A car built to the GB/T standard has an inlet that most charging points outside China do not offer. This adapter closes that gap: the Type 2 end accepts the charging point's connector, and the GB/T end plugs straight into the car. A driver arriving at a European AC charging point can charge instead of moving on.
It is a passive AC EV charger adapter. There is no software to pair, no account to register, nothing to update and nothing to configure — which is exactly why it can live in a glovebox for years and still work the day it is needed.
What it will not do is change how much power the car accepts. Charging speed stays with the vehicle's onboard charger and with what the charging point is willing to deliver; this part only carries that current across two different connector standards, safely and repeatably.
The body is a short cylinder in matt black, with two push-tab latches on the sides and silver-plated pins inside each face. It handles like a large plug rather than a piece of equipment, so it travels with the car instead of being tied to one site.
Two things go wrong at a connector: heat and water. Heat comes from resistance at the contact interface, which is why the pins are silver-plated copper alloy and sit rigidly in line inside the shell. A temperature sensor watches that area and protects the vehicle if the joint starts to warm during a long session — useful when a car sits on a charge point in direct sun, or when a worn inlet makes poorer contact than it should.
Water is handled by the mated rating. With the charging point's connector locked into the adapter and the adapter seated in the car, the assembly is rated IP54, which covers dust and rain rather than a hose, a jet wash or a flooded kerb. Do not leave the adapter lying open in the rain, and do not start a session in standing water.
Latches carry more load than buyers expect. A Type 2 cable is heavy, and a half-seated adapter hanging on one tab transfers that weight into the car's inlet. Both push-tabs should click home before charging begins. A tab that is broken, stiff or missing its spring is reason enough to take the part out of service — replacing an adapter carries far less cost than replacing an inlet.
In cold weather the shell stays usable down to the bottom of its rated range, but the connector bodies on some charging points become stiff. Push straight, never at an angle, and let the latches do the work rather than forcing the body.
A driver who has brought a Chinese-market car to Europe meets the same problem at every stop: the car has a GB/T inlet and the car park has a Type 2 socket on a post. This adapter turns that stop into a charge — overnight at a hotel, through a working day at an office car park, during a shopping trip, or on a home wallbox installed for a GB/T vehicle.
Dealers and importers use it at handover, charging a newly delivered car on their own Type 2 equipment before the customer drives away. Rental and chauffeur fleets keep one per vehicle, because a car that cannot be charged away from base comes back early.
Workshops, test houses and retrofit installers keep one on the bench as a known-good reference, which makes it quick to tell whether a fault sits in the car's inlet or in the charging point.
Fleets running mixed standards often build a small kit per car: this adapter for European AC points, plus a j1772 to tesla adapter for the cars that will meet Tesla destination equipment. Keeping the kit with the vehicle removes the improvisation that damages connectors.
As a stocking line it is easy to hold: small, light, slow to date, and it needs no firmware, app or subscription to keep working.
| Connection | GB/T vehicle side to Type 2 charging point |
| Current type | AC only — not for DC fast charging |
| Rated current | 32 A |
| Versions | Single-phase and three-phase |
| Rated voltage | 220 V AC (single-phase version) |
| Standard | IEC 62196-2 |
| Housing | High-strength thermoplastic, matt black |
| Contacts | Copper alloy, silver plated |
| Ingress protection | IP54 when mated |
| Operating temperature | -30 °C to +50 °C |
| Mating cycles | More than 10,000 under normal use |
| Protection | Built-in temperature monitoring |
| Resistance | 0.5 mΩ max |
The two builds look the same in the hand and pack the same way. What changes is the contact set inside: the single-phase version is rated 220 V AC and picks up one live conductor, while the three-phase version carries all three live conductors for charging points wired that way.
Match the version to the charging points your customers actually use, not only to the car. Domestic wallboxes and small commercial installations are usually single-phase. The three-phase points found at offices, hotels and public car parks are the reason this build exists. A three-phase adapter on a single-phase point simply behaves like a single-phase part; a single-phase adapter on a three-phase point leaves capacity unused and the car charges more slowly than the point could allow.
The car matters too. A vehicle whose onboard charger is single-phase gains nothing from a three-phase adapter. If you are stocking for a market where both are common, carry both builds and let the installer pick on site — the price difference is small next to a second site visit.
Tell us the market and the typical charging point and we will confirm which build to put on the order. Where a buyer is unsure, ordering both is the safer stock position.
We are a trading company rather than a manufacturer. As an EV charger supplier, what we put behind every order is the network of factories 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.
- Housing. A high-strength thermoplastic shell rated UL94 V-0 for flame retardancy, stiff enough that the body does not flex when it is pushed into a tight inlet. - Contacts. Copper alloy pins with a silver-plated surface. Silver resists the oxidation that turns bare copper contacts warmer and harder to seat over time. - Cycle life. Rated for more than 10,000 plug-in cycles under normal use — daily charging for years rather than months. - Standard. Built to IEC 62196-2, the standard that defines the Type 2 connector geometry and its electrical ratings, so it mates with compliant equipment instead of nearly fitting. - Latches and finish. Two push-tabs with a clear click, a cylindrical body that gives a full-hand grip, and a smooth finish that does not snag on a bag lining or a coat pocket. - Production. Units come from an EV charger manufacturer we have qualified for this product family. We can request the batch-level test reports and declarations before your order ships — tell us which documents your market needs and we will confirm what is available for the production run you are buying.
No. It is an AC EV charger adapter and it only bridges a GB/T car to a Type 2 AC charging point. DC charging uses a different connector family and a different communication protocol, so this part cannot be used on a CCS2, CHAdeMO or NACS DC charger. On a long trip, plan DC stops around the car's own DC inlet and keep this adapter for AC top-ups at hotels, workplaces and car parks.
The charging point's Type 2 connector goes into the adapter first, until both side latches click. The GB/T end then goes into the car. It is directional by design and will not latch or start a session the other way round. That is also why our range lists each direction as its own part, including a tesla to j1772 adapter rather than one universal piece of hardware.
No — this one is for a GB/T car at a Type 2 charging point. Cars with a J1772 or Tesla connector need a different part, and each direction is a separate item: for a J1772-equipped car that needs to reach a Tesla connector, the correct piece is a j1772 to tesla adapter. Send us the car's inlet type and the connector on the charging point, and we will point you to the right part instead of the nearest one.
The design follows IEC 62196-2, the housing is flame retardant to UL94 V-0, and the contact set is rated for more than 10,000 mating cycles under normal use. The pins are copper alloy with silver plating. Units are produced by an EV charger manufacturer we have qualified for this family, and the test reports and declarations held for a specific production batch can be requested with your enquiry so they travel with the shipment.
Yes. We work as an EV charger supplier for distributors, installers and charging operators, and this adapter sits alongside Type 2 and GB/T charging cables, portable chargers, AC wallboxes and DC charging stations. Buyers fitting out a site or stocking a market usually take several of those lines together, and the adapter is one of the few items that stays relevant whatever else changes on the site.
No. Every adapter in this range is a one-way part and must sit directly between the charging point's connector and the car's inlet. Stacking two adapters puts leverage on the vehicle inlet, leaves the joint unsupported, and interrupts the earth and control connections the car expects before it will charge. It is the most common way these parts and the car's inlet get damaged. If the two ends do not match, the answer is the correct adapter, not a second one.
