Level 2 or DC fast
| Type | Supply | Power | Typical session | Suits |
|---|---|---|---|---|
| Level 2 (AC) | 208 or 240 V single-phase | About 6 to 19 kW; 7 to 11 kW is common | Hours | Workplaces, hotels, fleets parked overnight, retail with long stays |
| DC fast | 480 V three-phase, usually | 50 kW to 350 kW and up | Minutes to an hour | Highway sites, busy retail, fleets that need quick turnaround |
A car charges no faster than its own onboard charger allows. Many EVs accept 7 to 11 kW on AC, so a 19 kW Level 2 unit often gives no benefit over an 11 kW one. On DC, the car's battery and charging curve set the limit.
DC fast chargers cost many times more per port to buy and install, often need a new utility service or transformer, and bring demand charges on the electric bill. They make sense where drivers stop briefly and pay to charge, or for fleets that cannot wait.
Connectors: J1772, CCS and NACS
- J1772 is the long-standing North American plug for Level 2 AC charging.
- CCS1 adds two DC pins below a J1772 plug and has been the common DC fast connector for most non-Tesla vehicles.
- NACS, the connector Tesla developed, has been standardized by SAE as SAE J3400. It carries both AC and DC. Most automakers have announced a move to it, and adapters bridge the two in the meantime.
For a new installation, ask about chargers with both cable types or with swappable connectors, so the site serves every car in the lot for the life of the charger.
Electrical capacity decides the project
A Level 2 charger is a continuous load. Under the National Electrical Code (NFPA 70), the circuit must be sized at 125% of the charger's continuous current, so a 48 A charger needs a 60 A circuit. Ten of them add up fast. Before you choose chargers, have an electrician do a load calculation on the building's service.
- Load management. Networked chargers can share a fixed amount of power across many ports, and lower each car's rate when many are plugged in. It lets you install more ports on the same service.
- Trenching and conduit from the panel to the parking spaces is often the largest line item. Running spare conduit now makes adding chargers later much cheaper.
- Utility programs. Many utilities pay for some of the "make-ready" wiring on the utility side or up to the charger. Ask yours before you get quotes.
- Permits. EV charger installation needs an electrical permit and inspection almost everywhere. Chargers should be listed by a nationally recognized testing lab (UL or ETL, for example).
Networked or non-networked
Non-networked chargers just deliver power. They are cheaper, have no subscription, and suit a private fleet or a staff lot where charging is free.
Networked chargers connect to software that lets you charge drivers, limit access, balance load, see usage and get alerts when a unit fails. They carry an annual software fee per port. Look for chargers that use the open OCPP protocol, so you can change network provider without replacing hardware. Publicly funded programs often require networked chargers.
Accessibility and layout
The ADA applies to many places where the public or employees park. The US Access Board has published design recommendations for accessible EV charging, and some states and local codes set their own requirements for the number and layout of accessible charging spaces. In general terms, plan for:
- At least one charging space with an accessible route and extra room beside the vehicle.
- Controls, screens and the connector holster within reach of a seated user.
- Cables long enough to reach charge ports on either side of a car, and cable management to keep them off the ground.
Check the rules that apply to your site with your installer, and with a lawyer if you are unsure.
Incentives and taxes
The federal alternative fuel refueling property credit (section 30C) has covered part of the cost of chargers in eligible locations. Legislation in 2025 changed federal clean-energy credits, including the timing of this one, so do not assume it is available. Check current status with a tax advisor before you plan around it. State programs, utility rebates and local grants may apply instead or as well.
The costs people miss
- Service upgrades, transformers or a new utility service.
- Trenching, conduit and repaving.
- Network and payment fees per port, per year.
- Demand charges on the electric bill, especially with DC fast.
- Signage, striping, bollards and cable management.
- Maintenance and cable replacement for damaged units.
See our EV charger register for ENERGY STAR certified models, and standby generators for backup power planning.
Before you buy
- Decide who charges: staff, guests, fleet or the public, and how long they stay.
- Get an electrician's load calculation on your service.
- Ask your utility about make-ready programs and rate plans.
- Choose Level 2 unless a stay of minutes demands DC fast.
- Plan connectors for both J1772 and J3400 (NACS) vehicles.
- Choose networked or not, and prefer OCPP hardware.
- Plan accessible spaces and cable reach.
- Confirm tax credit and rebate status with a tax advisor before signing.
Level 2 EV chargers
Affiliate linksHardwired Level 2 chargers for workplace and fleet parking. Installation needs a licensed electrician and a permit.
EVIQO
EVIQO Level 2 EV Charger J1772 48A - Hardwired 240V Wall Charging Station
EVIQO
Tesla Level 2 Charger NACS 48A - Hardwired 240V Wall Level 2 EV Charger
Grasside
Level 2 EV Charger, 48A Hardwired, 25FT Cable, J1772 Wall Charger, 11.5kw
EMPORIA
EMPORIA Level 2 EV Charger w/ J1772 Connector - 48 Amp, 240V WiFi Enabled Electric Vehicle Charging Station, 25ft Cable, NEMA 14-50, White
Prices retrieved from Amazon on 2026-09-29 and may since have changed; the price on Amazon at the time of purchase is the one that applies. As an Amazon Associate we earn from qualifying purchases, at no extra cost to you. No manufacturer pays for a place in this list.