Apple macbook 12 inch 2016 macbook air 2015 12 inch apple 12 inch macbook apple macbook 12 inch 2016 macbook pro 2015 12 inch apple macbook 12 inch 2017 apple macbook 12 inch battery replacement apple macbook 12 inch accessories apple macbook 12 inch retina display apple macbook 12 gold apple macbook student discount apple macbook pro m1

Apple MacBook (12-inch, 2015) review: A minimalist MacBook that proves less can be more

Apple MacBook (12-inch, 2015) review: A minimalist MacBook that proves less can be more

Editors' note (June 27, 2017):  The12-inch MacBook, reviewed in full below, was updated in 2016 and then again in June 2017, at Apple's   Worldwide Developers Conference . The new  $1,299 12-inch MacBook and $999 13-inch MacBook Air now have faster, more powerful Intel  processors. The current crop of MacBook Pros --  the $1,299 13-inch, $1,799 13-inch with Touch Bar, and $2,399 15-inch with Touch Bar  -- have those new chips, too, along with upgraded graphics hardware. 

Otherwise, aside from a RAM bump here and a slight price drop there, the 2017 batch is very similar to the one from 2016, with the same enclosures, ports, trackpads and screens. But be forewarned: Buying a new MacBook Pro may require you to invest in a  variety of adapters  for your legacy devices. Also note that the  13-inch MacBook Pro from 2015  has been discontinued, though the $1,999  15-inch model  from that year remains available for those who want all the ports and fewer dongles.

The complaints started even before Apple's first new MacBook demo ended. During the March 2015 press event, observers fretted about the new, slimmer, lighter 12-inch MacBook. "It's underpowered," they said. "The battery life will be short. The new keyboard is too shallow. The no-click touchpad is a gimmick."

The outcry, which ranged from deriding the new, singular USB-C port to the overall price was reminiscent of the world's reaction to the original iPad in 2010. And like that groundbreaking tablet, the new 12-inch MacBook won't do everything and isn't for everyone. But its strictly enforced minimalism will make this laptop the model that industrial designers will strive to copy for the next several years.

Sarah Tew/CNET

The 12-inch MacBook is a system that ditches the Air and Pro monikers and returns to a simpler designation not seen since the classic black and white polycarbonate MacBooks of the mid-2000s (the ones you still occasionally see in coffee shops despite being their being discontinued in 2011).

Starting at $1,299, it includes a high-resolution Retina screen (much sharper than that on the Air), 8GB of RAM and 256GB of solid state storage. Unlike other laptops with removable drives or RAM, everything here is (permanently) packed into a tiny custom motherboard that leaves maximum room for a large battery. A second version, priced at $1,599, adds a 512GB hard drive and a tiny processor speed bump. In the UK and Australia, the prices start at £1,049 and AU$1,799 for the base model and hit £1,299 and AU$2,199 for the upgrade. More expensive build-to-order models are available, too. (The MacBook can be ordered online at 12:00 a.m. PT tonight, the same time as the Apple Watch, and should be available in store -- presumably in limited quantities -- on Friday, April 10.)

By way of comparison, the 13-inch MacBook Air starts at $999, but a similar 8GB/256GB configuration will cost the same $1,299. The 13-inch MacBook Pro starts at the same $1,299 as this new MacBook, but with only half the storage. Upgrading that Pro model to the same 8GB/256GB will cost $1,499. And on the Windows side, a Samsung Ativ Book 9 with the same 8GB RAM/256GB flash drive and the same processor -- will cost you $1,399 (all prices in US dollars). So, in the context of its main rivals, the MacBook is actually priced rather competitively.

Sarah Tew/CNET

Looking only at a spec sheet, it's easy to see why this new MacBook might be a tough sell. The MacBook uses Intel's new Core M processor, designed for slim, light laptops, hybrids and tablets with premium prices. It's efficient enough that full laptops can even run fanless, allowing for quiet, cool operation. But, the Core M has disappointed in the handful of Windows systems in which we've already tested it, turning in sluggish performance and mediocre battery life, the latter an unforgivable flaw for computers designed to be as light and portable as possible.

To spare you the suspense, I can say that the new MacBook performs much better than any other Core M system we've tested to date, hitting 11 hours in our video playback test. That's not nearly as much as you'd get from a MacBook Air or MacBook Pro -- and it puts this system at a disadvantage compared to the longest-lasting laptops -- but battery life is definitely not the deal-breaker it could have been.

Heavy online use will drain the battery even more quickly, and I found myself frequently glancing up at the upper right corner of the screen to see the battery life percentage tick down as I worked. I've found it can last for a full work day of moderate usage, but unlike a current-gen MacBook Pro or Air, it'll be hard to go a few days without plugging it in at all.

Sarah Tew/CNET

Beyond that, the limitations of having a single USB-C port for all your connection needs (with the exception of a standard audio jack that also made the cut) is even more of a challenge, unless you're prepared to arm yourself with a pocketful of dongles and adaptors.

Other changes are easier to adapt to. We've previously gone into some detail about the new click-free pad, which Apple calls the Force Touch trackpad, which is also available in the updated MacBook Pro. It's a clever bit of space-saving engineering that replaces the old trackpad, with a hinged design for physically clicking down, with a flat glass surface augmented by a force feedback engine. The keyboard is an even more radical change, swapping out the long-standing Mac standard of deep island-style keys for a set of much shallower keys, but with larger actual key faces.

Using the new MacBook means accepting its limitations, some of which are deliberately self-imposed. That's especially noticeable when you look at another new laptop, the Samsung Ativ Book 9. It weighs the same as the MacBook, has a similar 12-inch high-res screen, and an Intel Core M processor, but manages to fit in two full-size USB ports and a micro-HDMI output (although it also has a proprietary power connection and lacks USB-C, which is set to become the new standard).

The new MacBook and the similar Samsung Book 9.

Sarah Tew/CNET

If your need for longer battery life, more powerful performance, or more ports doesn't automatically preclude you, then the in-person experience of using the new MacBook will far outshine the on-paper shortcomings. For writing, Web surfing, video viewing and social media, it's a pleasure to use, and makes the still-slim 13-inch MacBook Air feel a bit like a lumbering dinosaur, to say nothing of other ultrabook-style laptops. It's a perfect coffee shop companion.

Some of the critical reactions to this laptop remind me of another new Apple design introduction I covered seven years ago, the original MacBook Air. That system was also criticized for dropping ports and connections, such as an Ethernet and VGA, that people were convinced they still needed. And, much like the new MacBook, it included just a single USB port.

Back in 2008, I was correct that the Air's new, stripped-down design had real legs, and would set the standard for years to come. But also true was that future refinements down the road would turn the MacBook Air from a speciality product into a mainstream one. When the next 12-inch MacBook update arrives, I suspect it will at the very least add a second USB-C port, and that's when it will become much easier to recommend to a broader audience.

