At a Tesla Supercharger lot in Kettleman City, cars are using fast chargers. Tesla recently reached agreements with other automakers to give them access to their chargers.
(
Larry Valenzuela
/
CalMatters
)
Topline:
Public chargers must be built at an unprecedented pace to meet the target in less than 7 years, and then doubled to 2 million in 2035. The high cost — $120,000 or more for one fast charger— is just one obstacle.
Why now: A million public chargers are needed in California by the end of 2030, according to the state’s projections — almost 10 times more than the number available to drivers in December. To meet that target, 129,000 new stations — more than seven times the current pace — must be built every year for the next seven years. Then the pace would have to accelerate again to reach a target of 2.1 million chargers in 2035.
Why it matters: A robust network of public chargers — akin to the state’s more than 8,000 gas stations — is essential to ensure that drivers will have the confidence to purchase electric vehicles over the next several years. “It is very unlikely that we will hit our goals, and to be completely frank, the EV goals are a noble aspiration, but unrealistic,” said Stanford professor Bruce Cain, who co-authored a policy briefing detailing California’s electric vehicle charging problems.
The context: Under California’s landmark electric car mandate, a pillar of Gov. Gavin Newsom’s climate change agenda, 68% of all new 2030 model cars sold in the state must be zero emissions, increasing to 100% for 2035, when 15 million electric cars are expected in California. “We’re going to look really silly if we are telling people that they can only buy electric vehicles, and we don’t have the charging infrastructure to support that,” said Assemblymember Jesse Gabriel, a Democrat from Encino.
California will have to build public charging stations at an unprecedented — and some experts say unrealistic — pace to meet the needs of the 7 million electric cars expected on its roads in less than seven years.
The sheer scale of the buildout has alarmed many experts and lawmakers, who fear that the state won’t be prepared as Californians purchase more electric cars.
A million public chargers are needed in California by the end of 2030, according to the state’s projections — almost 10 times more than the number available to drivers in December. To meet that target, 129,000 new stations — more than seven times the current pace — must be built every year for the next seven years. Then the pace would have to accelerate again to reach a target of 2.1 million chargers in 2035.
A robust network of public chargers — akin to the state’s more than 8,000 gas stations — is essential to ensure that drivers will have the confidence to purchase electric vehicles over the next several years.
“It is very unlikely that we will hit our goals, and to be completely frank, the EV goals are a noble aspiration, but unrealistic,” said Stanford professor Bruce Cain, who co-authored a policy briefing detailing California’s electric vehicle charging problems. “This is a wakeup call that we address potential institutional and policy obstacles more seriously before we commit blindly.”
Under California’s landmark electric car mandate, a pillar of Gov. Gavin Newsom’s climate change agenda, 68% of all new 2030 model cars sold in the state must be zero emissions, increasing to 100% for 2035, when 15 million electric cars are expected in California.
“We’re going to look really silly if we are telling people that they can only buy electric vehicles, and we don’t have the charging infrastructure to support that,” said Assemblymember Jesse Gabriel, a Democrat from Encino who introduced a package of unsuccessful bills last year aimed at expanding access to car chargers.
“We are way behind where we need to be,” Gabriel told CalMatters.
Big obstacles stand in the way of amping up the pace of new charging stations in public places. California will need billions of dollars in state, federal and private investments, streamlined city and county permitting processes, major power grid upgrades and accelerated efforts by utilities to connect chargers to the grid.
State officials also are tasked with ensuring that charging stations are available statewide, in rural and less-affluent areas where private companies are reluctant to invest, and that they are reliable and functioning whenever drivers pull up.
In Pacific Gas & Electric’s vast service area, home to 40% of all Californians, electric car purchases are moving twice as fast as the buildout of charging stations, said Lydia Krefta, the utility’s director of clean energy transportation. Californians now own more than 1.5 million battery-powered cars.
Patty Monahan, who’s on the Energy Commission, the state agency responsible for funding and guiding the ramp-up, told CalMatters that she is confident that California can build the chargers its residents need in time.
The agency’s estimate of the current chargers is likely an undercount, she said. In addition, fast-charging stations could play a bigger role than initially projected, meaning hundreds of thousands of fewer chargers might be needed. Also, as the ranges and charging speeds on cars improve, there may be less demand for public chargers.
