SAE J1772 Type 1 AC Charging Gun Cable / Replacement Gun(16A-80A)

Product Overview

As an EV charging cable supplier, what we ship here is a finished gun-and-cable assembly: a moulded SAE J1772 Type 1 connector on one end, a coiled black cable, and bare wire leads with ferrules on the other, ready to be terminated inside an AC charging station. The connector body is a pistol grip with a textured surface that works with a glove on. Lengths other than the standard build are made to your measurement. Most orders for this EV charging cable are service replacements. An installer fits one when a gun has been run over in a car park, when the latch no longer holds the connector in the inlet, or when the cable has been crushed at the strain relief. Distributors hold a grade and a length so a post is not dead for a week waiting on a part, fleet workshops keep one on the shelf for the same reason, and small charger builders use the assembly to finish a station without sourcing a connector and a cable from two different EV charging cable manufacturers. Two limits are worth stating plainly. It is a cable, not an adapter: it does not change the connector standard at either end, and it will not add power to the charger it is fitted to. It is also an AC part, with no place on a DC fast charging connection.

Build, Materials & Protection

• ABS + PC connector housing — the body has to take impact and hold its shape on a sun-exposed post or in a hot cabin; polycarbonate brings the impact and heat resistance, ABS the moulding accuracy that keeps the pin positions true. - Silver-plated copper alloy contacts — silver on the contact faces keeps resistance low and stable through repeated mating, which is what holds terminal heating in check at the higher current grades. - UL94 V-0 connector shell — the shell stops burning shortly after a flame source is removed, which matters when the station is fixed to a building wall or a car park column rather than a free-standing post. - Oxygen-free copper conductors in a TPU jacket — the cable stays flexible in cold weather, resists abrasion where it drags over kerbs and kerb edging, and coils without kinking. - Moulded strain relief and a textured grip — the bend is taken by the relief rather than by the pins behind the connector, and the grip still works in the rain. - IP55 when mated — dust-protected and resistant to water jets with the gun seated in the inlet; between sessions the tethered cap covers the pin face, so it keeps earning its place on the gun. - Temperature extremes — at the cold end of the operating range the jacket stiffens, so the cable should be handled rather than flexed hard; at the hot end, a connector body that runs noticeably warm under load is the thing to watch.

Current Ratings & Power Output

There are five current values in the specification because the EV charging cable manufacturers we work with build five separate assemblies, not one cable you can dial down. A charging cable is a passive part: it carries whatever current the charger signals and the vehicle accepts, and its grade is the maximum it is rated to carry continuously. Order the 32 A build and you have a 32 A assembly; nothing on it can be turned down to 16 A later, and fitting a heavier grade will not make a slower charger deliver more.

Match the grade to the charger's output. The power classes line up with the current grades — 3.5 kW with 16 A, 7 kW with 32 A, 11.5 kW with 48 A and 19.2 kW with 80 A, with 40 A sitting as a separate grade between the last two. A 16 A assembly suits a light single-phase point; 32 A at 7 kW is the everyday size for a wall unit feeding one car overnight; 48 A and 80 A belong on installations planned for higher AC power, where the supply, the breaker and the vehicle inlet are all built for it.

Ordering above what the site delivers buys nothing. A heavier grade adds copper, weight and stiffness, costs more, and handles worse at the inlet — most noticeably in cold weather, when the jacket is at its stiffest. Ordering below the charger's output is the worse mistake: the assembly runs at its limit, terminals get hot, and the weak point moves from the charger to the connector.

So work from the station, not from the cable. Read the rated output per phase on the charger you are fitting or replacing, then specify the same grade or the next one up. Where a mixed fleet is served by a Type 1 EV charger at 32 A and a second unit at 48 A, keep both grades identified on the order instead of standardising on the heavier one.

Model Reference & Replacement Fit

• What the model designation covers — J1772 gun cable is the ordering designation for this family. It fixes the connector standard, not the current grade or the cable length, so both of those travel with every order.
• A complete assembly, not a bare head — the unit arrives as a gun with its cable attached and wire leads at the far end. If a site needs only the connector head, say so before ordering and we will confirm what can be supplied.
• Read the old part before you order — check the moulded markings on the connector body and the print on the cable jacket, count the leads, and note whether the old cable ended in wire leads or in a plug.
• Which inlet it seats in — a five-pin SAE J1772 Type 1 inlet with a latch release, the standard on most North American and Japanese electric vehicles. A NACS inlet or a Type 2 inlet needs a different connector or an adapter; this assembly will not fit either.
• Cable length — measure the real run from the station gland to the furthest parking position, add the slack an installer wants behind the connector, and we build to that figure rather than rounding to a stock length.
• Where it is the right part — a Type 1 EV charger already in service that needs its gun and cable back, and where the output, the inlet standard and the terminated end are all known. Where the site is still being designed, settle the charger first; the cable follows from it.