Apple MacBook (12-inch, 2015)

Price as reviewed	$1,299, £1,049, AU$1,799
Display size/resolution	12-inch 2,304x1,440 screen
PC CPU	1.1GHz Intel Core M 5Y31
PC Memory	8GB DDR3 SDRAM 1,600MHz
Graphics	1,536MB Intel HD Graphics 5300
Storage	256 SSD
Optical drive	None
Networking	802.11ac wireless, Bluetooth 4.0
Operating system	Apple OSX 10.10.2 Yosemite

Design and features

This is the thinnest Mac that Apple has ever made: at its thickest point it's just 13.1mm (about half an inch), 24 percent thinner than the existing 11-inch MacBook Air. It's also the lightest MacBook, at 2.04 pounds (0.9 kg). Samsung's new Book 9 weighs 2.08 pounds, essentially the same, although it has a slightly larger footprint.

The overall shape and industrial design is familiar, based on the past seven-plus years of MacBook design, but with a few new twists, such as new colors. Besides the traditional silver, the new MacBook also comes in space grey or gold. Our test unit was gold, and like the iPhone color scheme it copies, the coloration is subtle, and gives off the impression that your laptop has a bronzed finish.

Sarah Tew/CNET

The keyboard, another big change, uses a new butterfly mechanism for keys that's thinner and more stable. The nearly edge-to-edge keyboard has larger key faces, yes, but the keys are also shallower, barely popping up above the keyboard tray and depressing into the chassis only slightly. It takes some getting used to, especially if you're accustomed to the deep, clicky physical feedback of the current MacBooks or the similar island-style keyboards of most other modern laptops.

The first time I tried the keyboard, I couldn't get through even a few sample sentences without several typos, because of the shallow keys and their lower level of tactile feedback. But when I tried again a couple of hours later, it was already much easier.

Sarah Tew/CNET

After using the new MacBook keyboard for the better part of a week, the shallowness of the keys, and a lack of a deeply satisfying click still bothers me. But, as someone who types very longform, the larger key faces and rock-solid stability make up for that, tipping the needle into the positive category. The keys are almost completely wobble-free, as opposed to the wiggle you can get under your fingers on a current MacBook keyboard.

The new trackpad, called the Force Touch, is even more of a change. Nearly the same size as the Air's, but squeezed into a smaller space, it dominates the lower half of the laptop and goes right up to the bottom edge. While previous trackpads had a hinge along the top in a kind of diving board design, the new pad works very differently. We took a deeper hands-on look at Force Touch when we tested it in the only other Apple product to support the new TrackPad right now, the 13-inch MacBook Pro.

Four sensors under the pad allow you to "click" anywhere on the surface, and the Force Click effect, which combines the sensors with haptic (or taptic) feedback, allows you to have two levels of perceived clicking within an app or task. That deep click feels to the finger and brain like the trackpad has a stepped physical mechanism, but in fact, the movement you feel is a small horizontal shift, which, even when fully explained, still feels like you're depressing the trackpad two levels.

Apple describes it like this: "With the Force Touch trackpad, force sensors detect your click anywhere on the surface and move the trackpad laterally toward you, although the feel is the same familiar downward motion you're accustomed to in a trackpad."

With that second, deeper click, you can access several types of contextual information, for example, highlighting a word and getting a Wikipedia pop-up, or seeing a map when deep-clicking on an address. Jumping into the preview view of a document or file works with the deep click, too, just as it does now by pressing the space bar in OS X. The most advanced use is probably fast-forwarding through a video clip in QuickTime, faster or slower, depending on how hard you press down on the trackpad.

I ended up using this trackpad just as I do almost every other one, Apple or otherwise, by tapping rather than clicking. It still bewilders me that Apple turns off tap-to-click by default, forcing you to hunt around the preferences menu to find it. Here's a tip: besides the tapping feature under the trackpad preferences menu, you may want to go to the accessibility menu and look under Preferences > Accessibility > Mouse & Trackpad > Trackpad options to turn on tap-to-drag.

Sarah Tew/CNET

The new MacBook has a 12-inch Retina display with a 2,304x1,440-pixel resolution. It, too, has a new design -- it's the thinnest ever built into a MacBook, at 0.88mm -- with a larger aperture for light and individual pixels in red, green and blue. The slightly unusual resolution is a combination of Apple's drive for a very high pixel-per-inch density, as well as an aspect ratio that sticks with 16:10, as opposed to nearly every other laptop available now, all of which use the same 16:9 aspect ratio as HDTV. (The 11-inch MacBook Air remains the only 16:9 MacBook.)

The screen looks clear and bright, and works from wide viewing angles. There's a glossy overlay, but I've seen much worse offenders when it comes to screen glare and light reflection. The screen bezel, that dead space between the actual display and the outer edge of the lid, is thinner here than on a MacBook Air, and the screen glass goes nearly edge to edge, giving the MacBook a seamless look much like the current Pro models. Thin bezels are definitely an important style note these days, although Dell does it much better with its current XPS 13 laptop, with an eye-catching barely there bezel.

The speaker grille above the keyboard is predictably thin-sounding -- this is a very small laptop after all, with little room for speaker cones to move air -- but it'll suffice for casual video viewing. With Beats Audio as part of the Apple family we may see a greater emphasis on audio in Macs in the future, just as Beats and HP had a successful partnership for several years.

Joe Kaminski/CNET

One spec that many feel was shortchanged in this new laptop is the built-in webcam. It's a simple 640x480 camera, and not as high-res as the 720p camera found in the Air or Pro laptops. The image above is taken from an iPhone 6, and shows my image, being transmitted from the 12-inch MacBook, via FaceTime. Note the softness of the image, which is an issue with viewing the 480p transmission on a much higher resolution screen.

Ports and connections

Video	USB 3.1 Type C
Audio	3.5mm audio jack
Data	USB 3.1 Type C
Networking	802.11ac wireless, Bluetooth 4.0
Optical	None

Connections, performance and battery

While testing the new MacBook, I found myself frequently plugging and unplugging accessories. Starting with the power cable connected to the single USB-C port, I pulled the power out to plug in a short USB-C to USB-A cable (sold by Apple for $19, £15 or AU$29), and connected the USB dongle for a wireless mouse. When I wanted to use a USB data key, I had to disconnect the mouse, and use the same adaptor cable to connect my key.

Shortly, you will be able to connect video the same way, using a USB-C to HDMI, DisplayPort or VGA adaptor. Apple has two connections blocks that include either HDMI or VGA for $79, £65 or AU$119, but neither was available at the time of this review.

Sarah Tew/CNET

The official pitch is that MacBook users will use wireless connections for just about everything. Bluetooth for a mouse, Wi-Fi for Internet access, AirDrop for file transfer, and so on. Most of these assumptions are correct, but there's something to be said for being able to use a full-size USB or HDMI port to connect to any USB key or HDTV with minimal hassle.

One potentially very useful benefit of USB-C is that, because it's used to power the laptop battery, it can also draw power from the portable backup battery packs that so many people have lying around in drawers and laptop bags. Take a USB-C to male USB cable (we tried a $10 one sent by Monoprice), and you can get some extra battery power on the go without having to bring the whole power brick or have access to a power outlet. It won't fully charge the laptop, but it could offer enough juice to get you out of a jam.

Sadly, MagSafe, truly one of the great developments in the history of laptops, is gone, and the new USB-C power plug has no magnetic connection at all. It simply slots in. The connector is fairly shallow, so it may very well just pop out if you yank the cable by accidentally stepping on it, but it certainly doesn't feel as accident-proof as the MagSafe version does.

