CCS2 to Type2 DC Adapter 210A 410V For Tesla And Type2 EVs

Product Overview

This adapter is the DC bridge between two connector families that European charging sites mix every day: the CCS2 gun on the charger and the Type 2 inlet on the car. One face takes the station's CCS2 plug, the other pushes into the vehicle inlet, and a push-on cap covers the contact faces while the unit is riding in the glovebox. There is nothing to set up — no app, no firmware, no switch. The car and the post run the session they always run, with the adapter sitting between them.

It matters because the network and the cars do not match. A site built around CCS2 DC posts is the European norm for fast charging, while plenty of cars on the road still carry a Type 2 inlet — Tesla Model S, Model X, Model 3 and Model Y among them, plus other Type 2 electric vehicles whose inlets accept DC over the Type 2 pins. Without a part like this, those drivers hunt for a compatible post or drive past the site entirely. With it, an operator serves both connector families from the same hardware, and a distributor can answer the question every Type 2 owner asks — can I use your chargers? — without placing a special order.

The body is a compact T-shaped housing in matte black, light enough to live in the car permanently, and the contact set is built for continuous DC fast charging rather than occasional use. This ev charger adapter is built for the European market, where CCS2 stations and Type 2 vehicles meet most often.

Build, Sealing & Handling

• A lock that holds through the session. The anti-drop latch keeps the station gun and the adapter together until the post releases it; at a shared site that is the difference between an adapter that lasts and one that ends up on the floor.
• Sealing for real weather. The waterproof rating in the specification table applies to the mated assembly, so latch both ends before you start. Rain, spray and dust are covered; an open adapter left face-up in the rain is not.
• A shell that shrugs off the forecourt. The thermoplastic body resists oil, abrasion and UV exposure, so sun-faded or scuffed housings are not something you will be replacing every season.
• Contacts that stay clean. Silver-plated copper alloy keeps resistance low over repeated cycles and resists the surface film that builds on bare copper in damp air.
• Nothing inside to fail. Surge, overcharge, overheat, grounding and voltage or current faults are handled by the charger and the vehicle, whichever ev charger manufacturer built the post; this ev charger adapter carries no electronics of its own, which is exactly why it can sit in a car for years and still work.
• Handling between sessions. Refit the cap, keep the unit out of the footwell, and wipe the contact faces with a dry cloth rather than solvent if they pick up grit. Drop it onto the pins and you have a paperweight.
• The temperature window. The operating range in the specification table covers a northern winter through to a sun-baked forecourt; outside it, let the adapter come back toward ambient before mating.

Specifications

Compatibility & Power Matching

The adapter works in one direction only: CCS2 charger, then adapter, then Type 2 vehicle inlet. The station side is the CCS2 DC gun used across European DC networks; the vehicle side is the Type 2 inlet, and the car has to be one that accepts DC over those pins. Two photographs settle the question — the inside of the car's inlet and the end of the station's cable — and we confirm the fit from those before you commit to a batch.

It is a DC part and nothing else. A Type 2 AC post at a hotel, office or car park does not energise these pins, so this ev charger adapter has no job there and should not be forced on; AC charging runs through an AC cable or an AC adapter built for that purpose.

Those AC parts are a separate family. A j1772 to tesla adapter, for example, moves AC between a J1772 gun and a NACS inlet; it will not help at a CCS2 DC post any more than this adapter will help at an AC post. The opposite DC case is a different unit as well: a US-market Tesla charging at a European Type 2 DC post needs a Type 2 to NACS DC adapter, not this one. Match the part to the connector on the car and the connector on the charger, not to the badge on the bonnet.

Power is decided by the lowest of three things: what the station can deliver, what the vehicle will accept, and what this adapter is rated for. An adapter never adds power to a session — a 150 kW post does not become a 150 kW charge for a car that accepts less, and the adapter's own ceiling is listed in the specification table above. Read the car's charge curve rather than the post's headline number when you plan how long a stop will take.

