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SAE J1772-2009 electric vehicle connector
Type Automotive power connectorProduction historyProduced 2009General specificationsLength 33.5 millimetres (1.32 in)Diameter 43.8 millimetres (1.72 in)Pins 5ElectricalSignal single-phase ACDataData signal SAE J1772: Resistive / Pulse-width modulationPinout Pinouts for CCS Combo 1, looking at end of plug (attached to EVSE cord)L1 Line 1 single-phase ACL2/N Line 2 / Neutral single-phase ACCP Control pilot post-insertion signallingPP Proximity pilot pre-insertion signallingPE Protective earth full-current protective earthing system CCS Combo 1 extension adds two extra high-current DC pins underneath, and the two Alternating Current (AC) pins for Neutral and Line 1 are not populated.SAE J1772, also known as a J plug or Type 1 connector after its international standard, IEC 62196 Type 1, is a North American standard for electrical connectors for electric vehicles maintained by SAE International under the formal title "SAE Surface Vehicle Recommended Practice J1772, SAE Electric Vehicle Conductive Charge Coupler".[1]
The SAE maintains the general physical, electrical, communication protocol, and performance requirements for the electric vehicle conductive charge system and coupler. The intent is to define a common electric vehicle conductive charging system architecture including operational requirements and the functional and dimensional requirements for the vehicle inlet and mating connector.
The J1772 5-pin standard supports a wide range of single-phase (1φ) alternating current (AC) charging rates. They range from portable devices that can connect to a household NEMA 5-15 outlet that can deliver 1.44 kW (12 A @ 120 V) to hardwired equipment that can deliver up to 19.2 kW (80 A @ 240 V).[2] These connectors are sometimes informally referred to as chargers, but they are "electric vehicle supply equipment" (EVSE), since they only supply AC power to the vehicle's on-board charger, which then converts it to the direct current (DC) needed to recharge the battery.
The Combined Charging System (CCS) Combo 1 connector builds on the standard, adding two additional pins for DC fast charging up to 350 kW.
History
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The older Avcon connector, featured here on a Ford Ranger EVThe main stimulus for the development of SAE J1772 came from the California Air Resources Board (CARB). Early electric vehicles like the General Motors EV1 and Toyota RAV4 EV used Magne Charge (SAE J1773), an inductive system. CARB rejected the inductive technology in favor of conductive coupling to supply electricity for recharging. In June 2001, CARB adopted the SAE J1772-2001 standard as the charging interface for electric vehicles in California.[3][4] This early version of the connector was made by Avcon and featured a rectangular connector capable of delivering up to 6.6 kW of electrical power.[5][6] The California regulations mandated the usage of SAE J1772-2001 beginning with the 2006 model year.
CARB would later ask for higher current delivery than the 6.6 kW that the 2001 J1772 (Avcon) standard supported. This process led to the proposal of a new round connector design by Yazaki which allowed for an increased power delivery of up to 19.2 kW delivered via single phase 120–240 V AC at up to 80 amps. In 2008, CARB published a new standard that mandated the usage of the new connector beginning with the 2010 model year;[7] this was approved in 2012.[8]
The Yazaki plug that was built to the new SAE J1772 plug standard successfully completed certification at UL. The standard specification was subsequently voted upon by the SAE committee in July 2009.[9] On January 14, 2010, the SAE J1772 REV 2009 was adopted by the SAE Motor Vehicle Council.[10] The companies participating in or supporting the revised 2009 standard include smart, Chrysler, GM, Ford, Toyota, Honda, Nissan, Rivian, and Tesla.