The new 12-inch MacBook also breaks from the rest of Apple's computer line in that it does not use a processor from Intel's Core i series. Mostly Macs use Core i5 chips from either the current fifth generation of those chips, or the previous fourth generation (although the professional-level Mac Pro desktop uses an Intel Xeon processor).

Instead, this laptop uses the Core M, a new entry in Intel's laptop family. The pitch for Core M is that it enables laptops to be very thin and light, but still powerful and long-lasting. That's an appealing pitch, and Core M chips are so far only found in premium-priced systems (the least expensive being the $700 Asus T300 Chi).

Sarah Tew/CNET

But, in the first three computers we've tested with Core M chips, the results have not lived up to the hype. Lenovo's Yoga 3 Pro had sluggish performance and weak battery life. The Asus T300 Chi did a little better, but still ran for less than 6 hours in our battery test. The Samsung Ativ Book 9, a 12-inch laptop very similar to this one, did a bit better both on performance and battery life, coming close to 8 hours.

Getting the most out of Core M may require your hardware and software, including the operating system, to be properly tuned for it. And as Apple can control every aspect of its OS and exactly what hardware is paired with it, it's not surprising that the company is able to get some of the best results to date from the Core M. In our benchmark tests, no one will confuse this system with even the basic 13-inch MacBook Air, but it was faster in our multitasking test than the other Core M laptops we've reviewed. More importantly, in day to day use, it often felt just as responsive as a MacBook Air, with a few important caveats.

Sarah Tew/CNET

Basic Web surfing worked flawlessly, as did streaming even 4K video from YouTube or HD video from Netflix. Even basic gaming via Steam was doable, and I could play older or simpler games such as Portal 2 or Telltale's The Walking Dead series if I dialed the in-game resolution down to 1,440x900 and played with middle-ground graphics settings.

Using a browser other than Apple's Safari, which is very well optimized for the OS X/Core M combination, can lead to some slowdown, as can loading up multiple video streams at once. Pushing apps such as Photoshop with challenging filters and high-resolution files is likewise going to be slower than most Windows laptops with Core i5 CPUs.

But for many laptop users, especially those primarily interested in a laptop's size and weight, battery life is of the utmost importance. That is the one area where Apple's use of the Core M platform has caused the most angst-ridden speculation. Other Core M systems, all slim laptops or hybrids, have all turned in battery life scores that are on the low side, from about five and a half hours (for the Yoga 3 Pro and Asus T300 Chi) to seven and a half hours (for the Samsung Book 9) in our video playback battery drain test.

Meanwhile, Apple's own current MacBook Air runs for an amazing 18 hours (thanks to its recently upgraded Broadwell Core i5 CPU) and the 13-inch Pro ran for 15 hours in the same test. Two recent slim, premium laptops, the Dell XPS 13 and HP Spectre x360, both managed 12 hours.

Sarah Tew/CNET

The 12-inch MacBook doesn't last as long as those Core i5 laptops, but it does beat the other Core M systems by a large margin, running for 11 hours 3 minutes in our video playback battery drain test. Apple says it should give you at least 10 hours of video playback, so that's in line with the company's claims. Real-world scenarios, with more energy draining apps and frequent online use, will be shorter, and in a secondary test streaming online video non-stop over Wi-Fi, the system ran for 5 hours.

How did Apple manage to get better battery life from the notoriously fickle Core M? Part of it may be the optimization Apple can do as the creator of both the hardware and operating system. But a big part of it may be the large 39.7-watt-hour lithium-polymer battery crammed into the small MacBook's body. The actual motherboard and all the internal components have been shrunk down to be only fraction of the size of a typical laptop motherboard. Instead, the entire rest of the system interior is filled with a battery designed to fit into every nook and cranny of available space.

Conclusion

My initial impression of the original MacBook Air from 2008 feels timely and fitting here. Of that laptop, which was considered both groundbreaking and frustratingly limited, I said:

Sarah Tew/CNET

Likewise, this new MacBook will also be the right fit for a smaller segment of a public than the more universally useful 13-inch MacBook Air or Pro. But those who can work with the limitations -- primarily a lack of ports, shorter battery life, performance that's not suited for pro-level photo and video editing, and a shallow keyboard that takes some getting used to -- will love its sharp display, slim and light body, and responsive touchpad.

My primary caveat is this -- if history is any guide, you can count on a near-future generation of this laptop boosting its utility by doubling the number of USB-C ports to at least two. So like many new technology products, it may be worth waiting for the next version, even if having a 12-inch, two-pound gold MacBook right now will make you the coolest kid at the coffee shop.

Handbrake Multimedia Multitasking test

Apple MacBook Air (13-inch, 2015) 370 Dell XPS 13 (2015, non-touch) 428 Apple MacBook (12-inch, 2015) 465 Samsung Ativ Book 9 (2015) 563 Lenovo Yoga 3 Pro 682

Note: Shorter bars indicate better performance (in seconds)

Adobe Photoshop CS5 image-processing test

Dell XPS 13 (2015, non-touch) 263 Apple MacBook Air (13-inch, 2015) 268 Lenovo Yoga 3 Pro 294 Apple MacBook (12-inch, 2015) 307 Samsung Ativ Book 9 (2015) 311

Note: Shorter bars indicate better performance (in seconds)

Apple iTunes encoding test

Apple MacBook Air (13-inch, 2015) 107 Dell XPS 13 (2015, non-touch) 112 Apple MacBook (12-inch, 2015) 130 Samsung Ativ Book 9 (2015) 130 Lenovo Yoga 3 Pro 142

Note: Shorter bars indicate better performance (in seconds)

Video playback battery drain test

Apple MacBook Air (13-inch, 2015) 1080 Apple MacBook (12-inch, 2015) 747 Dell XPS 13 (2015, non-touch) 726 Samsung Ativ Book 9 (2015) 457 Lenovo Yoga 3 Pro 346

Note: Longer bars indicate better performance (in minutes)

System Configurations

Apple MacBook (12-inch, 2015)	OSX 10.10.2 Yosemite; 1.1GHz Intel Core M-5Y31; 8GB DDR3 SDRAM 1,600MHz; 1,536MB Intel HD Graphics 5300; 256GB SSD
Dell XPS 13 (2015, non-touch)	Windows 8.1 (64.bit); 2.2GHz Intel Core i5-5200U; 4GB DDR3 SDRAM 1,600MHz; 2,000MB (shared) Intel HD 5500 Graphics; 128GB SSD
Lenovo Yoga Pro 3	Windows 8.1 (64-bit); 1.1GHz Intel Core M-5Y60; 8GB DDR3 SDRAM 1,600MHz; 3,839MB (shared) Intel HD Graphics 5300; 256GB SSD
Apple MacBook Air (13-inch, 2015)	Yosimite OSX 10.10.2; 1.6GHz Intel Core i5-5250U; 4GB DDR3 SDRAM 1,600MHz; 1,536MB Intel HD Graphis 6000; 128GB SSD
Samsung Ativ Book 9 (2015)	Windows 8.1 (64.bit); 1.1GHz Intel Core M-5Y31; 4GB DDR3 SDRAM 1,600MHz; 2,005MB (shared) Intel HD 5300 Graphics; 128GB SSD

---

Source

Best ev charger for 2022 jeep best ev charger for nissan leaf best ev charger for chevy bolt best ev charger for tesla best ev charger for bolt best ev charger for mach e best ev charger consumer reports best ev charger for nissan leaf best ev charger for tesla model 3 best ev cars 2022 best ev vehicles

Best EV Charger for 2022

Best EV Charger for 2022

If you're taking the plunge and buying your first electric car, pickup or SUV, you'll also want to buy and install a Level 2 home charger.

