A Ford F-150 Lightning Extended Range carries 131 kWh of battery capacity. A Tesla Powerwall 3 carries 13.5 kWh. The price difference is significant, but if you were already planning to buy a Lightning, the home integration hardware that turns it into a V2H system costs $3,500 to $6,000. That math is changing how Southern California homeowners think about backup power.
Bidirectional charging has been available in Japan for over a decade via the Nissan Leaf and CHAdeMO. In 2026, it is finally arriving in the US at scale, driven by the F-150 Lightning, Rivian R1T, and the GM Ultium platform. California, with its long history of Public Safety Power Shutoffs and premium SCE evening rates, is the most receptive market in the country.
This guide covers what V2H and V2G actually mean for a Temecula homeowner, which vehicles and chargers support them, how SCE interconnection works for bidirectional systems, how they interact with solar production and battery storage, SGIP eligibility nuances, cost comparisons against dedicated home batteries, real backup capacity math, and honest limitations you should know before signing anything.
What V2H and V2G Actually Mean
V2H stands for vehicle-to-home. In a V2H system, the EV's battery exports alternating current power to the home's electrical circuits through a bidirectional charger and an automatic transfer switch. The grid is disconnected when the vehicle is exporting, so the power flows only within your home. A typical V2H system backs up all or part of your home circuits during a grid outage.
V2G stands for vehicle-to-grid. This goes a step further, allowing the utility to draw power from your EV battery and feed it into the grid during demand peaks. The utility compensates you with bill credits or direct payments. V2G requires a grid-tied bidirectional inverter and a formal utility agreement. California utilities including SCE are piloting V2G programs as of 2026, but they are not yet widely available to residential customers outside of formal pilot programs.
V2L stands for vehicle-to-load, a simpler form that lets you power 120V or 240V appliances directly from the EV via an outlet on the truck or through an adapter. This does not require home integration hardware and does not interact with your home's panel or solar system. It is useful for power tools or camping but is not the same as a whole-home V2H setup.
Most Temecula homeowners asking about bidirectional charging want V2H, specifically the ability to use their EV as a home battery during PSPS events and overnight after solar has charged it. That is what this guide focuses on.
Which EVs Support Bidirectional V2H in California 2026
Bidirectional capability requires both a vehicle that supports it and a compatible charger. Not all EVs can do this. The vehicles with confirmed V2H capability available in California as of 2026 are:
Ford F-150 Lightning
Most deployed V2H in CaliforniaBattery Options
Standard Range: 98 kWh usable
Extended Range: 131 kWh usable
V2H Specs
Export: up to 9.6 kW continuous
Requires: Ford Charge Station Pro + Sunrun gateway
Ford calls this Ford Intelligent Backup Power. The system uses the Ford Charge Station Pro, an 80-amp bidirectional Level 2 charger, combined with a Sunrun-supplied home integration kit that includes an automatic transfer switch. When the grid fails, the system disconnects from the utility and the truck begins exporting within seconds. Ford has active partnerships with Sunrun in California for certified V2H installations.
Rivian R1T and R1S
Bidirectional via Rivian chargerBattery Options
Standard: 135 kWh
Large: 149 kWh
Max: 149 kWh dual
V2H Specs
Export: up to 10 kW via bidirectional EVSE
Also supports V2L at 1.5 kW from the frunk
Rivian's bidirectional charging was rolled out progressively starting in late 2024. The R1T and R1S support bidirectional power flow through a compatible AC bidirectional EVSE. Rivian is expanding its certified installer network in California. The large battery capacity (135 to 149 kWh) gives the Rivian the highest raw backup capacity of any bidirectional EV available in the US market in 2026.
Nissan Leaf (CHAdeMO)
Legacy V2H, declining US supportBattery Options
40 kWh or 62 kWh (LEAF Plus)
V2H Specs
Export: up to 6 kW via CHAdeMO DC EVSE
Requires CHAdeMO bidirectional charger
The Nissan Leaf with a CHAdeMO port was the first V2H-capable vehicle widely available in the US. CHAdeMO bidirectional chargers such as the Wallbox Quasar 2 allow the Leaf to power a home at up to 6 kW. The limitation is that CHAdeMO as a standard is being phased out in the US in favor of CCS and NACS. Nissan has confirmed the next-generation Leaf will switch away from CHAdeMO, making the current Leaf the last CHAdeMO V2H vehicle for the foreseeable future in California.
