The Combined Charging System (CCS) is an open EV charging standard that combines alternating current (AC) and direct current (DC) charging capabilities in one connector.
Developed by the Charging Interface Initiative (CharIN) consortium, it was introduced in 2011 to standardise fast charging and reduce the need for multiple ports on vehicles. Major automakers involved include BMW, Volkswagen and Ford.
In the EV charging arena, the CCS offers a unified approach to achieving both Level 2 AC charging (typically up to 22 kW in domestic or public settings) and high-power Level 3 DC fast charging (up to 350 kW or more) via a single inlet on the vehicle.
Technically, CCS builds on existing AC standards: CCS1 and CCS2.
What is the CCS Type 1 (CCS1)?
The CCS1 is mostly used in North America and Japan. It combines the SAE J1772 (Type 1) AC connector with two additional DC pins below it for fast charging, and supports voltages up to 1,000 V and currents up to 500 A, delivering power from 50 kW to over 350 kW ( depending on the charger and vehicle ).
What is the CCS Type 2 (CCS2)?
Different from CCS1, CCS2 is popular in Europe, Australia, and other regions. It extends the IEC 62196 Type 2 (Mennekes) AC connector via two DC pins. Similar specs to CCS1, but with a different pin layout for compatibility with regional grids.
Combined Charging System uses the ISO 15118 protocol for vehicle-to-charger communication, which supports features such as Plug and Charge / PnC (automatic authentication and billing, no need apps or cards) and bidirectional charging (vehicle-to-grid, or V2G, for energy feedback). For safety, it is designed with features such as pilot signals to detect connection status and prevent arcing, and it complies with standards such as IEC 61851 for conductive charging.
Combined Charging System Comparison with Other Charging Systems
Combined Charging System is one of the global EV charging standards and has been optimised for different regions, power levels and use cases. Here’s a comparison table in technical level, focusing on key parameters like connector type, power capabilities, regional adoption, and compatibility:
| CCS (Type 1/2) | Combo (AC + DC pins) | Up to 22 kW (Type 2), 7.4 kW (Type 1) | Up to 350+ kW | 200-1,000 V / Up to 500 A | North America (Type 1), Europe/Asia (Type 2) | Unified AC/DC in one port; high power; V2G support; widespread public infrastructure growth | Bulkier connector; slower adoption in some markets until recently |
| NACS (Tesla Supercharger) | Slim single-port (AC/DC shared) | Up to 22 kW (with adapters) | Up to 250-350 kW (V3/V4) | 200-1,000 V / Up to 900 A (future) | North America (expanding globally) | Compact design; higher efficiency; integrated network; backward compatible with adapters | Originally proprietary; requires adapters for non-Tesla EVs until full adoption |
| CHAdeMO | Dedicated DC-only (separate AC port needed) | N/A (AC separate) | Up to 400 kW (v2.0) | 200-1,000 V / Up to 400 A | Japan, some Europe/NA (phasing out) | Early high-power DC; bidirectional V2G | Declining adoption; bulkier; incompatible with CCS without dual-port vehicles |
| Type 2 (Mennekes) | AC-only (7-pin) | Up to 22 kW (3-phase) | N/A (DC separate) | 230-400 V / Up to 63 A | Europe, Australia | Simple for AC; widely used for Level 2 | No native DC; requires separate port for fast charging |
| GB/T | Separate AC/DC connectors | Up to 7.4 kW (AC) | Up to 250 kW (DC) | 250-750 V / Up to 250 A | China | High-volume market support; cost-effective | Limited global compatibility; different signaling protocols |
Why is CCS So Popular?
Combined Charging System stands out for its “combo” design, reducing vehicle port clutter compared to systems like CHAdeMO (which often requires a second port).
However, it’s being challenged by NACS in North America due to Tesla’s network dominance.
Is NACS Better Than CCS1 and CCS2?
Whether North American Charging Standard (NACS) is “better” than CCS1 or CCS2 depends on metrics like usability, power delivery, infrastructure, and future-proofing—it’s subjective but can be evaluated technically:
1. Design and Usability
NACS is superior in compactness and ergonomics. Its slim, lightweight connector (about 40% smaller than CCS) uses a single set of pins for both AC and DC, making it easier to handle and reducing vehicle weight/complexity. CCS connectors are bulkier due to the added DC pins, which can make plugging in more awkward, especially in cold weather.
2. Power and Efficiency
NACS supports up to 1 MW in theory (though current implementations top at 250-350 kW), with higher current ratings (up to 900 A) and better thermal management for sustained high-power sessions. CCS1/2 cap at similar levels (350 kW common, 500 kW emerging), but NACS often achieves higher real-world speeds due to Tesla’s optimized battery preconditioning and charger architecture. Efficiency-wise, NACS has lower resistance losses in the connector.
