BYD V2H and V2G in Australia: Which BYD Models Can Power a Home (2026)

As of October 2026, two BYD models have carmaker-backed bidirectional charging in Australia, and only inside Amber Electric’s vehicle-to-grid program: the Atto 3 and, since 18 September 2026, the Sealion 7. Participants keep BYD’s battery warranty for V2G use. Outside that program, no BYD sold here has vehicle-to-home or vehicle-to-grid switched on, the Dolphin and Seal have only been discharged in a charger maker’s unofficial tests, and the Atto 2 has nothing on record. Every BYD does have vehicle-to-load, a 2.2 to 3.5 kW powerpoint that runs appliances through a lead, and that is what most owners who ask “can my BYD power my house?” actually end up using. Here is where each model stands, what the program involves, and what to ask before you spend money on a charger.

Which BYD models can do V2H or V2G in Australia?

The statuses are from our vehicle dataset, which tracks every EV sold here, and the Sealion 7 line is from CarExpert’s report on the Amber announcement. “Carmaker-backed” means BYD is a named partner and stands behind the warranty; it does not mean you can buy a charger, plug in and export. That distinction is the whole story with BYD, so the next sections spell it out.

What does Amber’s BYD V2G program actually involve?

Amber Electric is the retailer that sells wholesale electricity prices to households, and its V2G program pays participants for exporting from the car when the wholesale price spikes. BYD came on as a partner for the Atto 3 in 2025, agreeing to keep the battery warranty for program cars, as The Driven reported, and the Sealion 7 followed in September 2026. At that point Amber had more than 50 sites running and an 8,000-person waitlist, with $13.6 million of new ARENA funding in May 2026 to take the program towards 1,000 households and a separate smart-charging stream to 2,000. BYD’s chief product officer said the Atto 3’s involvement had “shown us the value this can unlock for customers”; Amber called it the largest live residential V2G program in Australia.

What that means for you: eligibility is by model, by Amber’s rollout area and by distributor, you buy or finance a CEC-approved bidirectional charger through the program rather than off the shelf, and your car’s software is handled with BYD rather than by you. It is a real, operating offer with real exports, not a lab trial, but it is also the only door into BYD V2G in the country. Origin’s trial is the other, smaller one: 50 customers, an Atto 3 on subscription with a StarCharge Halo charger and a tariff that charges the car for free. AGL’s trial also runs on the Atto 3. None of the three lets you bring your own charger.

Can I buy a bidirectional charger and use it with my BYD?

You can buy the charger; our bidirectional charger guide lists the CEC-approved units and what they cost. What you cannot do, as of October 2026, is get BYD to bless the connection outside a program. Sigenergy has discharged a Dolphin, a Seal and a Sealion 7 in its Australian field tests, which proves the hardware handshake works over the cars’ CCS2 ports, and Sigenergy’s own list says those results are not recognised by the carmaker. If you connect a Seal to a Sigenergy module today, you are relying on an installer’s test, not BYD’s approval, and BYD’s warranty position on daily discharge cycling is not written down anywhere you can point to.

Our advice is the same as for every brand: before spending $7,000 or more installed, get it in writing from BYD Australia that your exact model, year and software version is supported for bidirectional charging with that charger. For the Atto 3 and Sealion 7 the honest route is Amber’s waitlist. For the Seal, Dolphin and Atto 2 the honest answer is wait.

What can BYD’s V2L do instead?

Quite a lot, and it needs no approval. Every BYD sold in Australia has a vehicle-to-load socket in the charge port that takes BYD’s V2L adapter, a short lead ending in a weatherproof 10 A outlet. The Atto 3 supplies 3.5 kW, the Dolphin, Seal and Sealion 7 3.3 kW, and the Atto 2 2.2 kW. That runs a fridge, a few lights, a laptop and a kettle in a blackout, a campsite for a weekend, or power tools on a site with no mains; our V2L guide works through what 3.3 kW actually powers and how long a 60 kWh battery lasts doing it. What V2L cannot do is feed your switchboard: no circuit in the house is live, you are running an extension lead through a window. Our guide to using an EV as a home battery covers the gap between that and real V2H.

What has to happen before BYD switches V2H on for everyone?

Three things, and the first two are done. The chargers exist and are approved: Sigenergy’s and StarCharge’s units are on the Clean Energy Council list and every major distributor will connect them. The grid rules exist: AS/NZS 4777.2 covers bidirectional chargers, and distributors from SA Power Networks to Ausgrid treat them like a home battery. The missing piece is BYD releasing a customer-facing V2H or V2G mode and publishing which cars, years and chargers it covers, as Nissan has done for the Leaf and as Hyundai and Kia have promised by software. BYD’s partnership language in September 2026 (“the value this can unlock for customers”) reads as a step towards that, and the Sealion 7 addition shows the list is growing one model at a time. We will update this page the day BYD announces anything broader.

Should a BYD owner plan on V2H?

If you own an Atto 3 or Sealion 7, live in an Amber service area and want to be early, join the waitlist; it is the only BYD V2G that comes with the warranty intact. If you own a Seal, Dolphin or Atto 2, use the V2L socket for backup and camping, keep charging on a cheap overnight tariff or solar, and do not buy a bidirectional charger on the promise of a future update. If you are choosing a BYD partly for V2H, pick from the two supported models and check our per-model list before you order, because this is the part of the market that changes fastest. Status above checked 20 October 2026.