US EV tax credit expiration reshapes electric vehicle market

US EV

US EV tax credit expiration after 15 years is reshaping vehicle affordability and demand across the US auto market. The US EV tax credit supported sales of models like the Tesla Model Y and Chevrolet Equinox EV. Now the US EV tax credit has ended, leaving buyers with higher upfront costs and manufacturers with greater policy uncertainty.

US EV tax credit expiration driven by politics and fiscal push

The US EV tax credit began in 2008 as a bipartisan tool to jump-start early EV adoption. It later expanded under the Inflation Reduction Act, which tied eligibility to US-made vehicles and domestic supply chains. However, Republican lawmakers and oil interests increasingly opposed the subsidy, arguing it distorted markets and threatened future gasoline demand.

As a result, the latest tax and energy law under president Donald Trump removed the incentive from 30 September. Lawmakers framed the US EV tax credit expiration as a way to save more than $190bn over ten years. The move reflects a broader rollback of climate-linked support measures, including plans to repeal greenhouse gas limits on cars and trucks. This policy reversal now clashes with long-term investment cycles for automakers and battery producers.

EV affordability and US supply chains face fresh headwinds

The end of the US EV tax credit comes while EVs still cost more than conventional cars. Recent data show US EVs carry an average price premium of around $8,000 over combustion models. Without the $7,500 federal incentive, many mass-market buyers lose a key financial lever that helped close the price gap. This will likely slow new orders, particularly in middle-income segments and fleet purchases.

Meanwhile, manufacturers warn that the loss of the credit weakens the business case for US-based EV and battery plants. The revised credit had pushed automakers to localise assembly and critical mineral sourcing inside the US or allied countries. Its removal undercuts one of the strongest pull factors for building gigafactories, cathode plants and related supply chain assets on US soil. Industry groups argue this shift could hand competitive advantage back to regions with more stable policy support.

State-level climate policy will now carry more weight in the US EV landscape. California and other Democratic-led states plan to maintain strict tailpipe standards and invest heavily in charging infrastructure. However, even ambitious state measures cannot fully compensate for the vanished federal incentive. Automakers must therefore navigate a patchwork of regional rules while recalibrating sales forecasts and capital plans in a post-credit market.

The Metalnomist Commentary

The US EV tax credit expiration exposes the tension between long-term industrial strategy and short-term political swings. For metals and battery supply chains, the key risk is stop-start demand that complicates investment in lithium, nickel and cathode capacity. Unless policy clarity returns, the US could cede ground to regions where EV incentives and climate regulations move in a steadier direction.

Volkswagen ID.4 Production Halt Shows US EV Demand Pressure

Volkswagen EV

Volkswagen ID.4 production in the US will end as the German automaker shifts its Chattanooga, Tennessee, plant toward higher-volume internal combustion vehicle output. The decision reflects weaker electric vehicle demand in the US and the need to protect North American manufacturing utilisation.

Volkswagen said the EV market continues to challenge the industry and requires measured decisions. The company will stop producing the ID.4 at Chattanooga and begin assembling the all-new second-generation Atlas from mid-April 2026.

Volkswagen ID.4 production has been strategically important because the model is the company’s top-selling EV in the US. However, the ID.4 sold 22,373 units in 2025, far below the Atlas, which sold 71,044 units and remained Volkswagen’s second-best-selling model for the past three years.

The decision shows how automakers are adjusting production footprints as EV adoption slows. US EV sales fell by 27% year on year to 216,300 units in the first quarter, creating pressure on manufacturers to rebalance plant capacity, dealer inventory and product planning.

Chattanooga Shift Prioritises Higher-Volume SUV Demand

The Chattanooga plant will now focus on the second-generation Atlas, a three-row sport utility vehicle with much stronger US sales momentum. This gives Volkswagen a clearer volume base in a market where larger SUVs remain commercially attractive.

The move is not a full retreat from the ID.4. Volkswagen said model-year 2026 ID.4 vehicles will remain available through current inventory, supporting US demand into 2027. The company also plans a future version of the ID.4 for North America, although details have not yet been disclosed.

Still, the production shift is significant. Automakers rarely remove capacity from a model unless demand, margin or manufacturing strategy has changed. In this case, Volkswagen appears to be choosing a higher-volume SUV platform over a slower-moving EV in the near term.

This reflects a wider industry trend. EV demand has become more uneven as consumers respond to vehicle prices, charging access, policy uncertainty and changing incentive structures. Automakers now need more flexible production strategies rather than relying on straight-line EV growth forecasts.

EV Slowdown Could Weigh on Battery Materials Demand

Volkswagen ID.4 production changes also matter for the battery materials supply chain. Lower EV output can reduce near-term demand for lithium, nickel, graphite, manganese, copper, aluminium and rare earth magnet materials linked to electric drivetrains and battery systems.

The effect will not come from Volkswagen alone. The bigger issue is that several automakers are reassessing EV production rates in response to slower consumer adoption. If this pattern continues, battery material demand growth may become more volatile than earlier industry forecasts suggested.

For suppliers, the shift creates a timing problem. Many battery, cathode, anode and recycling investments were planned around rapid EV market expansion. Slower model-level output can leave material producers exposed to weaker offtake, lower utilisation and price pressure.

At the same time, Volkswagen’s decision does not eliminate long-term EV demand. It shows that the transition may move in phases, with automakers balancing EVs, hybrids and combustion vehicles depending on regional demand. North America may therefore remain a more mixed powertrain market than China or parts of Europe.

The Metalnomist Commentary

Volkswagen’s ID.4 decision shows that EV strategy is now being tested by real factory economics. The energy transition is still moving forward, but automakers will increasingly prioritise models that protect utilisation, margins and supply-chain stability.

US EV Charger Domestic Content Rule Could Reshape Charging Supply Chains

US, EV Charger

US EV charger domestic content rule could significantly reshape the charging equipment market. The US Department of Transportation has proposed raising domestic content requirements from 55pc to 100pc for federally funded EV chargers. The proposal would also end the Buy America public interest waiver introduced in 2023. As a result, the US EV charger domestic content rule could force a major reset in sourcing, assembly, and project execution.

This matters because federally funded EV chargers sit at the center of public charging expansion in the United States. If the proposal is adopted, projects in the acquisition or installation phase would need final assembly in the US and fully domestic components. That would sharply tighten compliance expectations. Therefore, the US EV charger domestic content rule would go well beyond a minor procurement change.