GM Ultium Platform (Silverado EV, Sierra EV Denali)
Expanding in 2026Battery Options
Silverado EV Work Truck: 200 mile range
Silverado EV RST: up to 450 mile range
V2H Specs
Export: up to 10.2 kW via PowerBase
Requires GM-certified transfer switch and EVSE
General Motors launched the Ultium platform with bidirectional capability built in. The Silverado EV and GMC Sierra EV Denali both support up to 10.2 kW of V2H output through the PowerBase system, which uses a proprietary port distinct from the standard NACS charging port. GM is expanding the network of PowerBase-certified home integrators in California throughout 2026. The Chevy Equinox EV and Blazer EV use the Ultium platform but at lower battery capacities and do not currently offer the same V2H output levels as the trucks.
Notable Absence
Tesla vehicles do not currently support V2H or V2G. The Cybertruck and Model Y use NACS connectors but do not have bidirectional power flow enabled. Tesla has confirmed in patent filings and executive comments that bidirectional capability is planned for future hardware revisions, but no firm release date exists as of May 2026. If V2H is a priority for you, Tesla is not the vehicle to choose in 2026.
Compatible Bidirectional Charger Hardware
The bidirectional charger (EVSE) is the hardware that sits between the EV and your home's electrical panel. Unlike a standard Level 2 charger that only pushes power into the car, a bidirectional EVSE manages power flow in both directions and communicates with the vehicle's battery management system.
Ford Charge Station Pro
F-150 Lightning onlyAn 80-amp AC bidirectional charger designed exclusively for the F-150 Lightning. It communicates directly with the truck's battery management system to manage charge and discharge cycles. The Charge Station Pro must be paired with a Ford-approved home integration kit (supplied through Sunrun or other Ford partners) that includes the automatic transfer switch. It is a hardwired installation on a dedicated 100-amp circuit, which is larger than the 40 or 50-amp circuits used for standard Level 2 chargers. If your panel does not have 100 amps of available capacity, a panel upgrade may be required.
Hardware cost: approximately $1,100 to $1,400. Full home integration system with transfer switch and installation: $3,500 to $6,000.
Wallbox Quasar 2
CHAdeMO (Nissan Leaf)The Quasar 2 is a DC bidirectional charger that supports CHAdeMO vehicles including the Nissan Leaf. It delivers up to 11.5 kW for charging and up to 7.4 kW for home export. The Quasar 2 integrates with the myWallbox app and can be configured for solar surplus charging, time-of-use optimization, and automatic V2H backup. It requires a separate automatic transfer switch for outage backup mode. Wallbox also announced a CCS-compatible version of the Quasar, though that version is still in limited availability in the US as of May 2026.
Hardware: approximately $3,000 to $4,500. Installed with transfer switch: $5,000 to $7,500.
DC Bidirectional EVSE (Generic CCS/NACS)
Emerging standardSeveral manufacturers are developing DC bidirectional EVSE units compatible with CCS and NACS connectors, which would enable V2H for a much wider range of EVs. Companies including Fermata Energy, dcbel, and others are shipping commercial and residential units in limited quantities. These systems are more expensive than AC bidirectional setups and installation requirements are more complex, but they represent the future direction of the market as more vehicles adopt ISO 15118-20 bidirectional communication protocols.
Hardware: $4,000 to $12,000 depending on model and power level. Full installation varies widely; get multiple bids from certified contractors.
Not sure which V2H setup fits your home?
Bidirectional installations in Temecula involve panel sizing, SCE interconnection permits, and vehicle-specific hardware choices that vary by home and EV model. We have done these installations across SW Riverside County and can walk you through the right configuration before you commit to an EV or a charger.
Call (951) 290-3014 for a Free ConsultationSCE Interconnection Requirements for Bidirectional Systems
Southern California Edison regulates what connects to the grid under California Rule 21, the statewide interconnection standard. Any system that can export power, whether from solar panels, a battery, or an EV, must go through interconnection review before it operates in export mode.
For a V2H system that only powers the home during a grid outage (no export to the utility grid), the critical safety requirement is an automatic transfer switch (ATS) or gateway that physically disconnects your home from the grid before the EV begins exporting. This prevents islanding, a condition where your home's circuits could energize grid lines and endanger utility workers. The ATS must be UL-listed and appropriate for the export power level of the system.
