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"New" Sources of Tesla 'OEM,' Tesla-like, and/or Third-Party CCS1 Adapters

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Due to information/product vacuums caused when Tesla allegedly stepped in and prevented further sales of Korean CCS1 adapters to North America (e.g., by helpful businesses like Harumio), several new potential sources of adapters originated in 2022.

September 21, 2022 Update: Tesla North America has (finally) released its CCS1 adapter to Canadian and U.S. customers. The adapter is available to all (four) Tesla models, provided cars are CCS-enabled. [Hardware/software retrofits are now available from Tesla for cars currently without CCS capability.]

December 26, 2023 news tidbits: (a) Still no Tesla-provided CCS hardware/software updates for non-CCS-compatible Models 3 & Y; but maybe as soon as next month (January 2024)? (b) As discussed elsewhere, the scheduled adoption, now by almost all electric car manufacturers, of the NACS (North American Charging Standard--i.e., the original 2012 Tesla Proprietary Standard plugs and ports) suggests that the CCS standard may (join CHAdeMO and) become a dying technology in North America in coming years. (c) A2Z, a Canadian firm partnering with Asian manufacturer Olink, is now offering the first (to my knowledge) working combined CCS1 (DC)-J1772 (AC) adapter.


"New" (in 2022) Sources of CCS1 Adapters
(Grouped by type.)
Source​
Price​
Specific Notes​
Availability
(in NA)​
Genuine Tesla Adapter
$250(US)
$175(US)
$250
$325(CAN)
$340(CAN)

$240(CAN)
$345(CAN)​
  • Available on the Canada and U.S. Tesla websites.
  • Owner's manual here.
  • For Models S, X, 3, and Y.
  • Car must be CCS-enabled.
  • As of February 2023 factory-approved hardware retrofits (including parts and labor) for non-CCS-enabled cars were available for Models S and X.
  • As of March 2024 CCS hardware upgrades for North American Models 3 and Y (that need them) are available for order on the Tesla website..
  • While waiting for Tesla to release hardware retrofits, some drivers of non-CCS cars tried successful DIY (do-it-yourself) procedures to enable CCS charging in certain 2021 cars and in older vehicles (particularly Models 3 & Y). See numerous postings, starting with this Thread. I assume that with Tesla factory retrofits now available, DIY efforts will diminish in popularity.
AVAILABLE.
Tesla-Adapter Copies
$325
$294
$319
$250
$235
$246
$251
$239
$216
$230
$203
$175
$161
$132

$116.50
$119

$100*​
  • Hansshow/Hautopart adapter may also be found on TesPlus website (for $200 $140).​
  • See website for technical specifications.​
  • Stated to be for Models S, X, 3, & Y (car must be CCS-enabled).​
AVAILABLE.
$250
$200
$170
$185
$180
$165
$155

$140​
  • See website for technical specifications.
  • Claimed to be compatible with "all Tesla models."
  • Car must be CCS-enabled.
  • Graphic imagery suggests that this may be a different product than the Hansshow/Hautopart adapter.
AVAILABLE.
Independently-designed Aftermarket Adapters
A2Z Shop
(Canada)​
$293
$270
$227
$195
$175

$150
$121*​
  • Brand name: "Thunderstorm Plug."
  • Combined CCS1 and J1772 adapter in one.
  • Sold by registered TMC vendor (information available via @A2ZEVSHOP)
  • See website for technical specifications.
  • Design and engineering input originated from this North American company with business ties to:
    • Manufacturer Huizhou Olink Technology Co., Ltd. (China)
  • Works with applicable Models S, Ǝ, X, and Y, but:
    • Car must be CCS-enabled.
  • Note #1: Website CCS1 price may vary slightly, probably due to fluctuating Canada-to-U.S.-dollar rates.
    Note #2: Other CCS1-related accessories (e.g., lock, case, ECU) are also available from A2Z Shop.
AVAILABLE.
In Development
-na-​
  • See website for more information.
  • In size and general shape, reminiscent of the original SETEC CCS1 adapter (see below).
  • Possible release in, when?--2024?
Currently
Unavailable.​
* Includes shipping to North America.

