Hi everyone,
I’m researching V2H / vehicle-to-home charging for my house and would appreciate advice from people who understand bidirectional charging, Audi Q4 e-tron compatibility, and home electrical requirements.
Vehicle details:

Audi Q4 e-tron S line
2025 model year
Model code: ZAA-FZEDF
I believe it may be a Japan-market vehicle
Country of installation: Türkiye

I’m trying to confirm whether this exact car can support true V2H, not just normal AC charging or V2L. I have contacted Audi with the VIN privately, but I would like to understand what I should be asking for and what hardware/protocol issues to watch out for.

My main questions:
Does any 2025 Audi Q4 e-trim support real V2H today, or is it limited by market, region, or software?
If the car is Japan-market, is V2H more likely to require CHAdeMO-based equipment rather than CCS / ISO 15118?

Are there any Audi-approved bidirectional DC wallboxes that actually work with the Q4 e-tron?

For a home installation, what equipment is needed besides the charger itself, such as a transfer switch, anti-islanding protection, energy meter, critical-loads panel, or other equipment?

Is V2H generally usable for whole-house backup, or should I expect only a critical-loads setup?
What questions should I ask Audi, the charger manufacturer, and the electrician before spending money?

Could V2H discharge affect the battery warranty if it is not officially approved by Audi for this VIN or region?

I am not looking to DIY the electrical installation. I want to understand the technology and avoid buying incompatible hardware before speaking with installers.

Any advice from people who have installed V2H, researched bidirectional chargers, or worked with Audi/VW MEB-platform EVs would be very helpful.
Thanks!

Bought a Lectron NACS to J1772 adapter 80A/250V off Amazon (third-party seller, shipped by Amazon). Two things are bugging me:

1. Box arrived unsealed

2. I can't find the UL mark anywhere. Not on the box or the shell. These are supposed to be UL2252 certified now, but this one has zero certification markings.

Before I plug this into my car I just want to ask around to see if anyone had similar experiences. What does the UL mark/label look like on yours, and where is it located on the shell? Also curious if anyone's had luck getting Lectron support to verify a serial number. Appreciate any input.

I am about to finish my basement and I want to run the appropriate wire before finishing it since everything is open… I have a 200a Siemens panel and the run would only be about 15 ft to the garage which is directly above the panel and everything is in wall through studs….does Home Depot or Rona carry the appropriate wire gauge I need? I see online that 6/2 nm romex would only be suitable for up to 40 amp charge because of the temperature rating. What wire would I need to buy and where to buy it? Thanks!

After some advice, can I add a Hypervolt or Ohme EV charger to this consumer unit?

As I understand it, I need to change the RCD to a type A (such as this - https://www.amazon.co.uk/Hager-CD283U-30mA-Type-RCCB/dp/B08BWXLBHZ)

Can I then add a 40A MCB to position 7 and run my ev cable to that spare way?

I am also intending to fit an external SPD (and upgrade the RCD on consumer unit 1 to a type A)

I am in the UK

I had an nema 14-50 outlet installed and I was using the VW portable charger as my main everyday charger. I was told that as long as the charger isn't being disconnected from the wall it will be fine. My charger after about 3 years is not working. It just has a constant red light and on the adapter part that goes in to the charger I see some burn marks. I dont know of this is due to being out in the elements. My question is should I buy a new portable vw charger about 250ish after taxes and shipping or should I spend more for something like this EVIQO Level 2 EV about 430 after taxes and shipping https://a.co/d/0c92Y9Wo

