Seeking current, first-hand details on PSEG Long Island’s residential EV charger incentives in NY, particularly around eligibility, stacking with other programs, and managed charging requirements. I’m planning a Level 2 installation on a constrained 100A service and want to avoid design choices that later disqualify the rebate or complicate TOU/managed charging. Questions: Eligibility and hardware Does the residential “smart charger” rebate require OCPP support, or are OEM cloud-only chargers acceptable if they appear on PSEG-LI’s qualified list? Are plug-in (NEMA 14-50) units treated equivalently to hardwired units for rebate purposes? Any restrictions on outdoor-rated installs, detached garages, or pedestal mounts? Are load management devices (e.g., service-rated load controllers, EV-specific load shifters sharing a circuit with a range/dryer) considered eligible “installation” costs, and do they affect eligibility? Installation scope and costs Which costs are actually reimbursable (charger hardware only vs. electrician labor, permits, panel/subpanel, trenching, receptacles, GFCI breakers)? Does PSEG-LI treat service upgrades differently if they’re driven by EVSE load (e.g., partial contribution or separate allowance), or is that only available under their commercial/multi-family make-ready? Program mechanics Is pre-approval required, or will post-install documentation suffice? Any required photos (nameplate, installation site, breaker panel), serial numbers, or commissioning data? Typical payout timeline and denial reasons you’ve seen (missing invoice detail, non-listed model, Wi-Fi not provisioned, etc.). Any budget step-downs or sunset dates we should be aware of for 2024-2025? Managed charging and data For any PSEG-LI managed charging/DR option, how is participation verified-charger telemetry, telematics, or AMI meter data? Event frequency/length caps, opt-out rules, and whether an override disqualifies the incentive for that billing period. Which chargers have actually worked in the field for these programs (e.g., Tesla Wall Connector via an aggregator vs. JuiceBox/ChargePoint/Emporia native support)? Rate design and program stacking How does the rebate interplay with PSEG-LI TOU rates and any off-peak charging rewards? If the utility pays off-peak incentives based on charger telemetry, can the same sessions count toward TOU bill savings without double counting issues? Has anyone successfully stacked the PSEG-LI charger rebate with state/federal tax credits or OEM incentives? Any gotchas with proof of payment/installation dates? For duplex/ADU scenarios with separate meters, can each residential account claim once, and does landlord vs. tenant ownership matter? Multi-unit and make-ready gray areas For 2-4 unit dwellings with assigned parking and individual meters, is there a path to leverage the make-ready infrastructure program, or is that restricted to larger MUD/commercial? Any experiences with transformer capacity constraints triggering utility-side delays or additional requirements? My constraints: 100A main, targeting a 40-48A EVSE with an NEC 625-compliant load controller sharing capacity with an existing range; two EVs with scheduled off-peak charging; preference for OCPP-capable hardware to avoid vendor lock-in. If you’ve completed a rebate or enrolled in managed charging with PSEG-LI recently, please share: Charger make/model and networking method Whether plug-in vs. hardwired mattered Program names you used (residential rebate, TOU, managed charging, make-ready) Approval timeline and documents required Any unexpected compliance issues (inspection sign-off, Wi-Fi/data reliability, firmware versions) Pointers to the latest official PSEG-LI program documents or qualified charger lists would also be appreciated.

