Level Two Club

Ampure Go Portable Level 2 Charger Review

Most portable chargers are cheap boxes that publish as little as they can get away with. The Ampure Go publishes more than some wall-mounted units do - four UL standards, ENERGY STAR, an IP67 / NEMA 6P enclosure and a temperature range - and charges eight amps slower than the field to do it.

By Stephen V.Last updated How we pick

A portable charger is usually the compromise purchase: you accept a thinner spec sheet and a vaguer safety story in exchange for being able to unplug the thing and take it with you. The Ampure Go is the unit that refuses that trade. Ampure publishes listings to UL 2594, UL 2231 and UL 817, cUL, ENERGY STAR, FCC, ICES, REACH and RoHS, and an enclosure rated IP67 / NEMA 6P with an operating range of -22°F to 122°F. That is the paperwork of a permanently installed wall charger, in a module Ampure lists at 9 lb.

What it costs is amps. The Go delivers 32 A / 7.7 kW on a 240-volt NEMA 14-50 and 12 A / 1.4 kW on a standard household outlet, against the 40 amps nearly every rival portable claims. By our arithmetic that is roughly 27 miles of range per hourinstead of 34 — a real gap on paper and almost never one you will notice overnight.

One naming note before the specs, because the listings disagree. Ampure’s own pages call this charger the Go; Amazon lists the same unit as the “Go 1”; and Ampure separately sells an “Ampure Go 2 (NACS)”as a different product. This review is the J1772 Go — the one Amazon calls the Go 1, and the one Kia names on its own EV6 page. Everything below comes from Ampure’s own specification block and store listing for that unit, read on the dated visits in our sources.

How this is funded: we earn a commission if you buy through our links, at no extra cost to you. It never changes which product we recommend, and we’ll tell you when we’d skip one. Full disclosure.

#1Best certified portable

Ampure Go Portable Level 2 Charger

The only portable charger we track that is certified like a permanent one. UL 2594 / UL 2231, ENERGY STAR and an IP67 / NEMA 6P body rated from -22F to 122F, in a nine-pound module that ships with a NEMA 14-50 cord for 240V and a standard 5-15 cord for 120V. You give up eight amps against the 40A units and get, in exchange, a charger genuinely rated to live in a trunk and be rained on.

Strengths

  • Dual voltage: 32A / 7.7 kW on a 240V NEMA 14-50, or 12A / 1.4 kW on any standard 120V outlet
  • UL and cUL listed (UL 2594 / UL 2231 / UL 817) and ENERGY STAR certified - rare on a portable
  • IP67 / NEMA 6P watertight body rated -22F to 122F, and the module weighs 9 lb

Trade-offs

  • 32 amps, not 40 - about 27 miles of range an hour against 34 from a 40A unit
  • No app or scheduling is published, so the charging schedule has to live in the car
  • Costs more than 40A portables that publish far less about themselves
Max output
32 A
Power
7.7 kW
Connector
J1772
Install
NEMA 14-50 cord for 240V, NEMA 5-15 cord for 120V
Cable length
20 ft
Warranty
3 years
WiFi + app
Not published
Certifications
UL and cUL listed (UL 2594 / UL 2231 / UL 817), ENERGY STAR, FCC

Our charging-speed math. At 32A (7.7 kW) and ~3.5 miles per kWh it adds roughly 27 miles of range per hour; on the 120V cord (1.4 kW), roughly 5. Ampure's own page claims up to 25 mi/hr, so our arithmetic is the slightly more generous of the two.

Build note. Dual-voltage portable: 32A / 7.7 kW at 240V or 12A / 1.4 kW at 120V, input range 85-265 VAC, 20 ft cable, IP67 / NEMA 6P enclosure rated -30C to +50C (-22F to 122F), 9 lb module.

Specs read from the manufacturer spec sheet, on August 25, 2026. “Not published” means the brand does not state that figure.

