EV 101 Glossary

BEV

Battery Electric Vehicle

A vehicle powered only by a battery and electric motor — no gasoline engine. Examples: Tesla Model Y, Hyundai IONIQ 5, Chevrolet Equinox EV.

PHEV

Plug-in Hybrid

A hybrid with a larger battery you can plug in. Short trips can run mostly electric; longer trips use the gas engine. Needs both charging and gasoline.

HEV

Hybrid (non-plug-in)

A gasoline hybrid that recovers energy while braking but cannot be plugged in. Not the same as a PHEV or BEV.

MHEV

Mild hybrid

A gasoline car with a small electric assist that cannot drive on electricity alone and cannot be plugged in. Not an EV for charging or ZEV rebate purposes.

Dual-motor / AWD EV

All-wheel drive electric

An EV with motors on more than one axle for traction. Often slightly less range than the equivalent RWD/FWD model at the same battery size.

RWD / FWD EV

Single-motor drive

One primary drive motor on the rear (RWD) or front (FWD) axle. Often the longest-range and lowest-price trim of a given model.

Standard vs long / extended range

Battery pack trims

Many EVs sell a smaller battery (“standard range”) and a larger one (“long” or “extended”). Bigger packs cost more and weigh more but stretch road-trip legs.

ZEV / CEV

Zero / clean emission labels

Policy labels for vehicles that qualify under clean-fuel or rebate rules. Definitions vary by program — always check the specific incentive list, not marketing copy alone.

ICE

Internal combustion engine

A traditional gasoline or diesel car. TCO tools on the Hub compare ICE running costs against EV charging on Ontario rates.

Lease vs buy (EV)

Ownership path

Leasing lowers upfront cost and can include battery warranty coverage for the term; buying builds equity and keeps residual risk/reward with you. Incentives sometimes differ by lease vs purchase.

Level 1 charging

120 V wall outlet

Charging from a standard household outlet. Slow (often ~8 km of range per hour) but uses your home electricity rate. Fine for low daily mileage.

Level 2 charging

240 V home / public

240-volt charging used at home (hardwired or NEMA 14-50) and many public stations. Typical home installs add ~30–50+ km of range per hour depending on amps and the car.

DC fast charging (Level 3)

Highway / public fast

High-power DC charging for road trips. Much faster than Level 2, and usually much more expensive per kWh than home overnight rates.

J1772

North American AC plug

The long-standing AC connector used on most non-Tesla EVs in Canada for Level 1/2 charging. Many public Level 2 stations use J1772.

NACS

North American Charging Standard

The Tesla-style connector now adopted by many new EVs in North America. Adapters and dual-cable stations bridge J1772 and NACS during the transition.

CCS

Combined Charging System

DC fast-charge connector used on many non-Tesla EVs (CCS1 in North America). Distinct from the AC-only J1772 inlet.

CHAdeMO

Legacy DC standard

An older DC fast-charge connector still found on some earlier Nissan/Mitsubishi EVs and a shrinking set of public stalls. New models in Canada have largely moved to CCS or NACS.

EVSE

Electric Vehicle Supply Equipment

Industry term for the charging equipment (the “charger” box on the wall). Your car’s onboard charger converts AC from the EVSE into DC for the battery.

Onboard charger (OBC)

Car’s AC→DC converter

Hardware inside the car that limits how fast Level 1/2 AC charging can go (e.g. 7.2 kW, 11 kW, 19.2 kW). A bigger wall EVSE cannot exceed the OBC’s limit.

Hardwired vs plug-in EVSE

Install style

Hardwired units connect permanently to a breaker. Plug-in units use a NEMA 14-50 receptacle. Both need a licensed electrician in Ontario for a proper Level 2 circuit.

NEMA 14-50

50 A receptacle

A common 240 V outlet used for plug-in Level 2 EVSEs and some RVs. Needs a dedicated circuit, correct wire gauge, and GFCI/breaker rules your electrician will apply.

Load sharing / power sharing

Two EVs, one feed

Smart EVSEs that split available amps between two cars (or throttle when the home is busy) so you avoid an immediate panel upgrade.

Idle / dwell fee

Overstay charge

A fee some public networks charge after charging finishes if you still occupy the stall. Move when you are done — cheaper and kinder to the next driver.

Supercharger

Tesla DC network

Tesla’s DC fast-charge network. Some stalls support other brands via Magic Dock or native NACS — check the app filters for your vehicle.

FLO / ChargePoint / Electrify Canada

Common Canadian networks

Major public networks in the GTA and across Canada. Pricing is per site (¢/kWh, $/min, or $/hr). Keep at least one app account before your first road trip.

kWh

Kilowatt-hour

A unit of energy. Battery size is quoted in kWh; electricity bills charge per kWh. More kWh generally means more range, all else equal.

kW

Kilowatt (power)

A unit of power (rate of energy transfer). Charging speed and motor output are measured in kW. Higher kW means faster charging or stronger acceleration — not the same as kWh capacity.