Current Aftermarket Adapters

Note: Adapter images are not to the same scale.​

Comments:
  • USE FOR AC J1772-PLUG CHARGING? - Some/all J1772 plugs can be inserted into the upper circular socket of many CCS1 adapters. This perpetuated the previous misconception that all CCS1 adapters could be used to accept J1772 plug-outfitted charging cables. That is still untrue. Most CCS1 adapters are exclusively for DC charging, while J1772 plugs are used for AC Level 2 charging.
    |
    However, there is news on this front: The latest A2Z Thunderstorm adapter will apparently handle both DC and AC charging. See that website for more information.
    |
    Meanwhile, the other CCS1 adapters listed in this post are (afaik) still not usable with any J1772 AC cable-plug device. So normally a CCS1 adapter is not necessary for AC charging (from 240v wall outlets and at Level 2 charging stations). TMC members have convincingly demonstrated (via photographs) that most other Tesla and aftermarket CCS1 adapters seen so far lack certain key electrical connectors necessary for AC J1772 charging (see here). Again, the A2Z adapter is apparently the exception. But for other CCS1 adapters, for a North American Tesla you can use AC charging equipment with J1772 plugs only with a proper J1772 adapter (now including the A2Z CCS1/J1772 adapter).

    Don't be misled--CCS1 adapters are NOT necessary for AC charging.



  • CHARGING LOCKS - Adapters designed for use in North American Tesla cars routinely come with a locking notch (at the bottom of the Tesla proprietary [TPC] plug that inserts into the charging port) that will prevent most unintended adapter-removal (i.e., theft) from the port during a charging session. Some manufacturers/suppliers are also addressing the second undesirable issue of having a CCS1 cable-plug/handle prematurely removed from the other end of the adapter during charging. See individual supplier webpages about any features designed to prevent undesired cable removal.

  • INTERNAL DESIGN - Most third-party CCS1 adapters appear to have a relatively simple straight "pass-through" circuitry design (with no or minimal amounts of solid-state circuitry components), as does the OEM Tesla adapter (I believe). The original SETEC adapter--with its battery-powered, CHAdeMO-mimicking software/hardware and 50kW charge rate maximum--is the notable exception.

  • CCS COMPATIBILITY - CCS1 adapters that lack on-board control circuitry (i.e., most/all adapters other than the original SETEC device) require that the car be "CCS-enabled." (In other words, some kind of CCS-allowing control electronics must be present inside either the adapter or the car.) In general, most Teslas from early 2020 to June 2021, and from November 2021 to present are so enabled; but check your car's CCS status before purchasing an adapter.
    • To check CCS status:
      • Center Touchscreen Display.
      • "Software" screen.
      • Choose "Additional Vehicle Information" link.
      • Examine "CCS adapter support" status. Status should appear as either "Enabled" or "Not installed."
    • If "Not installed" (CCS incompatible), owners of Models S, X, 3, and Y can now purchase hardware/software updates from Tesla. There were also clever DIY (do it yourself) workarounds for Models 3 and Y before the factory retrofits became available.
      ...
  • ADVERTISED CHARGING RATES - For several reasons I am no longer reporting charging rate specifications; in part because the new (2022) adapters all claim a maximum charging rate of at least 150kW, up to 250kW (as does the Tesla OEM adapter).

    TMC Forum posts report widely varying charging rates for seemingly all CCS1 adapters (both Tesla and third-party). The reason is apparently that many conditions and factors--e.g., car model, age, and condition; the battery's initial charge level and temperature at the start of a charging session; and additional factors--may affect maximum and ongoing charging rates at any particular time. Clearly the design and condition/health of the particular charging station being used makes a difference (with variation even seen among charging stations of the same company and at particular stations on different days). Also important: exactly when a reading is taken during a charging session. Charging rates rise and fall naturally over the course of a full session (here is one example). When a car starts with a relatively low battery level (say at 20% capacity), a moderately-high start, followed by an aggressive ramp-up, and then a gradual decline is commonplace.

    Taking all this into account, a single charging rate index number may not be a particularly helpful (or honest) decision-making factor. Better, perhaps, would be a series of comparative charge-session graphs with conditions held relatively constant (e.g., 20%-to-80% charge sessions, batteries preconditioned to best operating temperatures, moderate ambient temperatures, use of the same charging station, etc.). Clearly we need someone like Tom Moloughney (YouTube "State of Charge" Channel) to objectively test, side-by-side, all the CCS1 adapter alternatives. In addition to comparative charge rates, I would also be interested in internal design, and build quality. (But I certainly do not want to dissect my own, or indeed any, precious CCS1 adapter to investigate.)

    It is still early days, but one (still untested, afaik) hypothesis is that adapters with straight "pass-through" circuitry designs (including the Tesla OEM device) will all perform in generally similar fashion given the same conditions. If that proves true, the choice of product then comes down to factors other than maximum rate of charge; such as build-quality, safety features, cost (and we are seeing aftermarket sellers actively match or undercut the Tesla adapter price), size and weight, availability, brand loyalty, purchase convenience, customer service, and so forth. I haven't looked inside an adapter, but I imagine that the size/bulk, design, and metallurgical content of electrical contacts and conductors may be important (e.g., for resistance and hence energy loss through heat). This is DC high-voltage fast-charging, so you want beefy components here, people. Consider the analogy of making a purchase choice from among various brands of NEMA 14-50 wall receptacles with different prices and/or construction/designs. They all work, but...(BUY HUBBELL!--or, even better yet, a Tesla or name brand wall connector.)