The SAE J1772-2009 connector specification was subsequently added to the international IEC 62196-2 standard (“Part 2: Dimensional compatibility and interchangeability requirements for a.c. pin and contact-tube accessories”) with voting on the final specification slated to close in May 2011.[11][needs update] The SAE J1772 connector is considered a “Type 1” implementation providing a single phase coupler.[12]
Vehicle equipment
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The SAE J1772-2009 was adopted by electric vehicle manufacturers in the Chevrolet Volt and the Nissan Leaf. The connector became standard equipment in the U.S. market due to the availability of charging stations supporting it in the nation's electric vehicle network (helped by funding such as the ChargePoint America program drawing grants from the American Recovery and Reinvestment Act).[13][14]
The European versions were equipped with a SAE J1772-2009 inlet as well until the automotive industry settled on the IEC Type 2 “Mennekes” connector as the standard inlet – since all IEC connectors use the same SAE J1772 signaling protocol the car manufacturers are selling cars with either a SAE J1772-2009 inlet or an IEC Type 2 inlet depending on the regional market. There are also (passive) adapters available that can convert J1772-2009 to IEC Type 2 and vice versa. The only difference is that most European versions have an on-board charger that can take advantage of three-phase electric power with higher voltage and current limits even for the same basic electric vehicle model (such as the Chevrolet Volt/Opel Ampera).[citation needed]
Combined Charging System (CCS)
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CCS Combo 1 vehicle inlet showing the J1772 and the two DC fast-charging pinsIn 2011, SAE developed a J1772/CCS Combo Coupler variant of the J1772-2009 connector in order to also support the Combined Charging System standard for direct current (DC) fast charging, which includes the standard 5-pin J1772 connector along with an additional two larger pins to support fast DC charging. Combo 1 accommodates charging at 200–920 volts DC and up to 350 kW.[1][needs update] The combination coupler will also use power-line communication technology to communicate between the vehicle, off-board charger, and smart grid.[15] Seven car makers (Audi, BMW, Daimler, Ford, General Motors, Hyundai, Porsche, Volvo, and Volkswagen) agreed in late 2011 to introduce the Combined Charging System in mid-2012.[16] The first vehicles using the SAE Combo plug were the BMW i3 released in late 2013, and the Chevrolet Spark EV released in 2014.[17]
In Europe, the combo coupler is based on the Type 2 (VDE) AC charging connector (Combo 2) maintaining full compatibility with the SAE specification for DC charging and the HomePlug Green PHY PLC protocol.[18] In 2019 Tesla introduced the Model 3 with a CCS Combo 2 plug in Europe, but has not introduced models with CCS in the US. With the introduction of the Model 3 in Europe, Tesla added CCS charging cables to V2 Superchargers (supporting both CCS Combo 2 and Tesla DC Type 2). European V3 Tesla Superchargers include only a CCS charging cable.[citation needed]
Properties
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Connector
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The J1772-2009 connector is designed for single phase alternating current electrical systems with 120 V or 240 V such as those used in North America and Japan. The round 43-millimetre (1.7 in) diameter connector is keyed and has five pins (viewed from outside of the plug):[19]
SAE J1772 / IEC 62196-2-1 Type 1 Row Position Function Notes Top[a] 1 L1 "AC Line 1" 2 N "AC Neutral" for 120V Level 1 charging or "AC Line 2" for 208–240
V Level 2 charging Bottom[b] 3 PE "Protective Earth" aka Ground Middle[c] 4 PP "Proximity Pilot" aka "plug present", which provides a signal to the vehicle's control system so it can prevent movement while connected to the electric vehicle supply equipment (EVSE; i.e., the charging station), and signals the latch release button to the vehicle.[
citation needed
] 5 CP "Control Pilot" is a communication line used to negotiate charging level between the car and the EVSE, and it can be manipulated by the vehicle to initiate charging and can carry other information.[20] The signal is a 1 kHz square wave at ±12 volts generated by the EVSE to detect the presence of the vehicle, communicate the maximum allowable charging current, and control charging begin/end.[21]Top row is spaced 6.8 mm (0.27 in) above the centerline of the connector and the pins are spaced 15.7 mm (0.62 in) apart about the centerline.
Bottom row is spaced 10.6 mm (0.42 in) below the centerline of the connector.
Middle row is spaced 5.6 mm (0.22 in) below the centerline of the connector and the pins are spaced 21.3 mm (0.84 in) apart about the centerline.
The connector is designed to withstand 10,000 mating cycles (a connection and a disconnection) and exposure to the elements. With 1 mating cycle per day, the connector's lifespan should exceed 27 years.[22]
Release mechanism
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Black release button on an SAE J1772 plug in a mockup car
SAE J1772 plugs operated by thumb at a Vietnamese charger
Adaptor cable from Nissan with Type 1 plug for the car, Type 2 plug for a European charger socket
IEC 62196 Type 2 connector with openings on the side for automatic release
The SAE J1772 or Type 1 plug is locked into the car with a hook that is manually operated, mostly by pressing a button with the thumb, which interrupts power. This allows anybody to stop charging and even theft of the cable. To prevent this, the European IEC 62196 Type 2 connector has openings on the side for automatic locking and release, operated by the car owner via remote control. If the car locks or releases its plug, the charger will follow suit according to the PP signal.
Charging
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The SAE J1772-2017 standard defines four levels of charging: AC Level 1, AC Level 2, DC Level 1, and DC Level 2.[23] Earlier released revisions of J1772 also listed a never-implemented AC Level 3, which was considered but never implemented.
Charge method Voltage (V) Phase Max. current,Per NEC article 625.41, branch circuit rating must be at least 125% of EVSE maximum continuous current
As noted in Appendix M of the SAE J1772 standard document, a third AC charge method was considered but never implemented for light vehicles. For heavy and industrial vehicles, this was left to the SAE J3068 Medium and Heavy Duty Vehicle Conductive Charging Task Force Committee which permits the J1772 protocol at 400 VAC or less and requires a newer LIN protocol above 400 VAC (LIN is recommended at all voltages). J3068 uses the Type 2 ( Mennekes connector ) possibly supplying up to 166 kW.The J1772 AC Level 3 mode using single phase power would have provided up to 96 kW at a nominal voltage of 240 V AC and a maximum current of 400 A. This power level is closer to what J3068 implemented a decade later at up to 600 VAC, although J3068 version 1 only supports up to 250 amps.