There are things to think about when you pick a Level 2 EV charger, but the value in one is straightforward. For the vast majority of drivers, Level 2 will limit and probably eliminate reliance on a public charging station, and it will remove the anxiety that goes with finding an unoccupied public charger when you need it. Just about any Level 2 charger should fully charge your electric vehicle's battery overnight, even if the battery is nearly depleted.

A Level 2, 240-volt home charger will charge your electric car much much faster than the Level 1 charger that comes with the vehicle. There are more Level 2 chargers to choose from each month, and they might be less expensive than you'd guess. Set up and installation don't have to be complicated or expensive, either, depending on your circumstances. Many Level 2 EV chargers can be plugged into an outlet just like the Level 1, which comes with your car. Others can be hard-wired into household electrical if that's the better option for your purposes. Many have their own phone apps to manage charging and minimize cost.

This list aims to give you some foundation for choosing a home EV charger. I've studied a broad range of chargers across the price spectrum and based my recommendations on expert interviews, user feedback, personal experience and the work of testing labs such as Consumer Reports and Underwriters Laboratories. Browse the full list before you click through, then follow on for a primer on just about everything you need to know when choosing an electric vehicle charger.

Enel X

The JuiceBox 40 delivers everything you need and most of what you'll want in a Level 2 home charge station, at a reasonable price. It's UL listed, built to exceed NEMA 4 standards and great for outdoor use. It can be hardwired or plugged in. It will charge any electric car, pick-up or SUV available in North America, including Tesla with the brand's standard J1772 adaptor, and it comes with the industry standard three-year warranty. Perhaps most important, it hits the magic charge-rate threshold of 40 amps, which means it will replenish any substantially drained EV (current or forthcoming) in an 8- to 10-hour time frame for years to come.

Beyond its foundational features, the JuiceBox 40 is finished with some polished and useful details. It's easy to install, and it's 25-foot connector cable allows maximum flexibility in use. Even its plug-in cord is longer than most, and that adds flexibility when mounting the box in relation to the necessary 240-volt plug. JuiceBox 40 has a built-in cable rack and security lock and, according to experts, one of the best control apps going. It can be started with voice commands through Amazon Alexa or Google Home, and you can use the app to set reminders, program charge hours and monitor energy consumption (and cost) precisely. 

ChargePoint

ChargePoint started in the EV business building public charge stations. The Home Flex represents its expansion into residential, Level 2 chargers.

Home Flex has nearly everything you'll find in our Best Overall JuiceBox 40, with even a bit more to like. Its box is compact and stylish, and its connector locks into its holster or a charge port with a smooth, authoritative click. The holster is ringed with a softly glowing halo of an LED. More significantly, Home Flex can raise the peak charging rate to 50 amps if it's hardwired. While that's almost overkill in a Level 2 charger, given that 40 amps should still charge any EV overnight for years to come, Home Flex will charge a few more current EVs (a couple Teslas and the Ford Mustang Mach E) at their fastest possible rate on residential Alternating Current.

Wired for 50 amps, Home Flex is likely to add some installation cost. Its connector cable is a couple feet shorter than JuiceBox 40's, and its box-to-outlet cord is shorter, too. Those things can matter, but they're not what relegate Home Flex to runner-up status, in our estimation. It's just simple, rational arithmetic. ChargePoint's Home Flex costs at least $100 more than JuiceBox 40, and that cash would make a significant contribution to whatever installation costs there might be.

United Chargers

The Grizzl-E Classic car charging station is designed and built in Canada, and that could be one of the reasons we like it. The Classic ships as a plug-in, to minimize potential installation costs, but it's also suitable for hardwiring. It's manually adjustable from 16 to 40 amps, and that can save on installation, too, in the short run (as in you might not need a higher-rated, more expensive circuit breaker until you have a car that needs the higher charge rate).

Throw in a 24-foot connector cord, and that's about it. There's no Bluetooth connection or phone app here. Yet calling the Grizzl-E Classic a no-frills, charge-your-EV-fast Level 2 undervalues one of its other strengths. This thing is built like a tank, and packaged in a dustproof, fire-resistant aluminum case that's built to NEMA 6 standards, which protect against full water immersion to one meter for 30 minutes. Most other home stations are "upgraded" at NEMA 4.

This is a great charger for folks who like it simple. The Classic is well built, well warrantied (three years) and often cited for good customer service. You'll look a long time trying to find another home station with 40 amps of charging and this kind of quality at this price.

United Chargers

The Grizzl-E Duo is a carbon copy of our Best Value Grizzl-E Classic. Or maybe that's a double copy, because the Duo adds a second 24-foot cable and connector to charge two cars simultaneously.

Beyond that, it's basically that same no-frills, rugged, high-output charge station, though there is another feature unique to the Duo. It adds an intelligent power-sharing circuit to maximize available current between the two charging cars according to each car's need, up to 40 amps total. That in turn maximizes charge speed for each vehicle, without risk of blowing a circuit.

Wallbox

The Pulsar Plus is an extra-compact Level 2 residential charge station. It's suitable for outdoor use, with 40 amps of charging power and most of the preferred features, including a 25-foot connector cable and a mobile app. And if the app loses its connection with the charger, or you don't feel like messing with it, you can just plug in your EV and charge.

Yet what separates Pulsar Plus from nearly all other home charge stations is its Power Sharing feature. This allows more than one unit to be connected to the same electrical circuit to safely charge multiple EVs at once without exceeding the circuit's capacity. Built-in smart power management automatically balances charging to ensure the most efficient energy distribution among the various chargers on the circuit, no need for extra hardware. Further, Wallbox says it's developing the capability to meter each Pulsar Plus charger separately and directly bill individuals. This might be your future if home is a multi-unit dwelling shared with other occupants.

ClipperCreek

ClipperCreek began building home and commercial chargers at its factory in Auburn, California, in 2009, and its HCS-40 Level 2 home station is one of the best-selling chargers to date. In 2022, the box that houses the hardware is larger than most competitors, and the HCS-40's charge rate maxes out at 32 amps. That will still charge most electric vehicles on the road today at their highest rate possible on household current, but it's about 20% less than experts recommend for the long view.

Beyond that, the HCS-40's features still hold up well. Its case is rated NEMA 4 for extreme weather, and its connector cord measures 25 feet. It comes with a remote connector holster that you can hang where you want it -- as in right next to your EV's charge port, wherever that may be. It has a keyed lock that can secure the connector in your charge port or the holster, and there's even an optional cord retractor. It's warranted for three years, and ClipperCreek's customer service is praised in EV circles.

