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Using the Supercharger network with a non-Tesla is great — except for one big, awkward problem.

You can drive your life away and never notice the little arrow on the dashboard — the one next to the fuel canister icon that points out which side of the car the gas cap is on. The arrow is a fun piece of everyday design that has inspired many a know-it-all friend or TikTok. But while the intel it relays can be helpful if you’re driving a rental car, or are just generally forgetful, it doesn’t really matter in the grand scheme what side your fuel filler is on. Service stations are so big that there’s generally enough space to park at an open pump in whatever orientation a vehicle demands.
That’s not quite the case with electric cars.
When I test-drove the new Hyundai Ioniq 9 this summer, the industrial designers had included their own version of the little arrow to point out the location of the EV’s charging port. In the Ioniq 9’s case, it’s on the passenger’s side, the opposite of where you’d find the port on a Tesla. Turns out, that’s a problem. On our trip from L.A. to San Jose, Hyundai's navigation system directed me to a busy Tesla Supercharger just off the interstate in the parking lot of a Denny’s. But because of the big EV’s backward port placement, I needed two empty stalls next to each other — both of which I wound up blocking when I backed in to charge. The episode is an example of how we screwed over the present by not thinking hard enough when we built the infrastructure of the recent past.
Let’s back up. In the opening stage of the EV race, the charging question was split between Tesla and everybody else. The other electric carmakers adopted a few shared plug standards. But just like with gas cars, where the left-or-right placement of the gas cap seemed to vary arbitrarily vehicle to vehicle, there was no standardized placement of the charging port. Because all manner of different EVs pulled in, companies like Electrify America and Chargepoint built their chargers with cords long enough to reach either side of a car.
Tesla, meanwhile, built out its excellent but vertically integrated Supercharger network with only Tesla cars in mind. In most cases, a station amounted to eight or more parking spaces all in a row. The cable that came off each charging post was only long enough to reach the driver’s side rear, where all the standardized ports on Teslas can be found. The thinking made sense at the time. Other EVs weren’t allowed to use the Supercharger network. Why, then, would you pay for extra cabling to reach the other side of the vehicle?
It became a big issue late in 2022. At that point, Musk made Tesla’s proprietary plug an open-source standard and encouraged the other carmakers to adopt it. One by one they fell in line. The other car companies pledged to use the newly renamed North American Charging Standard, or NACS, in their future EVs. Then Tesla began to open many, but not all, of its stations to Rivians, Hyundais, and other electric cars.
Which leads us to today. The Ioniq 9, which began deliveries this summer, comes with a NACS port. This allows drivers to use Tesla stations without the need to keep an annoying dongle handy. But because Hyundai put the port on the opposite side, the car is oriented in the opposite direction from the way hundreds or thousands of Supercharger stations are set up. Suppose you find an empty spot between two Teslas and back in — the plug that could reach your passenger’s side port actually belongs to the stall next to you, and is in use by the EV parked there. The available cord, the one meant for the stall you actually parked in, can’t reach over to the passenger’s side.
The result is a mess. Find two open stalls next to each other and you can make it work, though it means you’re taking up both of them (stealing the cord meant for the neighboring stall and blocking the cord meant for the one you’re parked in). At giant stations with dozens of plugs, this is no big deal. At smaller ones with just 12 or 16 plugs, it’s a nuisance. I’ve walked out and moved the Rivian I was test-driving before I had all the electricity I wanted because I felt guilty about blocking two stalls. To avoid this breach of etiquette you might need to park illegally, leaving your EV in a non-spot or in a place where it’s blocking the sidewalk just so it can reach the plug. (Says Tesla FAQ: “In some cases you might have to park over the line in order to charge comfortably. Avoid parking diagonally to reach the cable and try to obstruct as few charge posts as possible.)
Some relief from this short-sightnedness is coming. Tesla’s new “V4” stations that are currently opening around the world are built with this complexity in mind and include longer cables and an orientation meant to reach either side of the vehicle. The buildout of EV chargers of all kinds is slated to continue even with the Trump administration’s opposition to funding them, and new stations should be flexible to any kind of electric car. And the idea of making sure EVs of any size and shape can charge is picking up steam. For example, many of the stations in Rivian’s Adventure Network include at least one stall where the charging post is off to the side of an extra-long parking space so that an EV towing a trailer can reach its charging port.
