For more than a decade, buyers of DC fast chargers in Europe had to answer the same question: CCS, CHAdeMO or both? Many sites installed "triple chargers" with CCS, CHAdeMO and an AC Type 2 cable to serve every car. Today the market has moved, but the question has not completely disappeared, because older vehicles stay on the road for many years.
This article compares the two standards technically and commercially and helps you decide what to install now.
- CCS combines AC and DC in one inlet and communicates over powerline (PLC); it is the dominant DC standard in Europe.
- CHAdeMO uses a separate DC inlet and communicates over CAN bus; it remains standard in Japan.
- Most new cars in Europe use CCS2, so CHAdeMO is now mainly a service for older vehicles.
- Bidirectional charging, once a CHAdeMO advantage, is coming to CCS through ISO 15118-20.
A short history
CHAdeMO was developed in Japan and was among the first widely deployed DC fast-charging standards, used by early mass-market EVs. CCS was developed later by European and American manufacturers as an extension of their AC connectors (Type 2 in Europe, Type 1 in North America). Over time, most manufacturers outside Japan chose CCS, and in Europe CCS2 became the de facto DC standard for new cars.
Technical comparison
| Aspect | CCS (CCS1/CCS2) | CHAdeMO |
|---|---|---|
| Vehicle inlet | One combined inlet for AC and DC | Separate DC inlet next to the AC inlet |
| Vehicle-charger communication | Powerline communication (PLC), DIN 70121 and ISO 15118 | CAN bus |
| Typical field power | 50–400 kW | Mostly up to 50 kW; higher-power versions are rare |
| Plug & Charge | Yes, through ISO 15118 | Not in the same standardised way |
| Bidirectional charging | Through ISO 15118-20, with growing vehicle support | Supported early (V2H, V2G pilots) |
| Main regions | Europe, North America (transitioning to NACS), many others | Japan; legacy in Europe and elsewhere |
Vehicle support today
In Europe and markets that follow European standards, almost all new battery electric cars use CCS2 for DC charging. CHAdeMO is found mainly on earlier generations of a few models, especially from Japanese manufacturers. In Japan, CHAdeMO remains the main DC standard. In North America, the DC market is moving from CCS1 to NACS; see our NACS guide.
Communication: why it matters for operators
The vehicle and the charger negotiate voltage, current and safety limits continuously during DC charging. CCS does this over the control pilot line using PLC, and newer implementations use ISO 15118, which also carries identity and contract information for Plug & Charge. CHAdeMO uses a CAN bus link. For an operator, the difference shows up in interoperability testing and fault patterns: a car that fails to start charging on one standard may show a different error from one on the other. A charger that reports detailed vendor error codes through OCPP makes these issues much easier to diagnose; see our guide to OCPP error codes.
Bidirectional charging
CHAdeMO's early support for vehicle-to-home and vehicle-to-grid made it popular in pilot projects. That advantage is narrowing. ISO 15118-20 brings standardised bidirectional power transfer to CCS, and in the EU, ISO 15118-20 support becomes mandatory for new and renovated chargers from 2027 under the standards rules that accompany the AFIR regulation. OCPP 2.1 adds the back-office side of bidirectional charging.
Should new chargers still include CHAdeMO?
| Situation | Recommendation |
|---|---|
| New public DC site in Europe | CCS2 on every outlet; consider one CHAdeMO cable only if local traffic includes many older compatible vehicles |
| Replacing an existing triple charger | Check how often CHAdeMO is used in your session data before deciding |
| Fleet depot | Match the fleet's vehicles exactly; most new fleets need only CCS2 |
| Japan | CHAdeMO remains essential |
Your own data is the best guide. Most charging management systems can report sessions per connector type, which shows whether the CHAdeMO cable still earns its place or simply occupies space and maintenance budget.
Cost and maintenance
Every extra cable adds hardware cost, a further component that can be damaged, and more cable management on site. On multi-standard chargers, the CHAdeMO cable often shares power with the CCS cable, so it rarely adds capacity. Removing an unused CHAdeMO cable at the end of its life can reduce maintenance, but communicate the change to drivers who depend on it.
Frequently asked questions
Is CCS faster than CHAdeMO?
In practice, yes. CCS chargers commonly deliver 150–400 kW, while most CHAdeMO chargers in the field are limited to around 50 kW. The actual speed always depends on the car.
Can a CHAdeMO car use a CCS charger?
Not directly. The connectors and communication are different. Adapters exist for some combinations but are not generally recommended for public charging.
Why do some chargers have both CCS and CHAdeMO?
To serve all DC-capable cars at one site. These multi-standard chargers were common when both standards had significant market share.
Does OCPP work the same for CCS and CHAdeMO?
Yes. OCPP sits between the charger and the back office, so it treats each outlet as a connector regardless of the vehicle-side standard.
See sessions, energy and faults per connector type across all your DC chargers, whatever the brand. Explore Üreticy OCPP software or contact us.