Vehicle-to-Home (V2H) • Vehicle-to-Grid (V2G) • ISO 15118-20 & UL 9741 • 77–205 kWh Rolling Solar Storage

V2H Bi-Directional EV Charging & Solar Integration Vault

Your electric truck or SUV holds 77 kWh to 205 kWh of lithium storage—equivalent to 6 to 15 Tesla Powerwalls sitting in your garage. Explore 10 master electrician blueprints for wiring Ford F-150 Lightning, Tesla Cybertruck Powershare, Chevy Silverado EV, Kia EV9, Hyundai IONIQ 5, and Rivian R1T/R1S directly into your home solar and backup architecture.

Interactive EV + Rooftop Solar Sizing Engine

Calculate How Many Solar Panels You Need to Fuel Your EV & V2H Microgrid

Model exact kWh/mile consumption, Level 2 charging losses, and additional rooftop solar panels needed for Cybertruck, F-150 Lightning, Rivian, Model Y, and Kia EV9.

Launch EV Solar Calculator →VPP Grid Payouts (15) →

9.6 kW Continuous 240V Split-Phase AC (viaV2H Schematic Inside

Ford F-150 Lightning Intelligent Backup Power (9.6kW V2H) & Solar Home Integration Blueprint

Complete electrical engineering breakdown of the Ford F-150 Lightning V2H architecture: comparing the $9,000+ automated Delta Home Integration System (9.6kW CCS1 DC-to-AC) against the $850 30A Pro Power Onboard bonded-neutral transfer switch solution.

EV Pack Capacity: Ford F-150 Lightning (98 kWh Standard Range / 131 kWh Extended Range NMC Pack — Equivalent to 9.7 Tesla Powerwalls)

Cost: $3,895 HIS Hardware + $3,500–$6,000 Installation (vs. $850 for 7.2kW Pro Power Onboard Generator Interlock Alternative!)Open V2H Blueprint →

11.5 kW Continuous 240V Split-Phase AC (48V2H Schematic Inside

Tesla Cybertruck Powershare (11.5kW V2H) + Gateway 3V & Solar Integration Blueprint

Why Tesla Cybertruck Powershare is the cleanest AC bi-directional V2H architecture on the market: how the Cybertruck outputs 11.5kW of 240V 60Hz AC directly over a standard NACS J3400 cable into a Universal Wall Connector, and how it syncs with existing Powerwalls and rooftop solar.

EV Pack Capacity: Tesla Cybertruck AWD / Cyberbeast (123 kWh 800V 4680 Lithium-Ion Battery Pack — Equivalent to 9.1 Powerwalls)

Cost: $2,500 Powershare Home Backup Bundle Hardware + $2,000–$3,800 Installation ($0 Gateway Required if You Already Own a Powerwall!)Open V2H Blueprint →

1.9 kW Continuous 120V AC (120V @ 15A/16A V2H Schematic Inside

Hyundai IONIQ 5/6, Kia EV6/EV9 & Genesis V2L (1.9kW) Critical-Load Transfer Switch Blueprint

How owners of Hyundai IONIQ 5/6, Kia EV6, Kia EV9, and Genesis GV60/Electrified GV70 can turn their 77.4–99.8 kWh 800V E-GMP battery into a 5-day emergency home backup generator for under $950 using the 1.9kW Vehicle-to-Load (V2L) adapter and a critical-loads transfer switch.

EV Pack Capacity: Hyundai IONIQ 5 / IONIQ 6 (77.4–84 kWh), Kia EV6 (77.4 kWh), Kia EV9 (99.8 kWh 800V E-GMP Platform)

Cost: $220 V2L Adapter + $295 Transfer Switch + $400 Electrician Install (~$915 Total All-In!)Open V2H Blueprint →

Up to 11.5 kW Continuous 240V AC Bi-DirectV2H Schematic Inside

Enphase Bi-Directional EV Charger Architecture: GaN Microinverters, IQ System Controller 3G & V2G

Inside Enphase Energy’s GaN-based Bi-Directional EV Charger architecture: how three internal Gallium Nitride (GaN) DC-to-AC microinverters enable direct solar-to-EV charging, Dark Start grid-forming V2H backup, and NEM 3.0 Virtual Power Plant (VPP) V2G arbitrage.

EV Pack Capacity: CCS1 & NACS ISO 15118-20 Compatible EVs (400V–800V DC Battery Architectures)

Cost: Integrated into Enphase 3rd-Gen Ensemble Ecosystem (Replaces Standalone Generator / Extra Stationary Batteries)Open V2H Blueprint →

9.6–11.5 kW V2H vs. 11.5–12.0 kW StationarV2H Schematic Inside

V2H Bi-Directional EV Charging vs. Stationary Home Batteries: 10-Year Cost & Cycle Degradation Math

Hard engineering and financial math comparing Vehicle-to-Home (V2H) bi-directional EV charging against dedicated stationary LFP home batteries (Tesla Powerwall 3, EG4 PowerPro, EcoFlow): cost per kWh, NMC vs. LFP cycle degradation, and why the "14kWh Wall + 100kWh EV" hybrid architecture wins.

