EV Incentives by State in 2026: The Federal $7,500 Is Gone — Here's What's Actually Left

By Petra Halvorsen, Energy & E-Mobility Cost Analyst · Updated 17 June 2026

The single most important fact about EV incentives in 2026 is a date: 30 September 2025. That is the day the federal $7,500 new-EV tax credit (§30D), the $4,000 used-EV credit (§25E) and the commercial credit (§45W) all stopped applying to any vehicle acquired after it [1]. There was no taper, no wind-down quarter, no model-year grace. A buyer who signed on 29 September got $7,500; a buyer who signed on 2 October got nothing from Washington. Most of the EV-incentive content still ranking on the web was written before that line and is now simply wrong.

So the real 2026 question is not "how do I claim the federal credit" — you can't, unless you locked in a binding contract before the deadline [1]. It is: what is left, and how much of it can I actually stack where I live? The honest answer is a patchwork. A lower-income buyer in California or Colorado can still assemble five figures of help. A buyer in Wyoming or Kentucky gets nothing from the state and pays an extra fee for the privilege of driving electric. This piece maps that patchwork, program by program, with the real numbers and the catches.

What exactly died on 30 September 2025 — and what didn't

Three federal purchase credits ended; two federal supports survive. The IRS guidance implementing the One Big Beautiful Bill Act (Public Law 119-21) is unambiguous: §30D, §25E and §45W "will not be allowed for any vehicle acquired after September 30, 2025" [1]. That accelerated the phase-out by more than seven years versus the schedule the Inflation Reduction Act had set [5]. A vehicle counts as "acquired" on the date you sign a written binding contract and make a payment — even a nominal deposit or a trade-in — so a narrow band of buyers who put money down before the deadline can still claim the old credit on a 2026 delivery [1]. For everyone else, the federal purchase subsidy is over.

Two things did survive, and they matter. The first is the §30C charging-equipment credit: 30% of the cost of a home charger and its installation, up to $1,000, available only if your address sits in a qualifying low-income or non-urban census tract [8]. The second is brand-new: a deduction for interest on a new-car loan, up to $10,000 a year for 2025 through 2028, which covers any qualifying U.S.-assembled new vehicle including EVs [3]. Neither replaces $7,500 of point-of-sale cash, but both are real money that the stale guides ignore. Both are covered in detail below.

The market noticed the deadline. U.S. EV sales hit a record 438,487 units in Q3 2025, up 40.7% on the previous quarter, as buyers rushed to beat the cut-off [27]. Cox Automotive's read afterward was blunt — "the training wheels are coming off" — and Edmunds called October the start of a "reset era" of higher effective EV prices [25]. The incentives below are what cushions that reset, and they are now almost entirely a state and utility story.

One casualty deserves a flag because it quietly powered most 2024–25 EV deals: the leasing loophole. Under the old rules a leased EV qualified for the $7,500 commercial credit (§45W) with none of §30D's price, income or assembly limits, and dealers passed it through as a lease discount. That is why leases hit roughly 71% of financed EV purchases in September 2025 — buyers were grabbing the credit while it lasted [27]. With §45W gone for vehicles acquired after 30 September 2025, the lease subsidy vanished too; leasing's share eased toward 60% by October as the discount disappeared [27]. If a 2024 guide told you "lease to get the credit even if you don't qualify to buy," that advice is now dead.

The used-EV credit is gone too — and that reshapes the cheapest end of the market

The quietest loss is the $4,000 used-EV credit (§25E), and it hit exactly the buyers with the least room to absorb it. Until 30 September 2025, a qualifying used EV under $25,000 carried up to $4,000 in federal help, often the difference that made a second-hand Leaf or Bolt cheaper than a comparable used petrol car. That credit ended on the same date as the others [1], and unlike new EVs, used buyers get no car-loan interest deduction — that deduction is new-vehicle-only [3]. So the entry-level EV buyer in 2026 lost their single biggest federal support and gained nothing in return. The states partly fill the gap: Colorado's VXC pays up to $6,000 on a used EV for income-qualified residents [9], Connecticut's Rebate+ pays up to $5,000 on a used BEV [17], and several utility programs (PG&E's pre-owned rebate, up to $4,000) target used vehicles specifically [23]. Where you live now decides whether a used EV still pencils out against a used petrol car.

