As an expert in the charging pile industry, EVDANCE has rich experience in the development and manufacturing of intelligent EV charging solutions. This is where we turn our engineering insights into knowledge and share them with the global EV community.
At an off-grid cabin this 40 A charger is a fixed 9.6 kW promise: your inverter or generator must carry it whole, or the car does not charge.
No app, no timer on the charger — the car’s own schedule does the time-of-use work. Set it once and plug in whenever you get home.
The EV-AC04001U’s protection sits in layers: the J1772 handshake protects the car, the IP66 housing the unit, the 50 A breaker the outlet — and ground fault sits with your circuit.
One J1772 portable model across a fleet means one spare pool, one driver routine and one records format — but every parking spot still needs its own 50 A circuit.
Same 9.6 kW, same plug, same circuit — the EV-AC04001U and EV-ACS4005T differ in the car-end connector and in one setting dial. Your next car’s inlet decides.
A warranty claim on the EV-AC04001U is decided by records: keep the purchase proof, the rating-label photo, the circuit record and a dated fault log from day one.
A car capped at 6.6 kW charges at 6.6 kW on the 40 A EV-AC04001U. The car sets the pace — nothing is harmed, and the same energy arrives, just more slowly.
The EV-AC04001U has no current settings: it draws 40 A and belongs on a 50 A circuit. On a smaller outlet there is no safe setting — here is what to use instead.
Kia, Hyundai and VW cars with a J1772 inlet use the EV-AC04001U directly — no adapter, and no need to wait on the NACS transition.
Utility rebate programs buy chargers in bulk. What administrators ask a supplier — documents, configuration, warranty, volumes — and where to find the programs.
