In short: to sell EV chargers in the United States you need safety certification from a Nationally Recognized Testing Laboratory against the relevant UL standards, a design that suits North American grids and installation codes, and a clear plan for connectors as the industry moves to the J3400 (NACS) standard alongside CCS1. If your chargers will be funded by the federal NEVI programme, they must also meet its minimum standards, including power, port numbers and a 97% uptime requirement. Expect separate hardware variants and test programmes, not a relabelled European product.
The US is a large market for chargers, but it differs from Europe in almost every technical detail. This article sets out the main hurdles for a manufacturer or brand. For how the US compares with the UK and EU overall, see EV charger certification in the UK, EU and US.
Why can’t a European charger simply be relabelled?
North American grids use different voltages and frequency from Europe, and installation practice follows different codes. Product safety is demonstrated differently too: rather than self-declaration, buyers, installers and inspectors expect equipment to be listed by a recognised third-party laboratory. In most cases that means hardware changes, new testing and new documentation.
Which safety certification do you need?
In the US, product safety certification is carried out by Nationally Recognized Testing Laboratories. OSHA’s programme recognises private organisations to certify products against the required safety standards; once certified, the manufacturer can apply the laboratory’s mark.
For EV charging equipment, the main UL standards include, as listed by UL Solutions:
| Standard | Title |
|---|---|
| UL 2202 | DC Charging Equipment for Electric Vehicles |
| UL 2594 | Electric Vehicle Supply Equipment (EVSE) |
| UL 2231 | Personnel Protection Systems for EV Supply Circuits |
| UL 9741 | Electric Vehicle Power Export Equipment |
Your test laboratory will confirm which apply to your product. Bidirectional chargers and products with storage may need additional standards. Plan electromagnetic compatibility and radio testing too, if the charger has wireless connectivity.
Which connector should you offer?
The North American connector landscape is changing. Many manufacturers have moved to the connector developed by Tesla, now standardised through SAE as J3400. The US Joint Office of Energy and Transportation notes that SAE released a J3400 technical report in December 2023 and affirmed it as a recommended practice in September 2024. CCS1 remains in wide use, and federally funded corridor chargers under NEVI must have a CCS1 connector.
For many sites the answer is both: chargers with a CCS1 cable and a J3400 cable, or a design that can be changed later. Decide your connector strategy early, because it affects hardware, testing and which customers you can serve.
What does NEVI require?
The National Electric Vehicle Infrastructure programme funds chargers through state plans, and funded projects must meet federal minimum standards in 23 CFR part 680. For corridor DC fast charging stations, the rules require at least four network-connected charging ports able to charge four vehicles at once, a continuous power rating of at least 150 kW per port, and at least one permanently attached CCS1 connector per port. Each port must also achieve average annual uptime of more than 97%.
The programme’s guidance has changed in recent years. The Federal Highway Administration issued interim final guidance in August 2025. Check the current guidance and your target state’s plan before relying on NEVI demand, and ask buyers which rules their funding carries, including any domestic content requirements.
What else do US buyers expect?
- ENERGY STAR: there is an ENERGY STAR programme for AC and DC chargers, and some utility incentive programmes ask for it.
- OCPP: as in Europe, buyers want chargers that work with any compliant back office. See OCPP explained.
- Local support: spare parts and field engineers in the US, because uptime requirements are strict.
- State and utility programmes: each may add its own requirements on payment, data and reporting.
How should you sequence entry?
- Pick target customers and states, and confirm which funding rules they work under.
- Decide the connector strategy and any hardware changes for North American supply.
- Agree a test plan with an NRTL and book capacity early.
- Set up local service, spares and warranty handling.
- Line up installation and distribution partners before launch.
If a factory builds the product for you, make sure you control the design files and test reports; our article on working with an ODM explains why.
Frequently asked questions
Is UL the only certifier?
No. Several organisations are recognised as NRTLs and can certify to UL standards. Check the laboratory’s recognition covers the standards you need.
Do I need both CCS1 and J3400?
For federally funded corridor sites, CCS1 is required. Many operators also want J3400 to serve the growing number of vehicles using it, so offering both is common.
Can my European test reports be reused?
Some data may help, but expect to test again to US standards with a recognised laboratory.
Our market entry strategy service maps the standards, partners and sequence for your US launch. Tell us about your product.
