There are 3 scenarios that lead to an EV being completely disqualified from any available tax credit amount under the proposed tax credit changes in the bill passed by the US House of Representatives on November 20.
The House of Representatives passed the Build Back Better Act (BBBA), sending it to the Senate. This article examines 13 different proposed revisions to the federal EV tax credit (IRC 30D).
One of the biggest complaints about the federal electric vehicle (EV) tax credit (IRC 30D) is that its structure of using a non-refundable tax credit is clearly more beneficial to higher-income households. But Congress may actually get something right (well mostly) as among the nine key proposed changes to the tax credit contained in the Clean Energy for America Act (CEAA) is changing the current non-refundable credit into one that is refundable.
One of the proposed changes to the federal EV tax credit that has flown a bit under the radar is also one of the most political and protectionist in nature provisions. Effective January 1, 2022, electric vehicles with final assembly* (see definition at the end) in China would no longer qualify for IRC 30D (federal EV tax credit).Â
A provision in the Clean Energy for America Act requires that a new qualified electric vehicle purchased by the taxpayer has a manufacturer’s suggested retail price (MSRP) of $80,000 or less. What would this change mean for automakers and EV buyers?
Arguably the biggest flaw in the Plug-In Electric Drive Vehicle Credit (IRC 30D) regulations is the triggering of a phaseout schedule of the tax credit when a manufacturer sells 200,000 total EVs (BEV and PHEV). In the Clean Energy Act for America (CEAA) proposed legislation, this per manufacturer threshold would be eliminated and replaced with an industry-wide phaseout based on reaching 50% EV sales share.
There are 9 key proposed changes to the federal electric vehicle (EV) tax credit under the Clean Energy Act for America – this article includes a summary chart and brief highlights.
The federal EV tax credit has a number of flaws, but one of the biggest is the poorly-designed formula that determines the amount of the tax credit available for each BEV and PHEV sold in the US. The formula, which is based on the size of an EV’s battery pack, rewards OEMs (and their buying consumers) for using larger batteries with no consideration to efficiency (EPA range/kWh) and price.
Proposed reform to the Federal EV tax credit extends to automakers who already reached the current phaseout level of 200,000 EVs sold with another 400,000 vehicles, but with a reduction to $7,000 from the current maximum $7,500 credit.
The Federal EV tax credit isn’t working: sales of EVs in the US are slowing, are concentrated in one state (California) and brand (Tesla). It is time to tear up and rethink, not tweak the current tax credit.
There are 3 scenarios that lead to an EV being completely disqualified from any available tax credit amount under the proposed tax credit changes in the bill passed by the US House of Representatives on November 20.
The House of Representatives passed the Build Back Better Act (BBBA), sending it to the Senate. This article examines 13 different proposed revisions to the federal EV tax credit (IRC 30D).
One of the biggest complaints about the federal electric vehicle (EV) tax credit (IRC 30D) is that its structure of using a non-refundable tax credit is clearly more beneficial to higher-income households. But Congress may actually get something right (well mostly) as among the nine key proposed changes to the tax credit contained in the Clean Energy for America Act (CEAA) is changing the current non-refundable credit into one that is refundable.
One of the proposed changes to the federal EV tax credit that has flown a bit under the radar is also one of the most political and protectionist in nature provisions. Effective January 1, 2022, electric vehicles with final assembly* (see definition at the end) in China would no longer qualify for IRC 30D (federal EV tax credit).Â
A provision in the Clean Energy for America Act requires that a new qualified electric vehicle purchased by the taxpayer has a manufacturer’s suggested retail price (MSRP) of $80,000 or less. What would this change mean for automakers and EV buyers?
Arguably the biggest flaw in the Plug-In Electric Drive Vehicle Credit (IRC 30D) regulations is the triggering of a phaseout schedule of the tax credit when a manufacturer sells 200,000 total EVs (BEV and PHEV). In the Clean Energy Act for America (CEAA) proposed legislation, this per manufacturer threshold would be eliminated and replaced with an industry-wide phaseout based on reaching 50% EV sales share.
There are 9 key proposed changes to the federal electric vehicle (EV) tax credit under the Clean Energy Act for America – this article includes a summary chart and brief highlights.
The federal EV tax credit has a number of flaws, but one of the biggest is the poorly-designed formula that determines the amount of the tax credit available for each BEV and PHEV sold in the US. The formula, which is based on the size of an EV’s battery pack, rewards OEMs (and their buying consumers) for using larger batteries with no consideration to efficiency (EPA range/kWh) and price.
Proposed reform to the Federal EV tax credit extends to automakers who already reached the current phaseout level of 200,000 EVs sold with another 400,000 vehicles, but with a reduction to $7,000 from the current maximum $7,500 credit.
The Federal EV tax credit isn’t working: sales of EVs in the US are slowing, are concentrated in one state (California) and brand (Tesla). It is time to tear up and rethink, not tweak the current tax credit.
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