‘Significantly more complex than expected’: Redearth’s Australian vehicle-to-grid launch

“We’ve successfully tested the fundamental discharge capability,” Sheldon explains. “Now we’re focused on ensuring the complete user experience meets our standards before commercial deployment.”

Rather than rushing to market, Sheldon states that the company is taking time to resolve these complexities to deliver a vehicle-to-grid system that customers can reliably deploy and operate. This was done by delaying its market entry from its initial planned launch three to four months ago.

Certification complexity creates installation challenges

The certification process revealed multiple layers of complexity that extend beyond traditional grid connection requirements.

While portable and grid-connected certification requirements have proven manageable, the V2G charger must simultaneously comply with AS4777 inverter requirements and distribution network service provider (DNSP) charger regulations.

AS4777 is a series of Australian and New Zealand standards that specify the requirements for grid-connecting energy systems that use inverters, such as solar power systems. 

The standards cover installation, inverter performance, and grid protection requirements to ensure the safety, stability, and reliability of the electrical grid, especially with high levels of renewable energy.

This dual compliance creates installation challenges that could prevent customers from deploying systems they have already purchased.

Household electrical capacity presents a particular obstacle for widespread deployment. Most single-phase residential systems operate with 63-amp breakers, and adding an 11kW charger to homes with existing high-load appliances such as air conditioning and electric water systems requires demand calculations that may exceed available capacity.

“There’s a very good likelihood, if you’ve got a decent air conditioner in the house, maybe even an old one, plus maybe an electrical water system, that adding an 11kW charger will mean you go above the 63 amps,” Sheldon notes.

This scenario would force customers to upgrade house connections or transition from single-phase to three-phase systems, and DNSPs would often decline additional grid connection requests.

Software compatibility issues also emerged as another challenge requiring careful resolution. RedEarth tested the system with multiple Tesla software versions, finding that functionality varies depending on both the car’s operating software and the charge controller software, which can differ from the main vehicle system.

“We might get this to work one day and then not the next,” Sheldon says, highlighting the unpredictable nature of these software dependencies.

The underlying communication protocol adds another layer of complexity. Current electric vehicle manufacturers use ISO 15118-2, an international standard that specifies the digital communication protocol between electric vehicles (EVs) and charging stations (EVSE). This protocol predates bidirectional charging capabilities.

The system functions through what Sheldon describes as a workaround where “the charger basically spoofs the car” to enable discharge functionality.

While this approach works with charge controllers from Vectra and similar manufacturers, reliability remains inconsistent across different vehicle models and software versions.

Black start capability deferred for reliability

These technical challenges have led RedEarth to remove black start capability from the initial product launch to ensure system reliability. The company discovered that EVs have varying startup characteristics when beginning discharge cycles, with some cars requiring 60 seconds to reach full output while others start immediately.

This variability, combined with software version dependencies, created reliability concerns that the company deemed unacceptable for customer deployment.

“I don’t want to have a customer who says it doesn’t work. We’ve got a system here that works. We’ve got it working here in the lab. But, you know, you get down to a customer and they plug it in and, well, it worked yesterday. It’s not working today,” Sheldon explains.

The initial vehicle-to-grid product launch will focus on grid participation, cost offset, and trading capabilities while excluding standalone black start functionality. Customers with existing RedEarth stationary batteries will be able to achieve black start capability through system integration, but the V2G charger alone will not provide this feature until future software updates address the compatibility issues.

Market launch strategy and future outlook

The company plans to leverage its existing distribution network for the initial rollout, working with established installers and distribution partners. Customer deliveries are scheduled to begin in February 2026, with the company positioning the launch as a learning opportunity rather than a volume play.

“I’m more than happy to say, if we sell a hundred of those, and we get quality feedback, that’s sufficient,” Sheldon states.

RedEarth’s Private Power Plant platform will integrate the V2G charger for wholesale market participation. It will treat electric vehicles similarly to stationary batteries while incorporating additional parameters for mobility requirements.

Users will be able to set minimum charge levels and scheduling requirements to ensure vehicle availability for transportation needs.

The company sees particular value in emerging market opportunities beyond traditional wholesale arbitrage, including local voltage support, market flexibility services, and capacity marketplaces that are beginning to open to aggregated service providers.

With EV batteries typically offering 70-100kWh of storage compared to the 25-30 kWh common in residential stationary systems, the vehicle-to-grid technology could provide substantial grid support capabilities once technical challenges are resolved.