EV V2L, Off-Board Power and V2V Range Sharing: OEM-Verified U.S. Paths

Supports bidirectional charging is not enough information to tell you what an EV can actually power—or whether it can charge another EV. Current U.S. vehicles differ by model year, trim, installed outlets, charge-port accessories, cable generation, output limits and battery-reserve behavior.

This guide tracks vehicle-to-load and other direct off-board power for tools, appliances and devices, plus manufacturer-supported vehicle-to-vehicle (V2V) / range-sharing paths. It does not treat V2H home backup or V2G grid export as interchangeable with either capability. A vehicle may support one without supporting the others.

For V2V, this guide also distinguishes direct donor-charge-port V2V from an AC-outlet path that feeds the receiving EV through charging equipment. Those are not the same architecture even if both can add energy to another EV.

Not established means the current OEM source checked for that exact scope did not prove the field. It does not mean the vehicle lacks the capability.

V2L and direct off-board power quick answer

Can this EV charge another EV?

Yes for the exact source scopes below, but the hardware path matters. A direct donor-charge-port V2V system such as Lucid RangeXchange is different from using a truck's 240V AC outlet to feed the receiving EV through charging equipment.

Lucid RangeXchange: donor and receiving sides are different

Lucid's current RangeXchange guide is unusually explicit about adapter placement. The donor-side RangeXchange adapter is vehicle-specific: J1772 for Lucid Air and NACS for Lucid Gravity. It must plug directly into that Lucid's native charge port, and Lucid says a charging adapter cannot be inserted on the donor side.¹⁶

The receiving side is more flexible. Lucid documents Mobile Charging Cables with J1772 or NACS connectors and allows Lucid-approved charging adapters on the receiving side. It says the system can share energy with almost any EV that can be reached through the supported J1772/NACS receiving path.¹⁶

Not every Lucid Mobile Charging Cable works with RangeXchange. Lucid says first-generation cables without the RangeXchange symbol are not compatible.¹⁶

Ford Lightning: don't confuse Pro Power rating with V2V charging rate

Ford's current V2V accessory page limits the stated F-150 range-sharing path to vehicles equipped with 7.2-kW or 9.6-kW Pro Power Onboard and separately says the adapter requires Pro Power Onboard and a Mobile Power Cord.¹⁹ Ford currently lists the V2V adapter in the F-150 Lightning accessory catalog.²⁰

Ford's official 2025 Lightning specification shows a lower 2.4-kW Pro Power Onboard configuration standard on Pro/XLT/Flash/Lariat and a 9.6-kW configuration optional on those trims and standard on Platinum, with a 240V outlet in the bed.¹² For that exact Lightning scope, the reviewed evidence therefore supports the 9.6-kW configuration as matching Ford's published higher-output donor requirement; it does not establish the standard 2.4-kW configuration as qualifying. The 7.2-kW figure comes from Ford's broader F-150 V2V accessory statement, not from the reviewed 2025 Lightning configuration table.

Those donor-system ratings still do not, by themselves, establish that another EV receives 7.2 or 9.6 kW. The current live V2V accessory text checked for this update does not publish the delivered V2V kW or receiving connector, so those fields stay not established rather than importing a donor-system number.

Cybertruck: Tesla's V2V statement is tied to the bed outlet

Tesla's current Powershare page says Cybertruck AWD and Cyberbeast can use the 240V cargo-bed outlet to charge other EVs with up to 9.6 kW.²¹ That is an AC-output path. This guide does not relabel Tesla's separate charge-port Outlet Adapter path as direct V2V unless Tesla explicitly documents that use.

GM/Chevrolet V2V exists, but this source is not enough for an exact model row

Chevrolet's current energy-transfer support says V2V is available if equipped through a compatible accessory connected to the donor vehicle's charge port, and it says V2V uses the adjustable Battery Reserve with a default of 20% if the driver does not set another limit.⁹

The checked support page does not identify which exact current Chevrolet models/configurations are V2V-equipped or publish a V2V transfer ceiling. That means it is useful architecture evidence, but it is not enough to turn 2026 Silverado EV V2V into a verified row. A V2H-capable vehicle list or generic bidirectional-hardware claim is not substituted for model-specific V2V evidence.