The federal charger credit (§30C): a real $1,000, but the clock runs out 30 June 2026

If you are installing a home charger, claim the §30C credit now — it ends for any property placed in service after 30 June 2026 [1]. The credit is worth 30% of the combined cost of the charger and its installation, capped at $1,000 for a home (personal-use) install [8]. The catch is geographic: the equipment must be installed in a low-income or non-urban census tract as defined by the Census Bureau, so not every address qualifies [8]. Rewiring America and the IRS both publish eligibility lookups; check your tract before you assume you're covered [30].

You will see secondary sites claim the credit "drops to 20% on 1 July." That is wrong. The IRS FAQ states the credit "will not be allowed for any property placed in service after June 30, 2026" — it terminates, it does not taper [1]. Practically, that means the charger has to be installed and operational on or before 30 June 2026 to earn anything. Given typical electrician lead times, a buyer reading this in mid-June 2026 is already at the edge of the window. After that date, the home-charger help shifts entirely to states and utilities (see below).

A concrete example shows the ceiling: a typical home Level 2 install running $1,200–$2,500 all-in would earn 30% — $360 to $750 — and only a $3,334-plus install reaches the full $1,000 cap, our calculation from the 30% rate [8].

So for most homeowners the §30C credit is a few hundred dollars, not the headline $1,000, and it is gone after the deadline regardless of how much you spend.

For businesses and tax-exempt entities the §30C math is larger — up to $100,000 per item, at a 6% base rate or 30% if prevailing-wage rules are met — but the same 30 June 2026 deadline applies [8]. Commercial depot charging is outside this guide's scope, but the deadline is identical, so fleet operators face the same scramble.

The new car-loan interest deduction: up to $10,000, but it's an above-the-line deduction, not a credit

A genuinely new 2026 benefit lets you deduct the interest on a new-vehicle loan — but read the eligibility before you count on it. Under the OBBBA, interest on a qualifying new-car loan is deductible up to $10,000 per year for tax years 2025 through 2028 [3][4]. It is available even if you take the standard deduction, which is unusual and valuable [28]. But the conditions are specific: the loan must have originated after 31 December 2024, be secured by the vehicle, and the vehicle must be new and have undergone final assembly in the United States [3]. Used EVs do not qualify, and neither do many imported models.

The benefit also phases out for higher earners. The deduction starts shrinking once modified adjusted gross income passes $100,000 for single filers ($200,000 joint), losing $200 for every $1,000 above that, and disappears entirely at $150,000 single / $250,000 joint [3]. And because it is a deduction rather than a credit, its cash value is your marginal tax rate times the interest — not the interest itself. CNBC's worked example found most buyers save a few hundred dollars a year, not thousands [29]. It is a useful offset for a U.S.-built EV bought on finance; it is not a $7,500 replacement, and anyone presenting it as one is overselling it.

How to read the state map: standard vs income-qualified

State programs come in two very different sizes, and conflating them is the most common error in 2026 guides. Almost every active state program has a standard rebate that most buyers can get, and a larger income-qualified amount reserved for lower-income households — usually requiring proof of income below a threshold and, often, scrapping an older car. Connecticut is the clean illustration: its CHEAPR standard rebate is $1,000 for a new BEV, but stack the income-qualified "Rebate+" on top and an eligible resident reaches up to $5,000 [17]. The headline "$5,000" and the realistic "$1,000" describe the same program and different buyers.

The chart above shows maximum advertised amounts; for most middle-income buyers the achievable figure is the lower, standard tier. With that caveat, here is the state-by-state reality.