For example, the 2020 Chevrolet Bolt has a 66-kWh lithium-ion battery and a 7.2-kW onboard charging module; with an EPA range of 259 miles (417 km) and energy efficiency of 118 mpg‑e (29 kW⋅h/100 mi; 17.7 kW⋅h/100 km),[25] it can use its portable charge cord to charge at AC Level 1 (120 V, 12 A) to get up to 4 mi (6.4 km) of range per hour or go off an AC Level 2 charging unit (240 V, 32 A) to get up to 25 mi (40 km) of range per hour. Using an optional DC fast charging (DCFC) port, this model can also charge at up to 55 kW to get up to 90 mi (140 km) of range per half hour.
Other EVs utilizing an 800v battery architecture (such as those on Hyundai's E-GMP platform) can charge much faster. According to Hyundai, "With a 350 kW DC charger, IONIQ 5 can charge from 10 percent to 80 percent in just 18 minutes. According to WLTP cycle, IONIQ 5 users only need to charge the vehicle for five minutes to get 100 km of range."[26] These vehicles are capable of accepting up to 230kW until about 50% State of charge, allowing these vehicles to recharge much quicker than similar EVs with lower voltage batteries.
Some EVs have extended J1772 to allow AC Level 1 (120 V) charging at greater than 16 amps. This is useful, for example, at RV parks where TT-30 ("Travel Trailer" - 120 V, 30 A) receptacles are common. These allow charging at up to 24 amps. However, this level of 120 V charging has not been codified into J1772.
Another extension, supported by the North American Charging Standard, is Level 2 charging at 277 V. Like 208 V, 277 V is commonly found in North American commercial three-phase circuits.
Safety
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The J1772 standard includes several levels of shock protection, ensuring the safety of charging even in wet conditions. Physically, the connection pins are isolated on the interior of the connector when mated, ensuring no physical access to those pins. When not mated, J1772 connectors have no power at the pins;[27] they are not energized until commanded by the vehicle.
The proximity detection pin is connected to a switch in the connector release button. Pressing the release button causes the vehicle to stop drawing current. As the connector is removed, the shorter control pilot pin disconnects first, causing the EVSE to drop power to the plug. This also ensures that the power pins will not be disconnected under load, causing arcs and shortening their life. The ground pin is longer than the other pins, so it breaks last.
Signaling
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J1772 signaling circuitThe signaling protocol has been designed for the following charging sequence.
The technical specification was described first in the 2001 version of SAE J1772 and subsequently the IEC 61851-1 and IEC TS 62763:2013. The charging station puts 12 V on the Control Pilot (CP) and the Proximity Pilot (AKA Plug Present: PP) measuring the voltage differences. This protocol does not require integrated circuits, which would be required for other charging protocols, making the SAE J1772 robust and operable through a temperature range of −40 °C to +85 °C.
Control Pilot
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Control Pilot (Mode): The charging station sends a 1 kHz square wave on the control pilot that is connected back to the protective earth on the vehicle side by means of a resistor and a diode (voltage range ±12.0±0.4 V). The live wires of public charging stations are always dead if the CP–PE (Protective Earth) circuit is open, although the standard allows a charging current as in Mode 1 (maximum 16 A). If the circuit is closed, the charging station can also verify that the protective earth is functional. The vehicle can request a certain charging function by setting the resistance between the CP and PE pins; 2.7 kΩ announces a Mode 3 compatible vehicle (vehicle detected) which does not require charging. 880 Ω says the vehicle is ready to be charged, and 240 Ω requests with ventilation charging, in which case the charging stations supplies charging power only if the area is ventilated (i.e., outdoors).
The Control Pilot line circuitry examples in SAE J1772:2001 show that the current loop CP–PE is connected permanently on the vehicle side via a 2.74 kΩ resistor, making for a voltage drop from +12 V to +9 V when a cable is hooked up to the charging station, which activates the wave generator. The charging is activated by the vehicle by adding parallel 1.3 kΩ resistor resulting in a voltage drop to +6 V or by adding a parallel 270 Ω resistor for a required ventilation resulting in a voltage drop to +3 V. Hence the charging station can react by only checking the voltage range present on the CP–PE loop.[29] Note that the diode will only make for a voltage drop in the positive range; any negative voltage on the CP–PE loop is blocked by D1 in the vehicle, any significant current that does flow in the CP–PE loop during the negative period will shut off the current as being considered a fatal error (like touching the pins).
For IEC62196-2 male plugs the Control Pilot pin is made shorter to prevent untethered cables being used as "extension leads", This prevents the use of downstream cables that may have a lower current capability being connected to a cable of a higher current rating.