Yet for now, we’re stuck with what we’ve already built. There are more than 2,500 Tesla Supercharger stations in the U.S., representing more than 30,000 individual plugs, and most of those were built with the V2 and V3 versions of Tesla’s technology that have this orientation problem. For years to come, many of those stations will be the best or only option for non-Tesla EVs on a road trip, which means we’re all in for some extra inconvenience.
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Like gas stations, electric car chargers just have to work.
About 14% of American EV drivers experienced a charging fail last year — that is, they stopped somewhere expecting to charge and just couldn’t get the electrons to flow. That number is headed in the right direction, down from 19% just a year prior. Yet it demonstrates how far we have to go. Just imagine the collective rage if it were a yearly occurrence that one in seven gas car drivers pulled into a service station — maybe the only one for miles — and couldn’t get the pumps to work.
For an electrifying nation, it’s not enough to look at the map of high-speed chargers and see enough dots to get you from place to place. Drivers, especially those considering their first try with an EV, need to believe those plugs are going to work seamlessly and without drama. That makes charger uptime the new competition for America’s high-speed charging providers and a crucial concern for carmakers trying to sell electric cars to a still-skeptical general public.
Take what’s happening at Rivian. During the brand’s ascendance, it has been slowly building out the Rivian Adventure Network. While the system is much smaller than Tesla’s Supercharger network in terms of stations and plugs, it has fast-chargers in strategic locations to ensure Rivian drivers can reach popular destinations and far-flung adventure attractions such as national parks. It also focused on making sure those plugs almost always work.
That’s crucial, because not all charger fails are created equal. Plenty of times I’ve tried to plug into a Level 2 destination charger in a parking structure or at a grocery store, only to be thwarted by a card reader that wouldn’t scan my payment method — or by the requirement to download a whole new app just to charge my car, something impossible to do with the cell service in the bowels of a garage. But those are charging sessions of convenience, times it would be nice to add a few miles during a shopping trip. The DC fast-chargers that make road trips possible have to work, no excuses.
When I asked Rivian cofounder and CEO RJ Scaringe about the network during this month’s first drive event for the R2 SUV, he noted that his and Tesla’s are the only EV fast-charging networks in America to achieve uptime north of 99%, and that he’s not stopping there. “The U.S. needs to have more than one great high-speed network,” he said, “and so we’re continuing to build it and we’re continuing to invest in the development of the hardware.”
Rivian could just outsource fast-charging, as legacy carmakers largely have done. Especially now that Rivians use the Tesla-developed NACS plug that is becoming the industry standard, they can charge easily at any of the legion of Superchargers, as well as at the stations run by third parties such as EVgo, Ionna, and Electrify America. But Scaringe says the continued expansion of Rivian’s network remains a core part of the company’s growth. The brand just opened its 1,000th plug, up from just 700 a year ago, while the network has about 150 total charging locations.
The continued investment makes sense. The more affordable R2 is the company’s do-or-die moment, and as Americans consider buying one as the various versions roll out this year and next, they’ll be greeted by a charging map that promises peace of mind — a growing list of Rivian-branded, high-reliability plugs that open up even the lonely places in America, backed up by thousands of accessible stations built by Tesla and others. (It doesn’t hurt that Rivian’s network delivers not only customer confidence, but also corporate revenue: Nearly all Rivian stations are now open to other brands’ EVs, creating a growing revenue stream as the startup finds its financial footing.)
Meanwhile, the rest of the charging industry is catching up. A report by the EV data analysis firm Paren says that while most U.S. states scored between 85% and 92% for charger reliability in the first quarter of 2025, that range of average performance rose to 90% to 95% in the first quarter of this year. In March, when I talked to Sara Rafalson of EVgo, her company was hard at work on a revised technology to make sessions more reliable and foolproof. That will involve “a completely different site layout, a completely different power sharing technology, a different dispenser, a different user interface, different hardware, firmware, software, the whole thing,” she told me.
