Tesla Supercharger Cost in 2026: Price per kWh by State, Peak vs Off-Peak, Idle Fees and Membership

Two drivers pull into Superchargers a thousand miles apart. One pays 18 cents a kilowatt-hour at dawn in Maryland; the other pays 75 cents at lunchtime in Silicon Valley. Same network, same plug, four-times-the-price. Here is exactly where every cent goes.

By Petra Halvorsen, Energy & E-Mobility Cost Analyst · Published 30 June 2026 · Data current to Q2 2026

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Ask "how much does a Tesla Supercharger cost" and the honest answer is another question: where, when, and in what car? Tesla deliberately does not publish a single nationwide rate. It sets a price for each site, often splits the day into peak and off-peak bands, charges a different rate to non-Tesla cars, adds per-minute fees when stalls fill up, and in a few states cannot legally sell you a kilowatt-hour at all. The result is one of the widest price spreads in retail energy — and a number you can still pin down once you know which levers are pulling on it.

This piece is a pure cost reference. It does not try to talk you into or out of a membership; that decision has its own page. What it does is lay out the per-kWh price, state by state, hour by hour, fee by fee, on operator and government data, so you can estimate any session before you plug in.

The short answer: what a Supercharger costs in 2026

A Tesla Supercharger costs about $0.45 per kilowatt-hour as a national planning figure in 2026, with most sites landing between $0.30 and $0.50 [S5][S6]. That is the number to budget with if you have no other information.

Drill in and the band widens at both ends. Independent rate trackers put the common range at $0.30–$0.45/kWh at the typical site, with cheaper Midwest and Southeast locations dipping toward $0.25, and high-demand or high-cost regions reaching $0.50–$0.60 and beyond at peak times [S4][S5][S6][S7]. PlaidInvoices, which reads Tesla invoices in bulk, recommends $0.45/kWh as a "middle-of-the-road" budgeting rate while stressing there is no fixed nationwide price [S5]. The network operator US EV Charging Stations Info quotes "typically $0.25 to $0.50 per kWh," with Tesla owners paying the low end and non-Tesla cars the high end [S26].

Put that against the home baseline and the picture clicks into focus. The US average residential electricity price in 2026 is 17.91 cents per kWh [S21], so a Supercharger runs roughly 2 to 3 times the cost of charging in your own garage — the single most important fact in EV running costs, and the reason most owners do about 80% of their charging at home and reserve Superchargers for road trips and no-driveway days [S4][S6].

Why there is no single Supercharger price

Tesla operates more than 3,000 Supercharger locations in the United States — around 3,010 sites with roughly 37,000 fast-charging ports and over 56,000 stalls — and prices each one separately [S26][S27]. That is the structural reason the rate moves so much.

Five forces set the number at any given stall:

• Local electricity cost. Tesla pays wholesale and commercial-demand rates that track the local grid. States where households pay 30+ cents a kWh have pricier Superchargers than states where power is 11 cents [S21][S24].
• Time of day. Many sites now run time-of-use pricing, with peak hours costing 30–50% more than off-peak [S2][S29].
• Real-time demand. A 2026 pilot prices some sites dynamically on live stall utilisation rather than a fixed schedule, so the rate floats with how busy the chargers are when you plug in [S12].
• Who you are. Tesla owners and paid members get the base rate; non-Tesla cars without a membership pay a premium [S16][S17].
• State law. Where per-kWh sales by non-utilities are barred, billing flips to per-minute, which changes the maths entirely [S20].

Crucially, Tesla now shows the exact price — and the peak/off-peak bands — for each site inside the Tesla app and on the car's screen before you start, and the rate is locked at the moment you plug in [S2][S3]. The price is variable, but it is never a surprise if you look first.

