Bidirectional EV Charger Price 2026: What Makers Publish, V2H and V2G Checks

Answer: Bidirectional chargers have no single published price. Wallbox takes Quasar 2 orders by form. GM Energy’s listed price excludes installation and taxes. Fermata’s FE-20 was sold on enquiry. V2H (vehicle-to-home) needs a compatible EV and a bidirectional charger. It also needs an approved backup or isolation setup. So ask for a dated installed quote.

This is a selection workflow for solar installers and buyers. It is not a ranking. A bidirectional charger lets power flow both ways. It charges the car, and it can also send power out of the car battery. EV support, regional equipment, and grid programs change on their own schedules. Three things are different. One is a charger you can order. One is a firmware update that is announced. One is a working approved installation.

Bidirectional EV charger prices in 2026

No maker in the table below publishes an installed price. The table shows what each maker’s own page says. It was read on 28 October 2026 unless a row says otherwise. In the table, kW is power, A is amps, and CCS1 is a type of EV plug.

dcbel’s Ara product page lists no price either. It says Ara works with NACS, CCS and CHAdeMO plugs. It advertises a California limited-time offer. The offer is up to USD 18,300 in stackable incentives. It counts toward Ara Core, installation, and other costs. It is enrolled with a refundable deposit (terms apply). Treat any charger-only figure you see elsewhere as a starting point. The total also covers isolation parts, wiring, permits, and commissioning. See quote installed scope below.

The Wallbox product page and datasheet disagree on one detail. The product page says up to 12 kW charging and 12.48 kW discharging (DC). The datasheet lists the 12.48 kW discharge as an AC output at 40°C. It lists 12 kW as the DC charging output. Ask Wallbox which figure governs your installation.

Fermata Energy FE-20 price and status

Fermata’s own page described the FE-20 as a commercial bidirectional charger for 3-phase sites only. It gave no price. On 29 April 2025 Nuvve announced a purchase. It had bought substantially all the net assets of Fermata Energy LLC. It did so through a new subsidiary, Fermata Energy II LLC. fermataenergy.com now redirects to nuvve.com. Nuvve’s chargers page lists a 20 kW V2G DC station (TP-20DC-V2G) with no price. That page does not say whether it replaces the FE-20. So ask Nuvve directly for FE-20 availability and a quote.

Start with the service you need

V2H can mean supplying home loads while the grid is on, as well as backup. Running in an outage needs extra equipment and an approved electrical setup. V2L powers appliances by cable. Feeding building wiring needs a V2H system with approved isolation. So never improvise a backfeed connection, and always use a qualified installer.

The DOE mobile-storage overview describes pairing bidirectional EVs with capable EVSE. EVSE is the charging equipment. It also says to talk with the utility early. It also keeps moving EVs apart from fixed storage. The EV may be away when the site needs energy. For the solar design side of a V2H project, see vehicle-to-home solar design.

Build an exact compatibility record

Ask for written confirmation of the vehicle model, model year, and market. Ask about the connector, relevant firmware, and enabled feature. Then match the charger variant and the gateway or recovery unit. Match the meter, the controller, and any other required parts.

A charger that charges a vehicle may still not discharge it. A CCS1 charger can charge many vehicles but allow bidirectional use with only some models. An adapter, an ISO protocol label, or a promised future update does not give you a working discharge path.

For each candidate, keep:

• Exact vehicle and regional eligibility. Include any software or activation steps you must finish first.
• Separate charging and discharging ratings, with AC/DC boundaries and conditions.
• Approved equipment combination and installation instructions.
• Backup loads, startup behaviour, reserve settings, and outage limits.
• Certification papers that apply. Also site or utility acceptance.
• Delivery, activation, and service that are confirmed for the actual address.

Two examples that show why the conditions matter

These two cases show what to check. They are not a market ranking.

Wallbox Quasar 2: North America

The Quasar 2 North America datasheet V1.4, 24 February 2025 identifies a CCS1 model for 120/240 V split-phase service. Its power figures are in the table above and drop at 50°C. Backup needs a Power Recovery Unit. The datasheet gives a 2-year warranty. It gives a 10-year expected lifetime at an average of 6 hours of use a day.

Charging power and discharging power are different limits, so do not swap one for the other. The datasheet lists a charge and discharge efficiency of over 97%. It does not describe a full solar-to-vehicle-to-home round trip. So do not present it as one.

Wallbox’s US product page opens ordering to Kia EV9 owners or lessees. It says backup power needs a home electrical service of no more than 200 A. It says V2G depends on utility availability and local rules. Solar charging needs the Wallbox Power Meter. Before you order, ask Wallbox to confirm the vehicle year and firmware. Ask about regional delivery and installation too. Do not extend the offer to every CCS vehicle.