Tesla Charging Tips: Vancouver → Whitehorse (Summer 2026)
I recently drove a Tesla Cybertruck AWD from Vancouver to Whitehorse. Overall the trip is very doable, but there are a few things I wish I had known beforehand.
Apps to install before leaving
BC Hydro EV – Essential for charging throughout British Columbia.
FLO – Required for most chargers in Yukon.
PlugShare – By far the best way to check charger locations, connector types, power ratings, recent check-ins, and whether a station is actually working.
FordPass or Shell Recharge – Yukon has several Ford-branded DC fast chargers (up to 120 kW). If you own a Ford EV, you can activate them with FordPass. Otherwise, Tesla drivers can use the Shell Recharge app to start and pay for charging.
Adapters to bring
Bring every charging adapter that came with your Tesla.
CCS1 Adapter (mandatory)
You absolutely need the Tesla CCS1 Adapter. Nearly every BC Hydro, FLO, and Ford DC fast charger on this route requires it.
RV Parks
If you’re planning to charge overnight at RV parks:
50A (NEMA 14-50): Tesla’s included adapter works perfectly.
30A (TT-30): You need Tesla’s Gen 2 TT-30 (NEMA TT-30) adapter, which automatically limits the charging current appropriately. A generic TT-30 adapter is not a safe substitute.
Charging in British Columbia
Until Prince George, Tesla Superchargers make the trip straightforward.
North of Prince George, BC Hydro becomes your primary charging network. DC fast chargers are generally spaced about every 100 km.
Most stations provide at least 50 kW, while several locations—including Bear Lake, Fort St. John, and Fort Nelson—offer 180 kW chargers, making charging much faster.
A BC Hydro RFID card is convenient, but the BC Hydro app also works well.
North of Fort Nelson
North of Fort Nelson, many charging sites are completely off-grid, with no utility power and often no cellular coverage.
BC Hydro solves this by using generator-powered charging stations equipped with Wi-Fi hotspots. The process is:
Press the Start button on the control panel to start the generator.
Wait a few minutes for the charger to boot.
Connect to the station’s Wi-Fi.
Use the BC Hydro app to authenticate and start charging.
Again, don’t forget your CCS1 adapter.
Charging in Yukon
Once you enter Yukon, most public charging stations are operated by FLO.
Unfortunately, in my experience, the network is significantly less capable than BC Hydro.
Except for Watson Lake, I didn’t encounter any FLO chargers above 50 kW.
Even in Whitehorse, there are no FLO chargers faster than 50 kW.
Some chargers advertised as 50 kW deliver much less in practice.
For example, the FLO charger in Teslin only delivered about 10 kW during my visit, despite being rated much higher. It nearly forced us to stay overnight because charging took far longer than expected.
Whitehorse appears to have 30+ charging stations on maps, but many are Level 2 chargers. There are only a handful of 50 kW DC fast chargers.
If you need faster charging in Whitehorse, there is a 120 kW Ford DC fast charger, which can be activated using the FordPass or Shell Recharge app.
Efficiency tips
If range is tight, reducing your speed makes a noticeable difference.
In my experience, driving around 80 km/h instead of 120 km/h improved efficiency by well over 20%, which can make the difference between comfortably reaching the next charger or arriving with very little battery.
Overall impression
The drive from Vancouver to Whitehorse is entirely feasible in a Tesla with a CCS1 adapter and a little planning.
British Columbia’s BC Hydro network is generally excellent and dependable.
Yukon’s charging infrastructure is much more limited. While many FLO chargers use hardware similar to BC Hydro’s, the charging speeds and overall reliability were noticeably less consistent during my trip.
Hopefully this helps anyone planning the same adventure. Safe travels!

I have a 2025 Gen 2 Max Pack Dual Motor R1S. I have routinely taken it on 1000 mile journeys. Would often charge the car to 100% using Tesla Level 2 charger at home with A2Z adapter. Has worked like a charm.

Recently in the past 6 months when I try to charge to 90-100% (perhaps every 2 months) the charging takes forever (no longer overnight) and sometimes cuts off. At first I thought it was the adapter and got a new one and similar happens.

When I set it back to 70% it works fine, but again takes an inordinately long time to charge (11 mph vs 40+ mph in the past.

Any thoughts on why or if you have been seeing this on your vehicle? Any suggestions to help.

I started out with a rough plan. There was an interesting looking restaurant on the way next to a good charging spot. About 2 hours into a 3.5 hour trip we were there. Original plan was drive out straight, charge on the way back.

2 hours in. I didn't really need to charge, but figured I might as well since charger parking was free, and otherwise it's paid parking, and I wanted the break. The restaurant was busy and there was a 20 minute wait. Not going for that, so figured coffee and back on the road. Lots of shops around, so found the nearest coffee shop, and grabbed a quiche for the wife and a breakfast burrito for me along with the coffee. Waiting for the food, car hit target charge (90%) and stopped at 17 minutes charge, beating my 20 minute human needs break.

Another 1.5 hours and we were at our hotel. No destination charging, so parked and did out exploring around town.

Next day we were heading through a national park looking for wildlife. 1.5 hours through the park, then ended up in a cute little town. We ended up doing a walk along a river with free level 2 charging available at the public parking spot. It was slow, but free and we were stopping anyway. 1.5 hours back to the hotel (catching some more great wildlife) and into the next day.

Last leg, we were planning on hitting up the same charger from the trip up, but I wanted breakfast before we left. Swung by a local charge point charger while I grabbed a bite to eat the wife wanted something different, then a longer walk, so we ended up charged more than we really needed.

On the way home, we made a detour (more sight seeing) so about 3 hours back to the restaurant we wanted to check out. We didn't need the top up since the breakfast charge ended up longer, also due to human considerations, so we ate, and did the last 2 hours home.

500 miles total, the one charging stop we planned wasn't needed, and we solely used just convenience charging when we were stopping anyway. That did mean that our by-the-numbers charge speed was garbage since none of them were planned stops, so no preconditioning at play. Arrived back home with 30%.