California: the rebate is gone, but the replacement targets lower incomes — and the carpool perk is dead

California no longer has a broad EV rebate; its remaining money is means-tested. The old Clean Vehicle Rebate Project (CVRP), which paid most buyers $2,000–$7,500, closed to new applications on 8 November 2023 and has not returned [12]. In its place the state runs equity programs — Clean Cars 4 All and the Driving Clean Assistance Program — which help income-qualified residents scrap an older car and buy a cleaner one, with combined assistance advertised up to $12,000 depending on air district [13]. If you are a typical middle-income California buyer, the state purchase subsidy in 2026 is effectively zero; if you qualify on income, it is among the most generous in the country.

California EV owners also lost a non-cash perk that was worth real money to commuters: solo access to carpool (HOV) lanes. The federal authority that let states issue Clean Air Vehicle decals expired on 30 September 2025, and as of 1 October 2025 all CAV decals are void [14]. California passed a law to extend access through 2027, but that needs federal sign-off under Title 23 §166 that has not been granted [14]. For a solo driver who relied on the HOV lane, that change can outweigh any rebate. The cash help that remains in California is mostly at the utility: PG&E offers up to $4,000 on a pre-owned EV (standard applications close 31 August 2026, then income-qualified only), and SCE offers charger rebates up to $4,200 [23][24].

Colorado: still the most aggressive state — but the headline tax credit just collapsed

Colorado remains the best mainstream state for EV help, yet its flagship credit shrank dramatically in 2026, so the program you use matters enormously. The state's Innovative Motor Vehicle Credit, worth $3,500 for a light-duty EV in 2025, dropped to just $750 for 2026 under the existing step-down schedule [10]. Vehicles must be under an $80,000 MSRP, and there is a separate $2,500 add-on for models priced under $35,000 that runs through 2029 [10]. So a buyer choosing a cheap EV can still get $3,250 in state tax credit; a buyer of a pricier model gets $750.

The bigger Colorado number is the Vehicle Exchange Colorado (VXC) point-of-sale rebate for income-qualified residents who trade in an old or high-emitting car. From 3 November 2025 the VXC rose to up to $9,000 for a new BEV or PHEV (from $6,000) and up to $6,000 for a used one (from $4,000) [9][11]. Eligibility requires Colorado residency, income at or below 80% of area median income or enrolment in a program like SNAP or Medicaid, and an old vehicle at least 12 years old or failing emissions [9]. Stack the IMVC, the sub-$35k bonus and VXC, and a qualifying Colorado buyer can still assemble five figures of help in 2026 — the closest thing left to the old federal experience.

The Northeast: small but reliable point-of-sale rebates

The Northeastern states cluster around modest, dependable rebates you see at the dealer. New York's Drive Clean Rebate stays live in 2026 at up to $2,000 off a new BEV at the point of sale, and Governor Hochul added $30 million to the fund in spring 2026, so it is well-supplied [16]. New Jersey's Charge Up program offers up to $4,000 point-of-sale on a new BEV — but note that New Jersey's separate full sales-tax exemption on EVs has been phased out, with EVs now paying the standard 6.625% sales tax as of mid-2025 [22]. Massachusetts runs MOR-EV at $3,500 standard, rising to about $6,000 for income-qualified buyers with the MOR-EV Plus top-up [22]. Connecticut's CHEAPR pays $1,000 standard and up to $5,000 with Rebate+ [17]. Rhode Island's DRIVE EV pays up to $1,500 for a new BEV, with an extra $1,500 for income-qualified applicants [22]. Maine's Efficiency Maine reaches up to $7,500 for the lowest-income tier [22]. Delaware offers up to $2,500 as a rebate, and Pennsylvania's AFV program pays up to $3,000 for income-qualified residents through its rebate window [22].

The pattern across the Northeast is consistency over size: none of these match the dead federal credit on their own, but most are point-of-sale, so you feel them immediately rather than waiting for a tax return.