Siemens

Siemens has been making industrial electrical equipment, automotive components and imaging devices for 170 years, and it was an early adaptor to home EV chargers, too. When it was introduced in 2016, the US2 VersiCharge was consistently rated one of the best Level 2 home charge stations available.

Today, the VersiCharge console or case is bigger than just about any out there, and its connector cord is hardly the longest (20 feet). With a peak charge rate of 30 amps, it will still max charge most EVs on the market, but it doesn't leave much growth for the future.

Still it's prized by many EV owners. That's partly for its charm and partly for its build quality. US2 VersiCharge meets NEMA 4 standards for rough weather, with a rugged metal case that looks like the adornment on a big Art Deco building. It even offers its own bespoke outdoor post. It has a couple of buttons that let you delay the start of charging when you plug it in up to 8 hours, and it's known for reliability. It's also warranted for three years, which remains the industry max.

Dcbel Energy

Designed and built by Montreal-based Dcbel Energy, the R16 is much more than a Level 2 home charge station. Think of it as the electrical command center for the home of the future, with its own operating system.

The R16 allows solar-collected Direct Current to charge your EV or home batteries, and DC is by far the fastest way to charge your car. It will turn solar DC into Alternating Current to power your home, and it can turn your EV into a household power bank in the event of utility failure. The R16 can integrate and replace up to five pieces of hardware early solar and low-carbon adopters now use in their homes.

It will work like a conventional Level 2 home charge station on AC, in case you're still in the process of building your solar array. It has two connector cables to charge two electric cars, pickups or SUVs at once. Foremost, the R16 represents the next big thing in EV charging. It's one of the first chargers to market that allows bi-directional charging, which can turn your electric vehicle--or at least some electric vehicles, like the new Ford F-150 Lightning -- into backup power for you home when it's sitting in the driveway. Depending on the size of your car's battery, that could power your home at full bore for at least a day or two, or on emergency rations for 10 days or more. For more on bi-directional charging, read on to EVSE 101.

MeGear

The MeGear Level 1+2 Charger looks a lot like the manufacturer-issued Level 1 charge cord that comes with the typical electric vehicle. It's 25 feet long and has an adapter that allows you to plug it into a typical, three-prong, 120-volt household outlet. If you do that, the MeGear Level 1+2 will charge your EV at essentially the same rate as the cable that came with the car. But if you happen to have access to a 240-volt outlet with a NEMA 6-20 plug (a lot of electric clothes dryers use these), MeGear Level 1+2 will raise your charge rate to 240-volt Level 2. A device like this one is the cheapest path to Level 2 charging.

Now, we've seen this charger marketed under a few different brand names. While the other chargers on our Best list all come with a three-year warranty, the MeGear Level 1+2 is warranted for only a year. It's also the only one that won't restart itself after a power interruption, even if that interruption is only momentary. You'll have to restart it yourself, so hopefully the interruption doesn't occur just after you turn in for the night.

Like we said: this is the cheapest path to Level 2 charging. Quite a bit cheaper, even, than buying a replacement Level 1 cord from your EV dealer. The MeGear Level 1+2 charges on 240 at the lowest Level 2 rate of 16 amps -- much lower than the optimal, future-protecting 40 or 50 amps. Yet at 16 amps, Level 2 should charge your EV about three times faster than the Level 1 cord that came with it. With this charger you can continue to save your pennies for a more powerful Level 2 home station. In the meantime, you'll be able to take advantage of Level 2 when you can and worry less about making it to work the next morning if you can't find a public charger on the way home.

Comparison of the best EV chargers for 2022

	Charger	Level 1 or 2	Max charge rate	Connector cable length	Hardwired or plug-in	Phone app	Features
Best EV charger overall	Enel X JuiceBox 40 Smart Electric Vehicle Charging Station	2	40 amps	25 feet	Both	Yes	Everything you need for fast, easy home charging, and most of what you'll want. The right features at a good price.
Best EV charger overall runner-up	ChargePoint Home Flex Electric Vehicle Charger	2	50 amps (hardwired)	23 feet	Both	Yes	A bit slicker than best overall, and it can raise max charge rate to 50 amps (assuming your car could take that charge rate). But it also costs more, and fitted for 50 amps, could cost more to install.
Best EV charger value, especially if it's going outdoors	United Chargers Grizzl-E Classic EV Charging Station	2	40 amps	24 feet	Both	No	A simple, rugged home station that charges EVs fast. Comes with the highest weather protection standard.
Best EV charger for charging two cars	United Chargers Grizzl-E Duo Plug In EV Charger	2	40 amps	24 feet	Both	No	Two connectors, and internal controls that automatically balance power for maximum efficiency and charge speed.
Best EV charger if you need two or more ganged	Wallbox Pulsar Plus Electric Vehicle Smart Charger	2	40 amps	25 feet	Both	Yes	Safely allows multiple chargers on a single electrical circuit. According to the manufacturer, it'll soon add separate metering (and billing) for each one.
Best EV charger from the start of the new EV age	ClipperCreek HCS-40/HCS-40P Charging Station	2	32 amps	25 feet	Both	No	An all-time top seller, from an early adapter known for customer service.
Best EV charger from an old-school brand	Siemens US2 VersiCharge Universal EV Charger	2	30 amps	20 feet	Both	No	Built like a tank, looks like Art Deco, from one of the world's oldest electrical suppliers. Still charges most electric cars at the maximum possible rate on household current.
Best home EV charger if money is no object	Dcbel R16 Home Energy Station	2+	DC charging capable (with solar)	Up to 20 feet	Hardwired	Yes	More like a home electricity substation, managing solar, batteries, charging and household supply with its own OS. As a Level 2 EV charger, it's one of the first to enable bi-directional charging, which can turn your EV battery into a power bank for your home.
Best EV charger for cheapskates, bi-voltage edition	MeGear Level 1+2 Home Electric Vehicle Charging Station	1 or 2	16 amps at 240 volts	25 feet	Plug-in	No	About the least expensive path to Level 2 charging, and it will work as a Level 1 until you have access to 240-volt AC. Much slower than more powerful level 2s, but still about three times faster than the Level 1 that comes with your car.

Wallbox

EVSE 101

The thing you use to plug in an electric car, pickup or SUV is not, technically, a charger. The charging hardware and control system are actually inside the vehicle's powertrain. The plug-in thing is Electric Vehicle Supply Equipment, and it allows the transfer of energy between an electric utility and the EV. This equipment includes charge cords, charge stands (residential or public), attachment plugs, vehicle connectors and bits of electrical hardware that ensure safe operation for user and vehicle. But don't worry. You can call your EVSE a charger.

Every electric car should come with a charger -- invariably a heavy cord with a large, block-shaped device between the vehicle connector and the wall plug. If you bought your electric vehicle used and it didn't come with its charge cord, I hope you accounted for that in the transaction price.

These cords are called Level 1 chargers, and they plug into a standard 120-volt electric outlet on your house or in your garage. They're fine for plug-in hybrid vehicles, which typically have fairly small batteries and a gasoline engine to power the car, and a Level 1 cord will charge a full electric, no-engine car. It won't charge a pure EV anything close to quickly. If your daily electric-car rounds amount to 20 or 25 miles, you can probably live with Level 1. But if you happen to pull your electric car into the driveway with its battery nearly depleted, it can take literally days with a Level 1 charger to replenish to full capacity.

