Level 1 charging is cost-efficient – it uses a standard 110-V outlet, enabling EV drivers to use the charging cord set provided with most electric vehicles almost anywhere. This charging takes the longest and is used primarily as an additional, emergency or backup charging solution.

Level 1 charging can be a viable solution in multi-unit dwellings (MUDs), like apartment complexes or condominiums, and some workplaces. In MUD settings, most Level 1 charging is conducted from existing 110-V outlets in the parking lot or personal garages/carports of residents. When new charging installations are planned, a higher output 240-V circuit is often more cost-effective as it offers greater charging capacity for an equivalent installed price.

Level 1 charging power output varies slightly, but is typically between 12 amps and 16 amps of continuous power. At these levels of output, a Level 1 charger is estimated to deliver between 3.5 and 6.5 miles of range per hour of charging. These charging rates can be satisfactory for drivers who do not drive more than 30-40 miles daily and who can use the charger overnight.

Most electric vehicles come with a manufacturer branded Level 1 cord set in the trunk. There are only a few third-party manufacturers of Level 1 chargers and most are designed for residential use.

Level 2 chargers are typical solutions for residential and commercial/workplace settings. Most offer higher power output than Level 1 chargers and have additional functionality that is not available with Level 1 chargers. In general, Level 2 chargers are distinguished between non-networked chargers and networked chargers.

Non-networked Level 2 Chargers

Non-networked Level 2 chargers are used both in single-family residences and MUDs. They may be designed for indoor or outdoor use (e.g., NEMA 3R, NEMA 6P, NEMA 4x rated) and typically produce between 16 and 40 amps of power output, which can deliver between 14 and 35 miles of electric range per hour of charging. These serve a similar function as Level 1 chargers, however, if an electrical permit is going to be pulled to install a dedicated circuit for EV charging, it is most often a better value to have a 240-volt circuit installed for Level 2 charging.

Non-networked Level 2 chargers are useful for installations at MUDs or commercial sites that are powered by the residents’ or tenants’ subpanels. In this case, any electricity used by the chargers will be charged to the individual’s electricity bill, thus eliminating the need to separately meter the chargers. Further, when electrical capacity is available, non-networked Level 2 chargers are useful for site hosts that need higher power than Level 1 charging but do not have a large budget.

Level 2 chargers are available with a variety of power outputs from 16-40 amps, with non-networked chargers at a slightly lower cost than networked chargers. Therefore, if the resident/property owner doesn’t need networked chargers functionality (described in next section), non-networked chargers will suffice.

Networked Chargers

While networked chargers are sometimes used in single-family residences, they are more common in commercial/workplace settings where payments are required or at MUDs where the property’s electricity bill is shared by multiple residents. They may be designed for indoor or outdoor use (e.g., NEMA 3R, NEMA 6P, NEMA 4x rated). Networked Level 2 chargers, like non-networked chargers, typically produce between 16 and 40 amps of power output, which can deliver between 14 and 35 miles of electric range per hour of charging, and their power output is sometimes adjustable. Some of the enhanced features include remote access/control via Wi-Fi or cellular connection, access control/ability to accept multiple forms of payment, load balancing across multiple chargers and more.

Networked chargers are useful for sites that need to monitor electricity usage across multiple chargers, have multiple drivers sharing a single charger or require payment for use of chargers as well as for sites that have little electrical capacity and therefore need to balance their load. Some models of networked chargers also can limit charging to certain hours, which allows the operator to maximize a time-of-use (TOU) electricity rate structure and only allow charging when electricity is the cheapest (usually sometime between 9 p.m. and 6 a.m.).

This type of control also increases the likelihood of participating in utility demand response programs. Therefore, while networked chargers are more expensive than non-networked chargers, they have much more functionality and can provide more options for a workplace, commercial site or MUD.

DC fast chargers are the highest-powered EV chargers on the market. They often are used as range extenders along major travel corridors for long-distance trips and in urban environments to support drivers without home charging or very high mileage drivers. Most DC fast chargers on the market charge at rates of 25-50 kW. At current charging speeds, they are ideal for places where a person would spend 30 minutes to an hour, such as restaurants, recreational areas and shopping centers.

