HMM...! Well... CCS is CCS, yes, sorta
I, uh... I don't mean to rain on the parade, but I do foresee some issues.
Communication is PLC, yes. But... Type 2 connector has some key differences from Type 1. Particularly on the ECU side. The proximity pin is handled differently, for starters - in Type 2, there's no handle latch button to sense. Instead, it senses presence of the plug, as well as the amperage of the cable (which is detachable from the station in the Type 2 AC charging world - thus the station nor car inherently knows the cable type - the cable has to tell the station/car). Thus, the mapping and function is a bit different.
The Type 2 plug is also physically different, of course - which means the socket on the car can have sensor differences. For example, I'm finding that there are 3 temperature sensor inputs on the Gen4 ECU, and the NA plug uses Therm1 and Therm2 on Gen3, but Therm1 and Therm3 on Gen4. EU port, from reports I've seen, may use all 3 sensors, but not conclusive yet.
Lastly, Superchargers are different in the Type 2 world. Some Superchargers seem to speak SWC (Single Wire CAN - Tesla's language), and some speak PLC (powerline communication, over the pilot line - used for CCS). Not just a "different protocol", but entirely a different electrical signal. There's a physical switch on the board that toggles the two! (PLC uses J1772's signal mode, with Extra Steps).
All this to say, uhhh... you uhh... may have
surprising results.
Maybe a "CCS conversion - DIY edition" thread is needed for the Model S/X space! I'd be curious to know as well (and may be deeply investigating soon myself, as a friend with a 2013 S is interested in CCS and we'll be working closely together in a couple weeks at a new job). I'm 99% certain there's a NA-spec ECU for the Model S/X that could slide into place - possibly using that wiring adapter, but almost definitely a different variation of the ECU.