Så Kan V2G Gå Från Projektform Till Marknaden (2025)

Tidningen Energi (energi.se), November 2025. By Ann-Sofie Borglund. Survey article on why V2G has not scaled in Sweden despite favourable conditions, built from interviews with Power Circle (ex), Göteborg Energi, Polestar, Ferroamp, and Varberg Energi.

Core argument

The potential for V2G flexibility is large in theory but stalled by three factors: business models and standards not yet in place, too many independent actors needing to coordinate, and hardware cost. Sweden is structurally well positioned — multiple OEMs present, academic and DSO interest — but “many actors say they’re ready and are waiting for others.”

Actors and claims

Isak Vencu Öhrlund (formerly samhällspolitisk expert, Power Circle; now Fleet manager, Stockholms miljöförvaltning): Sweden is relatively advanced in V2G, with several OEMs present enabling close collaboration, plus academic and DSO interest. Names four actor groups that must align: EVSE manufacturers (need ISO standards before committing to a broader market), DSOs and aggregators (need to know what resources exist, where, and when), OEMs (own the battery warranty risk), and EV owners (need knowledge and incentive to charge/discharge). Cites a past government-convened effort to resolve EV-charging-app fragmentation as the template V2G coordination needs now; says politics would need to step in more clearly, and that a similar initiative is needed for V2G.

AC vs. DC — a business-model split, not just a protocol one. Volkswagen’s Swedish deployment (in a small housing cooperative in Hudiksvall) runs DC with the inverter in the charging box — a simpler, stationary approach that lets the customer reuse the same inverter pattern as rooftop solar, and is described as the more accessible near-term route. Other parts of Europe have chosen AC inversion inside the vehicle, which in principle makes the car a portable flex resource compensated wherever it is — but is described as considerably less mature in practice, particularly on working business models, than the stationary DC/wallbox approach.

Göteborg Energi (Therese Caesar, responsible for the DSO’s flexibility market): describes the March 2025 four-vehicle, 111 kWh delivery to Effekthandel Väst as unique because four cars were aggregated as a single resource and that capacity was sold to the grid company via a flexibility market — the usual case is a single customer under a production agreement. No aggregator company is named in connection with this delivery. Göteborg Energi separately participates in PAVE (together with, among others, Polestar), which the article describes as scaling toward ~20 vehicles, looking at the full customer journey from vehicle owner to Svenska kraftnät. The next PAVE phase brings in a fleet of Polestar 3 vehicles to study driving/charging patterns and the installation process end to end (technical requirements, electrical safety, grid interaction).

Polestar (Emanuella Wallin, product owner for charging and energy): ~5 years working on V2G; describes moving from lab-based technical work to demonstration/pilot projects with real customers. Frames V2G’s value proposition as giving a parked car economic value, not just transport value. Names the biggest current challenge as building a technical solution against standards that are still in motion. Says attractive business models must exist alongside the tech, and that DSOs and vehicle owners need to understand V2G’s value for that to happen.

Ferroamp (Björn Jernström, founder) — Swedish manufacturer of DC/AC conversion hardware, not previously in this wiki. Core technology integrates solar, batteries, and EV charging through one modular system with a central inverter, bidirectional by design from the start; V2G is offered to existing solar/battery customers as an add-on to their existing installation rather than separate hardware. Sees the car makers as the key to V2G taking off, and stresses that OEMs must be clear about which models may use V2G and how much power and how many kWh may be used. (The closed-vs-open charger-model framing is Varberg Energi’s Mats Balkö’s, below.)

Varberg Energi (Mats Balkö, affärsområdeschef utveckling och hållbarhet) — Swedish DSO/energy company, not previously in this wiki. Has collaborated with Ferroamp since 2023 on smart energy services; in May 2025 the two demonstrated an EV connected to a villa via Varberg Energi’s own app, linking the vehicle into Varberg Energi’s energy trading (energihandel) and producing both revenue and smart savings for the customer. States the customer should not need to think about AC/DC, energy optimisation, grid prices, or tariffs — that complexity must be resolved behind the interface. Sees the car makers as the key to V2G taking off (as does Jernström) and frames their choice as a “closed model” (customer must pick a specific charger and the OEM takes over control of the home) versus an “open model” (customer mixes charger brands and integrates across the OEM’s and other home products). Says Varberg Energi can connect V2G via both AC and DC.

Relevance to this wiki

• Establishes that PAVE is ongoing, not completed, and that PAVE is the project behind Source - Malakhatka et al V2G Service Blueprint Sweden (2026), a link the wiki had not made explicit.
• Introduces Ferroamp and Varberg Energi as V2G ecosystem actors.
• Sharpens the AC/DC discussion on Vehicle-to-Grid › How V2G works with a business-model rationale (accessibility/maturity), not only a protocol-maturity one.
• Adds the closed-vs-open charger-model framing as a named strategic fork for OEMs, distinct from the existing AC/DC technical framing.