The "who you are" lever has grown enormously in scope. As of 2026 the Supercharger network is no longer a Tesla-only club: more than two-thirds of North American Superchargers are open to non-Tesla EVs, and over 27,500 stalls globally accept them, with Ford, GM, Rivian, Hyundai and Stellantis cars among those that plug in directly via NACS or through a Magic Dock adapter [S26][S28]. By early 2026 nearly every major automaker selling EVs in North America had adopted the NACS connector or committed to adapter access, effectively making Tesla's network the default long-distance charging infrastructure for the continent [S28]. That matters for cost because the network's pricing rules — base rate, membership premium, time-of-use bands, idle fees — now apply to millions of non-Tesla drivers who never had to think about them before. The hardware also sets a ceiling on how fast you spend: V3 stalls deliver up to 250 kW (about 200 miles of range in 15 minutes on a compatible car), while newer V4 hardware reaches higher, which is why a per-minute-billed session is so sensitive to whether you are charging at full speed [S26].

Supercharger price by state: the geography of a kilowatt-hour

Supercharger prices range from roughly $0.30 per kWh in the cheap Southeast and Texas to $0.55–$0.60 in California, Hawaii and the Northeast — a near doubling driven mostly by what local electricity costs [S5][S8][S21]. Geography is the second-biggest lever after time of day.

The cheap end clusters where retail power is cheap. The Southeast — Arkansas, Georgia, Alabama, Florida — and parts of the Midwest and Texas carry the lowest public-charging rates in the country, with some Supercharger sites reported around 18 cents a kWh off-peak [S4][S8]. Texas residential power sits near 15–16 cents, roughly 10% below the national average, and its Superchargers track that [S8].

The expensive end is just as predictable. Hawaii, California, Colorado, Connecticut and Alaska "consistently rank among the highest-cost states" for public charging, and every network charges more there [S8]. California household electricity runs 30–34 cents a kWh [S8], and Supercharger non-member rates in high-cost states have been measured at $0.50–$0.58/kWh versus $0.31–$0.36 in standard-rate states [S4][S33]. At the extreme, California drivers have reported peak Supercharger rates as high as 70 cents a kWh at individual busy sites — an outlier, but a real one [S30].

The table below distils the geography into tiers. Treat these as illustrative blended day-rates: the spread within a state, between a rural highway stop and a downtown garage at rush hour, can be wider than the gap between states.

State tier	Example states	Representative Supercharger rate
Low-cost	Arkansas, Georgia, Texas, Alabama	$0.25–$0.36/kWh
Mid-range	Florida, Illinois, Ohio, North Carolina	$0.36–$0.45/kWh
High-cost	New York, Colorado, Connecticut	$0.45–$0.52/kWh
Premium	California, Hawaii, Alaska	$0.52–$0.60+/kWh

The mapping is not perfect — Tesla's commercial tariffs and demand charges don't move in lockstep with household prices — but residential electricity geography from the EIA explains most of the variation you will see [S21][S24]. If you want the same logic applied to every public network, not just Tesla, our US network cost comparison runs the full grid.

Peak vs off-peak: the same stall, two prices

Charging off-peak is 30–50% cheaper than peak at the growing number of Supercharger sites that use time-of-use pricing [S2][S29]. This is the biggest discount available to anyone, and it costs nothing but timing.

The mechanism is simple: Tesla segments the day into time bands — sometimes two, sometimes as many as four — and charges more when the site is in demand [S29]. There is no universal schedule, because peak hours differ by location: urban sites generally peak late afternoon to evening, around 4pm–9pm, while highway sites peak midday and on travel weekends and holidays [S2][S11]. Off-peak windows are typically overnight (roughly 10pm–7am) or early morning [S2].

Two real, published examples show how dramatic the swing can be:

Site	Off-peak	Peak	Spread
Silicon Valley, CA	$0.40 (4am–8am) / $0.47 (10pm–4am)	$0.75 (8am–10pm)	≈ 1.9×
Towson, MD	$0.18 (4am–noon)	$0.44 (noon–8pm)	≈ 2.4×

The Silicon Valley site charges $0.40 a kWh from 4–8am, jumps to $0.75 through the working day, then settles to $0.47 overnight — a $0.35 swing on the same electrons [S30]. The Towson, Maryland charger is even starker in percentage terms: $0.18 off-peak in the morning against $0.44 at midday peak, a 2.4-fold difference [S29].

