GM's charging adapters, sorted out

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The verdict, in one line each. If your GM EV is a 2026 or older, it has a CCS1 inlet: buy the GM NACS DC Adapter (85836744) to use Superchargers, and the GM NACS Level 2 Adapter (86380864) if there is a Tesla Wall Connector where you park. If it is a 2027 Chevrolet or GMC, it has a NACS inlet: buy the GM CCS1 DC Adapter (86276618) to use CCS1 fast chargers, and the GM J1772 AC Adapter (86286534) to use any ordinary J1772 Level 2 charger, including the one already on your garage wall. Cadillac buyers: check your own year, because Cadillac's fitment has not moved with Chevrolet's and GMC's.

Step 1: which inlet does your car have?

This is the only question that matters, and the answer is set by model year rather than by model. GM publishes a fitment list on each adapter's own accessory page, and reading all four lists together gives the changeover:

If you would rather just look: a CCS1 inlet is the big round J1772 socket with two extra pins in a lobe underneath it. A NACS inlet is the small flat one. The Department of Energy describes the CCS connector as the SAE J1772 combo, where the DC connector adds two pins below the J1772 section -- that lobe is the giveaway. Plug types explained has pictures of both.

Step 2: the four parts, and what each one unlocks

The two that matter at home

Most pages about automaker adapters only discuss the DC ones, because Supercharger access is the exciting part. For a home-charging decision the AC pair is what counts, and they solve two different problems.

You own a 2027 GM EV and already have a J1772 charger

This is the common case created by the changeover: the charger on your garage wall is J1772, and your new Silverado EV, Blazer EV, Equinox EV or Bolt has a NACS inlet. The GM J1772 AC Adapter (86286534) bridges it. GM rates it up to 277 V AC and up to 80 A of continuous current, which is far more than any home circuit will ever hand it -- so the adapter is not the limit, your breaker is. GM names the 240 V, 11.5 kW, 48-amp PowerUp 2: J1772 Charger specifically, and then says "and other compatible Level 2 chargers, including home chargers". Your existing charger is very likely one of them.

That matters because it means a 2027 GM EV does not force you to replace a working charger. Hardwired vs plug-in and how to choose an EV charger still decide which charger to own; the adapter just keeps the one you have in service.

You own a 2026-or-older GM EV and there is a Tesla charger where you park

The reverse case, and the one people get wrong by buying the DC adapter. A Tesla Wall Connector in a garage, an apartment block or a hotel is a Level 2 AC charger with a NACS plug, and the part that fits it is the GM NACS Level 2 Adapter (86380864). GM describes it as unlocking "a previously installed Tesla Wall Connector so you can easily charge any compatible GM EV at home", and lists Tesla Wall Connectors, compatible Level 2 NACS chargers and GM's own PowerUp 2: NACS Charger.

If you are in that situation because you moved into a house that already had a Tesla charger, Tesla Wall Connector vs Universal covers which of Tesla's two units you inherited -- the Universal has the J1772 adapter built into its holster, which would save you buying anything at all.

What GM says about using somebody else's adapter

We ordinarily point readers at the cheapest legitimate option. Here the honest advice runs the other way, and it is GM's own wording that decides it. Every one of these product pages carries the same warning: the misuse of charge cord adapters may cause electrical overheating, resulting in vehicle damage or personal injury; only use GM-approved adapters with the charge cord; and if you use an adapter or charging equipment that GM has not sold, provided or approved and it causes damage to your vehicle's charging system, GM's coverage is where the argument starts.

Read that for what it is. It is not a claim that third-party adapters are unsafe -- the two below are UL 2252 certified, which is the standard written for this product category. It is a statement about who pays if a charge port melts. On a part that costs a small fraction of the car and gets used every week, buying the one the manufacturer stands behind is the defensible call, and it is what we would do.

The thing an adapter cannot do

None of these four parts charges anything. They are connectors. Whichever GM EV you have and whichever adapter you end up carrying, the overnight charge still comes from a Level 2 charger on a dedicated circuit, and that is the purchase that actually changes how you live with the car. The Department of Energy puts Level 2 at roughly 25 miles of range per hour against about 5 for the cord in the trunk.