Regenerative braking

Regen

The motor acts as a generator when slowing down, recovering energy into the battery. Strong regen can feel like one-pedal driving and helps efficiency in city traffic.

Rated range

NRCan / EPA estimate

Lab-tested driving distance on a full charge. Real-world range is often lower in cold Ontario winters, at highway speeds, or with heat/AC on.

State of charge (SoC)

Battery %

How full the battery is, usually shown as a percentage. Many drivers keep daily use between ~20–80% and use higher SoC for trips.

State of health (SoH)

Battery health

How much capacity remains versus when the battery was new. Gradual loss over years is normal; warranties often cover excessive degradation.

Efficiency (kWh/100 km)

Energy use

How much energy the car uses per distance. Lower kWh/100 km is more efficient. Cold weather, speed, and cabin heat raise this number.

Battery preconditioning

Warm the pack

Heating (or cooling) the battery before DC fast charging or in winter so it can accept power faster and drive more efficiently.

Heat pump

Efficient cabin heat

Moves heat instead of only making it with resistive heaters. In Ontario winters a heat pump often preserves more range than older PTC-only systems.

Charge taper

DC fast slows near full

DC fast sessions start fast then reduce power as SoC rises to protect the battery. That is why many road-trippers leave around 70–80% instead of waiting for 100%.

Battery buffer

Hidden capacity reserve

Automakers often reserve a slice of capacity above 100% and below 0% SoC display to protect the pack. Usable kWh can be slightly less than the “gross” pack size in marketing.

V2L / V2H / V2G

Vehicle-to-load / home / grid

Using the car’s battery to power devices (V2L), a home (V2H), or export to the grid (V2G). Availability depends on the vehicle and, for V2H/V2G, compatible home equipment and utility rules.

Battery thermal management

Liquid cooling / heating

Systems that keep cells in a safe temperature band. Critical for DC fast performance, winter driving, and long-term health.

LFP vs NMC chemistry

Cell types

LFP (lithium iron phosphate) packs often tolerate more frequent high SoC and can be cheaper; NMC variants typically offer higher energy density (more range for the weight). Both are common in modern EVs.

Vampire / phantom drain

Parked energy loss

Small SoC loss while parked from thermal systems, connectivity, and electronics. Worse in extreme cold or heat. Plugging in when parked long-term helps.

ULO (Ultra-Low Overnight)

Cheapest overnight energy

Ontario regulated price plan with a very low overnight energy rate (11pm–7am) — ideal for scheduled Level 2 charging. Weekday late-afternoon on-peak is expensive, so avoid charging then.

TOU (Time-of-Use)

Default time-based rates

Ontario plan with off-peak (nights/weekends), mid-peak, and on-peak prices. Charging overnight or on weekends keeps EV costs low without switching to ULO.

Tiered pricing

Flat rate with a threshold

One energy price up to a monthly kWh threshold, then a higher tier. Adding an EV often pushes households into tier 2 — compare with TOU/ULO in our rate calculator.

OEB

Ontario Energy Board

Sets the regulated residential electricity price plans (TOU, Tiered, ULO) that local utilities pass through. Delivery and other bill lines are separate.

Alectra / Toronto Hydro / Hydro One

Local utilities

Who delivers your power depends on your address (e.g. much of the GTA is Alectra; Toronto has Toronto Hydro; many rural areas are Hydro One). Same OEB energy plans, different delivery charges and portals.

ESA

Electrical Safety Authority

Ontario body overseeing electrical safety. Level 2 installs typically need a Licensed Electrical Contractor, permit, and inspection — not DIY high-voltage work.

Licensed Electrical Contractor (LEC)

Who should install your EVSE

An Ontario contractor licensed to perform electrical work. Ask for ESA permitting practice and EVSE experience when you get quotes.

Service / panel capacity

Can your home handle Level 2?

Your main electrical service and panel have limited amps. A load calculation checks whether a Level 2 circuit fits or if you need load management or an upgrade — see the Panel Load Auditor.

Incentives & HST

Programs change

Federal, provincial, and utility offers appear and expire. Point-of-sale rebates, lease eligibility, and HST treatment differ by program — verify on official sites before you buy.

TCO

Total cost of ownership

All-in cost of driving: payment or lease, energy/fuel, maintenance, insurance, and incentives. the EVolution Hub emphasizes Ontario charging rates in those comparisons.

Delivery charges

Non-energy bill lines

Part of your hydro bill that is not the OEB energy ¢/kWh. Home charging still incurs delivery on each kWh; public station prices usually bundle everything into the posted rate.

Winter readiness

GTA cold-weather habits

Use winter tires, precondition while plugged in, expect range loss, and keep a DC fast plan for long 400-series trips. Home Level 2 plus overnight rates still win for daily driving.