For systems that also participate in V2G (exporting to the grid when permitted), a full Rule 21 Smart Inverter interconnection application is required. This process involves submitting technical specifications to SCE, waiting for an interconnection study, and receiving written approval before the system can operate in grid-export mode. SCE interconnection timelines for new bidirectional applications have ranged from 30 to 120 days in 2025 and 2026.
SCE Interconnection Pathway Summary
V2H Only (Home Backup, No Grid Export)
Requires UL-listed automatic transfer switch. No Rule 21 interconnection application needed for the V2H function itself if you already have an approved solar interconnection. Confirm with your installer which permits apply to your specific configuration.
V2H + New Solar (Combined Application)
A combined solar plus bidirectional EV application is processed as a single Rule 21 interconnection. The storage component is reviewed under the battery storage pathway. Applications under 10 kW total export typically qualify for fast-track review of 15 to 30 business days.
V2G Pilot Participation
Requires enrollment in an SCE-authorized V2G pilot program. Currently limited to fleet and commercial participants in most programs. Residential V2G enrollment opportunities are expanding in 2026 through partnerships with Ford and GM but remain geographically limited.
One important detail for homeowners who already have solar: adding a bidirectional EV system to an existing solar installation may require an interconnection amendment. If your existing solar interconnection approval did not contemplate a bidirectional storage device, adding one could technically require a new interconnection review. In practice, many installers classify the V2H system under the existing battery storage provisions and process it as a storage addition rather than a new interconnection. Confirm the permit pathway with your installer before work begins.
How V2H Interacts With Solar Production and Battery Storage
The most powerful configuration combines rooftop solar, a stationary home battery, and a V2H-capable EV. Each component plays a distinct role in the energy system, and they layer together to provide capabilities that none of them delivers alone.
Solar Array
Generates power 8am to 5pm. Charges both the stationary battery and the EV during the solar peak window. Eliminates grid dependency during daylight hours.
Stationary Battery
Stores solar energy for immediate evening dispatch. Covers home loads from 5pm to 9pm during peak rate hours. SGIP-eligible and faster to dispatch than V2H.
V2H Vehicle
Massive backup capacity (98 to 149 kWh). Ideal for extended outages beyond what any home battery can sustain. Less responsive than a stationary battery for everyday rate optimization.
In a typical day with all three components: the solar array charges the stationary battery from 9am onward while simultaneously powering home loads. If the EV is home and plugged in, excess solar also flows into the truck battery. By 3pm the stationary battery is full and the EV has gained 20 to 40 kWh of daytime solar charge.
From 4pm to 9pm during SCE peak rate hours, the stationary battery discharges first, covering home loads without grid imports. If the stationary battery is depleted and the home still needs power, the V2H system can dispatch from the truck. The homeowner avoids peak rate grid electricity entirely.
During a PSPS outage, the stationary battery handles the first night. The truck handles subsequent nights. Solar recharges everything during the day. A 10 kW solar array with a 13.5 kWh Powerwall and an F-150 Lightning Extended Range gives a Temecula home more than 140 kWh of combined storage plus daily solar recharge, enough to sustain most homes through a week-long outage without running a generator.
SGIP Eligibility for V2H Systems
The Self-Generation Incentive Program (SGIP) is California's main rebate for behind-the-meter battery storage. The General Market residential incentive is approximately $200 per kWh of storage capacity installed and operated under an SCE interconnection. Higher incentives are available for low-income customers and those in Disadvantaged Communities.
SGIP eligibility for V2H involves important nuances that differ from standard home battery SGIP applications. The program is designed for stationary storage systems. A vehicle battery that charges and discharges while the vehicle moves is not clearly within the SGIP definition of an eligible storage device. The California Public Utilities Commission has been reviewing V2H and V2G participation in SGIP, but as of May 2026, there is no CPUC rule explicitly including mobile V2H batteries in the program.
SGIP Scenarios for V2H Homeowners
Scenario A: V2H only, no separate stationary battery
SGIP likely does not apply to the EV battery itself under current program rules. No rebate available unless CPUC expands the program to explicitly include mobile vehicle batteries.
Scenario B: V2H plus a stationary battery (e.g., Powerwall 3)
The stationary Powerwall qualifies for SGIP at the General Market rate of approximately $200 per kWh. A 13.5 kWh Powerwall 3 earns approximately $2,700. The EV component does not earn an additional SGIP rebate, but the combination captures all available stationary storage incentives.
