Every V2H-Compatible Vehicle in 2026: Complete List

U.S. electricity customers lost an average of 11 hours of power in 2024, nearly twice the prior decade’s average (EIA, 2025). Meanwhile, more than 630,000 V2H-capable EVs are already on American roads (Recharged, 2026). Your driveway might already hold a backup generator you haven’t activated yet.

The catch? Dozens of EVs claim “bidirectional charging,” but the vast majority can only run a blender or a camp stove through a 120V outlet. That’s V2L, not V2H. True vehicle-to-home means your car powers your entire electrical panel through a bidirectional charger and transfer switch. This is the complete, current list of every vehicle that can do it in the U.S. in 2026: what equipment you need, what it costs, and how long each one keeps the lights on.

Key Takeaways – Only ~15 of 54 “bidirectional” EVs support true V2H in the U.S.; most are V2L only (Zecar, 2026) – GM leads backup duration: the Silverado EV can power an average home for 6–7 days (Electrek, 2026) – Equipment costs range from ~$3,500 (Tesla Powershare) to $7,299 (GM V2H Bundle) before installation – V2H complements a home battery. It doesn’t always replace one. – Ford, GM, Tesla, and Kia have shipping systems; Hyundai, Volvo, Polestar, and Rivian are rolling out through 2026

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What Is V2H, and Why Most “Bidirectional” EVs Don’t Qualify?

Of the 54 EVs with some form of bidirectional charging worldwide, only about 15 support true V2H in the U.S. (Zecar, 2026). The bidirectional charging market itself is projected to grow from $2.1 billion in 2025 to $5.8 billion by 2036 (Morningstar, 2025). But most of that “bidirectional” label is misleading. Here’s why.

Three terms get thrown around interchangeably, and they shouldn’t be:

• V2L (Vehicle-to-Load): A 120V outlet on the car. Powers a single device at 1.5–3.6 kW. Think: phone charger, mini fridge, power drill. No electrician needed. No home integration.
• V2H (Vehicle-to-Home): The car feeds 9.6–11.5 kW through your home’s electrical panel via a bidirectional DC charger and transfer switch. Powers your entire house: lights, AC, fridge, everything.
• V2G (Vehicle-to-Grid): The car sends energy back to the utility grid. Requires utility agreements, smart meters, and regulatory approval. Still in pilot programs across most of the U.S.

The gap between V2L and V2H is enormous. V2L means plugging a toaster into your car. V2H means your car replaces a whole-house generator. The difference: a bidirectional charger ($3,500–$7,300), a transfer switch, and often an electrical panel upgrade.

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Which V2H Vehicles Are Shipping Right Now?

As of April 2026, eleven vehicles from four manufacturers can deliver V2H to your home today. No waitlist, no “coming soon.” The GM Silverado EV leads the pack with a 200+ kWh battery that can power an average U.S. home for 6–7 days during an outage (Electrek, 2026).

Here’s the full roster:

Vehicle	Battery	V2H Output	Connector	Equipment Needed	Equip. Cost	Backup Est.
Ford F-150 Lightning	98/131 kWh	9.6 kW	CCS1	Charge Station Pro + Home Integration System (Sunrun)	~$5,000 installed	~3 days
Chevy Silverado EV	200+ kWh	9.6 kW	CCS1/NACS	GM Energy PowerShift Charger + V2H Kit	$7,299 bundle	~6–7 days
Chevy Blazer EV	85–102 kWh	9.6 kW	CCS1/NACS	GM Energy V2H Bundle	$7,299 bundle	~3–4 days
Chevy Equinox EV	85–107 kWh	9.6 kW	CCS1/NACS	GM Energy V2H Bundle	$7,299 bundle	~3–4 days
GMC Sierra EV	200+ kWh	9.6 kW	CCS1/NACS	GM Energy V2H Bundle	$7,299 bundle	~6–7 days
GMC Hummer EV	212.7 kWh	9.6 kW	CCS1/NACS	GM Energy V2H Bundle	$7,299 bundle	~6–7 days
Cadillac LYRIQ	102 kWh	9.6 kW	CCS1/NACS	GM Energy V2H Bundle	$7,299 bundle	~4 days
Cadillac Escalade IQ	200 kWh	9.6 kW	CCS1/NACS	GM Energy V2H Bundle	$7,299 bundle	~6–7 days
Cadillac OPTIQ	85 kWh	9.6 kW	CCS1/NACS	GM Energy V2H Bundle	$7,299 bundle	~3 days
Tesla Cybertruck	123–131 kWh	11.5 kW	NACS	Wall Connector + Powershare Gateway + Backup Switch	~$3,500+	~3–5 days
Kia EV9	99.8 kWh	Up to 12 kW	CCS1	Wallbox Quasar 2 + home equipment	~$6,440+	~3 days