Base status Charging status Resistance, CP–PE Resistance, R2 Voltage, CP–PE Status AStandby
Open, or ∞ Ω +12 V Status BVehicle detected
2740 Ω +9±1 V Status CReady (charging)
882 Ω 1300 Ω +6±1 V Status DWith ventilation
246 Ω 270 Ω +3±1 V Status ENo power (shut off)
0 V Status FError
0 VControl Pilot (Current limit): The charging station can use the wave signal to describe the maximum current that is available via the charging station with the help of pulse-width modulation: a 16% PWM is a 10 A maximum, a 25% PWM is a 16 A maximum, a 50% PWM is a 32 A maximum and a 90% PWM flags a fast charge option.[30]
The PWM duty cycle of the 1 kHz CP signal indicates the maximum allowed mains current. According to the SAE it includes socket outlet, cable and vehicle inlet. In the US, the definition of the ampacity (ampere capacity, or current capacity) is split for continuous and short term operation.[30] The SAE defines the ampacity value to be derived by a formula based on the 1 ms full cycle (of the 1 kHz signal) with the maximum continuous ampere rating being 0.6 A per 10 µs up to 850 µs (with the lowest (100 µs/10 µs) × 0.6 A = 6 A). Above 850 µs, the formula requires subtraction of 640 µs and multiplying the difference by 2.5. For example ((960 µs − 640 µs)/10 µs) × 2.5 A = 80 A.[29]
PWM duty cycle indicating ampere capacity[30] PWM SAE continuous SAE short term 50% 30 A 36 A peak 40% 24 A 30 A peak 30% 18 A 22 A peak 25% 15 A 20 A peak 16% 9.6 A 10% 6 AProximity Pilot
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The proximity pin, PP (also known as plug present), as shown in the SAE J1772 example pinout, describes the switch, S3, as being mechanically linked to the connector latch release actuator. During charging, the EVSE side connects the PP–PE loop via S3 and a 150 Ω R6; when opening the release actuator a 330 Ω R7 is added in the PP–PE loop on the EVSE side which gives a voltage shift on the line to allow the electric vehicle to initiate a controlled shut off prior to actual disconnection of the charge power pins. However, many low-power adapter cables do not offer that locking actuator state detection on the PP pin.
Under IEC 62196 the Proximity Pin is also used to indicate the cable capacity – this is relevant for non-tethered EVSEs.
The resistor is coded to the maximum current capability of the cable assembly. The EV interrupts the current supply if the current capability of the cable is exceeded as detected by the measurement of the Rc (shown as R6 in the J1772 signaling circuit above), as defined by the values for the recommended interpretation range.
Rc is placed between the PP and PE, within the detachable cable assembly.
Current capability of the cable assembly Rc (±3%) Recommended interpretation range by the EVSE 13 A 1.5 kΩ / 0.5 W 1–2.7kΩ 20 A 680 Ω / 0.5 W
330 Ω – 1 kΩ
32 A 220 Ω / 1 W 150–330Ω 70 A single-phase / 63 A three-phase 100 Ω / 1 W 50–150
Ω
[31]
P1901 powerline communication
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In an updated standard due in 2012, SAE proposes to use power line communication, specifically IEEE 1901, between the vehicle, off-board charging station, and the smart grid, without requiring an additional pin; SAE and the IEEE Standards Association are sharing their draft standards related to the smart grid and vehicle electrification.[32]
P1901 communication is compatible with other 802.x standards via the IEEE 1905 standard, allowing arbitrary IP-based communications with the vehicle, meter or distributor, and the building where chargers are located. P1905 includes wireless communications. In at least one implementation, communication between the off-board DC EVSE and PEV occurs on the pilot wire of the SAE J1772 connector via HomePlug Green PHY power line communication (PLC).[33][34][35]
Competing standards
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A competing proposal known as the Mennekes connector initiated by RWE and Daimler was standardized in 2011's IEC 62196 as its Type 2 connector. It has been widely adopted as the European Union's standard single- and three-phase coupler.[12][36] The connector adopted the same protocols for the pilot pin as J1772's J-Plug. The IEC specification allows for up to 63 A and 43.6 kW. In 2018, the SAE J3068 committee released an enhancement to the EU connector tailored for the North American industrial market allowing up to 160 A / 166 kW on 3φ power.
The same IEC 62196-2 standard also specified a pair of Type 3 connector from Scame Global providing a single- and three-phase coupler with shutters.[12] After a 2016 approval by the IEC for a small modification to the Mennekes connector optionally allowing shutters, Type 3 has been deprecated.
Tokyo Electric Power Company has developed a specification solely for automotive high-voltage DC fast charging using the JARI DC connector and formed the CHAdeMO (charge de move, equivalent to "charge for moving") association with Japanese automakers Mitsubishi, Nissan and Subaru to promote it.[37]
See also
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References
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Choosing an electric vehicle (or even plug-in hybrid EV) can be a great way to reduce your carbon footprint and save money on gas, and one of the best ways to maximize the benefits of owning an EV is to install a Level 2 home EV charging station. Charging at home is usually significantly less expensive than at public stations and almost always more convenient for daily driving.