The certification depth is the actual product

Read the portable-charger shelf as a set of spec sheets and a pattern appears: the amperage is loud and everything else is quiet. Enclosure ratings go unpublished. Temperature ranges go unpublished. “ETL & UL” appears without naming a standard. Warranties appear on one page and not another.

Ampure publishes the opposite. The Go’s specification block lists UL and cUL listings plus the three standards by number: UL 2594 (electric vehicle supply equipment), UL 2231 (personnel protection systems for EV supply circuits) and UL 817 (cord sets and power-supply cords). Alongside those sit ENERGY STAR, FCC, ICES, REACH and RoHS. Naming the standards is the part that matters: a mark on its own tells you a laboratory was involved, and the standard tells you what it was asked to check. We are pedantic about that distinction for a reason, and the reasoning is in our safety certifications guide.

The ENERGY STAR listing deserves its own line, because it is the one certification with money attached. ENERGY STAR is about standby efficiency, but its practical value is that it is the most common eligibility filter in utility rebate programs. A program will ask for the certification rather than take a retail listing’s word for it, and most portables cannot produce one. If your utility pays a few hundred dollars back on a qualifying charger, that alone can make the Go the cheapest unit on the shelf in the end.

IP67, NEMA 6P, and what “submersible” is really telling you

Ampure publishes IP67 and NEMA 6P watertightfor the module, describes it as “submersible up to 3 ft”, and gives an operating range of -30°C to +50°C (-22°F to 122°F). Its store listing adds “reliable indoor and outdoor use in any weather.” That is the strongest published enclosure story on any portable we track, and stronger than several wall units.

Two caveats, both from the standards themselves rather than from us. Under IEC 60529 the second digit of an IP code is a ladder, not a hierarchy: a 7 means temporary immersion and does not by itself imply protection against water jets, which is digit 6. A unit dual-coded IP66/IP67 claims both; a unit coded IP67 alone claims immersion. And NEMA is explicit that its NEMA-to-IP comparison table cannot be run backwards to convert an IP code into a NEMA type — which is why we report both of Ampure’s figures rather than collapsing them into one. Our NEMA and IP ratings explainer walks the whole ladder.

What that means in a driveway: the module can be rained on, dropped in a puddle and left in a Minnesota January or a Phoenix July within the published range. It does not mean the connector should live on wet ground. Our guide to charging in the wet covers why the handle, not the box, is the part that needs the habit.

32 amps: what it costs, and what it buys

Here is the arithmetic, with the assumption printed so you can re-run it. Thirty-two amps at 240 volts is 7.68 kW, which Ampure rounds to 7.7. At our standard reference of about 3.5 miles per kWh, that is roughly 27 miles of range per hour. A 40-amp charger delivers 9.6 kW and about 34 miles per hour. So the Go is about 20% slower than the 40-amp field.

Translate that into a night and it mostly evaporates. Replacing 60 miles of range takes a shade over two hours on the Go and about an hour and three quarters on a 40-amp unit, and both finish long before you wake up. The gap only becomes real on a full charge of a big battery, which is a thing people do a few times a year.

And the lower draw buys something specific: a smaller circuit. The NEC treats EV charging as a continuous load and sizes the circuit at 125% of the charger’s output, so a 32-amp charger needs a 40-amp circuitwhere a 40-amp charger needs 50. On a full panel that single step can be the difference between an afternoon’s work and a service upgrade, and it is the reason a 32-amp charger is worth considering at all when the panel is the constraint — the trade-offs in that situation are laid out in our small-panel picks. The unit itself ships with a NEMA 14-50 cord, so on an existing 50-amp receptacle it is simply a plug-in.

Ampure’s own two range claims do not agree

This is the finding we would most want a buyer to see. Ampure’s product page for the Go claims “25 miles of range per hour”. Its own store listing for the same charger claims “up to 35 miles of range per hour”. Neither page states the vehicle efficiency behind the number.

