Lets talk about chargers!First of all, most people does not understand that despite we call this things "chargers" they are not. The actual charger is inside the car. But we see this things like a laptop charger, for the car. All charger (the factory from your car that says 120v too) can handle 120 and 240v with the right adapter (just plugs adapters). These "chargers" are just a safely checks and power limited ("inform"). The devices will check that there is ground. and will set the max AMP info that will be sent to the car. Because the car "cant know" where is connected to, so I could try to draw 40a and the outlet being 20, and so on. So depending on the charger plug, cable size, etc will inform the car. That on the side lets talk about this particular charger.This charger gives you all the options, from 120v 8A/12A, up to 240v 40a. If you are renting and you can't really put a fixed charger, or if you are visiting or staying in a new place, etc this is the great charger to have. I have a hard wired charger in my garage, but I always wanted to have a highly capable charger in my car trunk (the ev6 does not come with factory charger, as many other new evs).If you are staying in a place that has a 120v plug, you can use this charger, and you can limit the power to 8a, in case that plug is shared with other devices, or the plug is too old, etc. which is nice. Be careful since some cars will "measure" the charge level wrong while is charged this "slow" (Another tip, cars does not measure the battery % entirely by battery voltage, but measuring the power in and the power out, and at certain voltage, recalibrate the %. ) So in some cases, like the Chavy EV. charging at 120v 8a (limited by the charger, and not selecting it in the car) the car will do the maths based on 120v 12a. and you may end up with a fake % level.The 240v side use of this is awesome since it can handle 40a. The cable is ratted to 40a, which is not too cool, since by NEC norm, cables should be ratted 20% over the max current. (thats why most high power devices uses 12a while outlets are 15a). My ev6 got the 40a, so is correctly informed to the car. I'm not too confortable to be on the 100% cable capacity. specially if the charger will be outdoor or in a hot place. So if you are not in a hurry, I would recommend to use 32a.If you are using a pre-existent outlet, specially if it was not intended for an EV charger, please check the wiring and the circuit breaker. You see a nema 14-50 but in like 80% of the cases they use 40a circuit breaker or even less. since those outlets are intended for dryers or kitchen that wont use more than that. And also, if the circuit breaker is 40a, you should set the charger to 32 (yes, NEC again). If you never used that outlet, after 30 mins check the plug and the circuit breaker temperature. 32/40a at 240v its not a joke. A false contact, a rusted contact inside the plug, an old circuit breaker, can get hot pretty fast, melt things, catching fire, etc. so just take 5 minutes, at least the first time using a plug. Is better than calling the fire department (with the best of lucks).

I bought this for 2021 ID4 Pro S I picked up a month ago on the used market for a under $17K with 30K miles. Very happy with both the car and charging at home on a Level 2 built into the electric panel. I needed a portable Level 1/2 as the used car dealer did not have the original cable that came with the car when new. We tried this at home as a level 1 and it worked easily and had a clear display which is useful as the app could never find the product and has not worked. Only about 3 miles per hour of charging but that was what I expected. Cord length was great, very sturdy and the bag is quite useful. Connections to the car were excellent and removal was smooth. I cannot say if it gets too hot as it is still cool outside in March in the Northeast. I will update when I get a chance to use it as a Level 2.

I bought this portable EV charger for my nephew who puts a lot of miles behind him in his Tesla.This charger system included a 15 amp plug adapter which allows greater flexibility when a 40 amp plug is not available wherever he is.This EV charger package is waterproof and compact and easy to stow out of the way when driving.