Dcbel Energy

I wouldn't recommend buying another Level 1 charger, unless you need to replace the one that came with your EV or want a second for an alternate location. No Level 1 charger -- from the vehicle manufacturer or an aftermarket supplier -- will charge your EV substantially faster than the cord that came with it. The money you'd spend on a Level 1 charger will get you a long way toward something called a Level 2 charge station, and you can still take the Level 1 cord that came with your car wherever you go. If you want maximum convenience and don't want to rely on public, high-speed charging stations, you probably want Level 2. If your daily rounds regularly use 100 miles of range or more, you absolutely want Level 2. I'll elaborate shortly.

First, I'll answer a question many EV shoppers are likely to have. Every electric car, truck and SUV sold in North America comes with the same connector in its charge port. Every car that's not a Tesla, that is. This standard connection is called SAE J1772, and it means that you don't need to worry about buying the wrong EVSE. Every charge cord and station, home or public, will plug into every electric car, truck or SUV on the road -- including Teslas. That's because every Tesla vehicle comes with an adaptor that allows a J1772 plug to fit in its proprietary charge port. And as Tesla ponders rolling out its private, national Supercharger charging network to non-Tesla owners, it's developed an adaptor that allows its proprietary connection to fit into the J1772 port on other manufacturers' electric vehicles.

Take it up a level

Level 2 EV chargers are a major upgrade from the Level 1 device that comes with an electric car. While it won't charge as quickly as a public DC charger, Level 2 is the best most of us will get for home charging -- or at least those of us who aren't certified millionaires or better. There are 480-volt fast chargers that can theoretically be installed for residential use, but they're expensive to begin with and have specific power requirements, including a dedicated power line. In short, the cost of a 480-volt charge station is prohibitive for the typical homeowner.

ChargePoint

How big is the Level 2 upgrade? A Level 1 charger delivers about 12 amps, give or take a couple, 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 and as many as 80, with a rate of 12 to 60 miles of range per hour of charge, depending on the car and the specific charger. Bottom line, a Level 2 charger can charge an EV three to 10 times faster than a Level 1 charger can, and you can buy good, higher-amperage Level 2 charging stations for $500 all day.

Level 2 chargers require 240-volt electrical supply. If you're not up to speed on electrical current, you shouldn't let that requirement put you off. While there may be some preparation or installation costs, drawing 240 volts from typical residential electrical is not a major or particularly expensive proposition. Many homes already have 240. Yours may, too, if you have an electric water heater or clothes dryer, and if you do there's a good chance it's already in the garage, where you'll need it for a Level 2 charge station.

If you live near a major population center and don't drive a lot, you may not need a Level 2 EV charger. If you live in a rural area with less developed infrastructure, you probably do need one. Wherever you live, the more and further you drive your electric car, pickup or SUV, the more valuable a Level 2 charger will be. Level 2 can substantially reduce the small hassles and anxiety of owning an electric car. For upwards of 90% of the driving public, it can eliminate reliance on public charging stations, unless or until you take your electric car on a long-distance driving vacation.

ChargePoint/Dcbel/United Chargers/Wallbox

Getting ready

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 condominium, you'll likely need permission from the owner's 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 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. And even if you have existing 240-volt service, it's best to consult an electrician as you prepare for a Level 2 charging station.

Let's say, for example, that you already have an electric dryer, and it's in the garage not far from where you want your Level 2 charger. There's a good chance you can find a Level 2 charger that will plug into the same outlet as the dryer (most plug-in Level 2s offer one or two of three common 240 plugs -- NEMA 6-20, 6-50 or 14-50, with NEMA standing for the National Electrical Manufacturers Association). This path means you'll never be able to charge your car and run the dryer at the same time, however, so a good electrician seems like a good place to start. 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.

Wallbox

While you're waiting for the electrician, think about where you want the charge station to go. That's typically on a wall inside or outside the garage, or on a post near where you park. Outside is no problem, but you should know it's going outside before you pick your charger, and you should also know where the charge port is located on your electric car, truck or SUV. No two electric vehicle makes put their charge ports in exactly the same place, and the cords on Level 2 charge stations typically range from 12 to 25 feet.

Lastly, check what's available in your locale when it comes to rebates, tax credits and other incentives for installing an EV charge station. The IRS offers a tax credit equal to 30% of the cost, up to $1,000. Your state and local government may offer incentives as well, and don't forget to check your electrical utility.

Big things to think about

Home chargers for electric cars are proliferating, and there are more to choose from all the time. Nearly every vehicle manufacture offers its own, branded charge station through its sales points, typically with third-party installation. If convenience is more important than cash outlay, or if you're a committed brand geek, you can certainly go with the manufacturer's product. On the other hand, you'll do at least as well on quality and performance for less money if you choose your own Level 2 charger. Often substantially less money.

Question 2 when choosing a Level 2 home charger for your electric car, pickup or SUV: Do you want one that's hardwired or one that plugs into an outlet, like the Level 1 charger that comes with the car? Hardwiring means the station is semi-permanently connected to your home's electrical grid, and you won't be able to move it without opening a junction box and detaching the wiring. A plug-in station simply plugs into a 240-volt electrical outlet. Think of it like a permanently installed light fixture versus a plug-in lamp. Other things being equal, a plug-in charge station will work as well as one that's hardwired. The primary advantage of the plug-in is that you can more easily remove it and bring it with you -- if you relocate, for example.

Dcbel Energy

Other things are rarely equal, though, and there are a few more subtle things to consider when choosing between hardwired and plug-in. Most local electrical code will require a charge station installed outdoors to be hardwired. Plug-in charge stations are limited to 40-amp output, and while 40 amps of charging power is more than adequate for the foreseeable future (I'll get to that next), the ultimate future-proof charging station might have a higher charge rate. A plug-in charger won't eliminate additional installation cost, either, unless you happen to have an appropriate 240-volt plug in your garage, in close proximity to where you want the charge station. If that's the case, we'd definitely recommend a plug-in Level 2.

Most Level II chargers are packaged in a case designed to be mounted to a wall or post. Removal and relocation require that they be detached, which can be as simple as removing a couple of fasteners. Yet there are an increasing number of more portable Level 2 chargers, as well as bi-voltage chargers that work at Level 1 or Level 2 depending on the receptacle they're plugged into. These look similar to the Level 1 charger that comes with the car -- usually a long, heavy cord with a plastic brick somewhere between the outlet plug and the vehicle connector. Portables can be useful for travel or commuting because they'll work at Level 2 in the event you have access to a 240-volt plug at work or a vacation residence. The drawback is simple, however. Portable bi-voltage chargers often max out at 16 amps output, or occasionally 20 amps, and while that's better than anything Level 1 can deliver, it won't bring the potential charge speed of higher-amperage Level 2 home stations .

With Level 2 charge stations, output amperage is king. Sort of. Level 2 delivers at least 16 amps and as many as 80, and the chargers tend to get more expensive as output amperage increases. Accounting for one important limitation, the charger with the highest output amperage will charge your electric car fastest. Yet that limitation is big, and it's the reason you need to know the maximum charge rate your electric car, pickup or SUV will accept.