Both can be arithmetically true of somecar: 7.7 kW buys 25 miles an hour at about 3.2 miles per kWh and 35 at about 4.5. But they cannot both describe the same vehicle, and a 40% spread between two of a brand’s own pages is not a rounding difference. Our figure — about 27 — sits between them, and we print the 3.5 mi/kWh reference next to it precisely so you can swap in your own car’s efficiency. For what it is worth, an efficient EV genuinely can beat our reference: on the Kia EV6, Kia’s own published battery-and-range pairs work out to about 3.8 miles per kWh, which puts this charger at roughly 29 miles an hour on that car.

A genuine travel charger, not just a removable one

Plenty of “portable” chargers are wall units with a plug on the input lead. The Go is specified as something you actually carry. The module is 9 lb (4.1 kg), the cable is 20 ft (6 m), and the input range is 85–265 VAC at 45–65 Hz— which is the whole world’s domestic supply rather than just North America’s. Ampure describes the unit as an IP67-rated IC-CPD, an in-cable control and protection device, which is the formal name for exactly this class of product.

The dual-voltage part is the practical half. One device covers a 240-volt NEMA 14-50 at home and a 120-volt NEMA 5-15 at a relative’s house, with cords for both in the box. That is a different proposition from a 40-amp 240-volt-only portable, and it is the case for a portable in the first place, which we make in full on our renter picks and rank this unit on in the portable roundup. The 20-foot cable is also shorter than the 25 feet the long-cable units ship, so measure the real route to your charge port before you assume it reaches — our long-cable roundup explains why the straight-line measurement is the one that catches people out.

What Ampure does not publish

Four blanks, each a finding rather than a gap in our research.

No app, WiFi or scheduling. Nothing published, on either page. That means the charging schedule lives in the car, which is where most people set it anyway, and that you are out of the running for a utility managed-charging program that has to reach the charger. We argue the whole question both ways in smart vs dumb chargers.

No internal-protection detail. The unit is listed to UL 2231, which is the personnel-protection standard, but Ampure does not publish a trip threshold, a ground-fault figure or an over-temperature behavior the way ChargePoint, Wallbox and Grizzl-E each do for their units. The listing is the meaningful part; we would still rather see the number. Where it matters is the breaker question, and our GFCI breaker guide covers why a 5 mA bathroom-grade device is the wrong tool here.

The warranty is on only one of the two pages. Three years on the store listing, nothing on the product page. That is a documentation inconsistency rather than a product flaw, but it is the second one on this charger, and both happen to make the product look better in one place than the other.

No published box contents or weight on the store listing.The product page gives the 9 lb module weight; the store listing gives neither that nor a bag, holster or mount. If a wall holster matters to you — and on a charger rated this well it should, because the holster is what keeps the connector off the ground — confirm it on the listing before you order.

The thing almost nothing else on this site can claim

Kia names exactly two home chargers on its own 2026 EV6 and EV9pages. One is the ChargePoint Home Flex. The other is this: “the Ampure Go portable charger delivers dependable Level 1 and Level 2 charging using standard 120V or 240V outlets… backed by a 3-year limited warranty.”

We would not call that a test result, because it is not one — it is a marketing partnership of some kind, and Kia publishes no specification for the unit and no price. But an automaker putting a portable charger next to a ChargePoint on its own vehicle page is a signal about how seriously the product is treated, and it is worth more than a shelf full of five-star retail reviews. It also raises the question Kia does not answer, since the EV6 has a NACS port and the Go has a J1772 coupler. We cover that gap on the EV6 page.

Who should buy it — and who should skip it

Buy itif you want one charger for the garage and the road and you are not willing to downgrade the safety story to get it. Buy it if you rent, move often or park somewhere you cannot drill into — it unplugs and comes with you, and the certification travels with it. Buy it if your panel is tight, because 32 amps fits a 40-amp circuit. Buy it if a utility rebate requires ENERGY STAR, which most portables cannot satisfy. And buy it if the charger will genuinely be rained on, where its published IP67 / NEMA 6P and -22°F floor beat anything else in the class.

