Solar panels in Spring Farm

As an estimate, a 6.6kW system starts from $7,410, a 10kW system starts from $10,300 and a 13.2kW system starts from $11,250 (with battery prices starting from $4,290), with the STC discount for postcode 2570 already taken off (incl. GST for metro areas; regional areas subject to freight and travel costs). Those are starting estimates for a straightforward install, not a fixed price. Homes here are new, so installs are usually simple. The decision that matters is size, and if there is an EV in the picture the honest answer is rarely 6.6kW.

Spring Farm is in STC Zone 3, rating 1.382. In 2026 a 10kW system creates 69 certificates, worth roughly $2,622 off the price, and a 13.2kW system 91 certificates, roughly $3,458. The discount shrinks each January until the scheme ends in 2030, and the exact amount depends on the certificate market on your installation date.

Less than most people assume. On the figures this site uses, an EV takes about 16 kWh per 100km, so a 40km round-trip commute is roughly 6.4 kWh a day. At Sydney's average of 4.1 kWh per kW per day, that is about 1.6kW of extra panels to cover the driving — two or three panels, not a second roof. The catch is timing rather than quantity: that only works if the car is plugged in during daylight, which for a commuter household means charging at weekends, or a charger that can be scheduled.

If an EV is likely within a couple of years, do the wiring now even if the charger comes later. The expensive part is the cable run from the switchboard to the garage wall, and doing it while an electrician is already on site with the board open costs a fraction of a separate visit. Our 10kW package is pre-wired for a battery and a charger for exactly this reason. If the car is years away or uncertain, a conduit and a spare circuit are enough to keep your options open.

Charging from your own roof is almost always cheaper, because the alternative is buying power at the retail rate while your exports earn a fraction of it. Overnight off-peak rates are the next best thing and genuinely useful when the car has to charge at night — but they are still power you buy. The best arrangement for most households here is a scheduled charger doing most of its work in daylight, with an off-peak window as the fallback. A battery changes the maths again, because it lets daytime generation charge the car after dark.

The distribution network that owns the poles and wires in your street approves it — not your retailer — and we lodge the application for you. That network also decides how much your system may export: on a flexible export connection, eligible customers can send up to 10kW per phase back to the grid most of the time, while a fixed export limit caps exports at 1.5kW. A charger is a load rather than a generator, so it does not come out of your export allowance — though a larger three-phase charger has its own connection requirements.

Yes. We cover the whole 2570 postcode, including Cawdor, Camden Park, Bickley Vale, as well as Camden and Oran Park. The pricing, the process and the connection paperwork are the same right across it.