⚡§ EV connector

CCS1 (Combined Charging System 1), ac + dc (combined connector).

Legacy / Declining · Declining in North America — replaced by NACS

§ 01 · Quick specs

The numbers at a glance.

Pins, peak power, voltage range, and how many regions actually rolled this connector out.

Pins

Max power

350 kW (1000V, 500A theoretical max)

Voltage

Up to 1000V DC

Regions

§ 02 · Physical connector

What the plug actually looks like.

The mechanical design, pin layout, and the names this connector goes by in the wild.

J1772 connector on top with two large DC pins added below. Vehicle accepts either J1772 alone (AC) or the full CCS1 combo (DC)

Also known as: CCS Combo 1, SAE Combo, CCS1

§ 03 · Power

How fast it actually delivers.

Theoretical peaks vs. what you'll see at most public stations.

AC charging

19.2 kW (same as J1772)

DC fast charging

350 kW (1000V, 500A theoretical max)

Typical speed

50-150 kW DC fast charging

§ 04 · Where it's used

Regions running on CCS1 (Combined Charging System 1).

Geographies that adopted this standard, and the brands shipping cars with it from the factory.

United States (legacy)Canada (legacy)South Korea

Car brands

All non-Tesla EVs sold in North America before 2025

§ 05 · History

How we got this connector.

The standards bodies, automakers, and political fights that shaped it.

CCS was proposed in October 2011 by seven automakers (Audi, BMW, Daimler, Ford, GM, Porsche, Volkswagen) as a unified fast charging standard. The CCS1 variant combined the existing J1772 AC plug with DC fast charging capability. It became the standard DC connector for every non-Tesla EV in North America from 2013 to 2024.

⚠ Current status (2026)

Where CCS1 (Combined Charging System 1) stands today.

Being replaced by NACS in North America. Every major automaker announced switching to NACS between May 2023 and November 2025. CCS1 infrastructure will remain for legacy vehicles, and CCS1-to-NACS adapters are widely available. No longer the standard for new installations.

§ The deep dive

What every NACS driver actually deals with.

CCS1 ran North America from 2013 to 2024. Every non-Tesla EV sold in the US and Canada in that decade — Ford Mach-E, Chevy Bolt, VW ID.4, Hyundai Ioniq 5, Kia EV6, all of them — had a CCS1 port. Then NACS won. The transition is now in progress: existing CCS1 cars get NACS adapters, new cars ship NACS-native, and the CCS1 charger network is being retrofitted. Here's what that means if you own or rent a pre-2025 EV.

Active

2013 → 2024 (NA standard)

Cars in fleet (NA)

Millions still on road

Max DC power

350 kW (theoretical), ~150 kW typical

Network anchor

Electrify America (was CCS1-first)

Future

Legacy fleet — NACS adapters everywhere

§ Adapters

Adapters if you have a CCS1 car.

Three scenarios cover almost every road-trip situation for a pre-2025 NA EV. Buy from the automaker if possible — third-party adapters often cap charging speed below the station's rated power.

Scenario 01

CCS1 car at a Tesla Supercharger

You need: Tesla CCS Combo 1 adapter (or Magic Dock station)

Magic Dock stations have a built-in adapter — no extra hardware. Otherwise the Tesla-branded adapter unlocks Supercharger access; aftermarket adapters often cap at 100 kW.

Browse on Amazon →

Scenario 02

CCS1 car at a station that's been retrofitted to NACS

You need: NACS-to-CCS1 cable (provided by station) or your own adapter

Newer Electrify America and EVgo locations have both NACS and CCS1 cables. Either works at full speed for your car.

Browse on Amazon →

Scenario 03

Pre-2025 Ford / GM / Hyundai-Kia owner getting a NACS retrofit

You need: OEM-supplied NACS adapter (free or low-cost)

Most major automakers shipped free or subsidized NACS adapters to existing owners through 2024–2025. Check your automaker's app or website — most are claimed but not used. Full station speed when used.

