While all EV brands will technically have access to the Tesla Supercharger network by the end of 2024, many stations are not accessible to non-Teslas, limiting the impact of a move heralded as a game changer for EV drivers and the industry at large.The restrictions appear particularly strict within cities, where Tesla has barred other brands from using all or most Superchargers. Tesla has not said why it’s not opening certain stations, which it does via a software update. (It has promised access at 15,000 Supercharger stations to start.)It could be to prevent overcrowding, particularly in these dense areas. Another issue is that not all Supercharger cords are long enough to reach the port on other brands’ vehicles. However, when PCMag tried to power up a Ford Mustang Mach-E at an ineligible Supercharger, the cord reached the car and plugged in via the adapter; it just couldn’t charge.
Ford drivers attach this adapter to the end of the Supercharger cord. (Credit: Emily Dreibelbis)
In fairness, both Tesla and the brands it’s partnered with have stated that only “upgraded stations,” not the entire network, will be made available to non-Tesla EVs. And for now, Ford is the only non-Tesla brand with access, with GM, Rivian, Volvo, and Polestar to follow in the spring. But the data below suggests many urban drivers won’t see any immediate day-to-day change from Tesla “opening” its network, and should be aware of these limits if considering purchasing an EV.Limited Supercharger Options in Major US CitiesAccording to Tesla’s Supercharger map, Chicago has seven stations within city limits. None are available after adjusting the filters for non-Teslas. That means residents might need to drive 30 minutes to an hour if they want to charge with Tesla, undermining any potential convenience. (Note: City limits are not drawn on the Tesla website, so PCMag counted city stations by cross-referencing with Google Maps.)
Superchargers in Chicago available to non-Teslas, left, and Teslas, right. (Credit: Tesla.com)
Outside city limits, the number of available Superchargers grows, which helps on weekend trips. For example, highway routes to nearby Chicago destinations such as Minneapolis and Detroit are dotted with eligible stations. In San Francisco, none of the four downtown Superchargers are available to non-Teslas. Same goes for Seattle’s four stations, Miami’s seven, and 11 of the 12 in New York City. In Los Angeles, a city with high EV registrations per capita, residents have more options, but about half of the Superchargers are still closed to non-Teslas.
Superchargers in San Francisco available to non-Teslas, left, and Teslas, right. (Credit: Tesla.com)
Superchargers in Seattle available to non-Teslas, left, and Teslas, right. (Credit: Tesla.com)
Superchargers in Miami available to non-Teslas, left, and Teslas, right. (Credit: Tesla.com)
Superchargers in New York City available to non-Teslas, left, and Teslas, right. (Credit: Tesla.com)
Estimated Superchargers in Los Angeles available to non-Teslas, left, and Teslas, right. (Credit: Tesla.com)
(Note: With LA’s complex city borders, plus areas like Santa Monica and Culver City technically being their own cities, it’s hard to get an exact count, though the visual shows a clear reduction.)EVs: Built for Cities, But Where Do You Charge?Ironically, cities are where EVs work best, as they have higher fuel economy there than on highways (the opposite of gas-powered cars). But less than 5% of apartments and other multi-unit dwellings have EV chargers installed, according to Governing. This past winter, some Chicagoans were left stranded when waiting in line at Tesla Superchargers in cold weather. Public charging stations can make or break an urbanite’s ability to purchase an EV, though it appears Tesla will not be able to fully solve that problem for the industry.
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Tesla charging a Ford Mustang Mach-E with adapter. (Credit: Emily Dreibelbis)
Charging at home is the most convenient way to power up, which is why 80-90% of EV drivers do just that. But installing them is costly and time-consuming, which could result in landlords passing on the cost to residents.Chicago passed a bill in September requiring newly built apartment complexes to have the “infrastructure to facilitate the future installation of EV charging equipment,” which is a great start but could take decades to have an impact.Too Much Power for Tesla?For now, drivers can find eligible stations on the dash screen or in mobile apps like FordPass. But even at eligible stations, Tesla has said it will charge non-Teslas a higher rate for the electricity unless the driver subscribes to a $12.99-per-month Supercharging membership.
Ford guide included with adapter, and filtering for eligible Superchargers in the FordPass app. (Credit: Emily Dreibelbis/Ford)
Despite these initial limits, all automakers have agreed to adopt the Tesla-backed NACS port. Starting in 2025, they will abandon the CCS port and manufacture vehicles with NACS, removing the need for an adapter. The move to NACS creates a much-needed industry standard, but it doesn’t mean Superchargers become the only option for drivers. Many other public charging networks—from Blink to EVGo—support NACS. But those who cannot charge at home, in cities or otherwise, should be aware it may not fully solve their EV-charging problems, at least for the time being.
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