Tesla Cybertruck Powershare

Tesla’s Cybertruck owner’s manual (archived copy of 1 April 2025; tesla.com blocks automated downloads) lists what Powershare Home Backup needs first. They are vehicle firmware 2024.14 or later and Tesla app 4.31 or later. You also need a Universal Wall Connector with Powershare Gateway. It stops in three cases. One is when the battery falls to the discharge limit you set. One is when the battery is cold. One is when the home draws more than Powershare can supply. The home can lose power briefly when it starts. So do not promise UPS (uninterruptible power supply) behaviour.

Tesla’s support page (archived 30 March 2025) says homes without a Powerwall need two things. They are the Universal Wall Connector and Powershare Gateway. It said Home Backup with a Powerwall was expected through an over-the-air update later in 2025. This guide has not confirmed that the update shipped. So check Tesla’s current page before you design around a Powerwall. Treat an announced update as pending until Tesla supports your exact installation.

Bidirectional EV charger market in 2026

Supply is narrow. Wallbox’s US Quasar 2 offer is limited to Kia EV9 owners and lessees. GM Energy’s charger is for GM vehicles. Tesla’s Powershare pages archived in 2025 name only the Cybertruck. In commercial V2G, Nuvve paid about USD 659,000 for Fermata’s assets in April 2025. About USD 340,000 was cash. The rest was assumed liabilities, which is about USD 319,000 (659,000 minus 340,000).

On the revenue side, the DOE page says a light-duty EV battery is roughly 15 to 100 kWh. A kWh (kilowatt-hour) is a unit of energy. The page also describes a University of Delaware programme. In it, PJM (a US grid operator) pays the university the market rate. This is for vehicles kept plugged in and available. That is roughly USD 1,200 per year for each available battery EV. The DOE page does not date those figures. So treat them as an example of a past arrangement, not a quote for your site.

This guide quotes no market-size forecast because it has no primary source for one.

AC/DC architecture and solar coupling are separate questions

In an AC bidirectional setup, the vehicle converts power onboard. It converts between the battery’s DC and the building’s AC. In a DC setup, the EV’s DC connection feeds an offboard converter. Both need the EV to allow discharge. Both need the complete system to support the planned mode.

This is a separate question from how the PV array is coupled. It may be DC-coupled to an energy system, or connected through its own AC inverter. A DC EV charger can sit alongside an AC-coupled PV inverter. So do not call it an AC bidirectional charger just because the home’s solar is AC-coupled.

Map the actual path. It runs through the PV, the solar inverter or DC interface, and the building bus. It continues through the EV equipment, the battery, and the backup loads. Record the conversion points for each direction. You cannot read charging speed, retrofit fit, or round-trip efficiency from an architecture label.

For an existing solar installation, have the designer confirm the supported setup. They should also confirm the controls, metering, and approvals. Some installations keep their equipment. Others need changes. A working grid-connected PV system is not automatically supported inside the backup island. That is the part of the home that runs during an outage. An inverter replacement is not automatically needed.

Use the home EV charging and solar guide for charging-demand context. The hybrid inverter guide and the hybrid inverter definition explain grid use versus backup ability. Best solar battery covers the stationary alternative.

Check backup power and duration independently

Energy capacity sets the possible duration. The supported output and load traits decide whether the system can run your equipment. Check continuous power and the phase and voltage. Check motor starting demand and temperature limits. Check how loads are managed.

Here is a hypothetical planning example. Assume an 80 kWh available battery-energy reference. Assume 70% state of charge (SOC, how full the battery is) on arrival. Assume a 30% retained driving reserve. Also assume the SOC-to-energy link is linear for this illustration:

Energy available before conversion = 80 × (0.70 − 0.30) = 32 kWh
At an assumed 90% delivery factor = 28.8 kWh
With an assumed constant 2 kW supported load = 14.4 hours

This leaves out standby use, changes in load, and temperature limits. The 80 kWh reference must match the SOC basis. It is not automatically the advertised gross pack energy. It is not an OEM (maker) runtime prediction.

An EV that has driven away or been unplugged cannot supply power. This holds whatever energy remains. Include the daily arrival and departure times. Include the driving reserve and household priorities. A large EV pack does not guarantee several days of whole-home backup. See battery C-rate and load selection for current, power, and energy limits.

Approvals: more than a connector or certification checkbox

Four things cover different parts of the system. First is equipment safety. Next is the grid connection. Then comes EV communication. Last is communication between charger and back office. Check the documents that apply to your region and your exact setup. Software support for a protocol does not replace electrical approval. It does not replace the maker’s permission for the vehicle, or an export agreement.

The Open Charge Alliance’s OCPP 2.1 announcement lists added support for ISO 15118-20 bidirectional transfer. It also lists new bidirectional and DER-control functions. DER means distributed energy resource. The announcement also says OCPP 2.0.1 and 1.6 remain supported. OCPP (Open Charge Point Protocol) is how chargers talk to a back-end system. An OCPP version alone does not make a product bidirectional.

