EVITP Final Exam ( Update) — Grade A — 100% Verified Page 1
EVITP FINAL EXAM (LATEST
UPDATE)
QUESTIONS AND VERIFIED ANSWERS |
GRADE A | 100% CORRECT
Electric Vehicle Infrastructure Training Program Certification Examination
Aligned with NEC Article 625, NFPA 70E, OSHA Electrical Safety Standards, and EVSE Installation Competencies ( Edition)
| Total Questions: 150 | Cognitive Mix: 20% Recall, 50% Application, 30% Analysis
Section Topic Questions
1 Electric Vehicle & EVSE Fundamentals Q1 – Q20
2 Electrical Safety & Codes Q21 – Q45
3 EVSE Installation & Wiring Q46 – Q70
4 Load Calculations & Electrical Systems Q71 – Q90
5 EVSE Commissioning & Maintenance Q91 – Q110
6 Customer Service & Site Assessment Q111 – Q125
7 Troubleshooting & Diagnostics Q126 – Q140
8 Emerging Technologies & Standards Q141 – Q150
TOTAL 150 Questions
Exam Composition: 70% scenario-based (real-world installation, code application, troubleshooting) and 30% direct knowledge.
Includes 20 calculation-based questions, 20 code interpretation questions, and 15 scenario-based installation and troubleshooting
questions across all sections.
Marking Convention: The verified correct option is marked with *[CORRECT]*. Each rationale cites the applicable NEC article, NFPA
70E section, or EVITP installation best practice.
Section 1: Electric Vehicle & EVSE Fundamentals
Questions 1–20 | Topics: EV types, charging levels, SAE J1772 / CCS / CHAdeMO / NACS, EVSE components, AC vs. DC charging,
battery technology, V2G/V2H, smart charging.
*Q1:* A customer is considering purchasing a plug-in vehicle that can operate solely on battery power for daily
commuting but also has a gasoline engine for extended trips. Which EV type best fits this requirement?
A. A battery electric vehicle (BEV) because it has no engine and is purely electric.
B. A hybrid electric vehicle (HEV) because it uses both systems automatically.
C. A plug-in hybrid electric vehicle (PHEV) because its battery can be charged from the grid and it retains a gasoline
engine for extended range. *[CORRECT]*
D. A fuel cell electric vehicle (FCEV) because hydrogen provides unlimited range.
Correct Answer: C
Aligned with NEC Article 625, NFPA 70E, and EVITP Certification Standards. EVITP Certified Training Program
,EVITP Final Exam ( Update) — Grade A — 100% Verified Page 2
Rationale: A PHEV uniquely combines a chargeable battery (grid plug-in capability) with an internal combustion engine for extended
range, matching the customer's requirement. A BEV (Option A) has no gasoline engine; an HEV (Option B) cannot be plugged in to
charge its small battery; and an FCEV (Option D) relies on hydrogen, not gasoline. EVITP Fundamentals classify PHEVs as the bridge
technology for range-anxious customers.
*Q2:* During an EVSE site survey, a building owner asks you to explain the difference between Level 1 and Level 2 AC
charging. Which statement is technically accurate per SAE J1772 and NEC Article 625?
A. Level 1 uses 120V AC single-phase at 12–16 A; Level 2 uses 208/240V AC single-phase at up to 80 A continuous.
*[CORRECT]*
B. Level 1 uses 240V AC three-phase; Level 2 uses 480V AC single-phase.
C. Level 1 delivers DC power directly to the battery; Level 2 delivers AC power to the onboard charger.
D. Both levels deliver identical power; the only difference is the connector type.
Correct Answer: A
Rationale: Per SAE J1772 and NEC Article 625, Level 1 is 120V AC single-phase at 12 or 16 A (≈1.4–1.9 kW), while Level 2 is 208/240V
AC single-phase up to 80 A continuous (≈19.2 kW). Level 3 (DC fast charging), not Level 1, delivers DC power directly. The connector
standard (J1772) is identical for both AC levels; power delivery differs.
*Q3:* A fleet operator wants to install DC fast charging for medium-duty electric delivery trucks and asks which
connector standards are currently relevant in North America (2026/2027). Which response is most accurate?
