60 questions, real answers.

It depends on dwell time. If vehicles park for 4+ hours (workplace, hotel, multifamily), you want Level 2 — typically 7.7–19.2 kW. If vehicles park 20–60 minutes (corridor, retail, fleet quick-turn), you want DC fast — 50 kW or higher. If your service entrance can't support DC fast and the utility upgrade is too slow, XEYAR battery-buffered lets a 100A service drive up to 720 kW. Talk to our team if your scenario doesn't fit cleanly into one of those buckets.

Match charger speed to dwell time. Level 2 adds roughly 15–80 miles of range per hour and is right when vehicles dwell 4+ hours. DC fast adds roughly 100–300 miles in 30 minutes and is right when vehicles dwell under an hour. Buying DC fast for a workplace where cars sit 8 hours wastes capital; buying Level 2 for a corridor stop wastes drivers' time. Read our deep-dive on choosing chargers by dwell time.

Start with three numbers: how many EV-driving people will use the site daily, average dwell time per vehicle, and how many hours per day the chargers can be in use. As a rough rule for workplace Level 2: one port for every 4 EV-driving employees works at typical 8-hour shifts. For public DC fast: one port for every 25–40 daily sessions assuming 30-minute average sessions. Send us your site profile and we'll size it specifically.

Level 2 wallbox: $700–$2,500 hardware, $1,500–$5,000 install. Level 2 pedestal: $1,500–$4,000 hardware, $3,000–$8,000 install. DC fast 50–180 kW: $25,000–$80,000 hardware, $40,000–$200,000+ install (most variability is utility service and concrete work). XEYAR battery-buffered avoids the major utility upgrade and brings DC fast install closer to $60,000–$120,000 all-in. Get a real quote for your site.

TCO is what matters, not sticker. A $1,500 Level 2 with a $30/month network fee costs $1,500 + $3,600 over 10 years — $5,100. A $2,200 charger with no monthly fee costs $2,200 over 10 years. Cheaper hardware also tends to have higher failure rates, less mature firmware, and limited OCPP compatibility. Our pricing includes eMÖTEN CMS at $0/month on every MÖTEN charger, so your TCO is hardware + install + electricity, period.

For new commercial Level 2 in 2026 and beyond, NACS is the safer long-term bet — most major automakers committed to it for North American vehicles starting in the 2024–2026 model years. Some operators are hedging with dual-port stations (one NACS, one J1772). For DC fast, both CCS1 and NACS are sold today; the right answer depends on which vehicles you serve. We sell both.

Buying makes sense when you have capital, want to keep operating costs low, and want full control. Leasing makes sense when capital is constrained, you'd rather operating-expense it, or you want a turnkey partner who handles maintenance. Buying with our hardware costs more upfront but TCO over 10 years is consistently lower because there's no monthly software fee on MÖTEN chargers. Lease deals from third parties commonly bury $30–$50/port/month in software and processing fees. Read the contract carefully.

Standard manufacturer warranty is 3 years on Level 2 hardware and 2 years on DC fast hardware, parts and labor, with on-site service in covered regions. Extended warranties to 5 or 10 years are available. The eMÖTEN CMS is included at $0/month for the hardware's lifetime on MÖTEN chargers — that's not a warranty term, that's the operating model. Read the warranty page for full terms.

If the site is open to the public and has 5+ ports, yes — at least one port must be ADA-compliant. Above 25 ports, the count of accessible ports scales proportionally. ADA compliance is not just about the charger; it includes the parking space dimensions, the path of travel, the reach height of the connector and screen, and signage. We'll spec ADA-compliant placement during site design.

Most current MÖTEN models meet Buy America Act component-level requirements; some are still working through certification. NEVI-funded projects have specific component-level thresholds (currently 55% by cost) that some lower-priced models don't yet meet. Tell us whether your funding source requires Buy America compliance and we'll quote only models that qualify.

