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Commercial EV Charger Installation
Level 1 needs an outlet. Level 2 needs a plan. The charger is the easy part. Whether the service can carry it alongside the air conditioning and the dryer is the real question.
Commercial EV Charger Installation in O’Fallon and across St. Charles, St. Louis, Lincoln and Warren counties.
Owner-operated: the person who answers the phone is the person who measures it.
5.0 from 94 Google reviews · BBB A+ since 2022
What this work actually involves
The charger is mounted where the cable actually reaches the car, which sounds obvious and is the most common complaint about other people’s work.
First the reading, then the explanation, then the repair scoped to what was actually found. If that turns out smaller than the job you called about, that is what you are charged for.
Work needing a permit gets one and work needing an inspection is left ready for it. There is no handoff between whoever quotes and whoever fixes, because they are the same person.
When people call about this
- A panel with no spare double-pole space
- A garage with no dedicated circuit
- Wanting a second charger
- A charger moved from an old house
Why people choose Clint for it
The diagnosis and the repair are the same person’s work, which is why the explanation you get is first-hand rather than relayed.
Five point zero from 94 Google reviews, A+ with the BBB since December 2022, and seventeen years in the trade behind it.
Where this is done
Out of O’Fallon across five jurisdictions: St. Charles County, St. Louis County, St. Louis City, and Lincoln and Warren counties. About fifty miles in any direction.
See the full service area, or the rest of our ev charging work.
What happens when you change cars
Connectors and charging rates change; the circuit does not. A properly sized 240 volt circuit with the right receptacle outlives several cars, and most of what changes is the unit on the wall.
That argues for a receptacle rather than a hardwired unit where the code and the charger allow it, because swapping a plug-in charger is a ten minute job and swapping a hardwired one is a service call.
Where the charger goes and why it costs what it does
The run from the panel to the parking spot is usually the larger part of the install. A charger on the far side of a finished garage is a different job from one on the panel wall, and an attached garage is a different job from a detached one.
So the route gets walked before anything is priced: what it passes through, whether existing cavities can carry it, and whether the cable will reach the car’s port with slack on the side it actually parks.
The three answers before a service upgrade
Charging load is the most common reason a house suddenly looks short on capacity, and a service upgrade is only one of three honest answers. The other two are a smaller charger that still fills the car overnight, and load management that shares capacity with the range or dryer.
The load calculation decides which, and you see it. Both alternatives are code-compliant and both are cheaper than new service.
What the car actually needs from the house
A Level 2 charger is a continuous load, which means the circuit is sized at 125 percent of the charger’s draw rather than to its nameplate. A 48 amp charger therefore wants a 60 amp circuit, and that is the number that has to fit inside what the service already carries.
Where it does not fit, there are usually two honest answers before a service upgrade: a smaller charger that still fills the car overnight, or load management that lets the charger share capacity with the range or the dryer. Both are cheaper than new service and both are code-compliant. You get the load calculation either way.
What makes this harder in older housing stock
Across this metro the recurring complications are predictable: no equipment ground, aluminum branch wiring from the mid-seventies, knob-and-tube buried in blown-in insulation, panels that have been added to several times, and splices in places the code has not allowed for decades.
Those turn a simple job into a decision about scope. The decision gets put to you with the reading behind it rather than made quietly and billed.
“Clint did an excellent job installing two bathroom exhaust fans. He installed high-quality fans that were far superior to the ones I had purchased from a big box store. I highly recommend his services.”
David Hinners · Google review
How the visit goes
- The call
Which car, which charger, and where it parks. Those three answers decide most of the install before anyone visits.
- The measurement
A load calculation against the existing service, plus the run from the panel to the parking spot and what it passes through.
- The finding
Either the service carries it, or load management lets it share, or a service upgrade is genuinely needed. You hear which, with the number behind it.
- The work
Dedicated circuit sized for continuous duty, disconnect where the code and the inspector expect it, charger mounted so the cable reaches with slack, and a test charge before anyone leaves.
What the job includes
- Load calculation to confirm the service can carry the charger
- A dedicated circuit sized for continuous duty, on its own breaker
- Charger mounted where the cable reaches the car with slack to spare
- Disconnect where code and the inspector expect it
- Permit and inspection where required
- Conduit for a second charger while the wall is open, if you want it
What it does not
- Supplying the charger itself, unless you ask
- Utility rebate paperwork, though we will tell you what exists
- Charging network accounts and apps
Anything that is not an electrical problem gets identified as such and handed on. There is a gallery of finished jobs, and a form if that is easier than calling.
Related ev charging work
Commercial EV Charger Installation across the metro
Where the house is changes what the work involves. What an inspector looks at first differs by address here, which shapes the job as much as the house does.
St. Louis City
Much of this stock is two and four family, which means shared services and panels that are rarely labeled accurately.
Lincoln County
Rural properties where the panel is fine and the two hundred foot run to the barn is the actual job.
Warren County
Newer builds beside older farm properties, with outbuildings and well pumps that town panels never see.
Thirty towns across five jurisdictions, all on the service areas page.
Questions worth asking first.
Can my panel handle a charger?
Often yes. The load calculation checks what the house already runs against the service rating. Where it is tight, load management lets the charger share capacity instead of forcing an upgrade.
Level 1 or Level 2?
Level 1 plugs into a standard outlet and adds a few miles an hour, which suits short commutes. Level 2 needs its own circuit and fills a car overnight. The honest answer depends on your daily miles.
Do I need a 60 amp circuit for a 48 amp charger?
Yes. Charging is a continuous load, so the circuit is sized at 125 percent of the charger’s draw. That is also why dialing the charger back is often what keeps a house off a service upgrade.
What do your reviews say?
5.0 from 94 Google reviews, and A+ accreditation with the BBB held since 2022. The reviews are on the reviews page with links to where each was posted.
Who actually shows up?
Clint Ehman. Infinity Electric is owner-operated, so the person who answers the phone is the person who measures your panel and pulls the permit. There is no dispatcher and no commissioned salesman.
Worth a call before it gets worse.
Heat, a smell or a repeated trip is the house reporting something real. Commercial EV Charger Installation in O’Fallon and across the metro.
Mon-Thu 8-5 · Fri 8-4 · Sat 10-3. A written note works too.