Q1) Is it worth installing a home charger if your home electrical must be upgraded to qualify for an EV charger program?
Often yes—but only if the upgrade also delivers long-term value beyond the charger incentive.
When it is usually worth it
- You will own an EV for several years and can use off-peak tariffs consistently.
- The upgrade improves broader safety/compliance (e.g., aging panel/consumer unit, insufficient spare capacity).
- You expect future electrification loads (heat pump, induction cooking, second EV).
When it is often not worth it
- You drive low mileage and already have convenient workplace/public charging.
- The upgrade is major (service upgrade, trenching, meter relocation) and the incentive is small relative to capex.
- You plan to move soon and the resale uplift is uncertain.
Decision method (practical)
Compare:
- Incremental cost of “upgrade + charger” minus incentive
- Annual savings vs public charging + convenience value
- Payback target (many households aim for 2–5 years)
Q2) Can you power your house with an EV charger for a Tesla car?
Not with a standard EV charger alone. What you are describing is Vehicle-to-Home (V2H) or Vehicle-to-Grid (V2G), which requires:
- A vehicle that supports bidirectional power export,
- A compatible bidirectional charging system (not a typical wallbox),
- A properly designed transfer/islanding solution and approvals.
Communication standards enabling smart/bidirectional scenarios are commonly associated with ISO 15118 (among others), but the capability depends on the vehicle and ecosystem, not just the charger. Vector Informatik GmbH+1
Q3) What kinds of problems are faced by EV charger manufacturers in India?
India-specific constraints tend to cluster into compliance, grid realities, and supply chain:
- Mandatory standards and certification
BIS certification requirements apply to EV chargers sold or imported in India, tied to Indian standards such as IS 17017 (aligned with IEC concepts). Bolt Earth+2niti.gov.in+2
- Policy, tariffs, and commercial operating rules
The 2025 policy direction continues to shape CPO economics and OEM strategies, affecting demand forecasting and product roadmaps. Bolt Earth
- Component supply chain volatility
Power electronics parts, logistics delays, and lead time variability can disrupt schedules and pricing. SCMDOJO
- On-ground infrastructure constraints
Transformer capacity, site approvals, and distribution network quality vary widely by city and state—raising deployment friction. niti.gov.in
Q4) Have you had any luck getting your employer to install an EV charger?
I don’t have personal experiences, but the highest-success approaches for employees are consistent:
- Frame it as a workplace benefit + ESG initiative with measurable outcomes (retention, commuting support, sustainability reporting).
- Propose a phased pilot (2–4 ports first), with usage tracking.
- Offer a costed options matrix: shared chargers vs assigned, billing model, and grant eligibility (where applicable).
- Emphasize that workplaces can often achieve higher utilization than many public sites.
Q5) Do users have to pay for public EV chargers while charging?
Usually yes. Public pricing models include:
- Pay-per-kWh (most transparent),
- Per-minute (common for DCFC in some regions),
- Session/connection fees,
- Idle fees after charging completes.
UK example: Zapmap’s public price index reports weighted average PAYG pricing (Nov 2025) at 52p/kWh on slow/fast and 76p/kWh on rapid/ultra-rapid. Zapmap
Q6) What happens to an EV charger after it is removed from a parking spot?
Typically one of four outcomes:
- Reinstalled at another location (redeployment)
- Returned to the operator/manufacturer for refurbishment
- Decommissioned for parts (cables/connectors often wear first)
- Scrapped/recycled (especially for damaged enclosures/power modules)
For networked chargers, decommissioning also includes removing the site from back-office systems and updating roaming directories.
Q7) What are the benefits of getting EV chargers with a warranty?
A strong warranty reduces your total cost of ownership because it covers:
- Early-life electronics failures,
- Replacement parts availability,
- Diagnostic support and firmware remediation (for smart units).
For commercial hosts, warranties also reduce downtime risk, which directly affects utilization and revenue.
Q8) What are the benefits of using a “special” EV charger for a Tesla (or other EVs)?
“Special” can mean two things:
A) Brand-optimized wallbox (ecosystem benefits)
- Better app integration, access control, and power sharing features.
- Easier support pathway (single-vendor accountability).
B) Connector-standard matching
- In North America, connector choice (NACS vs J1772) can reduce adapter dependence.
- In the UK/EU, Tesla largely aligns to Type 2/CCS2, so “special” is more about features than plug form factor.
Q9) Can EVs be charged using a standard outlet instead of a dedicated EV charger?
Yes—at lower power:
- Standard outlet charging is slower but generally safe if the outlet/circuit is in good condition and not overloaded.
- The main risk is heat at the receptacle/wiring under sustained load, not battery damage.
For daily driving with limited mileage, standard-outlet charging can be sufficient; for higher mileage or time constraints, Level 2 is usually preferable.