A. Only CHAdeMO is supported for commercial vehicles.
B. CCS1 (Combined Charging System) is the dominant North American DC standard, with NACS (SAE J3400)
increasingly adopted by Tesla and other OEMs; CHAdeMO is being phased out for new installations. *[CORRECT]*
C. Only the Tesla proprietary connector is used for commercial DC charging.
D. SAE J1772 is the only connector approved for DC fast charging above 50 kW.
Correct Answer: B
Rationale: In North America, CCS1 (Combined Charging System, SAE J1772 Combo) and SAE J3400 (NACS — Tesla's connector
standardized by SAE) are the dominant DC fast charging standards for 2026/2027. CHAdeMO deployments are largely legacy and
being phased out for new commercial stations. J1772 (Option D) is the AC Level 1/2 connector, not a DC standard. EVITP training
emphasizes the CCS/NACS transition for fleet planning.
*Q4:* A homeowner asks why their Level 2 EVSE requires a "pilot signal" between the vehicle and the charger. What
is the primary purpose of the SAE J1772 pilot signal?
A. It transmits vehicle location data to the utility for billing purposes.
B. It provides ground-fault detection by monitoring leakage current.
C. It performs handshake communication for state awareness, proximity detection, and communicates maximum
available charging current to the vehicle before energization. *[CORRECT]*
D. It triggers a network communication channel for remote start/stop only.
Correct Answer: C
Rationale: The J1772 pilot signal is a 1 kHz PWM signal that performs three critical functions: (1) state detection (States A–F
indicating connected/charging/fault), (2) proximity detection (disconnect before unplug), and (3) communicates maximum available
current via PWM duty cycle (per SAE J1772 Section 5). This prevents the vehicle from drawing more than the EVSE's rating. GFCI is a
separate protective function (Option B), and pilot is not for billing telemetry (Option A).
*Q5:* When explaining AC versus DC charging to a site host, which technical distinction is correct?
A. AC charging delivers DC directly to the battery; DC charging requires an onboard charger.
Aligned with NEC Article 625, NFPA 70E, and EVITP Certification Standards. EVITP Certified Training Program
,EVITP Final Exam ( Update) — Grade A — 100% Verified Page 3
B. Both AC and DC charging deliver alternating current to the vehicle inlet.
C. AC charging uses the vehicle's onboard charger to convert AC to DC for the battery; DC fast charging bypasses
the onboard charger and delivers DC directly to the battery pack. *[CORRECT]*
D. AC and DC charging use identical power electronics in the EVSE.
Correct Answer: C
Rationale: AC charging (Levels 1 and 2) supplies alternating current through the J1772 inlet to the vehicle's onboard charger (OBC),
which rectifies AC to DC for the battery. DC fast charging (Level 3) uses a large off-board charger that supplies DC directly to the
battery, bypassing the OBC — which is why DC charging is faster and requires more rugged grid infrastructure. Options A, B, and D
misstate the power electronics path.
*Q6:* A customer reports their 7.6 kW Level 2 EVSE is charging their EV at only 3.3 kW. After ruling out the EVSE,
what is the most likely cause?
A. The EVSE is defective and must be replaced.
B. The vehicle's onboard charger is rated at 3.3 kW (single-phase), limiting the charge rate regardless of EVSE
capacity. *[CORRECT]*
C. The 240V circuit is wired incorrectly with 120V.
D. The GFCI is tripping intermittently and reducing power.
Correct Answer: B
Rationale: The maximum AC charging rate is limited by the smaller of the EVSE output and the vehicle's onboard charger capacity.
Many older or compact EVs have a 3.3 kW OBC (Option B); the 7.6 kW EVSE negotiates 32 A via pilot signal, but the vehicle only
accepts ~14 A. EVITP commissioning procedure verifies EVSE output first; once EVSE is ruled out, the OBC rating is the next bottleneck.
Circuit voltage and GFCI faults (Options C, D) would cause no charge or fault states, not reduced rate.
*Q7:* Which EVSE component is responsible for physically connecting and disconnecting AC power to the vehicle,
controlled by the pilot signal logic?
A. The GFCI current transformer
B. The control pilot processor only
C. The contactor (relay) *[CORRECT]*
D. The proximity detection pin
Correct Answer: C
Rationale: The contactor is the heavy-duty electromechanical relay that physically closes to deliver AC line voltage to the vehicle inlet
only after the pilot signal handshake confirms State C (charging request) and all safety checks pass. The control pilot processor
(Option B) drives the contactor coil but does not switch line current itself. The GFCI (Option A) monitors leakage; the proximity pin
(Option D) detects latch state for safe disconnect. EVITP fundamentals require understanding this hardware-software interlock chain.