The proposal also arrives against a weak deployment backdrop. The Biden administration allocated $7.5bn in 2021 for EV charging stations. Yet only eight operational charging stations had been installed by June 2024. Consequently, the new rule raises a core policy question: will stricter domestic sourcing accelerate industrial buildout or slow charger deployment further?

Buy America EV Chargers Policy Now Favors Full Domestic Sourcing

Buy America EV chargers policy is clearly moving toward a far stricter interpretation. The earlier waiver allowed federally backed projects to move forward under more flexible sourcing rules. Removing that waiver would end that transition path. As a result, manufacturers and project developers would face a much narrower compliance window.

This shift could support domestic manufacturing if suppliers can scale quickly enough. US-based charger assembly, components, and sub-systems could all benefit from stronger policy protection. However, the transition may be difficult for companies still relying on mixed international supply chains. Therefore, Buy America EV chargers policy may reward a small group of prepared suppliers first.

The biggest challenge may be component depth. Final assembly in the US is one requirement. Full US-made EV charger components is a much harder threshold. That means the rule could expose weak points in power electronics, connectors, enclosures, and other charging hardware inputs. Meanwhile, compliance verification may become more complex for project owners.

Federally Funded EV Chargers Could Face a New Trade-Off

Federally funded EV chargers may now face a sharper trade-off between industrial policy and rollout speed. A 100pc domestic content rule can strengthen US manufacturing intent. But it can also reduce supplier flexibility and raise procurement friction. As a result, charger deployment timelines may face new pressure during the transition.

That trade-off matters because the current buildout has already moved slowly. Public charging expansion depends not only on funding, but also on permitting, grid connection, equipment supply, and contractor readiness. A stricter sourcing rule adds one more layer to that process. Therefore, federally funded EV chargers may become a test case for how far domestic content policy can go without harming project delivery.

The broader industrial signal is still important. Washington appears to be treating EV charging infrastructure as a strategic manufacturing category, not only a transport category. That places chargers closer to the wider US reshoring agenda. Consequently, the US EV charger domestic content rule could influence how future clean infrastructure policies are designed.

The Metalnomist Commentary

This proposal matters because it turns EV chargers into a more explicit industrial policy tool. The US is no longer only trying to fund charging growth. It is trying to localize the entire equipment chain behind that growth. If domestic suppliers cannot scale fast enough, deployment may slow before it strengthens.

Tesla and Rivian EV Deliveries Rise as US Tax Credit Expires

Tesla

Tesla and Rivian EV deliveries surged in the third quarter as US buyers raced to secure incentives. The jump in Tesla and Rivian EV deliveries highlights how strongly policy deadlines can pull demand forward. As a result, automakers now face a more uncertain sales outlook in a post-incentive US EV market.

Tesla and Rivian EV deliveries both increased, but their strategic positions differ. Tesla delivered more than 497,000 vehicles in the quarter, up by 7pc year on year. Meanwhile, Rivian delivered 13,201 vehicles, marking a 32pc increase from a year earlier. This divergence shows that Tesla and Rivian EV deliveries are growing from very different scales, with Tesla defending volume leadership and Rivian still in ramp-up mode.

However, much of the strength in Tesla and Rivian EV deliveries reflects a rush ahead of policy change. US consumers accelerated purchases before the $7,500 federal EV tax credit expired on 30 September. This incentive had supported EV affordability and narrowed the cost gap with combustion models. Now that the tax credit has ended, manufacturers must rely more on price cuts, financing offers and brand strength.

Energy storage and competition reshape the US EV landscape

Tesla’s third quarter also underlined its shift into broader clean-energy infrastructure. The company deployed 12.5GWh of energy storage products, an 81pc increase from the third quarter of 2024. These storage deployments support grid stability and fast-charging networks, and they diversify earnings beyond vehicle sales. As a result, Tesla’s integrated model may cushion the impact of any slowdown in pure EV demand.

Competition around Tesla and Rivian EV deliveries is intensifying as legacy automakers scale production. General Motors reported a 107pc surge in EV deliveries to 66,501 units in the third quarter. GM expects sales to normalise in the fourth quarter, once the pre-expiry demand bulge passes. Therefore, US EV market growth will increasingly depend on sustained consumer confidence rather than one-off policy deadlines.

Rivian trims outlook as policy tailwinds fade

Rivian’s revised guidance shows the limits of relying on one strong quarter. The company narrowed its full-year delivery outlook to 41,500–43,500 vehicles. The upper end is 5pc lower than its August guidance, signalling caution on demand and ramp-up execution. Investors will watch whether Rivian can manage costs and scale production while incentives fall away.

As a result, Tesla and Rivian EV deliveries now sit at the intersection of policy, pricing and competition. The next test will be how both brands perform without the powerful pull of a federal tax credit. Their ability to hold margins, maintain growth and expand product lines will shape upstream demand for batteries, critical minerals and low-carbon materials.

The Metalnomist Commentary

The spike in Tesla and Rivian EV deliveries illustrates how sharply fiscal incentives can front-load EV demand. With the US tax credit gone, supply-chain planners from cathode producers to aluminium and copper suppliers should expect more volatile order cycles. Over the medium term, winners in the EV race will be those automakers that pair cost discipline with secure access to critical materials, not just headline delivery growth.

Lithium Americas Thacker Pass project reshaped by US equity move

Lithium Americas

The Lithium Americas Thacker Pass project has entered a new phase as the US government links financing to direct equity. The Department of Energy (DOE) will take a 5pc stake in Lithium Americas and another 5pc in its joint venture with General Motors. This move reshapes risk sharing on the Lithium Americas Thacker Pass project and signals stronger US commitment to domestic lithium supply. As a result, the Lithium Americas Thacker Pass project now sits at the intersection of industrial policy, EV demand and capital markets.

US equity stake deepens support for Lithium Americas Thacker Pass project

The DOE has restructured its $2.26bn loan by adding equity warrants in Lithium Americas and its GM joint venture. This makes the US government not only a lender but also a partial owner of the Lithium Americas Thacker Pass project. LAC will draw an initial $435mn before the end of 2025, which will fund early construction and infrastructure. The joint venture structure remains intact, with Lithium Americas holding 62pc and operatorship and GM holding 38pc. This equity-linked design aligns incentives across government, miner and automaker, while anchoring long-term US battery material security.