A 2026 dynamic-pricing pilot pushes this further, repricing some sites on live utilisation instead of fixed bands, so the off-peak discount appears whenever the stalls happen to be empty rather than only at set hours [S12]. Either way, the playbook is the same: check the app, and if the bands are visible, shift your stop by an hour or two. On a 52 kWh top-up, moving from the Towson peak to its off-peak rate saves about $13.50 — our calculation, ($0.44 − $0.18) × 52 kWh [S29].

Idle and congestion fees: the meter that runs after the electrons stop

Tesla charges $0.50 per minute in idle or congestion fees, doubling to $1.00 per minute when a site is completely full [S1]. These are not part of the energy price, but they land on the same bill, and they exist to keep stalls turning over rather than to make money.

There are two distinct fees, and Tesla's own support and owner's-manual pages spell out the difference [S1][S13]:

• Idle fee. Once your session ends and you leave the car plugged in, an idle fee of $0.50 per minute begins — but only if the site is at least 50% occupied. If the site is at 100% capacity, it doubles to $1.00 per minute [S1][S26]. There is a five-minute grace period, and the fee stops the instant you move the car [S1].
• Congestion fee. This applies while you are still charging. If the site is busy and your battery is above the "congestion limit" — understood to be around 80% — a $0.50-per-minute congestion fee accrues, again after a five-minute grace [S1][S13]. The intent is to nudge you off the charger before the slow top-up from 80% to 100%, where charging speeds fall and you are hogging a stall.

Tesla quietly lowered its recommended default charge level from 90% to 80% partly so that owners would stop accidentally triggering congestion fees [S13]. Drivers do get caught: one Cybertruck owner reported a $0.50/minute congestion charge ticking even at a near-empty site, underlining that the rules around "when busy" are not always transparent [S14]. For the full anatomy of these charges across every US network, see our idle and congestion fees explainer.

The practical defence is cheap: set your charge limit to 80% for road trips, watch for the app's "charging complete" alert, and move promptly. Do that and you will essentially never pay either fee.

Membership: the $12.99 question for non-Tesla drivers

Non-Tesla EVs pay 30–40% more per kWh at Superchargers unless their owner buys a $12.99-a-month Supercharging Membership, which grants the Tesla-owner rate [S16][S17]. This is the single most important pricing fork for the millions of Ford, GM, Rivian, Hyundai and other NACS-equipped cars now using the network.

Tesla's own headline claim is that non-Tesla cars pay "about 40% more" [S16]. Independent measurement is gentler: trackers put the real premium at 30–35%, varying by location and time [S16]. A worked Los Angeles example shows the spread — at peak hours a non-member paid about $0.60/kWh against $0.45 for a Tesla owner (a 35–37% gap), but off-peak the gap shrank to roughly 23% [S16].

The membership math is straightforward. At $12.99/month, the fee is recovered once the membership saves you more than $12.99 in premiums. Independent analyses converge on a break-even of roughly 80–100 kWh of charging per month, or about three to four Supercharger sessions [S16][S18]. In plain terms: charge in public more than a couple of times a month in a non-Tesla, and the membership pays for itself; charge rarely, and you are better off eating the ad-hoc premium.

Two details trip people up. First, the membership is per account, not per car — one $12.99 plan covers multiple non-Tesla EVs on the same login [S16]. Second, if you own both a Tesla and a non-Tesla, the Tesla charges at the owner rate automatically, but the other car still needs the membership to match it [S19][S36]. Whether the subscription is actually worth it for your specific usage is the job of our dedicated membership break-even analysis — this page is only here to tell you what the rates are. Note too that access depends on a compatible plug or adapter; the economics of those are in our NACS adapter cost guide.

Per-minute states: where Tesla can't sell you a kilowatt-hour

In a handful of states — Texas among them — Tesla bills by the minute, not the kWh, across four power tiers [S20]. This is a legal artefact, not a Tesla choice, and it changes how you should think about cost.

Several states bar companies that are not regulated utilities from reselling electricity by the kilowatt-hour. At Supercharger sites in those states, Tesla instead charges for time connected, splitting the rate into four tiers by charging speed: Tier 1 covers speeds below 60 kW at the lowest per-minute price, rising through the tiers to Tier 4 for speeds above 180 kW at the highest per-minute price [S20]. Published per-minute rates run roughly $0.50–$1.00 per minute depending on tier and location [S26][S34].