*Q8:* A commercial property owner is evaluating EVSE for a parking garage and asks about the environmental
benefits of transportation electrification. Which statement is technically defensible?
A. EVs produce zero lifetime emissions regardless of the local grid generation mix.
B. EVs eliminate only tailpipe emissions; full lifecycle benefits depend on the local grid's generation mix and the
vehicle's lifetime mileage. *[CORRECT]*
C. EVs have higher lifecycle emissions than comparable ICE vehicles in all regions.
D. EV environmental benefits are independent of battery manufacturing practices.
Correct Answer: B
Rationale: EVs eliminate tailpipe (criteria pollutant and CO2) emissions at the point of use, but full lifecycle benefits depend on (1) the
carbon intensity of the local grid (coal-heavy grids reduce but don't eliminate CO2 advantage) and (2) battery manufacturing
Aligned with NEC Article 625, NFPA 70E, and EVITP Certification Standards. EVITP Certified Training Program
, EVITP Final Exam ( Update) — Grade A — 100% Verified Page 4
emissions amortized over vehicle lifetime mileage. EVITP training emphasizes accurate, defensible environmental claims to avoid
greenwashing and mis-selling. Absolute statements (Options A, C, D) are incorrect.
*Q9:* A utility representative asks about "smart charging" capabilities for a demand-response program. Which
feature is essential to true smart charging?
A. Manual on/off control via a wall switch.
B. A fixed charging schedule that cannot be modified.
C. Two-way communication (OpenADR, OCPP, or similar) allowing the EVSE to receive and respond to grid signals,
adjusting power level or schedule based on utility demand. *[CORRECT]*
D. A higher amperage rating than non-smart EVSE.
Correct Answer: C
Rationale: Smart charging requires bidirectional communication (typically OpenADR 2.0b or 3.0 for demand response, OCPP 1.6/2.0.1
for network control) allowing the EVSE to dynamically adjust charging power or schedule based on utility signals, time-of-use rates, or
local generation. Manual control (Option A) is not "smart"; a fixed schedule (Option B) is dumb; high amperage (Option D) is
independent of smart capability. EVITP installation training covers integration with utility DR programs.
*Q10:* A homeowner wants to use their EV battery to power essential home loads during a grid outage. Which
technology enables this?
A. Standard Level 2 AC charging only.
B. Vehicle-to-Home (V2H) bidirectional charging, requiring an inverter/charger with islanding capability and a
compatible EV. *[CORRECT]*
C. DC fast charging at 50 kW.
D. Any EVSE with Wi-Fi connectivity.
Correct Answer: B
Rationale: V2H (Vehicle-to-Home) is a bidirectional charging mode where the EV battery discharges AC power back to the home's
electrical panel through a specialized bidirectional inverter/charger with islanding (anti-islanding + grid-forming) capability. Only
certain EVs (e.g., Ford F-150 Lightning, Hyundai IONIQ 5 with V2L/V2H adapter) and compatible EVSE/inverter combinations support
this. Standard AC EVSEs are unidirectional. EVITP 2026/2027 curriculum covers bidirectional infrastructure as an emerging standard.
*Q11:* During a customer consultation, the topic of Vehicle-to-Grid (V2G) arises. What is the key technical difference
between V2G and V2H?
A. V2G supports higher power levels than V2H in all cases.
B. V2G exports power back to the utility grid (subject to interconnection agreements), while V2H powers only the
local home or building behind the meter. *[CORRECT]*
C. V2G uses DC coupling; V2H uses AC coupling.
D. V2G requires CHAdeMO; V2H requires CCS.
Correct Answer: B
Rationale: The defining difference is the destination of exported energy: V2G pushes power back through the utility meter to the grid
(requires IEEE 1547 interconnection agreement, utility approval, and typically a bidirectional meter), while V2H/V2B powers loads
behind the meter (no utility interconnection needed, but still requires anti-islanding). Coupling (Option C) and connector (Option D)
are independent of V2G/V2H classification. EVITP training distinguishes these because V2G has substantial utility regulatory
requirements.
*Q12:* A residential customer asks about wireless (inductive) charging. Which statement is technically accurate for
current 2026/2027 production systems?