Skip itif you want the fastest overnight charge available on a plug, where a 40-amp unit is 20% quicker for less money — our 40-amp roundup ranks that field and the ELEGRP 40Ais the cheap end of it. Skip it if your car has a NACS port and you do not want an adapter in the path, where a native-NACS unit is the cleaner buy. Skip it if you want charger-side scheduling, session history or energy data on your phone, which this unit does not publish at all. And skip it if the charger is going to be bolted to one wall forever and never moved, because then you are paying for portability you will not use and giving up amps for it — a hardwired unit is the better value, and our hardwired versus plug-in comparison makes that case properly.

The summary: the Ampure Go is the only portable we track that does not ask you to take anything on faith. Four named standards, ENERGY STAR, a real enclosure rating and a real temperature range, three years of warranty, dual voltage and nine pounds. It costs you eight amps and about seven miles of range an hour, and it costs more than faster units that publish far less about themselves. For a lot of buyers that is the right way round.

Frequently asked questions

Is the Ampure Go a real Level 2 charger?

Yes, and it is one of the better-documented ones. Ampure publishes 32 A / 7.7 kW at 240 volts through a NEMA 14-50 cord, with an SAE J1772 coupler, and lists the unit to UL, cUL, UL 2594, UL 2231 and UL 817 plus ENERGY STAR, FCC, ICES, REACH and RoHS. UL 2594 is the standard for electric vehicle supply equipment and UL 2231 covers personnel protection, so this is a properly certified Level 2 charger rather than a 240-volt cord with a big number printed on the box. It also does Level 1: 12 A / 1.4 kW on a standard 120-volt outlet using the second cord Ampure supplies.

How fast does the Ampure Go charge?

At 32 amps and 240 volts it delivers 7.7 kW. Using our standard reference of about 3.5 miles of range per kWh, that is roughly 27 miles of range per hour - about seven miles an hour less than a 40-amp charger, or about an hour longer on a typical overnight charge. On the 120-volt cord it delivers 1.4 kW, roughly 5 miles per hour, which is a top-up rather than a charging plan. Ampure's own claims are inconsistent: its product page says '25 miles of range per hour' and its store listing says 'up to 35 miles of range per hour' for the same charger. Neither states the vehicle efficiency it assumes, so we publish our own arithmetic with ours printed.

Can the Ampure Go be left outside in the rain?

Ampure's published ratings are the strongest of any portable we track: IP67 and NEMA 6P watertight, described on its own page as 'submersible up to 3 ft', with an operating range of -30C to +50C (-22F to 122F), and a store listing that says 'reliable indoor and outdoor use in any weather'. That covers the module. We would still holster the connector and keep it off wet ground, because a rating is a statement about equipment in a test, not about a connector lying in a puddle for a week. Our NEMA and IP ratings guide explains exactly what each digit covers.

What outlet does the Ampure Go need?

Either of two. For Level 2 it uses a NEMA 14-50 - the four-prong 240-volt receptacle on a 50-amp circuit, the same one ranges and RV hookups use. For Level 1 it uses a NEMA 5-15, the ordinary household outlet. Ampure supplies cords for both. Because the unit draws 32 amps rather than 40, the NEC's 125% continuous-load rule puts its minimum circuit at 40 amps, so it also fits a 40-amp circuit where a 40-amp charger would not.

Does the Ampure Go have an app or scheduling?

No, and Ampure publishes none. There is no WiFi, no app and no delay timer on the published specification. That matters less than it sounds for most owners, because nearly every EV schedules its own charging from the car's own menu, and that is the feature people actually use. What you cannot get back from the car is per-session energy measured at the wall or eligibility for a utility managed-charging program, both of which need a connected charger.

What warranty does the Ampure Go come with?

