Short answer
CCS1 and CCS2 are two regional versions of the Combined Charging System. CCS1 (Combo 1) builds on the J1772 Type 1 connector and is used in North America; CCS2 (Combo 2) builds on the Type 2 connector and is used in Europe and most other markets. They are not interchangeable without an adapter — so the destination market, not the charger model, decides which one you specify.
What Is the Combined Charging System (CCS)?
The Combined Charging System adds two large DC power pins below an existing AC connector, so one vehicle inlet can accept both AC charging and DC fast charging. "Combo 1" combines the DC pins with a Type 1 (J1772) AC connector; "Combo 2" combines them with a Type 2 AC connector. Both versions negotiate the charging session over powerline communication defined in DIN 70121 and ISO 15118, which is why charger electronics are largely shared — the difference buyers deal with is the plug, the inlet and the market.
If you are comparing the AC connectors themselves (J1772 vs CCS as a family), that is a separate question — see our J1772 vs CCS connector comparison. This guide focuses on choosing between the two CCS variants.
CCS1 vs CCS2: Side-by-Side Comparison
| Dimension | CCS1 (Combo 1) | CCS2 (Combo 2) |
|---|---|---|
| AC base connector | Type 1 / SAE J1772, single-phase | Type 2 / IEC 62196-2, single- or three-phase |
| DC pins | 2 DC pins below the AC section | 2 DC pins below the AC section |
| AC charging via same inlet | Single-phase, typically up to 19.2kW (80A at 240V, market dependent) | Three-phase, typically up to 22kW on public AC points |
| DC fast charging | Up to 350kW-class in current high-power installations | Up to 350kW-class in current high-power installations |
| Communication | PLC, DIN 70121 / ISO 15118 | PLC, DIN 70121 / ISO 15118 |
| Locking | Latch on connector, lock in inlet | Lock actuator in vehicle inlet |
| Interchangeable? | No — different inlet geometry; adapter required to cross over | |
Data as of Nov 2026, based on SAE J1772, IEC 62196 and CCS specification family. Exact ratings depend on the specific charger model and vehicle.
Connector Design & Pin Layout
The practical difference is the AC section on top. CCS1 keeps the five-pin J1772 round face: two AC pins, ground, and two signal pins (control pilot and proximity). CCS2 keeps the seven-position Type 2 face, which carries three phases plus neutral — this is why the same inlet supports three-phase AC charging in Europe. The DC section below is similar in both: two high-current DC pins. The result: the two plugs look related but do not fit each other's inlets.
Regional Adoption Map
| Region | DC fast-charging standard | Note for importers |
|---|---|---|
| United States & Canada | CCS1 (NACS transition underway) | New public sites increasingly dual-plan CCS1 + NACS; confirm per project |
| Europe, UK, EEA | CCS2 | CCS2 is mandatory for public DC fast charging under EU rules |
| Middle East & GCC | CCS2 | Often alongside CHAdeMO for legacy vehicles |
| Australia & New Zealand | CCS2 | — |
| South Korea | CCS1 | One of the few CCS1 markets outside North America |
| South Africa | CCS2 | — |
| Southeast Asia | CCS2 (most markets) | Japan-market vehicles may need CHAdeMO support |
| Latin America | Mixed, CCS1 and CCS2 by country | Confirm the national norm before ordering — do not assume from region |
Voltage & Power Range
On the DC side the two variants are equivalent in practice: current CCS high-power hardware operates up to 1000V and 350kW-class output in both pin layouts, and the charger's power module — not the connector variant — is what you pay for. On the AC side they differ structurally: a CCS2 inlet can take three-phase 22kW AC where the grid supports it, while CCS1 AC charging is single-phase J1772, typically topping out around 19.2kW only on North American 80A circuits and far lower on common installations.
Can You Convert Between CCS1 and CCS2?
Vehicle-side adapters exist, but for commercial charging projects they are a fallback, not a plan. The adapter becomes the lowest-rated component in the chain, adds a failure point at the contact interface, and most charge-point operators exclude adapter use from warranty and liability scopes. The correct approach for an importer is to order the charger with the connector that matches the destination market — connector type is a build-time configuration on the charging cable assembly, not a field swap.
Where mixed fleets genuinely need crossover (for example Japanese-market vehicles at a CCS2 site), the cleaner solution is a dual-connector charger or a dedicated CCS2 to CHAdeMO adapter specified as part of the order, with its current rating documented in the quotation.
Which Should You Specify When Importing EV Chargers?
For a B2B buyer, the decision is mechanical once you answer three questions:
| Question | If the answer is… | Specify |
|---|---|---|
| Where will the chargers be installed? | EU/UK/GCC/AU/ZA → CCS2; US/CA/KR → CCS1; mixed LatAm → check national norm | Connector variant per destination, stated as "CCS2 (IEC 62196-3)" or "CCS1 (SAE J1772 Combo)" on the RFQ |
| What vehicles will the site serve? | Legacy CHAdeMO vehicles present | Dual-connector configuration (CCS2 + CHAdeMO) instead of adapters |
| Is NACS relevant? | US public site planned for 2027+ | Ask whether the cabinet supports a NACS cable option later — future-proofs the power electronics investment |
Two ordering mistakes we see repeatedly: specifying "CCS" without the variant number (factories ship CCS2 by default, which strands US-bound units), and copying a European tender spec into a Latin American project where the national norm is CCS1. Both are zero-cost to avoid at RFQ stage and expensive after shipment.
Browse our CCS DC fast charger range (60–320kW) — every model lists its available connector configurations.
How We Build Dual-Standard Chargers
The same DC cabinet platform serves both markets: power modules, cooling and control electronics are shared, while the charging cable assembly, inlet-side firmware parameters and labeling are configured per order. Connector variant is locked at the production order stage together with the certification target — a CCS1 unit for North America and a CCS2 unit for Europe differ in cable assembly, compliance file and nameplate, not in the power train. This is why connector choice does not change lead time on standard models, but changing it after production does.
FAQ
Is CCS1 compatible with CCS2?
No. The inlet geometry and AC pin arrangement differ, so plugs are not cross-compatible. Crossover requires an adapter rated for the session current, or — the better option for commercial sites — ordering the correct connector variant from the start.
Which countries use CCS2?
Europe and the UK (where it is required for public DC fast charging), plus the Middle East, Australia, New Zealand, South Africa and most of Asia outside Japan. CCS1 remains the norm in the US, Canada, South Korea and Taiwan. Latin America is mixed by country.
Can Tesla use CCS?
European-market Teslas have CCS2 inlets and use CCS2 chargers natively. North American Teslas use NACS and need an approved adapter for CCS1 equipment. For public-site planning in the US, treat NACS as a parallel standard, not a replacement for CCS1 overnight.
Do adapters affect charging speed?
Yes, potentially. The session runs at the lowest rating in the chain — vehicle inlet, adapter or charger. A 350kW-class charger behind a 150A-rated adapter delivers adapter-limited power. Always document adapter ratings in the project file.
Related SUNFULL pages
Specifying connectors for an import order?
Send your destination country, site type and vehicle mix. We confirm the correct CCS variant, connector rating and certification scope for each model before you commit the order.