The Thacker Pass development targets 160,000 t/yr of lithium carbonate across five phases. Each phase is planned at 40,000 t/yr, providing staged capacity that can track market demand. This phased approach reduces execution risk and gives lenders more confidence in the project ramp-up. It also lets the partners adjust capex timing if pricing or EV demand changes. For the DOE, the structure supports a scalable North American supply chain that can feed US gigafactories and reduce reliance on foreign lithium.

GM will also amend its offtake agreement to allow additional buyers into the portfolio. Under the existing terms, GM can take up to 100pc of Phase 1 and 38pc of total production for 20 years. The updated agreement will free some Phase 1 volumes for third-party offtake contracts. That shift reflects slower US EV adoption than previously expected and uncertainty after the expiry of key tax credits at the end of September. It also allows Lithium Americas to diversify its customer base and reduce single-buyer exposure.

Lithium Americas Thacker Pass project balances market risk and supply security

The Lithium Americas Thacker Pass project is now a test case for how policy-backed critical mineral projects manage demand cycles. On one hand, government equity and cheap debt lower financing costs and signal strong policy support. On the other, the partners must adapt to a softer EV sales trajectory and evolving battery chemistries. Allowing third-party offtake from early phases helps ensure plant utilisation and broader market participation. It also widens the strategic impact of Thacker Pass beyond a single OEM.

At the same time, the project remains central to US ambitions for a resilient battery supply chain. Domestic lithium carbonate output can reduce exposure to price spikes, export controls and shipping disruptions. The phased build-out allows careful monitoring of market conditions while keeping long-term capacity targets intact. If EV adoption reaccelerates later in the decade, Thacker Pass will already have a built foundation for further expansion.

The Metalnomist Commentary

The DOE’s equity stake turns Thacker Pass into a flagship example of industrial policy meeting market reality. The Lithium Americas Thacker Pass project gains financial strength and strategic backing, but must now prove it can thrive in a slower, more competitive EV landscape. For battery and automaker supply chains, the real story is optionality: diversified offtake and phased growth give this project room to adjust without losing strategic relevance.

US New Tariffs Could Disrupt China's Non-Exempt Metals Exports

China Tariffs

New tariffs on lithium, rare earth magnets, and more could affect China's metal exports to the US.

The United States has announced significant new tariffs on Chinese imports, with a notable focus on metals. While many non-ferrous metals and ferro-alloys have been exempted, some crucial exports from China, like lithium, rare earth magnets, and lithium-ion batteries, will face substantial increases in tariff rates. These changes are set to have a lasting impact on the trade between the US and China, especially in the energy storage and electric vehicle (EV) sectors.

High Tariffs on Lithium-Ion Batteries and Energy Storage

As of April 9, the US will implement an 82.4% tariff on electric vehicle (EV) power batteries and a 57.4% tariff on non-EV lithium-ion batteries from China. This substantial hike in tariffs will make Chinese-made batteries far more expensive and may eliminate the possibility of Chinese EV power batteries entering the US market. US consumers will likely absorb these costs, potentially leading to inflation in the US battery industry, especially in the energy storage sector.

China’s lithium-ion battery exports to the US had already been on the rise, with a 59% increase in exports during the first two months of the year. However, these new tariffs are expected to curb the growth of China's battery exports to the US and negatively affect lithium feedstock prices, which are currently at a four-year low.

Impact on Rare Earth Magnets

Rare earth magnets are another key area of concern, as these products were not exempted from the new tariffs. Despite some uncertainty about the exact tariff implementation, producers in China are anxious about the potential 54% tariff on rare earth magnets. China remains the dominant supplier of rare earth magnets globally, and while the US does have some alternatives, they are mostly focused on military applications with significantly higher prices. This makes it unlikely that the US can fully escape its dependence on China, especially for civilian applications.

China’s exports of rare earth magnets to the US in 2022 accounted for 12% of its total exports, and while tariffs could reduce this figure, China’s competitive pricing in the civil sector ensures its continued dominance in the global market.

Copper, Aluminium, and Hafnium: Other Affected Metals

While copper and aluminium are exempt from this latest round of tariffs, the copper industry remains on edge. US authorities are investigating the potential security implications of copper imports, and there’s speculation that a tariff may be imposed in the future. As for aluminium, Chinese exports are already subject to a steep 70% tariff, which is expected to discourage further aluminium exports to the US, pushing Chinese suppliers to seek alternative markets.

Hafnium, a critical metal used in aerospace applications, will also face a significant tariff hike, moving from 34% to 79%. This change could prompt US buyers to source hafnium from other regions, like Rotterdam, where the tariff is considerably lower.

Conclusion

The new US tariffs on Chinese metals exports are set to reshape the global metals market, particularly for lithium-ion batteries, rare earth magnets, and hafnium. While some sectors, like copper and aluminium, may have avoided immediate tariff hikes, long-term implications for the industry remain uncertain. The tariff increase on key metal exports from China to the US is expected to alter supply chains and increase costs for US consumers, especially in the EV and energy storage markets.

China and EU Resume Electric Vehicle Talks Amid Growing US Tariff Pressures

US tariff, China

Negotiations on Price Commitments Could Ease Trade Friction in the EV Market

China and the European Union (EU) have decided to resume negotiations regarding a price commitment mechanism for battery electric vehicles (BEVs). This decision follows the EU's implementation of countervailing duties on Chinese BEV imports in 2024. The goal of these talks is to replace the tariffs imposed on Chinese electric vehicles (EVs), addressing ongoing trade tensions between China and the EU.

EU's Countervailing Duties and the Push for a Price Commitment Mechanism

In October 2024, the European Commission finalized its ruling on countervailing duties on BEVs imported from China, which came into effect at the end of October. These duties ranged from 17% to 35.3%, impacting major Chinese automakers like BYD, SAIC, and Geely. The aim was to counter what the EU viewed as unfair pricing practices by Chinese EV manufacturers. However, these tariffs have faced opposition from both China and European companies seeking to expand their market share in the fast-growing electric vehicle sector.

Despite early talks on a price commitment mechanism in November 2024, the discussions stalled without significant progress. However, on April 10, 2025, China’s Ministry of Commerce announced that both sides had agreed to resume negotiations on the price commitments and to discuss broader issues of investment cooperation in the automotive industry.

US Tariffs Intensify the Pressure on China and the EU

The resumption of talks between China and the EU comes amidst escalating trade tensions with the United States. As of April 11, 2025, the US imposed a 145% tariff rate on imports from China, adding additional pressure on Chinese manufacturers, particularly in the electric vehicle and battery sectors. US President Donald Trump's tariffs, which were initially implemented in 2024, compounded by those under the Biden administration, have made it nearly impossible for Chinese EVs and lithium-ion batteries to enter the US market.