Three years, per Ampure's own store listing - and Kia's EV6 and EV9 pages describe it the same way, as 'backed by a 3-year limited warranty'. Worth knowing that Ampure's main product page, the one carrying the full specification block, does not publish a warranty term at all. Three years matches ChargePoint, Emporia, Wallbox and the Grizzl-E Classic, and beats the two years on the cheapest 40-amp portable we cover.

Will the Ampure Go work with a Tesla or another NACS car?

The coupler is J1772, so a NACS car needs a J1772-to-NACS adapter - the kind most Tesla owners already have in the trunk. Ampure's store listing describes the unit as 'SAE J1772 & NACS Compatible' without explaining how, and does not publish an included adapter, so we read that as an adapter claim rather than a second connector. If you want a native NACS plug with no adapter in the path, Ampure sells the Go 2 as a separate model and our Tesla roundup covers the native-NACS field.

Sources

  • Ampure - Ampure Go portable Level 2 EV charger product page — Ampure's own specifications for the Go: 32 A / 7.7 kW at 240 V or 12 A / 1.4 kW at 120 V, input range 85-265 VAC at 45-65 Hz, SAE J1772 coupler, NEMA 14-50 and NEMA 5-15 cords, 20 ft (6 m) cable, IP67 rated 'submersible up to 3 feet' with a NEMA 6P watertight enclosure, operating range -30C to +50C (-22F to 122F), 9 lb (4.1 kg) module, and listings to UL, cUL, UL 2594, UL 2231, UL 817, ICES, FCC, ENERGY STAR, REACH and RoHS. Ampure states 'up to 25 miles of range per hour' at 240 V. RE-READ October 10, 2026 for the review: every figure above is unchanged on the page. Confirmed again that this page publishes NO warranty term (that figure is on the store listing), NO app, WiFi or scheduling feature, and NO description of the unit's internal safety protections (no GFCI / CCID figure, no over-temperature behavior). The page describes the unit as an 'IP67-rated IC-CPD', i.e. an in-cable control and protection device, and the specification block gives the plug types as 'NEMA 14-50 & NEMA 5-15' alongside an 'IEC grid plug'. Ampure's current line separates this unit from a distinct 'Go 2 (NACS)' model; the specifications above are the Gen 1 J1772 unit Amazon lists as the 'Go 1' (accessed October 10, 2026)
  • Ampure Store - Ampure Go Level 2 plug-in EV charger — Ampure's own store listing for the same unit, read for the warranty term the product page omits: 3-year warranty, 32 A, 20 ft cable, NEMA 14-50 with 120 V/240 V cords, IP67, UL / ENERGY STAR / FCC / RoHS. RE-READ October 10, 2026 for the review: the listing publishes 'up to 32 amps' on 'Level 2, 240V power', a '20-foot premium cable', 'included grid cords for 110V/240V charging', 'IP67 waterproof', 'reliable indoor and outdoor use in any weather', 'UL, and ENERGY STAR certified' plus 'UL Certified', 'FCC Compliant', 'RoHS Compliant' and 'SAE J1772 & NACS Compatible', a '3 Years' warranty, and an 'Ampure Go 2 (NACS)' sold as a separate model. It publishes NO operating-temperature range, NO weight and NO box contents, and - the finding the review is built on - it claims 'up to 35 miles of range per hour' where Ampure's own product page for the same unit claims '25 miles of range per hour'. Neither figure states the vehicle efficiency it assumes (accessed October 10, 2026)