Currently available DC fast chargers require inputs of 480+ volts and 100+ amps (50-60 kW) and can produce a full charge for an EV with a 100-mile range battery in slightly more than 30 minutes (178 miles of electric drive per hour of charging). However, new generations of DC fast chargers are gaining traction and can produce 150-350 kW of power.

It is important to note that not every EV model is capable of DC fast charging, and therefore, they cannot be utilized by every EV driver. In addition, installations require a commercial electrician from the initial planning phase due to the electrical load and wiring requirements. Further, DC fast chargers have multiple standards for connectors, whereas there is only one common standard for Level 1 and 2 charging (SAE J1772). DC fast chargers have three types of connectors: CHAdeMO, CCS or Tesla.

Every manufacturer of electric vehicles in North America (except Tesla) uses the SAE J1772 connector, also known as the J-plug, for level 1 charging (120 volt) and level 2 charging (240 volt). Tesla provides every car they sell with a Tesla charger adapter cable that enables their cars to use charging stations that have a J1772 connector. This means that any electric vehicle sold in North America will be able to use any charging station with the standard J1772 connector. This is important to know, because the J1772 connector is used by every non-Tesla level 1 or level 2 charging station sold in North America. All our products for example use the standard J1772 connector. On any Phihong charging stations, however, Tesla vehicles can charge by using the adapter cable that Tesla includes with the car. Tesla makes its own charging stations which use a proprietary Tesla connector, and other brands' EVs cannot use them unless they buy an adapter. This may sound a bit confusing, but one way to look at it is that any electric vehicle you buy today can use a charging station with a J1772 connector, and every level 1 or level 2 charging station available today uses the J1772 connector, except for those made by Tesla. Standards DC Fast Charge EV Plug in North America For DC fast charging, which is high-speed EV charging that is only available in public areas, it's a little more complicated, most often along major freeways where long distance travel is common. DC fast chargers are not available for home charging, as there are usually no electricity requirements in residential buildings. It is also not recommended to use DC fast charging stations more than once or twice a week, because if done too often, the high recharging rate can adversely affect the battery life of an electric car. DC fast chargers use 480 volts and can charge an electric vehicle faster than your standard charging unit, in as little as 20 minutes, thus allowing for convenient long-distance EV travel without worrying about running out of juice. Unfortunately, DC Fast Chargers use three different types of connectors instead of just two different connectors, as used in level 1 and level 2 charging (J1772 and Tesla).

CCS (Combined Charging System): The J1772 charging inlet is used by the CCS connector, and two pins are added below. The J1772 connector is "combined" with the high-speed charging pins, which is how it has got its name. CCS is the accepted standard in North America, and the Society of Automotive Engineers (SAE) developed and endorsed it. Just about every automaker today has agreed to use the CCS standard in North America, including: General Motors (all divisions), Ford, Chrysler, Dodge, Jeep, BMW, Mercedes, Volkswagen, Audi, Porsche, Honda, Kia, Fiat, Hyundai, Volvo, smart, MINI, Jaguar Land Rover, Bentley, Rolls Royce and others. CHAdeMO: The Japanese utility TEPCO developed CHAdeMo. It is the official Japanese standard and virtually all Japanese DC fast chargers use a CHAdeMO connector. It's different in North America where Nissan and Mitsubishi are the only manufacturers that currently sell electric vehicles that use the CHAdeMO connector. The only electric vehicles that use the type of CHAdeMO EV charging connector are the Nissan LEAF and the Mitsubishi Outlander PHEV. Kia quit CHAdeMO in 2018 and now offers CCS. CHAdeMO connectors do not share part of the connector with the J1772 inlet, as opposed to the CCS system, so they require an additional ChadeMO inlet on the car This necessitates a larger charge port Tesla: Tesla uses the same Level 1, Level 2 and DC quick charging connectors. It's a proprietary Tesla connector that accepts all voltage, so as the other standards require, there's no need to have another connector specifically for DC fast charge. Only Tesla vehicles can use their DC fast chargers, called Superchargers. Tesla installed and maintains these stations, and they are for the exclusive use of Tesla customers. Even with an adapter cable, it would not be possible to charge a non-tesla EV at a Tesla Supercharger station. That’s because there is an authentication process that identifies the vehicle as a Tesla before it grants access to the power.

Once a kWh/100 miles rating is known, a shopper can quickly calculate the cost to operate the vehicle by multiplying this figure by the price of electricity per kWh.

