Two Federal EV Incentives End Tonight – Chargers and Motorcycles


Zero Motorcycles 2014 Lineup - Motorcycle Incentives End Tonight

Zero Motorcycles 2014 Lineup – Motorcycle Incentives End Tonight

Federal Incentives For Purchasing Chargers Such as This Will No Longer Exist in 2014

Federal Incentives For Purchasing Chargers Such as This Will No Longer Exist in 2014

When the clock strikes midnight tonight, two EV-related incentives will disappear.

One, a charger-related incentive, provides individuals with a 30% tax credit on purchase and install (limited to $1,000).

The other, an electric motorcycle incentive, credits buyers 10% of the purchase price (limited to $2,500).

The residential charger incentive is likely not needed now as the price for Level 2 home chargers has dropped substantially over the past year or so, but businesses will lose out due to the credit of up to $30,000 for multiple charger install coming to an end, too.

The motorcycle incentive was key to driving sales for makers like Zero and Brammo.  Without the incentive, those motorcycles cost thousands more than comparable ICE ones.

Both of these credits actually expired last year, but were then reinstated by Congress.  We doubt that’ll happen again, but we’ve got our fingers crossed.

Source: USA Today

Categories: Charging, General

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22 Comments on "Two Federal EV Incentives End Tonight – Chargers and Motorcycles"

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I hope they reinstate it. I assume these bike makers are hanging on by the skin of their teeth?

Yeah, let’s hope they reinstate them.

To close the year with a positive note:
Tesla just opened its 50th Supercharger in US! (64 worldwide)
It’s in Murdo, SD (4 stalls).

Happy 2014 to all the staff and all readers!

I had a Clipper Creek charger installed 12/20. Overnight charging was working pretty well for us on 110v, but figured once the Volt lease is up we may end up with something where the faster charging is more critical. If the tax credit wasn’t expiring, I probably would have put off the project. It is nice having faster charging now. We ended up having 63 EV miles on 12/24 thanks to some fast charging in between Christmas Eve events, errands and an airport run.

We charge with 110vac on both our Model S and Imiev and never come up short. Probably a lot of others could do this too but think they need fast charging for some reason. Of course some people will need 240 but not as many as you may think.

Dittos here. Been driving leaf for 6 months and haven’t needed to be quicker than my wall plug yet. Just got a Volt for me because my wife decided the leaf was hers. When I get home from work in the Volt I’m at zero batt. Maybe with L2 I could drive another 20 miles electrically after dinner. How many times have I wanted to do that so far? None. For the most part it sits in the garage until morning. I’m keeping a close eye on it though. Here is some very rough math regarding my hypothetical 20 mile after-dinner trip: On 240v I could do the whole trip in ev mode, burning 70 cents worth of juice. On 120v I could do 8 miles ev (35 cents) and 12 in hybrid mode ($1.10) = $1.45 tops. I would have to do this trip about 800 times to pay off my EVSE. Or I could hop in the wife’s leaf and not even have to see the “engine running due to temperature” message… I’ve heard the 240v has less loss than the 120v. Is it enough to justify the cost of the EVSE? I’ll be looking into that. Lastly… Read more »

“….I’ve heard the 240v has less loss than the 120v. Is it enough to justify the cost of the EVSE? I’ll be looking into that. Lastly these batteries last longer if they are charged faster ..””

In the Volt its been my experience that there is no difference between 8, or 12 amps at 120 volts, or 14 amps at 240. Depending on your house, you might have some drop through your house wiring at 120 volts but usually its only a few percent.

Tesla and Tesla chargers (eg: Toyota Rav4EV) seem to have trouble with 120 volt charging, they costing about 33% more to charge in both the roadster and the S, than they do with 240 volts. The roadster and to a lesser extend the S tend to have maximum efficiency at 30-40 amps, unless you have the ‘dual charger’ option, then according to the Tesla website, 80 amps is of equal efficiency, hard to believe though it is.

In general, as far as the batteries themselves are concerned, slower the better, especially in hot weather since the losses are lower.

Chevy Spark partnered with Bosch so I have a level II 220 30 Amp charger that cost me $193, because Chevrolet paid the first $500. I missed the tax credit on install cost, but I did it myself with the material costing less than $250 including a meter base for a 2nd meter, to measure the current used by the charging station separately from the rest of the house. That gets me the best rate from Edison of 11 cents per kw after 9 pm and until 1200 noon. I provide the meter base and they provide and install the meter. There is a lot of permitting, inspecting and paperwork of course. Really we use less than $50 worth of electricity per month charging at home now, so this will cut that in half or better, saving us $30/month. All that for the price of a meter base/socket.