Siemens

You'll find your electric vehicle's maximum charge rate in its owner's manual, on the spec sheet or in the worst case from the manufacturer. It may be listed in kilowatts, or kW, and if that's the case you should Google a kilowatts-to-amperes conversion calculator and convert the kW at 240 volts. This isn't a safety issue: A charger with a higher charge rate won't somehow melt your electric car. But your car's maximum charge rate matters when you decide how much to spend on a Level 2 charger, and which one to choose. If its max charge rate is 16 amps, it's never going to charge faster than 16 amps on household current, no matter how many amps your Level 2 charger can deliver. Find one of those expensive 80-amp chargers, which will very likely require some serious infrastructure improvements to your household electrical, and your car is still not going to accept a charge rate greater than 16 amps.

Does that mean you should never buy a charger that delivers more amps than your electric car, pickup or SUV can accept? It definitely does not mean that, unless you consider the charger a short-term investment to ditch when you get your next car. A short history of the current crop of electric cars explains why choosing a Level 2 charger based strictly on your current car's max charge rate might not be the best idea.

When it was introduced in 2011, the Nissan Leaf could accept a maximum charge of about 14 amps on household current, adding five or six miles of range per hour of charging. With updates for model year 2016, the Leaf could charge at 28 amps. Around 2018, the Chevy Bolt, Jaguar I-Pace and Kia Niro EVs debuted with a max charge rate of about 30 amps, good for 23 to 24 miles of range per hour. Ford's recently introduced Mustang Mach E, and some Tesla models, can charge at 48 amps on AC, adding 35 miles of range per hour of charge. And charge rates for electric cars are likely to increase further over the next several years as new models roll out.

If the point isn't clear, we'll put it another way. Your first electric car may charge at a max of 16 amps, but it's very likely that your next one, brand new or used, will take a charge at a faster rate. Given the outlay for a Level 2 charge station, you probably want to protect your investment. You might save a few bucks now with a low power Level 2, but there's a good chance you're going to want a more powerful one when you get your next electric car.

Megear

If you're now wondering by exactly how much you should future-proof your Level 2 charge station, we have a simple rule of thumb. Experts generally agree that a home charger output of 40 amps -- or 50 amps at the extreme -- will be sufficient for the typical electric car owner for years to come.

"Forty amps seems to be the sweet spot," says Barry Woods, the director of vehicle innovation at ReVision Energy in Maine, and a board member for the trade group Plug In America. "A 40-amp charger is sized correctly for most residential locations, and 40 amps is going to be relevant for a while. That's based on driving habits more than technology. Given the batteries we have now, and what we anticipate, 40 amps should adequately meet the needs of the vast majority of users."

A 40-amp Level 2 charger should cover the daily range requirements of more than 95% of drivers in the United States, including those in rural areas, based on reams of data collected over decades. Your next electric car could charge at a rate faster than 40 amps, but 40 amps will still replenish its deeply depleted batteries in an 8-to-10-hour time frame. Ten hours at 40 amps will add roughly 300 miles of range, depending on the vehicle.

You could consider a 50-amp charger, to take advantage of the higher household charge rate in a few current electric vehicles, but the charger will cost more than a 40-amp max charger. The 50-amp demands heavier-gauge wiring, a higher-rated circuit breaker and a higher-capacity electric panel, so there's a good chance it will cost more to install, and its advantage for household use is minimal -- maybe just bragging rights. A Level 2 charger rated at more than 40 amps will have to be hardwired, so it eliminates the option of a plug-in charge station that you can take with you when you move.

ClipperCreek

In 2022, a 40-amp Level 2 charge station almost certainly delivers the best cost/benefit breakdown for your electric car, pickup or SUV, and it should deliver sufficient charge speed for years to come. And remember. Even if your current electric vehicle charges at a maximum rate less than 40 amps (most do), there's nothing to worry about. The electric car controls how much electricity its battery absorbs when it's charged, so you can't damage the vehicle with a charger capable of a higher rate.

More things to look for

If the charge amperage thing gets confusing, think of 40 amps as the target and work up or down from there, based on cost, features and preferences. The next thing to think about when choosing a Level 2 charger is the weather -- or specifically, whether your electric car, pickup or SUV is going to sit out in the weather. If you can't or won't park your electric car in a covered garage, the charge station probably needs to go outdoors, too. In that case, to be in code, it will need to be hardwired and not plugged in. It will also need to be rated for outdoor use.

Most Level 2 chargers, including those on our Best list, are rated at least NEMA 3, and NEMA 3 is acceptable for outdoor use. Some chargers are built to NEMA 4 standards, which add another layer of protection and shield the box against direct pressure from a garden hose. If there's lots of rain where you live, and it's often driven by stiff winds, NEMA 4 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.

Next are the physical features of the charger itself, starting with the connector cord. Level 2 charge cords typically range from 12 to 25 feet, and longer is almost always better. A 12-foot cord can cut it close in the best of circumstances, and might require that you park your car in the same direction or orientation every time you plug it in. The 25-foot one should allow you to park in at least two different spots if your garage has two bays or more. It should cover things if you the charge port on your next electric car is in an entirely different spot than your current car's.

ChargePoint

Many chargers come with a horn to hold the looped cable. Others expect you to wrap the cable around the box, or a long nail of your choosing, or to simply leave the cable coiled on the ground or floor. Pay attention to these details if you're not fond of clutter, trip hazards or excessive dust accumulation. Look for a charger that has a holster for its connector, or at least a cap to cover the connector when it's not in use. Finally, consider the dimensions of the charger box itself. A really wide one might not fit the space between two single garage doors. A thick one that sticks out relatively far might make it more difficult to squeeze between the car and a wall in a tight, single-car garage.

Some early electric car chargers would not restart themselves if the power temporarily failed and then came back. You had to unplug the connector, then plug it back in to restart. Most current Level 2 chargers, including those on our Best list, will restart automatically, but make sure that's the case when you choose. It's better than waking up to find your electric car is not sufficiently charged.

Beyond that automatic restart feature, some chargers have just a few LEDs to tell you what they're doing. Others have a few hard buttons to set features or manually delay starting the charge once the vehicle is plugged in. Still others come with a phone or tablet app that connects to the charger via Wi-Fi or Bluetooth and shares a range of data and control options.

With the apps, you can typically monitor your car's charge progress, keep statistics on energy use and know fairly precisely what it's costing to operate your electric vehicle. Some allow voice interface with the charger ("Alexa, charge my car!") and communication with local utilities, so you can participate in demand response programs and charge your car when the electricity is the cheapest or cleanest available. Some Level 2 charger apps let you load-share two chargers on the same circuit without tripping the breaker.

Enel X

These programs can definitely be useful, but if you're not fond of fiddling with phone apps, or you just want to plug in your car and charge it, there's no reason to pay up for charger with a control app. If you do want some of those app features, or you're basically a data geek, you still might not have to pay up for a charger with an app.  Electric vehicle manufacturers have their own apps that communicate with their vehicles, and there's almost certainly one that goes with your electric car, pickup or SUV. Learn what the vehicle app can do before you buy the charger. There's no reason to pay extra for charger features that are redundant.

