EVIQO EVIPOWER Gen 2 review: 40 A, weak app

It fits a garage with a NEMA 14-50 outlet on a dedicated 50 amp circuit, and a car with a J1772 port. Plug the EVIQO EVIPOWER Gen 2 in there and it charges at up to 40 amps, which is 9.6 kW, with no electrician involved. On a dedicated 40 amp circuit it works too, turned down to 32. Below that, EVIQO's own table says no for the plug-in.

This EVIQO level 2 charger sits on the same shelf as our level 2 EV charger picks, and its siblings split the buyer three ways: this plug-in, a 48 A hardwired version, and NACS and dual connector builds of both. The evidence below is EVIQO's installation guide and certificates, the live listing, a hands-on review by MotorTrend, and 28 people among 101 commenting on eight EVIQO videos who say they own one (how we count). Only three of the 28 name the Gen 2, and one names this exact plug-in, so most of what owners report is about EVIQO units in general.

EVIQO EVIPOWER Gen 2 circuit: what the dip switch allows

EVIQO's own installation guide is blunt: "To get 40 Amps out of a NEMA 14-50 outlet, a 50 Amp* dedicated circuit is required." Its circuit table then allows the plug-in on exactly two: 50 amps with the switch at position 2, which is the factory setting, and 40 amps with the switch at position 1, which caps it at 32. On 30 or 20 amps the table reads No for a plug-in, and in Canada a plug-in is permitted only on a 50 amp dedicated circuit. The product page's line about a 40 or 50 amp circuit is the short form of that table. The app trims the output in 1A steps below the switch's cap and cannot raise it. Our 40 versus 48 amp page works through which of those your car can even use.

One owner of this exact 14-50 Gen 2 found theirs on position 3 and outputting 48 A: "I opened it up and found the dip switch set at #3 so I turned it to #2. That's a pretty big QA and liability problem." The manual says a plug-in set above 2 still tops out at 40 A, so a plug-in that delivers 48 suggests a hardwire board in the wrong box, which a switch position alone will not reveal. One report.

Worth checking on any EVIQO EV charger that arrives, with the breaker off: the manual's procedure is to take the unit off its bracket and remove the faceplate, and the switch sits on the board behind it. Then confirm the first session in the app reads 40 A or less.

Connector and cable: J1772, 25 feet

As a J1772 charger, its head has a metal latch where most chargers use plastic, which MotorTrend calls probably overkill at home and a point in its favor if the connector is ever dropped. EVIQO says this build charges a Tesla at Level 2 through a J1772 to NACS adapter, not included. If your car has a NACS port, we would still buy the NACS build, and our adapter page says why.

The manual rates the charging cable at 25 feet, plus or minus 3 percent, and the input cord at 37 inches, though EVIQO's own FAQ says 40. MotorTrend's spec box lists 24.1 feet of cable for a unit it does not identify by generation.

Outdoor rating: NEMA 4, IP66

The enclosure is rated NEMA 4 and IP66. The manual gives operation from minus 22 to 131°F, where EVIQO's FAQ says 122°F at the top. Intertek lists it to UL 2594 under the ETL mark, ENERGY STAR certifies it, and the warranty is three years of parts exchange. A holster with its own wall bracket ships in the box.

Who should skip it: the car-side schedule

Two owners, neither naming a generation, describe the failure that decides this. With the car controlling when to charge, one says the charger "stops and will not charge again until you disconnect and reconnect", and is returning it. The other says it "will NOT work with a vehicles preconditioning". If your car holds the schedule or warms the cabin on the plug, buy something else.

The app is the other route, and it needs a 2.4 GHz Wi-Fi network. In March 2025 MotorTrend found that a window crossing midnight had to be split into two schedules, and EVIQO told them a fix was coming; we found nothing saying whether it shipped. Six owners complain about the app or scheduling, and one sums it up: "The hardware is great, but the app is another story."

Load management

EVIQO states nothing either way on sharing one circuit between two chargers, which one owner asks for, so if you need two cars on one circuit, buy a charger whose maker documents it.

What owners report

Three describe a year or more of use, and a fourth has logged 17256 kWh. The longest, at almost three years, has never had a problem; another says it disconnects quite often. Of the three who had a unit die or go dark, the one who names a generation names Gen 1, and the three with long use who name one also name Gen 1. The named reports on both sides are about the older unit. Three returned or are returning one. Three received the wrong generation, the wrong amperage or the wrong switch setting. Support gets praise from four and complaints from two.

The 48 A hardwired sibling needs a 60 amp dedicated circuit and an electrician, and only pays off if your car takes 48 amps. As a NEMA 14-50 EV charger on a dedicated 50 amp circuit, this one plugs in and is done.