Residential Level 2: 2–6 hours on install day, 1–3 weeks total including permit. Commercial Level 2 (single port): 1–2 days on site, 4–8 weeks total including permits and utility coordination. DC fast (single port): 1–3 weeks on site, 4–9 months total including utility service upgrade. XEYAR battery-buffered can compress DC fast timeline to 6–10 weeks because it usually doesn't trigger a service upgrade.

Yes, almost always. Any hardwired EV charger installation requires an electrical permit in nearly all US and Canadian jurisdictions. Some plug-in residential installs (NEMA 14-50 outlet existing) may not need additional permits, but the original outlet install did. Our Installation as a Service handles all permitting in your jurisdiction; if you're using your own electrician, confirm they pull the permit, not you.

Hardwired commercial installs require a licensed electrician in every US and Canadian jurisdiction we know of. Hardwired residential installs require one in most jurisdictions. Plug-in residential installs (NEMA 14-50) you can technically do yourself if the outlet already exists and meets code — but if it doesn't, the outlet install requires a licensed electrician. Doing it wrong voids charger warranties and homeowners insurance.

Sometimes. Wall-mounted chargers near an existing panel rarely need trenching. Pedestal chargers in parking lots almost always do — conduit from the building service to the pedestal pad. Trenching is the single biggest install cost variable; long runs across asphalt or concrete can add $20,000+ to a project. We map conduit paths during site assessment to give you an accurate quote.

Maybe. The math: total existing peak load + new charger load must fit under the service entrance's rated amperage. A 200A residential service can typically support one Level 2 wallbox without upgrade. A 400A commercial service can typically support 4–8 Level 2 ports or one 50 kW DC fast. DC fast at 150kW+ usually needs 480V three-phase service at 800A or higher. XEYAR battery-buffered exists specifically to skip this upgrade.

Residential Level 2: $1,500–$5,000 typical. Commercial Level 2 (per port): $3,000–$15,000. Commercial DC fast (per port, full install): $40,000–$200,000+, with most variability driven by utility service upgrade and trenching. The cheapest install is one where the panel has spare capacity, the charger location is close to the panel, and no concrete needs cutting. Get our site assessment for a real number.

Yes — with load management. Without load management, each Level 2 charger needs its own dedicated circuit per NEC Article 625. With load management (eMÖTEN CMS supports this on every MÖTEN charger), multiple chargers can share a circuit because the system coordinates so total draw never exceeds circuit capacity. This is the standard approach for multifamily and workplace deployments.

Yes. All MÖTEN commercial chargers are rated IP54 or higher (most are IP55/IP65) for outdoor use. Surge protection is included on commercial-grade models. In coastal or high-humidity regions we recommend the ACC (anti-condensation coating) upgrade. Operating temperature ranges typically −30°C to +50°C with derating outside that range.

Absolutely yes. Trenching during a paving project is incremental; trenching afterward means cutting the new asphalt. We routinely spec EV-ready conduit (empty conduit with pull strings, junction boxes at planned charger locations) during paving. The conduit is cheap; the trenching after-the-fact is not. Even if you don't install chargers for two more years, this saves significant cost.

Commissioning is the post-install checklist before going live: AHJ inspection passes, charger connects to CMS via OCPP, test sessions complete with billing flowing correctly, payment processor confirms, signage in place, ADA verification if applicable. Our installation team handles this end-to-end on MÖTEN-installed sites; on customer-installed sites we provide a remote commissioning session over video.

eMÖTEN CMS is our Charger Management System — the software that monitors and controls EV chargers. It handles session control, billing, payment processing, OCPP integration, firmware updates, fault reporting, load management, and analytics. eMÖTEN CMS is included at $0/month on every MÖTEN charger. Non-MÖTEN OCPP chargers can be added on paid tiers. See the product page.