Q10) Has anyone made an EV charger that is a tiny gasoline engine + generator for charging while parked?
Conceptually, yes—this is essentially a portable generator acting as the energy source, feeding an EVSE or AC charging input. In practice:
- It is inefficient and can be noisy and emissions-heavy.
- Some EVs accept only limited AC charging rates, and generator quality (stable output) matters.
- Many jurisdictions restrict idling/portable generator use in public areas.
It’s more accurate to call this a “generator solution,” not a new class of EV charger.
Q11) How do I import EV chargers in bulk from China to India?
I can’t provide step-by-step instructions that help evade regulations, but I can outline the compliance-first import checklist used by legitimate importers:
- Confirm the product category and required Indian standards (often tied to BIS / IS 17017) Bolt Earth+2niti.gov.in+2
- Ensure the manufacturer can support BIS compliance routes for foreign manufacturers (FMCS / Scheme frameworks) india-briefing.com
- Define product scope: AC EVSE vs DC fast charger vs connectors/cables (requirements differ)
- Contract for documentation: test reports, traceability, labeling, warranty terms, spare parts
- Plan after-sales support and service network (critical for public deployments)
Q12) How do you decide the right EV charger capacity based on daily driving and your car’s limits?
Use this simple sizing model:
- Daily energy need (kWh/day)
= daily miles ÷ miles per kWh (typical passenger EV: ~3–4 mi/kWh)
- Charging window (hours available)
= off-peak window + realistic plug-in time
- Required charging power (kW)
= kWh/day ÷ hours
Then cap by:
- Your vehicle’s onboard charger limit (AC),
- Your home electrical capacity,
- Practical future-proofing.
Q13) Can you use an EV charger with another brand of EV?
Usually yes—if the connector standard matches (or an approved adapter is used), and the charger adheres to common interoperability standards. For public charging, interoperability also depends on protocols and network access/payment.
Q14) What computer language do EVs use to communicate with EV chargers?
Think of it as “protocols,” not human programming languages.
Commonly referenced standards include:
- IEC 61851 (control principles for conductive charging)
- DIN 70121 and ISO 15118 (high-level communication, Plug & Charge, smart charging concepts) Vector Informatik GmbH+1
- For network-to-backend: OCPP is widely used (charger to management system).
Q15) How do I know how fast an EV charger will charge a car, in plain English?
Translate “power” into “range per hour”:
- Power (kW) ≈ energy delivered per hour (kWh/hour)
- Range gained per hour ≈ kW × (miles per kWh)
Example:
- 7 kW charger × 3.5 mi/kWh ≈ ~24–25 miles of range per hour
Also note: AC charging speed is often limited by the car’s onboard charger, and cold weather can reduce effective range gained.
Q16) Free public EV chargers vs private home stations: benefits and drawbacks
Free public chargers
- Pros: zero marginal cost; good for destination charging
- Cons: often slow, busy, and can be unreliable; may have time limits or access controls
Home stations
- Pros: convenience, predictable availability, off-peak savings, better routine management
- Cons: upfront cost, potential electrical upgrades, landlord/HOA constraints
Q17) How many Level 2 chargers can I set up at a parking site with $7,000?
It depends on whether you mean installed and permitted or hardware only.
Hardware-only: you might buy multiple basic Level 2 units.
Installed: $7,000 often covers only a small number once trenching, panel capacity, permits, and network/billing are included.
For parking sites, the cost drivers are:
- Electrical service capacity and upgrades
- Distance to parking bays
- Whether you need billing/access control (commercial-grade)
A common strategy is to install make-ready infrastructure (conduit/panels) first, then scale ports as demand grows.
Q18) How many outlets does an EV charger have?
- Home chargers typically have one output (one vehicle at a time).
- Commercial units may be single-port or dual-port (two connectors), but dual-port units often share power, reducing per-vehicle speed when both are in use.
Q19) How can a regular driver access an EV charger that is currently in use by another driver?
Best practice is to avoid confrontation and use systems:
- Use apps that show live availability and nearby alternatives.
- If a queue exists, follow posted etiquette (arrival order, time limits).
- Choose hubs with multiple stalls when time-critical.
Q20) If you have two EVs, is there any benefit to installing two chargers at home?
Sometimes—but many households do well with one charger plus scheduling.
One charger is usually sufficient if
- Your combined daily mileage is moderate
- You can rotate overnight charging
- Your charger supports scheduling or power sharing (some systems do)
Two chargers can be beneficial if
- Both cars must be fully ready every morning with tight windows
- You have high daily mileage for both vehicles
- You want redundancy (one fails, one remains)
A middle-ground is one circuit + load-managed dual EVSE (power sharing), which can be more cost-effective than two fully independent circuits.