The West and Midwest: a thinning field

Outside California and Colorado, Western and Midwestern state purchase rebates are scarce and several are paused. Oregon had one of the more generous programs — its Charge Ahead rebate pays income-qualified households $7,500 — but the Oregon Clean Vehicle Rebate Program suspended Charge Ahead on 5 December 2025 for lack of funding and expects to reopen only in summer 2026, with approved applications waitlisted [20][33]. Illinois runs the most substantial Midwestern program: a state EPA rebate of up to $4,000 on a new BEV, though the funded amount steps down through 2026 and is tied to a window closing 30 June 2026, so timing matters [22]. New Mexico routes help through utility Public Service Company of New Mexico, up to $4,000 on vehicles under $55,000 [22]. Minnesota, Vermont and Texas have effectively no statewide purchase rebate in mid-2026; what exists is utility-run [22]. And a long list of states — Arkansas, Hawaii, Idaho, Iowa, Kentucky, Montana, North Dakota and Wyoming among them — offer no residential purchase incentive at all [22]. In those states, the only federal-or-state cash left is the §30C charger credit (if your tract qualifies) and whatever the local utility runs.

State / Program	New BEV — standard	Income-qualified max	Point of sale?
California — Clean Cars 4 All / DCAP	—	up to $12,000	Varies by district
Colorado — IMVC + VXC	$750 tax credit	up to $9,000 (VXC)	Yes (VXC, IMVC)
Connecticut — CHEAPR	$1,000	up to $5,000 (Rebate+)	Yes
New Jersey — Charge Up	up to $4,000	up to $4,000	Yes
New York — Drive Clean	up to $2,000	up to $2,000	Yes
Massachusetts — MOR-EV	$3,500	up to $6,000 (+Plus)	Yes
Maine — Efficiency Maine	varies	up to $7,500	Yes
Oregon — OCVRP/Charge Ahead	paused 2026	$7,500 (when open)	No (rebate)
Delaware — Clean Vehicle	up to $2,500	up to $2,500	No (rebate)
Pennsylvania — AFV	—	up to $3,000	No (rebate)
New Mexico — PNM	up to $4,000	up to $4,000	Varies
Rhode Island — DRIVE EV	up to $1,500	+$1,500 (DRIVE+)	Yes

Utilities: the incentive layer most buyers forget

The fastest-growing source of EV help in 2026 is your electric utility, not your statehouse. Because utilities want EV load shifted to off-peak hours, many pay for chargers and discount overnight power regardless of your state's politics. PG&E covers 50%–100% of approved home-charger equipment costs and offers up to $4,000 on a used EV [23]. SCE pays up to $4,200 toward a Level 2 charger and runs special EV time-of-use rates [24]. Xcel Energy, across Colorado and the Upper Midwest, offers up to a $1,300 wiring-and-equipment rebate plus TOU rates [34]. These programs rarely appear in national "by state" round-ups because they are administered locally, but for many buyers the utility rebate now exceeds the state rebate. Check your specific utility's EV page before you buy; the DriveClean and AFDC databases are good starting points [13][10].

The time-of-use angle is the quiet winner. A charger rebate is one-time; an off-peak EV rate cuts the cost of every kilowatt-hour for years. In states with no purchase incentive at all, a utility TOU plan is often the single biggest lever on the true cost of running an EV.

The fee that bites back: EV registration surcharges

Before you tally your incentives, subtract the recurring fee most states now levy on EVs. Because EV drivers buy no gasoline, they pay no fuel tax, and 39 states now charge an extra annual registration fee to recover road funding — ranging from about $50 to $400 [18][19]. The common tier is $200/year (Alabama, Arkansas, Ohio, Tennessee, West Virginia, Wyoming and others), with New Jersey and Pennsylvania at $250, Michigan around $267, and Texas charging $200 a year plus a $400 fee in the first year [18][19].

Over a five-year ownership period, a $250 annual fee is $1,250 — our calculation, fee per [18] — which can equal or exceed a small state rebate. A Texan paying $400 up front and $200 a year hands the state $1,200 across five years before any incentive is counted. This is the line item that turns a headline "EV-friendly" state into a more neutral one, and it is rising: several states moved to higher or inflation-indexed fees for 2026, and a federal $250 annual EV fee has been floated in highway-bill negotiations [19]. Net the fee against the rebate before deciding which state actually pays you to go electric.

Why no state can truly replace the federal credit

No state program fully replaces the federal $7,500, and the reason is structural, not political. The federal credit was uniform, nationwide and funded by the U.S. Treasury — it applied identically in Texas and Vermont, capped only by vehicle price and buyer income.