In an effort to counterbalance the US's growing tariff measures, China has been seeking closer economic ties with the EU. Chinese Premier Li Qiang held discussions with EU President Ursula von der Leyen on April 8, 2025, addressing the need for structural solutions to re-balance bilateral trade relations. The talks have emphasized the urgency of enhancing market access for European businesses in China and forging a collaborative approach to the challenges posed by US tariffs.

Potential Impact on the Electric Vehicle Market

If China and the EU reach an agreement on the price commitment mechanism, it could significantly alter the landscape for Chinese EVs in Europe. Prior to the implementation of the countervailing duties, the EU accounted for about 28% of China’s new energy vehicle (NEV) exports, which includes both BEVs and hybrid plug-in vehicles. However, the tariffs have drastically reduced Chinese EV exports to Europe.

The continuation of trade protectionist measures from both the US and the EU is putting immense pressure on China’s EV and battery markets, particularly as it struggles to enter key international markets. The future of Chinese electric vehicle exports largely hinges on these negotiations, and any breakthrough could bring Chinese-made EVs back into the competitive EU market.

Ex-China Rare Earth Demand to Stay Weak Amid Economic Headwinds and EV Industry Struggles

China Rare Earth

Global demand for rare earth elements (REEs) outside of China is expected to remain subdued in the coming months, as macroeconomic challenges and sluggish industrial activity continue to weigh on end-user sectors. The rare earth market, which plays a crucial role in electric vehicles (EVs), renewable energy, and high-tech manufacturing, has seen only modest demand growth in 2024, with contract negotiations for 2025 suggesting little change ahead.

Muted Demand Growth for Rare Earths in 2025

Market sources across the Atlantic region and Japan report that rare earth consumption has remained steady but unimpressive, with purchasing volumes under discussion for 2025 aligning closely with 2024 levels. Industries that rely on rare earths—including catalysts, phosphors, ceramics, and glassmaking—are waiting for an industrial revival to drive greater demand.

While the automotive magnetics sector has shown signs of recovery, the broader ex-China automotive industry continues to struggle. The weak performance of EV manufacturers outside of China has been a key factor limiting rare earth demand, particularly for neodymium (Nd), praseodymium (Pr), and dysprosium (Dy), which are essential in permanent magnets used in EV motors.

"We don’t see much change in demand next year," said a market participant. "We are expecting similar volumes under supply contracts for most industries and are actively seeking new applications for rare earth materials to offset the weak market conditions."

Inventory Caution Amid Geopolitical and Shipping Disruptions

Another major concern heading into 2025 is inventory management, as companies work to maintain stable supply chains while avoiding overstocking. With high interest rates and tight margins, international trading firms remain cautious about restocking and taking on new commitments.

"We are still being careful about restocking," said a trader. "It looks like rare earth prices might stay low next year, so the margins are narrow."

Further complicating supply chains, shipping disruptions in the Red Sea have extended lead times for Chinese rare earth shipments to up to 12 weeks this year. While container freight rates have softened since their summer peak, they started rising again in late 2024 as businesses rushed to complete shipments ahead of a potential strike by the International Longshoremen’s Association (ILA) in North America.

US Tariffs on Chinese Magnets Could Reshape Market

Looking further ahead, the US' planned 25% tariff on Chinese permanent magnets, set to take effect in 2026, is another factor that could reshape the rare earth market. The move has been welcomed by some companies as a way to level the playing field and support new US-based permanent magnet production, but its actual impact remains uncertain.

The US magnetics industry has taken small steps toward securing domestic supply chains, occasionally sourcing ferro-gadolinium and ferro-dysprosium from the spot market. However, with domestic magnet production still in its early stages, US demand for Chinese rare earth oxides, metals, and alloys remains high. Even when the tariff is implemented, industry experts warn that it may not be enough to significantly reduce reliance on Chinese magnets, as non-China-produced magnets typically command a price premium well above 25%.

Potential Trade War Escalation Under Trump Administration

Adding further uncertainty is president-elect Donald Trump’s proposed 60-200% tariffs on all Chinese imports, which could be implemented after his inauguration in January. While most analysts expect rare earth materials to be excluded due to US dependence on China, heightened geopolitical tensions and the increasing focus on critical minerals could lead to unexpected policy shifts.

As 2025 approaches, market participants remain watchful of potential developments in US-China trade relations, as any changes could significantly impact global rare earth supply and pricing dynamics.

Conclusion

Despite some recovery in automotive magnetics, overall rare earth demand outside China is expected to remain weak in 2025 due to macroeconomic headwinds, EV industry struggles, and cautious inventory management. The US' planned tariffs on Chinese magnets could reshape long-term supply chains but are unlikely to reduce reliance on Chinese rare earths in the near term. Meanwhile, trade policy uncertainties under the Trump administration add another layer of unpredictability for rare earth markets going forward.

EV demand low into early 2026 forces GM to reset its EV roadmap

GM

EV demand low into early 2026 is forcing GM to reset its electrification roadmap. The company now expects a sharp slowdown in US EV demand from October, with weakness extending into early 2026. As a result, GM EV strategy will focus less on volume and more on profitability, cost reduction and flexible product planning while EV demand low into early 2026 reshapes investment priorities.

EV demand low into early 2026 shifts focus from growth to profitability

GM is refocusing its EV portfolio on returns as EV demand low into early 2026 erodes earlier growth assumptions. Management will target lower material costs through larger battery modules and new chemistries, seeking better pack economics across upcoming models. This shift shows how GM EV strategy is moving from pure scale to margin protection in a cooling market.

However, the company still holds a meaningful EV position despite the slowdown. GM delivered more than 66,000 EVs in the US during the third quarter, capturing a 16.5pc market share. Even so, the $1.6bn charge tied to converting the Orion, Michigan plant back to internal combustion output signals a decisive retreat from some earlier EV capacity bets. GM will also end production of its BrightDrop electric delivery van after weaker than expected fleet demand.

Tariff exposure falls as GM doubles down on North American supply chains

Tariff relief and localisation are cushioning GM as EV demand low into early 2026 complicates planning. The company cut its 2025 tariff exposure by $500mn, now guiding to $3.5bn-4.5bn in potential duties. Recent tariff measures on some vehicle imports have had limited impact on GM because of years spent strengthening North American supply chains.

