Unlike petrol pumps, EV chargers do not use one universal nozzle. Different regions standardised on different plugs, and AC and DC charging often use different connectors even on the same car. For drivers this is mostly solved by their car and adapters; for charge point operators, choosing the right connectors decides which cars can use a site at all.
This guide explains every major connector type, where it is used and what it means for your charging network.
- Europe uses Type 2 for AC and CCS2 for DC fast charging; these two cover almost all new cars.
- North America is moving from CCS1 to NACS (SAE J3400), while Type 1 remains common for AC.
- China uses GB/T for both AC and DC; Japan still uses CHAdeMO for DC.
- For heavy trucks, the Megawatt Charging System (MCS) is the emerging standard.
AC and DC connectors: why there are two
With AC charging, the car's on-board charger converts grid power into DC for the battery, so the connector carries alternating current at relatively low power. With DC charging, the conversion happens inside the charging station, which delivers DC directly to the battery at much higher power. DC needs extra, thicker contacts, which is why combined designs like CCS add two DC pins below an AC-style plug.
Overview of connector types
| Connector | Current | Main regions | Typical power |
|---|---|---|---|
| Type 1 (SAE J1772) | AC, single-phase | North America, older Japanese and Korean cars | Up to about 7.4 kW in practice |
| Type 2 (IEC 62196-2) | AC, single or three-phase | Europe and many other markets | 3.7–22 kW (43 kW rare) |
| CCS1 (Combo 1) | DC | North America, South Korea | 50–350 kW |
| CCS2 (Combo 2) | DC | Europe, Middle East, Australia, Turkey and many others | 50–400 kW |
| CHAdeMO | DC | Japan; legacy in Europe | Mostly 50 kW in the field |
| NACS / SAE J3400 | AC and DC in one plug | North America | Up to 250 kW and more on DC |
| GB/T | Separate AC and DC plugs | China | AC up to 7–22 kW; DC up to several hundred kW |
| MCS | DC | Heavy-duty trucks and buses | Megawatt range |
Type 1 and Type 2
Type 1 is a five-pin single-phase plug, still standard for AC charging in North America. Type 2, sometimes called the Mennekes connector, is a seven-pin plug that supports three-phase power, which is why European AC chargers can deliver 11 or 22 kW. Type 2 is mandatory for public AC charging in the EU. Public AC chargers usually provide a Type 2 socket, and drivers bring their own cable; wallboxes and some public points have a tethered cable.
CCS1 and CCS2
The Combined Charging System adds two large DC pins below an AC connector, so a single inlet on the car accepts both AC and DC. CCS2 builds on Type 2 and is the DC standard in Europe and many other markets; CCS1 builds on Type 1 and has been the main DC standard in North America. CCS supports ISO 15118 communication, which enables Plug & Charge.
CHAdeMO
CHAdeMO was one of the first DC fast-charging standards and supported bidirectional charging early. It remains common in Japan, but in Europe most new cars use CCS2, so CHAdeMO is now mainly needed for older models such as earlier Nissan Leaf generations. Many European DC chargers still include a CHAdeMO cable alongside CCS2, but the share is shrinking.
NACS (SAE J3400)
NACS started as Tesla's proprietary connector in North America and was opened to the industry, then standardised by SAE as J3400. It carries both AC and DC through one compact plug. Most major manufacturers have announced a move to NACS for North American models, so new US chargers increasingly offer NACS alongside or instead of CCS1. It is not used in Europe, where Tesla vehicles use CCS2. See our NACS guide for details.
GB/T
China's national standard uses separate connectors for AC and DC. Because China is the world's largest EV market, GB/T is one of the most widely used connectors globally, but it is rarely found outside China and some neighbouring markets. Our GB/T article explains it further.
MCS for trucks
Heavy electric trucks need far more power than cars. The Megawatt Charging System uses a larger connector designed for megawatt-level DC charging so that trucks can recharge during mandatory driver breaks. Early MCS sites are appearing along freight corridors.
Which connectors should you install?
| Market | AC | DC |
|---|---|---|
| Europe, Turkey, Middle East | Type 2 socket or tethered cable | CCS2; CHAdeMO only if your traffic includes older vehicles |
| North America | Type 1 (J1772) and increasingly NACS | CCS1 and NACS |
| China | GB/T AC | GB/T DC |
| Japan | Type 1 | CHAdeMO, plus CCS where required |
Connector choice also affects your management system. OCPP identifies each outlet by a connector ID (and in 2.0.1 by EVSE and connector), and each can report its own status and errors. Our guide to connector statuses explains how this appears in your dashboard, and our guide to charging modes explains how plugs relate to Mode 2, 3 and 4.
Frequently asked questions
What is the most common EV charging connector in Europe?
Type 2 for AC charging and CCS2 for DC fast charging. Almost all new cars sold in Europe use these two.
Can a car with a Type 2 inlet use a CCS2 charger?
Yes, if the car has a CCS2 inlet, which includes the Type 2 section plus DC pins. A car with only a Type 2 inlet can charge on AC but not on DC fast chargers.
Is CHAdeMO being phased out?
In Europe and North America its share is declining as new cars use CCS or NACS. It remains important in Japan and for older vehicles.
Do I need different software for different connectors?
No. A hardware-agnostic OCPP platform manages all connector types in the same way; the connector type is simply part of each charger's configuration and data.
Manage AC and DC chargers with any connector type from one dashboard, with live status per connector. Explore Üreticy OCPP software or contact us.