For example, a 2021 Tesla Model 3 with a standard-range battery has a rating of 24 kWh/100 miles, while a Ford Mustang Mach-E with a standard-range battery has a rating of 34 kWh/100 miles.

If the national average price of residential electricity costs 13.29 cents per kWh*, then the cost of charging the Tesla would be 24 kWh times 13.29 cents, which equals $3.19. The Ford, at 34 kWh, costs $4.52. That means driving the Model 3 a distance of 100 miles costs $1.33 less than driving a Mustang Mach-E the same distance.

Furthermore, in this scenario, the annual cost of electricity to drive a Tesla Model 3 for 12,000 miles would be a thrifty $382.80 ($3.19 times 12,000 divided by 100). The Ford Mustang Mach-E would run you $542.40 for the year. That's an annual cost difference of $159.60.

However, keep in mind that the cost of electricity can vary significantly based on the time of day and where you are charging a vehicle.

The best way to understand how EV chargers perform in different weather and environmental conditions is to look at the operating temperature and NEMA and IP ratings for the product. The operating temperature for all products on all EV Charging products on this site is -30C to 50C.

NEMA Ratings for Enclosures The National Electrical Manufacturer Association (NEMA) uses a standard rating system that defines the types of environments in which an electrical enclosure can be used and frequently signifies a fixed enclosure's ability to withstand certain environmental conditions

Most EV chargers on this website are either NEMA 3R or NEMA 4.

NEMA 3R enclosures are typically used for wiring and junction boxes in outdoor applications. This style of enclosure. provides protection against falling rain, sleet, snow, and external ice formation. Indoors they protect against dripping water. This style of enclosure does not have a gasketed sealing surface.

Type 4: Weather tight (weatherproof) enclosures. Constructed for either indoor or outdoor use to provide a degree of protection against falling dirt, rain, sleet, snow, windblown dust, splashing water, and hose-directed water. Will be undamaged by the external formation of ice on the enclosure

All EV Chargers on this website are rated at either IP55 or IP56.

IP55. Protected from limited dust ingress. Protected from low pressure water jets from any direction. IP56. Protected from limited dust ingress.

IP56. Protected from limited dust ingress. Protected from high pressure water jets from any direction.

All Zerova Level 2 products are UL and cUL certified.

All Zerova Level 3 (DC) products are safety certified with ETL and cETL, covering all of Noth America.

Yes, the upcoming Zerova AX48 amp unit. It is certified for CTEP and meets the 1% metering requirement for user transparency.

Beginning in 2021, all new publicly available commercial electric vehicle supply equipment (EVSE) and fueling systems (EVFS) in California are required to switch from per-minute to per-kilowatt-hour billing structures. With billing per kWh comes the requirement for accurate measurement of energy transferred, as verified by CDFA and DMS. Commercial EV charging stations must record electrical delivery to the 0.0001 kWh and display pricing, maximum energy transfer, voltage ratings, and temperature limits.

Its all about transparency for the customer.

2-Years (Parts)

Warranty Policies:

Yes. We offer an additional 1, 2, and three year extended warranties on both L2 (AC) and L3 (DC) products, for up to 5-years total.

Download and review the Zerova warranty coverage below:

To run at a full 32amp (7.2kW), the AW32 will require a 40A Circuit.

Yes, we have GEN 1 single and dual pedestals, as well as new pedestals with cable management that will be available in March 2022.

2-years (Parts)

NEMA 3R

This style of enclosure provides protection against falling rain, sleet, snow, and external ice formation. Indoors they protect against dripping water.

IP 55 Protection:

• Protection from dirt, dust, oil, and other non-corrosive material

• Complete protection from contact with enclosed equipment

• Protection from water, up to water projected by a nozzle against enclosure from any direction

• Available in aluminum, carbon steel, and stainless steel

• Available in wall-mounted, free standing, trough, and JIC box

• Engraving, silk-screening, or anodizing services available

• Custom with cutouts, insulation, hinges, latches, or locks

The AW32 has been tested with the following OCPP providers:

-AmpUp

-ChargeLabs

-EDRV

-GreenLots

-Zevtron

Yes you can. All Phihong products are non-branded and allow you to brand. There is room for a brand and QR Code sticker.