As a result, sourcing strategies have become a core pillar of GM EV strategy. Management highlighted investments in magnet supply and its stake in Lithium Americas as examples of upstream de-risking. These moves help secure critical materials for both EV and hybrid programs while limiting exposure to geopolitical shocks. Still, quarterly profit fell to $1.3bn from $3bn a year earlier, underlining how a softer EV ramp and restructuring costs weigh on near-term earnings.

The Metalnomist Commentary

GM’s reset shows that profitability is now the dominant theme in Western EV markets. For metals producers, slower EV growth into 2026 could delay some demand, but localisation of magnets, batteries and power electronics remains structurally bullish. Suppliers that can offer both competitive pricing and North American footprint will be best positioned as GM and peers rebalance their EV roadmaps.

Copper Market Faces Volatility and Uncertainty in 2025

Copper

The U.S. copper market is poised for continued volatility in 2025, influenced by Chinese demand trends, electric vehicle (EV) rollouts, and shifting U.S. monetary policy. Copper prices surged in mid-2024, reaching a record high of $5.106/lb on May 21, before retreating to an average of $4.33/lb in the second half of the year.

Market participants expect these factors, along with potential import tariffs under President-elect Donald Trump, to shape price movements throughout 2025. Trade tensions, interest rate decisions, and inflationary pressures will further add to the market’s uncertainty.

Macroeconomic Pressures and Strong Dollar Impact

A strong U.S. dollar and Federal Reserve policy shifts remain key concerns for copper traders. The DXY dollar index surged to 108.2 on December 19, the highest since November 2022, following signals from the Federal Reserve that interest rate cuts in 2025 may be limited to 50 basis points rather than the previously expected 100 basis points.

A stronger dollar generally weakens copper demand, making the metal more expensive for holders of other currencies. Additionally, tariffs and inflationary pressures could force the Fed to slow rate cuts or even increase interest rates, further strengthening the dollar and weighing on copper prices.

Trade policy uncertainty remains a major factor, as Trump’s proposed import tariffs could prompt retaliatory measures, raising costs and curbing global copper demand.

EV Market Uncertainty Weighs on Copper Demand

While the renewable energy sector—including wind and solar projects—is expected to support copper demand, the EV sector faces growth concerns. Automakers such as GM, Ford, and Toyota have delayed full EV rollouts, opting to shift toward hybrids.

Each EV requires approximately 183 lbs of copper, nearly four times more than a traditional internal combustion engine (ICE) vehicle. A slower EV adoption rate could dampen near-term copper demand growth, despite the long-term outlook remaining strong.

Diverging Copper Price Forecasts for 2025

Market analysts are split on copper’s 2025 price outlook, though most agree that the market will likely enter a deficit by 2026 due to growing renewable energy demand.

• Goldman Sachs forecasts $4.61/lb in 2025, citing potential stimulus-driven upside risks and trade-related downside risks.

• Citigroup projects a lower $3.97/lb, while Bank of America estimates $4.28/lb.

• UBS predicts a range of $4.76-$4.99/lb, signaling a bullish outlook compared to other institutions.

With geopolitical uncertainties, currency fluctuations, and shifting industrial demand, 2025 is shaping up to be a pivotal transition year for the copper market.

GM Slows Ontario EV Van Production Amid U.S. Tariff Uncertainty

Ontario EV

BrightDrop EV Van Production to Pause Until October 2025

General Motors (GM) will halt and scale back production of its BrightDrop electric delivery van at its Ingersoll, Ontario plant. The company will initiate temporary layoffs on April 14, affecting nearly 500 workers, according to Canadian union Unifor.

GM plans a limited return to production in May, before a prolonged shutdown until October 2025. When operations resume, the plant will run a single production shift, significantly reducing workforce needs.

Retooling Plans Move Forward Despite Market Headwinds

During the downtime, GM will retool the Ontario facility to prepare for 2026 model-year commercial EV production. The company reported 274 BrightDrop van sales in Q1, up 7% year-over-year, showing modest EV delivery growth.

However, Unifor President Lana Payne criticized U.S. trade policies, citing Trump-era tariffs as barriers to investment stability. She warned that without stronger domestic support, Ontario’s EV production future remains fragile despite GM’s commitment.

U.S. Policy Turbulence Adds Pressure to Canada’s EV Industry

The slowdown highlights how protectionist U.S. policies and shifting EV strategies are reshaping North America's industrial landscape. Canadian facilities like Ingersoll face uncertainty as automakers reevaluate supply chains, tariffs, and long-term EV market access.

Unifor urged Canadian policymakers to boost EV sector resilience, warning that delays could weaken future battery and vehicle investments.

The Metalnomist Commentary

GM's EV production pause in Ontario reflects the volatility caused by geopolitical and trade tensions. While retooling shows long-term intent, the move also signals growing caution in the North American EV race. Without cohesive cross-border policy, industrial momentum risks stalling.

Toyota Expands EV Operations in China and the US with New Facilities

Toyota

Toyota, a leading Japanese manufacturer, is setting up a new electric vehicle (EV)

production facility in Shanghai, China. The company aims to strengthen its presence in the growing Chinese EV market by delivering electric vehicles (EVs) and EV batteries to local customers. At the same time, it will begin shipping EV batteries from its newly established North Carolina facility in the United States. These moves are part of Toyota’s broader strategy to boost global EV production, aligning with its goal to sell 1.5 million EVs by 2026.

New Shanghai Facility: Focusing on EVs and Batteries

The new plant in Shanghai will focus on the production of EV batteries as well as the new Lexus brand EVs. Toyota plans to manufacture 100,000 EV units after 2027, though it has not disclosed whether this production will include batteries for models other than the Lexus EVs. Interestingly, Toyota has decided to set up the new Shanghai firm as a wholly-owned subsidiary, a rare move for foreign automobile manufacturers, who typically partner with local companies in China. This suggests that Toyota is committed to delivering new energy vehicles (NEVs) to Chinese customers rapidly, with a strong focus on the domestic market.

North Carolina Facility: EV Battery Production Ramp-Up

Toyota is also investing heavily in its North Carolina facility, which will start delivering EV batteries from April. This facility, with an investment of approximately $14 billion, will feature 10 production lines for batteries catering to EVs and plug-in hybrid electric vehicles (PHEVs), alongside four production lines dedicated to hybrid vehicle batteries. While Toyota has not disclosed the specific production volume for its North Carolina plant, this significant investment underscores its commitment to becoming a major player in the global EV market.