Scenario C: V2H customer in an Equity Resiliency area
Equity Resiliency SGIP rates up to $1,000 per kWh apply to stationary batteries installed in homes with PSPS history or medical baseline designation. A 13.5 kWh Powerwall in this category earns $13,500 in SGIP rebates. Combined with the 30% ITC, the effective net cost of the Powerwall drops substantially.
The practical recommendation for Temecula homeowners pursuing V2H: include a stationary battery in your system design to capture SGIP rebates. The stationary battery handles everyday rate optimization (the work that does not require 131 kWh of truck battery) while the EV handles extended outage coverage. This combination captures the SGIP rebate on the stationary unit while preserving the V2H system's massive backup advantage.
Backup Capacity Math: V2H vs Dedicated Home Battery
The most compelling advantage of V2H over a dedicated home battery is raw capacity. A Powerwall 3 provides 13.5 kWh of usable storage. An F-150 Lightning Extended Range provides 131 kWh, nearly 10 times as much. That difference matters significantly during extended outages.
Backup Duration at 4 kW Average Home Draw (No Solar Recharge)
| System | Capacity | Hours at 4 kW | Days |
|---|---|---|---|
| Tesla Powerwall 3 (single) | 13.5 kWh | 3.4 hours | 0.14 days |
| Tesla Powerwall 3 x2 | 27 kWh | 6.75 hours | 0.28 days |
| Nissan Leaf 62 kWh (V2H) | 62 kWh | 15.5 hours | 0.65 days |
| F-150 Lightning Standard (V2H) | 98 kWh | 24.5 hours | 1.02 days |
| F-150 Lightning Extended (V2H) | 131 kWh | 32.75 hours | 1.36 days |
| Rivian R1T Large (V2H) | 149 kWh | 37.25 hours | 1.55 days |
| F-150 Lightning Extended + Powerwall 3 x2 + 10 kW solar recharge | 131 kWh + 27 kWh + daily solar | Indefinite | 7+ days |
Assumes 4 kW average home draw. Actual draw varies significantly with AC usage, appliance load, and household size. A 2,400 sq ft Temecula home with central AC in summer can peak at 8 to 12 kW momentarily. V2H systems must match the peak export capacity to the home's load profile.
The table illustrates why a single Powerwall 3, while useful for daily rate optimization, provides very limited outage backup at a 4 kW average draw. Two Powerwalls cover less than 7 hours. An F-150 Lightning Extended Range covers more than 32 hours. With solar recharge during the day, the combined system extends backup to a week or longer.
The practical implication for Temecula homeowners concerned about multi-day PSPS events: if you were going to buy a Lightning or Rivian anyway, spending $4,000 to $6,000 on the home integration kit is a far more cost-effective path to multi-day backup capacity than buying three or four additional Powerwalls at $9,000 to $15,500 each.
Cost Comparison: V2H vs Dedicated Home Battery
Cost comparisons between V2H and dedicated home batteries depend on whether you are already planning to buy the EV. The economics look different in each case.
Already Buying an F-150 Lightning
For 98 to 131 kWh of backup capacity. Equivalent cost per kWh: $21 to $49 after ITC.
Dedicated Home Battery Alternative
For 13.5 kWh of backup capacity. To match F-150 Lightning Extended Range backup, you would need roughly 10 Powerwalls. That is not a realistic comparison for most homeowners.
The cost comparison makes clear that V2H, when the EV purchase is already planned, is the most cost-effective path to large-capacity backup power. If you are buying the Lightning to replace a gas truck, the V2H home integration cost is comparable to buying one Powerwall while providing 10 times the backup capacity. The Powerwall's advantages over the EV battery are SGIP eligibility, no mobility trade-off, and faster response time for daily rate optimization. The right answer for most large-battery EV owners is both: one Powerwall for SGIP rebate capture and daily dispatch, plus V2H from the truck for extended outage coverage.
Practical Limitations of V2H in Southern California 2026
V2H is a compelling technology with real limitations that a Temecula homeowner should understand before making purchasing decisions.
1. Mobility Trade-Off
If your EV is serving as your home battery overnight, it may not have a full charge for your morning commute. A Temecula homeowner who drives 60 miles round-trip to San Diego needs roughly 25 to 35 kWh of vehicle charge for that trip. If the truck discharged 30 kWh overnight for home loads and solar only recharged 25 kWh during the day, the truck leaves short of a full charge. Size your solar array to fully recharge the truck by your departure time.