Enter your answer here

To run at a full 48amp (11.5kW), the AX48 will require a 60A Circuit.

The AX48 provides support for two power sharing schemes.

1. Parent/Child Power Sharing (Refer to User Manual for configuration instructions)

2. Power sharing via OCPP. You will need to signup with a OCPP provider first. You can install four AX48 networked chargers using a 60A circuit. If one vehicle is connected, it will get full 48amp, if two vehicles, it will be split at 24amp each, if three vehicles 16amp and if four vehicles 12amp.

Yes, you can set up the AX48 to go down to 40Amp or 32Amp.

The reason for doing this is to allow the AX48 to work with a 40A circuit.

The AX48 with display is CTEP certified. It meets the 1% metering accuracy.

This California certification is designed to provide transparency to the customer for the amount charged per KW.

Yes.

The DM30 requires a 50A Circuit.

No, the DM30 can only charge one vehicle at a time. Therefore, these models do not support power sharging. The Phihong DS60, DS120, DS180 and DO360 all support dynamic power sharing.

No. The standard cable length is 16.4ft with around 14.7 useable. This is why we don't suggest going with the optional 23ft (21.5ft usable) cable unless you need it to support a fleet application where the the vehicle requires it.

The DW30 and DM30 require a 50A Circuit.

No, the DW30 and DM30 can only charge one vehicle at a time. Therefore, these models do not support power sharging. The Phihong DS60, DS120, DS180 and DO360 all support dynamic power sharing.

No. The standard cable length is 16.4ft with around 14.7 useable. This is why we don't suggest going with the optional 23ft (21.5ft usable) cable unless you need it to support a fleet application where the the vehicle requires it.

Yes, we offer a an optional pedestal.

The DW30 and the DM30 both use a single 30kW power module that does not support simultaneous or sequential power sharing. The option to purchase a unit with dual guns is to support two different charging connector types, CHAdeMO and CCS1 (Combined Charging System). CHAdeMO was developed in Japan and is widely used there. Vehicles like the older Nissan Leaf used CHAdeMO. CCS1 also support supports up to 950V, while CHAdeMO can only support up to 500V.

Note:

As of January 2021, no new Japanese vehicles will be imported into North America with the CHAdeMO connector. All new vehicles have adopted the CCS1 connector standard.

The cable length is 32 ft from the charger to the was where you have an option to hardwire the unit or add a Hubble connect to allow an interconnect.

The CCS1 cable length is 15ft standard.

The DS120 requires a 134A circuit.

Yes. the 60kW, 120kW, 180kW and 360kW Phihong DCFC models support simultanious "Dynamic Power Sharing".

Example:

If only one vehicle is connected to the DS120 DC charger, they will get the full 120kW, assuming thier vehicle can charge at 120kW. If a second vehicle connects to the second gun, the units will divide the power 50/50, so each vehicle will get 60kW.

Yes, all Phihong DC chargers support OCPP. The current revision is 1.6 JSON. They will all have the ability to upgrade to OCPP 2.0 at the end of January.

All Phihong DC models support ATT, Verizon & TMobile.

Most customers select the standard 5m (4m useable) cable for public charging or fleet charging where the vehicle is a car or van.

The 7m cable is typically selected for fleet applications where the vehicle is a large truck or van, with the charging port further away, thus requiring a longer cable.

The DS120 requires a 300A circuit.

Yes. the 60kW, 120kW, 180kW and 360kW Phihong DCFC models support simultanious "Dynamic Power Sharing".

Example:

If only one vehicle is connected to the DS120 DC charger, they will get the full 120kW, assuming thier vehicle can charge at 120kW. If a second vehicle connects to the second gun, the units will divide the power 50/50, so each vehicle will get 60kW.

Yes, all Phihong DC chargers support OCPP. The current revision is 1.6 JSON. They will all have the ability to upgrade to OCPP 2.0 at the end of January.

The DS180 requires a 400A circuit.

Yes. the 60kW, 120kW, 180kW and 360kW Phihong DCFC models support simultaneous "Dynamic Power Sharing".

Example:

If only one vehicle is connected to the DS180 DC charger, they will get the full 180kW, assuming their vehicle can charge at 180kW. If a second vehicle connects to the second gun, the units will divide the power 50/50, so each vehicle will get 90kW.

