In 2026, bidirectional charging is still not supported by most new EVs. Full V2H/V2G capability is available only in a subset of brands (examples include BMW, Mercedes-Benz, Volvo, Honda, and Nissan), and availability often depends on specific hardware, firmware, and utility or energy-partner programs. (The Mobility House, EV Charge Show, EVCandi) At Energy Solutions, we track model releases, charger standards, and pilot programs across 30+ countries. This guide turns marketing buzzwords into actual numbers on backup runtime, grid revenue, and hardware requirements.
What You'll Learn
- Why Bidirectional Charging Matters for Grids and Homes
- 2026 Landscape: Which Brands and Models Support V2H, V2G, and V2L?
- Key Use Cases: Backup Power, Tariff Arbitrage, and Grid Services
- Economics: Savings and Revenue Potential by Scenario
- Hardware, Standards, and Policy Requirements
- Battery Health and Warranty Considerations
- FAQ: Real-World Reliability and Availability
Why Bidirectional Charging Matters for Grids and Homes
Electric vehicles are not just loads—they are mobile batteries parked 90–95% of the time. If even a fraction of them can export power safely, they become a flexibility resource that rivals utility-scale storage.
Bidirectional capability unlocks three layers of value:
- V2L (Vehicle-to-Load): Power tools, events, or appliances directly from the car.
- V2H (Vehicle-to-Home): Whole-home backup or bill optimisation behind the meter.
- V2G (Vehicle-to-Grid): Aggregated grid services like frequency response and peak shaving.
Energy Solutions Insight
In 2025 pilot programs we analysed in the UK, Netherlands, Japan, and California, households with V2H/V2G-enabled EVs earned a median of $420–$780 per year from grid services and bill savings—before factoring in the resilience value of backup power during outages.
2026 Landscape: Which Brands and Models Support V2H, V2G, and V2L?
Capabilities vary widely by brand, market, and charging standard. In practice, V2G and V2H are still largely pilot-based, and availability is limited by the local grid, utility programs, and interconnection rules. (The Mobility House, EnergySage)
Selected 2026 EV Models with Bidirectional Capabilities
| Brand / Platform | Example Models | Max Export Power | Supported Modes | Markets with Active Programs |
|---|---|---|---|---|
| Hyundai / Kia (E-GMP) | Ioniq 5/6, EV6, EV9 | 3.6 kW V2L, up to 10 kW V2H (select markets) | V2L, emerging V2H pilots | EU, UK, Korea, Australia |
| Ford | F-150 Lightning, Mustang Mach-E (select trims) | 9.6–11.5 kW V2H | V2H, backup power, early V2G pilots | US, Canada |
| Nissan (CHAdeMO / CCS) | Leaf, Ariya | 3.7–7.4 kW residential, higher in commercial | V2H and V2G (mature ecosystem in Japan/EU) | Japan, EU, UK |
| VW Group (MEB) | ID.4/5, ID. Buzz (2025+ firmware) | Up to 10 kW (planned) | V2H initially, roadmap to V2G | Germany, Nordics, Netherlands |
| Chinese OEMs (BYD, SAIC, others) | Various SUVs and sedans | 2.2–6.6 kW V2L typical | V2L widely, early V2H pilots | China, ASEAN, LatAm |
Global EV Models with Bidirectional Capability (2022–2026)
Key Use Cases: Backup Power, Tariff Arbitrage, and Grid Services
Most early adopters care about backup power first, then bill optimisation, then grid revenue. Typical patterns in 2025 pilots:
- Homes use V2H primarily for outages 3–10 times per year, and to avoid peak tariffs.
- Fleets prioritise demand charge management and fast-response frequency services.
- Public V2G remains niche, limited to structured pilots around depots and bus fleets.
Economics: Savings and Revenue Potential by Scenario
Revenue can look attractive in marketing slides, but depends heavily on tariffs, incentives, and utilisation. Below is a simplified comparison for a 77 kWh EV in a time-of-use market.
Illustrative Annual Value from Bidirectional Charging (Homeowner, 77 kWh EV)
| Use Case | Typical Annual Export / Shifted Energy | Average Value per kWh | Gross Annual Value | Net Benefit After Hardware & Fees |
|---|---|---|---|---|
| Backup Power Only | Minimal (test events only) | Not monetised | -- | Value mostly in avoided outage costs and comfort. |
| Time-of-Use Arbitrage (V2H) | 1,200–1,800 kWh/year | $0.10–$0.18/kWh differential | $140–$320/year | $80–$250/year after inverter and program fees. |
| Full V2G Program | 2,000–3,000 kWh/year equivalent | $0.15–$0.30/kWh (capacity + energy) | $300–$750/year | $250–$650/year after charges, assuming good utilisation. |
*Illustrative only; based on blended results from pilots in the UK, Netherlands, California, and Japan with moderate participation.
Enrolled V2G Capacity in Pilots and Programs (Global, 2022–2030)
Share of V2X Use Cases in 2025/2026 Pilots (by Number of Sites)
Hardware, Standards, and Policy Requirements
To move electrons out of the car safely, three layers must line up:
- The vehicle: Onboard electronics and firmware that support bidirectional power flow.
- The charger / inverter: Either DC bidirectional charger (CHAdeMO/CCS/NACS) or AC systems with certified islanding protection.
- The contract: Interconnection agreements, tariffs, and aggregator platforms.
Regulators are starting to provide clarity, but rules vary by country and even by utility. Some markets still treat any export from a vehicle as if it were a mini power plant, with the same paperwork and delays.
Battery Health and Warranty Considerations
Every extra cycle you run for grid services adds wear, but the impact is often overstated. Our modelling across common NMC packs suggests that:
- Running small depth-of-discharge cycles (10–20%) at moderate C-rates has limited incremental degradation.
- High-power exports in hot climates can increase degradation if thermal management is weak.
- OEMs are gradually updating warranties to explicitly allow approved V2H/V2G programs under certain limits.
As of late 2025, most mainstream OEM warranties still exclude "unapproved" grid export activity. Joining utility-backed or OEM-partnered programs is the safest way to avoid disputes.