GM EVs make that choice unusually consequential, because several of them are very large. Using the EPA's published consumption figures, an overnight charge looks like this:

For a Lyriq or an Equinox EV, a 48-amp charger on a 60-amp circuit is the sensible ceiling and the one most panels can feed. For a Hummer or a Sierra EV with the 19 kW onboard charger, the 80-amp tier is the only thing that shortens the night meaningfully -- and it wants a 100-amp circuit, which most houses do not have going spare. 48 amp vs 80 amp is the decision in full, and electrical panel load calculation tells you which side of it you are on before you shop.

Per-vehicle recommendations live on their own pages: GMC, GMC Sierra EV, Chevrolet Silverado EV, GMC Hummer EV, Cadillac Lyriq and Chevrolet Equinox EV.

What GM charges for the charger itself

Since the adapter pages keep pointing at it, it is worth saying what GM's own home charger is. GM sells the PowerUp 2 in both connectors -- a J1772 version and a NACS version -- and lists both at the same manufacturer's suggested price, in the high hundreds. The J1772 version is published as 240 V, 11.5 kW and 48 amps, unidirectional. GM also states two things buyers routinely miss: a 60-amp breaker is required to reach the maximum charging rate, and professional installation is required.

That is a perfectly good 48-amp charger at a dealer-channel price. It is also the same 48 amps, on the same 60-amp circuit, as every other 48-amp charger on the market -- and the hardware on the buy rows below sits in a lower bracket for the same output, the same circuit and a longer cable in some cases. There is no technical reason a GM EV needs a GM charger; GM's own J1772 adapter page says "and other compatible Level 2 chargers, including home chargers" in as many words.

The one adapter that does more than adapt

The GM CCS1 DC Adapter has a second job that none of the other three has. GM states that with a V2H-capable vehicle it "allows you to provide power to your properly equipped home during a power outage", used together with the GM Energy PowerShift Charger and the GM Energy Enablement Kit -- both sold separately. So on a 2027 NACS-inlet GM EV, that adapter is part of the backup-power path as well as the fast-charging path.

Two cautions before anybody buys a truck for this. GM's own wording loads the sentence with conditions -- a V2H-capable vehicle, a properly equipped home, proper grid interconnection -- and it notes that some earlier model-year EVs need a dealership or over-the-air update before bidirectional charging is enabled at all. This is a project with an electrician and an interconnection agreement in it, not an accessory purchase. EV charging in a power outage covers what actually helps when the grid is down, including the much smaller thing most people should buy instead.

The small print that is worth reading

• GM does not guarantee access to every station. It says so on both DC adapters -- not every Tesla Supercharger for the NACS adapter, not every CCS1 charger for the other -- and points owners at the brand app to find compatible sites. Treat a road-trip plan built on a map pin as provisional.
• The DC adapter has a published temperature range: 500 A at -22 F to 104 F (-30 C to 40 C). That is a wider cold range than most of this category publishes anything for, and it is a real answer to a real winter question. Cold weather charging covers what else changes below freezing.
• Software updates may be required. GM notes that over-the-air vehicle updates may be needed for additional functionality. If an adapter does not behave as expected on day one, check for a pending vehicle update before concluding the part is faulty.
• Do not repair one. GM states that users should not modify or repair the adapter, as this could pose fire hazards, electric shock risks or compatibility issues. An adapter with a damaged latch or a scorched contact is a replacement, not a project.
• It is small enough to lose. GM publishes the NACS DC Adapter at 6.9 x 2.7 x 4.13 inches and sells it as glovebox-sized. Decide now where it lives, because the one place it must not live is loose in the footwell.

Ford, and why it is not here

Ford sells an equivalent part and the question gets asked just as often. We have not written it, for one reason: Ford's own pages will not give up their content. The charging support category returns a 404, the fast-charging-adapter page returns a 200 and then renders everything in the browser, so a fetch sees a navigation menu and nothing else. Dealer parts sites carry the number and a marketing paragraph, but a dealer reseller is not Ford, and this site does not describe an automaker's part from somebody else's summary. When Ford's pages become readable, the page gets written.

What to buy around the adapter

GM's own adapter first -- we do not sell it and do not earn from it. These are the home charger the car needs either way, and the two certified third-party adapters, with GM's warning attached. Live Amazon prices with the date they were read.

