Vehicle-to-grid (V2G): using your EV as a home battery

What vehicle-to-grid technology is, which EVs support it, and whether V2G makes financial sense.

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EV model

Location

Saves / yr

Model Y LR

Los Angeles, California

$1,847

⚡

EVs have ~20 moving parts vs 2,000+ in a gas engine

vs equivalent gas car · 13,500 mi/yr

live

What V2G actually means

Vehicle-to-grid (V2G) allows electricity to flow both ways through a charger: into the car during charging (normal), and out of the car back to your home or the grid. Your EV's large battery becomes a dispatchable energy source. Vehicle-to-home (V2H) specifically powers your house. V2G sends power to the grid and can earn payments from utilities.

Which EVs currently support bidirectional charging

Bidirectional charging requires compatible hardware in the car and a compatible charger. As of 2026, it's available in: Ford F-150 Lightning (Pro Power Onboard + Ford Intelligent Backup Power), Nissan Leaf (V2G via CHAdeMO), Hyundai Ioniq 5 and Ioniq 6, Genesis GV60, Kia EV6, and Rivian (announced). Tesla does not yet support V2G in the US.

·Ford F-150 Lightning: home backup power built-in (V2H, up to 9.6 kW)
·Hyundai Ioniq 5/6 and Kia EV6: V2H via compatible chargers
·Nissan Leaf: V2G via CHAdeMO (older standard, declining)
·GM and Tesla: V2G announced but not yet widely available (2026)

What V2H means in practice

A Ford F-150 Lightning with a 130 kWh battery can power an average US home for 3–4 days during a blackout. During a power outage, the car automatically switches to supply home power through a dedicated panel. The Intelligent Backup Power system works automatically — no manual intervention needed.

V2G grid programs

Utilities in California, Virginia, and several Northeast states run V2G programs that pay EV owners to export power during peak demand events. A typical V2G event: 5–20 times per year, 1–3 hours, exporting 7–11 kW. Payments of $0.50–$1.50/kWh mean a 30 kWh export earns $15–$45 per event. Annual earnings: $100–$600 depending on program.

Does V2G accelerate battery degradation?

Studies from early V2G programs show minimal additional degradation when the battery operates within its designed state of charge window (20–80%). Frequent deep-cycle V2G use (drawing the battery to near-zero repeatedly) would accelerate wear. Most V2G programs are designed with degradation limits built in.

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