Ford HIS is dead. Here's what F-150 Lightning + Charge Station Pro owners can actually do for V2H in 2026.

[tearitupsports]

Those of you with Sigenergy experience, I already have a 5 kW SolarEdge inverter with just over 5 kW of solar with Solaredge Inverters. I know It would be cheapest to leave this alone if I add the Sigenergy gateway/transfer switch, the Sigenergy Inverter, and the Sigenergy DC charger, but I know the sigenergy inverter has built in MPPTs. Do you have any recommendations on how my system could work if I left the solaredge optimizers and connected the solar to the sigenergy inverter? Or would I have to also buy and install the Sigenergy microinverters to make this work? And is this even worth it at all or should I just leave the solaredge system connected to my main panel and leave well enough alone.

I have this exact setup. There is no reason to change anything. I just have my existing SolarEdge inverter tied into the Sigenergy load hub. The Sigenergy app monitors it exactly the same as direct connected solar.
Even AC coupled solar works with the system, and can run on or off-grid correctly.

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[Eos Backup & Battery TX]

One of us is confused and it's likely me, What am I supposed to be testing?

You're right it wasn't you but it was in relation to -


If I had a battery system at home I think that I would simply hook the 7.2kW in the truck bed to the battery‘s charger when it was necessary. The mains connection could just be a plug, or you could go fancy and have a relay with utility power hardwired and a plug for the Lightning (biased towards utility power).

 

[ClevelandBeemer]

@Eos Backup & Battery TX can you clarify something for me? How much solar can the 11.5 energy controller handle before clipping?

 

[Pitbull2o08]

What if I want my charger on the outside of my house and the inverter on the other side of the house? Is there a sigenergy charger I would use that’s not that giant battery thing?

 

[tearitupsports]

What if I want my charger on the outside of my house and the inverter on the other side of the house? Is there a sigenergy charger I would use that’s not that giant battery thing?

Sigenergy has an AC charger as well, but it is not bi-directional. If you want bi-directional capabilites, you would still need the V2X module and an inverter mounted where it can reach a vehicle. You could wall mount that combo, although it is still 3 ft wide.
The V2X module and an inverter does not need to have a battery in it's stack if you also have a 2nd inverter that has a battery (for a dark start scenario).

 

[Eos Backup & Battery TX]

@Eos Backup & Battery TX can you clarify something for me? How much solar can the 11.5 energy controller handle before clipping?

The Hybrid Controller/Inverter on the stack can intake up to 23 kW PV

 

[unshortness]

I have this exact setup. There is no reason to change anything. I just have my existing SolarEdge inverter tied into the Sigenergy load hub. The Sigenergy app monitors it exactly the same as direct connected solar.
Even AC coupled solar works with the system, and can run on or off-grid correctly.

Awesome. Do you have your Solar Edge inverter connected to your main panel or to the smart port on the Sigenergy gateway?

 

[ClevelandBeemer]

The Hybrid Controller/Inverter on the stack can intake up to 23 kW PV

Silly question, but how is this possible if it can only export 11.5kw of AC power? Does this mean anything in excess of 11.5kw would need to be fed into the batteries or EV DC charging?

 

[unshortness]

Sigenergy has an AC charger as well, but it is not bi-directional. If you want bi-directional capabilites, you would still need the V2X module and an inverter mounted where it can reach a vehicle. You could wall mount that combo, although it is still 3 ft wide.
The V2X module and an inverter does not need to have a battery in it's stack if you also have a 2nd inverter that has a battery (for a dark start scenario).

Do you know if you can use the bidirectional DC charger to dark start the system? Like if I skip the Sigenergy battery and the power goes out can I connect my Lightning to get my house up and running?

 

[Eos Backup & Battery TX]

Silly question, but how is this possible if it can only export 11.5kw of AC power? Does this mean anything in excess of 11.5kw would need to be fed into the batteries or EV DC charging?

Few things to separate out:



PV is your solar panels feeding DC/AC into the Controller. The 23 kW is what's possible on a golden day with enough array to back it, real production fluctuates with sun.

11.5 kW is the continuous AC output. 17 kW for 10-second peaks (the AC startup surge for things like a compressor kicking on). - Possible doesn't mean it's true for everyone, most folks cap/consume only up to 3kWh per hour and bigger homes up to 5kWh per hour.

Then there's the LoadHub, the Controller is tethered to it, and that's where the routing happens. Think of it as two input streams (grid AC + solar DC/AC) and two output streams (home AC + battery or EV DC).

So when solar produces more than the home is using, the excess doesn't have to push through the AC cap. Routes straight to the battery on DC, or to the truck through the V2X on DC. No conversion stage in between.

Your solar on most days will be supplying your home and the excess can recharge your batteries - the rest goes to the truck if it's plugged in

Just like your set up is now, the system doesn't use what it doesn't need. Excess doesn't really exist, it will ignore after all consumption needs.

 

[ClevelandBeemer]

Few things to separate out:



PV is your solar panels feeding DC/AC into the Controller. The 23 kW is what's possible on a golden day with enough array to back it, real production fluctuates with sun.

11.5 kW is the continuous AC output. 17 kW for 10-second peaks (the AC startup surge for things like a compressor kicking on). - Possible doesn't mean it's true for everyone, most folks cap/consume only up to 3kWh per hour and bigger homes up to 5kWh per hour.

Then there's the LoadHub, the Controller is tethered to it, and that's where the routing happens. Think of it as two input streams (grid AC + solar DC/AC) and two output streams (home AC + battery or EV DC).

So when solar produces more than the home is using, the excess doesn't have to push through the AC cap. Routes straight to the battery on DC, or to the truck through the V2X on DC. No conversion stage in between.