2. Battery Degradation Concerns
Repeated deep-discharge cycles for home backup can accelerate battery degradation compared to normal driving use. Ford and GM have stated that V2H use does not void the traction battery warranty as long as the system operates within specified parameters. However, warranty coverage for accelerated degradation attributable specifically to V2H cycling varies by manufacturer. Read the warranty documentation before assuming full coverage.
3. Installer Availability
Certified V2H installers are fewer than standard solar contractors in SW Riverside County in 2026. Ford Intelligent Backup Power requires a Sunrun-certified installer or a Ford-authorized electrical contractor. Rivian and GM V2H installations have their own certification requirements. Getting multiple bids on a V2H project may take longer than getting bids on a straightforward solar-plus-battery job.
4. SCE Interconnection Timelines
Bidirectional interconnection applications with SCE can take 30 to 90 days longer than standard solar applications in some cases, particularly when the system involves export capability or falls into a new tariff category that requires additional SCE review. Plan your project timeline accordingly and do not schedule the EV delivery date before the interconnection approval is in hand.
5. 100-Amp Circuit Requirement for Ford
The Ford Charge Station Pro requires a dedicated 100-amp circuit, significantly larger than the 40 or 50-amp circuits used for standard Level 2 chargers. Many Temecula homes with 200-amp main panels may not have 100 amps of spare capacity available without a load management strategy or panel upgrade. A complete electrical assessment before committing to the Ford V2H system is important.
V2G and SCE Virtual Power Plant Programs in 2026
While V2H keeps power within your home, V2G programs allow you to sell stored solar energy from your EV battery back to the grid during demand peaks. California has the most active V2G pilot environment in the country, driven by CPUC mandates and utility interest in distributed grid resources.
SCE's Bring Your Own Battery program, which launched for stationary batteries in 2023, is a precursor to broader V2G participation. Under BYOB, enrolled homeowners allow SCE to dispatch their battery storage during demand events and receive bill credits averaging $100 to $400 per year depending on dispatch frequency. V2G participation using vehicle batteries is under active development with SCE and the state CPUC as of 2026.
Ford signed a formal partnership with Pacific Gas and Electric for V2G dispatch using F-150 Lightning vehicles in PG&E territory. A similar SCE partnership is under discussion. Early Ford Lightning V2G enrollees in NorCal have reported $200 to $600 in annual bill credits from grid dispatch events during summer 2025. SCE territory participation is expected to expand in late 2026.
For a Temecula homeowner with a Lightning plus a 10 kW solar array, V2G participation adds a meaningful revenue layer on top of the fuel and electricity savings already captured by the solar plus EV combination. The vehicle earns money while parked in the garage during summer afternoons when the grid is stressed and compensation rates are highest.
Related Guides for Temecula Homeowners
Frequently Asked Questions
What is V2H (vehicle-to-home) charging and how does it work with solar?
Vehicle-to-home (V2H) is a bidirectional charging technology that lets an electric vehicle export power from its battery to your home. During a grid outage or during expensive evening rate windows, the EV functions like a large home battery. Paired with solar panels, the system recharges the vehicle battery during peak sun hours and then draws on it for home loads at night or during outages. The result is a closed-loop energy system that can theoretically run a home indefinitely without grid power as long as there is sufficient daily sun.
Which EVs support bidirectional V2H charging in California in 2026?
The Ford F-150 Lightning is the most capable and widely deployed V2H vehicle in California, exporting up to 9.6 kW from a 98 or 131 kWh battery. The Rivian R1T and R1S offer bidirectional capability via their Camp Power and Gear Guard features, with up to 10 kW of output. The Nissan Leaf with a CHAdeMO port supports V2H via compatible DC bidirectional chargers, though CHAdeMO adoption is declining in the US. GM Ultium-based vehicles including the Chevy Silverado EV and GMC Sierra EV Denali offer up to 10.2 kW of V2H output through their PowerBase system. Tesla vehicles do not currently support V2H or V2G, though Tesla has confirmed bidirectional capability is planned for future hardware.
What bidirectional charger hardware is required for V2H in California?