The next big thing

When Ford Motor Co. unveiled its 2022 F-150 Lightning in May 2021, one of the truck's second-level features grabbed almost as much attention as Ford's first electric, full-size pickup did on its own.

With the right Level 2 home charging station, the F-150 Lightning can essentially turn itself into a giant power bank on wheels. During a household power failure, the truck can automatically direct the electrical energy stored in its expansive battery pack back into the household wiring grid. If a Lightning with the upgrade, 155 kWh extended-range battery were fully charged when the power failed, based on the average household electrical consumption of about 30 kWh per day, this pickup should be able to power most households full speed for three or four days. With more carefully metered household usage, running essentials like the refrigerator and freezer, modest lighting and communication, the F-150 might provide power for 10 days or a bit longer.

Sounds like a nice capability to have, but if you want in with the Lightning and you're not already in line, don't hold your breath. Ford has promised the first Lightning deliveries by March 2022, with a base price starting just north of $40,000, but it also claims the first three years of Lightning production are sold out -- even with its decision to double its initial assembly capacity a few months after the Lightning was revealed.

Dcbel Energy

You don't have to wait for a Lightning, and you definitely don't have to use Ford's Level 2 home charger. The power-bank concept represented by Ford's electric pickup is sometimes called vehicle-to-grid or V2G -- or, more frequently, bi-directional charging. In its basic form, bi-directional charging uses a Level 2 home charge station as a two-way bridge between an electrical utility grid and an electric vehicle's battery. It's more than a potential source of back-up power because many experts see bi-directional charging as a means to even out electrical demand and make utilities more efficient as electric cars proliferate. The thinking is that cars can be charged during off-peak demand, as the world sleeps, and then supplement utility power when they sit during the day during high-demand, potential brown-out periods.

It's nascent technology, yes, but bi-directional charging can already be achieved. The Nissan Leaf is the only current EV that allows it, and its biggest battery has only about a third of the capacity of the F-150 Lightning's (several other current EVs do allow bi-directional flow from the vehicle, but only for appliances plugged into the vehicle itself, rather than the house grid). Going forward, many and maybe most new electric cars, pick-ups and SUVs will offer bi-directional charging. Hyundai, Kia, Lucid and Rivian all have promised the capability, though Tesla seems less likely to offer it, given its commitment to its Powerwall home battery. Further, bi-directional charging is not limited by the hardware in most current EVs. It's mostly a function of the binary bits in the control software, and some vehicle manufacturers are considering software updates to allow their existing vehicles to charge bi-directionally.

The first handful of bi-directional Level 2 home charge stations have hit the market, including our Best If Money Is No Object Dcbel R16. Yet the least expensive bi-directional we've found is about six times more expensive than our Best Overall Juicebox 40, and in the typical household it will require higher installation costs.

Wallbox

If you're committed, and you have the resources, you might want to think about bi-directional charging for your Level 2 home station. Or you might want to limit your investment now, with the most basic Level 2 charger you trust, and wait for bi-directional to play out.

"It's not exactly here yet, but bi-directional is coming soon," says Plug In America board member Barry Woods. "In most respects it's fairly simple technology, and the barrier is acceptance more than technical.

"It's one more consideration choosing a Level 2 charger. The first step has three filters. Do you want basic charging, smart (app-based) charging or bi-directional? Once that's clear, it's basic consumer requirements like reliability, warranty and customer service."

Written by J.P. Vettraino for Roadshow

EV charger FAQs

Is a Level 2 charger worth it?

The short answer: A Level 2 charger is always better at charging than a Level 1 charger, which typically comes with every electric vehicle. Whether a Level 2 is worth the additional cost depends on your living circumstances, your driving habits and your access to public charging stations. That cost runs from maybe $200 on the low end to $2,000 on the high end, installed, contingent on the charger and required electrical upgrades.

If your daily electric-car rounds amount to 20 or 30 miles, you can probably live with Level 1. But if you happen to pull your electric car into the driveway with its battery nearly depleted, it can take literally days with a Level 1 charger to replenish to full capacity. Or you can find an open public charging station in convenient proximity to your home.

If you want maximum convenience and don't want to have to rely on public, high-speed stations, you probably want Level 2. If your daily rounds regularly use 100 miles of range or more, you absolutely want Level 2. If you live in a rural area with less developed infrastructure, you probably need Level 2. Wherever you live, the further you drive your electric car, pickup or SUV, the more valuable a Level 2 charger will be. Level 2 can substantially reduce the small hassles and anxiety of owning an electric car. The right Level 2 home charger will charge any electric vehicle from nearly depleted to nearly full in the typical overnight time frame, or say 8 to 10 hours. For upwards of 95% of the driving public, Level 2 can eliminate reliance on public charging stations, unless or until you take your electric car on a long-distance driving vacation.

Are all EV home chargers the same?

Definitely not. There are Level 1 chargers (3 to 5 miles of range per hour of charging in the typical electric car) and Level 2 chargers (12 to 60 miles of range per hour, depending on the car and the specific charger). Level 2s can be portable, plug-in or hardwired, with different max charge rates and different operating features.  

That said, you don't need to worry about buying the wrong charger, because certain hardpoints are the same. Any Level 1 or Level 2 charger will safely charge any electric car, truck and SUV sold in North America. You can't charge your vehicle too quickly, or over-charge it, because its own on-board electronics will protect it. Every electric vehicle comes with the same connector in its charge port -- or at least every electric vehicle that's not a Tesla. This standard connection is called SAE J1772, and every charge cord and station, home or public, will plug into every electric car -- including Tesla. That's because every Tesla vehicle comes with an adaptor that allows a J1772 plug to fit in its proprietary charge port. 

Which is the best 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. Read the full report above for more thorough guidance

If you're looking for a fairly guideline on what to buy, this can help: Choose a plug-in Level 2 charger with a peak charge rate of 40 amps. In 2022, a 40-amp Level 2 charge station almost certainly delivers the best cost-benefit breakdown for your electric car, pickup or SUV, and it should deliver sufficient charge speed for years to come. A plug-in is easy to move. Even if your current electric vehicle charges at a maximum rate less than 40 amps (most do), there's nothing to worry about. The electric car controls how much electricity its battery absorbs when it's charged, so you can't damage the vehicle with a charger capable of a higher rate.

Can you buy a Level 3 charger for home?

Level 2 is the best most of us will get for home charging -- or at least those of us who aren't certified millionaires or better. There are 480-volt fast chargers that can theoretically be installed for residential use, but they're very expensive to begin with and have very specific power requirements, including a dedicated power line. In short, the cost of a 480-volt charge station is prohibitive for the typical homeowner, and rarely necessary to begin with.

Really high-voltage chargers will typically convert residential and commercial alternating current, or AC, to direct current, DC. Fast-charge public stations use DC, because DC is by far the fastest way to charge your electric car. If you happen to have reasonably expansive solar array, you can take advantage of DC at home without a full Level 3 charger. There are a couple of expensive home charge stations (and probably more coming) that can take the DC collected by solar panels and dump it straight into your electric car. When the sun shines full bore, they can charge faster than the typical Level 2. When there's cloud cover, or it's dark, these chargers will revert to operating on household AC and charge at Level 2. 

---

Source

https://nichols.my.id/how-to-recover-excel-before-save.html

.