Tesla Model 3, Model Y, Model S, and Model X without built-in bi-directional OBCs can now achieve V2L Capabilities using the WETOX PowerShare D2. While many owners are thrilled about this new feature, some also have concerns—is DC discharging safe? Will it affect the battery? Could it damage the vehicle?
In this article, we’ll address these questions from both industry and product perspectives and share insights from WETOX’s years of hands-on experience.
V2L-capable electric vehicles are still relatively rare in North America. Only a few models, such as the Kia EV6 and Hyundai IONIQ 5, come equipped with bi-directional OBCs. Ford heavily promoted the V2L feature when launching the F-150 Lightning, even taking a jab at Tesla by showcasing V2V scenarios. However, without Tesla’s participation, this functionality remains unfamiliar to most EV owners.
But things are quite different in Europe and China compared to the North American market. In China, in particular, BYD made V2L a standard feature as early as 10 years ago. Today, nearly all new models across brands offer 3–6kW V2L capabilities, and some even provide up to 60kW of V2V functionality.
Earlier on, Chinese EV owners also had concerns about the safety of V2L, worrying it might reduce battery life. However, with over 20 million units sold and a decade of proven performance, these concerns have turned out to be completely unnecessary.
In terms of power output, a vehicle’s instantaneous output during acceleration can reach dozens or even hundreds of kilowatts. By comparison, DC discharging, which is only 3.6kW and delivers steady, continuous power, is almost negligible.
As for battery lifespan, most EV batteries support 2,000–3,000 charge cycles. This refers to a full cycle of charging the battery from 0% to 100%. Compared to energy consumption from driving, air conditioning, and heating, the share used for V2L is equally insignificant.
Overall, with EV traction batteries being designed with extreme precision and redundancy, using them only for driving while neglecting their V2L capabilities is undoubtedly a waste. The benefits of V2L capabilities far outweigh their impact on battery life. Otherwise, automakers—including Tesla with its Cybertruck—wouldn’t have equipped their vehicles with bi-directional OBCs and actively promoted this feature to owners.
At this point, you might be wondering—these examples involve vehicles with built-in bi-directional OBCs using AC discharge connectors for V2L. But what about vehicles without bi-directional OBCs? Can DC discharging achieve the same level of safety?
From a purely physical perspective, whether it’s AC discharging through the slow-charging port or DC discharging through the fast-charging port, both processes involve converting the battery’s DC power into AC power. The only difference lies in whether the inversion takes place inside the vehicle or externally. As a result, the impact on the battery is exactly the same.
However, what most people are concerned about is not the technical process but rather the legality of DC discharging.
Just like the more common AC discharging, DC discharging is also an officially recognized form of V2L by major automakers. NIO has taken a bold approach by eliminating AC charging functionality altogether—not only does it lack a bi-directional OBC, but it has also removed the OBC entirely, leaving owners with DC charging and discharging options only. To support this setup, NIO has officially released dedicated DC V2L adapters.
Similarly, the Buick ELECTRA E5, built on GM's Ultium platform, also lacks a bi-directional OBC. To strengthen its competitiveness in the Chinese market, Buick has introduced DC V2L adapters in its official store, allowing owners to purchase them as needed.
Moreover, other automakers—including Li Auto, Lotus, Nissan, Honda, and Mitsubishi—have embraced DC discharging as a legal and safe V2L solution, further solidifying its status in the EV market.
Owners are highly concerned about whether using a DC V2L adapter might void their vehicle warranty. WETOX ensures that its products comply with international standards and are equipped with multiple safety protections. However, warranty terms are ultimately determined by automakers, and as an independent manufacturer, we are unable to provide a definitive answer.
For reference, the GB/T version of the WETOX (WeiDian) DC V2L adapter has been sold in the Chinese market for over three years, with tens of thousands of verified owners. During this time, we have never received any reports of customers losing their vehicle warranties.
Some Chinese users have even contacted Tesla’s official after-sales service for clarification. The response confirmed that using a DC V2L adapter does not void the vehicle’s overall warranty. However, if damage is directly caused by the adapter, the repair costs for that specific issue would not be covered under Tesla’s warranty. This makes it clear that DC V2L adapters are a safe and practical solution when used as intended.
After discussing support at the automaker level, let’s now turn to the protocol and standards level.
In Tesla’s NACS white paper released in November 2022, it explicitly states that the NACS standard is compatible with V2X and will define detailed parameter requirements for V2X in future versions.
In June 2023, the NACS standard was recognized by SAE International as a Recommended Practice (RP). On December 18, 2023, SAE officially released the J3400_202312 document, which builds upon the NACS standard and outlines detailed requirements for DC-based V2X discharging. The document also specifies that, in this mode, electric vehicles can function as mobile power sources:
The V2G strategies promoted by many countries heavily rely on vehicle-to-grid interaction. Since AC power output from a bi-directional OBC has no practical value in this scenario, the only viable solution is to discharge DC power directly from the vehicle. As a result, DC discharging is expected to become the most widespread and commonly used form of external power output in the future.
The WETOX PowerShare D2 is designed in full compliance with J3400 and NACS protocol standards. It utilizes the DC charging port to convert the vehicle’s DC power into 120V AC power, providing a reliable and efficient energy solution. In addition, it incorporates comprehensive safety protections to safeguard the vehicle, connected devices, and users throughout operation.
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