Which module do you have? It changes nothing you buy
Cadillac publishes both figures, so the first thing most LYRIQ owners want to do is work out which one is in their car. Worth knowing, but it does not change the purchase:
- 11.5 kW module.That is 48 amps at 240 volts. A 48- or 50-amp charger uses essentially all of it; a 40-amp charger gives you 9.6 kW, about 17% less.
- 19.2 kW module.That is 80 amps. No residential charger on this site reaches it, so a 50-amp charger is the practical ceiling and a 40-amp one costs you a fifth of the car’s AC capability.
Either way the answer is the same: buy 48 to 50 amps if you can. On the small module you are using the car fully; on the big module you are using as much of it as the market allows. This is the one vehicle page on this site where we do not try to talk you down to 40 amps on cost grounds — though if the panel says 40, picks three and four are good chargers and the LYRIQ will charge overnight on them without complaint.
The circuit is the real decision
Both 50-amp chargers here deliver the same output. They do not ask the same thing of your house, and this is the single most useful paragraph on the page.
Autel’s own US store page publishes a 70-amp circuitfor full 50-amp output. That is not the number the usual arithmetic gives you: a continuous load is sized at 125% of its draw, so 50 A × 1.25 = 62.5 A, and the next standard breaker above that is 70 A. Most buyers reading “50 amps” assume the 60-amp circuit a 48-amp charger needs. ChargePoint, by contrast, publishes that its hardwired Home Flex “Works with circuits rated from 20 to 80A” and “Delivers up to 50A of power” — configurable down to whatever your panel can actually carry.
So: if your panel has real headroom and you want the toughest enclosure and the widest temperature rating, the Autel is the better box. If your service is 100 or 125 amps, or your panel is already full, the ChargePoint gets you the same 50 amps without the heavier feed. Our Autel vs ChargePoint Home Flex comparison is the long version of this argument, and best for a 100-amp panelis where to go if the service is the constraint. You can also dial the Autel down to 40 amps on a 50-amp circuit, which is a perfectly sensible way to buy it.
The published figures, side by side
Charger figures are each manufacturer’s own published specification. The last column is arithmetic from Cadillac’s published module ratings, not a measurement.
| Charger | Output | Circuit published | Enclosure | Share of 19.2 kW used |
|---|
| Autel MaxiCharger Home NACS | 50 A / 12 kW | 70 A for full output | IP65 / NEMA 4X, -40 °F to 131 °F | ~63% |
| ChargePoint Home Flex NACS | 50 A | 20 to 80 A (configurable) | Type 3R per UL 50E | ~63% |
| Grizzl-E Classic Connect 40A (NACS) | 40 A / 9.6–10 kW | NEMA 14-50 plug, 50 A | UL Type 4, metal, -22 °F | ~50% |
| EVIQO NACS 40A | 40 A | NEMA 14-50 plug, 50 A | Not published | ~50% |
Read the last column as a reality check rather than a criticism of any charger. If your LYRIQ has the 19.2 kW module, the best available home charger uses under two thirds of it. That capability is there for commercial and workplace AC charging, and on the road the car’s 190 kW DC figure is what matters — see Level 2 vs DC fast charging.
Does the NACS port change anything at home?
It changes which connector you buy and nothing else. A native NACS charger plugs straight in. A J1772 charger needs a J1772-to-NACS adapter at the car end, which works — our J1772-to-Tesla adapter roundup covers the good ones — but adds a connection and a thing to lose. Since the NACS versions of these chargers cost about the same as the J1772 versions, there is no reason to introduce the adapter into a nightly routine. Keep adapters for public stations, which is the argument in are EV charging adapters safe.
On DC, the NACS port means Supercharger hardware fits directly. Whether a given site serves a LYRIQ is a network question rather than a connector one; Supercharger access for non-Tesla EVs covers how that has been going.
What we left out, and why
- Every 80-amp charger.They exist — in commercial product lines, at commercial prices, needing a 100-amp circuit that almost no US house can spare. We do not list one, because we have not resolved a residential listing for one we would recommend. If you genuinely want to feed 19.2 kW, that is a conversation with an electrician about your service capacity first, not a shopping decision.
- Emporia’s NACS units. The Level 2 NACS and the Pro NACS are both chargers we rate highly, and both returned no live price in our daily check when this page was written. We will not feature a product we cannot show a real price for.
- The Tesla Wall Connector.A NACS charger, and a good one — our reviewcovers it — but it is 48 amps at the highest price in the category, and Tesla’s Gen 3 installation manual publishes no ambient temperature range. For a LYRIQ there is no capability reason to pay the premium.
- Portable chargers. A 40-amp portable is a fine travel companion and a poor primary charger for a car with this much onboard capability. See best portable chargers if you want one as a second cordset.
The short answer
Native NACS, as many amps as your panel will carry, and read the circuit requirement rather than the output number. Pick one is the best box if your panel can take a 70-amp feed; pick two gives you identical output on a circuit most houses already have, which is why plenty of LYRIQ owners should buy it instead. Picks three and four are the right answer if the panel is full and you want this done this month.
