36007 9th Ct SW, Federal Way, WA 98023
Monday - Friday 08:00 AM - 05:00 PM
EV Charging Installation
Level 2 chargers, Tesla Wall Connectors, and 240V outlets. Permitted, inspected, and installed by a Washington licensed electrical contractor based in Federal Way.
We install home EV chargers out of 36007 9th Ct SW, so the truck that pulls into your driveway did not drive down from Seattle to get there. Most of the charger work we do sits within fifteen minutes of the shop. Marine Hills, Twin Lakes, Steel Lake, Redondo, the older places off Dash Point Road, and out toward Auburn, Des Moines, and Milton.
Before we quote anything, somebody opens your panel and looks. That single step decides whether this is a two hour install or whether your service needs work first, and it is not something anyone can tell you honestly over the phone. Plenty of Federal Way houses are still on a 100 amp service that was generous in 1978 and is not generous now.
Washington electrical contractor license #ELECTEL765MN. Licensed, bonded, and insured.
What you get
Every EV charger install we quote in Federal Way covers all of this. There is no version where we do part of it and leave the rest to you.
Level 2 charging
The cord that came in your trunk is a Level 1 charger. If you drive twenty miles a day and the car sits overnight, that is honestly fine. Nobody needs to sell you anything.
The problem shows up when your commute gets longer, when a second EV lands in the driveway, or when you come home at 8pm with fifteen percent left and need the car ready by six. Level 1 cannot dig you out of that. A Level 2 charger runs on 240V, the same voltage as your dryer or range.
One thing worth knowing before you buy the biggest unit on the shelf: your car sets the ceiling, not the charger. Some vehicles top out at 32 amps or 40 amps on AC no matter what you feed them. We will ask what you drive before we recommend an amperage, because paying for a 60 amp circuit that your car cannot use is money set on fire.
This comes up on nearly every estimate, so here is the honest version rather than the sales version.
Hardwiring removes the plug from the equation. It is required above 48 amps, it is the better answer for anything mounted outdoors in our weather, and it eliminates the loose contact failure mode entirely.
You plug the charger in, and if you move house or replace the unit, you unplug it and take it with you. Tesla’s Mobile Connector and most portable Level 2 units use one.
Heat cycling loosens contacts. We have replaced a number of scorched 14-50s that a homeowner or a handyman installed with a device rated for occasional RV use rather than for six hours of continuous load every night.
Current code also wants GFCI protection on a 14-50 used for vehicle charging, and that protection sometimes fights with the ground fault detection already built into the charger. The result is nuisance tripping at two in the morning. Hardwiring sidesteps the whole argument.
If you want a 240V outlet for an EV charger rather than a hardwired unit, we will install one properly. We just want you to choose it knowing what the tradeoff is.
Tesla
We install a lot of Tesla equipment, and it comes up more than anything else on our Google reviews.
The Wall Connector hardwired on a 60 amp circuit runs at 48 amps and adds around 44 miles of range per hour on a Model 3 or Model Y. Tesla’s Universal Wall Connector carries both a NACS and a J1772 connector on the same unit, which is worth considering if the household has one Tesla and one of everything else.
If you would rather run a NEMA 14-50 and use the Mobile Connector, that works too. It charges at 32 amps, roughly 30 miles per hour of range, and it comes with the car.
Wall Connectors also support power sharing. If you are putting in two units and your service will not carry both at full output, they can be linked so they split the available capacity instead of forcing a panel upgrade. We set that up regularly, and it has saved more than one Federal Way homeowner several thousand dollars.
When a Wall Connector stops working, the fault is usually not in the box on the wall. What we find most often is the feed. A lug that was never torqued to spec, a breaker that has been slowly cooking, a neutral or ground that was landed wrong by whoever did the original install.
If the diagnosis lands on the charger itself rather than the circuit, we will tell you to go through Tesla’s warranty rather than paying us to swap a unit you can get replaced for nothing.
Burning smell, sparking, or a breaker that will not reset should not wait. That is an emergency electrical call, and we answer around the clock.
Panel capacity
This is the question the estimate actually turns on, and it is where most of the surprises live.