State programs are funded from finite state budgets that run dry, which is exactly why Oregon suspended Charge Ahead in December 2025 and California's broad CVRP closed back in 2023 [20][12]. A rebate that exists on paper but is waitlisted or unfunded is worth nothing at signing.

There is also a coverage problem. The federal credit reached every state; state rebates reach maybe half, and the generous ones are concentrated in a handful of high-cost coastal and mountain states. A buyer in a no-incentive state cannot import Colorado's VXC by wishing for it. And state money increasingly comes with means-testing: the trend in 2026 is away from universal rebates and toward equity programs aimed at lower-income households and trade-ins, like Clean Cars 4 All and VXC [13][9]. That is defensible policy — it puts scarce dollars where they change a purchase decision — but it means a median-income buyer who comfortably qualified for the old federal credit may now find the state door closed. The combined effect is that the average American EV buyer in 2026 gets meaningfully less help than in 2024, even though the headline maxima in a few states look as large as ever.

A worked example: the same EV, three states

Numbers in isolation mislead; the stack is what matters. Take a household buying a $40,000 U.S.-assembled new BEV on finance in mid-2026, and assume they qualify on income where relevant. The arithmetic below is our calculation from the cited program amounts; none is quoted from a source.

Buyer	Federal	State purchase	Charger (30C)	Reg fee (5 yr)	Net first-year help
Colorado, income-qualified, trade-in	$0 [1]	$9,000 VXC + $750 IMVC [9][10]	up to $1,000 [8]	−$0 (no extra BEV fee in many CO cases)	≈ $10,750
New York, standard buyer	$0 [1]	$2,000 Drive Clean [16]	up to $1,000 if tract qualifies [8]	−$0 base	≈ $2,000–$3,000
Texas, standard buyer	$0 [1]	$0 (no state rebate) [22]	up to $1,000 if tract qualifies [8]	−$1,200 over 5 yr [18]	≈ $0, minus fees

Our calculation. State amounts are maxima and may require income qualification and a trade-in; charger credit assumes an eligible census tract and a qualifying install before 30 June 2026. Car-loan interest deduction (worth a few hundred dollars on a typical loan) is excluded for clarity [29].

The spread is the whole story. Post-federal-credit, where you live now determines almost the entire incentive, and the gap between a generous equity program and nothing is wider than the old $7,500 ever was.

What to do before you buy in 2026

The practical playbook is short. First, check whether you locked in the federal credit — only a pre-30 September 2025 binding contract with a payment still qualifies [1]. Second, install your home charger before 30 June 2026 if your census tract is eligible, to catch the §30C credit before it ends [8]. Third, separate the standard rebate from the income-qualified one in your state and be honest about which you'll actually get; the headline number is usually the income-qualified ceiling [17]. Fourth, call your utility — the charger rebate and off-peak rate are often bigger than the state rebate and are frequently missed [23][24]. Fifth, if you're financing a U.S.-built new EV, keep your loan documents for the interest deduction [3]. And sixth, net the registration fee against everything before you decide your state is generous [18].

The uncomfortable truth of 2026 is that the EV incentive landscape went from national and simple to local and fragmented overnight. The federal floor is gone. What replaced it is a mosaic of state rebates, utility programs and a narrow charger credit on a deadline — generous in a handful of places, threadbare in most. The buyers who still come out ahead are the ones who read the fine print state agencies publish, not the national guides that haven't been updated since the credit died.

---

Common questions

Is the federal $7,500 EV tax credit still available in 2026? No. The §30D new-EV credit, the §25E used-EV credit and the §45W commercial credit all ended for vehicles acquired after 30 September 2025 under the One Big Beautiful Bill Act [1]. The only exception is buyers who signed a binding written contract and made a payment on or before that date [1].

What EV incentive replaced the federal credit? Nothing of equal size. Two smaller federal supports remain: the §30C home-charger credit (30% up to $1,000, ending 30 June 2026) and a new deduction for new-car-loan interest up to $10,000/year through 2028 [8][3]. The main 2026 help is now state and utility programs.