With numerous home charging stations on the market from various manufacturers offering a wide range of features and charging speeds, it can be hard to know which one is right for you. Plus, you'll have to make sure your home electrical system is ready to support EV charging. Over the last 15 years, I've evaluated and driven just about every mass-market electric vehicle ever sold in the US and even I have learned a lot over the last year while getting an EVcharger setup at my home. That's why I've put together this guide to help you choose the best home EV charger for your needs.
I'll discuss the different types of chargers, the features you should look for, and the best chargers on the market. I'll also answer some common questions about preparing your home for EV charging. Whether you're a first-time EV or plug-in hybrid EV (PHEV) owner or you're just looking to upgrade your current charger, read on for all the information you need to choose the best home charging hardware for your home.
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It shouldn't really be a surprise to find Tesla topping our list of best home EV chargers with its Universal Wall Connector. (After all, the automaker already tops our lists of best electric cars and SUVs with one of the best selling cars, electric or otherwise, of 2023.) The Universal flavor of the Wall Connector is a bit more expensive than the automaker's standard Wall Connector because it integrates both Tesla's NACS charging cable and J1772 adapter for non-Tesla cars into its compact chassis.
The Universal Wall Connector's design keeps the J1772 adapter locked onto either the cable's tip or into the charger's housing, so you won't accidentally lose or have to keep track of it. Users can easily swap between the two standards in second, which makes it ideal for households with multiple EVs, guests who show up with plug-in hybrids or owners looking to future proof for the rest of the EV industry's eventual switch to the NACS standard in the US and Canada over the next few years.
With a 240-volt, 48-amp connection to your home's electrical system, this Level 2 charger is able to send up to 11.5-kilowatts of energy to a connected electric car. That's equivalent to around 44 miles of range per hour plugged in for a Tesla Model 3 or Model Y. Additionally, the Wi-Fi-connected charging station allows users to remotely monitor and schedule charging, control access (useful for outdoor installations) and supports Powershare bidirectional power for Tesla's Cybertruck.
The Tesla Universal Wall Connector is a high-quality EV charger that is a solid pick for owners of Tesla and non-Tesla EVs thanks to its NACS connector and integrated J1772 adapter. Its Wi-Fi connection enables scheduled charging, remote monitoring, security settings and access control. It's also backed by a four-year warranty.
Specs
Chargepoint -- one of the oldest and largest EV charging networks in the nation -- brings its experience with EVSE hardware to your driveway with its compact Home Flex EV Charger. Users will have to choose between NACS and J1772 plugs at purchase, but the removable cable means that the Flex can be swapped between the standards with a simple replacement part, if you ever change EVs. The Wi-Fi-connected home station can be monitored and controlled, which is also helpful for finding and accessing public charging networks away from home.
Specs
Canadian EVSE manufacturer United Chargers offers a Wi-Fi-enabled Grizzl-E Smart EV charger, but for the money the no-frills Grizzl-E Classic is the better bang for the buck. (The simpler unit also avoids many of the software issues users have experienced with the Smart during its first few years of availability.) Plus, it's built like a tank with its dustproof, fire-resistant aluminum case that's built to IP67 standards, which protect against full water immersion to one meter for 30 minutes.
The Classic is available with an SAE J1772 connector and three colorways for its rugged chassis. The unit is installed with a simple NEMA 14-50 or 6-50 plug and can be adjusted to accept 16-, 24-, 32- or 40-amp power at 240 volts, sending up 10 kW max through its nice and long 25-foot cable. Plus, it comes with a three-year warranty for its $350 MSRP -- not too shabby.
Specs
You're not seeing double. Simply put, the Grizzl-E Duo builds on our Best Value Grizzl-E Classic with a second 24-foot cable and connector to charge two cars simultaneously. The Duo adds an intelligent power-sharing circuit to balance available current, up to 40 amps total, between the two charging cars according to their individual needs. That helps maximizes charge speed for each vehicle without risk of blowing a circuit or the inconvenience of cable swapping.
Specs
The MaxiCharger is a solidly built and flexible home EVSE. Users can choose between hardwired or outlet-connected installation. The box comes with either built-in or external plug holsters configurations. The charger's output can also be controlled, monitored or adjusted over Wi-Fi, allowing it to easily accommodate homes that may not be able to reach its 50-amp maximum draw. (For example, I was able to cap it at 24 amps to fit safely within the limitations of my older home's power panel.)
I especially like that the MaxiCharger can be locked and unlocked with either a smartphone app or RFID card, which means you can protect against strangers accessing an outdoor installation while easily granting a visiting friend or family member access simply by handing them an access card.
