Power outages have become a frequent issue across much of the nation. For instance, last month, a severe winter storm in the Northeast led to outages affecting over 600,000 homes and businesses.
I’ve previously discussed the necessity for clean backup power, as opposed to solutions reliant on fossil fuels. The recent storm exemplifies situations where such power is critical, which could also apply to future events like wildfires, hurricanes, or other emergencies. I have also highlighted how electric vehicles can serve as a solution during outages, functioning as quiet generators without direct emissions through vehicle-to-home (V2H) power flow. Even without V2H, many electric vehicles offer vehicle-to-load (V2L) capabilities, which can power essential devices like refrigerators or fans in emergencies. V2L can also be handy for powering tools at job sites or equipment on camping trips.
Electric vehicles can offer more than just backup power through V2H and off-grid V2L. With the right setup, drivers can use their vehicles to align with electricity grid demands, potentially reducing their bills via credits or incentives. This is possible through managed charging (grid-to-vehicle or V1G) and bidirectional charging (vehicle-to-grid or V2G).
V1G and V2G involve charging vehicles when renewable energy is plentiful or grid demands are low. For V2G, vehicles can also discharge power back to the grid when needed. This approach helps optimize grid resources, including cheaper energy sources, and can defer the need for grid upgrades, ultimately lowering costs for all electricity consumers. According to UCS analysis, the potential savings for the grid could reach billions annually.
Before diving deeper into V1G and V2G, it’s essential to examine current vehicle functionalities and what is needed to utilize them.
Bidirectional charging includes a range of capabilities
Bidirectional charging requires both hardware and software in the vehicle. A crucial component is a battery management system that permits the battery to discharge for purposes other than propelling the vehicle.
Many new electric vehicles support V2L bidirectional charging. For example, my Hyundai Ioniq 5 features USB outlets in the cabin and an adapter for the charging port that can connect a power or extension cord. Some Ioniq 5 trims also have a standard wall outlet beneath the back seat. While my Ioniq 5 lacks V2H capability, many new vehicles offer it.
Pleasingly, the market is increasingly providing V2H capability for home backup power across more electric vehicle models. In 2025, V2H-capable models constituted over 18 percent of U.S. electric vehicle sales. Hyundai plans to implement full V2H with the Ioniq 9, while its subsidiary Kia launched V2H in 2025 for the Kia EV9. Other models include Chevy’s Equinox, Blazer, Silverado, and the upcoming 2027 Bolt, along with Ford F150 Lightning units produced before production halted (over 100,000). The Tesla Cybertruck, Volvo E90, and Polestar 3 are also available. Models from Rivian and BMW with V2H capability are expected soon.
The most advanced form of bidirectional charging, V2G, allows an EV to supply power to a house while it remains connected to the grid. This may involve offsetting the home’s electricity usage or exporting power beyond the meter back to the grid. This differs from V2H, which is solely for backup power. The key distinction lies in the type of grid connection established with the local utility, which may also require software updates in the vehicle.
Offering consumers more affordable V2H models is crucial. The V2H-capable models mentioned cover a range of prices, including the upcoming 2027 Bolt, priced around $30,000. However, the lack of universal V2H (and V2G) capability in new vehicles is an issue. As most drivers buy used vehicles, they depend on the choices made by new car buyers. To expand V2H options in the used market, policies could ensure that all new models include V2H capability, gradually increasing its presence in the used market over time.
So your electric vehicle is configured for bidirectional charging. What else do you need?
If you plan to use V2L, a charging port adapter might be necessary. Some models include it (always check the specifications), or it might need to be purchased separately.
For V2H, even for basic home backup power, additional hardware is required, such as a bidirectional capable charger, control system, and other electronics. The setup cost is comparable to that of a whole-house generator or stationary battery system. Currently, most manufacturers approve power transfer through proprietary systems or specific third-party providers. For instance, the General Motors V2H kit requires their PowerShift Charger, and the Sunrun system for the Ford F-150 Lightning requires Ford’s Charge Station Pro and, for some trims, a V2H activation fee.
While it’s positive that automakers are ensuring customers have the necessary components for home V2H setups, the closed ecosystems each company maintains limits consumer choice and prevents price and functionality comparisons. Policy could address this by mandating interoperability, ensuring not only the capability but the actual implementation of standards.
If V2H isn’t feasible for you, you still have options
When I first got an electric vehicle, I lived in a rented apartment. Even if my Ioniq 5 had V2H capability, installing the necessary home setup wasn’t possible without access or permission to modify the electrical panel. Multiunit housing presents challenges for implementing V2H for backup power and vehicle-to-grid participation. Developing solutions for V2H in such settings, where charging access is initially difficult, remains necessary.
Without a full V2H setup, V2L can still be a valuable resource during power outages. As previously mentioned, V2L can support critical devices during an outage. Additionally, an electric vehicle can provide a refuge from extreme temperatures when power is out. During a post-hurricane outage, I considered sleeping in the car with the AC on to escape the heat. This wouldn’t be possible in a gasoline car parked in a garage due to emissions. Fortunately, the power outage was brief, and we didn’t need to camp in the car.
Even if you don’t own an electric vehicle, you might find a nearby location where one is offering backup power. Increasingly, emergency plans are incorporating electric school buses as backup power sources for schools, shelters, and community centers. Examples can be seen in Illinois and Oklahoma.
Beyond backup: vehicle-grid integration for bargain bills and a better grid for all
Utilizing V2H for backup can lead drivers to explore further uses for their electric vehicles beyond transportation, a significant shift from the era dominated by fossil-fueled vehicles. Once this mindset change occurs, drivers might consider how else they can harness their vehicle’s potential.
This is where vehicle-grid integration comes into play. If you have V2H backup capability, the next step is grid-coordinated bidirectional charging. Whether you choose to offset some of your grid energy use or transfer power back to the grid, you could receive incentives while aiding grid operations. Don’t forget managed charging, which is unidirectional. The UCS analysis mentioned earlier shows that managed charging, which adjusts based on grid conditions, offers significant benefits on its own.
The availability of grid-coordinated managed charging and V2H/V2G programs depends on offerings from your local utility or third-party aggregators. More on this will be covered later. For now, UCS is collaborating with stakeholders in the vehicle-grid integration field to ensure that vehicles with bidirectional capabilities and opportunities to utilize them reach more drivers.