The wrinkle is counterintuitive. Because you pay for minutes rather than energy, anything that slows your charge — a cold battery, a high state of charge above 80%, or a Magic Dock with a speed cap — drops you into a cheaper tier per minute but keeps you plugged in longer, and the effective cost per kWh can end up higher than in a per-kWh state [S20]. The defence is the opposite of the kWh-state advice: in per-minute states, charge when your battery is warm and below 60%, where speeds are highest and each minute buys the most energy. Pre-conditioning the battery on the way to the stall is worth real money here.

What a real charging session costs

A 10–80% Supercharger session on a Model Y costs about $18–$25 in 2026 [S31]. That is the figure most drivers actually care about, and it follows directly from the per-kWh rate.

The arithmetic: a Model Y-class EV has roughly 75 kWh usable, so a 10–80% top-up draws about 52 kWh. Multiply by the local rate:

Scenario	Rate	10–80% (≈52 kWh) cost
Cheap state, off-peak	$0.30/kWh	≈ $15.60
US average	$0.45/kWh	≈ $23.40
California, peak	$0.60/kWh	≈ $31.20
Same trip, home	$0.18/kWh	≈ $9.40

Our calculation; 52 kWh top-up, rates per [S5], [S8], [S21]. That lines up with independent figures putting a Model Y 20–80% Supercharger session at $18–$25, and with EnergySage's read that Supercharging averages around 41 cents a kWh at peak while a full home charge of a Model Y runs about $16 [S31][S32]. A smaller Model 3 with a ~60 kWh pack costs proportionally less — roughly $14–$20 for the same 10–80% window at the national average. For a model-by-model breakdown of home-versus-Supercharger costs, see our cost-to-charge-a-Tesla guide.

The session cost compounds quickly on a long trip, which is where these numbers stop being abstract. A 1,000-mile drive in a Model Y needs roughly 285 kWh of energy at the wheel; charged entirely on Superchargers at the $0.45 national average, that is about $128 in electricity alone — before any idle or congestion fees, and before any peak-hour surcharge [S5][S32]. Run the same trip through high-cost California sites at $0.60/kWh and the energy bill climbs past $170; thread it through cheap Texas and Southeast stops at $0.32 and it drops toward $91 [S8][S30]. The lesson for road-trippers is that where you stop on a cross-country route can swing the fuel bill by 50% or more, and the Tesla trip planner's cheapest-by-cost routing is worth using when the detour is small. None of this changes the home-charging story underneath: the overwhelming majority of an EV's annual miles are still fuelled in the garage at less than half the Supercharger rate, and the road-trip premium is the price of convenience on the minority of miles that need it [S33][S34].

Supercharger vs home vs gas: the cost-per-mile reality

Supercharging costs about 13 cents per mile, roughly the same as a comparable gas car, while home charging costs 5–6 cents — and that gap is the whole argument for an EV [S32][S33]. The per-kWh rate only matters once you translate it into the unit you actually spend: cost per mile.

At a national Supercharger average near $0.45/kWh and a typical efficiency of about 3.5 miles per kWh, fast charging works out to roughly 13 cents a mile [S33]. A comparable gasoline car sits around 13–16 cents a mile [S32][S33]. So if you Supercharged exclusively, an EV would barely undercut gas — the running-cost advantage would nearly vanish.

The saving lives at home. At the 17.91-cent average residential rate, the same EV costs about 5–6 cents a mile, less than half the gas figure; EnergySage pegs home Tesla charging near 6 cents a mile against roughly 16 for gas, a 63% saving [S21][S32]. Because roughly 80% of charging happens at home, real-world blended cost per mile lands far closer to the home number than the Supercharger one [S33][S34]. The takeaway: Superchargers are a convenience tool priced like one, and the EV cost story is written overwhelmingly by your home rate, not your road-trip rate.