All the parts matter. Bad interfaces with clunky software or busted hardware like physical buttons or credit card readers caused plenty of charger-fail chaos in the early days of American EVs. Tesla has created the charging gold standard — plug in your Model Y and it just works — but step outside that vertical integration and even Superchargers become a little annoying, as charging a non-Tesla still means having a Tesla account and navigating deep into their app. And too many American EV drivers know the pain of pulling up to a charger to find all the plugs either occupied or busted. Even if that doesn’t count as a failure in the statistics, it still represents a broken experience.
People have always had their reasons for picking which gas station to go to: They hit the one nearest their home, the one where they have a loyalty credit card, or the one that’s always a few cents cheaper than everywhere else in town. They don’t choose based on whose pumps are the most reliable. The gasoline delivery economy is one of those systems so mature it becomes invisible. But as EV charging comes of age, uptime and reliability might be just as important as price and amenities when it comes to planning out stops along the highway.
Copper and Impulse Labs have taken their patent fight to court.
There’s drama in the niche world of battery-powered induction stoves. The two leading companies in the category — Copper and Impulse Labs — are now suing each other, with Copper accusing Impulse of patent infringement and Impulse hitting back with allegations of false advertising.
The dispute formally began in early April, when Copper filed suit against Impulse for willful patent infringement, alleging that its rival not only copied Copper’s proprietary battery-integration technology, but did so knowingly. Both companies sell high-end induction stoves with built-in batteries, a design that allows them to plug directly into standard 120-volt household outlets — the same kind you would use to charge a phone or operate a toaster — rather than the less common 240-volt outlets that electric and induction stoves typically require. That helps customers avoid expensive electrical upgrades that could add thousands to the installation process while also equipping them with a stove that can run off battery power during a power outage.
According to Copper’s suit, the company started developing its own battery integration tech in 2019. It went on to file its first provisional patent application in March 2021, before formally incorporating as a company the following year. By January 2025, the company had secured three patents for various aspects of its battery-stove integration, and has raised $39 million in venture funding to date.
Impulse, which was founded in 2021, has raised about $25 million, though it has yet to secure patents for the core battery-integrated system at the heart of its product. That’s not for lack of trying — while it’s unclear whether the company was familiar with Copper’s tech when it began developing its product, the U.S. Patent and Trademark Office has repeatedly rejected Impulse’s patent applications for its integrated battery-and-power-management system, citing Copper’s existing protections. (The U.S. PTO has granted Impulse two patents of its own, for its magnetic control knobs and modular battery.)
That’s central to Copper’s case. Because the patent office and Impulse reference Copper’s patents in their exchange, Copper says this proves that Impulse was fully aware of its intellectual property, therefore making any infringement “willful.” That designation would substantially increase whatever damages Copper might seek to extract if the company can prove it in court.
When all this came out back in April, Impulse provided a fiery statement to Fast Company, saying “such lawsuits are a common tactic taken by companies that are losing in the marketplace,” referring to the suit as a “PR stunt.” Then last week, Impulse fired back with some claims of its own.
First, it denied Copper’s allegations, raising several standard defenses common to this type of litigation, such as the claim that Copper’s patents are invalid and should not have been issued in the first place. Impulse hasn’t yet provided much detail here — those arguments will likely emerge as the case progresses. So far its counterclaims alleging false advertising are what really pack a punch.
Firstly, Impulse alleges that Copper makes misleading statements about its safety certifications. In its countersuit, Impulse states that it spent “approximately two years and in excess of a million dollars” obtaining Underwriters Laboratories certification for its tech, covering both household electric ranges as well as rechargeable stationary batteries. Yet Copper says on its website that with regards to electric ranges, “UL does not yet certify battery-integrated appliances” — a claim Impulse says can’t possibly be true, given that it went through the process and received certification itself.
Impulse goes on to say that “many states and municipalities have issued laws that require products, including battery-powered electric cooking appliances, to comply with UL standards,” thereby arguing that Copper’s framing misleads consumers into thinking certification isn’t available or necessary. It also contends that while Copper advertises its batteries are UL certified, they actually only hold “recognized component” status — a conditional designation that Impulse argues is incomplete unless the full stove itself is UL-certified — which, as discussed, it is not.