Aligned with NEC Article 625, NFPA 70E, and EVITP Certification Standards. EVITP Certified Training Program
EVITP FINAL EXAM (LATEST
UPDATE)
QUESTIONS AND VERIFIED ANSWERS |
GRADE A | 100% CORRECT
Electric Vehicle Infrastructure Training Program Certification Examination
Aligned with NEC Article 625, NFPA 70E, OSHA Electrical Safety Standards, and EVSE Installation Competencies ( Edition)
| Total Questions: 150 | Cognitive Mix: 20% Recall, 50% Application, 30% Analysis
Section Topic Questions
1 Electric Vehicle & EVSE Fundamentals Q1 – Q20
2 Electrical Safety & Codes Q21 – Q45
3 EVSE Installation & Wiring Q46 – Q70
4 Load Calculations & Electrical Systems Q71 – Q90
5 EVSE Commissioning & Maintenance Q91 – Q110
6 Customer Service & Site Assessment Q111 – Q125
7 Troubleshooting & Diagnostics Q126 – Q140
8 Emerging Technologies & Standards Q141 – Q150
TOTAL 150 Questions
Exam Composition: 70% scenario-based (real-world installation, code application, troubleshooting) and 30% direct knowledge.
Includes 20 calculation-based questions, 20 code interpretation questions, and 15 scenario-based installation and troubleshooting
questions across all sections.
Marking Convention: The verified correct option is marked with *[CORRECT]*. Each rationale cites the applicable NEC article, NFPA
70E section, or EVITP installation best practice.
Section 1: Electric Vehicle & EVSE Fundamentals
Questions 1–20 | Topics: EV types, charging levels, SAE J1772 / CCS / CHAdeMO / NACS, EVSE components, AC vs. DC charging,
battery technology, V2G/V2H, smart charging.
*Q1:* A customer is considering purchasing a plug-in vehicle that can operate solely on battery power for daily
commuting but also has a gasoline engine for extended trips. Which EV type best fits this requirement?
A. A battery electric vehicle (BEV) because it has no engine and is purely electric.
B. A hybrid electric vehicle (HEV) because it uses both systems automatically.
C. A plug-in hybrid electric vehicle (PHEV) because its battery can be charged from the grid and it retains a gasoline
engine for extended range. *[CORRECT]*
D. A fuel cell electric vehicle (FCEV) because hydrogen provides unlimited range.
Correct Answer: C
Aligned with NEC Article 625, NFPA 70E, and EVITP Certification Standards. EVITP Certified Training Program
,EVITP Final Exam ( Update) — Grade A — 100% Verified Page 2
Rationale: A PHEV uniquely combines a chargeable battery (grid plug-in capability) with an internal combustion engine for extended
range, matching the customer's requirement. A BEV (Option A) has no gasoline engine; an HEV (Option B) cannot be plugged in to
charge its small battery; and an FCEV (Option D) relies on hydrogen, not gasoline. EVITP Fundamentals classify PHEVs as the bridge
technology for range-anxious customers.
*Q2:* During an EVSE site survey, a building owner asks you to explain the difference between Level 1 and Level 2 AC
charging. Which statement is technically accurate per SAE J1772 and NEC Article 625?
A. Level 1 uses 120V AC single-phase at 12–16 A; Level 2 uses 208/240V AC single-phase at up to 80 A continuous.
*[CORRECT]*
B. Level 1 uses 240V AC three-phase; Level 2 uses 480V AC single-phase.
C. Level 1 delivers DC power directly to the battery; Level 2 delivers AC power to the onboard charger.
D. Both levels deliver identical power; the only difference is the connector type.
Correct Answer: A
Rationale: Per SAE J1772 and NEC Article 625, Level 1 is 120V AC single-phase at 12 or 16 A (≈1.4–1.9 kW), while Level 2 is 208/240V
AC single-phase up to 80 A continuous (≈19.2 kW). Level 3 (DC fast charging), not Level 1, delivers DC power directly. The connector
standard (J1772) is identical for both AC levels; power delivery differs.
*Q3:* A fleet operator wants to install DC fast charging for medium-duty electric delivery trucks and asks which
connector standards are currently relevant in North America (2026/2027). Which response is most accurate?