The DC voltage rating suits 400 V-class battery packs, which is what most Type 2 vehicles on European roads run. If your vehicle uses a higher-voltage architecture, tell us the model before you order and we will confirm whether the combination is supported, instead of leaving you to find out at the post. On the station side, check that the connector really is CCS2 — not CCS1 and not GB/T — which is usually only a question at sites running imported or mixed-standard hardware.

Applications & Site Types

• Public DC hubs. Where CCS2 posts serve a mixed queue, one adapter at the site office or one per bay keeps a Type 2 car from turning up to a charger it cannot use, whichever ev charger supplier provided the posts. - Fleet depots. Cars and vans bought in one market and operated in another arrive with Type 2 inlets; a pooled adapter covers them without touching the depot's charging hardware. - Distributors building a European range. If you already represent an ev charger manufacturer for stations or wallboxes, this is the DC adapter that rounds the range out without adding another line to manage. - Installers and commissioning engineers. A spare in the tool bag lets you prove a post's DC output against a Type 2 vehicle during handover, before the customer finds the gap for you. - Distributors whose AC line is already covered. If a tesla to j1772 adapter, GB/T adapters and AC gun cables already fill the AC side of the catalogue, this is the DC piece that completes it.

Charging Session, Step by Step

1. Park with the charge point idle and the cable holstered, then open the car's charging flap and check the inlet for water, grit or ice.
2. Take the cap off the adapter and push the Type 2 end fully into the car's inlet until it seats; the latch should click and the car should register a connection.
3. Offer the station's CCS2 gun to the other face of the adapter and push it home until the gun's own lock engages — you should not be able to pull it back without pressing the release.
4. Start the session at the charger, whether that is an app, a card or the post's screen, and watch the first minute: the car should show charging and the post should show current flowing.
5. If the session refuses to start, stop at the post, release the gun, check that both ends are fully seated, and try again — a partly seated gun is the usual cause.
6. To finish, stop the session at the charger and wait for the post to release its lock before pulling the gun off. Pull the adapter out of the car last, and refit the cap straight away.
7. Never leave the adapter hanging on the cable or lying on the ground between sessions; the contact faces are the part that fails first.

Ordering & Delivery

1. Send the vehicle model and a photo of its inlet, plus the make of the charger on site. That is usually enough for us to confirm the fit in one reply, before you commit to a quantity.
2. Confirm the direction. This unit runs from a CCS2 station into a Type 2 vehicle. If the job is actually AC — a j1772 to tesla adapter for a J1772 post, say — tell us in the enquiry and we will quote the right part rather than ship a box that does not fit.
3. Tell us what the site's DC output is and which paperwork your market wants. We confirm the voltage window, send the datasheet and the compliance paperwork with the quotation, and flag anything your project needs that we cannot support.
4. Flexible MOQ & delivery: give us the quantity you can realistically sell through and we will quote a trial order and a replenishment order on that basis, with the delivery schedule agreed when the order is placed, instead of pushing volume you will sit on.
5. One-stop export service: as an ev charger supplier shipping into Europe, our export desk handles packing, commercial documents and forwarder booking, and can consolidate adapters with cables, portable chargers or stations on a single shipment.
6. If your stations come from one ev charger manufacturer and you want the adapter layer from elsewhere, this is the kind of split order we handle — tell us which consignment to attach to and we will line up the timing.

Supply Chain & Delivery Assurance

We are a trading company rather than a manufacturer, and what we put behind every order is the supplier network we work with: we match your specification, certification and target-market requirements to the right partner factory, then consolidate the full order into one shipment so you deal with a single contact from quotation to arrival. That structure also lets us act as your second supplier when you want to reduce dependence on a single source. Sourcing, pre-shipment inspection, OEM and private-label coordination, export documentation and after-sales follow-up all sit with our team.

FAQ