
CCS, NACS and Type 2 — what actually plugs into what
Three connectors, two continents and a standards migration in progress. What fits your car, and the adapters worth owning.
Connectors, kilowatts and charging curves, in plain English.
Most EV charging confusion comes from a handful of technical ideas explained badly: why a 250 kW charger does not charge your car at 250 kW, why the last 20% takes as long as the first 60, and which plug fits what.
These are the explainers we point back to from everywhere else on the site. No jargon without a definition, and no specification quoted without saying whether it is a manufacturer claim, a measured figure or our own estimate.

Three connectors, two continents and a standards migration in progress. What fits your car, and the adapters worth owning.

The number on the dash is a prediction based on how you have been driving. Change the conditions and the prediction changes with you.

Three different ideas with confusingly similar names. One is available now and genuinely useful; one needs hardware; one needs a tariff.

It is not a bug and it is not the charger. It is chemistry, and understanding it will save you real time on a long trip.

Warming the battery before a rapid charge can halve the stop. In winter it is the single most useful habit an EV driver can have.

The area under the curve decides your stop length. The peak on the brochure decides nothing.

Kilowatts are speed. Kilowatt-hours are distance. Getting the two straight makes every other charging decision easier.

Batteries only accept DC. The difference between AC and DC charging is simply where the conversion happens.
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