Vehicle-to-Home

What makes V2H different from V2L

V2L sends power to a device directly. V2H pushes power back into the house’s electrical wiring - through the switchboard - so it can power circuits throughout the home without manually connecting appliances.

To do this, the system needs to safely disconnect from the grid (island mode) and ensure power flows back through the switchboard in a controlled way. This requires a dedicated V2H inverter unit installed by a licensed electrician, not just an adaptor cable.

The state of V2H in Australia

V2H is technically available in Australia but deployment is limited:

CHAdeMO-based V2H is the most mature option. The Nissan Leaf (all generations) supports bidirectional CHAdeMO. Compatible hardware includes the Wallbox Quasar (discontinued in Australia) and Fermata Energy’s bidirectional charger. Because CHAdeMO vehicles are thin on the ground and getting older, this pathway is increasingly niche.

AC bidirectional V2H via a Type 2 connection is where the industry is heading - vehicles like the Mitsubishi Outlander PHEV (in Japan) support AC bidirectional charging - but no mainstream EV sold in Australia currently supports AC V2H through their standard Type 2 port.

DC bidirectional via CCS2 (sometimes called V2G) is in active development but not yet commercially deployed at scale in Australia.

What it can power

Unlike V2L’s single-outlet approach, V2H through a properly installed system can power your entire home (within the output limit). A typical V2H system can deliver 6–10 kW continuously - enough for normal household loads. During a grid outage, the car’s battery becomes a whole-home backup.

The key constraint is duration. A Nissan Leaf with 40 kWh usable capacity, powering a home drawing 1 kW average, lasts roughly 30–35 hours before hitting minimum SoC. A typical Australian home averages around 1–1.5 kW around the clock, so overnight backup is very achievable.

Why V2H adoption is slow

Beyond the technical complexity, a few factors limit uptake:

• Limited compatible vehicles in Australia - primarily older Nissan Leafs
• Equipment cost - V2H inverter hardware runs $3,000–$8,000 installed
• Regulatory uncertainty - network rules around islanding and reconnection vary by distribution network area
• Battery degradation concerns - bidirectional cycling does add wear, though modern chemistry handles it better than early fears suggested

The calculus is more favourable as EVs with larger batteries and native bidirectional support arrive. An EV with 77 kWh available as home backup changes the value proposition considerably compared to a 24 kWh Leaf.