Ask the authority and the utility what applies at this site. Ask about grid-parallel (running alongside the grid) use, non-export use, and backup use. Running without export can still need notification or approval. Before installation, get the permitted control and export settings. Also get the commissioning requirements.

Qualified installers follow the approved commissioning procedure. Leave service-disconnect operation and live export tests to them. Record proof of acceptance and the permitted operation with the single-line diagram.

Quote installed scope and model actual program terms

Get a dated, regional installed quotation. It should list each of these as its own line. They are equipment, transfer or isolation parts, and metering. They are also wiring, service work, permits, commissioning, and subscriptions. Confirm whether each required part is included or extra. An old charger-only price is not the installation cost.

For energy shifting, include charging losses and the opportunity cost of the energy. Solar energy that could otherwise be sold is not free. Take an illustrative cycle supplying 10 kWh AC at a peak value of 0.30 currency units/kWh. Assume a 90% charging-to-delivery ratio and charging energy valued at 0.10 per kWh:

Delivered value = 10 × 0.30 = 3.00
Charging energy = 10 ÷ 0.90 ≈ 11.111 kWh
Charging cost ≈ 11.111 × 0.10 = 1.111
Gross difference ≈ 1.889 currency units per cycle

This leaves out fees, ageing, taxes, and tariff changes. Multiply by the eligible dispatch events you actually expect. Do not use every day of the year. The value of backup power is separate from grid-service income. For fleet demand charges, model the billing peak and period. Multiplying a monthly currency/kW rate by dispatch days is not a valid annual demand-charge calculation.

Read the vehicle and battery warranty for the exact use and equipment. Discharge depth, temperature, throughput, and time can affect ageing. No reserve percentage guarantees zero additional degradation. The battery degradation modeling guide explains how forecast assumptions differ from warranty terms.

A selection record that prevents premature orders

State the intended mode. State the exact vehicle, equipment, and software, and the site setup. Add the permitted loads and export arrangements. Add what you still wait on, the installed quote, and the money assumptions. Mark missing evidence.

Choose an available, approved system when that record supports it. Maybe firmware, regional service, or an export program is still pending. If so, compare managed one-way charging or other supported storage. Keep the dependency visible. An EV can be useful for driving and flexible charging without offering every V2X mode.

See solar design software for the design workflow.

Frequently asked questions

What is the difference between V2L, V2H and V2G?

V2L (vehicle-to-load) powers single devices through an approved vehicle outlet or adapter. V2H powers home loads through a compatible installation. Running during an outage has its own requirements. V2G (vehicle-to-grid) sends power back through an eligible grid connection. An EV that supports one mode may not support the others.

How much does a bidirectional EV charger cost?

Makers do not publish a flat installed price. Wallbox takes Quasar 2 orders by form. GM Energy’s page shows a promotional price that excludes installation and taxes. Tesla says Powershare Home Backup installation typically runs around USD 2,000 to 4,000 excluding equipment. That comes from its support page, archived 30 March 2025. Get a dated installed quote. It should list equipment, isolation components, wiring, permits, and commissioning as separate lines.

What is the Fermata Energy FE-20 price?

Fermata Energy listed no price for the FE-20, a 3-phase commercial bidirectional charger. It asked buyers to get in touch. Nuvve bought Fermata’s assets in April 2025, and fermataenergy.com now redirects to nuvve.com. So ask Nuvve for current availability and a quote.

Which bidirectional charger should I buy?

Start with the exact vehicle model, year, market, and enabled firmware (the EV’s built-in software). Then check the charger variant, backup parts, and site approval. A matching connector does not make an EV bidirectional. Before you order, confirm delivery and activation.

Can I add bidirectional charging to existing solar?

Often yes, when the full setup is supported. Have the designer check the existing inverter and backup arrangement. They should also check controls, metering, and approvals. A DC EV charger can be paired with AC-coupled solar. So the architecture label does not tell you whether you must replace equipment.

Do I need utility approval if I do not export?

Ask the utility and the local authority. Running without export can still need notification, a permit, or approval. Passing the electrical check is one thing. Being eligible for a program is another.

How long can an EV power my home?

Take the energy above your driving reserve and apply a delivery factor. Then divide by the loads the system can supply. Check power and motor-starting limits separately. Temperature, standby draw, changing loads, and the EV being away shorten the backup time. So pack size alone does not give a runtime.

Does bidirectional charging affect battery life?

Ageing depends on the cells and their history: time, temperature, state of charge, and cycling. Read the exact vehicle warranty for the mode and equipment you plan to use. No reserve level guarantees zero extra ageing.

Does OCPP support guarantee V2G compatibility?

No. OCPP (Open Charge Point Protocol) covers charger-to-backend communication. Its functions vary by version. The EV must allow discharge. The charger must support it. The equipment must be approved in your region. A grid program must be open to you.