“California has a history of defying the odds,” Monahan said. “We have a history of advancing clean cars, clean energy, writ-large. We have naysayers left and right saying you can’t do it, and then we do it.”
Barriers to private investments: an uncertain marke
On a September day last year, Monahan spoke behind a podium in the parking lot of a Bay Area grocery store. A row of newly constructed car chargers rose behind her.
“Let’s celebrate for a moment,” she said.
California had met its goal of 10,000 fast electric chargers statewide — two years ahead of a target set in 2018.
California Energy Commissioner Patty Monahan speaks during the launch of an EVgo fast charging station in Union City on Sept. 25, 2023.
(
Loren Elliott
/
CalMatters
)
Fast chargers like the new ones at the grocery store are increasingly seen as critical to meeting the needs of drivers. They can power a car to 80% in 20 minutes to an hour, while the typical charger in use today, a slower Level 2, takes from four to 10 hours.
But installing and operating fast chargers is an expensive business — one that doesn’t easily turn a profit.
Nationwide each fast charger can cost up to $117,000, according to a 2023 study. And in California, it could be even more — between $122,000 and $440,000 each, according to a separate study, although the Energy Commission said the range was $110,000 to $125,000 for one of its programs.
Most of America’s publicly traded charger companies have been forced to seek more financing, lay off workers and slow their network build outs, analysts said. EVgo, for instance, has seen its share price crater, as has ChargePoint, which specializes in selling the slower, Level 2 hardware.
California stands apart from other states — it has by far the most chargers and electric car sales, and more incentives and policies encouraging them.
Tesla, America’s top-selling electric car manufacturer, dominates fast-charging in both California and the U.S. — but the company didn’t get into the business to sell charges to drivers; it got into the charger business to sell its electric cars. Initially Tesla Superchargers were exclusive to its drivers, but starting this year other EV drivers can use them after Tesla provided ports to Ford and other automakers.
Tesla’s manufacturing prowess, supply chain dominance and decade-plus of experience with fast chargers have given it an edge over competitors — a coterie of unprofitable, publicly traded startups, as well as private companies that often benefit from public subsidies, according to analysts.
“All the automakers joined forces with their biggest competitor,” said Loren McDonald, chief executive of the consulting firm EVAdoption. “If that doesn’t tell you how bad fast-charging networks and infrastructure were, I don’t know what else does.”
Tesla vehicles charge at a Supercharger lot in Kettleman City on June 23, 2024.
In California, Electrify America, a privately held company, was created by Volkswagen as a settlement for cheating on emissions tests for its gas-powered cars. The company is spending $800 million on California chargers, building a robust network of 260 stations, with more than half in low-income communities, including the state’s worst charging desert, Imperial County.
The problem is Electrify America was ranked dead last in a consumer survey last year, and its chargers have been plagued by reliability problems and customer complaints. The California Air Resources Board in January directed Electrify America to “strive to achieve charger reliability consistent with the state of the industry.” A company spokesperson said the dissatisfaction showed “an industry in its growth trajectory.” There are signs of improvement, based on consumer data from the first three months of this year.
Startups continue to jump into the charging business, with the number of companies offering fast chargers growing from 14 in 2020 to 41 in 2024, EVAdoption said. Seven carmakers formed a $1 billion venture to build a 30,000-charger network in North America. And gas stations such as Circle K are offering more charging because electric car customers spend more time shopping while waiting for their rides to juice up.
But the realization that charging is a costly business has set in on Wall Street, and that doesn’t seem likely to change anytime soon. “Can public EV fast-charging stations be profitable in the United States?” the consultancy McKinsey & Company asked.
“The fervor, the excitement from the investor base, has definitely dwindled quite a bit, given the prospects that EV adoption in the U.S. is going to be slower, revenue growth is really slower, the path to profitability is going to be slower, and they might need more capital than everyone originally expected,” said Christopher Dendrinos, a financial analyst who covers electric car charging companies for the investment bank RBC Capital Markets.
