“Do I need Level 2 at all?”
Bring your car’s model, your typical daily miles, and how long it sits parked overnight. The Department of Energy says Level 1 charging from a regular outlet meets many drivers’ daily needs if it’s on a dedicated branch circuit near where you park. EPA puts Level 1 at roughly 3 to 5 miles of range per hour and Level 2 at roughly 25 to 40. Also ask what your car can actually accept: EPA notes that a car limited to 30 amps on Level 2 gains nothing from an 80-amp charger.
“Will you do a load calculation, not just look for an open slot?”
Room for a breaker and spare capacity are different things. EPA says a load calculation is how an electrician tells whether the panel can take a charger, and that a 200-amp panel with two empty slots likely can, while 100-amp service is often enough, depending on what else the house runs. Tell the electrician about anything else you’re planning, like a heat pump or a second EV, so the math covers it.
If capacity is tight, ask about the alternatives EPA and the Building America Solution Center describe before agreeing to a panel or service upgrade: a lower-powered Level 2 charger, or an energy management device that slows or pauses charging when the house is using a lot of power. The Solution Center warns that a service upgrade involves the utility and can take months, so ask early whether one is likely. If your lights already dim when the furnace or AC starts, mention it; our guide on dimming lights at motor startup explains why that matters. For an older panel, see when a panel should be evaluated for replacement.
“What size charger, what size circuit, and is it listed?”
Ask the quote to state both the charger’s output and the breaker size. EV charging counts as a continuous load, so the breaker must be at least 125% of the charger’s rating; EPA’s example is a 40-amp charger on a 50-amp circuit. EPA also notes that chargers drawing 48 amps or more usually must be hardwired. Ask for the exact model number and confirm it’s certified by a nationally recognized testing lab such as UL or ETL. Ask whether it will be hardwired or plugged in, and what ground-fault protection the setup needs, especially outdoors.
“Where will it go, and what gets opened up?”
Ask about cable reach, mounting height and the wiring route. Outdoor equipment must be rated for outdoor use, and cable should be stored so it isn’t a trip hazard. Ask which walls, ceilings or concrete will be opened, whether trenching is involved, and who patches what. Until the new circuit is in, don’t charge through an extension cord or multiplug adapter; the U.S. Fire Administration says to plug Level 1 equipment directly into the outlet.
“Who pulls the Philadelphia permit, and does it qualify as an EZ permit?”
A new circuit needs an Electrical Permit, and a licensed electrical contractor must do the work. Since July 1, 2026, a contractor applying for any permit that includes an EV charger must have Electric Vehicle Infrastructure Training Program (EVITP) certification on file, so ask for the certification number along with the license number. Philadelphia also requires the owner or the owner’s agent to hire a licensed electrical inspection agency, so ask who books and pays for inspections.
The City’s EZ permit standard for EV chargers lets a charger at a one- or two-family home go through without electrical plans or a separate building permit, but only if the job meets its conditions. Ask your electrician about these:
Off-street parking: a charger on private property, including a rear driveway, needs a zoning permit showing approved off-street parking. Many rowhomes park on the street, and a charger in the public right-of-way needs Streets Department and Art Commission approval and plans.
Historic or floodplain property: the EZ route doesn’t apply, without prior approval, to buildings the Philadelphia Historical Commission lists as historic, or to properties in the Special Flood Hazard Area.
Equipment details: the charger needs its own individual branch circuit fed from the main panel, a cord no longer than 25 feet unless it has a listed cable management system, and a readily accessible disconnect if it’s rated over 60 amps.
Our guide to which electrical work needs an L&I permit covers the rest of the permit process. A separate PECO service application may also be required. Ask who coordinates it. In Bucks and Montgomery counties, ask the electrician to confirm the permit and inspection process with your township or borough.
“What will I get when the job is done?”
Get a written scope that lists the charger, circuit, any panel or load-management work, wall or concrete repairs, and permit and inspection items separately, so you can compare quotes line by line. At handover, ask for the manual, the charging current setting, and the passed inspection record. Don’t use a charger with obvious damage. Have it checked first.