How to pay the lowest Supercharger price

Six habits cut a Supercharger bill more than any single trick:

1. Check the app before plugging in. The exact per-kWh rate and the peak/off-peak bands are shown for every site, and the price is locked when you start [S2][S3].
2. Charge off-peak. Shifting into an off-peak window saves 30–50% where time-of-use pricing applies — the single biggest lever [S2][S29].
3. Stop at 80%. Charging past 80% is slow, expensive per minute of your time, and risks congestion fees; 10–80% is the cost-efficient window [S1][S13].
4. Move promptly. Idle fees start at $0.50/minute (─ $1.00 when full) after a five-minute grace, so leave as soon as the app pings [S1].
5. Buy the membership if you charge often in a non-Tesla. Above ~80–100 kWh a month, $12.99 saves more than it costs [S16][S18].
6. In per-minute states, charge fast. Warm the battery and plug in below 60% so each minute buys the most energy [S20].

Do all six and a non-Tesla driver in a high-cost state can realistically halve the worst-case rate they would otherwise pay — without changing where they drive, only when and how they plug in.

Methodology

The methodology, scope and assumptions for this article are summarised in the box at the top of the page and apply throughout: US-only prices in US dollars, fee rules from Tesla's own support pages, home baselines from the EIA, and representative per-kWh figures blended from independent rate trackers and real driver observations because Tesla publishes no single nationwide rate. Every figure that is our own arithmetic is labelled "our calculation," and state price tiers are illustrative blends rather than a stall-by-stall survey.

Frequently asked questions

How much does it cost to charge at a Tesla Supercharger in 2026? Most US Superchargers fall between $0.30 and $0.50 per kWh, with $0.45 a sensible planning average [S5][S6]. Cheap Southeast and Texas sites dip to $0.25–$0.33; California, Hawaii and the Northeast push $0.50–$0.60, and peak urban rates can spike higher [S4][S8][S30]. A 10–80% top-up on a Model Y costs roughly $18–$25 [S31].

What are Tesla Supercharger peak and off-peak hours? There is no national schedule — each site sets its own [S2]. As a rule, urban sites peak late afternoon to evening (about 4pm–9pm) and highway sites peak midday and on travel weekends [S11]. Off-peak (often overnight, roughly 10pm–7am, or early morning) runs 30–50% cheaper [S29]. The Tesla app shows the exact rate and time bands before you plug in [S2][S3].

What is the Tesla idle fee and congestion fee? An idle fee of $0.50 per minute applies once charging ends and the site is at least 50% full; it doubles to $1.00 per minute when the site is 100% full [S1]. A congestion fee, also $0.50 per minute, applies while you are still charging if the site is busy and your battery is above the congestion limit of around 80% [S1][S13]. Both have a five-minute grace period and stop the moment you move the car [S1].

Do non-Tesla EVs pay more at Superchargers? Yes, by roughly 30–40% per kWh without a membership [S16][S17]. Tesla's own figure is about 40%; independent trackers put it nearer 30–35%, narrowing to about 23% off-peak [S16]. A $12.99/month Supercharging Membership erases the gap by giving the non-Tesla car the Tesla-owner rate [S16][S18].

Which states have the cheapest and most expensive Superchargers? Cheapest: the Southeast (Arkansas, Georgia, Alabama, Florida) and Texas, often $0.25–$0.36/kWh [S4][S8]. Most expensive: Hawaii, California, Connecticut, Colorado and parts of the Northeast, frequently $0.48–$0.58/kWh, with California peak sites occasionally reported near $0.70 [S8][S30].

Why do some Superchargers bill by the minute instead of by the kWh? A few states, including Texas, bar non-utilities from selling electricity by the kilowatt-hour [S20]. At those sites Tesla bills per minute across four power tiers — slower tiers cost less per minute, faster tiers more [S20]. The catch is that if your car charges slowly, per-minute billing can work out more expensive per kWh [S20].

Is Supercharging cheaper than gas? Marginally. At about $0.45/kWh a Supercharger costs roughly 13 cents per mile — about the same as a comparable gas car [S32][S33]. The real EV saving comes from home charging at the 17.91-cent average, which works out near 5–6 cents per mile [S21][S32].

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© 2026 ChargeCostLab. Independent EV running-cost analysis. Tesla Supercharger prices are set per site and change frequently; every figure here reflects data available to Q2 2026 and should be confirmed in the Tesla app before you charge. This article is informational and not financial advice. Last reviewed 30 June 2026.