  • CAVEATS - Information (e.g., prices, descriptions) on some sites can change frequently and unexpectedly. Some initial products and websites are no more. Again, be cautious. After a long wait, adapters (and now CCS hardware upgrades for Models S & X) for are finally available from Tesla in North America. Therefore, many might now argue that the genuine CCS1 adapter (and factory hardware retrofits if needed) from Tesla in North America are the safest course. But will Tesla supplies be consistently adequate to meet demand? We'll see. (As of 03/8/24, Tesla's ongoing stock of CCS1 adapters appears to remain satisfactory.)

  • CURRENCY - Prices listed here are in US dollars.

  • CAUTION - Please note the alert (in red) at the bottom of this post.
    |
  • For drivers whose cars are still incompatible with most CCS1 adapters and who, for whatever reason, prefer not want to use the original SETEC/Lectron CCS1 adapter (below), Tesla/aftermarket CHAdeMO adapters are still sometimes available (used/new) (e.g., on Craig's List), and are are alternative source for DC charging at the remaining stations in North America. At about a maximum of about 50kW, performance is similar to the SETEC/Lectron CCS1 adapter but without the hassle of software update incompatibility. CHAdeMO adapters are somewhat bulky*, however.
    |
    Original Tesla Chademo Adapter (for North America)

    Tesla CHAdeMO Adapter
    |
  • Finally, with recent (2023) inroads by Tesla into having its proprietary charging standard become the so-called North American Charging Standard (NACS)--adopted by more and more manufacturers of electric cars sold in North America (latest count appears to show that almost all NA electric cars will adopt the NACS within a couple of years)--it is easy to envision a time in the near future when virtually all new and many modified NA electric battery-powered vehicles will use the simple AC/DC Tesla standard plugs and ports. If that happens, the CCS1 standard could conceivably become obsolete. For now, though, CCS1 adapters remain a worthy accessory for Tesla drivers who travel extensively.
_____
* @wk057 has a bench-top dissection of a CHAdeMO adapter here, showing all the control circuitry necessary (hence the CHAdeMO adapter's larger size, by the way).


Prior Sources of CCS1 Adapters
(In order of release?)

Source​
Price​
Specific Notes​
Adapter Type​
Availability
(in NA)​
$525​
  • Car must be "CCS-enabled."
  • Availability curtailed by Russia's war against Ukraine.
  • First available for sale in 2020.
"Aftermarket"
Straight "pass-
through" circuitry.​
Currently unavailable.​
$640
$300
  • Unlike other adapters here, charges at a 50kW maximum rate.
  • Requires onboard battery.
  • Runs off firmware that may require frequent updates.
  • Not always compatible with Tesla vehicle updates.
  • Can be used in any model; car need not be CCS-enabled.
  • First available (in North America) in late 2020.
"Aftermarket"
Hardware/software
used to mimic
CHAdeMO technology.​
AVAILABLE.
~$227 (US)​
  • See website (and use Google translate if necessary) for technical specifications.
  • Translation of owner's manual here.
  • Car must be "CCS enabled."
  • Ostensibly for Models 3/Y only (in actuality works with all CCS-enabled models).
  • Includes locking pin to help discourage unintended CCS1 cable-plug detachment.
  • Made for Tesla-Korea by Pegatron of Taiwan.
  • First available (in Korea) in 2021.
  • For a few months in 2022 was available to North American customers through selected Korean shopping/shipping businesses (e.g., Harumio).
"Tesla OEM"
Straight "pass-
through" circuitry.​
AVAILABLE
(in Korea).

Previous CCS1 Adapters

Disclosures and Alerts:
  • In 2022 I purchased two Tesla-Korea CCS1 adapters, along with aftermarket cases for those adapters, from Harumio in South Korea. (I found the process painless and convenient and staff there helpful and professional.) I paid the standard Harumio retail prices. I do not own, nor have I seen or handled, any of the other CCS1 adapters.

  • More importantly, I have not received, nor am I or will I be receiving any payment or compensation in any form whatsoever from any company or individual regarding CCS1 adapters (or for that matter any other Tesla- or auto-related issue). All opinions, right or wrong, offered in this post are my own.