There isn't one. Our model is: charger hardware sales fund CMS development. Network fees on competing platforms are typically 60–80% margin; we'd rather charge fair hardware prices and not nickel-and-dime customers monthly. The trade-off is the $0/month is for MÖTEN chargers. If you have a mixed fleet of MÖTEN and non-MÖTEN chargers, the non-MÖTEN ports are on a paid tier. Read the full reasoning in our blog post: Free CMS on every MÖTEN charger, explained.

Drivers can pay via mobile app, RFID card, or contactless credit card depending on the charger model. Payment flows through Stripe (default) or your processor of choice. Standard processor fees apply (typically 2.9% + $0.30 per transaction); we don't add a markup on top. Funds settle to your account on Stripe's standard schedule, typically T+2 days.

Both OCPP 1.6 (the dominant deployed version) and 2.0.1 (the current standard for new deployments). All MÖTEN chargers shipped after January 2024 ship with OCPP 2.0.1 firmware. Older units running 1.6 can be upgraded over the air. Read our deep-dive: OCPP 1.6 vs 2.0.1 — what changes.

Yes, on the paid tier. Any OCPP 1.6 or 2.0.1 compliant charger can connect to eMÖTEN CMS. Pricing is per port per month and varies by total fleet size and feature set. Many operators use this to consolidate from multiple legacy networks onto a single dashboard. Contact us for a quote on your specific fleet.

Yes — per kWh, per minute, flat-fee, time-of-use windows, member discount tiers, free for specific RFID groups, and combinations of these. You can also stack idle fees after a session completes to discourage parking after charging finishes. Pricing rules can be set per port, per location, or globally.

Yes, on enterprise tiers. Logo, color scheme, custom domain (e.g., charge.yourcompany.com), and custom email templates for receipts. The white label covers the operator dashboard; the driver-facing app uses MÖTEN branding by default but can be co-branded for high-volume deployments.

Yes. REST API for sessions, drivers, locations, billing, and analytics. Webhooks for real-time events (session start/stop, faults, payment success/failure). OAuth 2.0 authentication. Common integrations include accounting (QuickBooks, NetSuite), fleet management (Geotab, Samsara), and identity (Okta, Azure AD). Documentation is available on request.

Yes. iOS and Android. Drivers can find chargers, start/stop sessions, view session history, manage payment methods, and receive notifications. The app supports both MÖTEN-operated and partner network chargers via OCPI roaming.

Yes. CSV and Excel exports of all sessions, drivers, payments, and energy delivered, filterable by date, location, port, or driver group. Scheduled monthly exports can be emailed automatically. For utilities and regulators (e.g., LCFS credit reporting), specific export formats are supported.

The Section 30C Alternative Fuel Vehicle Refueling Property Credit currently provides up to 30% of qualifying EV charging equipment and installation costs, with per-property caps. Bonus tiers apply in low-income census tracts. Read our breakdown: Reading an EV rebate — five fields that matter. Always confirm current eligibility with a tax professional before relying on the credit for project economics.

Often, yes — but with rules. Federal 30C generally stacks with state and utility rebates. State and utility programs sometimes have anti-stacking language preventing double-dipping on the same equipment cost. The pattern that almost always works: federal credit + utility make-ready + state grant, where each covers a different cost line. Read each program's terms or have us help you map it.

NEVI is the National Electric Vehicle Infrastructure program — a US federal program providing $5 billion over five years to build a national EV charging network along major highways. State-administered with strict equipment, uptime, and reliability requirements. Most NEVI funding goes to corridor-adjacent sites (within 1 mile of a designated highway exit). If your site qualifies, the funding can cover up to 80% of project costs. Eligibility and equipment lists vary by state.

Start with the AFDC database (afdc.energy.gov), then search your specific utility's website for "electric vehicle charging" or "EV rebate." Most major investor-owned utilities have programs; many smaller cooperatives do too. Our rebates hub tracks the major US programs. Utility programs are often the most generous available because they're funded by ratepayers who benefit from off-peak EV charging.