The stakes are high for California when it comes to encouraging investments in expensive fast chargers: If 63,000 additional ones were built, California might need 402,000 fewer slower Level 2 chargers in 2030, according to an alternative forecast by the Energy Commission.
Billions of public dollars: Will it be enough?
Nationwide $53 billion to $127 billion in private investments and public funding is needed by 2030 to build chargers for about 33 million electric cars, according to a federal estimate. Of that, about half would be for public chargers.
Congress and the Biden administration have set aside $5 billion for a national network of fast chargers. So far only 33 in eight locations have been built, but more than 14,000 others are in the works, according to the Federal Highway Administration. California’s share of the federal money totals $384 million; about 500 fast chargers will be built with an initial $40.5 million, said Energy Commission spokesperson Lindsay Buckley.
In addition, the state has spent $584 million to build more than 33,000 electric car chargers through its Clean Transportation Program, funded by fees drivers pay when they register cars. The Legislature extended that program for an additional decade last year.
Newsom has committed to spending $1 billion through 2028 on chargers with his “California Climate Commitment,” Buckley said. But this year Newsom and the Legislature trimmed $167 million from the charger budget as the state faces a record deficit. A lobbyist for the Electric Vehicle Charging Association said “the state pullback sends a very challenging message” to the industry.
California’s commitment to charger funding is “solid,” despite the cuts, Buckley said. They have not yet estimated the total investment needed in California to meet the targets.
But Ted Lamm, a UC Berkeley Law researcher who studies electric car infrastructure, said the magnitude of building what California needs in coming years likely dwarfs the public funding available.
State and federal programs will “only fund a fraction,” and the state needs to spend that money on lower-income communities, he said.
Another possible funding source is California’s Low Carbon Fuel Standard, which is expected to be revised in November. The program requires carbon-intensive fuel companies to pay for cleaner-burning transportation. Utilities get credits and use that money to pay for chargers, rebates to car buyers and grid improvements, said Laura Renger, executive director of the California Electric Transportation Coalition, which represents utilities.
“I think with that, we would have enough money,” Renger said. She said the program’s overhaul could help utilities invest “billions” in chargers and other electric car programs over the next two decades.
Backlogged local permits and grid delays
One of the biggest barriers to more chargers isn’t money. It’s that cities and counties are slow to approve plans for the vast number of stations needed.
State officials only have so much political power to compel local jurisdictions to do what they want — a reality made abundantly clear by the housing crisis, for instance. California relies on grants and persuasion to accomplish its goals, and the slow buildout of chargers shows how those strategies can fall short, said Stanford’s Cain.
“The locals cannot be compelled by regulatory agencies to make land and resources available for what the state wants to achieve,” Cain said.
The same obstacles have marked the state’s broader effort to electrify California and switch to clean energy. Local opposition and environmental reviews sometimes hold up large solar projects and transmission projects for years.
California has created a “culture of regulation that emphasizes the need to be extra careful and extra perfect, but this takes an incredible amount of time,” Steve Bohlen, senior director of government affairs at Lawrence Livermore National Laboratory, said last month at the inaugural hearing of the state Assembly’s Select Committee on Permitting Reform.
“We’re moving into a period of rapid change, and so perfect can’t be the enemy of the good.”
Workers install a transformer to power electric car chargers in Calexico
(
Adriana Heldiz
/
CalMatters
)
Chargers aren’t as complicated as large-scale solar or offshore wind projects. But most chargers installed in public spaces do need a land-use or encroachment permit, among other approvals. California has passed laws requiring local jurisdictions to streamline permits for chargers. What’s more, the Governor’s Office of Business Development now grades cities and counties using a scorecard and maintains a map displaying who has, or hasn’t, made life easier for car charger builders. But these strategies only go so far.
“It doesn’t matter how many requirements you put on (local governments),” Lamm said. “If they just don’t have the time in the day to do it … it’s going to sit in the backlog, because that’s how it works.”
The delays have consequences. Getting a station permitted in California, on average, takes 26% longer than the national average, Electrify America reported. Designing and constructing a station in California can cost on average 37% more than in other states because of delays in permitting and grid connections. A utility on average takes 17 weeks after work is completed to connect chargers to the grid, Electric America said.
