Level 2 (J1772) AC chargers
Networked dual-port Level 2 stations sized for fleet, employee and visitor charging. 7.7 kW–19.2 kW per port, OCPP-compliant for any backend.
EV Charging Integration
EV charging that ships with the first concrete pour.
Trenching is the most disruptive cost in any EV charger retrofit. Bundle Level 2 and DC fast charging into the carport project and you get a single mobilization, one interconnection, one set of permits — and chargers that work the day the canopy is energized.
- Up to 350 kW DCFC capable
- OCPP 2.0.1 Open networking
- CALeVIP Rebate handled
- Smart Load management
Why EV Charging Integration matter for California businesses.
Most California businesses end up needing EV chargers within five years of installing solar — for fleet electrification, employee benefits, customer amenity or to satisfy local building-code mandates. Adding chargers as a separate project means re-trenching the same parking lot you just renovated. We solve that by bundling charger installation into the carport EPC scope: one trench, one panel, one interconnection.
What we deliver
Inside our ev charging integration scope.
DC fast charging up to 350 kW
CCS1 and NACS-ready DCFC for fleet and public deployments. Liquid-cooled cables, 800 V architecture, Plug-and-Charge ready.
Smart load management
Coordinated charging across all stalls keeps you under the demand-charge cliff. We engineer the load profile against your existing service, not just the charger nameplates.
CALeVIP & utility rebate handling
CALeVIP, PG&E EV Charge Network, SCE Charge Ready, SDG&E Power Your Drive — we handle the application paperwork and you take the rebate against project cost.
OCPP-compliant networking
Open-protocol stations work with any backend (ChargePoint, AmpUp, EV Connect, etc.) so you are not locked into one vendor.
Permitting + utility coordination
We file the EV charger permit alongside the carport submittal and coordinate the utility interconnection upgrade if the site needs more service capacity.
Technical specs
The numbers behind the design.
- Level 2 power
- 7.7 kW – 19.2 kW per port
- DCFC power
- 50 kW – 350 kW per dispenser
- Connector standards
- J1772 + CCS1; NACS available
- Networking
- OCPP 2.0.1 (any backend)
- Payment integration
- Credit, RFID, QR, fleet card
- Demand response
- OpenADR 2.0b ready
- Service voltage
- 208/480 V 3-phase
- Typical charger count
- 4–40 stations per site
How it works
From assessment to commissioned system.
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1
Use case discovery
Fleet, employee, customer or public-network — each has different power, dwell time and pricing implications. We frame the project around the right one.
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2
Load study + sizing
We pull your interval data, model the charger load profile, and size the panel and service so you do not blow past your demand-charge tier.
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3
Permitting + build
EV charger permits filed alongside carport submittals. Trenching, conduit, pad and utility upgrade coordinated end-to-end.
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4
Commission + train
Stations come online, payment + networking are validated, and we walk facility staff through the dashboards.
Frequently asked
Common questions, straight answers.
How many EV chargers can a typical commercial site support?
It depends on your service capacity, not the parking lot. With smart load management, most 800 A / 480 V services can host 20–40 Level 2 ports without a service upgrade. DCFC counts much higher — a single 150 kW dispenser uses ~150 kW of available capacity.
Should I install Level 2 or DC fast charging?
For employees and tenants who park 4+ hours: Level 2. For fleet vehicles that need to turn around fast, or for public/customer-facing locations: DCFC. We model both against your dwell-time profile in the proposal.
What does CALeVIP cover?
CALeVIP is a per-port rebate for Level 2 and DCFC stations across most California counties. Rebates vary by region and equity-zone status, but routinely cover 25–50% of charger hardware cost.
Do I need to upgrade my utility service?
Not always. Smart load management plus solar-paired charging often keeps you under existing service capacity. We do a load study before sizing the system; if a service upgrade is needed, we coordinate it with the utility.
Can the chargers run on solar power directly?
Solar production and charger demand are co-located on the same panel, so on a sunny day the chargers effectively run on solar. We do not run a parallel DC microgrid by default — utility interconnection is far more economical.
What about Plug-and-Charge / NACS?
Most of our DCFC partners are Plug-and-Charge ready and offer NACS connectors as factory option or via field-replaceable adapter. We spec what fits the deployment.
Who pays for the chargers — me or the network operator?
Both models are common. Direct ownership maximizes federal ITC + MACRS recovery; charging-as-a-service shifts capex to opex. We model both against your tax position.
Get started
See the numbers on your parking lot — no obligation.
A free custom report includes a production estimate, a 30-year cash-flow model with ITC, MACRS and SGIP, and a structural fit-check based on your parking layout. Or skip ahead and book a 30-minute call with our California-based team.
- 48-hour report turnaround
- No obligation, no sales pressure
- California-based, statewide reach