Your solar on most days will be supplying your home and the excess can recharge your batteries - the rest goes to the truck if it's plugged in

Just like your set up is now, the system doesn't use what it doesn't need. Excess doesn't really exist, it will ignore after all consumption needs.

Thanks for the response! I’m just trying to wrap my head around Sigenergys offerings as I plan to go with it for my home. I have 2 EV’s which are typically gone during the day and will be installing as much solar as possible on my roof, which seems to be ~16.5kw. The thing for me is I want to make sure I’m not losing potential production due to clipping. My energy consumption is between 1,600kWh and 2,400kWh monthly.

Based on that does a single 11.5 inverter with 3 of the 9kWh batteries make sense? My 4 largest continuous loads are my F150 Lightning 10.5kw, my BMW X5 45e PHEV ~4kw, my hot tub standby heat at ~4kw, and my AC at 3kw.

 

[tearitupsports]

Awesome. Do you have your Solar Edge inverter connected to your main panel or to the smart port on the Sigenergy gateway?

In the Sigenergy system I bring the SolarEdge inverter into the Load Hub on a smart port. That way the Sigenergy has a built in CT to monitor it, and it becomes part of the app.

 

[tearitupsports]

Do you know if you can use the bidirectional DC charger to dark start the system? Like if I skip the Sigenergy battery and the power goes out can I connect my Lightning to get my house up and running?

My understanding is that at least one battery in the system is needed to dark start. The truck itself does not work. That is why in my Sigenergy thread, I note the minimum system to be Load Hub, Inverter, one battery, and V2X. If you have 2 inverters, the battery only has to be in one of those. This info is based on feedback from sigenergy tech support on a facebook group I am in.

 

[tearitupsports]

Thanks for the response! I’m just trying to wrap my head around Sigenergys offerings as I plan to go with it for my home. I have 2 EV’s which are typically gone during the day and will be installing as much solar as possible on my roof, which seems to be ~16.5kw. The thing for me is I want to make sure I’m not losing potential production due to clipping. My energy consumption is between 1,600kWh and 2,400kWh monthly.

Based on that does a single 11.5 inverter with 3 of the 9kWh batteries make sense? My 4 largest continuous loads are my F150 Lightning 10.5kw, my BMW X5 45e PHEV ~4kw, my hot tub standby heat at ~4kw, and my AC at 3kw.

The setup really depends on the use case and your energy profile through the day. What you can do also depends on what you have within a stack.
The inverter itself can send or receive up to 11.4kW on the AC line back to your panel. That does prove to be a limiting factor in many cases. For instance, I consider the V2X module an 11kW EV charger or V2H unit. the marketing of 25kW is only usable in rare and short duration circumstances.
Each component factors in as well.

Solar can be up to 23kW on the DC bus. Up to 11kW could of course be exported, and the rest would have to go to a DC load. This is useful if you were to use your battery all night, and recharge them during the day. In that scenario you could be charging battery and exporting for AC loads or to the grid at the same time. The only time you would clip is if your home batteries were at 100% and you were producing more than 11.4kW at that moment.

The V2X module is up to 25kW on the DC bus. Again it can get the full 11.4kW AC by itself. The rest of the charging profile would come from battery (although that use case doesn't make much sense to me) or from solar. Discharging is opposite where it could go over AC and charge the in-stack battery at the same time.

Each battery has a 0.5 C rate. So each 9 kWh can charge/discharge at a peak rate of 4.5 kW continuous. If you were only to have like one battery and no solar or V2X, your inverter no longer would be 11.4kW. It would really only be the 4.5kW of that one battery. If you were to have 3 of the 9kWh batteries, then you can support the full 11.4 kW inverter max. This also comes into play on what you can DC couple. You would want to scale your solar and battery accordingly to take advantage of the DC bus. With the V2X it is less of a concern as you have the full capacity when the vehicle is plugged in.

 

[Pitbull2o08]

The setup really depends on the use case and your energy profile through the day. What you can do also depends on what you have within a stack.
The inverter itself can send or receive up to 11.4kW on the AC line back to your panel. That does prove to be a limiting factor in many cases. For instance, I consider the V2X module an 11kW EV charger or V2H unit. the marketing of 25kW is only usable in rare and short duration circumstances.
Each component factors in as well.

Solar can be up to 23kW on the DC bus. Up to 11kW could of course be exported, and the rest would have to go to a DC load. This is useful if you were to use your battery all night, and recharge them during the day. In that scenario you could be charging battery and exporting for AC loads or to the grid at the same time. The only time you would clip is if your home batteries were at 100% and you were producing more than 11.4kW at that moment.

The V2X module is up to 25kW on the DC bus. Again it can get the full 11.4kW AC by itself. The rest of the charging profile would come from battery (although that use case doesn't make much sense to me) or from solar. Discharging is opposite where it could go over AC and charge the in-stack battery at the same time.

Each battery has a 0.5 C rate. So each 9 kWh can charge/discharge at a peak rate of 4.5 kW continuous. If you were only to have like one battery and no solar or V2X, your inverter no longer would be 11.4kW. It would really only be the 4.5kW of that one battery. If you were to have 3 of the 9kWh batteries, then you can support the full 11.4 kW inverter max. This also comes into play on what you can DC couple. You would want to scale your solar and battery accordingly to take advantage of the DC bus. With the V2X it is less of a concern as you have the full capacity when the vehicle is plugged in.

A good case scenario is someone off grid who has 2 EV's. They could stack Batteries to run the house, correct? Then use the vehicle batteries as well if needed?

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