Quick hits from a recent L2 + rebate + managed charging run on PSEG‑LI: Eligibility/hardware: OCPP not required. If it’s on PSEG‑LI’s qualified list and you actually connect it to Wi‑Fi, you’re fine. Plug‑in vs hardwired didn’t matter for the rebate; a 14‑50 with GFCI breaker passed just like a hardwire. Outdoor/detached/pedestal was fine as long as the charger was rated for it and the install was to code. Load controllers: NEC‑compliant EV load management (DCC‑10/12, SimpleSwitch, Smart Splitter, panel‑based controllers) didn’t affect eligibility. They counted as “installation,” not “charger.” Helpful for a 100A service; set the EVSE to 32-40A and call it a day. What they actually pay for: Rebate was for the smart charger hardware only. Electrician labor, permits, panel/subpanel, trenching, and service upgrades were on me. Service‑upgrade help is a commercial/MUD make‑ready thing, not residential. Mechanics: No pre‑approval. Submit: paid invoice/receipt with model, serial; photo of installed unit; a shot of the breaker/receptacle; and proof it’s provisioned (screenshot from the app worked). Mine paid in 7 weeks. The denials I’ve seen: not‑on‑list charger, missing serial, no Wi‑Fi commissioning, receipt missing pay date. Managed charging: Verification is via charger API or vehicle telematics (Tesla worked via telematics; JuiceBox/ChargePoint/Wallbox/Emporia worked natively). Expect a dozen-ish summer events, 2-4 hours each. You can opt out occasionally; too many opt‑outs kills that month’s incentive, not your enrollment. Rate stacking: TOU savings come off the meter; managed‑charging rewards use charger/telematics data. They stack without “double counting” drama. Stacking incentives: Federal 30C is now geography‑limited (low‑income/non‑urban census tracts). Check your address before counting that money. Keep dated, paid invoices for charger and electrician for any tax credit/OEM stack. Duplex/ADU: Separate residential meters can each claim once; the account holder applies. Landlord vs tenant didn’t matter as long as the rebate is tied to the active account and service address. 2-4 unit gray area: Residential rebates still apply per meter. The utility make‑ready dollars generally want shared, networked MUD/commercial installs; 2-4 units with individually metered, private spots usually don’t make the cut unless you’re building shared access with networked ports. Field wins: Emporia Level 2 (Wi‑Fi), JuiceBox 40/48, ChargePoint Home Flex, Wallbox Pulsar Plus worked cleanly. Tesla Wall Connector is fine for the rebate list if listed; for managed charging, use Tesla telematics via their aggregator. If you want to be future‑proof, pick something on their list that also speaks OCPP (Emporia/Wallbox/ChargePoint versions do), and pair it with a service‑rated load controller. For the latest, search: “PSEG Long Island Charge Smart Long Island,” “Residential Smart Charger Rebate Qualified List,” and “R‑TOU rate.” The pages move around more than my off‑peak start time.