Specs
Lectron's V-Box Pro Level 2 home charging station is very basic in its feature set. There's no Wi-Fi or Bluetooth connections to manage and no app integration. Heck, the installer adjusts the V-Box Pro's power output between 16, 32, 40 and 48 amps with a four-position knob located on the back panel. Keeping it simple allows Lectron to keep the V-Box Pro's price tag appropriately small, making it one of the most affordable Level 2 chargers on this list.
The 16-foot cable length is also the shortest of this bunch, so if there's extra room in your budget, you might consider upgrading to the larger, non-Pro V-Box model (yes, their naming convention is backward) model with its longer 20-foot cable and small LCD screen that displays real-time charging info. Personally, I don't think it's worth the extra $100.
Specs
Enel X Way's JuiceBox 48 is the brand's newest, most powerful home EV charger, building on the same excellent design as its predecessors. This smart EVSE features Wi-Fi connectivity that enables charge scheduling and monitoring and remote voice control via Amazon Echo and Alexa integration. Enel X Way's software also enables users to schedule their charging around cheaper rates or, with a $50 JuiceNet Green software upgrade, sync their use around green grid generation sources. How well this works will depend on your region, but the feature promises to help ensure your EV's electricity doesn't come from "dirty" sources, like coal.
The 48-amp charging station ccn also be adjusted to accommodate 20- to 60-amp circuits via the Enel X Way app. However, if your needs are more conservative, consider the JuiceBox 32- or 40-amp versions, which are slightly less powerful at 7.7 kW and 9.6 kW, respectively, but also less expensive.
Specs
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Level 2 EV chargers are a major upgrade from the Level 1 device that comes with an electric car. For an in-depth explanation of charger speed, check out my guide to Level 1, 2 and DC Fast Charging.
The main thing you need to know is that a Level 2 charger can charge an EV three to 10 times faster than a Level 1 charger can. A Level 1 charger delivers about 12 amps, give or take, and adds three to five miles of range to a typical electric car in an hour. A Level 2 charger delivers a minimum 16 amps, but most average around 40 with a rate of 15 to 30 miles of range per hour of charge, depending on the car and the specific charger.
If you're able to do it, charging at home is super convenient when compared with public level 2 or even DC fast charging -- no more waiting for your turn at a public station and then sitting in your car waiting to fill up. Simply plug in when you get home at the end of the day and the car should be ready to rock with a full battery in the morning. For around town driving, I'd say it's even more convenient than going to the gas station. (Though, longer trips are a different conversation.)
Of course, the biggest benefit is cost. Home energy is typically cheaper per kilowatt-hour than what you'll pay at a DC fast charging station, especially if you use your EV's or the charger's software to limit charging to the least expensive overnight off-peak hours. According to the US Bureau of Labor Statistics, the average American home pays around $0.17 per kWh, which works out to around $4.33 to drive a Tesla Model 3 100 miles. At a Supercharger, you can expect to pay up to $0.43 per kWh or around $10.75 to go the same distance.
Finally, installing an EV charger is a home improvement that can increase its value should you ever decide to sell. The upgrades to your home's power system are investments in your property. Adding a charger, or even just a 240-volt outlet, to your garage or driveway can make your home more appealing to buyers who drive EVs or plug-in hybrids.
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There are a handful of things to think about before installing a Level 2 charger, but the first comes down to where you live and who controls your electrical supply.
If you own a home, that's probably all you need to know. You're the boss, and you can proceed with a Level 2 charging station. If you own a condo or townhome, you'll likely need permission from the homeowners' association. That could be as simple as filling out a form, or it could require jumping through a few more hoops, but you should start by reaching out to the association or property management company. If you rent a home or live in an apartment with reserved parking or a garage, hope is not lost. You'll still have to get the landlord's permission, then determine how much power is available in the parking area and how it's metered.
If your home has an unused 240-volt circuit, you may already have most of your charger installation bases covered. An electrician may be able to confirm safe amperage and quickly get your charger wired up with minimal fuss or cost. If you have a 240-volt circuit that is being used not far from where you want to park your EV -- maybe an electric dryer in the garage -- there's a good chance you can find a Level 2 charger that will plug into the same outlet. (Most home plug-in Level 2s are available with the common NEMA 14-50 240-volt plug.) However, this path means you'll never be able to charge your car and run the dryer at the same time, so you may want to consider having an electrician run a second connection anyway.
If you don't have 240-volt current, that's not a huge challenge. The first thing you need is an electrician to tell you whether your existing electrical panel has sufficient capacity for a 240-volt line. There's a reasonable chance it does, but if it doesn't, you'll have to upgrade.
Next, you'll want to think about how many amps your home's 240-volt circuit can supply. For safety, the rule is that an EV charger's draw should be within 80% of the rated amperage of the circuit it's connected to. So an EVSE plugging into a 50-amp circuit shouldn't draw more than 40 amps itself. The most powerful 48-amp chargers on our Best List will require a 60-amp circuit for the fastest operation. If, like mine, your house only has room for a 30-amp circuit, then you should limit your charger to a 24-amp draw.