Installation & Wiring

1. Isolate the charger at its breaker, lock off, and prove the terminals dead before the enclosure comes off.
2. Bring the cable in through the existing gland and strain relief, leaving a generous bend behind the connector body rather than a tight fold against the housing.
3. Trim the leads to the length the terminal block needs; they arrive with ferrules already fitted, so re-terminate only if your block calls for a different end.
4. Land each lead on the terminal marked for it in the charger's wiring diagram — line, neutral, protective earth and the control conductors — and work from the diagram rather than copying the color order of the old cable.
5. Torque the terminals to the charger maker's figure. A loose terminal is the most common cause of a connector body that runs warm on a J1772 EV charger which otherwise tests clean.
6. Close up, restore power, and run a full test session: the latch should click home, the session should start and hold, and the connector body should still be cool after half an hour at the site's full current.
7. Note the grade, the length and the date in the maintenance log or on a label inside the enclosure door, so the next replacement is a one-line order rather than a measuring job.

Wear Points & Spares

• The latch fails first. The retaining clip that clicks into the inlet is the earliest wear point on a SAE J1772 Type 1 gun: the tell is a connector that eases out without pressing the release, or a session that drops when the cable is nudged. It cannot be tightened or adjusted — a slack latch means a new gun.
• Strain relief and the jacket at the gland. Two places flex hardest: where the cable leaves the connector body, and where it enters the charger enclosure. Hairline cracks there let water reach the conductors, and an assembly that still charges with a damp core is on borrowed time.
• The pin face on the 48 A and 80 A builds. Higher grades push more current through the same contact faces, so check for darkening, pitting or a brown haze around the pins. Terminal heating inside the enclosure is the other half of that check and needs the cover off.
• The cap and its tether. The cheapest part on the assembly and the easiest to lose; once it is gone, the pin face takes weather between sessions. Keep spare caps in the van rather than scrapping a sound cable over a missing one.
• The jacket along the run. Abrasion from kerbs, doors and trolley wheels, or from hanging the gun by its cable instead of its body. The jacket is tough but not armour — a nick that reaches the braid is a replacement, not a repair.
• Terminal screws inside the charger. Re-torque at every scheduled inspection. A backed-off terminal shows up as a connector body running warm at full current, and that is a screwdriver job rather than a cable order.
• Stock one assembly per grade. A spare in each current rating your sites actually run, plus the longer length used on your furthest bays. Distributors covering several charger models should stock by grade and length rather than "one of each".
• Replace the whole unit, never open the gun. The connector is moulded closed around the contacts, so a cracked shell, a pitted pin or a latch that no longer holds ends that unit's life. Write the grade, the length and the fit date on a label inside the enclosure door so the next J1772 gun cable order is a single line.
• Look after the cable and it will outlast the charger it is fitted to. Coil it in loose loops onto the holster instead of wrapping it around the connector body: a tight wrap loads the strain relief sideways, the direction it is least able to take. Take the gun out of the inlet by the body, never by the cable, and let it rest in the holster rather than on the ground between sessions — a connector lying in a puddle sits outside its IP55 rating however good the seal is when mated. For cleaning, wipe the shell with a damp cloth and a little mild detergent. Do not pressure-wash the pin face, push anything into the socket, or use solvents on the ABS + PC body, and let the pin face dry before it goes back into the inlet. The EV charging cable needs no lubrication and nothing applied to the contacts. Storage is simple but worth stating for distributors and fleet stores: keep stock dry, out of long direct sun, away from anything with an edge, and open cartons with a blade along the seam rather than through the coil. The assembly is rated for -30 ℃ to +50 ℃ in service, and on a sun-exposed Type 1 EV charger post the jacket takes heat well but stiffens in cold — hang it straight on a frosty morning and let it warm before forcing a tight coil. The expensive mistakes are the ones that also damage the vehicle: driving off with the gun still in the inlet, hooking the connector up by its cable, or using the cable as a tie-down in a van. Each loads the latch or the strain relief far beyond anything a charging session does, and the repair rarely stops at the cable.

Specifications

Ordering & Delivery

1. Send the current grade, the cable length and the quantity. We check the grade against the charger you are fitting before the order is built, so a wrong line is caught at quotation rather than at installation. 2. Minimum order quantity is 15 units, and each unit is sold as a single item. 3. Agree the schedule. The MOQ and the delivery plan are set per order, so a first stocking order and a repeat order can be sized differently against the same specification. 4. Shipping and export documentation run as a one-stop export service, whether the order goes to one installer or is split across a distributor's regional warehouses. 5. 6. Warranty is 1 year on the assembly. Keep the order reference and the grade and length fitted at each site — that is what we need if a unit comes back. 7. Payment terms and packing are confirmed at quotation, since both follow the destination and the order size. DC dual-gun charging station | 60 kW – 360 kW DC single-gun charging station | 20 / 30 / 40 / 50 kW PCD050 portable EV charger | 7.2 kW / 22 kW AC single-gun charging station | 7 / 11 / 22 kW Integrated charge-discharge gun | Charging and discharging from one unit V2L discharge gun | Vehicle-to-load output

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