- Type 2 is the European standard for AC charging, up to 43 kW; most cars accept 11 kW.
- CCS2 combines Type 2 with two DC pins and is the standard for fast charging in Europe.
- CHAdeMO survives on older Japanese cars; the network supporting it is shrinking.
- Peak power matters less than the charging curve between 10 % and 80 %.
AC versus DC: two different jobs
Alternating current (AC) is what the grid delivers. The car’s onboard charger converts it to direct current for the battery. Because onboard chargers are limited by size, weight and cost, AC charging is slow — usually 7.4 to 22 kW.
Direct current (DC) bypasses the onboard charger: the charging station does the conversion, which is why DC chargers are large, expensive and powerful (50 to 350 kW). DC charging is for journeys; AC charging is for daily life.
The connectors you will meet in Europe
Type 2 (Mennekes). Seven pins, standard for AC charging since 2013. Supports up to 43 kW three-phase, though most cars accept 11 kW. Every public AC charger in Europe has a Type 2 socket or cable.
CCS2 (Combined Charging System). Type 2 with two additional DC pins. The European standard for DC fast charging, used by virtually every brand except older Japanese models. A CCS2 plug can only be used on DC chargers.
CHAdeMO. A Japanese standard found on early Nissan Leaf, Mitsubishi i-MiEV and some Kia models. Still present on a shrinking number of chargers.
NACS (Tesla). Tesla’s proprietary connector, opened to other manufacturers and progressively adopted in North America. In Europe, Tesla uses CCS2, so NACS is not relevant for European buyers.
Schuko / household socket. Not a charging standard for daily use: 2.3 kW, no communication with the car, and no protection against continuous high loads.
Power ratings in practice
| Charging type | Typical power | Range added per hour | Where |
|---|---|---|---|
| Household socket | 2.3 kW | 12–15 km | Home, emergency |
| Reinforced socket | 3.2 kW | 18–22 km | Home |
| AC wallbox | 7.4 kW | 40–50 km | Home |
| AC wallbox three-phase | 11–22 kW | 60–130 km | Home, workplace |
| DC fast | 50 kW | 200–250 km | Motorway, town |
| DC fast | 150 kW | 500–700 km | Motorway |
| DC ultra-fast | 250–350 kW | 800–1,000 km | Motorway, 800 V cars |
The “range added per hour” figures assume 18 kWh/100 km. A more efficient car adds more; a large SUV adds less.
The charging curve, not the peak
A battery accepts high power only within a window. Below 10 % and above 80 %, the BMS reduces current to protect the cells. Between those limits, power follows a curve that depends on temperature, state of charge and the charger.
Two cars with the same 150 kW peak can behave very differently:
- Car A holds 140 kW from 10 % to 55 %, then tapers to 60 kW at 80 %. Time for 10–80 %: 22 minutes.
- Car B peaks at 150 kW for two minutes, then drops to 70 kW. Time for 10–80 %: 35 minutes.
Car A is the better long-distance tool, even though the brochure figures are identical. Look for published curve tests, not peak numbers.
What 800 V changes
Most electric cars run a 400 V architecture. An 800 V system (Porsche Taycan, Hyundai Ioniq 5, Kia EV6, Audi e-tron GT) allows the same power with half the current, which reduces heat and cable weight, and enables peaks of 250–350 kW.
The benefit is real but conditional: you need a charger that delivers that power, a battery at the right temperature, and a low state of charge. On a 50 kW charger, an 800 V car charges no faster than a 400 V one.
Planning a journey around charging
- Start with 80–90 % if you leave from home, not 100 %: the last 20 % is slow and rarely worth waiting for.
- Target 10–60 % stops on long trips: this is where charging is fastest and the car is most efficient.
- Prefer 150 kW+ chargers, and check recent reliability reviews.
- Have a backup 30–50 km further along the route.
- Pre-condition the battery before arriving, if the car supports it.
Charging at home: what to install
For most drivers, a 7.4 kW single-phase wallbox is the right compromise: it adds 300–350 km overnight and does not require a three-phase supply. If you have three-phase power and two EVs, 11 kW makes sense. Above that, the limiting factor is the car’s onboard charger, not the wallbox.
And check the cable: a Type 2 cable rated 32 A (22 kW) is not the same as a 16 A (11 kW) one. Buying the wrong cable is a common and avoidable mistake.
Frequently asked questions
What is the difference between Type 2 and CCS?
Type 2 is the round seven-pin connector used for AC charging. CCS2 adds two extra DC pins below it, so the same car can charge slowly on AC and fast on DC. In Europe, all new electric cars except some Japanese models use CCS2 for fast charging.
Is 50 kW fast charging enough?
For occasional long trips, yes, but it turns a 600 km journey into several 45-minute stops. For a main car, 100 kW or more is a meaningful improvement, and 150 kW+ makes motorway travel genuinely comfortable.
Why does charging slow down above 80 %?
To protect the cells. Above roughly 80 %, the battery cannot absorb high current without damaging the electrolyte, so the BMS tapers power sharply. This is why 10–80 % is the useful window and why the last 20 % can take as long as the first 70 %.
Do I need a three-phase supply for 11 kW charging?
Yes. An 11 kW onboard charger uses three phases at 16 A. On a single-phase supply, the same car typically charges at 7.4 kW. Check the car's onboard charger rating before buying a wallbox.