EV charging and solar
Vehicle-to-Grid (V2G) Charging: What UK Solar Owners Need to Know
Vehicle-to-grid charging lets your electric car send power back to your home or the electricity grid, turning your EV into a large temporary battery. This guide covers how V2G works, which UK cars and chargers support it, how it pairs with solar panels, and the simpler alternatives worth considering first.
Helpful video reference. Gary Does Solar’s episode “281 The V2G Episode: Vehicle To Grid” covers the technology in detail, including a conversation with Zaptec about where V2G is heading for UK homeowners. Gary Does Solar is a well-regarded UK channel covering solar, batteries, and EV technology from an owner’s perspective.
1. What V2G actually does
Most EV chargers work in one direction: they pull power from the grid and put it into the car battery. V2G adds a second direction. A bidirectional charger converts the car’s DC battery power to AC mains voltage and feeds it back out, either into your home circuits or onto the street grid. The car becomes a large temporary battery that can hold 20 to 100 kWh of usable energy depending on the model.
The practical effect for a solar household is significant. Surplus solar generated during the day charges the car. In the evening, or during a grid outage, the car discharges through the charger to power the house. Done well, it can reduce or eliminate the need for a separate static home battery.
2. V2G, V2H, and V2L: the three modes
These terms are often used loosely but they describe genuinely different setups:
Bidirectional discharge modes
- V2G (vehicle-to-grid): the car exports power to the electricity grid. Requires a DNO-notified bidirectional inverter charger. You can earn revenue by exporting at peak times, but the setup is more complex and currently limited to a small number of compatible vehicles and chargers.
- V2H (vehicle-to-home): the car powers your home circuits without exporting to the grid. No DNO notification needed. More vehicles support this, and it is the mode most useful to solar owners wanting evening backup power.
- V2L (vehicle-to-load): a socket on the car (or a simple adapter) lets you power individual appliances directly from the battery. No charger or installation required. Good for powering tools on site or appliances during a power cut, but not integrated with your home circuits.
For most UK solar owners, V2H gives the best cost-to-benefit ratio in 2026. V2G is worth watching but is still being rolled out commercially.
3. Which UK cars and chargers support V2G in 2026
V2G requires the car and the charger to use a compatible bidirectional protocol. The two main standards are CHAdeMO (older, Japanese-led) and CCS Combo with bidirectional extensions (emerging, more widely supported by European and US manufacturers).
UK-confirmed V2G-compatible models as of 2026 include the Nissan Leaf (CHAdeMO), Nissan Ariya, and Mitsubishi Outlander PHEV. Volkswagen Group vehicles using CCS bidirectional are expected to follow from 2026 onwards. Most current mass-market EVs from Tesla, Hyundai/Kia, and Ford do not yet support full V2G, though V2L is available on several models.
On the charger side, Wallbox Quasar 2 (CHAdeMO), Indra Smart Pro V2G, and Zappi v3 (in development) are the main UK options. Charger compatibility is as important as vehicle compatibility: confirm both before purchase.
4. How V2G pairs with solar panels
A solar-plus-V2G or solar-plus-V2H system runs in two modes during a typical day:
- Daytime charging: surplus solar that your home cannot use immediately goes into the car battery (via the bidirectional charger), rather than exporting at a low rate. The car fills up for free on solar energy.
- Evening discharge: when solar output drops and your home needs power, the charger runs in reverse and the car battery covers your evening load. This is the same role a static home battery plays, but from a much larger capacity.
If you also have a static battery, some energy management systems can coordinate both: the static battery handles continuous small loads and backup, while the car battery provides high-capacity discharge on demand. This combination can cover a family home through a full overnight outage.
5. DNO notification and grid requirements
If your V2G charger exports power to the grid, it must be registered with your Distribution Network Operator (DNO) under G98 (systems up to 3.68 kW) or G99 (larger systems). This is the same notification process required for a solar inverter. Your installer handles this as part of commissioning; you do not do it yourself.
V2H-only setups, where the car discharges into your home circuits without grid export, do not require DNO notification. This is one reason V2H is simpler to install and available from more suppliers than full V2G.
Frequently Asked Questions
What is the difference between V2G, V2H, and V2L?
V2G (vehicle-to-grid) exports power from the car to the electricity grid and requires DNO notification. V2H (vehicle-to-home) feeds power into your home circuits only, with no grid export and no DNO paperwork. V2L (vehicle-to-load) runs appliances directly from a socket on the car, with no charger installation needed. Most solar owners will find V2H the most practical option in 2026.
Which UK electric cars support V2G or V2H?
As of 2026, confirmed UK V2G-compatible models include the Nissan Leaf (CHAdeMO) and Nissan Ariya. V2H is available on more models including the Mitsubishi Outlander PHEV and a growing range of Hyundai and Kia vehicles. Check the specific model year and charger compatibility before purchasing, as support can vary between trim levels.
Do I need DNO approval to use V2G at home?
Yes, for full V2G with grid export. The bidirectional charger must be registered with your DNO under G98 or G99, the same as a solar inverter. Your installer handles this as part of commissioning. V2H (home-only discharge, no grid export) does not require DNO notification, which is one reason it is simpler to install and more widely available.
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