Backup estimates assume average U.S. home consumption of ~30 kWh/day on essential loads.

GM dominates this list. Seven of eleven shipping vehicles run on their Ultium platform with the same V2H bundle. That’s both a strength (one ecosystem, consistent equipment) and a constraint ($7,299 is the steepest equipment cost here). Tesla’s Powershare setup comes in at roughly half the price, though currently only the Cybertruck ships with it enabled.

From our installs: The most common surprise homeowners hit isn’t the charger itself. It’s the electrical panel. Many homes built before 2010 need a panel upgrade to support a 48A or 60A bidirectional circuit. Budget an extra $1,500–$3,000 if your panel is older or already near capacity.

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Which V2H Vehicles Are Rolling Out in 2026?

Tesla confirmed the new Model Y Performance supports bidirectional charging in October 2025 (Electrek, 2025), and V2H is now rolling out across its lineup via over-the-air updates. Seven more vehicles are entering the V2H market this year.

Vehicle	Battery	V2H Output	Equipment	Timeline	Availability
Tesla Model Y (2025+)	75–82 kWh	11.5 kW	Powershare (Wall Connector + Gateway)	V2H via OTA, rolling out 2026	Nationwide
Tesla Model 3 (2024+ Highland)	60–82 kWh	11.5 kW	Powershare ecosystem	Expected 2026	Nationwide
Volvo EX90	107 kWh	TBD	dcbel Ara Home Energy Station	Launched Nov 2025	Nationwide
Polestar 3	107 kWh	TBD	dcbel Ara Home Energy Station	2026	California initially
Kia EV6 (2025+)	77.4 kWh	TBD	Wallbox Quasar 2 (expected)	Announced, no firm date	Select states
Hyundai Ioniq 9	110.3 kWh	TBD	TBD (likely Wallbox Quasar 2)	“Near term”	TBD
Rivian R2	~75–80 kWh (est.)	11 kW	Rivian bidirectional charger (TBA)	H1 2026	TBD

Tesla’s Powershare ecosystem is the one to watch. At ~$3,500 for the Wall Connector plus Gateway, it’s the cheapest V2H equipment on the market. Once OTA updates roll out to the Model Y and Model 3, Tesla will instantly have the largest V2H-capable fleet in the country.

Volvo and Polestar are taking a different route, partnering with dcbel for the Ara Home Energy Station. It’s a single box that combines a bidirectional charger, solar inverter, and battery gateway. Pricing hasn’t been announced, but the all-in-one approach could simplify installation.

What about regional availability? This matters more than most people realize. Kia’s V2H is only available in select states. Polestar launched in California first. Even GM’s V2H Bundle has varying installer coverage. Before you count on V2H, confirm that your manufacturer and charger partner service your area.

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What V2H Vehicles Are Coming in Late 2026 and Beyond?

The pipeline is filling fast. These vehicles haven’t shipped V2H yet, but their manufacturers have made public commitments:

• BMW iX3 (Spring 2026) — ISO 15118-20 V2G-ready. European launch first; U.S. timeline TBD.
• Mercedes-Benz GLC Electric (2026) — First Mercedes with V2H. Launching in Germany, France, and the UK initially. U.S. availability not confirmed.
• Mercedes-Benz CLA Electric (2026) — Bidirectional DC charging hardware included. Same regional rollout.
• Toyota Highlander EV (2027) — Toyota’s first vehicle with bidirectional charging. Currently piloting V2G with Oncor in Texas (Toyota Newsroom, 2025).
• Chevy Bolt EV (2027) — Next-gen Ultium platform. Will be GM Energy V2H Bundle compatible.
• Rivian R1S / R1T Gen 2 — Up to 24 kW V2H output announced. Waiting on Rivian’s bidirectional home charger.