1. Ultimate build quality on a 60 A circuit

Grizzl-E Ultimate 48A

United Chargers · J1772 + NACS · 48 A / 11.5 kW · 25 ft cable

The Ultimate's hardware at the amperage most houses can feed: 48 A and 11.5 kW, hardwired, Wi-Fi and OCPP, in the same cast-aluminum Type 4 case. The catch is what United Chargers publishes about dialing it down -- the adjustable steps stop at 40 A.

What is good

• +48 A on a 60 A circuit, which a normal 200 A panel can usually spare
• +Same cast-aluminum UL Type 4 case and -22 F rating as the 80 A Ultimate
• +25 ft cable, the long end of the range
• +Wi-Fi, a mobile app and OCPP, so it is not locked to one vendor's cloud
• +Offered with either a J1772 or a NACS connector

What is not

• −Hardwire only -- there is no plug-in version of the Ultimate
• −United Chargers publishes adjustable steps of 40/32/24/16 A, so the published step list does not include 48 A itself
• −No ENERGY STAR certification listed, unlike the 80 A Ultimate
• −A J1772 unit needs an adapter on every charge if you drive a NACS car
• −Costs more than the 40 A Grizzl-E Classic for speed many owners will not use

Published specifications for the Grizzl-E Ultimate 48A

Maximum output	48 A / 11.5 kW
Adjustable current	40 A, 32 A, 24 A, 16 A (as published)
Connector	J1772 or NACS, chosen at purchase
Cable	25 ft (7.6 m)
Installation	Hardwire only
Enclosure	Aluminum, UL Type 4 indoor/outdoor rating
Operating temperature	-30 C to +50 C (-22 F to 122 F)
Connectivity	Wi-Fi (2.4 GHz), mobile app, OCPP
Certification	UL, file E510712
Weight	11.00 kg / 24.25 lb, shipped
Enclosure size	10.25 x 6.25 x 3.75 in
Country of origin	Canada, per United Chargers
Model number	GRS-077-W-HW-25N48-A-GB
Warranty	3 years, or 5 years

Skip this if: Skip it if your car accepts more than 11.5 kW and your panel can carry a 100 A circuit -- that is what the 80 A model is for. Skip it too if you want a plug-in unit; this is hardwire only.

Specifications above are the manufacturer’s published figures. Source: United Chargers. We have not tested this unit — see how we pick.

$479.99 · View on Amazon#ad how we are funded · price as of October 19, 2026

2. A 19.2 kW car and a large service

Grizzl-E Ultimate 80A

United Chargers · J1772 · 80 A / 19.2 kW · 25 ft cable

The top of AC Level 2: 80 A and 19.2 kW, hardwired, adjustable down through eight settings. The catch is the circuit -- 80 A continuous asks for a 100 A circuit, which most houses cannot spare.

What is good

• +80 A / 19.2 kW is the ceiling of AC Level 2 charging
• +Eight current settings, from 80 A right down to 16 A, so one unit fits almost any circuit
• +25 ft cable and a cast-aluminum UL Type 4 enclosure rated -22 F to 122 F
• +UL listed with a published file number, plus Energy Star certification
• +OCPP support alongside the maker's own app, which is rare at this price

What is not

• −80 A continuous needs a 100 A circuit, which most homes cannot spare
• −Very few cars accept more than 11.5 kW on AC, so the headline figure is unusable for most buyers
• −Hardwired only -- there is no plug-in version
• −Costs far more than the 48 A tier that most households will actually use
• −2.4 GHz Wi-Fi only, like the rest of the Grizzl-E Connect range

Published specifications for the Grizzl-E Ultimate 80A

Maximum output	80 A / 19.2 kW
Adjustable	80, 64, 56, 48, 40, 32, 24 or 16 A
Connector	SAE J1772 or NACS, chosen at purchase
Cable	25 ft (7.6 m)
Installation	Hardwired only
Enclosure	Cast aluminum, UL Type 4 indoor/outdoor
Operating temperature	-30 C to +50 C (-22 F to 122 F)
Enclosure size	10.25 x 6.25 x 3.75 in
Weight	26.46 lb (12 kg), shipped
Connectivity	Wi-Fi (2.4 GHz), the Grizzl-E Connect app, and OCPP
Country of origin	Canada, per United Chargers
Certification	UL, file E510712; Energy Star
In the box	Charger, hardwire kit, mounting cradle, EasyEvPlug
Warranty	3 years, or 5 years chosen at purchase

Skip this if: Skip it unless your car actually accepts more than 11.5 kW and your panel can carry a 100 A circuit. Both have to be true, and for most homes neither is.

