Business EV Charger: Prices and Comparison 2026

Three forces are converging. First, the French Mobility Law (LOM) mandates electrical pre-wiring in certain company car parks. The obligation is real, not optional^[1]. Second, on-site charging costs around €0.19/kWh, versus €0.35–0.60/kWh on the public network^[2]. Across a fleet, that gap adds up to thousands of euros a year, and a Greenway fuel and charging card lets you manage EV charging alongside every other mobility expense. Third, on-site charging directly feeds CSR and CSRD reporting: every clean kWh substituted for fossil fuel is another data point in your carbon footprint.

In practice, an on-site charger turns a volatile cost centre (fuel) into something predictable and manageable. It is also a retention benefit that never appears on a payslip yet has a real impact on how employees actually use electric vehicles. For those looking to go further on fleet management once vehicles are electrified, our comparison of fleet management software fills in the rest of the picture.

The total price has two components: the hardware (the charger itself: €400 to €1,700 for a consumer wallbox, considerably more for commercial-grade equipment) and installation (€700 to €2,000 in labour, more if the electrical panel or grid connection needs upgrading). The ranges below are ex-VAT, installation included, and are drawn from pricing published by manufacturers and installers^[3][4]:

AC 7.4–22 kW (wallbox): the "office" charge, parked for 4 to 8 hours. Budget €2,000 to €4,000 ex-VAT per point. This is the right fit for employees' vehicles that stay on-site all day. DC 50 kW (rapid): €20k to €40k, for a 30–60 minute charge; relevant for fleets doing back-to-back runs. DC 150 kW (ultra-rapid): €50k to €100k, reserved for high-intensity use or transit charging. Beyond power output, costs also rise with the number of points (cable runs, panels, load sharing) and civil works.

Two types of players share the market. Manufacturers (Schneider, Legrand, Wallbox…) design and sell the hardware; you buy it, have it installed by a certified IRVE electrician, and operate it yourself. Charge point operators (CPOs) such as Zeplug, IZIVIA, TotalEnergies and Driveco install and operate the infrastructure at their own cost: you pay no upfront hardware cost, just a subscription and a per-kWh rate. This "third-party financing" model effectively replaces the tax credit once it expires^[9].

In the DC rapid charging segment, ABB and Siemens primarily equip motorway service areas, while DBT (French, Hauts-de-France region) and Alfen (Dutch) target ultra-rapid installations. DBT claimed ~10% of all charge points installed in France in 2022^[10]. The prices above cover hardware only: add installation (€700–€2,000) and, in some cases, an electrical panel upgrade^[11].

Greenway does not manufacture chargers — and that is precisely the point. Whatever manufacturer or operator is installed in your car park, the Greenway mobility card manages charging the same way it manages fuel: kWh per driver, spending limits, cost allocation, all consolidated (petrol, electric, toll, expense reports) in the fleet management back-office. Once your car park is equipped, the brand of charger is not the issue: the issue is avoiding a separate "electric" silo sitting next to your existing fuel silo.

The headline incentive is the EV charger tax credit: 75% of costs, capped at €500 per charger, for equipment paid for in 2025^[5]. A critical caveat: this scheme ends on 1 January 2026^[6]. Any company deciding in 2026 needs to rethink the numbers without this relief, a strong argument for budgeting the installation before the deadline, or for negotiating a third-party financing arrangement where an operator installs the charger and invoices a subscription.

On top of that, the reduced VAT rate of 5.5% on electricity for EV charging is a permanent benefit that lowers the ongoing cost per kWh^[7]. On depreciation, a business charger typically pays for itself over roughly ten years^[8]: the upfront cost is significant, but the marginal cost of each kWh charged stays very low. To see how this investment fits alongside other sustainable mobility schemes, the Sustainable Mobility Allowance (FMD) is worth considering in parallel.

Power output follows dwell time: vehicle parked all day? A 7–11 kW unit is enough. Fleet returning from runs with fast turnaround? Rapid DC becomes relevant. Next comes the question of the installer: IRVE regulations require a certified installer above a certain power threshold, and that certification is also a condition for accessing some incentives. Finally, management (billing per user, kWh tracking, integration into expense reports or accounting software) is often what separates a charger that is "installed" from one that is actually operated. That is where the investment makes sense: without management, you recreate in electric the same spending dispersion you already have with fuel.

For fleets that want to avoid this pitfall, a multi-network fuel card paired with EV charging consolidates all mobility spend (petrol, electric, toll) into a single back-office via the Greenway fleet management platform.