Browse on Amazon →

§ Historical context

Born from a 2011 standards consensus, killed by Tesla.

CCS was proposed in October 2011 by a seven-automaker consortium — Audi, BMW, Daimler, Ford, GM, Porsche, and Volkswagen — as a unified fast-charging standard. The CCS1 variant combined the existing J1772 AC plug with two large DC pins below it. From 2013 onward, every non-Tesla EV sold in North America used CCS1; SAE codified it in 2014.

For a decade, CCS1 was the answer. Then in November 2022, Tesla published its proprietary connector as NACS. Within 18 months, every major North American automaker announced switching. SAE re-standardized NACS as J3400 in June 2023. By 2025, CCS1 was a legacy interface — installed but no longer the standard.

Nothing about CCS1 broke. The standards war just ended in NACS's favor because Tesla had built the largest DC fast-charging network and made it accessible. Connectors don't win on technical merit — they win on charger network reach.

§ The transition pattern

“Same charger, same network, two cable options. CCS1 isn't going away — it's being supplemented.”

Electrify America, EVgo, and ChargePoint stations are being retrofitted with NACS cables alongside the existing CCS1 ones, not in place of them. Tesla Superchargers are adding CCS1 access via Magic Dock for non-Tesla EVs. The result: a CCS1 car in 2026 can charge at most stations either with its native cable or via a NACS-to-CCS1 adapter. The infrastructure is converging, not breaking.

Looking for a CCS1 home charger?

J1772 home chargers (CCS1 cars use the same)

Your CCS1 car uses J1772 for AC home charging — the top half of the CCS1 connector. Wallbox Pulsar Plus, ChargePoint Home Flex, Grizzl-E, and Lectron all ship in J1772 variants for North American homes.

See picks →

§ Pitfalls

Things travelers actually trip on.

01

"CCS" without a number is ambiguous

When a charger or product says "CCS," it could mean CCS1 (North America, J1772 base) or CCS2 (Europe, Type 2 base). They're the same family but physically incompatible. Always confirm CCS1 vs CCS2 before buying any adapter or planning a trip across regions.

02

350 kW stations are the exception

CCS1 specs allow up to 350 kW, but most installed stations are 50–150 kW. Electrify America's 350 kW deployments are the highlight, but they're a minority. Plan for 100 kW typical.

03

Aftermarket adapters often throttle DC speed

Cheap third-party NACS-to-CCS1 adapters frequently cap at ~100 kW even at 350 kW stations. The OEM-supplied adapters (Ford, GM, Tesla-branded) are unlocked for full station speed. Cost difference is real but worth it for road trips.

04

Software updates gate adapter access

Even with the right adapter, your car needs the right firmware to authenticate at NACS networks. Most automakers pushed OTAs in 2024–2025; if your CCS1 car was last updated before then, expect a service-center visit before the adapter works.

§ 06 · Traveler's tip

What this means if you're abroad.

Practical advice for crossing borders with an EV — what works, what won't, and what to bring.

“If you rent an older EV (pre-2025) in the US, it likely has a CCS1 port. Most DC fast charging stations still have CCS1 cables alongside NACS. Check the car's manual or charging port before your trip.”

§ 07 · FAQ

Questions readers actually ask.

The three things people Google about this connector — answered without the marketing spin.

What is CCS1 (Combined Charging System 1)?Open

CCS1 (Combined Charging System 1) is a AC + DC (combined connector) EV charging connector with 7 pins. J1772 connector on top with two large DC pins added below. Vehicle accepts either J1772 alone (AC) or the full CCS1 combo (DC). It supports up to 350 kW (1000V, 500A theoretical max).

Which countries use CCS1 (Combined Charging System 1)?Open

CCS1 (Combined Charging System 1) is used in United States (legacy), Canada (legacy), South Korea. Being replaced by NACS in North America.

Is CCS1 (Combined Charging System 1) still being used in 2026?Open

§ 08 · Other connectors