In a statement, Impulse told me, “We believe consumers deserve accurate information when making decisions about the products they bring into their homes. That’s why we’ve brought counterclaims against Copper’s advertising practices which we believe have been deceptive. We’re proud that the Impulse Cooktop is certified to UL 858, the safety standard for household electric ranges, and to UL 1973, the standard for the battery system inside it.”
There’s also the question of tax credit eligibility. Multifamily property owners purchasing stoves with at least 5 kilowatt-hours of integrated battery storage could, at least in principle, qualify for the federal Clean Electricity Investment Credit under Section 48E of the U.S. tax code. This gives buyers a 30% credit for a range of technologies, including energy storage, a category these stoves technically fall into. In theory, such systems could even serve as a grid resource, shifting electricity use away from peak periods or charging when renewable power is abundant.
Copper says on its website that its stoves are eligible for 48E, but Impulse alleges that’s false, pointing to the “material assistance” restrictions that President Trump’s One Big Beautiful Bill Act introduced, which require eligible projects to avoid significant input from countries designated “foreign entities of concern” such as China. Impulse argues that Copper doesn’t meet this standard, asserting that key components of its system — including the battery and housing —- are largely made in China. Impulse, on the other hand, does not claim eligibility for 48E; regardless of where the company gets its components, its smaller, 3-kilowatt-hour battery would prevent it from qualifying anyway.
In an interview, Copper co-founder Weldon Kennedy categorically denied that his company has “been misleading in any way whatsoever,” whether on safety standards, third-party certifications, or tax credit eligibility. In a subsequent statement, the company added, “Copper builds appliances that enable access to clean energy and is working to bring this technology to the market with major appliance makers. We are also taking steps to ensure that this technology is adopted responsibly and transparently. To that end, we cannot support the unlicensed use of Copper’s IP, and we have taken steps to protect it and ensure the progress of the category.”
Neither Copper nor Impulse discloses customer counts, unit sales, or revenue figures. Copper, however, has landed one high-profile commercial deal: The New York Power Authority and New York City Housing Authority have awarded it a $32 million, seven-year contract to provide 10,000 battery-equipped induction stoves to apartments across the city, assuming an initial 100 unit pilot goes according to plan.
It’s unclear whether the competing lawsuits will affect this deal. But the Power Authority’s press release on the partnership does suggest confidence in Copper’s safety certification strategy, stating that the company “will work with industry testing and safety standards organizations, such as Underwriter Laboratories, to achieve certification for novel technologies prior to the pilot phase.”
The climate tech world will be watching closely for Copper’s formal response to Impulse’s counterclaim. Both companies have demanded a jury trial, though any courtroom showdown must come after a discovery process that could stretch on for many months. In the interim however, the litigation adds a new complication — and distraction — for two startups attempting to establish an entirely new appliance category. And whoever comes out on top could ultimately determine who gets to shape the market itself.
Editor’s note: This story has been updated to correct Impulse Labs’ patent status.
Current conditions: Portland, Oregon, just broke a 60-year heat record yesterday, with temperatures topping 95 degrees Fahrenheit • The South Fork Fire in Nebraska's Panhandle has now scorched nearly 40,000 acres • Winds of up to 45 miles per hour are whipping half of Vanuatu’s six provinces.
The price of crude fell to its lowest level in three months Monday after President Donald Trump announced the bones of a ceasefire agreement to end the war with Iran and reopen the Strait of Hormuz. In response to Sunday evening’s news of a memorandum of understanding, which New York Times reporter David Sanger called “more like a table of contents” on yesterday’s episode of “The Daily,” oil prices dropped by nearly 5% on the main European benchmark. Murban crude, the index used for oil coming out of the United Arab Emirates’ biggest port, plunged by 7%.
The truce news comes as GasBuddy data shows national U.S. price averages for gasoline falling by $0.093 over the last week. The national average is down $0.52 from a month ago, though it’s still $0.91 higher per gallon than a year ago. “Average gasoline prices fell in 47 states over the last week, with the national average dropping below $4 per gallon late Sunday for the first time since mid-April,” Patrick De Haan, head of petroleum analysis at GasBuddy, wrote in a post on X. “The decline came as oil prices moved sharply lower in reaction to news of a potential deal between the United States and Iran, though it remains to be seen whether the agreement will hold.”