A. Only CHAdeMO is supported for commercial vehicles.
B. CCS1 (Combined Charging System) is the dominant North American DC standard, with NACS (SAE J3400)
increasingly adopted by Tesla and other OEMs; CHAdeMO is being phased out for new installations. *[CORRECT]*
C. Only the Tesla proprietary connector is used for commercial DC charging.
D. SAE J1772 is the only connector approved for DC fast charging above 50 kW.
Correct Answer: B
Rationale: In North America, CCS1 (Combined Charging System, SAE J1772 Combo) and SAE J3400 (NACS — Tesla's connector
standardized by SAE) are the dominant DC fast charging standards for 2026/2027. CHAdeMO deployments are largely legacy and
being phased out for new commercial stations. J1772 (Option D) is the AC Level 1/2 connector, not a DC standard. EVITP training
emphasizes the CCS/NACS transition for fleet planning.
*Q4:* A homeowner asks why their Level 2 EVSE requires a "pilot signal" between the vehicle and the charger. What
is the primary purpose of the SAE J1772 pilot signal?
A. It transmits vehicle location data to the utility for billing purposes.
B. It provides ground-fault detection by monitoring leakage current.
C. It performs handshake communication for state awareness, proximity detection, and communicates maximum
available charging current to the vehicle before energization. *[CORRECT]*
D. It triggers a network communication channel for remote start/stop only.
Correct Answer: C
Rationale: The J1772 pilot signal is a 1 kHz PWM signal that performs three critical functions: (1) state detection (States A–F
indicating connected/charging/fault), (2) proximity detection (disconnect before unplug), and (3) communicates maximum available
current via PWM duty cycle (per SAE J1772 Section 5). This prevents the vehicle from drawing more than the EVSE's rating. GFCI is a
separate protective function (Option B), and pilot is not for billing telemetry (Option A).
*Q5:* When explaining AC versus DC charging to a site host, which technical distinction is correct?
A. AC charging delivers DC directly to the battery; DC charging requires an onboard charger.
Aligned with NEC Article 625, NFPA 70E, and EVITP Certification Standards. EVITP Certified Training Program
,EVITP Final Exam ( Update) — Grade A — 100% Verified Page 3
B. Both AC and DC charging deliver alternating current to the vehicle inlet.
C. AC charging uses the vehicle's onboard charger to convert AC to DC for the battery; DC fast charging bypasses
the onboard charger and delivers DC directly to the battery pack. *[CORRECT]*
D. AC and DC charging use identical power electronics in the EVSE.
Correct Answer: C
Rationale: AC charging (Levels 1 and 2) supplies alternating current through the J1772 inlet to the vehicle's onboard charger (OBC),
which rectifies AC to DC for the battery. DC fast charging (Level 3) uses a large off-board charger that supplies DC directly to the
battery, bypassing the OBC — which is why DC charging is faster and requires more rugged grid infrastructure. Options A, B, and D
misstate the power electronics path.
*Q6:* A customer reports their 7.6 kW Level 2 EVSE is charging their EV at only 3.3 kW. After ruling out the EVSE,
what is the most likely cause?
A. The EVSE is defective and must be replaced.
B. The vehicle's onboard charger is rated at 3.3 kW (single-phase), limiting the charge rate regardless of EVSE
capacity. *[CORRECT]*
C. The 240V circuit is wired incorrectly with 120V.
D. The GFCI is tripping intermittently and reducing power.
Correct Answer: B
Rationale: The maximum AC charging rate is limited by the smaller of the EVSE output and the vehicle's onboard charger capacity.
Many older or compact EVs have a 3.3 kW OBC (Option B); the 7.6 kW EVSE negotiates 32 A via pilot signal, but the vehicle only
accepts ~14 A. EVITP commissioning procedure verifies EVSE output first; once EVSE is ruled out, the OBC rating is the next bottleneck.
Circuit voltage and GFCI faults (Options C, D) would cause no charge or fault states, not reduced rate.
*Q7:* Which EVSE component is responsible for physically connecting and disconnecting AC power to the vehicle,
controlled by the pilot signal logic?
A. The GFCI current transformer
B. The control pilot processor only
C. The contactor (relay) *[CORRECT]*
D. The proximity detection pin
Correct Answer: C
Rationale: The contactor is the heavy-duty electromechanical relay that physically closes to deliver AC line voltage to the vehicle inlet
only after the pilot signal handshake confirms State C (charging request) and all safety checks pass. The control pilot processor
(Option B) drives the contactor coil but does not switch line current itself. The GFCI (Option A) monitors leakage; the proximity pin
(Option D) detects latch state for safe disconnect. EVITP fundamentals require understanding this hardware-software interlock chain.