A Level 2 charger is a continuous load. Code makes us size the circuit at 125 percent of the charger’s rating, so a 40 amp charger needs a 50 amp breaker and a 48 amp charger needs a 60 amp breaker. That capacity has to exist in your service alongside everything else already running.
A house built here in the 1970s or early 1980s on a 100 amp service, with electric heat and an electric water heater, is frequently already close to the line. Add a charger and it will not pass a load calculation. There are three ways out of that, and we will price whichever fits.
A device that lets the charger use whatever capacity is spare and back off when the dryer and the oven come on. Cheaper than rebuilding the service, and for most households it is invisible in daily use because the car charges overnight anyway.
A 32 amp unit still delivers roughly 25 miles of range an hour. For most driving patterns that is more than enough, and it may fit inside your existing service without any other work.
The right call if you are also looking at a heat pump, an induction range, or a second EV. We run the load calculation first, coordinate the meter work with Puget Sound Energy, and leave you capacity for what comes next.
We tell you which of the three you are looking at during the estimate, standing in front of your panel. Not after the truck is unloaded.
Pricing
Anyone who quotes you a firm number over the phone is guessing, and guesses go up once the crew arrives. What we can do is tell you what moves the price.
A panel in the garage ten feet from the charger is the cheap version. A panel on the far side of the house, or a run out to a detached garage, means conduit, trenching, and heavier wire to hold the voltage up over the distance.
Fishing through finished drywall and insulation takes longer than surface conduit in an unfinished garage.
An empty double slot is free. A full panel needs a subpanel or a service upgrade.
And the amperage you settle on, which we size to your car rather than to the biggest unit on the shelf.
We can supply it or install one you already bought. We do not mark equipment up to steer you toward a brand.
Alex writes every estimate himself after walking the property, and the number he gives you is the number you pay.
Request an estimatePermits, rebates, and credits
Two things on this topic changed recently, and a lot of contractor pages have not caught up.
A new 240V circuit for a charger requires an electrical permit in Washington. In Federal Way that permit and the inspection go through the Washington State Department of Labor and Industries rather than the city, since Federal Way is not one of the jurisdictions that runs its own electrical inspection program.
We pull it, we schedule the inspection, and we stay with it until it passes. You do not deal with any of that.
People do skip this, and it is worth understanding what skipping it costs. Unpermitted electrical work can be excluded from a homeowners insurance claim if a fire starts anywhere near it. It shows up during a sale, and it holds up closing while somebody figures out who is paying to correct it. And an installation nobody inspected is an installation where a mistake gets found by the wiring rather than by an inspector.
Section 30C, the Alternative Fuel Vehicle Refueling Property Credit, covered 30 percent of a home charger installation up to $1,000. It was originally written to run through 2032, but the 2025 budget act pulled the expiration forward. It applied to equipment placed in service through June 30, 2026, and it is no longer available.
If a contractor is still advertising it, that tells you something about the contractor. The IRS page on the credit lays out the dates.
The PSE rebate is still there. Puget Sound Energy’s Up and Go Electric home charging program offers a rebate on a qualifying Level 2 charger, with a larger rebate and additional help toward installation costs for income qualified households. The requirements are specific:
Current amounts and the qualifying product list are on PSE’s rebate page. We will tell you at the estimate whether the unit you are considering is on that list. It is a short conversation that can be worth a few hundred dollars, and it is easier to have before you buy the charger than after.
Equipment
We are not tied to a brand and we do not mark equipment up to steer you somewhere. If you have already bought a unit, we will install it. If you want a recommendation, we will give you one based on your car, your panel, and whether the charger is going indoors or out.
Our process
Someone walks the property, opens the panel, and measures the run before quoting.
Free and itemized. No trip charge, no dispatch fee.
And schedule the work around you. Most single charger installs finish in one visit.
We book it and stay with it. That is when the job is finished, not before.
Service area
We are based in Federal Way and most of our charger work happens close to home, but we cover a wider area across King, Pierce, and Snohomish County.
Looking for a licensed electrician in Federal Way for something other than a charger? We also handle panels, rewires, lighting, outlets, remodels, and new construction.
Meet your project lead
Owner and CEO, ElectON Enterprise
Alex writes every estimate himself. He walks the property before quoting, so the figure you get reflects what is actually in the wall rather than a description over the phone, and he stays your point of contact through the permit, the work, and the final inspection. Nothing gets handed off to a project manager you have never spoken to.