Watch the Toyota pilot closely. Toyota has historically avoided the V2H space, but their Oncor partnership in Texas signals a shift. If the Highlander EV delivers V2H at launch in 2027, it would be the first Japanese-brand vehicle with true V2H in the U.S. since the Nissan LEAF’s CHAdeMO era. This time, with NACS compatibility.

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Which Popular EVs Don’t Support V2H?

This is where it gets frustrating. Several of the best-selling EVs in America have the hardware for V2H, but their manufacturers haven’t turned it on. The Hyundai Ioniq 5 is the most notable example: it has V2H hardware built in, but Hyundai has not enabled it in the U.S. market, choosing to prioritize the Ioniq 9 instead (InsideEVs, 2026).

Vehicle	Why It’s Not V2H
Hyundai Ioniq 5	V2L only (3.6 kW, 120V). V2H hardware present but not enabled in U.S.
Hyundai Ioniq 6	V2L only in U.S.
Kia Niro EV	V2L only
Genesis GV60 / GV70 / G80	V2L only (3.6 kW)
2026 Nissan LEAF	Switched from CHAdeMO to NACS. V2L only (1,500W). No V2H announced.
Toyota bZ4X	V2H hardware present. Only V2G pilot; not enabled for consumers.
VW ID.4	V2H trialed in Europe. Not available in U.S.

The old Nissan LEAF deserves a special note. The pre-2026 LEAF used CHAdeMO, which technically supports bidirectional charging. But no residential V2H charger was ever commercially available for it in the U.S. The only option was Fermata’s FE-20, which is commercial-only. And the 2026 LEAF dropped CHAdeMO entirely for NACS, with only a 1,500W V2L outlet.

Don’t let the “bidirectional” label in a brochure fool you. If the manufacturer hasn’t enabled V2H and there’s no compatible charger sold for your vehicle in your market, you have V2L at best.

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What Equipment Do You Need for V2H?

V2H equipment costs range from approximately $3,500 for Tesla’s Powershare setup to $7,299 for GM’s V2H Bundle, before installation (GM Energy, 2026). Every V2H setup requires three things: a bidirectional charger, a transfer switch or gateway, and often an electrical panel upgrade.

Here’s what each ecosystem looks like:

Ford: Charge Station Pro (80A hardwired EVSE) plus the Home Integration System, installed through Sunrun. Approximately $5,000 total installed. Ford’s system has the most real-world V2H installations of any platform.

GM (Chevy, GMC, Cadillac): PowerShift Charger plus V2H Enablement Kit. The bundle runs $7,299 before installation (GM Energy, 2026). It covers all Ultium-platform vehicles. Installation adds $1,500–$3,000 depending on panel condition.

Tesla: Universal Wall Connector plus Powershare Gateway plus Backup Switch. Roughly $3,500 before installation. The cheapest V2H equipment on the market right now, though it only works with Tesla vehicles.

Kia / Wallbox: Quasar 2 bidirectional charger plus additional home integration equipment. Approximately $6,440 before installation. Currently supports the EV9, with EV6 expected.

Volvo / Polestar / dcbel: Ara Home Energy Station. Pricing TBD. Combines bidirectional charger, solar inverter, and battery gateway in one unit.

Don’t forget permits and inspections. Most jurisdictions require a building permit for bidirectional charger installation, and some utilities require an interconnection agreement. Plan for 2–6 weeks from purchase to operational V2H, depending on your municipality.

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Do You Still Need a Powerwall if You Have V2H?

The residential battery market is projected to grow from $18.26 billion in 2025 to $67.99 billion by 2033 (Grand View Research, 2025). That growth isn’t slowing down even as V2H adoption rises, because V2H and a home battery solve the same problem differently.

V2H households in pilot programs earned a median of $420–$780 per year from grid services and bill savings (Recharged, 2026). Over a 15-year vehicle lifetime, V2H can save owners $2,400–$5,600 in total charging costs (Anthropocene Magazine, 2025). That’s real money. But there’s a catch.