2026 Hyundai IONIQ 5

Hyundai's current U.S. trim table makes the equipment split unusually clear: the second-row V2L charger is standard on XRT and Limited and not available on SE Standard Range, SE or SEL.¹

Hyundai says V2L becomes inoperable once the battery discharge limit reaches 20%, not all appliances will operate properly, and owners should only use appliances that require under 16 amps.¹ The reviewed current 2026 U.S. source does not give a wattage or voltage for this built-in outlet, so this guide does not import a number from another model year or market.

2026 Hyundai IONIQ 9

Hyundai's current U.S. six-trim matrix lists Vehicle-to-Load (V2L) two-way on-board charger (Cargo) as not available on S, SE or SEL and standard on Limited, Calligraphy and Calligraphy Design.²

A current Hyundai Motor America campaign release identifies that capability specifically as the cargo-area V2L charger. Hyundai says it becomes inoperable once the battery discharge limit reaches 20% and says owners should use appliances requiring under 16 amps.³ The exact current IONIQ 9 sources checked for this update do not publish the cargo outlet's voltage or kW, so this guide does not import a rating from IONIQ 5, IONIQ 6, Kona Electric or another market.

The same exact-model source set does not establish a separate external charge-port V2L adapter/path or whether an external V2L adapter is included. Hyundai's current IONIQ 9 page separately says a CCS adapter is included for DC fast charging.⁴ That charging adapter is not treated as evidence of V2L hardware. A general Hyundai V2L how-to page also does not override the exact-model evidence boundary.²³

2026 Nissan LEAF

The redesigned U.S. 2026 LEAF has materially different V2L paths by trim. Nissan's current brochure lists exterior V2L capability on S+; SV+ includes S+ equipment; and Platinum+ includes SV+ equipment plus V2L outlets in the interior and cargo area.⁶

For outside V2L, the exact owner manual says the Vehicle Load Connector (VLC) plugs into the left-side J1772 normal/AC charge port. The right-side J3400 DC Fast Charge port cannot be used for V2L outside.⁵ Nissan's current brochure says the V2L Connector is sold separately and not required for Platinum trim; that wording does not establish that the connector is included with Platinum.⁶

Nissan's current sources do not publish one clean external-power number. The owner manual rates the two inside outlets at 120V / 1,500 W total and outside VLC power at 120V / 1,800 W.⁵ The current brochure, product page and Genuine Nissan accessory listing instead label the current V2L/VLC offer 1,500 W / 1.5 kW.⁶⁷ Because both are current first-party surfaces, this guide preserves the difference instead of silently converting one into the other.

The reserve documentation also differs. The current owner manual exposes a user-set V2L minimum battery level from 10% to 95%.⁵ The current brochure's V2L Connector footnote separately references a 20% minimum battery level.⁶ Treat the exact vehicle/current owner-manual control as the operating source and the public documentation mismatch as unresolved until Nissan reconciles it.

These V2L paths establish portable/off-board appliance power. They do not, by themselves, establish panel-integrated V2H or V2G capability; those are separate hardware/program questions.

2026 Kia EV9 Light RWD

Kia's current 2026 EV9 Light RWD build lists Onboard Power Generator (V2L) under convenience/innovation equipment.⁸

The current reviewed 2026 build/product surface does not provide a numeric V2L output or enough information to establish every external-output accessory that may be needed. Older EV9/EV6 materials contain more detailed ratings, but they are not being used to silently fill a current-2026 evidence gap.

2026 Chevrolet Silverado EV

Chevrolet currently advertises up to 10.2 kW of available off-board power for the 2026 Silverado EV.¹⁰ That is a model-level up to statement, not proof that every truck leaves the factory with the same outlet hardware.