Specifications above are the manufacturer’s published figures. Source: United Chargers. We have not tested this unit — see how we pick.

$899.00 · View on Amazon#ad how we are funded · price as of October 19, 2026

3. A J1772 car, a Tesla wall unit

Lectron Tesla (NACS) to J1772 adapter, 80 A

Lectron · NACS to J1772 · 80 A / 19.2 kW

The AC adapter, not the DC one: it lets a J1772 car charge from a Tesla Wall Connector, Destination Charger or Mobile Connector at up to 80 A. Lectron is explicit that it will not work on a Supercharger.

What is good

• +80 A and 240 V, so it is not the limiting part on any home circuit
• +UL 2252 certification published, which a lot of this category does not have
• +IP67, so an outdoor Tesla Wall Connector is fair game
• +Covers Wall Connectors, Destination Chargers and Mobile Connectors, not just one of the three
• +5 AWG cable and a temperature sensor, both named on the maker's page

What is not

• −AC only -- it does nothing at a Supercharger, and Lectron states that plainly
• −No warranty term published on the product page; the stated cover is a 30-day return
• −If your automaker sells its own Level 2 NACS adapter, that part comes first
• −One more thing to lose out of the trunk

Published specifications for the Lectron Tesla (NACS) to J1772 adapter, 80 A

Rating	Up to 80 A at 240 V
Direction	NACS AC charger to a J1772 port
Chargers	Tesla Wall Connectors, Destination Chargers and Mobile Connectors
Not for	Tesla Superchargers -- Lectron says so explicitly
Cable	5 AWG, which Lectron cites for current capacity and lower heat
Weather rating	IP67, indoor or outdoor
Safety	Built-in temperature sensor; automaker-approved latch design, per Lectron
Certification	UL 2252

Skip this if: Skip it if nobody in reach owns a Tesla connector, or if what you actually want is Supercharger access -- that is a DC adapter and a different part. Skip it too if your automaker sells its own; that part comes first.

Specifications above are the manufacturer’s published figures. Source: Lectron. We have not tested this unit — see how we pick.

$169.99 · View on Amazon#ad how we are funded · price as of October 19, 2026

4. A certified third-party adapter

Lectron Vortex Plus NACS to CCS1 adapter

Lectron · NACS to CCS1 · 500 A

A NACS-to-CCS1 DC adapter with an interlock, certified to UL 2252 and tested by SGS, per Lectron. Rated 500 A and 1,000 V, IP67, for V3 and V4 Superchargers -- and only for cars whose automaker has approved Supercharger access.

What is good

• +Certified to UL 2252, the standard written for EV adapters, per Lectron
• +Interlock keeps the connection secure during DC charging
• +IP67 dust and water rating
• +Two-year warranty

What is not

• −Only for cars whose automaker has approved Supercharger access
• −V3 and V4 Superchargers only -- not V2, and not AC chargers
• −Your automaker's own adapter, if it offers one, is the first choice

Published specifications for the Lectron Vortex Plus NACS to CCS1 adapter

Rating	500 A / 1,000 V / 500 kW
Direction	NACS DC charger to a CCS1 port
Chargers	V3 and V4 Tesla Superchargers; not V2, not AC chargers
Vehicles	CCS1 EVs with approved automaker Supercharger access
Interlock	Built in
Heat	May reduce or pause charging in very hot conditions
Weather rating	IP67
Certification	UL 2252, tested by SGS, per Lectron
Warranty	2 years

Skip this if: Skip it if your automaker supplies or sells its own NACS adapter for your car -- that part comes first -- or if your car already has a NACS port.

Specifications above are the manufacturer’s published figures. Source: Lectron. We have not tested this unit — see how we pick.

$199.99 · View on Amazon#ad how we are funded · price as of October 19, 2026