Powering large charging projects often requires grid upgrades, which can take a year or more for approval, said Chanel Parson, a director at Southern California Edison. Supply chain issues also make getting the right equipment a challenge.
Edison, which has a 10-year plan to meet expected demand, has asked the utilities commission for approval to upgrade the grid where it anticipates high charging demand.
“Every EV charging infrastructure project is a major construction project,” Parson said. “There are a number of variables that influence how long it takes to complete the project.”
Impatient with broken chargers, bad service
Inspired to help the nation reduce its dependence on fossil fuels, Zach Schiff-Abrams of Los Angeles bought a Genesis GV60. As a renter, he has relied on public charging, primarily using Electrify America stations — and that’s been his biggest problem about owning an electric car.
Charging speeds have been inconsistent, he said, with half-hour sessions providing only a 15 to 30% charge, and he often encounters broken chargers.
“I believe in electrical, so I’m really actually trying to be a responsible consumer,” Schiff-Abrams said. “I want to report them when they’re down, but the customer service is horrible.”
In January, the California Air Resources Board approved a final $200 million spending plan for Electrify America — but not before board chair Liane Randolph scolded its CEO.
Randolph — arguably one of America’s top climate regulators — told CEO Robert Barrosa about an exchange she had with his company’s customer service line after finding a broken charger at a station along Interstate-5.
“It didn’t work,” Randolph said during the board meeting. “Called the customer service line, waited like 10-ish minutes. …(The charger) was showing operable on the app and the guy goes, ‘oh, my data is showing me that it has not had a successful charge in three days.’”
“These issues are not easy,” Barrosa responded. “Our head is not in the sand,” he told board members earlier. “We are listening to customers.”
But Randolph, addressing journalists at a conference in Philadelphia, pushed back against the idea that because the transition to electric vehicles is happening gradually that it’s a failure. Many people will rely on charging at home or work, and batteries are becoming more efficient.
“The infrastructure is continuing to be rolled out at a rapid pace,” Randolph said. “It doesn’t all have to be perfect instantly. It’s a process. And it’s a process that’s continuing to move.”
Data journalists Erica Yee and Arfa Momin contributed to this report.
Fiona Ng
is LAist's deputy managing editor and leads a team of reporters who explore food, culture, history, events and more.
Published February 8, 2026 11:53 AM
California Gov. Gavin Newsom speaks during a bill signing ceremony in 2022.
(
Justin Sullivan
/
Getty Images
)
Topline:
On Saturday, Newsom posted on social media proclaiming today, Super Bowl Sunday, as "Bad Bunny Day" in California in an over-the-top tweet written in all caps.
The proclamation: "AS MANY PEOPLE KNOW, I AM A TREMENDOUS LOVER OF 'THE SPANISH'... THAT IS WHY I AM DECLARING TOMORROW IN CALIFORNIA AS “BAD BUNNY DAY” WHEN BAD BUNNY PERFORMS AT THE BIG GAME IN THE GOLDEN STATE WITH HIS SOOTHING, BEAUTIFUL VOICE, AND HIS VERY NICE LOOKS," reads the message tweeted out through Newsom's office.
We looked into it: The declaration was so extra, we decided to look into it. Read on to learn what we found.
Bad Bunny has fans the world over. One of them apparently is Gov. Gavin Newsom.
On Saturday, Newsom posted on social media proclaiming today, Super Bowl Sunday, as "Bad Bunny Day" in California in a rather tongue-in-cheek, over-the-top tweet written in all caps.
"AS MANY PEOPLE KNOW, I AM A TREMENDOUS LOVER OF 'THE SPANISH'... THAT IS WHY I AM DECLARING TOMORROW IN CALIFORNIA AS 'BAD BUNNY DAY' WHEN BAD BUNNY PERFORMS AT THE BIG GAME IN THE GOLDEN STATE WITH HIS SOOTHING, BEAUTIFUL VOICE, AND HIS VERY NICE LOOKS," reads the message tweeted out through Newsom's office.