Toyota's EV Sales Strategy and Challenges

Despite these expansions, Toyota's global EV sales remain sluggish, with the company revising its sales forecast downward for the 2024-25 fiscal year. The revised outlook predicts sales of 142,000 EVs and 154,000 PHEVs, which represents a decrease of 11% and 4.9%, respectively, compared to the previous forecast. Toyota’s decision to adjust its expectations for EV and PHEV sales marks two consecutive downward revisions, highlighting the challenges the company faces in meeting its EV targets. Nonetheless, the investments in China and the US represent critical steps in Toyota's ongoing efforts to accelerate its EV production and meet its 1.5 million EV sales goal by 2026.

Trump Hints at Scaling Back US EV Targets

In a striking address at the Republican National Convention in Milwaukee, US presidential candidate Donald Trump vowed to roll back the country's electric vehicle (EV) targets on his first day in office. "I will end the electric vehicle mandate on day one," Trump declared, "thereby saving the US auto industry from complete obliteration, which is happening right now."

While the US does not have an official EV mandate, it appears Trump was referencing the sales targets set by the US Environmental Protection Agency (EPA). Last April, the EPA proposed measures to combat pollution from diesel and petrol-powered vehicles, aiming for a 60% market share for light-duty battery EV (BEV) sales by 2030, rising to 67% by 2032.

However, in March, the EPA revised its market share forecast for BEV sales to 56% from 67% by 2032, with plug-in hybrid EVs filling the projected sales gap. Trump also voiced concerns about the growing presence of Chinese EV manufacturers. He pointed out that the US EPA's targets have faced resistance from individual states, which can impose their own conflicting targets.

"Right now, as we speak, large factories are being built across the border in Mexico … they are being built by China to make cars and sell them in our country," Trump added, highlighting the threat posed by Chinese EV makers establishing factories abroad. "We're going to put a 100% tariff on every single [Chinese] car that comes across the line, and you're not going to be able to sell them," Trump stated on March 16.

The Biden administration recently announced tariff increases up to 102.5% on Chinese-made EVs, up from the 27.5% duties set by the Trump administration.

China's largest EV maker, BYD, has announced investments in EV production in Hungary, Thailand, Uzbekistan, Morocco, India, Turkey, Vietnam, and Cambodia, with a combined production capacity of over 1 million EVs per year.

SK On Secures $9.6B Loan for US Battery Plants, Boosting EV Production Capacity

BlueOval SK

South Korean battery manufacturer SK On has successfully secured a loan of up to $9.6 billion for the construction of three new battery plants in the United States. The plants, located in Tennessee and Kentucky, will have a combined production capacity of 120 GWh per year, primarily dedicated to supplying batteries for Ford Motor's electric vehicles (EVs), including models under the Ford and Lincoln brands.

Major Investment in EV Battery Production

This loan, the largest ever awarded under the U.S. Department of Energy’s (DOE) Advanced Technology Vehicles Manufacturing Program, is a significant step towards bolstering the country’s position in the rapidly expanding electric vehicle (EV) market. The funds will be used to develop three state-of-the-art battery production facilities, which are set to contribute to Ford’s ambitious EV production goals.

The collaboration between SK On and Ford Motor has already led to the formation of BlueOval SK, a joint venture designed to build the largest EV battery production operation in the U.S. Despite the recent slowdown in the EV industry, which prompted Ford to delay the construction of its second Kentucky plant in October 2023, production at the first two plants is still scheduled to commence in 2025.

Strategic Importance of the DOE Loan

This loan represents a key investment in the future of the U.S. automotive and energy sectors. As the U.S. seeks to meet rising domestic demand for EVs and maintain its leadership in the global electric vehicle market, the DOE's Advanced Technology Vehicles Manufacturing Program plays a vital role in providing financial support for innovative technologies. By securing this funding, SK On ensures it is well-positioned to support Ford’s EV ambitions while contributing to the nation's electrification goals.

With the ongoing growth of Ford's electrified vehicle sales—reaching 257,693 units between January and November 2024, marking a 40% increase from the same period last year—this new production capacity is expected to play a pivotal role in meeting rising demand. SK On’s battery production capabilities have also seen growth, with the company’s installations increasing by 9.5% year-on-year, capturing 4.5% of the global market share, according to SNE Research.

Gotion Foresees Lithium-Iron-Phosphate Batteries Dominating Global EV Market

In a significant shift for the electric vehicle (EV) industry, Gotion, a leading Chinese battery manufacturer, predicts that lithium-iron-phosphate (LFP) and lithium-manganese-iron-phosphate (LMFP) battery chemistries will dominate the global EV battery market within the next two to five years. Speaking at the ASEAN Battery Technology Conference in Singapore on August 21, Gotion's Asia-Pacific president, Cheng Qian, projected that these battery types could account for nearly 70 percent of the global market share, with the remainder being held by nickel-cobalt-manganese (NCM) batteries.

Qian emphasized that LFP battery technology is poised to take over the entire energy storage system sector, surpassing even the International Energy Agency's (IEA) forecast of 80 percent dominance. He attributed this trend to advancements in LFP battery range and the increasing demand for faster charging capabilities among EV consumers. NCM batteries, he noted, would be relegated to use in high-performance and ultra-long-range vehicles.

The transition has already begun to impact the nickel market and is gaining momentum among South Korean battery manufacturers. These companies are anticipating strong demand for more affordable EVs, driven by the cost-effectiveness of LFP batteries. Samsung SDI and SK On, for instance, are preparing to launch mass production of LFP batteries by 2026.

Adding to this momentum, LG Energy Solution (LGES) recently secured a contract to supply 39GWh of LFP batteries to Renault's EV division, Ampere, from its largest battery plant in Europe for the period 2025-2030. LGES is also planning to shift to LFP batteries for a U.S. energy storage project after initially supplying NCM batteries.

Expansion into Two-Wheeler Market

Gotion also predicts a significant shift toward LFP and LMFP batteries in the global two-wheeler EV market, which has been predominantly powered by NCM batteries. Cost reductions will be crucial for major two-wheeler markets in the Asia-Pacific region, including India, Indonesia, and Thailand, Qian noted.

India, which experienced a 30 percent surge in two-wheeler EV sales during its fiscal year 2023-24, reaching a record high of 944,126 units, is poised for further growth. Indonesia is similarly ambitious, aiming to deploy 2 million electric motorcycles by 2025, escalating to 13 million by 2030. The nation has introduced a $458 million subsidy program to incentivize electric motorcycle adoption.