Most chargers I recommend can be adjusted or limited to accommodate different circuits during installation. The Grizzl-E Classic, for example, is rated for a maximum of 10 kW at 40 amps, but can be adjusted all the way down to 3.8 kW for a 16-amp draw or 5.8 kW at 24 amps. If all of the amps and volts are sounding like Greek to you, seek the advice of a certified electrician who can advise you what's safe for your home and what your options for upgrading are, if necessary.
While you're at it, you may also want to decide whether to go with a hardwired EV charger, which is semi-permanently connected to your home's electrical grid, or a plug-in charger that connects to a 240-volt electrical outlet. The former gives a cleaner install and may be able to reach higher charging rates; the latter is easier to remove and bring with you if you move, but will limit you to a 40-amp output.
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Because most Level 2 chargers require high-voltage installation, picking one that meets your needs requires a bit more forethought than portable Level 1 cables. You'll need to match the connector type and high-voltage power with your EV, but also consider weatherproofing, cable length, security and the right smart home features.
When choosing a home EV charger, you should first check what physical connector your EV uses. If it's a Tesla, it'll use the North American Charging System (NACS) port. Most other EVs will use the catchily name SAE J1772 port… for now. Most automakers that sell electric cars in America have announced an eventual transition to NACS in the near future, but for the next few years J1772 is here to stay. (Where plug-in hybrids fit in this NACS puzzle remains to be seen, so it's likely that J1772 will stick with us for longer still.)
Armed with that knowledge, next you'll need to figure out at what speed your EV can charge. Your EV's hardware has a built-in charging speed limit that it won't exceed even if connected to a faster charger -- sort of like how an iPhone connected to a 65W Macbook adapter still only charges at 20W. (This also means you can't really damage your EV by plugging into a more powerful charger.) Knowing this number can help you save money. There's no need, for example, to upgrade your home's circuit to accommodate an 11 kW, 48-amp charger when the Prius Prime you plan on connecting to it tops out at 6.6 kW at 28 amps (unless you're looking to do a little futureproofing.)
You'll also want to put some thought into where you plan to install the charger. Will it be indoors in a garage or outside in your driveway or a carport? If installing outdoors, security features may be high on your shopping list. Physical locks can keep strangers from stealing your precious kilowatt-hours while you're away from home. Alternatively, software-powered access control can let you grant access to a family member who's petsitting for you. The Autel MaxiCharger, for example, can be locked and unlocked with an RFID card or via a smartphone app.
High voltage electronics also need to be protected from the elements. Most Level 2 chargers, including those on our Best List, are rated at least NEMA 3 -- a measurement of protection from environmental elements -- which is acceptable for outdoor use in dust, rain and snow. Some chargers go further to the NEMA 4 standard, which further shields against direct water pressure from, say, a garden hose. If there's lots of rain driven by stiff winds where you live, seeking that NEMA 4 rating is a good choice. Whether your Level 2 charger is going in the garage or out, it's always smart to choose one listed by Underwriters Laboratories or Edison Testing Labs. The UL or ETL listing designates compliance with safety standards established by these nationally recognized testing labs.
The charger's location will also determine how long a connector cable you'll need. Most of the Level 2 chargers on our Best List feature 25-foot cables, which should give the most flexibility with regards to where you park and can even stretch to charge another EV or PHEV parked in a two bay garage. The more cable you have, the more important cable management becomes, so look for an EV charger with a hook or holster to coil and hang the cable and its charging connector, keeping them off the ground, away from the elements and out of your EV's path when parking.
Finally, we come to the bells and the whistles. Many of the home EV chargers on this list are smart chargers that connect to your home and the internet via Wi-Fi. This data connection allows you to adjust and control the charger, schedule charging times to accommodate off-peak energy rates and monitor how much energy is used during charging and how much it's costing. The JuiceBox series even includes Amazon Alexa connectivity allowing users to make specific requests like "Alexa, tell JuiceBox to add 100 miles to my car" to begin charging. Some EV chargers even feature dual charging cables allowing two EVs to be plugged in at the same time, sharing a circuit by either splitting available power or charging one after the other.
I'm a big fan of tech -- I've been writing about it for nearly 16 years -- but you may not need most or any of this advanced functionality. Many EVs already feature onboard data connections and apps that enable charge scheduling and remote monitoring, rendering these features redundant if built into the EVSE. Sometimes, a smart EVSE is simply less reliable than a simpler model despite the additional cost and complexity. Figuring out what your car can do on its own before you splurge on a charger can save hundreds of dollars and hours of headache.
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The cost of a home EV charger installation can vary based on a number of factors, including the age of your home and state of its electrical system, the energy needs of your EV and its EVSE, local permit and license fees, labor costs and more. Different surveys by different organizations put the average cost of installing a Level 2 charge station between $650 and $800. That's on top of the charger, of course. A best-case scenario installation in a new home that already has a 40-60 amp breaker ready for connection can be as low as $400. Older homes that require more work or upgrades to their power panel can range from $1,000 to $2,500 or more.