EV Pack Capacity: 75–131 kWh Electric Vehicle Pack ($120/kWh Incremental) vs. 13.5–28.6 kWh Home LFP Battery ($400–$850/kWh)

Cost: Best Hybrid Strategy: 14.3 kWh Stationary LFP Daily Buffer + EV V2L/V2H Multi-Day Storm ExtenderOpen V2H Blueprint →

9.6 kW Continuous 240V Split-Phase AC (viaV2H Schematic Inside

GM Energy Ultium Home V2H Bundle (9.6kW): Silverado EV, Sierra EV, Equinox EV & Blazer EV Blueprint

Complete engineering teardown of the GM Energy Ultium Home V2H Bundle: how a 205 kWh Chevy Silverado EV or GMC Sierra EV stores 15 Powerwalls worth of backup energy, and how to wire the PowerShift Charger and Home Hub.

EV Pack Capacity: Chevy Silverado EV / GMC Sierra EV (Up to 205 kWh Ultium Pack — Equal to 15 Tesla Powerwalls!), Equinox EV, Blazer EV, Cadillac LYRIQ & ESCALADE IQ

Cost: $7,299 GM Energy V2H Bundle Hardware + $3,000–$5,500 Installation (~$10,300–$12,800 Total)Open V2H Blueprint →

12.8 kW Discharging / 11.5 kW Charging (50V2H Schematic Inside

Wallbox Quasar 2 (12.8kW CCS1 V2H/V2G) Bi-Directional Charger & Solar Integration Guide

How the universal Wallbox Quasar 2 (12.8kW CCS1 bi-directional charger) integrates the DC-to-AC inverter inside a compact garage wall unit, pairs with the 200A Power Recovery Unit (PRU), and enables California DSGS & PG&E V2G payouts.

EV Pack Capacity: Universal ISO 15118-20 CCS1 EVs (Kia EV9, Hyundai, European & US CCS Models)

Cost: $6,440 Hardware Bundle (Quasar 2 + Power Recovery Unit) + $2,200–$3,500 InstallationOpen V2H Blueprint →

Up to 11.5–24 kW Bi-Directional CCS1/NACS V2H Schematic Inside

Rivian R1T & R1S Bi-Directional V2H Charger (24kW DC) & Solar Off-Grid Integration Guide

How every Rivian R1T and R1S (Gen 1 and Gen 2) is hardware-wired for CCS/NACS bi-directional V2H discharging, why the 92.5 kWh LFP Standard Pack is ideal for daily solar cycling, and how to charge your Rivian off-grid from a rooftop solar array.

EV Pack Capacity: Rivian R1T & R1S (92.5 kWh LFP Standard / 109 kWh Large / 141–149 kWh Max Pack)

Cost: $4,500–$7,500 Installed for Full 240V V2H | $0 Extra to Charge Rivian Off-Grid From EG4/Sol-Ark Solar ArrayOpen V2H Blueprint →

96.5% Direct DC-to-DC Solar-to-EV EfficienV2H Schematic Inside

DC-Coupled Solar Direct-to-EV Bi-Directional Charging vs. AC Level 2: Round-Trip Efficiency Math

Why converting DC solar power to 240V AC on your roof and then converting it BACK to 400V DC inside your EV wastes 14%–18% of your solar energy: full engineering math on direct DC-to-DC solar-to-EV bi-directional chargers.

EV Pack Capacity: All 400V & 800V DC Bi-Directional Electric Vehicles + Rooftop High-Voltage Solar Strings

Cost: Saves 1,200–2,100 kWh/Year in Eliminated Inverter Conversion Heat LossesOpen V2H Blueprint →

UL 9741 Bi-Directional EVSE + UL 1741 SA/SV2H Schematic Inside

NEC Article 625.48, UL 9741 & IEEE 1547 Bi-Directional V2H/V2G Permitting & Inspection Guide

The master electrician and building inspector reference for permitting a Vehicle-to-Home (V2H) or Vehicle-to-Grid (V2G) bi-directional EV charger under NEC Article 625.48, NEC 705, UL 9741, and utility Rule 21 interconnection rules.

EV Pack Capacity: All Residential Bi-Directional V2H & V2G Installations (NEC 2020 / NEC 2023 / NEC 2026 Code Cycles)

Cost: Eliminates $4,000 Service Panel Upgrades via NEC 705.13 / 625.42 EMS Load ManagementOpen V2H Blueprint →