Choose in sequence, not by headline power. Five questions — who stops, how long they stay, how much energy each stop must add, what your supply can feed, and what the budget allows — rule one class in or out. Most businesses land on Level 2 as the base load, with DC fast charging added only at stops the sequence proves are short.
Key Takeaways
- Choose by sequence: who stops, how long, how much energy, what the supply feeds, what the budget allows.
- Level 2 (7–19 kW, DOT bands) fails only genuinely short stops; DC fast (50–350 kW) earns its cost only where drivers wait on the charge.
- The DOE-cited U.S. cost gap is structural, so supply and budget are measured steps, not afterthoughts.
- The common landing is both, phased: Level 2 first for records, DC where the short-stop case is proven.
The Five Questions, in Order
| Step | The question | What the answer rules in or out |
|---|---|---|
| 1 | Who stops here — staff, guests, customers, the public? | Known users on a routine point to Level 2; strangers on journeys raise the DC question |
| 2 | How long does each stop last? | Stays of an hour or more let Level 2 finish; stops under roughly half an hour cannot use it |
| 3 | How much energy must a stop add? | Energy divided by stay length gives the power the stop requires — often well inside Level 2 |
| 4 | What can the site’s supply feed, alongside the building? | A measured ceiling — DC ratings above it are a supply project, not a purchase |
| 5 | What does the budget allow per connector? | The DOE-cited cost gap decides how many points of each kind the site can open with |
Each answer disciplines the next: starting at step 5 buys hardware before the dwell at step 2 is known — the expensive order.
The Two Classes the Sequence Chooses Between
In the U.S. DOT’s typical bands, Level 2 delivers 7–19 kW — about 10–20 miles of range per hour — while DC fast charging delivers 50–350 kW, about 180–240 miles per hour. The full comparison is in our comparison of charging levels, and the hardware distinction in our explainer on whether EV chargers are AC or DC. One consequence matters: Level 2 spreads its energy across the whole stay, so it only fails a genuinely short stop; DC concentrates its energy into minutes, so it earns its cost only where drivers wait on the charge.
Steps 4 and 5: Supply and Money
DOE-cited U.S. figures put public Level 2 at about $3,500 equipment plus $2,500 installation per connector, and DC fast charging at about $38,000–$90,000 equipment plus $20,000–$60,000 installation per unit. Reference figures, not quotes — but the gap is structural: DC asks the supply for a far larger connection. That is why step 4 is a measurement: a licensed electrician assesses spare capacity, and the utility’s written answer decides what DC rating is realistic. Our breakdown of what commercial chargers cost covers the hardware side.
The Usual Landing: Both, in Phases
For many businesses the sequence ends in a mix: Level 2 across the long-stay bays first — building the session records that prove or disprove the short-stop case — and DC later where records show drivers waiting. Supply works are built once, sized for the full plan, while the DC hardware waits for evidence. The site layout follows the same order: evidence first, hardware second.
The Two Classes in the EVDANCE Range
On the Level 2 side, the EV-AC03201T dual-connector AC station — two Type 2 connectors, up to 43 kW shared (22 kW per connector), OCPP 1.6J, RFID, IP54, its touchscreen a display — is built for the long-stay base load. On the DC side, EVDANCE’s EV-RHDC30K-L is compact DC at 22 kW with OCPP 1.6J and IP54 — below the DOT fast band, for hour-plus stops where AC is too slow but corridor DC buys nothing. Corridor-class ratings sit outside this range; a sequence landing there should be quoted across the wider commercial charging market.
Frequently Asked Questions
Can I start with Level 2 and add DC fast charging later?
Yes — the phased landing the sequence usually produces.
Build supply and groundworks once, sized for the full plan, and let the first phase’s session records show whether a short-stop case exists before DC hardware is bought.
Is DC fast charging always better for a public-facing site?
No. It is better only where stops are short and drivers wait on the charge. Where cars park for hours, DC’s power finishes early and idles.
What if my supply cannot support DC at all?
Then the sequence has answered itself: Level 2 now, on the existing connection, and DC only as part of a supply project the utility has priced in writing. A smaller connection constrains the class, not the offer.
Related Reading
- Level 1 vs Level 2 vs DC Fast Charging: A Practical Comparison
- Are EV Chargers AC or DC?
- How Much Do Commercial EV Chargers Cost?
- Where to Install an EV Charging Station: Site Selection Guide