Yes, all Phihong DC chargers support OCPP. The current revision is 1.6 JSON. They will all have the ability to upgrade to OCPP 2.0 at the end of January.

The cable options are as follows:

AMPS:

• 200A

• 300A - 300A enables the full 180kW to be dispensed depending on the voltage of the vehicle. The formula is vehicle voltage X cable Amps. The best way to future proof is with a 300A cable.

Cable Lengths:

• 15ft (Great for public charging)

• 23ft (Suggested for Fleet deployments)

The DO360 requires a 630A circuit.

Yes. The 120kW, 180kW, 360kW and 480kW Zerova DCFC models support "Dynamic Power Sharing".

The 360kW will support four connectors and distribute power in blocks 0f 90kw. If you have two dispensers with four connectors and two vehicles are connected, the power will be distributed based on the blocks and requests from the vehicle.

Example:

Vehicle one requests 80kW, so it will receive a block of 90kW. The second vehicle requests more; it will have access to up to 270kW that is left. 90 + 270 = 360kW.

If four vehicles are connected, they will each get 90kW.

Yes, all Phihong DC chargers support OCPP. The current revision is 1.6 JSON. They will all have the ability to upgrade to OCPP 2.0 at the end of January.

The DO 360 is a distributed charging system that allows you the option to do the following:

1. Place the cabinet which contains the power models away from the dispensers if needed (this option could be behind a gated or fenced area)

2. Select up to 4-connectors (Charging ports). This could be one or two dispensers with 1 or 2 -connectors, or four dispensers with single connectors

Use Cases are:

• Public Charging

• Service Stations

• Charging Depots

• Highway Corridor Charging

• Fleet

To run at a full 32amp (7.2kW), the AW32 will require a 40A Circuit.

Yes, via OCPP. You will need to signup with a OCPP provider first, or use signup to use our OCPP CMS backend. You can install four AW32 networked chargers using a 40A circuit. If one vehicle is connected, it will get full 32amp, if two vehicles, it will be split at 16amp each.

Yes, we have GEN 1 single and dual pedestals, as well as new pedestals with cable management that will be available in March 2022.

One of the top EV service and maintenance providers stated that most people do not take the time to wrap cables. This can lead to cables being left on the ground and getting run over. To protect the cable investment, we suggest always using cable management. It will pay off over the life-cycle of the product.

NEMA 3R

This style of enclosure provides protection against falling rain, sleet, snow, and external ice formation. Indoors they protect against dripping water.

IP 55 Protection:

• Protection from dirt, dust, oil, and other non-corrosive material

• Complete protection from contact with enclosed equipment

• Protection from water, up to water projected by a nozzle against enclosure from any direction

• Available in aluminum, carbon steel, and stainless steel

• Available in wall-mounted, free standing, trough, and JIC box

• Engraving, silk-screening, or anodizing services available

• Custom with cutouts, insulation, hinges, latches, or locks

Verizon, AT&T and T-Mobile

Yes, the unit comes with a wall-mounting backplate.

For safety, the AW32 is UL and cUL certified. It also complies with the folliwing standards.

UL2594: Electric Vehicle Supply Equipment

UL 2231-1: Personnel Protection Systems for Electric Vehicle (EV) Supply

Circuits: General Requirements

UL 2231-2: Personnel Protection Systems for Electric Vehicle (EV) Supply

Circuits: Particular Requirements for Protection Devices for Use in Charging

Systems

UL 2251: Plugs, Receptacles and Couplers for Electric Vehicles

UL 62: Flexible Cords and Cables

UL 991: Tests for Safety-Related Controls Employing Solid-State Devices

UL 1998: Software in Programmable Components

NFPA 70 Article 625: National Electrical Code, Electric Vehicle Charging System

UL840 (Clearance and Creepage)

The AW32 has been tested with the following OCPP providers:

-AmpUp

-ChargeLabs

-EDRV

-GreenLots

-Zevtron

Yes we do. The cost is $45 per unit. The lead time will depend on the following:

1. Whether it is Wi-Fi or 4G (SIM Card)

2. When you send all the materials and configuation information to us.

3. The quantity

Generally, it will take 2-3 days for up to 10 units as we need to schedule tjem into production.

Yes you can. All Phihong products are non-branded and allow you to brand. There is room for a brand and QR Code sticker.