The required charger depends on the vehicle. The Ford F-150 Lightning requires the Ford Charge Station Pro (an 80-amp AC bidirectional charger) paired with a Ford-approved Sunrun home integration kit and automatic transfer switch. Rivian uses its own bidirectional wall charger hardware. Nissan Leaf V2H requires a CHAdeMO-compatible DC bidirectional EVSE such as the Wallbox Quasar 2. GM Ultium vehicles use a compatible bidirectional EVSE that connects through the PowerBase port. Most bidirectional setups also require a certified automatic transfer switch and, in some cases, a sub-panel for the backed-up circuits. Total hardware and installation cost typically runs $3,500 to $8,000 on top of the EV purchase.
Does SCE require special interconnection approval for bidirectional EV systems?
Yes. Bidirectional EV systems that export power to the home during a grid outage require an approved automatic transfer switch or gateway that disconnects the home from the grid before the vehicle begins exporting. This is required by California Rule 21 and prevents islanding, which is the dangerous condition where your home could energize grid lines that workers assume are dead. SCE's Rule 21 Interconnection process applies to all exporting distributed energy resources. Some bidirectional setups are categorized under the battery storage interconnection pathway rather than the solar pathway, which can have different paperwork requirements. Your installer should pull the correct interconnection permits for your configuration.
How much backup capacity does a Ford F-150 Lightning provide for a Temecula home?
The F-150 Lightning Extended Range carries a 131 kWh usable battery and exports at up to 9.6 kW continuous. A typical Temecula home draws 3 to 5 kW in the evenings with AC running. At a 4 kW average draw, the Lightning Extended Range provides roughly 32 hours of backup capacity with no solar recharging. If a 10 kW solar array recharges the truck during the day at a net 6 kWh per hour over a 5-hour peak window, the truck gains roughly 30 kWh of daytime recharge, extending backup to multiple days. The Standard Range Lightning with a 98 kWh battery provides about 24 hours at the same draw rate before solar recharge is factored in.
Is V2H eligible for the SGIP rebate in California?
SGIP eligibility for V2H systems is not straightforward. The Self-Generation Incentive Program is designed for stationary battery storage systems. A Ford F-150 Lightning used as home storage may not qualify directly under SGIP because the battery is mobile. However, if your V2H setup includes a separate stationary battery that integrates with the bidirectional system, that stationary battery may qualify for SGIP at the General Market rate of approximately $200 per kWh. The California Public Utilities Commission is actively reviewing V2H and V2G participation rules. Check with your installer on current SGIP eligibility for your specific configuration before assuming it applies.
How does V2H compare in cost to a dedicated home battery like the Powerwall 3?
A Tesla Powerwall 3 at 13.5 kWh costs approximately $9,200 to $15,500 installed, or $6,440 to $10,850 after the 30% federal Investment Tax Credit. The Ford F-150 Lightning V2H home integration hardware (transfer switch, Charge Station Pro, Sunrun gateway) adds $3,500 to $6,000 to the cost of the EV itself. If you were already planning to buy an F-150 Lightning, the marginal cost of V2H capability is just the home integration hardware, making it significantly cheaper than buying a dedicated battery. If you are buying the truck specifically for its V2H capability, the economics depend on whether you would have purchased an EV anyway. V2H has substantially higher capacity (98 to 131 kWh) than any single home battery, which matters for extended outages.
What are the current limitations of V2H in Southern California in 2026?
Several practical limitations exist in 2026. First, vehicle availability: bidirectional-capable trucks like the F-150 Lightning and Silverado EV have multi-month wait times at some dealerships. Second, installer availability: certified bidirectional installation contractors are fewer than standard solar installers; not every solar company has completed a V2H installation. Third, interconnection timelines: SCE bidirectional interconnection permits can take 30 to 90 days longer than standard solar interconnection. Fourth, battery degradation concerns: repeated deep discharge cycles for home backup can accelerate battery degradation compared to normal driving use only; manufacturer warranty terms vary on this. Fifth, mobility trade-off: if your EV is serving as your home battery overnight, it may not be fully charged for your morning commute unless your solar array is sized to fully recharge it by departure time.
Temecula V2H and Solar Specialists
Get a V2H and Solar Quote Sized for Your Home and EV
Bidirectional EV installations require expertise in SCE Rule 21 interconnection, panel load analysis, and vehicle-specific charger requirements. We work with Ford, Rivian, and GM bidirectional systems across SW Riverside County and can size a solar array that fully recharges your truck by morning while powering your home through the night.
Free consultation. Serving Temecula, Murrieta, Menifee, Lake Elsinore, and SW Riverside County.