  • Kia - 2026 EV6 (official vehicle page, 'Charge up at home and on the go') — Kia's own EV6 vehicle page. Its home-charging section, headed 'Charge up at home and on the go', names exactly two chargers - the same two it names for the EV9. ChargePoint Home Flex: 'Charge confidently at home and take everyday by storm with a powerful Level 2 home charger-available with J1772 or NACS connectors and backed by a 3-year limited warranty.' Ampure Go Portable Charger: 'Designed for drivers on the move, the Ampure Go portable charger delivers dependable Level 1 and Level 2 charging using standard 120V or 240V outlets... backed by a 3-year limited warranty.' Neither entry carries a price. The page also names Qmerit as Kia's home-install partner, lists the 'Kia Charge Pass' with 'access to over 47,000 DC fast chargers, including more than 30,000 Tesla Superchargers', publishes '10%-80% w/ DC Fast Chargers in 20 min' with an 800V charger (adapter sold separately), an 'EPA-est. available range 319 miles' on the 'Larger Extended Range Battery (84.0 kWh)', and a 'North American Charging System (NACS) Port' as standard. It does NOT publish the included portable cable's amperage or connector type, and does not publish V2L on this page (accessed October 10, 2026)
  • Kia - 2026 EV9 (official vehicle page, 'Charge up at home and on the go') — Kia's own EV9 vehicle page. Its home-charging section, headed 'Charge up at home and on the go.', names exactly two chargers. ChargePoint Home Flex: 'Charge confidently at home and take everyday by storm with a powerful Level 2 home charger-available with J1772 or NACS connectors and backed by a 3-year limited warranty.' Ampure Go Portable Charger: 'Designed for drivers on the move, the Ampure Go portable charger delivers dependable Level 1 and Level 2 charging using standard 120V or 240V outlets. Perfect for charging at home or on the go and backed by a 3-year limited warranty.' Both point to 'Find A Dealer' rather than to a price. The page also states the EV9 'supports vehicle-to-home (V2H) backup power capabilities with the ability to deliver power back to your home', and describes an 'available 99.8 kWh battery, dual motor e-AWD, and a generous 122-in. wheelbase'. It does not publish the onboard charger's rating - that figure is on the specs page (accessed September 26, 2026)
  • UL Solutions — EV Charging Infrastructure Services — UL on EVSE safety certification: ANSI/UL 2594 is the Standard for Electric Vehicle Supply Equipment (accessed July 19, 2026)
  • SAE International — J1772 Conductive Charge Coupler — The SAE J1772 connector standard for AC Level 1 and Level 2 charging in North America (accessed July 19, 2026)
  • IEC 60529 — Degrees of protection provided by enclosures (IP Code), full text — The IP code standard (verbatim national adoption, IS/IEC 60529:2001): first numeral 6 = dust-tight; second numeral 6 = protected against powerful water jets; second numeral 7 = protected against temporary immersion, and a 7 alone does not imply water-jet protection unless dual coded (accessed July 20, 2026)
  • NEMA — Enclosure Types (definitions from NEMA 250) — NEMA's own definitions: Type 3R protects against falling dirt and rain, sleet and snow; Type 4 adds windblown dust, splashing and hose-directed water; Type 4X adds protection against corrosion. NEMA also states its NEMA-to-IP table cannot be used to convert IP designations back to NEMA types (accessed July 20, 2026)
  • NFPA — Using the Latest NEC for EV Charger Installations — NFPA on NEC (NFPA 70) Article 625: EV charging is a continuous load, so circuits are sized to 125% of load (the 80% rule) (accessed July 19, 2026)
  • ENERGY STAR — Electric Vehicle Chargers — ENERGY STAR on EVSE efficiency: certified chargers use about 40% less energy in standby than non-certified units (accessed July 19, 2026)
  • U.S. DOE Alternative Fuels Data Center — Electric Vehicle Charging Stations — US DOE on charging levels: Level 1 (~1.9 kW, ~5 mi/hr), Level 2 (2.9-19.2 kW, ~7.2 kW typical residential, ~25 mi/hr), and DC fast charging (accessed July 19, 2026)
  • FuelEconomy.gov — Electric Vehicles: Learn More About the Label — DOE/EPA on EV efficiency: kWh per 100 miles and MPGe, accounting for AC charging losses (accessed July 19, 2026)

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