NEC Article 625 EV Charging

EV Charging Amps by Vehicle

How many amps your car pulls on Level 2 is set by its onboard charger, not by the wall unit. Here is what the popular EVs accept, how fast that charges, and the one rule that decides your wire size.

The Onboard Charger Is the Ceiling

Every EV has an onboard charger that converts the AC from your wall unit into DC for the battery, and its rating caps how many amps the car will draw no matter how big the wall charger is. Plug a 32A-max car into a 48A charger and it still pulls 32A. That is why the circuit is always sized to the EVSE (the charger) at 125% of its output (NEC 625.41, 625.42), not to the car: the car merely decides how much of that circuit it uses. The practical move is to match the charger to your car's onboard rating, or go one step higher to future-proof, then wire the circuit to the charger.

Charging Speed by Vehicle Tier

The Range/Hour column is computed by this page's own calculator across the vehicles Intry holds an EPA consumption record for, so it moves when that list moves and it is not a number anybody typed. Efficiency is what spreads it: those vehicles run 2.03 to 3.42 miles per kWh, not the 3-to-4 figure this page used to print, because a full-size electric truck is not a compact hatchback. The 80A row equals the 48A row at the top end because no vehicle in Intry's sourced roster accepts more than 48A. The circuit column is the charger sized at 125% to a standard breaker: 32A to a 40A circuit, 48A to 60A, 80A to 100A. Onboard ratings can differ between trims and model years, so confirm your own.

The Vehicles Intry Holds a Spec Sheet For

Every figure in this table came out of a manufacturer or US government document that Intry holds a copy of, and each row names the document it came from. It is a short list on purpose: a vehicle is here only when a primary source states its rating, and an unsourced trim is left out rather than estimated.

Intry holds a fetched manufacturer or EPA document for every vehicle in the sourced table, and publishes their figures from it. It separately holds the manufacturer's own charging documents for Tesla and Rivian, and any of their rows in the tier table further up this page are typed by hand from them rather than derived in code, so only a hand check keeps them in step. Every other vehicle named in the tier table is widely reported at that rating and Intry has NOT verified it against a manufacturer document: treat those as a starting point and confirm your own trim and model year against the manufacturer's specification sheet before you buy a charger or pull a circuit.

There is no Tesla in that table, and not because Intry could not find the rating. Tesla publishes: Model S / Model X / Model Y / Model 3 Performance / Model 3 Long Range: 11.5 kW (48 amp), 60 amp circuit breaker. Model 3 Rear-Wheel Drive: 7.7 kW (32 amp), 40 amp circuit breaker. Intry holds that document (read 2026-08-22). Tesla states no model year and no battery capacity on that page. Every roster record is keyed to a model year, because an onboard rating that is right for one year is wrong for another, and an unsourced field is dropped here rather than estimated. Rivian publishes: The onboard charger is capable of providing 11.5 kW of charging power to the battery of the R1T and the R1S. Intry holds that document (read 2026-08-24). Rivian states no model year on that page, and every roster record is keyed to one. It also states the figure as power delivered to the battery, which is the charger's output rather than the alternating-current input a branch circuit sees, and this roster will not convert one into the other by assuming an efficiency.

Separately, Intry attempted GM (Silverado EV, Blazer EV, Equinox EV) and holds no manufacturer specification document giving an onboard charger rating for them. Those vehicles can still be chosen from the EPA list, where the figures EPA itself publishes are shown and no rating is taken from the car. That is a limit of what Intry holds, not a statement about those cars.

The 2025 F-150 Lightning Is 48A Retail, Not 80A

This page used to say the Extended Range battery accepts 80A on a 100A circuit. Ford Motor Company prints the onboard charger for the retail Extended-Range battery as "11.3 kW/10.5 kW (48A)", so 48 A, not 80 A. A retail 2025 Lightning on an 80 A charger still draws 48 A, so the 100 A circuit buys that truck nothing.

Ford does print a 19.2 kW option, and only against the largest battery. Ford's footnote on it reads: "Fleet configuration only, not available for retail sale. Fleet sales require an eligible FIN, see a fleet sales specialist for details."

Intry's reading of that row, which is not Ford's wording: Ford prints that 19.2/17.6 kW option only against this battery, and the retail figure is the 48 A one. Ford prints no ampere figure in this battery's onboard-charger cell at all: the 48 A is carried from the same column's "48A Connected Charge Station 15-100% - 13 hours" and "1 hour, 80A Ford Charge Station Pro - 20 miles at 48A/30 miles at 80A" rows.

Ford Motor Company, 2025 Ford F-150 Lightning Technical Specifications, read 2026-08-22.

What the manufacturer documents actually say about the onboard charger

The car's onboard charger sets how fast it can take alternating current, so it is worth knowing before paying for a bigger circuit. Finding it in writing is harder than it sounds. Intry went looking for it in manufacturers' own documents, archived what came back, and this is what those documents said.

Of the 21 manufacturer documents Intry has examined for an onboard alternating-current charger rating, 10 printed one and 10 did not, with 1 stating a figure Intry could not confirm off a render. That is a count of documents Intry reached, not a survey of the industry: it says nothing about a manufacturer whose documents are not in this list, and a document that carries no rating is not evidence that the manufacturer publishes none anywhere. It is also not everything Intry holds: Tesla's own onboard-charger table sits outside this count, is not keyed to a model year, and carries a figure.

The examined documents that printed no onboard alternating-current rating span Acura, Cadillac, Chevrolet, Ford, GM, Rivian, Subaru, Toyota, Volvo. Ford and Toyota appear in both lists, on different documents, so the absence is a property of the document rather than of the manufacturer.

The 10 documents that printed a rating

The 10 documents that did not

Nissan Ariya, 2025. Nissan's press kit does state a figure, but it sits inside a collapsed panel and no rendered confirmation of it could be taken, so Intry does not publish it. It is neither a rating Intry can stand behind nor an absence Intry can claim, which is why it is counted as its own outcome.

Why Intry does not work the figure out from EPA data instead

EPA publishes a vehicle's energy consumption and its Level 2 charge time, and those two figures together imply an onboard alternating-current power. Intry can compute that for any vehicle whose EPA record carries both figures, and does not publish it as a rating, because it was measured against every manufacturer figure Intry holds and it misses: the signed error runs from -31.6% to +34.3% across 41 rows, and it lands on the right rung of the standard charger ladder 12 times out of 41. A single correction cannot fix it either: the per-make average error runs from -13.5% to +4.8%, so correcting the makes that read low would break the makes that read high. Intry publishes an onboard rating only where it holds the manufacturer's own document, and shows EPA's published figures as EPA's.

Across all 41 rows the median miss is 8 percent, 11 rows land within 5 percent and 29 within 10 percent, and the derivation picks the correct rung of the standard charger ladder 12 times out of 41, which is 29 percent. Size the circuit to the charger you are installing, which is what NEC 625.41 and 625.42 require in any case, and treat the car as the thing that decides how fast it fills.

Size the Circuit for Your Charger

Pick the charger amperage that matches your car's onboard rating and get the exact wire, breaker, GFCI, and whether your panel has room.

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