3. Infrastructure and Compatibility
Combined Charging System has broader global adoption outside North America, with mandates in Europe (e.g., EU requires CCS2 for public chargers). In the US, NACS is gaining ground—by 2025-2026, major automakers (Ford, GM, Rivian, etc.) have committed to native NACS ports, and Tesla’s Supercharger network (over 50,000 stalls) is opening to non-Tesla via adapters.
CCS networks like Electrify America are robust but fragmented. NACS might be “better” for Tesla ecosystem users due to reliability (99% uptime vs. CCS’s variable 70-90%), but Combined Charging System offers more open standards without proprietary lock-in.
4. Cost and Future
NACS could be cheaper long-term due to simpler manufacturing, but transitioning (e.g., adapters) adds short-term costs. Technically, NACS is more future-proof for ultra-fast charging (>500 kW) with its design. However, CCS2’s 3-phase AC support gives it an edge in regions with 400V grids.
Overall, NACS is arguably better for North American users prioritising speed and convenience, but CCS remains more versatile globally. Independent tests (e.g., from SAE and CharIN) show comparable performance, with NACS edging out in user experience.
Is Tesla NACS or CCS?
Tesla originally developed and used NACS (formerly Tesla’s proprietary connector) for its vehicles and Supercharger network in North America. However, Tesla has adopted CCS compatibility:
- Current Tesla models (e.g., Model 3, Y, S, X, Cybertruck) come with native NACS ports.
- Since 2023, Tesla offers CCS1 adapters for its vehicles to use non-Tesla DC fast chargers.
- In 2024-2025, Tesla began equipping Superchargers with “Magic Dock” (built-in CCS adapters) and opened the network to CCS-equipped EVs from other brands.
- For Europe and other CCS2 regions, Tesla vehicles use native CCS2 ports.
- By 2026, Tesla supports both but defaults to NACS in NA, with full interoperability via standards like SAE J3400 (which formalised NACS as an open standard).
In short, Tesla is NACS-native in North America but fully CCS-compatible.
Is CCS Faster Than Type 2?
CCS is generally faster than Type 2 because it supports DC fast charging, while Type 2 is limited to AC:
Type 2
AC-only, max 22 kW (3-phase, 32 A) or 7.4 kW (single-phase). Charging a 60 kWh battery from 20-80% takes 2-4 hours. It’s for Level 2 (overnight/home) use.
CCS
Adds DC capability up to 350 kW, charging the same battery in 15-30 minutes. AC portion matches Type 2 specs.
Technically, Combined Charging System isn’t “faster” for AC sessions (same as Type 2), but its DC mode bypasses the vehicle’s onboard charger, delivering direct high-voltage power to the battery for rapid replenishment.
Speed depends on factors like battery temperature, state of charge (SOC), and charger output—CCS can sustain 150-250 kW peaks, vs. Type 2’s steady low power.
CCS2 actually incorporates Type 2 as its AC base, so vehicles with CCS2 can use Type 2 cables for slower charging.
Which Car Models Come with CCS ( 2026 )?
Many people often ask, “Does my car come with CCS?”
Many non-Tesla EVs use CCS as standard, varying by region (CCS1 in NA, CCS2 elsewhere). Here’s a non-exhaustive list of popular models (as of 2026):
North America (CCS1)
Chevrolet Bolt EV/EUV, Ford Mustang Mach-E (pre-2025 models; post-2025 switch to NACS), Volkswagen ID.4/ID.Buzz, Hyundai Ioniq 5/6, Kia EV6/EV9, BMW iX/i4/i5, Audi e-tron/Q8 e-tron, Porsche Taycan, Rivian R1T/R1S (pre-NACS), Polestar 2, Lucid Air.
Europe/Global (CCS2)
Volkswagen ID.3/ID.4, BMW i3/iX, Mercedes EQS/EQE, Audi e-tron, Porsche Taycan, Renault Zoe/Megane E-Tech, Fiat 500e, Peugeot e-208, Skoda Enyaq, Cupra Born, Tesla (all models in Europe).
Other
Nissan Leaf (some markets use Combined Charging System, others CHAdeMO), Jaguar I-Pace, Volvo XC40/EX30.
Japanese brands like Nissan/Toyota often use CHAdeMO, and Chinese EVs (BYD, NIO) use GB/T domestically but CCS2 for exports. By 2026, many NA models are transitioning to NACS, but legacy vehicles retain CCS.
