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Which electric cars can charge at a Tesla Supercharger?

The difference between Tesla charging and non-Tesla charging. Electrify America; Tesla Tesla's advantage has long been its charging technology and Supercharger network. Now, more and more automakers are switching to Tesla's charging tech. But there are a few things non-Tesla drivers need to know about charging at a Tesla station. A lot has hit the news cycle in recent months with regard to electric car drivers and where they can and can't plug in. The key factor in all of that? Whether automakers switched to Tesla's charging standard. More car companies are shifting to Tesla's charging tech in the hopes of boosting their customers' confidence in going electric.  Here's what it boils down to: If you currently drive a Tesla, you can keep charging at Tesla charging locations, which use the company's North American Charging Standard (NACS), which has long served it well. The chargers are thinner, more lightweight and easier to wrangle than other brands.  If you currently drive a non-Tesla EV, you have to charge at a non-Tesla charging station like that of Electrify America or EVgo — which use the Combined Charging System (CCS) — unless you stumble upon a Tesla charger already equipped with the Magic Dock adapter. For years, CCS tech dominated EVs from everyone but Tesla.  Starting next year, if you drive a non-Tesla EV (from the automakers that have announced they'll make the switch), you'll be able to charge at all Supercharger locations with an adapter. And by 2025, EVs from some automakers won't even need an adaptor.  Here's how to charge up, depending on which EV you have:  Ford 2021 Ford Mustang Mach-E. Tim Levin/Insider Ford was the earliest traditional automaker to team up with Tesla for its charging tech. Current Ford EV owners — those driving a Ford electric vehicle already fitted with a CCS port — will be able to use a Tesla-developed adapter to access Tesla Superchargers starting in the spring. That means that, if you own a Mustang Mach-E or Ford F-150 Lightning, you will need the adapter in order to use a Tesla station come 2024. But Ford will equip its future EVs with the NACS port starting in 2025 — eliminating the need for any adapter. Owners of new Ford EVs will be able to pull into a Supercharger station and juice up, no problem. General Motors Cadillac Lyriq. Cadillac GM will also allow its EV drivers to plug into Tesla stations.

Lansing builds its millionth Cadillac

Cadillacs are built at plants across North America. The Escalade is assembled in Texas, the SRX in Mexico and the XTS in Ontario. But the bulk of Cadillac's lineup - or the smaller members of the family, at least - are built in Michigan. And while the upcoming ELR will be built alongside the Chevy Volt at the Detroit/Hamtramck facility (which incidentally opened with the Cadillac Eldorado back in '86), the majority of those Cadillacs built in Michigan are handled by the Lansing Grand River Assembly Plant.
In fact, Lansing Grand River just celebrated its millionth Cadillac built. The landmark millionth vehicle is a new 2014 CTS sedan in Red Obsession Tintcoat. The facility opened in 2001 and has built Cadillacs almost exclusively since then, assembling the CTS and ATS model lines, though in a couple of years it will also handle production of the Chevy Camaro.

GM will likely build PHEV batteries in China soon

It's a big week for batteries. Friday, Tesla will hold a big event at its Gigafactory in Reno, NV. But even in Michigan, there are things happening on the electrified automotive front. This was proven when GM invited journalists to its Brownstown Battery Assembly Plant today, highlighting the six different battery packs it makes for nine vehicles around the world (plus a tenth, coming to Asia, that has not yet been announced). During our tour, we learned a few interesting tidbits that we thought readers would like to hear: The Cadillac CT6 plug-in hybrid launches in China this fall before coming to the US next year. GM builds the battery packs in Michigan and ships them to China for final assembly in the PHEV. For now, this is all fine for GM to qualify for China's incentives for building green cars in the country. But, as Bill Wallace, GM's director of global battery systems, told AutoblogGreen, this could change thanks to the country's 'Made in China 2025' plan. The situation is "evolving," he said, and it's a safe assumption that GM will need to build packs in China some day. For the CT6 PHEVs that will be sold in the US, the batteries will make a round trip, since GM will only build the plug-in version in China. As for the range of the CT6 PHEV, that hasn't been announced, but since China offers incentives for vehicles that get at least 50 kilometers (31 miles), that's a likely target (the US range (UPDATE: GM did announce an expected range for the CT6 PHEV in the US at the LA Auto Show last fall, saying it would "travel approximately 30 miles on a full electric charge"). The battery pack in the CT6 is also a clunky box-type thing, totally unlike the near-elegant T-shape used in the Volt. This despite the fact that the guts of the two packs are similar. Both have 192 li-ion cells and weigh almost the same, but GM tuned the CT6 pack for acceleration instead of range, the way it did with the Volt's pack. Still, the main reason the packs are different is because the CT6 is a rear-wheel drive vehicle, and the tunnel that the Volt's pack uses is occupied by the driveshaft. Despite the highly touted second-gen Chevy Volt going on sale last year, GM still has the capacity to build battery packs for the old, first-gen model. This is because the company is legally required to be able to provide replacement packs for warrantied vehicles (for up to 10 years), and the second-gen packs don't fit into the first-gen vehicles.