Almost always you (the site host). Rebate programs are designed to ensure the funding goes to the actual owner-operator, so the application is in your name. We can supply the documentation you need: charger model and certification numbers, equipment cost, installation invoices, photographs after install. On larger projects we have partners who handle rebate filings as a paid service.

Tax credits (federal 30C): claimed on your tax return for the year of placed-in-service date; received at refund time. Rebates (most state and utility programs): typically 4–12 weeks after submitting documentation post-install. Grants (NEVI, some state programs): paid against milestones, often partial upfront. Don't budget your project assuming rebate cash arrives before you need to pay the contractor.

Yes. The federal 30C credit has a low-income census tract bonus that significantly increases the credit cap. Several state programs (California CALeVIP, New York Charge Ready NY) have similar structures. Eligibility is determined by the project address against current low-income census tract maps, which the IRS and state agencies publish. We can check your specific address.

Yes — and they're often more generous than commercial rebates. Multifamily-specific programs exist at the state level (California, New York, Massachusetts, Connecticut, Colorado, others) and from many utilities. They typically cover a higher percentage of cost and include make-ready work. Our rebates hub filters by multifamily eligibility.

Yes. ZEVIP (Zero Emission Vehicle Infrastructure Program) is the major Canadian federal program. We support customers applying through ZEVIP and provide all required equipment certifications. Provincial programs (e.g., SaveONenergy in Ontario, BC Hydro EV Ready) can stack with ZEVIP.

No, and you should be skeptical of anyone who does. Rebate eligibility depends on the program rules, your specific situation, application timing, available funds, and sometimes lottery-style queues for over-subscribed programs. We can confirm whether the equipment is on the eligible list and whether your site likely qualifies on the criteria we know about — but final approval is the program's call, not ours.

Less than people expect. Quarterly visual inspection (cable wear, screen damage, signage). Annual electrical inspection per local code. Connector cleaning if site traffic is heavy. Firmware updates happen automatically over the air. Most issues we see are vandalism (cut cables, broken screens) or third-party damage (vehicles backing into pedestals), which is what insurance is for.

MÖTEN-deployed sites consistently run above 98% uptime month over month. NEVI-eligible sites are required to maintain 97%+ uptime. The biggest uptime risks are network connectivity (cellular dropouts), payment processor outages, and physical damage. Our remote monitoring catches most issues before drivers notice.

We're notified automatically through OCPP fault codes. Tier-1 support attempts remote diagnosis and remote restart; ~60% of issues are resolved this way. If a truck roll is needed, on-site service in covered regions is typically same-day or next-day. Parts under warranty are shipped overnight. Service agreements covering non-warranty repairs and 24/7 response are available.

Chargers continue to deliver sessions to authorized users even when offline. Authorization for repeat users is cached locally; new-user authorization requires connectivity. Sessions queue locally and sync to the CMS when connectivity returns — no billing data is lost. Cellular backup is standard on commercial models; sites with poor cellular signal can use Ethernet or Wi-Fi as primary.

The CMS shows complete session telemetry — timestamps, energy delivered, peak power, payment status. For most disputes, sharing the session detail resolves it. The CMS supports refunds (full or partial) at the operator's discretion. Chargebacks initiated by the cardholder go through Stripe's standard dispute process; our session telemetry is usually decisive evidence.

File an insurance claim — commercial property insurance typically covers EV chargers as fixtures. We supply replacement parts and labor estimates for the claim. Cable replacement is the most common claim; full unit replacement is rare. Some operators install bollards to protect pedestals from vehicle impacts and security cameras to deter cable theft.

Yes — both charger firmware and the CMS dashboard, on a regular cadence. Firmware updates roll out via OTA typically quarterly, with security patches as needed. CMS dashboard updates are continuous (web app) and pushed without downtime. You can opt to delay non-critical firmware updates by up to 90 days through the CMS settings.

Chargers can be decommissioned, moved, or sold. The CMS supports unit transfer (sessions and history follow the unit). Physical removal is the reverse of installation — an electrician disconnects the unit, caps the conduit, and patches the mounting surface. Resale value depends on age and model; modern OCPP chargers retain most of their value.