Which states have the best EV incentives in 2026? Colorado and California for income-qualified buyers — Colorado's Vehicle Exchange can reach $9,000 and California's Clean Cars 4 All up to $12,000 [9][13]. For standard buyers, New Jersey ($4,000), Massachusetts ($3,500) and Maine offer the most reliable point-of-sale help [22].

Do I still have to pay an extra fee for owning an EV? In most states, yes. Thirty-nine states charge an additional annual EV registration fee, commonly $200, and as high as $250 (NJ, PA) or $267 (MI); Texas adds a $400 first-year fee [18][19]. Net this against any rebate.

Can I still get a tax break for installing a home EV charger? Yes, but only briefly. The §30C credit pays 30% of charger-plus-installation cost up to $1,000, and only if your address is in a qualifying low-income or non-urban census tract — and the install must be operational on or before 30 June 2026 [8][1].

Does the new car-loan interest deduction apply to EVs? Yes, if the EV is new, assembled in the U.S., and bought on a loan that originated after 31 December 2024. The deduction is up to $10,000/year of interest for 2025–2028 and phases out above $100,000 income (single) / $200,000 (joint) [3]. As a deduction, its cash value is usually a few hundred dollars, not thousands [29].

My state has no rebate — is there anything left for me? Possibly two things: the §30C charger credit if your census tract qualifies, and your electric utility's programs, which often include charger rebates and discounted off-peak EV rates regardless of state policy [8][23]. In no-incentive states, the utility is usually the only remaining lever.

---

About the author

Petra Halvorsen — Energy & E-Mobility Cost Analyst. Petra analyses EV running costs and purchase incentives for ChargeCostLab, reconciling federal statute, state agency rules and utility tariffs into figures buyers can act on. She does not accept payment from automakers, charging networks or energy suppliers, and every figure in this article is traceable to the primary source listed below.

