EV Charging Explained: Type 2, CCS, AC vs DC and Charging Speeds
In Europe almost every electric car charges with two plugs: the seven-pin Type 2 connector for AC charging at home and at most public posts. For rapid charging there is CCS2 (Combo 2), which adds two large DC pins below the Type 2 shape. AC charging is limited by the car's on-board charger, typically 7.2 to 11 kW and up to 22 kW on some models. DC chargers bypass it and feed the battery directly at 50 to 350 kW or more, as fast as the car and battery allow. To estimate charging time, divide the energy you need in kWh by the lower of the two numbers: the charger's power and the power the car accepts.
Key takeaways
- Type 2 is the EU standard for AC charging; it can deliver up to 43 kW in theory, but 7.2 kW (single-phase) and 22 kW (three-phase) are the common maximums.
- CCS2 is the European standard for DC fast charging; the system supports up to 500 kW (1,000 V, 500 A).
- CHAdeMO, a Japanese DC standard, is favoured by Nissan, Mitsubishi and Toyota and is now found in Europe mainly on older chargers and models.
- Under EU rules (AFIR), new public chargers must accept card or contactless payment, and chargers of 50 kW or more must show a price per kWh.
The plugs you will meet in Europe
| Connector | Current | Typical power | Where you find it | Cars |
|---|---|---|---|---|
| Domestic socket (Schuko / three-pin) | AC, single-phase | about 2.3 kW | Home, emergency use | All, with a Mode 2 cable |
| Type 2 (IEC 62196-2) | AC, single- or three-phase | 3.6–22 kW (up to 43 kW in theory) | Wallboxes, street posts, car parks | Every EV and plug-in hybrid sold in the EU |
| CCS2 / Combo 2 | DC | 50–350 kW, system up to 500 kW | Motorway and rapid hubs | Almost all EVs sold in Europe |
| CHAdeMO | DC | Depends on the charger | Older rapid chargers | Some Nissan, Mitsubishi and Toyota models |
The EU made Type 2 its standard for AC charging in 2013. The Directive on alternative fuels infrastructure (2014/94/EU) required high-power DC points installed after 18 November 2017 to be equipped with Combo 2 connectors. Tesla, which once used a modified Type 2 socket for DC charging in Europe, switched its European cars and Version 3 Superchargers to CCS2 from 2019.
AC vs DC: what actually limits charging speed
A battery stores direct current (DC), but the grid supplies alternating current (AC). Something has to convert it.
- AC charging: the wallbox or post supplies AC, and the car's own on-board charger converts it. The car decides the speed. A Volkswagen e-up, for example, has a 7.2 kW on-board charger and cannot use the full output of an 11 or 22 kW wallbox; TÜV Nord points out that even the much larger Jaguar I-Pace charges at 7.2 kW on AC.
- DC charging: the charging station contains the converter and feeds DC straight into the battery. The car's battery management system tells the station how much power it can accept at each moment.
That is why the same car can charge at 11 kW at home and 150 kW at a motorway hub. It is also why a 22 kW post does not charge a car with an 11 kW on-board charger any faster than an 11 kW wallbox. Check the AC figure in the car's specifications before choosing a wallbox or a public post.
The four charging modes
The international standard IEC 61851-1 defines four modes. You will see the terms on cables and in manuals:
| Mode | What it is | Typical use |
|---|---|---|
| Mode 1 | Domestic socket, single- or three-phase, without EV-specific protection | Slow charging |
| Mode 2 | Domestic or industrial socket with a cable that has a protection box | Occasional or emergency charging |
| Mode 3 | Dedicated AC charging point (wallbox, public post) with Type 2 socket or cable | Everyday home and public charging |
| Mode 4 | DC charging with the cable fixed to the station | Rapid charging on journeys |
A domestic socket gives about 2.3 kW on a single phase, and TÜV Nord warns that ordinary sockets and cables are not designed for long continuous loads. At that rate, a Renault Zoe with a 41 kWh battery can take up to 21 hours to charge fully. Use it occasionally, not as your main charging point, and have the circuit checked by an electrician.
How long will charging take? Step by step
- Work out the energy you need. Battery capacity in kWh multiplied by the share you want to add. From 10% to 80% on a 60 kWh battery is 0.7 × 60 = 42 kWh. Our glossary explains battery capacity and gross vs usable figures.
- Find the car's maximum AC and DC charging power. They are in the specifications: for example 11 kW AC and 135 kW DC.
- Take the lower of car and charger. An 11 kW car on a 22 kW post charges at 11 kW. A car rated for 135 kW DC charges at no more than 50 kW on a 50 kW charger.