After five years our JuiceBox stopped being reliable and needed a replacement. Since our breaker is 50 amps, I wanted a J1772 level 2 charger with a NEMA 14-50 plug that would utilize the entire capacity of the circuit, or 40 amps continuously. Most level 2 chargers seem to max out at 30-32 amps, which narrowed down my choices, especially as those at higher current tend to cost a lot more. Since it seemed to be the undersupported app that ruined our JuiceBox, even offline, I looked for a charger that was "plug and play" and worked offline. I liked the informative display that happens to be my favorite colors, and the buttons that allow current and delay selection without going through an app. Since we might relocate within a few years, the ability to select the maximum current is a valuable feature.This Apex Charger Mach 3 seemed to meet these requirements, though its short listing and zero reviews left me to speculate what I would get. Especially strange was that I couldn't find the Mach 3 listed for sale anywhere except Amazon - even Apex's own website only lists the Mach 1 and Mach 2, each for considerably more than the $170 of this listing. I got the impression of this either being a promotional sale to get reviews started for their new model line, or that the discount was to compensate me for dealing with the first units off the assembly line, which would be improved as my problems lead to product improvements for others. The price for this product was among the lowest of Amazon despite the high current.After reading all the scraps of documentation in the "suitcase" that the product came in, I learned that there is an "extra" one year warranty for registering the product within 30 days. I don't know what it is "extra" to, since neither the listing nor the documentation mention any, and the warranty link on the listing just says to contact the manufacturer. I also learned that there is, in fact, an app, and that this unit is equipped with bluetooth and wifi. Fortunately, it seems to work without them, and in our case the Ford App replaces the functionality of the Apex app by letting us schedule and monitor charging through the truck. The literature volunteered that the wiring in the unit, and presumably outside the unit, is solid copper. That's reassuring, as copper-clad-aluminum (CCA) wiring that is less expensive is more likely to degrade due to physical stress.Before mounting the charger I plugged it into the 240V, 50A outlet. Things seemed to be working, with the default current set to 40 amps, so I plugged it into our Ford F150 Lightning pickup truck. According to the display on the charger, current slowly increased over about a minute and leveled out at 9.1 kW, with the Ford App saying the truck was getting 8.8 kW. This is a little less than the 9.8 kW that would be expected from 40 amps at 240 volts. However, the display on this charger happens to include a measure of the voltage received by the charger. The voltage started at 246 volts with no load, and had dropped to 240 volts when the load of the truck was 9.1 kW. So I think the charger may be programmed not to lower the voltage on its input to below 240 volts. Unfortunately, the outlet it was plugged into was only a few feet from our main breaker panel, which has a service of 400 amps, which is about the best case scenario for maximizing power to the charger.As the truck charged over half an hour, gaining 5% of its 98 kWh capacity, the truck reported a perfectly steady level of power at 8.8 kW according to the Ford app. I went out and mounted the charger. Probably the biggest design flaw for this charger is that the cable with the NEMA 14-50 plug comes out of the top of the charger, not the bottom. But outdoor NEMA 14-50 receptacles must have a cover that closes on the top, so the cable must come down from the receptacle and then loop up above the charger, unless the outlet was installed near the roofline. Ideally, both cables would come out of the bottom of the charger, as they do on a JuiceBox. Also, the NEMA 14-15 plug does not go all the way into the jack because it doesn't clear the bottom of the enclosure intended to weatherproof the receptacle. There was also a sticker saying to remove the protective film from the screen, but I can't seem to get the film off and don't want to mess with it too much or it might look worse than leaving it on.Overall I am happy with the charger.Edit (2/25/25):The seller reached out to provide some feedback on the review above. After looking more closely at the specification for our F150 Lightning, I agree with the manufacturer that the 500 watt shortfall in my charging rate below the listed 9.6 kW capability is probably due to reaching the maximum charge rate of the truck. Although the 2024 Lightning standard range is listed as being able to charge at 11.2 kW, it also is said to charge its 98 kWh battery from 0% to 100% in 11.9 hours, an average charge rate of only 8.2 kW. I was pleased with the quality of communication with the seller, and also to learn about their five-year warranty, now six years since I registered for the extra year.The seller also explained that the reason for the non-ideal placement of cables when I mounted my charger to the wall was to facilitate the use of this charger as a mobile charger. I hadn't really considered that use, but given that we use our F150 Lightning for camping and might find ourselves at an RV park for that purpose, we might benefit from a 40kW mobile charger.I changed my review from four stars to five stars. The seller did not ask me to, and didn't even suggest editing my review. I like to keep five star reviews rare so they mean something. In this case, although the experience wasn't perfect, the seller seems motivated to make the charger and its documentation perfect for others, and this review is intended to benefit those others.