*Q8:* A commercial property owner is evaluating EVSE for a parking garage and asks about the environmental
benefits of transportation electrification. Which statement is technically defensible?
A. EVs produce zero lifetime emissions regardless of the local grid generation mix.
B. EVs eliminate only tailpipe emissions; full lifecycle benefits depend on the local grid's generation mix and the
vehicle's lifetime mileage. *[CORRECT]*
C. EVs have higher lifecycle emissions than comparable ICE vehicles in all regions.
D. EV environmental benefits are independent of battery manufacturing practices.
Correct Answer: B
Rationale: EVs eliminate tailpipe (criteria pollutant and CO2) emissions at the point of use, but full lifecycle benefits depend on (1) the
carbon intensity of the local grid (coal-heavy grids reduce but don't eliminate CO2 advantage) and (2) battery manufacturing
Aligned with NEC Article 625, NFPA 70E, and EVITP Certification Standards. EVITP Certified Training Program
, EVITP Final Exam ( Update) — Grade A — 100% Verified Page 4
emissions amortized over vehicle lifetime mileage. EVITP training emphasizes accurate, defensible environmental claims to avoid
greenwashing and mis-selling. Absolute statements (Options A, C, D) are incorrect.
*Q9:* A utility representative asks about "smart charging" capabilities for a demand-response program. Which
feature is essential to true smart charging?
A. Manual on/off control via a wall switch.
B. A fixed charging schedule that cannot be modified.
C. Two-way communication (OpenADR, OCPP, or similar) allowing the EVSE to receive and respond to grid signals,
adjusting power level or schedule based on utility demand. *[CORRECT]*
D. A higher amperage rating than non-smart EVSE.
Correct Answer: C
Rationale: Smart charging requires bidirectional communication (typically OpenADR 2.0b or 3.0 for demand response, OCPP 1.6/2.0.1
for network control) allowing the EVSE to dynamically adjust charging power or schedule based on utility signals, time-of-use rates, or
local generation. Manual control (Option A) is not "smart"; a fixed schedule (Option B) is dumb; high amperage (Option D) is
independent of smart capability. EVITP installation training covers integration with utility DR programs.
*Q10:* A homeowner wants to use their EV battery to power essential home loads during a grid outage. Which
technology enables this?
A. Standard Level 2 AC charging only.
B. Vehicle-to-Home (V2H) bidirectional charging, requiring an inverter/charger with islanding capability and a
compatible EV. *[CORRECT]*
C. DC fast charging at 50 kW.
D. Any EVSE with Wi-Fi connectivity.
Correct Answer: B
Rationale: V2H (Vehicle-to-Home) is a bidirectional charging mode where the EV battery discharges AC power back to the home's
electrical panel through a specialized bidirectional inverter/charger with islanding (anti-islanding + grid-forming) capability. Only
certain EVs (e.g., Ford F-150 Lightning, Hyundai IONIQ 5 with V2L/V2H adapter) and compatible EVSE/inverter combinations support
this. Standard AC EVSEs are unidirectional. EVITP 2026/2027 curriculum covers bidirectional infrastructure as an emerging standard.
*Q11:* During a customer consultation, the topic of Vehicle-to-Grid (V2G) arises. What is the key technical difference
between V2G and V2H?
A. V2G supports higher power levels than V2H in all cases.
B. V2G exports power back to the utility grid (subject to interconnection agreements), while V2H powers only the
local home or building behind the meter. *[CORRECT]*
C. V2G uses DC coupling; V2H uses AC coupling.
D. V2G requires CHAdeMO; V2H requires CCS.
Correct Answer: B
Rationale: The defining difference is the destination of exported energy: V2G pushes power back through the utility meter to the grid
(requires IEEE 1547 interconnection agreement, utility approval, and typically a bidirectional meter), while V2H/V2B powers loads
behind the meter (no utility interconnection needed, but still requires anti-islanding). Coupling (Option C) and connector (Option D)
are independent of V2G/V2H classification. EVITP training distinguishes these because V2G has substantial utility regulatory
requirements.
*Q12:* A residential customer asks about wireless (inductive) charging. Which statement is technically accurate for
current 2026/2027 production systems?
Aligned with NEC Article 625, NFPA 70E, and EVITP Certification Standards. EVITP Certified Training Program