  • The third-party CCS1 adapter market continues to be competitive. Product specifications and information (especially availability and prices) can evolve suddenly and unexpectedly as the market adjusts to recent events. Therefore, information included here may be in error or out-of-date. If you choose to purchase a third-party product, always check with the seller for the latest information and discounts before buying. As with other Tesla-applicable accessories, consumers now have a choice of factory or aftermarket products.
 
Last edited:
Received the Lectron CCS1 adapter yesterday. Haven't had a chance to use it yet but thought i'd post some pics of the adapter itself. Quality is good and feels really sturdy. Doesn't feel cheaply made or anything. Definitely seems to have more rounded sides compared to the official Tesla and Hansshow versions. No complaints though, excited to use it when I need to!

I note with interest the "N," "L," "CP," "PE," and "PP" ID stamps by the contact opening. Other adapters do not have those, right?

Are the "N" and "L" contacts missing (as they are for Tesla and Hansshow adapters)? (So no way the Lectron adapter could be used to accept a J1772 Type 2 plug, correct?)
 
I note with interest the "N," "L," "CP," "PE," and "PP" ID stamps by the contact opening. Other adapters do not have those, right?

Are the "N" and "L" contacts missing (as they are for Tesla and Hansshow adapters)? (So no way the Lectron adapter could be used to accept a J1772 Type 2 plug, correct?)
That is correct, there are no contacts in the "N" and "L" openings.
 
We have good news to share with you that we are selling CCS1 adapters at $179 and $199.
TESLA COMPATIBLE - The Tesery CCS to Tesla adapter is fully compatible with CCS chargers and all Tesla models that are CCS enabled (On your Tesla screen: Control>Software>Additional Vehicle Informantion> CCS Adapter Support-Check If Enabled)
 
Y'all aren't worried that the Lectron says it's only rated for 300A / 150kW? I went with the Tesla one because of that. Seems dangerous to pump more power through an electrical component than it's rated for.
Let us know if you find a station that will give you more than 124kW which is the highest number I've seen so far at a "350kW" Electrify Canada site.
 
Y'all aren't worried that the Lectron says it's only rated for 300A / 150kW? I went with the Tesla one because of that. Seems dangerous to pump more power through an electrical component than it's rated for.
You can’t “pump” power through it. You can pull power and that’s limited by the onboard charger. These adapters are passive devices. The only limiting factor is temps. Ie. How hot does it get. My M3 under the very best circumstances has pulled 145kw for about 2 mins then it falls off rapidly. The X and S can do more i think. Maybe even the newer 3s and Ys? I would guess the rating is for substained loads. Not a brief load
 
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You can’t “pump” power through it. You can pull power and that’s limited by the onboard charger. These adapters are passive devices. The only limiting factor is temps. Ie. How hot does it get. My M3 under the very best circumstances has pulled 145kw for about 2 mins then it falls off rapidly. The X and S can do more i think. Maybe even the newer 3s and Ys? I would guess the rating is for substained loads. Not a brief load

Yeah, I know electricity doesn't pump and was just using the term colloquially. To be clear, my concern is not about getting full charging speed, it's about pulling more power through the adapter than it's rated for. If Lectron is saying it's rated for 300 A / 150 kW, it either means they haven't built it to be able to handle more power, haven't tested it with more power, or have tested it with more power and got bad results. Generally, it's not safe to pull more power through any electrical component than it's rated for, as it could lead to premature failure, or worse, a fire.
 
Let us know if you find a station that will give you more than 124kW which is the highest number I've seen so far at a "350kW" Electrify Canada site.
Which adapter are you asking about? Someone on the previous page got 186 kW with the Lectron adapter and I've seen plenty of people getting over 200 kW with the official Tesla adapter. Example:
 
Yeah, I know electricity doesn't pump and was just using the term colloquially. To be clear, my concern is not about getting full charging speed, it's about pulling more power through the adapter than it's rated for. If Lectron is saying it's rated for 300 A / 150 kW, it either means they haven't built it to be able to handle more power, haven't tested it with more power, or have tested it with more power and got bad results. Generally, it's not safe to pull more power through any electrical component than it's rated for, as it could lead to premature failure, or worse, a fire.
I guarantee you that the breaker on your AC unit has at many times carried many multiples of its rated current. How is this possible? Well take a look at the LRA (locked rotor amps) on the label for your AC unit; that's the inrush current when the motor starts. And it's WAY higher than the breaker capacity and could even be higher than the rating for the entire subpanel. But it only occurs for a small amount of time.

