Which EVs Support V2G, V2H and V2L in Australia? The 2026 List

Of the 34 battery EVs we track for Australia, one has carmaker-backed vehicle-to-grid today: the Nissan Leaf. Six more are being validated by their makers in Australian trials (Hyundai Ioniq 5 and 6, Kia EV3, EV6 and EV9, BYD Atto 3), twelve have been discharged in a charger company’s independent field tests without the carmaker’s blessing (Tesla Model 3 and Y, BYD Dolphin, Seal and Sealion 7, Polestar 2, Volvo EX40, Ford Mach-E, Geely EX5, Kia Niro), and fifteen have nothing on record. Vehicle-to-load is a different story: 22 of the 34 have a V2L socket. The table below is generated from our vehicle dataset, so it updates when the data does; status checked 12 September 2026.

Which cars does the carmaker support today?

One battery EV and two plug-in hybrids. The Nissan Leaf was designed for V2G from the start over its CHAdeMO plug; Nissan Australia has promoted it since SA Power Networks approved Leaf connections through the Wallbox Quasar in December 2022, and it anchored the ACT’s Realising Electric Vehicle-to-Grid Services trial. The catch is the plug: CHAdeMO is on its way out, the Leaf’s 39 kWh usable battery is the smallest in our dataset, and the new Sigenergy-class CCS2 chargers reach it only through an adapter.

Mitsubishi markets the Outlander PHEV and Eclipse Cross PHEV as able to power your home and feed the grid “with an approved bi-directional EVSE, sold separately”, the only carmaker in Australia putting that in its own brochure copy. They are plug-in hybrids with 13.8 kWh packs, so they sit outside our battery-EV dataset, but for a household that wants carmaker-backed V2H this year they are a real option.

Which cars are the carmakers validating?

This is where the action is in late 2026. Hyundai completed Australia’s first V2G discharge using the ISO 15118-20 protocol with an Ioniq 9 and a StarCharge Halo 7.4 kW charger in June 2026, and names the Ioniq 5 and 6 as under evaluation (The Driven). Kia has confirmed EV9 trials and told EV Central it expects a positive announcement, with the EV3 and EV6 also named for AGL’s trial; both brands plan to enable V2G and V2H by software rather than new hardware, with a driver-set battery floor. BYD is the partner in the running programs: the Atto 3 is the car in Origin’s subscription trial, Amber’s ARENA-funded program and AGL’s trial, though it needs BYD-side modifications and is not a feature you can switch on in the app.

Two cautions. Hyundai’s own website still says none of its cars support V2G in Australia, and its V2G lead has been blunt that some chargers on sale achieve discharge by working around the car’s software (The Driven, March 2026). And “validating” has no date attached: CarsGuide’s read is a full-scale launch in 2027. Do not buy a car this year on the assumption that it becomes V2G-capable by Christmas.

Which cars have been discharged in independent tests?

Charger makers test cars themselves. Sigenergy publishes its global field-test table, and its Australian rows as of September 2026 cover the Tesla Model 3 and Model Y, BYD Atto 3, Dolphin, Seal, Sealion 6, Sealion 7 and Shark, Ford F-150 Lightning and Mustang Mach-E, Geely EX5, Kia EV6 and Niro EV, Nissan Leaf (through a CHAdeMO adapter), Polestar 2 and 4, Smart #1, Volvo C40 and XC40 Recharge (now the EX40) and Xpeng G6. A “pass” means the car discharged at least 10 kWh, or for 15 minutes, or dropped 10 per cent of charge in one session.

Read the fine print before that list gets you excited. Sigenergy states that “because the vehicle manufacturer has not officially announced the V2X feature, these test results are independent and have not been recognized or certified by the manufacturer”. RedEarth published a similar compatibility list, and Hyundai asked for its cars to be taken off it. So a car in this group can physically do V2H, but the carmaker has not agreed to it, and the warranty risk sits with you.

The full list

34 battery EVs tracked; status checked 12 September 2026, specs last verified 2026-08-15. Plug-in hybrids are out of scope for the dataset.

Usable battery is the figure that matters for how long a car could run your home; our EV as a home battery guide turns it into days, and it is the same figure our charging time calculator reads for every car. V2L output is the car’s rated figure; BYD and MG adapters are often rated below the car, which our V2L guide explains.

Does Tesla support V2G in Australia?

No, and it is the most-asked question we get on this topic. No Tesla sold in Australia offers V2H or V2G, and unlike almost every other brand in the table, Teslas here have no V2L socket either. Tesla is among the makers warning owners off unapproved bidirectional set-ups, which is what the Sigenergy-listed Model 3 and Model Y discharges are. Tesla’s home-storage answer in Australia is the Powerwall, and the Powerwall-versus-car comparison is worth reading before you assume a Tesla will ever be your home battery.

Do BYD cars have V2H or V2G?

Every BYD sold here has V2L, rated at 3.3 to 3.5 kW from the car (2.2 kW on the Atto 2) and less through BYD’s own adapter, and that is what BYD means when it advertises the feature. V2H and V2G are a different matter: the Atto 3 is the pilot car in three retailer programs, which makes BYD the most V2G-involved brand in Australia, but no BYD has customer-enabled V2H or V2G in September 2026. The Dolphin, Seal, Sealion 7 and the Shark 6 and Sealion 6 hybrids all appear on Sigenergy’s independent Australian list, and CarsGuide reported the Shark 6 and Sealion 6 as possible later additions to AGL’s trial.

What about plug-in hybrids?

The Mitsubishi Outlander and Eclipse Cross PHEVs are the only cars in Australia whose maker actively markets bidirectional charging, and they have been V2G-capable for years over CHAdeMO. Their limitation is scale: a 13.8 kWh pack is about one Powerwall, not four to seven of them, so they suit blackout backup and evening peak shaving rather than running a house for days. BYD’s Shark 6 and Sealion 6 are the plug-in hybrids to watch, for the reasons above.

V2L is not V2H

The most common misunderstanding in this whole area. V2L is a powerpoint on the car: 240 V, usually 3.6 kW, no installation, and on 22 of the 34 models we track. It runs a fridge, lights and a kettle through a lead, which makes it a fine camping power source and a genuine help in a blackout. It cannot be wired into your switchboard, it cannot export to the grid, and a car with V2L is not one step from V2H; the two use different hardware paths. The Nissan Leaf makes the point from the other side: full V2G, no V2L socket at all.

How to check before you buy

Ask three questions, in this order. Does the carmaker state, in writing for the Australian market, that your exact model, year and software version supports bidirectional discharge? Which specific bidirectional charger does it support, and is that charger on the Clean Energy Council’s approved list? And does the battery warranty say V2G use is covered? If any answer is “the charger company says it works”, you are in the independent-tests group, and the bidirectional charger guide explains what that means for approvals, warranty and the $4,850-plus you are about to spend. The list above will change fast through 2027; we re-check it with the vehicle dataset and will move cars up as the announcements land.