When V2H wins: You already own a compatible EV, you’re home when outages hit, and you don’t mind a $3,500–$7,300 equipment investment. Your car does double duty as transportation and backup power. That’s hard to beat on cost-per-kWh of backup capacity.

When a home battery wins: Your car is at work or on a road trip when the power drops. A home battery is always there, always charged, always ready. It also handles daily energy arbitrage (charging off-peak, discharging during expensive hours) without putting miles-worth of cycles on your EV battery.

When you need both: Some setups pair V2H with a home battery. Tesla’s Powershare system can coordinate between a Cybertruck and a Powerwall. The battery covers immediate backup; the EV provides extended capacity for multi-day outages.

What we see in the field: About one in three homeowners who ask about V2H end up adding a dedicated battery anyway. Not because V2H doesn’t work, but because they can’t guarantee the car will be home during an outage. For families with two drivers and one EV, a home battery backup with in-house financing is usually the safer call.

Does V2H affect your EV’s battery warranty? It depends on the manufacturer. GM and Ford explicitly support V2H without warranty impact. Hyundai has publicly noted the need to revise battery warranty terms for V2H use. If you’re considering V2H, check your manufacturer’s current warranty language before you buy equipment.

For a full breakdown of V2H versus dedicated home batteries, see our upcoming V2H vs Powerwall comparison.

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Frequently Asked Questions

Can my EV power my whole house?

Yes, if it supports V2H and you install a bidirectional charger plus transfer switch. Most V2H systems output 9.6–11.5 kW, enough to run essential loads and most appliances simultaneously. That includes your fridge, lights, Wi-Fi, and even a window AC unit. Central HVAC may require load management depending on your system size.

How long can an EV power a home during an outage?

It depends on battery size and household consumption. A GM Silverado EV with its 200+ kWh battery can last 6–7 days at average essential-load consumption of ~30 kWh/day (Electrek, 2026). A Ford F-150 Lightning with the 131 kWh extended-range battery runs about 3 days. Southern U.S. customers, who average the longest outages at 18.2 hours (JD Power, 2025), can ride out a typical outage on even the smaller V2H-capable EVs.

Is V2H the same as V2L?

No. V2L (vehicle-to-load) provides a 120V outlet on the vehicle to power individual devices at 1.5–3.6 kW. V2H (vehicle-to-home) feeds 9.6–11.5 kW through your home’s electrical panel via a bidirectional charger and transfer switch. V2L is a convenience feature. V2H is a whole house generator alternative.

Does V2H void my EV’s battery warranty?

It varies. GM and Ford explicitly support V2H without warranty impact on their current models. Hyundai has publicly noted the need to revise battery warranty terms before enabling V2H. Tesla’s Powershare program is covered under their standard warranty. Always check your manufacturer’s current policy before installing V2H equipment.

Do I need solar panels for V2H?

No. V2H works independently of solar panels. You charge your EV from the grid or at public chargers, then discharge to your home when needed. However, pairing V2H with a whole house battery for solar lets you recharge during the day for free, extending your backup capacity indefinitely during multi-day outages.

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The Bottom Line

V2H is real, it works, and it’s expanding fast. But the list of vehicles that can actually power your home (not just charge a phone from the trunk) is shorter than the marketing suggests.

• ~15 EVs support true V2H in the U.S. as of April 2026
• GM leads on backup duration (6–7 days with Silverado/Sierra/Hummer/Escalade)
• Tesla leads on equipment cost (~$3,500 for Powershare) and is about to have the largest V2H fleet
• Equipment costs run $3,500–$7,300+ before installation
• V2H complements a home battery. It doesn’t always replace one.

If your EV is on the list above and you’re tired of losing power, V2H might be the backup system you didn’t know you already owned. And if your car isn’t V2H-capable, or you need backup that’s always home when you’re not, a dedicated home battery is the proven alternative.

Either way, Eos can help you design the right backup system. We install both home batteries and V2X modules, and we offer in-house financing so the upfront cost doesn’t have to be a barrier. Talk to our team →