After years of trials and delays, Ofgem has finally approved several vehicle-to-grid (V2G) chargers for home installation. That means you can now legally use your EV as a giant battery to power your house and sell electricity back to the grid. The question is whether you should actually bother.
I’ve spent the last month digging through approval lists, installation quotes, and tariff terms. Here’s what you need to know before spending several thousand pounds on a charger that might save you a few hundred quid a year.
What V2G Chargers Can You Actually Buy?
Three chargers currently have Ofgem approval for domestic installation. The Wallbox Quasar 2 is the most widely available, typically costing between £3,500 and £4,500 including installation. Indra’s V2G charger sits in a similar price range, around £4,000 installed. The dcbel r16, which also includes solar integration, costs closer to £6,000.
That’s compared to roughly £1,000 for a decent smart charger like a Hypervolt or Ohme unit. You’re paying three to six times more for V2G capability, so the savings need to be substantial to justify the cost.
Installation is more complex than a standard charger. You’ll need a G99 grid connection approval, which your installer handles but adds time to the process. Expect 8 to 12 weeks from order to installation in most cases, longer if your distribution network operator is backlogged.
The Car Compatibility Problem
Here’s the bit that catches people out: very few EVs actually support V2G. The technology requires bidirectional charging capability, which means the car can push electricity back out through the charging port, not just receive it.
Right now in the UK, your options are limited to the Nissan Leaf (2013 onwards), Nissan e-NV200, Nissan Ariya, Genesis GV60, and a handful of others including some Hyundai and Kia models with specific trim levels. The MG5 EV supports it in some markets but not currently in UK spec. Crucially, most Teslas don’t support V2G, nor do most VW Group vehicles.
If you’re planning to buy a V2G charger, check your specific car model and year with the charger manufacturer first. I’ve spoken to someone who spent £4,000 on a V2G unit only to discover their car wasn’t compatible despite what they’d read online.
Which Tariffs Actually Work With V2G?
V2G only makes financial sense if you’re on a tariff that pays you well for exporting electricity during peak times and charges you less for importing it during off-peak hours. The spread between these rates is what creates the opportunity for savings.
Octopus Energy’s Intelligent Octopus Flux is the main tariff designed for V2G at the time of writing. You’ll pay around 25p per kWh during peak times but only 16p off-peak, and you can export at roughly 28p during peak hours. OVO’s Vehicle-to-Grid tariff offers similar dynamics but with slightly different rate structures.
The key is the export rate. Standard export tariffs like the Seasonal Export Guarantee pay around 15p per kWh regardless of time. V2G tariffs pay nearly double during peak periods, which is where your savings come from.
Without access to these specific tariffs, a V2G charger is essentially an expensive standard charger. Check availability in your area before buying, as not all tariffs are available to all postcodes or with all suppliers.
Real-World Savings: The Maths
Let’s be honest about what V2G can actually save you. The best-case scenario involves charging your car overnight at cheap rates, using some of that stored energy to power your house during expensive peak hours, and potentially exporting surplus back to the grid.
If you have a 60 kWh battery and you cycle 20 kWh through V2G daily (a realistic amount that doesn’t compromise your driving range), you could save somewhere between £300 and £600 per year based on current tariff rates. That’s assuming you optimise your usage, you’re home during peak hours, and you don’t need to drive anywhere at short notice.
With a £3,500 additional cost over a standard smart charger, you’re looking at a payback period of 6 to 12 years. That’s longer than most people keep their cars, and it assumes tariff rates stay favourable, which they might not.
The calculations change if you have solar panels. Storing solar energy in your car during the day and using it in the evening makes more sense than exporting it at low rates. But then you’re comparing against a home battery, which might be a better fit for most households.
Should You Buy One?
If you already have a compatible car, you’re on a supportive tariff, and you’re replacing a broken charger anyway, V2G starts to make sense. The payback period is long, but you’re contributing to grid stability and reducing demand on power stations during peak times, which has value beyond your personal savings.
If you’d need to change cars to make it work, or if you regularly need your car fully charged for long journeys, stick with a good smart charger instead. The Ohme Home Pro or Hypervolt 3 will do 95% of what most people need for a quarter of the price.
I’m genuinely excited about V2G technology. I’ve been following the trials for years, and I think it’s a crucial piece of the renewable energy puzzle. But right now, in early 2025, it’s still early adopter territory. The costs are high, the car compatibility is limited, and the savings are modest. It’ll get better as more cars support it and competition drives prices down, but for most people reading this, the sensible choice is still a regular smart charger and patience.