The Philippines has also outlined its EV roadmap, emphasizing the lower upfront costs of electric tricycles and motorcycles as key drivers for EV adoption. The country aims to achieve a 50 percent share of electric motorcycles and tricycles by 2030, increasing to 60 percent by 2040.

Global Battery Demand Nears 1TWh in 2024 as LFP Market Share Surges

Battery

EV Growth and China Lead Surge in Battery Demand

Global battery demand reached nearly 1TWh in 2024, largely driven by rising electric vehicle (EV) adoption, according to the IEA's latest EV Outlook 2025. The Focus Keyphrase "global battery demand" continues to dominate energy transition narratives as EV sales accelerate across major economies.

EV battery demand alone exceeded 950GWh, accounting for more than 85% of total battery consumption. China led with 59% of EV battery demand, followed by the U.S. and EU, each holding a 13% share. The IEA projects battery demand will more than triple to over 3TWh by 2030 under current national policies. While supply of critical minerals is currently in surplus, the IEA warns that depressed prices could deter future investment, risking lithium and nickel shortages by decade’s end.

Battery Manufacturing Grows Faster Than Demand

Global battery manufacturing capacity grew by nearly 30% to 3.3TWh in 2024, tripling actual demand. If all announced projects proceed, capacity could reach 6.5TWh by 2030, outpacing the IEA’s projected demand.

South Korea led overseas battery capacity expansion with over 400GWh deployed in 2024, far ahead of Japan (60GWh) and China (30GWh). If planned projects materialize, South Korea could produce over 1TWh annually by 2030, almost double China’s expected output. As a result, China’s global manufacturing share is projected to fall from 85% in 2024 to two-thirds by 2030, diversifying global supply chains.

LFP Dominates Market as Regional Dynamics Shift

Lithium iron phosphate (LFP) batteries now make up nearly half of the global EV battery market, with Chinese producers holding a de facto monopoly, especially in Europe and the U.S. European OEMs are increasingly opting for LFP chemistries to cut costs, displacing South Korean suppliers.

South Korean battery makers’ EU market share fell to 60% in 2024, down from 80% in 2022, while their U.S. market share rose to 35%, closing in on Japan’s 48%. Major Korean firms — LG Energy Solution, SK On, Samsung SDI — are all preparing for mass LFP production to compete in this fast-growing segment.

Meanwhile, LFP adoption in Southeast Asia, Brazil, and India has surpassed 50% of battery electric car sales, signaling rapid global penetration. However, Japanese battery makers face domestic setbacks, highlighted by Nissan’s cancellation of its Kyushu LFP plant amid restructuring.

The Metalnomist Commentary

The rise in global battery demand underscores a structural transformation in energy, mobility, and manufacturing. While demand growth is robust, the oversupply of battery capacity and volatility in mineral prices highlight the sector’s growing pains. As LFP continues its global ascent, regional competition and vertical integration will shape the future of the battery ecosystem.

Global Lithium-Ion Battery Shipments Surge in 2024, Driven by EV and Energy Storage Demand

Lithium-Ion Battery

Global shipments of lithium-ion batteries experienced a significant surge in 2024, fueled by robust growth in both the electric vehicle (EV) and energy storage sectors, according to data from Chinese research institution EV Tank.  This surge is projected to continue its upward trajectory through 2030, marking a promising period for the lithium and battery metals markets.

EV Battery Market Driven by China, Despite Global Economic Headwinds

In 2024, global EV power battery shipments reached an impressive 1,051GWh, representing a 22% year-on-year increase.  This growth was primarily propelled by the continued strength of China's EV market.  Government incentives, such as old vehicle trade-in subsidies, provided a significant boost, offsetting a slowdown observed in European and US markets due to weakened economic conditions and rising inflation.  This highlights the critical role of government policy in supporting the EV sector.

Energy Storage Battery Shipments See Explosive Growth

The energy storage battery segment also witnessed remarkable expansion, with global shipments soaring by 65% to 370GWh.  This surge can be attributed to several factors, including China's government-led initiatives promoting energy storage systems for wind and solar power generation, declining manufacturing costs, and strong demand in the US, partly driven by the investment tax credit.  Furthermore, growing GWh-level orders from emerging markets like the UK, Saudi Arabia, and Australia contributed to the overall growth.

China Dominates Lithium-Ion Battery Production

Overall, global lithium-ion battery shipments increased by 29% year-on-year to 1,545GWh in 2024.  China played a dominant role, accounting for 79% of the total, with shipments reaching 1,215GWh, a substantial 37% increase.  The sustained demand growth within China, coupled with the country's substantial investments in overseas production capacity, has solidified its position as a leading force in the global lithium-ion battery market.

Sodium-Ion Battery Adoption Slower Than Expected

While lithium-ion batteries continue to dominate, the adoption of sodium-ion batteries has been slower than initially anticipated.  EV Tank estimates China's sodium-ion battery shipments to have more than doubled to 2GWh in 2024 from 0.7GWh in 2023. However, this figure falls short of earlier projections of 3GWh per year. The primary reason for this slower uptake is the higher manufacturing costs associated with sodium-ion batteries compared to ternary and lithium iron phosphate (LFP) lithium-ion batteries, as well as lead-acid batteries.  Currently, the average manufacturing cost for lithium-ion batteries stands at 0.50 yuan/Wh as of June 2024, significantly lower than the 0.60 yuan/Wh for sodium-ion batteries, according to EV Tank.  This cost differential presents a significant challenge for the widespread adoption of sodium-ion technology.

Future Outlook: Continued Growth Projected

EV Tank forecasts continued growth in global lithium-ion battery shipments, projecting a rise to 1,899GWh in 2025 and an even more significant jump to 5,127GWh by 2030.  This optimistic outlook underscores the increasing demand for batteries across various applications, driven by the ongoing transition to electric mobility and the growing importance of energy storage solutions. The declining lithium carbonate feedstock prices, caused by supply expansions, have helped reduce manufacturing costs for lithium-ion batteries, further supporting market growth.

Tesla Retains Top Spot as Largest BEV Maker in 3Q, GM Gains Ground

Tesla CYBERTRUCK

Tesla continues to lead the global battery electric vehicle (BEV) market, edging out China's BYD in the third quarter of 2024. Despite a slight dip in year-to-date sales compared to last year, the US carmaker remains the world's largest BEV producer. Meanwhile, General Motors (GM) has surpassed Ford to become the second-largest BEV brand in the US, marking a significant shift in the competitive landscape.