Funny, that’s EXACTLY our situation. Volt owners, don’t need more than 110V, but due to the expiring tax credit got a Clipper Creek 20A model with plug this month, and had an electrician install TWO separate 50A breakers and outlets so that we could, in the future, support two EVs with Level 2. So now like you, we’re enjoying the 220V charge… even though we almost never need it.

Turns out one bonus is that when we visit my wife’s mother who lives ~30 miles away, she has a 6-50 outlet in her garage, so now we can charge quickly at her place before driving back. Just have to remember to bring the Clipper Creek and not just the Volt EVSE.

Its interesting that since you have two – 50 amp circuits running to 2 -nema 6-50’s running 20amp clipper creeks, in the future should you get 4 ev’s you can just add another 6-50 to each circuit (multiple recepticles are allowed in a house on a 50 amp branch circuit), so you can consider your house prewired for 4 ev’s. Maybe the garage will need an expansion to actually make it 4 bays wide.

Luckily, it’s in a carport with a double-wide driveway…

Hmmm, I think you’re right. Even if we wanted to charge our next EV (likely a Leaf), that sucker maxes out at what, 30A? So theoretically we could have pulled it off on one circuit. Perhaps I’ll play the stubborn card and mumble something about the next vehicle being a Tesla. Um, sure. In my dreams.

I used the Level 1 charger for a while on my Volt, but decided that ability to make multiple trips per day was worth the cost of the charger. I got a great deal on a Clipper Creek LCS-25, and was very lucky by having 240 already run to my garage. Installation was the cost of a plug.

Sorry to see the 30% credit go, although maybe manufacturers will drop their prices 30%.

You can’t install a home charger since the charger is actually in the vehicle. I assume you are referring to a charging station, also known as an EVSE. Picky? Perhaps, but a lot of people don’t understand that an EVSE is not a charger.

-1 for condescending tone… Something I don’t see much on this site. So I will take this opportunity to thank you all for thinking about your comments before you submit them. I really enjoy reading what y’all have to say! This one not so much though…

Another “-1” for calling an EVSE a charging station after ragging on the article for calling it a home charger. It can’t be a charging station since the “charger” is in the car.

Sorry, but a “charging station” is a station where you can charge. It doesn’t imply that the station has a charger in it (although for QC, the charger is actually located in the charging station).

There isn’t anything condescending about wanting terms to be used correctly. This correction is made all the time on, and is never intended to be a put down.

It may not be a charger but it is definitely a charger – controller, at least on NFPA terms. The actual rate of charge is dependent on the car following the charger controller docking stations data instructions, but for NEC purposes the ‘Dock’ is the controller. The ‘disconnect’ is either the attachment plug, or the next safety switch or breaker further back. Although strictly speaking not required, some local inspectors want either a ‘within sight disconnnect’ or a “lockable (in the off position) disconnect”.

Some of the how to videos also show the licensed electrician installing a disconnect ahead of the EVSE.

+1 It is certainly acceptable to not know the correct term or definition of an item. However once learned the use of incorrect terminology should never be acceptable, particularly by a media source that exists to promote/educate the public about those products.

+1 John – Call it a charging station or EVSE. Don’t call it a charger (unless you’re talking about a DC QC – but even then you’re better off calling it a charging station to eliminate ambiguity, IMO).

I took advantage of the 30% EVSE discount. I bought two in 2013 and will submit the labor and all parts needed for the install of both to my accountant!!!

An EVSE (Electric Vehicle Supply Equipment) is in no more a charger than is an extension cord. On an EV the charger is onboard but an EV may use an outboard charger as in the case of a DC fast charger. An EVSE has a few basic roles such as GFCI protection, proximity disconnect, and pilot signal generation which tells the onboard charger the proper charge draw on the AC side. None of these functions are “charger” functions. A charger takes the AC and converts it to DC HV for the traction pack and it regulates the charge rates to the pack based on many variables, none of there are features of an EVSE. Many consumers believe the EVSE “charge cord” is the actual charger and that buying a higher amp capacity EVSE is going to charge their EV faster or that some EVSE units can damage their battery pack. I speak to more than a thousand EVSE buyers every year and the improper use of the term “charger” has really confused the general public and caused them to waste significant money. The cord one puts into a cell phone is a charger, it converts AC to DC to charge… Read more »