---

Sources

1. IRS — FAQs for modification of §§25C, 25D, 25E, 30C, 30D, 45L, 45W and 179D under Public Law 119-21 (OBBB). https://www.irs.gov/newsroom/faqs-for-modification-of-sections-25c-25d-25e-30c-30d-45l-45w-and-179d-under-public-law-119-21-139-stat-72-july-4-2025-commonly-known-as-the-one-big-beautiful-bill-obbb
2. IRS — One, Big, Beautiful Bill provisions. https://www.irs.gov/newsroom/one-big-beautiful-bill-provisions
3. IRS — Treasury, IRS provide guidance on the new deduction for car loan interest. https://www.irs.gov/newsroom/treasury-irs-provide-guidance-on-the-new-deduction-for-car-loan-interest-under-the-one-big-beautiful-bill
4. Federal Register — Car Loan Interest Deduction (2 Jan 2026). https://www.federalregister.gov/documents/2026/01/02/2025-24154/car-loan-interest-deduction
5. Congressional Research Service — Clean Vehicle Tax Credits (IF12600). https://www.congress.gov/crs-product/IF12600
6. Wolters Kluwer — Clean vehicle credits after OBBBA: what you need to know in 2026. https://www.wolterskluwer.com/en/expert-insights/clean-vehicle-credits-after-obbba-what-you-need-to-know-in-2026
7. Plante Moran — The OBBB and the end of EV tax credits. https://www.plantemoran.com/explore-our-thinking/insight/2025/09/the-obbb-and-the-end-of-ev-tax-credits
8. Plug In America — Federal Tax Credits for EV Charging Infrastructure (30C). https://pluginamerica.org/learn/federal-ev-tax-credits/ev-charging-infrastructure-30c/
9. Electric Vehicle Colorado / Colorado Energy Office — Vehicle Exchange Colorado and EV savings. https://evco.colorado.gov/
10. AFDC (U.S. DOE) — Colorado EV & FCEV tax credit (Law 11702). https://afdc.energy.gov/laws/11702
11. Office of Governor Polis — Increased incentives for electric vehicles. https://www.colorado.gov/governor/news/polis-administration-announces-increased-incentives-electric-vehicles
12. California Air Resources Board — Clean Vehicle Rebate Project (closed). https://ww2.arb.ca.gov/our-work/programs/clean-vehicle-rebate-project
13. California — DriveClean incentive search (Clean Cars 4 All, DCAP). https://driveclean.ca.gov/search-incentives
14. California Air Resources Board — The end of California's Clean Air Vehicle Decal Program. https://ww2.arb.ca.gov/end-californias-clean-air-vehicle-decal-program
15. California DMV — Federal government ends Clean Air Vehicle (CAV) decal program. https://www.dmv.ca.gov/portal/news-and-media/federal-government-ends-clean-air-vehicle-cav-decal-program/
16. NYSERDA — Drive Clean Rebate for Electric Cars Program. https://www.nyserda.ny.gov/All-Programs/Drive-Clean-Rebate-For-Electric-Cars-Program
17. Connecticut DEEP — CHEAPR / Rebate+. https://portal.ct.gov/deep/air/mobile-sources/cheapr/cheapr---rebate-plus
18. Kansas Legislative Research Department — States' fees for electric and hybrid vehicles. https://klrd.gov/2025/01/17/states-fees-for-electric-and-hybrid-vehicles/
19. InsideEVs — These states charge extra fees to register EVs and PHEVs. https://insideevs.com/features/739111/state-fees-register-ev-phev/
20. Oregon DEQ — Oregon Clean Vehicle Rebate Program (Charge Ahead). https://www.oregon.gov/deq/aq/programs/pages/zev-rebate.aspx
21. Kelley Blue Book — Electric car rebates and incentives by state. https://www.kbb.com/car-advice/electric-vehicle-rebates-by-state/
22. Insurify — Electric vehicle incentives and rebates by state (2026). https://insurify.com/car-insurance/knowledge/electric-vehicle-incentives-by-state/
23. PG&E — Pre-Owned EV Rebate and home charging incentives. https://evrebates.pge.com/
24. Southern California Edison — Pre-Owned EV Rebate and Charge Ready. https://evrebates.sce.com/site/program-details
25. Edmunds — EV market faces 'reset' after record September 2025. https://www.edmunds.com/car-news/ev-market-faces-reset-after-record-september-2025-edmunds-insights.html
26. electrive — End of US tax credit drives record EV sales. https://www.electrive.com/2025/10/13/end-of-us-tax-credit-drives-record-ev-sales/
27. Benchmark Source — Record EV sales in the US as tax credit disappears (Q3 2025: 438,487 units). https://source.benchmarkminerals.com/article/record-ev-sales-in-the-us-as-tax-credit-disappears
28. Bipartisan Policy Center — The auto loan interest deduction: how claiming and reporting work. https://bipartisanpolicy.org/explainer/the-auto-loan-interest-deduction-how-claiming-and-reporting-work/
29. CNBC — Interest on new car loans is now tax deductible up to $10,000. https://www.cnbc.com/2026/02/13/interest-on-new-car-loans-tax-deductible.html
30. Rewiring America — 30C EV charger tax credit: a guide for homeowners. https://homes.rewiringamerica.org/federal-incentives/30c-ev-charger-tax-credit
31. Clifford Chance — OBBBA: notable terminations of tax credits. https://www.cliffordchance.com/content/dam/cliffordchance/briefings/2025/11/one-big-beautiful-bill-act-notable-terminations-of-tax-credits-for-solar-wind-hydrogen-and-clean-vehicles.pdf
32. Coltura — The federal EV tax credit and other EV incentives in 2026. https://coltura.org/ev-tax-credit/
33. OPB — Oregon's popular EV rebates are shrinking. https://www.opb.org/article/2026/05/14/oregon-ev-rebates-electric-vehicle-shrinking/
34. Xcel Energy — EV rebates and time-of-use rates. https://www.xcelenergy.com/

---

© 2026 ChargeCostLab. Independent EV cost analysis. Incentive amounts, funding and deadlines change without notice — several programs were paused or revised during 2026. Verify with the administering agency before purchasing. Informational only, not tax or financial advice. Last reviewed 17 June 2026.