravitate toward. It’s just a great standard street bike with awesome technology at a competitive price.

Above is a look at the redesigned CarPlay experience coming in September 2025 to iPhone in iOS 26, as seen on the Can-Am Pulse display. The new design flexibility makes CarPlay look more at home next to Can-Am’s UI that always appears on a third of the display. Since Can-Am supports CarPlay, the infotainment system will receive free upgrades as Apple enhances the iPhone-powered feature.

Can-Am also supports free over-the-air software updates to the bike itself. Updates are downloaded over wifi and installed using the built-in system on the bike. No visits to the dealership or firmware updates over USB drives required.

Here’s how both bikes compare on paper:

Feature Can‑Am Origin Can‑Am Pulse
Starting MSRP $14,499 $13,999
0–60 mph 4.3 sec 3.8 sec
City range 90 miles 100 miles
Combined range (WMTC) 71 miles 80 miles
Charging (20→80 %) 50 min (Level 2) 50 min (Level 2)
Peak power 47 hp (35 kW) 47 hp (35 kW)
Continuous power 27 hp (20 kW) 27 hp (20 kW)
Torque 53 lb‑ft (72 Nm) 53 lb‑ft (72 Nm)
Dry weight 412 lb (187 kg) 390 lb (177 kg)
Seat height 34 in (865 mm) 30.86 in (784 mm)
Suspension travel Front/rear 10 in (255 mm) Front/rear 5.5 in (140 mm)
Drive modes 6 modes (Normal, ECO, Rain, Sport, Off‑Road, Off‑Road+) 4 modes (Normal, ECO, Rain, Sport+)

Find more about Can-Am Origin and Pulse electric motorcycles here.

Electrek’s Take

I still think the Can-Am Pulse is the easier recommendation for most people, and you can kit it out as much as the Origin. Yet after around a month with each bike, I can’t help but think more about the Pulse. Can-Am really built a fun machine with that bike, especially with its commanding riding position and rugged style.

I would love to see a version with Level 3 charging speeds and greater range to expand the road trip potential, but both machines are super if your commute or leisure route works with the specs.

For now, Can-Am has delivered more than any other electric motorcycle maker when it comes to a giant display with CarPlay integration, attention-grabbing style, and options for two different riding preferences.

Want to learn more about the world of electric motorcycles and other two-wheeled EVs? Catch up on expert Micah Toll’s constant coverage, and subscribe to Electrek’s Wheel-E podcast for weekly updates.

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