AS MANY PEOPLE KNOW, I AM A TREMENDOUS LOVER OF “THE SPANISH.” IT IS A BEAUTIFUL LANGUAGE SPOKEN BY MANY BEAUTIFUL PEOPLE IN THE GREAT STATE OF CALIFORNIA AND ACROSS THE WORLD. I AM ALSO A HUGE FAN OF PUERRRRRRRTO RICO. THAT IS WHY I AM DECLARING TOMORROW IN CALIFORNIA AS “BAD…
— Governor Newsom Press Office (@GovPressOffice) February 7, 2026
"Obviously in this case, the governor is making light of the President's criticisms of Bad Bunny performing during today's Super Bowl halftime show," said Chris Micheli, an adjunct professor of law at McGeorge School of Law in Sacramento, as well as the author of a number of textbooks on California state government.
So, is the proclamation for real?
To answer that question, let's take a detour into the state proclamation process.
"The governor has a wide authority on proclamations," said Micheli, who also works as a lobbyist for groups like the California Manufacturers & Technology Association.
Proclamations generally fall into two categories, he said. One is official actions, such as states of emergency in the case of disasters, to direct resources for relief. The second is proclamations that are ceremonial and commemorative in nature, where the governor may designate a specific day, week or a period of time to recognize a person or an event — like Black History Month or Ronald Reagan Day.
The Bad Bunny Day proclamation, Micheli said, falls in the second category. But, he added, proclamations are signed by the governor and attested by the Secretary of State in written declarations. As such, it's easy to interpret the Bad Bunny Day tweet as done in jest.
Here's what the Governor told LAist
"The Governor declared Bad Bunny Day via tweet. Enjoy!" The governor's office told us in an email seeking confirmation on Sunday.
Micheli said that means the governor would likely follow up with an official written declaration.
Here's the thing with ceremonial proclamations, though. Micheli said they need to be re-upped every year by the governor — they don't automatically renew.
So yes, let's celebrate Bad Bunny Day on this Super Bowl Sunday. Let's hope to do it again next year, and the years after.
By Adriana Gallardo, A Martínez, Lilly Quiroz | NPR
Published February 8, 2026 6:12 AM
(
Mike Coppola/Getty Images
/
Getty Images North America
)
Topline:
Bad Bunny is headlining today's Superbowl halftime show — a historic moment for some, a controversial choice for others.
The backstory: Bad Bunny, made history at the 2026 Grammy Awards when he became the first artist to win album of the year for a Spanish-language album. The artist has been vocal in his opposition to federal ICE raids.
Why now: But this Sunday, Bad Bunny will meet a larger and potentially more politically divided audience at the Super Bowl. Since late September when the NFL, Apple Music and Roc Nation announced their invitation to Bad Bunny, many took to social media to voice their indignation at the choice to platform an artist who has only released music in Spanish.
Puerto Rican superstar, Bad Bunny, made history at the 2026 Grammy Awards when he became the first artist to win album of the year for a Spanish-language project, with him winning for his album Debí Tirar Más Fotos. In addition to the top prize, Bad Bunny, whose given name is Benito Antonio Martínez Ocasio, took home the award for the best música urbana album and best global music performance for his song "EoO".
In his acceptance remarks, and not unlike other moments throughout his career, the artist used the spotlight to express his political views.
"Before I say thanks to God, I'm going to say ICE out," Bad Bunny said during his acceptance speech for best música urbana album. "We're not savages, we're not animals, we're not aliens — we're humans and we are Americans," he added in response to the ongoing U.S. Immigration and Customs Enforcement raids across the country.
The crowd in Los Angeles, largely met his statements with applause and ovation.
But this Sunday, Bad Bunny will meet a larger and potentially more politically divided audience at the Super Bowl, where he is set to headline this year's halftime show. Since late September when the NFL, Apple Music and Roc Nation announced their invitation to Bad Bunny, many took to social media to voice their indignation at the choice to platform an artist who has only released music in Spanish.
To learn more about Bad Bunny's political history and what we might expect at the Super Bowl, Morning Edition host A Martinez spoke with Petra R. Rivera-Rideau, who chairs the American Studies Department at Wellesley College and the co-author, alongside Vanessa Díaz, of the new book, P FKN R: How Bad Bunny Became the Global Voice of Puerto Rican Resistance. The two academics are also behind the Bad Bunny Syllabus, an online teaching resource based on Puerto Rican history and Bad Bunny's meteoric rise since 2016.