The CMS dashboard shows utilization (% of time in use), energy delivered, revenue, top drivers, peak hours, and fault history. Reports can be filtered by location, port, driver group, or time range. PDF and CSV exports are available. For larger operators, the API supports building custom dashboards in Looker, Tableau, or similar tools.

Level 2 hardware: 10–15 years typical, longer with cable replacement. DC fast hardware: 8–12 years typical for the cabinet electronics; cables and connectors are higher-wear items expected to be replaced once or twice over the unit's life. Battery-buffered systems include a battery whose capacity degrades over time; expected battery service life is 10+ years before significant capacity loss.

Level 2 models: up to 80A (19.2 kW) on residential, up to 80A (19.2 kW) on commercial; some commercial models support 32A/40A as cost-optimized variants. DC fast: 50, 100, 150, 180, and 240 kW models, with select higher-power configurations available for fleet and corridor projects. Real-world speed depends on vehicle's accepted power and the state of charge — vehicles slow significantly above 80% SOC by design.

Level 2 models support both J1772 and NACS connectors depending on model — covering essentially all EVs sold in North America. DC fast supports CCS1 and NACS connectors. Vehicles with CHAdeMO (older Nissan Leaf, some commercial Mitsubishi) require an adapter or a CHAdeMO-equipped unit, which we can supply on request.

Cellular (4G LTE, 5G in available regions), Ethernet, and Wi-Fi. Cellular is standard on commercial models with embedded SIM and data plan included. Ethernet is preferred where available for reliability. Wi-Fi connectivity works but is less reliable for outdoor commercial sites — range is shorter outdoors than buyers often expect.

XEYAR sits between the grid and the chargers. The grid feeds the battery at the service entrance's rated power (e.g., 100A × 480V = 80 kW continuous). The battery feeds the chargers in bursts at much higher power (up to 720 kW). For drivers, the experience is identical to grid-tied DC fast. For the site owner, the service entrance never sees the burst load. Read the engineering deep-dive: XEYAR battery-buffered clusters — skip the panel upgrade.

Yes on OCPP 2.0.1-firmware DC fast units (most 2024+ models). Plug-and-charge requires both the charger and the vehicle to support ISO 15118; the charger has it, the vehicle has to too. Most 2024+ EVs support it; older vehicles fall back to RFID, app, or contactless.

V2G and V2H require bidirectional hardware and ISO 15118-20 vehicle support. We have a bidirectional DC fast model in pilot deployments today; it requires specific vehicle compatibility and a permitted interconnection agreement with the utility. Contact us if you have a specific V2G or V2H project.

Level 2: UL 2594, ENERGY STAR, FCC Class B, CSA where required, ADA-compliant variants available. DC fast: UL 2202, FCC, CSA where required. All commercial models have an IP rating of IP54 minimum. Specific model certifications are listed on each product page and downloadable spec sheet.

Yes. MÖTEN chargers ship with OCPP 1.6 and 2.0.1; both are open standards. You can point the charger at any compliant central system — ChargePoint, Driivz, Greenlots, EVConnect, AmpUp, custom self-hosted — via WebSocket URL configuration. The hardware is yours; the back-office choice is yours. eMÖTEN CMS is included at $0/month on every MÖTEN charger if you want it.

The session continues. Authorization is cached locally, energy delivery continues, and session detail records buffer locally for sync when connectivity returns. The driver sees no interruption. The CMS shows the session as "completed offline, syncing" until the buffered records arrive. No billing data is lost; no double-billing on reconnection.

Almost always yes. Single-phase DC fast chargers exist (mostly small fleet/depot units up to 30 kW) but anything 50 kW+ is three-phase. If your site is single-phase only, the options are: utility upgrade to three-phase, choose smaller chargers (high-power Level 2 instead of DC fast), or use battery-buffered to deliver high-power output from a smaller single-phase service.