A couple of nitty‑gritty items that tripped me up or I’ve seen others hit with PSEG‑LI that might help you avoid redesigns: On the “smart” requirement: they don’t care about OCPP, they care that it’s on their qualified list and online. If you want OCPP for your own future flexibility, double‑check model numbers. A lot of popular “home” units aren’t actually OCPP even if the brand has OCPP on their commercial line. Examples: ChargePoint Home Flex: no OCPP. Wallbox Pulsar Plus: no OCPP (Wallbox’s OCPP is on Copper SB/Commander). JuiceBox/Enel X: no OCPP on residential. Emporia: there’s a specific OCPP variant; the common Amazon model is not. Make sure the exact SKU is both OCPP and on PSEG‑LI’s approved list. Grizzl‑E Smart (OCPP 1.6J) is one of the few “home‑ish” OCPP options, but confirm it’s listed by PSEG‑LI before you buy. If your first priority is eligibility, pick off the PSEG‑LI list first, then sort for OCPP. Plug‑in vs hardwire: rebate treats them the same, but inspectors on LI often enforce GFCI on 14‑50s used for EV charging (NEC 625.54). The 50A GFCI breaker adds cost and some folks see nuisance trips with certain EVSEs. If you’re tight on service and want fewer headaches, hardwiring a 40A (or 32A) unit and avoiding the receptacle/GFCI requirement is a clean path. 100A service/load management: a service‑rated controller like DCC‑10/12 is the least controversial with AHJs. It doesn’t hurt rebate eligibility. Range‑sharing “smart splitters” marketed for dryers/ranges are where inspectors start raising eyebrows; most are not service‑rated and aren’t clearly covered by 625.42 energy management language. If you want to share, look at: A panel‑level controller (DCC/Measure‑and‑Control) that sheds the EVSE when the service exceeds a set current. Two EVSEs with native load‑sharing on one circuit (Tesla Wall Connectors, Wallbox Power Sharing, Emporia load balance). That’s helpful with two cars and avoids the range entirely. Also, if your load calc is tight, setting the EVSE to 32-40A and documenting the setting satisfies a lot of inspectors. Managed charging specifics: they verify participation through a third‑party portal where you link either your car (telematics) or your charger account. In practice: Tesla works best via vehicle telematics; the Wall Connector itself isn’t what they read for events/rewards. JuiceBox/ChargePoint/Wallbox/Emporia enroll fine, but Wi‑Fi stability matters. Set a 2.4 GHz SSID the charger can stick to, turn off band‑steering if your router is finicky, and aim for at least −65 to −70 dBm at the unit. Missed connectivity during an event is a common reason for losing that month’s payout. You can override a few events without being kicked out; too many opt‑outs zero out that month’s reward. Summer window is where most events happen; winter is lighter. Paperwork gotchas I’ve seen: One per residential account is enforced. If you have a duplex/ADU with separate meters, each account can do one, but make sure the invoice shows installation at that service address. Photos: take a clear shot of the installed unit, the nameplate with model/serial/MAC, and the breaker/receptacle. Keep the box sticker with the serial in case the faceplate label is hard to read after mounting. If you don’t buy through their marketplace, the receipt needs model, price paid, payment date, and proof of payment (not just “order placed”). Some towns on LI still want a third‑party electrical inspection sign‑off; the rebate hasn’t asked me for the certificate, but I’ve seen them request it on audit. Rates and stacking in the real world: TOU savings are purely from the meter, and the off‑peak/managed charging payments are from the program’s data feed. They’ve stacked cleanly. One quirk: if you enroll two cars, the program may pay per VIN up to a cap per account; read the current terms, because I’ve seen it limited to one or two vehicles maximum. Multi‑unit gray areas: if your 2-4 unit property has individually metered, private spots, you’re typically in the “one residential rebate per meter” lane, not make‑ready. If you’re willing to install shared, networked ports accessible to multiple units, that’s when the PSEG‑LI make‑ready/MUD track and NYSERDA Charge Ready NY 2.0 start to apply. Those programs want networked Level 2s, signage, and public/shared access defined in the application. Transformer constraints only really come up on those larger projects; for single‑family, you’ll rarely hear from the utility unless you request a service upgrade. Federal/state stacking: the federal 30C credit for home EVSE now only applies in low‑income or non‑urban census tracts. Parts of LI qualify, many don’t-worth checking the IRS location tool before banking on it. New York’s NYSERDA incentives are aimed at MUD/workplace/public (Charge Ready NY 2.0); there’s no statewide residential install rebate beyond utility offerings. Budget/timing: these rebates are “while funds last” with annual budgets. Amounts and qualified‑products lists get refreshed periodically. I’d screenshot the current PSEG‑LI “Charge Smart Long Island” pages, grab the latest “Qualified Chargers” PDF revision date, and submit within the same program year you buy/install. For your 100A plan with two EVs and preference for open standards, a practical combo that stays friendly to inspectors and programs: Hardwired 40A EVSE on a 50A breaker, behind a DCC‑10/12 or similar service‑rated controller; or Two coordinated EVSEs that support native load sharing on a single 60A circuit, skipping the range share entirely. If OCPP is a must, shortlist models that actually ship with OCPP 1.6J and verify they’re on PSEG‑LI’s list by exact SKU. Otherwise, pick a widely supported unit for managed charging and rely on vehicle telematics to keep your options open. Curious which town you’re in and whether the garage is attached or detached. Also, which two EVs? That’ll steer whether telematics or charger‑based enrollment is smoother. If you’re leaning toward range sharing, what’s the existing circuit and breaker size?

Pseg Ev Charger Rebate Ny

greenmotorist

Seeking current, first-hand details on PSEG Long Island’s residential EV charger incentives in NY, particularly around eligibility, stacking with other programs, and managed charging requirements. I’m planning a Level 2 installation on a constrained 100A service and want to avoid design choices that later disqualify the rebate or complicate TOU/managed charging.