Below are three takeaways from the conversation.
Students come for Bad Bunny and stay for the history
Rivera-Rideau teaches "Bad Bunny: Race, Gender, and Empire in Reggaetón" at Wellesley and said the course uses Bad Bunny's work as a hook to get students into the seminar.
"But we really actually spend most of our time talking about Puerto Rican history and Puerto Rican history is part of U.S. history," she said. "And Bad Bunny music has consistently made references to this history."
Rivera-Rideau pointed to an example from 2018 when Bad Bunny debuted on a U.S. mainstream English language television show, The Tonight Show Starring Jimmy Fallon. The artist opened with a critique of the Trump administration's handling of Hurricane Maria, which had devastated his island in 2017.
"After one year of the hurricane, there's still people without electricity in their homes. More than 3,000 people died and Trump is still in denial," Martínez Ocasio said.
Latinos remain "perpetually foreign" to some
Puerto Ricans are born U.S. citizens — but this has not always protected them from being caught in recent ICE operations.
"I think part of that has to do with the kind of racialization of Spanish and the racialization of Latino communities of which Puerto Ricans are a part," she said. "And I think what it indicates is that, to me, Latinos in the United States, many of whom have been here for generations, are often understood to be perpetually foreign as a group of people that just does not belong."
The Party is the Protest
Rivera-Rideau said if Apple Music's trailer for the Super Bowl halftime show — which features Bad Bunny dancing with a group representing a smattering of ages, faces and abilities — is any indication of what audiences can expect on Sunday's stage, the theme might be joy in the face of a difficult moment for immigrants and Latinos in the U.S.
"One of the things we talk about in our book is that Bad Bunny is part of resistance, he does engage in protests but it's often through joy," she said. "We have a chapter in our book called 'The Party is the Protest' and I actually feel like that's what I expect at the Superbowl, a party and a protest.
Copyright 2026 NPR
Keep up with LAist.
If you're enjoying this article, you'll love our daily newsletter, The LA Report. Each weekday, catch up on the 5 most pressing stories to start your morning in 3 minutes or less.
Suzanne Levy
is a senior editor on the Explore LA team, where she oversees food, LA Explained and other feature stories.
Published February 8, 2026 5:00 AM
Can Bad Bunny outshine Kendrick?
(
Timothy A. Clary
/
Getty Images
)
Topline:
For LAist Senior Editor Suzanne Levy, who grew up in the U.K., the Super Bowl is a fascinating experience. Yes, there's the football — but for her that's the least interesting thing about it.
Why it matters: Want to know how the Super Bowl looks to much of the rest of the world? Read on.
Why now: It's Super Bowl Sunday... let the commercials and the half-time show begin!
The Super Bowl, to someone who a) grew up in the UK, and b) doesn’t really get football, is a strange experience.
Of course, I’m talking American football, not English football, by the way. If England gets into the World Cup quarter final you might find me at 7 a.m. in a pub in Santa Monica drinking a nice cup of tea and cheering the TV.
The Super Bowl is a national cultural event, and there’s so much excitement running up to it, yet when it happens, the thing that everyone is fixated on is the thing you’re least interested in. As in, the football — the men with padded shoulders who pile into a heap. I mean, I get the ones in the middle are doing something, but the ones at the edges are just for show, right?
All the running and the throwing and the tackling … well that just gets in the way of all the entertainment.
OK, OK, I’m kidding. I do get excited when a halfback grabs the ball and starts up the field, elbowing people out of the way, but even that can get a bit wearing when it happens over and over again. Just let the guy get to where he wants to go already!
And that’s where the Super Bowl is ideal. It comes with ready prepared breaks in the action, so there’s no chance to get bored. There’s the commercials. Over the years, some of them have been so great, like that one with the kid and the Force, and that Eminem Detroit one.
Some, not so much. That’s where I do my armchair critiquing. “Well I hoped they paid him a whole boatload of money for that one, his credibility’s down the toilet,” or, “Oh come on, ad agency, for a million dollars per millisecond, that’s all you can come up with?”