Chevrolet's current energy-transfer support separates several capabilities that are easy to conflate: PowerBase outlets, V2L through a GM-approved charge-port accessory, V2H home backup, and V2V.⁹ If equipped, the PowerBase layout described by Chevrolet uses six 120V outlets and one 240V outlet, and the default Battery Reserve is 20%.⁹

A separate current Chevrolet quick-start guide is narrower: on select Silverado EV Work Trucks, it describes six 120V outlets plus one 240V outlet, with the 120V side providing up to 4.8 kW and the 240V outlet up to 7.2 kW, while total system draw cannot exceed 7.2 kW.¹¹ That is why a model-level 10.2 kW figure is not enough; the exact truck and installed equipment matter.

Chevrolet also explicitly warns owners not to connect the vehicle's onboard or accessory outlets directly to a home. Its approved V2H hardware is a separate system.⁹

2025 Ford F-150 Lightning

Ford's official 2025 technical-specification sheet shows two materially different Pro Power Onboard configurations.¹²

• 2.4 kW: standard on Pro, XLT, Flash and Lariat; unavailable on Platinum. Ford lists two 120V outlets in the cab, two in the bed and four in the frunk.
• 9.6 kW: optional on Pro, XLT, Flash and Lariat; standard on Platinum. Ford lists two 120V outlets in the cab, four in the bed, four in the frunk, plus a 240V outlet in the bed.

The relevant standard/optional table in Ford's PDF was visually checked during verification rather than relying only on extracted text.¹² The reviewed spec sheet does not establish a battery-reserve/minimum-SOC rule, so that field remains open.

Tesla Cybertruck

Tesla currently documents two direct device-power paths: onboard AC outlets and a charge-port outlet path.¹³¹⁴

Where the truck is equipped with cargo-bed outlets, Tesla lists two 120V outlets at 20A maximum combined and one 240V outlet at 40A maximum. Tesla says all onboard AC outlets combined are limited to 40A. Keep Outlets On normally shuts the outlets off after 12 hours or once the high-voltage battery falls below 5%.¹³

For charge-port output, Tesla documents the Gen 3 Mobile Connector + Tesla Outlet Adapter. The 5-20 adapter is rated at 120V, 20A and 2.4 kW. Tesla says the Outlet Adapter is not available for Cybertruck Long Range, and the charge-port Powershare function will not start below 5% battery.¹⁴ Tesla's support page also says this path requires Cybertruck software 2025.14.3 or later and Mobile Connector software 24.20 or later.¹⁵

Tesla currently has a documentation conflict

The current U.S. Cybertruck owner's manual says the charge-port output can be used at the same time as onboard cargo/cabin outlets.¹⁴ Tesla's current Powershare support FAQ says owners must choose either the bed/cabin outlets or the Mobile Connector + Outlet Adapter, and says the other path is disabled.¹⁵

Because both are current first-party Tesla surfaces, this guide does not choose one by inference. Treat simultaneous charge-port + onboard-outlet use as unresolved in Tesla's current public documentation and follow the instructions presented by the current vehicle/software and latest applicable manual/support material.

V2L, V2V, V2H and V2G are different questions

• V2L / direct off-board power: vehicle battery powers a device, tool, appliance or ordinary load through vehicle outlets or an approved adapter.
• V2V / range sharing: one EV supplies energy that reaches another EV's traction battery through a manufacturer-supported path. The donor architecture may be a direct charge-port system or an AC outlet feeding the receiving EV through charging equipment.
• V2H: the vehicle is integrated with a properly equipped home's electrical system for backup or other home-energy use.
• V2G: the vehicle interacts with the grid under compatible utility/program/hardware conditions.

Those labels can share underlying bidirectional hardware, but they are not interchangeable consumer capabilities. This guide does not quote a vehicle's V2H home-backup maximum as its ordinary V2L or V2V output, and it does not infer V2V from generic bidirectional marketing.

What is not in the tables yet

Genesis and additional Hyundai, Kia, GM and other EVs remain expansion targets. V2V rows also remain open for exact current GM configurations and any other OEM that publishes a current manufacturer-supported range-sharing path. They should be added only after an exact current U.S. model-year/trim/equipment source supports the row. Missing from a table does not mean the vehicle lacks the capability.

Sources