This is the part of the budget where your mileage may vary the most, and most homeowners will want to consult an electrician for the most accurate estimate to safely have their charger installed. Your EV's manufacturer, the dealership that sold the car or your local utility may be able to recommend a preferred installer for your area. Many automakers are also partnered with installation service providers, like Qmerit, that act as a one-stop shop to help new EV owners with assessment and permits, cost estimates, connecting with licensed installers and finding local installation incentives to save money.
The vast majority of Level 2 home EV chargers are designed around relatively common 40 to 60 amp, single-phase 240-volt American residential circuits and the 7- to 11-kilowatt maximum charging speed of most EVs. However, there are a few electric cars that can exceed this speed limit with an extra beefy charger. The Porsche Wall Charger Connect and Ford Charge Station Pro are 80-amp EVSEs that can send up to 19.2 kW to a connected EV with a fast enough onboard charger.
The $1,670 requires a Porsche Taycan that has also been upgraded with a dealer-installed $1,850 onboard charger. With both home and in-car hardware in place, charging time for a Performance Battery Plus drops from 10.5 to 5.3 hours. However, eager early adopters have estimated that with labor costs to upgrade the car and add a 100-amp circuit to your home, the final bill can easily exceed $5,500, making it tough to justify for all but the deepest, most impatient pockets.
One of the holy grails of home EV charging is bidirectional power, which is the ability to draw energy stored in an EV's battery back out of the charging port for use outside of the vehicle. Bidirectional charging allows an EV to, for example, power your home, keeping the lights on during a blackout. Setup for this level of integration is much more involved, requiring a specific vehicle that supports the technology, a smart home power panel that can accept power from an EV and the bidirectional charger itself, which is often significantly more expensive than a normal Level 2 charger.
The aforementioned Ford Charge Station Pro is included with the purchase of the F-150 Lightning when equipped with the Extended Range battery, but it can also be purchased separately for $1,310. The 19.2 kW charger can add up to 30 miles of range per hour connected and enables the connected full-size electric pickup to power your home during a blackout via its Intelligent Backup Power feature.
Tesla's Cybertruck also supports Powershare bidirectional power when connected with the automaker's Universal Wall Connector and its Gateway 3V power management hardware. According to the automaker, the angular utility vehicle is able to power a home during an outage for over three days with 11.5 kW of continuous output.
When selecting the best EV chargers for this list, I leaned heavily on my 16 years of experience evaluating electric cars and plug-in hybrids for CNET reviews. Over the years, I've been able to learn from the EV automakers, their engineers and other industry experts about what to look for in a good home EV charger. I have also spoken extensively with certified electricians while getting charging set up for our long-term Kia EV6 test car at my home last year. Compiling that information into this guide, I've chosen what I think will be the best home EV chargers you can buy today with an eye towards the needs of the EVs of tomorrow.
Do I need a Level 2 charger?
Maybe. A Level 2 charger will be faster than the Level 1 AC charger that typically comes with every EV. Whether it's worth the additional cost depends on your living circumstances, your driving habits, your EV or PHEV's range and your access to public charging stations. That said, if you want maximum convenience and don't want to have to rely on public, high-speed stations for daily driving, you probably want Level 2, which can substantially reduce the small hassles and anxiety of owning an electric car.
Which is the best home charger for electric cars?
The best EV charger for you depends on a host of circumstances: how and where you plan to use it, how soon or frequently you expect to move, whether you want to use an app to manage it and even the electric vehicle you plan to charge. This buying guide will provide more thorough guidance, but the best answer for the broadest number of people is a plug-in Level 2 charger with a peak charge rate around 40 amps.
Are all EV home chargers the same?
Home EV chargers can be divided two ways: By their charging speed and their connector types. Charging speed is split into Levels 1 and 2. Level 2 chargers are generally between six and 10 times faster than Level 1, but require 240-volt power rather than the more common 120-volt socket. For home chargers, there are two connector types: SAE J1772 or Tesla's NACS connector.
Can you buy a Level 3 charger for home?
Technically, yes, you can buy a home Level 3 charger, but you probably wouldn't want to. There are a few 480-volt AC chargers that can accept three-phase power, but that's a very specific power requirement that calls for a dedicated commercial power line, which would be a huge, prohibitively expensive hassle for a homeowner. And that's before you factor $1,500 to $2,000 for the charger itself.
Meanwhile, Autel's upcoming MaxiCharger DC V2X uses the same CCD connection as DC fast charging stations, but its output of 40 amps at 300 volts means this 12 kW station is only slightly faster than the 11.5 kW AC stations on this list. Rather, the MaxiCharger DC uses direct current to facilitate bidirectional charging, integration with solar and stationary battery storage and Green Energy Trading with the grid. Pricing, availability and compatible vehicles are all still TBD.
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