But it’s the hope, the desire, that this moment you’ll be blown out of your chair. Wait, that sounds a lot like watching football. Hmm.
Then there’s the half time show, which I always watch. “Call me when it starts!” I yell at my family as I walk out to do some very important laundry folding. As the music begins, I rush back in. Lady Gaga, Beyonce and now … Bad Bunny. As I watch pure perfection, I keep telling myself, they’re doing it live, in front of a billion people. They are not missing a damn note. Or step. Except that left shark. Hell, even the Weeknd won me over eventually.
And then there’s the last quarter. I make sure I watch that. It’s the psychodrama of it all. The looks on the coach’s faces as they chew their gum, serious, determined. The fans, holding their breath. The commentators asking Tom Brady what it was like when he was doing it. And then.. the whistle blows. And one half of the stadium is ecstatic, giddy with delight, while the other half stares into the abyss. It's a Shakespearean tragedy come to life. For all the commercials and the music, this really is the can’t miss part, which brings me back year after year. Go Patriots! Go Seahawks! Let the game begin.
Fiona Ng
is LAist's deputy managing editor and leads a team of reporters who explore food, culture, history, events and more.
Published February 8, 2026 5:00 AM
Bad Bunny is introduced during the Super Bowl LX Pregame & Apple Music Super Bowl LX Halftime Show Press Conference at Moscone Center West on February 05, 2026 in San Francisco, California.
(
Ishika Samant
/
Getty Images
)
Topline:
On Sunday, fans are gathering at bars and house parties to bear witness to Bad Bunny's historic performance at Benito Bowls viewing parties all across the Southland.
Why it matters: Super Bowl halftime shows are always a big deal. But to many in Los Angeles and beyond, Bad Bunny's performance marks a particularly important cultural — and political — moment.
Why now: "We're going through a lot of heaviness here in our community with ICE [and] people disappearing. It's sad, we're angry," said Bianca Ramirez, LAist's director of operations and a longtime fan of Bad Bunny, the Puerto Rican superstar whose real name is Benito Antonio Martínez Ocasio.
Super Bowl halftime shows are always a big deal. But to many in Los Angeles and beyond, Bad Bunny's performance marks a particularly important cultural — and political — moment.
On Sunday, fans are gathering at bars and house parties to bear witness to the event at so-called Benito Bowl viewing parties all across the Southland.
"We're going through a lot of heaviness here in our community with ICE [and] people disappearing. It's sad, we're angry," said Bianca Ramirez, LAist's director of operations and a longtime fan of the Puerto Rican superstar.
In the face of continual crackdown, she said, resistance will take the form of pride and joy on Sunday. It'd be the first time the halftime show will be performed entirely in Spanish by a headliner.
" This is definitely unprecedented," Ramirez said.
Just a week before taking the Super Bowl stage, Bad Bunny notched another first, winning album of the year at the Grammys for the Spanish-language DeBí Tirar Más Fotos.
LAist's Bianca Ramirez with her Bad Bunny plushie.
(
Bianca Ramirez
/
LAist
)
"[It] was such a proud moment for our Latino community, not [just] here in Los Angeles, but around the world," Ramirez said, characterizing the album as one of the artist's most political to date. "He dives into gentrification and making sure that we protect Puerto Rico and its roots. He does criticize the Trump administration a lot in that album."
DeBí Tirar Más Fotos also won Best Música Urbana album.
"Before I say thanks to God, I'm going to say ICE out," the artist, whose real name is Benito Antonio Martínez Ocasio, said as he accepted that award.
Later today, Ramirez is heading to a Benito Bowl — one of many gatherings held by Bad Bunny fans across the Southland. In her case, it's a backyard hang with childhood friends to celebrate a history-making concert "where these two other football teams so happen to be playing at the same time."
Ramirez has her fingers crossed that the performance includes the song that first got her hooked.
"Hopefully he surprises us with Cardi B [and] he plays I like it," she said. "Bring it full circle for me as a fan."
No matter what, it's an iconic day.
"It's just gonna be a moment for us to hang out and celebrate Latinidad and just [the] proudness that Bad Bunny brings to our communities and beyond," she said.