Americans are rooting for Washington to work out its on-again, off-again effort to overhaul federal permitting on energy infrastructure. That’s according to a new poll from Blue Rose Research shared exclusively with me for this newsletter. Asked about making it faster and easier to build energy infrastructure, 60% of voters said they supported such policy reforms. Another 62%, including half of self-identified Trump supporters, said the president should not have unilateral authority to cancel approved projects, a key Democratic demand in Congress’ bipartisan negotiations. When the survey, taken in late May, asked its roughly 20,000 participants about support for data centers near their homes, the results aligned with Heatmap Pro’s most recent polling. But the poll found that views softened on data centers if companies made concrete commitments to bring electricity costs down.
The findings come as a bipartisan Senate duo introduces legislation to limit the White House’s power to cancel or slow-walk approvals for all forms of energy projects, E&E News reported. On Tuesday, Senators Tom Cotton, the Arkansas Republican, and Catherine Cortez Masto, the Democrat from Nevada, will introduce the FREEDOM Act. While it’s unclear how closely they’re aligned, I reported earlier this year on details of the bill’s House version.
If you’re looking for a sign that American solar is going to keep booming even after the federal tax credits for building and generating power from panels expire in a few weeks, it’s worth taking a look at the Steel River Energy Center. The project in Arkansas aims to add 1.6 gigawatts of solar power and 1.9 gigawatt-hours of battery storage in a two-phase buildout. The California-based developer, Cypress Creek Energy, said last week it had locked down $3.5 billion in financing. A third phase, set to come online in 2029, will round out the total project capacity to 2.5 gigawatts of solar generation and 2.9 gigawatt-hours of storage, making it one of the largest solar and storage builds in the U.S., according to Power Magazine. The entire project is set to use panels produced by First Solar, one of the largest domestic manufacturers in the U.S.
Meanwhile, the long duration energy storage startup Energy Dome inked a deal Monday with Salt River Project to sell the utility that serves the greater Phoenix metropolitan area a 19-megawatt, 10-hour CO2-based battery. As I told you last summer, Energy Dome has a partnership with Google to deploy the technology, which looks something like an indoor tennis tent filled with carbon dioxide that can store energy for far longer without any losses than a lithium-ion battery. The Phoenix project is part of the Google partnership. “Arizona’s sustained growth makes it one of the most compelling energy markets in the country,” Claudio Spadacini, Energy Dome’s founder and chief executive, said in a statement. “At a time when AI growth and rising demand are reshaping America’s energy landscape, the CO2 Battery offers the scalable, dispatchable capacity needed to strengthen U.S. energy dominance.”
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The Japanese government is laying out plans to develop potential mining projects in Greenland to meet its demand for rare earths and other critical minerals without relying on China. That’s according to a report in Nikkei over the weekend. As I told you back in February, Japan is stepping up its efforts to secure new mineral supplies, including taking a leading role in establishing a new deep sea mining industry.
A sizable chunk of that $550 billion that Tokyo pledged to invest in the U.S. last year, meanwhile, is headed toward building out an export supply chain for nuclear technology. At least, that’s the latest update Secretary of Commerce Howard Lutnick gave to the Japanese financial newswire last week.
Honda has pumped the brakes on its entire North American electric vehicle effort as the Japanese auto giant stares down its first annual loss since 1957, expected to top $15.7 billion. The move comes less than two years after Honda went all in on the O Series that Automotive Manufacturing Solutions called “deliberately, provocatively unlike anything the brand had previously produced.” Today, the trade publication noted, “every legacy OEM’s electrification strategy is now under scrutiny.”
It’s been a good few days for Rolls-Royce. The iconic British industrial manufacturer just won a deal to build Sweden’s next nuclear plant and joined a United Kingdom-Japanese effort to work on building modern, large-scale, high-temperature gas-cooled nuclear reactors. The deals come less than two months after Rolls-Royce secured a deal with the British government to build its small modular reactors in Britain. “This is another major endorsement of Rolls-Royce SMR’s technology and a significant boost for Britain’s nuclear export ambitions,” Nuclear Industry Association CEO Tom Greatrex, who heads the largest British nuclear trade group, said in a statement. “Coming so soon after its selection by Great British Energy – Nuclear, it underlines the growing international confidence in the technology and the strength of the British nuclear industry.”