The idea is tantalisingly simple: your electric car has a battery, your house needs power in the evening, why not use the car’s battery to run your house? It’s called vehicle-to-home (V2H) or vehicle-to-grid (V2G), and it could make home batteries partially redundant.

The technology exists. Some cars support it. But actually using it in Australia remains frustratingly difficult. Let me explain what’s holding things up.

What V2G and V2H mean

V2H (Vehicle-to-Home): Your EV battery discharges through a special bidirectional charger to power your house. Your car becomes a giant home battery.

V2G (Vehicle-to-Grid): Same concept, but the power flows back into the electricity grid. Your car participates in the grid like a virtual power plant.

V2L (Vehicle-to-Load): A simpler version where your car provides power through a plug (like a portable generator). Many current EVs support this — the Hyundai Ioniq 5, BYD Atto 3, and others have V2L outlets. Useful for camping or blackouts, but limited to about 3.6kW.

V2H and V2G are the big prizes because they integrate your car into your home energy system or the broader grid.

Which cars support bidirectional charging

As of early 2026, the cars with genuine V2G/V2H hardware support include:

• Nissan Leaf (CHAdeMO): The longest-standing V2G-capable car. But it uses CHAdeMO protocol, which is being phased out in Australia in favour of CCS.
• Hyundai Ioniq 5 / Kia EV6 / Genesis GV60: These have the hardware for V2H via CCS, but require a compatible bidirectional charger and software enablement that varies by market.
• BYD models (selected): BYD has been signalling V2G capability but full support in Australia is pending.
• Ford F-150 Lightning: Supports V2H natively in the US. Not officially sold in Australia.

Tesla has been notably absent from the V2G conversation. The Cybertruck was supposed to get V2H capability via a software update, but Tesla’s approach has been to sell you a Powerwall instead. The Model 3 and Model Y don’t support bidirectional charging.

The charger bottleneck

Even if your car supports V2G, you need a bidirectional charger. These are different from standard EV chargers — they need to convert power in both directions and safely synchronise with your home electrical system (or the grid).

Options in Australia are limited:

Wallbox Quasar 2: One of the few residential bidirectional chargers available. Supports CCS protocol, 11.5kW bidirectional power. Costs around $6,000-8,000 installed.

SMA EV Charger: Has bidirectional capability when paired with SMA home energy systems. More of a complete energy management solution than a standalone charger.

Various Japanese V2H systems: Available with CHAdeMO but becoming less relevant as the market moves to CCS.

The cost and limited availability of bidirectional chargers is a major barrier. A standard 7kW charger costs $800-1,500 installed. A bidirectional charger costs $6,000-8,000. That’s Powerwall territory.

The standards and regulation challenge

Australia’s electrical standards (AS/NZS 4777.2) govern how equipment connects to the grid. The current version accommodates battery storage systems but hasn’t fully addressed the specific characteristics of V2G — things like rapid connection/disconnection as a car arrives or leaves, managing state of charge for both driving and home use, and grid interaction during vehicle charging.

Revised standards are in development, but standards bodies move slowly. Until the standards are finalised, most network distributors are cautious about approving V2G installations. Some have pilot programs, but widespread approval is still coming. Companies like Team400 are working with energy firms on the AI coordination layer that will be needed to manage thousands of bidirectional vehicles interacting with the grid simultaneously.

The business case

Let’s assume you’ve got a compatible car, a bidirectional charger, and regulatory approval. Does the maths work?

A typical EV battery is 60-80 kWh. Your house uses maybe 8-12 kWh overnight. Discharging 15% of your car’s battery (about 10 kWh) would cover your evening consumption while leaving 85% of the battery for driving tomorrow.

At 30 cents/kWh saved (compared to buying from the grid), that’s $3/night or about $1,100/year. But you paid $6,000-8,000 for the bidirectional charger. Payback period: 5.5-7.5 years. That’s similar to a home battery, but you get the dual benefit of the car AND the home storage.

If V2G participation in grid services adds another $300-500/year, the payback improves to about 4-6 years. Interesting, but not dramatically better than a standalone battery.

My honest assessment

V2G is a fantastic concept that’s been “two years away” for the past five years. The technical barriers are solvable. The standards are coming. Car manufacturers are adding hardware support.

But for most Australians in 2026, a dedicated home battery is still the more practical option. It’s available now, works with any car (or no car), and the installation process is well-understood.

I expect V2G to become genuinely viable in Australia by 2028-2029, when CCS bidirectional chargers are cheaper, standards are finalised, and more cars have tested V2G software. Until then, it’s a promising technology for early adopters and pilot programs, not a mainstream solution.

If you’re buying an EV now, choose one with V2G hardware support (Ioniq 5 or similar). Even if you don’t use it immediately, you’ll have the option when the ecosystem catches up. Future-proofing costs nothing at the car-buying stage.