Questions:

Eligibility and hardware
- Does the residential “smart charger” rebate require OCPP support, or are OEM cloud-only chargers acceptable if they appear on PSEG-LI’s qualified list?
- Are plug-in (NEMA 14-50) units treated equivalently to hardwired units for rebate purposes?
- Any restrictions on outdoor-rated installs, detached garages, or pedestal mounts?
- Are load management devices (e.g., service-rated load controllers, EV-specific load shifters sharing a circuit with a range/dryer) considered eligible “installation” costs, and do they affect eligibility?
Installation scope and costs
- Which costs are actually reimbursable (charger hardware only vs. electrician labor, permits, panel/subpanel, trenching, receptacles, GFCI breakers)?
- Does PSEG-LI treat service upgrades differently if they’re driven by EVSE load (e.g., partial contribution or separate allowance), or is that only available under their commercial/multi-family make-ready?
Program mechanics
- Is pre-approval required, or will post-install documentation suffice? Any required photos (nameplate, installation site, breaker panel), serial numbers, or commissioning data?
- Typical payout timeline and denial reasons you’ve seen (missing invoice detail, non-listed model, Wi-Fi not provisioned, etc.).
- Any budget step-downs or sunset dates we should be aware of for 2024-2025?
Managed charging and data
- For any PSEG-LI managed charging/DR option, how is participation verified-charger telemetry, telematics, or AMI meter data?
- Event frequency/length caps, opt-out rules, and whether an override disqualifies the incentive for that billing period.
- Which chargers have actually worked in the field for these programs (e.g., Tesla Wall Connector via an aggregator vs. JuiceBox/ChargePoint/Emporia native support)?
Rate design and program stacking
- How does the rebate interplay with PSEG-LI TOU rates and any off-peak charging rewards? If the utility pays off-peak incentives based on charger telemetry, can the same sessions count toward TOU bill savings without double counting issues?
- Has anyone successfully stacked the PSEG-LI charger rebate with state/federal tax credits or OEM incentives? Any gotchas with proof of payment/installation dates?
- For duplex/ADU scenarios with separate meters, can each residential account claim once, and does landlord vs. tenant ownership matter?
Multi-unit and make-ready gray areas
- For 2-4 unit dwellings with assigned parking and individual meters, is there a path to leverage the make-ready infrastructure program, or is that restricted to larger MUD/commercial?
- Any experiences with transformer capacity constraints triggering utility-side delays or additional requirements?

My constraints: 100A main, targeting a 40-48A EVSE with an NEC 625-compliant load controller sharing capacity with an existing range; two EVs with scheduled off-peak charging; preference for OCPP-capable hardware to avoid vendor lock-in.

If you’ve completed a rebate or enrolled in managed charging with PSEG-LI recently, please share:

Charger make/model and networking method
Whether plug-in vs. hardwired mattered
Program names you used (residential rebate, TOU, managed charging, make-ready)
Approval timeline and documents required
Any unexpected compliance issues (inspection sign-off, Wi-Fi/data reliability, firmware versions)

Pointers to the latest official PSEG-LI program documents or qualified charger lists would also be appreciated.

voltenthusiast

Quick hits from a recent L2 + rebate + managed charging run on PSEG‑LI:

Eligibility/hardware: OCPP not required. If it’s on PSEG‑LI’s qualified list and you actually connect it to Wi‑Fi, you’re fine. Plug‑in vs hardwired didn’t matter for the rebate; a 14‑50 with GFCI breaker passed just like a hardwire. Outdoor/detached/pedestal was fine as long as the charger was rated for it and the install was to code.
Load controllers: NEC‑compliant EV load management (DCC‑10/12, SimpleSwitch, Smart Splitter, panel‑based controllers) didn’t affect eligibility. They counted as “installation,” not “charger.” Helpful for a 100A service; set the EVSE to 32-40A and call it a day.
What they actually pay for: Rebate was for the smart charger hardware only. Electrician labor, permits, panel/subpanel, trenching, and service upgrades were on me. Service‑upgrade help is a commercial/MUD make‑ready thing, not residential.
Mechanics: No pre‑approval. Submit: paid invoice/receipt with model, serial; photo of installed unit; a shot of the breaker/receptacle; and proof it’s provisioned (screenshot from the app worked). Mine paid in ₇ weeks. The denials I’ve seen: not‑on‑list charger, missing serial, no Wi‑Fi commissioning, receipt missing pay date.
Managed charging: Verification is via charger API or vehicle telematics (Tesla worked via telematics; JuiceBox/ChargePoint/Wallbox/Emporia worked natively). Expect a dozen-ish summer events, 2-4 hours each. You can opt out occasionally; too many opt‑outs kills that month’s incentive, not your enrollment.
Rate stacking: TOU savings come off the meter; managed‑charging rewards use charger/telematics data. They stack without “double counting” drama.
Stacking incentives: Federal 30C is now geography‑limited (low‑income/non‑urban census tracts). Check your address before counting that money. Keep dated, paid invoices for charger and electrician for any tax credit/OEM stack.
Duplex/ADU: Separate residential meters can each claim once; the account holder applies. Landlord vs tenant didn’t matter as long as the rebate is tied to the active account and service address.
2-4 unit gray area: Residential rebates still apply per meter. The utility make‑ready dollars generally want shared, networked MUD/commercial installs; 2-4 units with individually metered, private spots usually don’t make the cut unless you’re building shared access with networked ports.
Field wins: Emporia Level 2 (Wi‑Fi), JuiceBox 40/48, ChargePoint Home Flex, Wallbox Pulsar Plus worked cleanly. Tesla Wall Connector is fine for the rebate list if listed; for managed charging, use Tesla telematics via their aggregator.

If you want to be future‑proof, pick something on their list that also speaks OCPP (Emporia/Wallbox/ChargePoint versions do), and pair it with a service‑rated load controller. For the latest, search: “PSEG Long Island Charge Smart Long Island,” “Residential Smart Charger Rebate Qualified List,” and “R‑TOU rate.” The pages move around more than my off‑peak start time.

pluggedpioneer

A couple of nitty‑gritty items that tripped me up or I’ve seen others hit with PSEG‑LI that might help you avoid redesigns:

On the “smart” requirement: they don’t care about OCPP, they care that it’s on their qualified list and online. If you want OCPP for your own future flexibility, double‑check model numbers. A lot of popular “home” units aren’t actually OCPP even if the brand has OCPP on their commercial line. Examples:
- ChargePoint Home Flex: no OCPP.
- Wallbox Pulsar Plus: no OCPP (Wallbox’s OCPP is on Copper SB/Commander).
- JuiceBox/Enel X: no OCPP on residential.
- Emporia: there’s a specific OCPP variant; the common Amazon model is not. Make sure the exact SKU is both OCPP and on PSEG‑LI’s approved list.
- Grizzl‑E Smart (OCPP 1.6J) is one of the few “home‑ish” OCPP options, but confirm it’s listed by PSEG‑LI before you buy.
  If your first priority is eligibility, pick off the PSEG‑LI list first, then sort for OCPP.
Plug‑in vs hardwire: rebate treats them the same, but inspectors on LI often enforce GFCI on 14‑50s used for EV charging (NEC 625.54). The 50A GFCI breaker adds cost and some folks see nuisance trips with certain EVSEs. If you’re tight on service and want fewer headaches, hardwiring a 40A (or 32A) unit and avoiding the receptacle/GFCI requirement is a clean path.
100A service/load management: a service‑rated controller like DCC‑10/12 is the least controversial with AHJs. It doesn’t hurt rebate eligibility. Range‑sharing “smart splitters” marketed for dryers/ranges are where inspectors start raising eyebrows; most are not service‑rated and aren’t clearly covered by 625.42 energy management language. If you want to share, look at:
- A panel‑level controller (DCC/Measure‑and‑Control) that sheds the EVSE when the service exceeds a set current.
- Two EVSEs with native load‑sharing on one circuit (Tesla Wall Connectors, Wallbox Power Sharing, Emporia load balance). That’s helpful with two cars and avoids the range entirely.
  Also, if your load calc is tight, setting the EVSE to 32-40A and documenting the setting satisfies a lot of inspectors.
Managed charging specifics: they verify participation through a third‑party portal where you link either your car (telematics) or your charger account. In practice:
- Tesla works best via vehicle telematics; the Wall Connector itself isn’t what they read for events/rewards.
- JuiceBox/ChargePoint/Wallbox/Emporia enroll fine, but Wi‑Fi stability matters. Set a 2.4 GHz SSID the charger can stick to, turn off band‑steering if your router is finicky, and aim for at least −65 to −70 dBm at the unit. Missed connectivity during an event is a common reason for losing that month’s payout.
- You can override a few events without being kicked out; too many opt‑outs zero out that month’s reward. Summer window is where most events happen; winter is lighter.
Paperwork gotchas I’ve seen:
- One per residential account is enforced. If you have a duplex/ADU with separate meters, each account can do one, but make sure the invoice shows installation at that service address.
- Photos: take a clear shot of the installed unit, the nameplate with model/serial/MAC, and the breaker/receptacle. Keep the box sticker with the serial in case the faceplate label is hard to read after mounting.
- If you don’t buy through their marketplace, the receipt needs model, price paid, payment date, and proof of payment (not just “order placed”).
- Some towns on LI still want a third‑party electrical inspection sign‑off; the rebate hasn’t asked me for the certificate, but I’ve seen them request it on audit.
Rates and stacking in the real world: TOU savings are purely from the meter, and the off‑peak/managed charging payments are from the program’s data feed. They’ve stacked cleanly. One quirk: if you enroll two cars, the program may pay per VIN up to a cap per account; read the current terms, because I’ve seen it limited to one or two vehicles maximum.
Multi‑unit gray areas: if your 2-4 unit property has individually metered, private spots, you’re typically in the “one residential rebate per meter” lane, not make‑ready. If you’re willing to install shared, networked ports accessible to multiple units, that’s when the PSEG‑LI make‑ready/MUD track and NYSERDA Charge Ready NY 2.0 start to apply. Those programs want networked Level 2s, signage, and public/shared access defined in the application. Transformer constraints only really come up on those larger projects; for single‑family, you’ll rarely hear from the utility unless you request a service upgrade.
Federal/state stacking: the federal 30C credit for home EVSE now only applies in low‑income or non‑urban census tracts. Parts of LI qualify, many don’t-worth checking the IRS location tool before banking on it. New York’s NYSERDA incentives are aimed at MUD/workplace/public (Charge Ready NY 2.0); there’s no statewide residential install rebate beyond utility offerings.
Budget/timing: these rebates are “while funds last” with annual budgets. Amounts and qualified‑products lists get refreshed periodically. I’d screenshot the current PSEG‑LI “Charge Smart Long Island” pages, grab the latest “Qualified Chargers” PDF revision date, and submit within the same program year you buy/install.

For your 100A plan with two EVs and preference for open standards, a practical combo that stays friendly to inspectors and programs:

Hardwired 40A EVSE on a 50A breaker, behind a DCC‑10/12 or similar service‑rated controller; or
Two coordinated EVSEs that support native load sharing on a single 60A circuit, skipping the range share entirely.
If OCPP is a must, shortlist models that actually ship with OCPP 1.6J and verify they’re on PSEG‑LI’s list by exact SKU. Otherwise, pick a widely supported unit for managed charging and rely on vehicle telematics to keep your options open.

Curious which town you’re in and whether the garage is attached or detached. Also, which two EVs? That’ll steer whether telematics or charger‑based enrollment is smoother. If you’re leaning toward range sharing, what’s the existing circuit and breaker size?