- Divide energy by power. 42 kWh at 11 kW is about 3 hours 50 minutes. On DC, divide by the car's average rather than peak power: the effective power often stays below the maximum because of battery temperature, the battery management system and losses.
- Add a margin for losses. Charging is not 100% efficient, so plan for somewhat more energy drawn from the grid than ends up in the battery.
| Battery added | 7.4 kW AC | 11 kW AC | 50 kW DC | 150 kW DC (average) |
|---|---|---|---|---|
| 20 kWh | about 2 h 45 min | about 1 h 50 min | about 25 min | about 8 min |
| 42 kWh (60 kWh battery, 10–80%) | about 5 h 40 min | about 3 h 50 min | about 50 min | about 17 min |
| 63 kWh (90 kWh battery, 10–80%) | about 8 h 30 min | about 5 h 45 min | about 1 h 15 min | about 25 min |
The figures are simple arithmetic before losses and assume the car can accept the charger's full power for the whole session, which on DC it rarely does. For comparison, a Wikipedia summary of the CHAdeMO and CCS standards quotes about 20 minutes to reach 80% on a rapid charger. Compare charging-related figures for individual models in our electric car section.
Paying and finding chargers: what EU rules guarantee
The EU's Alternative Fuels Infrastructure Regulation (AFIR, Regulation (EU) 2023/1804) replaced the 2014 directive and sets minimum standards for public charging:
- Pay without an app or contract. Charging points installed from 13 April 2024 must allow ad hoc charging with a payment card through a card reader or contactless device; points below 50 kW may instead use internet-based payment such as a QR code.
- Older fast chargers follow. From 1 January 2027, chargers of 50 kW or more on the main trans-European road network must also accept card or contactless payment, even if they were installed earlier.
- Clear pricing. At chargers of 50 kW or more, the ad hoc price must be based on a price per kWh, with an optional per-minute occupancy fee, and both must be shown at the station.
- Motorway coverage. Along the core trans-European network, there must be a charging pool at least every 60 km in each direction: with at least 400 kW in total and one charger of at least 150 kW by the end of 2025, and 600 kW with two 150 kW chargers by the end of 2027.
Common mistakes
- Buying the wrong cable. For public AC posts you need a Type 2 to Type 2 Mode 3 cable. Many posts have only a socket, no fixed cable.
- Paying for a 22 kW wallbox the car cannot use. Check the on-board charger first. TÜV Nord notes that an 11 kW wallbox is generally enough for home use, and in Germany units above 11 kW need the grid operator's approval.
- Expecting peak DC power all the time. The headline kW figure is a maximum. The battery and its management system decide what you actually get.
- Using an extension cable with a domestic charger. Sockets and cables are not designed for hours of continuous load.
- Ignoring the price per kWh. Since AFIR, fast chargers must display it. Compare before you plug in.
FAQ
What is the difference between Type 2 and CCS?
Type 2 is the seven-pin plug for AC charging. CCS2 (Combo 2) uses the upper part of the same shape plus two large DC pins underneath, for rapid DC charging. A car with a CCS2 inlet can take both a Type 2 plug and a CCS2 plug.
Can I charge an electric car from a normal socket?
Yes, with a Mode 2 cable that has a built-in protection box, but only at about 2.3 kW. A full charge of a mid-size battery can take a day. TÜV Nord recommends a wallbox for regular charging, because domestic sockets are not built for long continuous loads.
Why does my car charge slower than the charger's rating?
The car sets the limit. On AC, the on-board charger decides the speed, often 7.2 or 11 kW. On DC, the battery and its management system limit the power, so the effective rate often stays below the charger's maximum.
Do all electric cars in Europe use CCS?
Nearly all new electric cars sold in Europe use CCS2 for DC charging, including Tesla models since 2019. Some older models, mainly from Nissan and Mitsubishi, use CHAdeMO, which fewer new chargers support.
Is 11 kW or 22 kW better for a home wallbox?
For most drivers, 11 kW. Many cars cannot charge faster than 11 kW on AC, an overnight charge at that rate covers typical daily driving, and in Germany wallboxes above 11 kW need the grid operator's approval.
Sources
- EUR-Lex — Regulation (EU) 2023/1804 on alternative fuels infrastructure (AFIR), Articles 3 and 5 (accessed 22 Oct 2026)
- TÜV Nord — Wall box: charging your batteries overnight (accessed 22 Oct 2026)
- Wikipedia — Type 2 connector (accessed 22 Oct 2026)
- Wikipedia — Combined Charging System (accessed 22 Oct 2026)
- Wikipedia — Charging station (IEC 61851 modes, CHAdeMO) (accessed 22 Oct 2026)
Found a mistake? Report an error