The same thing is true of wiring and adapters. Yes, they're rated to carry a certain amount of current essentially continuously but they can carry higher amounts of current for short periods of time. And by the way, the Tesla adapter from Korea, which as far as I can tell is the same physical product as the Tesla North America adapter (it weighs exactly the same down to the gram and I have both), is rated for 300A as well: https://shop.tesla.com/ko_kr/product/ccs-combo-1-adapter---south-korea
 
I have the A2Z Thunderstorm plug and I can't imagine there being a difference in charging speeds vs the official one since it's completely passive.
The wires that carry current might be passive, but the adapter can still communicate with the car, right? The official one has a temperature sensor, and thus some kind of circuit and chip inside, and I would assume it communicates with the car to let it know if it’s overheating so the car can request a reduced charge rate. If there is any sort of communication at all, Tesla could be detecting the presence of the Tesla branded one and using a better charge curve with it.
 
I guarantee you that the breaker on your AC unit has at many times carried many multiples of its rated current. How is this possible? Well take a look at the LRA (locked rotor amps) on the label for your AC unit; that's the inrush current when the motor starts. And it's WAY higher than the breaker capacity and could even be higher than the rating for the entire subpanel. But it only occurs for a small amount of time.

The same thing is true of wiring and adapters. Yes, they're rated to carry a certain amount of current essentially continuously but they can carry higher amounts of current for short periods of time. And by the way, the Tesla adapter from Korea, which as far as I can tell is the same physical product as the Tesla North America adapter (it weighs exactly the same down to the gram and I have both), is rated for 300A as well: https://shop.tesla.com/ko_kr/product/ccs-combo-1-adapter---south-korea
Hard to know whether the Korean Tesla adapter is identical just from the weight. I thought people were getting a max of 150 kW using that one, and I see people getting 230+ with the US one?
 
but the adapter can still communicate with the car, right?
Nope.
The official one has a temperature sensor, and thus some kind of circuit and chip inside, and I would assume it communicates with the car to let it know if it’s overheating so the car can request a reduced charge rate. If there is any sort of communication at all, Tesla could be detecting the presence of the Tesla branded one and using a better charge curve with it.
I think the temperature sensor just "cuts" the pilot signal when it goes over a certain temperature, which terminates the charge.
 
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Others may have reported this, but Tesla is now offering CCS1-adapter hardware retrofits for Models S and X that lack CCS compatibility. The adapter, alone, is still $175 (in the US; $240 in Canada). If the car lacks CCS compatibility, for $450 ($615CAN) you get the hardware upgrade (labor included) and one CCS1 adapter. It is unclear if you can schedule just the retrofit (say for $275). If interested, ask via a service request. If the European pattern eventually applies to North America, perhaps expect the prices to go down somewhat in time; but that may take a number of years.

Meanwhile, the pertinent (US and Canadian) Tesla web pages say that retrofits for Models 3 and Y may be available by mid-2023.

Note: You must sign in with your Tesla account in order to purchase an adapter or retrofit. The software process (on PC and/or phone app) will apparently ensure that your vehicles is CCS-compatible (and a Model S or X for the retrofit, I guess).
 
  • Informative
Reactions: EV3_
Others may have reported this, but Tesla is now offering CCS1-adapter hardware retrofits for Models S and X that lack CCS compatibility.
Meanwhile, the pertinent (US and Canadian) Tesla web pages say that retrofits for Models 3 and Y may be available by mid-2023.

FWIW, I have a Model 3, and in my Tesla app, the option to request a CCS retrofit has disappeared. As others have reported, it used to have a notice to check back in "early 2023." At least this post lets me know that I've just been moved so far back in the line that Tesla has removed the notice in the app, not that they've changed their plans to offer a retrofit.
 
  • Informative
Reactions: tps5352
Others may have reported this, but Tesla is now offering CCS1-adapter hardware retrofits for Models S and X that lack CCS compatibility. The adapter, alone, is still $175 (in the US; $240 in Canada). If the car lacks CCS compatibility, for $450 ($615CAN) you get the hardware upgrade (labor included) and one CCS1 adapter. It is unclear if you can schedule just the retrofit (say for $275). If interested, ask via a service request. If the European pattern eventually applies to North America, perhaps expect the prices to go down somewhat in time; but that may take a number of years.

Meanwhile, the pertinent (US and Canadian) Tesla web pages say that retrofits for Models 3 and Y may be available by mid-2023.

Note: You must sign in with your Tesla account in order to purchase an adapter or retrofit. The software process (on PC and/or phone app) will apparently ensure that your vehicles is CCS-compatible (and a Model S or X for the retrofit, I guess).
That's interesting. Is the part # required for the retrofit on Models S and X different than the one required to retrofit Models 3 and Y? I know that the latter two have a lot in common but I can't really see a logical reason why the architecture for DC fast charging would be that different.