Tesla and BYD Dominate, But GM Grows Stronger in the US

In the third quarter, Tesla reported global sales of 462,890 units, bringing its year-to-date total to 1.29 million BEVs. This is a small decline from the 1.32 million units sold during the same period last year, reflecting a slower sales pace in the first half of 2024. BYD, Tesla’s closest competitor, has recorded approximately 1.17 million BEV sales so far this year. The Chinese automaker's overall new energy vehicle (NEV) sales, including plug-in hybrids, reached 2.7 million units, demonstrating its robust market presence.

In the US market, GM has made notable gains, capitalizing on Tesla's declining market share. Tesla's US market share slipped to 49.7% in the second quarter, a significant drop from its 74.8% share in early 2022. GM's BEV sales rose by 60% year-over-year and 46% quarter-over-quarter, with 32,195 units sold in the third quarter. This growth came despite a 2.2% dip in GM’s overall car sales during the same period. The company's focus on affordable models, including the newly launched Equinox EV, has proven effective. Starting at around $35,000 and eligible for tax credits that bring the price down to as low as $27,495, the Equinox EV is currently the most affordable electric vehicle in the US.

For comparison, Tesla's most affordable Model Y starts at approximately $37,500 after tax credits, though used models can be found for as low as $25,000. The affordability of these models, aided by the US Inflation Reduction Act, which provides a $7,500 tax credit for selected US-made EVs, has been a critical factor in boosting sales. As of October 1, the tax credit has saved US buyers over $2 billion this year.

Ford, now the third-largest BEV brand in the US, sold 23,509 units in the third quarter. Although this represents a 12% year-over-year increase, sales were down 2% from the previous quarter. The automaker is shifting its strategy, planning to introduce a new electric pickup in 2027 while scaling back plans for larger electric SUVs to focus on smaller, more affordable models, a move aimed at staying competitive with GM’s expanding BEV lineup.

Japan's Lithium Imports Drop Amid Slow EV Market in 2024

Lithium Mining

Decline in Lithium Carbonate Imports and Slight Increase in Lithium Oxide and Hydroxide

Japan has experienced a significant reduction in lithium carbonate imports in 2024, signaling a shift in the country’s energy and automotive sectors. While lithium oxide and hydroxide imports have seen a modest rise, the broader context of a sluggish global electric vehicle (EV) market has heavily influenced these changes.

Sharp Decline in Lithium Carbonate Imports

In 2024, Japan’s imports of lithium carbonate plunged by 40%, with a total of approximately 11,520 tons imported, according to data from Japan’s finance ministry. This represents a stark contrast to previous years when imports showed more consistent growth. Imports from Chile, the top supplier, saw a dramatic drop of 55%, with imports falling to about 5,143 tons. Argentina also experienced a decline in exports to Japan, falling by 5.6%, while Chinese imports dropped by 34%, totaling around 1,908 tons.

Increase in Lithium Oxide and Hydroxide Imports

On the other hand, Japan’s imports of lithium oxide and hydroxide showed a slight increase of 6% in 2024, reaching approximately 37,640 tons. A key contributor to this increase was a rise in imports from China, which edged up by 4.6%, amounting to about 32,354 tons. Interestingly, imports from Chile saw a significant uptick, rising to 1,872 tons, a notable increase from the 138 tons recorded in 2023. However, imports from the U.S. dropped by 24%, falling to 3,338 tons.

Declining EV Demand and Impact on the Domestic Market

Japan’s domestic electric vehicle market also faced challenges in 2024, with sales of passenger EVs falling by 33% due to weaker demand for local brand vehicles. According to preliminary data from industry associations, such as the Japan Automobile Importers Association (JAIA) and the Japan Light Motor Vehicle and Motorcycle Association, this drop in sales reflects broader trends in consumer preferences and economic conditions.

To stimulate the domestic EV market and boost the steel industry, Japan’s Ministry of Economy, Trade, and Industry (METI) announced plans to increase subsidies for EV purchases starting from April 2024. This initiative aims to encourage the adoption of electric vehicles and provide relief to Japan’s steel sector.

Growing Demand for SiC in EVs to Drive Significant Growth in 2025, Onsemi Reports

Onsemi

As the electric vehicle (EV) market continues its expansion, the demand for silicon carbide (SiC) devices is expected to accelerate, according to Onsemi’s third-quarter earnings report. While overall semiconductor demand for the period remained below expectations, SiC devices remain a high-growth segment, especially in electric vehicles, where penetration is still under 6%. With the growing adoption of 800-volt (V) designs in EVs, the company anticipates significant growth in SiC demand by 2025.

SiC's Role in Electric Vehicles

The shift from 400V to 800V charging architectures, which significantly reduces battery charging times by up to 50%, is driving the demand for SiC power devices. SiC devices offer higher energy density, increased efficiency, and reduced weight compared to traditional silicon devices, making them ideal for key EV components like traction inverters, on-board chargers (OBCs), and DC-DC converters. Onsemi’s president and CEO, Hassane El-Khoury, pointed out that nearly all new EV models introduced at the 2024 Beijing Auto Show were designed around 800V using SiC, signaling a growing market for this technology.

SiC Demand Growth Despite Market Slowdowns

Onsemi’s automotive revenue for Q3 2024 rose by 5% compared to the previous quarter, reaching $951 million. However, the company saw a year-on-year decline of 18% due to lower-than-expected EV sales. Despite this, El-Khoury noted that this slowdown is likely a short-term delay rather than a long-term trend. The company’s outlook for SiC in the automotive sector remains positive, with continued adoption in China expected to drive growth. Onsemi also noted that North America and Europe are experiencing softer demand, but industrial markets tied to EVs, aerospace, and utility-scale solar are showing some recovery.

Onsemi’s strategic focus on SiC remains strong, with expectations that demand for these devices will outpace overall automotive market growth, bolstered by their continued adoption across China, followed by other key markets like the US and Europe.

Looking Ahead: SiC as a Key Growth Driver

As EV adoption grows and the shift to 800V architectures becomes more widespread, SiC’s role in powering these vehicles will become even more critical. Onsemi is optimistic that the ramp-up in SiC adoption will continue through 2025, further solidifying its place in the global EV market. The company’s cautious outlook for Q4 2024, with expectations of up to 5% growth in automotive revenue for the full year, reflects confidence in the long-term potential of SiC devices, despite some short-term fluctuations in demand.