Updated 2025-09-10
The Ferroamp V2X can charge all cars with a CCS connector for fast charging. Cars with 800 V architecture can also be charged.
No special adaptation of an electric car is required for it to be discharged with the Ferroamp V2X.
However, it is required that the car’s software does not prevent discharge. In Ferroamp’s own tests, some car models interrupt or limit the discharge after a short time. As long as the car manufacturer has not implemented the standard protocol ISO15118-20, there is a risk that they will modify their software. Therefore, it cannot be guaranteed that discharging a car model that works today will also work in the future. In the same way, a car model that does not currently enable discharge can open up for it in the future through a software update.
These cars have managed to discharge during tests:
BMW i7
Hyundai Kona
Kia Niro
Kia EV6
Polestar 2
Polestar 4
Renault Kangoo
Tesla Model S
Tesla Model 3
Tesla Model X
Tesla Model Y
Tesla Model Y Juniper
Zeekr 001
These cars have prevented discharge during tests:
Audi e-tron
Skoda Enyaq iV80
VW ID.3
If you have a car model that we have not yet tested, you are welcome to come to Ferroamp’s head office in Sundbyberg for testing before placing your order. Get in touch by emailing: info@dcsquare.se
Most car manufacturers have not commented on this. Ferroamp or dc² assumes no responsibility for any impact on the car’s warranty when using the discharge function.
When the charger is connected to a Ferroamp system, the maximum charging power is the sum of the available power from the grid, any solar power production and the power from any stationary battery. The maximum power of the charger is 20 kW and a current of up to 50 A.
Discharge can currently be used to, for example, move energy from the car to a home battery, to cut power peaks or to increase self-consumption of solar energy. This is configured using settings via the charger’s display. Discharge can also be controlled via the charger’s API.
The software for controlling V2X functionality will gradually be developed in the future, after which we will see how different car manufacturers allow the use of the cars’ batteries.
To control discharge via OCPP from the charging operator/aggregator, the car must have implemented the standard protocol ISO15118-20.
No. At present, the charger is not visible in EnergyCloud or in Ferroamp’s app, nor can it be controlled from there. Monitoring of charging can be done via the charger’s display, the car’s app or the app from any charging operator via OCPP. Control is configured via the charger’s display.
The charger’s response time is sufficient to participate in the market for FCR-D, for example, but it requires integration to an aggregator for control. No such integration exists today.
Due to developments in car manufacturers and in communication standards, we anticipate that there will be a great need for software updates in the first few years. For the first two years, software updates will be included in the price.
In order for Ferroamp V2X to work, it must be connected to a Ferroamp system with an EnergyHub. The charger is connected to the ferroamp system by cable 3G6 to the DC distribution. Fuse max 32A. An Ethernet cable also needs to be connected to the same local network as the EnergyHub.
The charger has an IP43 protection rating and can be mounted on a wall outdoors or indoors with the included wall mount. The charger is fan-cooled, which is why we do not recommend installation directly adjacent to living rooms.
NOTE
Only trained electricians are allowed to install Ferroamp products.
Ferroamp V2X is manufactured in Sweden by Ferroamp’s partner dc² AB, which is also responsible for support on the product. For support, please contact:info@dcsquare.se.
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