One of our Google reviews describes a NEMA 14-50 for a Tesla that had to be in that same week, with the permit and inspection handled start to finish and the crew arriving at 8am as scheduled. Another describes Alex phoning ahead to say when the inspector was due. Small things. They are also the things homeowners tell us the last contractor never did.
Questions we get asked
Straight answers about cost, permits, panels, and Tesla equipment.
Not seeing your question? Describe what you drive and where the charger needs to go, and we will tell you what the job involves.
Call (253) 508-7529It depends on the distance from your panel to where the charger goes, whether your panel has spare capacity, and whether you are hardwiring or installing a 240V outlet. A short run from a garage panel is the low end. A run out to a detached garage, or a service upgrade first, costs more. We quote it in writing after looking at the panel, at no charge, and the number does not move unless you change the job.
We do. ElectON Enterprise is based at 36007 9th Ct SW in Federal Way, licensed in Washington under #ELECTEL765MN, and rated 5.0 on Google. Call (253) 508-7529 and we will get you on the schedule. Because we are local rather than dispatching down from Seattle, most Federal Way estimates happen within a day or two.
Yes. A new 240V circuit requires an electrical permit, and in Federal Way it goes through Washington L&I rather than the city. We pull the permit, book the inspection, and stay with it until it passes. Unpermitted work can void an insurance claim and will surface when you sell the house.
Not always. It depends on your existing service size and what else is running on it. Plenty of 200 amp panels take a charger with room to spare. A 100 amp service with electric heat often will not pass a load calculation with a 48 amp charger added, but a lower amperage unit or a load management device frequently solves it for far less than a service upgrade. We run the calculation before quoting so you find out which case you are in up front.
Yes. A NEMA 14-50 gives you flexibility if you expect to change chargers or move. We install an industrial grade receptacle rather than the cheap part, because a plug carrying 40 amps for six hours a night is a very different job from a plug used by an RV twice a summer. For outdoor locations and for anything above 48 amps, we recommend hardwiring instead.
Most single charger installs are done in one visit, commonly three to five hours. Long runs, trenching to a detached garage, subpanels, or a service upgrade extend that. The inspection is scheduled separately and does not require you to be without power.
Yes, hardwired on a 60 amp circuit for the full 48 amp output, or on a lower amperage circuit if that is what your panel or your car supports. We also install the Universal Wall Connector, which carries both NACS and J1772 on one unit, and we set up power sharing when two units have to live on one service.
Usually the fault is in the circuit rather than the unit. Loose lugs, a failing breaker, or heat at a connection upstream will make a Wall Connector throw a fault or drop to a reduced charge rate. We diagnose the circuit under load, check the connections, and read what the unit is actually reporting. If the charger itself has failed and it is still in warranty, we will tell you to go to Tesla rather than charging you to replace it.
The federal 30C credit ended on June 30, 2026, so it is no longer available for new installations. The Puget Sound Energy rebate on a qualifying Level 2 charger is still running, with a larger amount for income qualified households. The charger has to be on PSE’s prequalified list, so it is worth checking before you buy one.
Roughly 20 to 44 miles of range per hour, depending on the amperage of the circuit and what your car’s onboard charger accepts. Your vehicle sets the ceiling. Some cars cap at 32 or 40 amps on AC no matter how large a charger you hang on the wall, which is why we ask what you drive before recommending an amperage.
Yes. Anything on a J1772 or NACS connector. Ford, Rivian, Hyundai, Kia, Chevrolet, BMW, Volvo, Volkswagen, and the rest. The circuit is the same job. Only the connector changes.
Yes, and we do it often. It usually means a trench, direct burial or conduit, and sometimes a subpanel at the far end. We size the conductor for the length of the run so you are not losing voltage on the way out there, which is the mistake we most often find when we are called to fix somebody else’s work.
Tell us what you drive and where the charger needs to go. You will get a written, itemized estimate with no trip charge and no dispatch fee, and the price we quote is the price you pay.
ElectON Enterprise · 36007 9th Ct SW, Federal Way, WA 98023 · Washington electrical contractor license #ELECTEL765MN · Licensed, bonded, and insured