Yes, we stock Level 2 EV chargers and accessories as well as some Level 3 models. Since there is a current supply chain problem, Level 2 products are usually pre-sold before we receive them.

If the product is in stock, and we receive the order by 12 PM PST, we will ship within 1-2 days. If the product is not in stock, we will provide a lead time.

For small Level 2 orders we provide the option of UPS or FEDEX.

For DC products, which are packed in wooden crates, we provide the option for the customer to book the shipment with the freight company of their choice, or we can coordinate the shipment through the LTL freight carriers that we do business with.

The customer is responsible for the shipping cost.

We will only accept purchase orders that are emailed to us.

Yes we do. We have tier pricing.

The fastest way to get technical support is to contact the manufacturer, as we are just a distributor.

The best way is to sumbit a support ticket on our website. This will allow us to review the issue before we talk to you. You can also email us at support@evseasolutions.com.

10AM to 6PM

Monday thru Friday

Yes, we do. We charge $50 to provision Level 2 (AC) models and $75 to provision L3 (DC) models. We will need to receive your provisioning kit, usually sent to Zerova from the OCPP CMS provider. Our service includes:

1. Opening the unit and powering on

2. Installing 4G SIM card if required

3. Configuration—We Will Connect a computer locally so we can access the setup page and configure settings based on customer requirements.

4. Testing - Making sure the unit can access the CMS via 4G

The benefit of having us provision the unit is that you will not have to do it, and you will not have to pay the field installer. It eliminates potential damage to the product and configuration issues in the field).

A provisioning kit provides all of the items and instructions required to provision your EV charger so that it is ready once installed. It includes:

1. 4G SIM if applicable

2. QR Code Sticker

3. Configuration information

We will have to check our schedule at the time you place your order and get back to you with a timeline. It can take between 1-5 days depending on the schedule.

Yes, via OCPP (Open ChargePoint Protocol).

Example:

The AW32 and AH32 require a 40A Circuit to run at full 32 amps. If you install four (4) 32amp chargers on one circuit, they can power share as follows:

1. One vehicle connected - Full 32amps

2. Two vehicles connected - 16amps each

3. Three vehicles connected - 10amps each

4. Four vehicles connected - 8amps each.

Dynamic Power Sharing for the 120kW, 180kW, 240kW, 360kW and 480kW.

The Zerova DS120, DS180 and DO360 use 30kW power modules. Below is how all Zerova DC models will power share.

DM30 and DW30 - Only one vehicle and no power sharing. DS60—If one vehicle is connected, it will get all 60kW. If two vehicles are connected, they will share equally 30kW each. This is simultaneous power sharing.

DS120 or DS180—If one vehicle is connected, it will have 120kW access. Please note that what it actually can receive will be based on the age of the vehicle, the voltage of the battery (400V, 600V, 650V, or 800V), and the amperage of the cable (200A or 300A). Older DS120 models used 200A, and all new models use 300A.

Note: The power-sharing will be distributed in blocks if two vehicles are connected.

The Open Charge Point Protocol (OCPP) is an application protocol for communication between Electric vehicle (EV) charging stations and a central management system, also known as a charging station network, similar to cell phones and cell phone networks.

Charging station owners, or hosts, are less vulnerable to individual system suppliers – if a charging station manufacturer ceased to exist, the host could switch to another OCPP-based network.

Giving charging station customers choice and flexibility to use any network on any charge station would, through market forces, encourage charging station manufacturers and network providers to compete on price, service, product features, and innovation – all of which encourages demand by charge station owners. The end result is a significant benefit to EV drivers as the charging station infrastructure expands.

OCPP also makes it easier to create a large-scale, visible network that uses a range of different charging stations since there is a requirement for only one operating system. Proponents of OCPP also cite a reduction in development costs since software designed to provide additional functionality would only need to be developed once and not several times to fit with each individual operating system.

Finally, OCPP will ease interoperability across the United States, and elsewhere, and minimize remedial work on systems

Installing charging stations at multi-unit dwellings, such as condos or apartments, helps attract and retain residents. Whether you’re a property owner, manager, homeowner’s association board member or resident, AFDC has a comprehensive multi-unit dwelling guide to charging, parking, electrical services, fees and more.

https://afdc.energy.gov/fuels/electricity_charging_multi.html