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

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​
Tesla (North America)​	$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​
Hansshow (China)​	$325 $294 $319 $250 $235 $246 $251 $239 $216 $230 $203 $175 $161 $132 $116.50 $119*​	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.​
Lectron (Hong Kong)​	$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​
Electway (China)​	-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.

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).
  
  
  
  
  
  
  
• 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.
  |
  
  
  
  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)​
EVHub (Ukraine)​	$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.​
SETEC/Lectron (China)​	$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.​
Tesla (Korea)​	~$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).​

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.

 

[MP3Mike]

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?

Yes, completely different. The Model S/X retrofit requires a CCS module to be inserted between the charge port and the on-board charger, which requires adding a wiring harness. (This is essentially the same retrofit that they have been offering in Europe for a long time.) The Model 3/Y require the charge port ECU to be replaced. (Unless Tesla makes a custom charge port ECU for older Model 3s, some of them may require an adapter harness, but I really expect them to make an ECU designed to be a drop in replacement.)

 

[MP3Mike]

For those that are interested you can see pictures of the retrofit kit in this post.

 

[STS-134]

Yes, completely different. The Model S/X retrofit requires a CCS module to be inserted between the charge port and the on-board charger, which requires adding a wiring harness. (This is essentially the same retrofit that they have been offering in Europe for a long time.) The Model 3/Y require the charge port ECU to be replaced. (Unless Tesla makes a custom charge port ECU for older Model 3s, some of them may require an adapter harness, but I really expect them to make an ECU designed to be a drop in replacement.)

That's what I don't understand. I'm curious why you can't just replace the charge port ECU on a Model S/X? Was the entire charging hardware designed differently on those vehicles for some reason? Is the S/X's charge port ECU inside the OBC itself and not easy to replace, and if so, why?

 

[MP3Mike]

That's what I don't understand. I'm curious why you can't just replace the charge port ECU on a Model S/X? Was the entire charging hardware designed differently on those vehicles for some reason? Is the S/X's charge port ECU inside the OBC itself and not easy to replace, and if so, why?

Yes, as far as I know the charge port ECU is part of the onboard charger in the older Model S/X. Why? Only Tesla knows, but it would eliminate an extra module. Obviously, they have since decided that it is better to have it separate. (Maybe because they moved the charger to be inside the HV battery.)

On the older Model S/X the charger and DC-DC converter are a separate modules. On all of the current vehicles the charger and DC-DC converter are part of the PCS that is inside the HV battery. (Which eliminates some HV wiring.)

 

[Msjulie]

Just a note, the option to request that retrofit disappeared from my app as well

 

[tps5352]

Not unexpectedly, aftermarket suppliers of CCS1 adapters manufactured in Asia have significantly lowered their retail prices, probably in direct response to lower North American Tesla CCS1 adapter prices.

If these companies are able to do this and still make a profit, it makes one wonder about the earlier original, much higher aftermarket adapter prices. (No surprise there, I guess.)

 

[tps5352]

With reports that Ford, General Motors, Rivian, Volvo, and Polestar will join Aptera in using Tesla proprietary plugs and ports for charging (by 2025), and with Electrify America (VW) charging stations to add cables with the Tesla plug, is it fair to say that CCS1 adapters may some day join the ranks of (increasingly superfluous) CHAdeMO adapters? And could we even see the disappearance of the ubiquitous J1772 adapter?

While I invested in all those adapters, I welcome the up-to-now Tesla proprietary standard becoming the true North American charging standard. Good for Tesla. Good for Tesla owners. Good for all NA electric car drivers.

 

[MP3Mike]

And will we eventually even see the disappearance of the ubiquitous J1772 adapter?

It will probably be a long time, if ever, before all of the installed J1772 L2 EVSEs are upgraded/replaced with NACS.

 

[metroplex]

I already bought the CCS 1 adapter, so I'll keep it in the trunk for now. For everyone else, I wouldn't bother with the CCS 1 adapter and just wait for the EVGo/Electrify America stations to swap over.

 

[tps5352]

It will probably be a long time, if ever, before all of the installed J1772 L2 EVSEs are upgraded/replaced with NACS.

Agreed.

Right now we have (or will have in the near future):

• (DC) Superchargers with CCS1 cable-plugs.
• (DC) CCS1 charging stations with NACS cable-plugs.
• (DC) CCS1-to-NACS adapters.
  |
• (AC) J1772-to-NACS adapters (the classic Tesla J1772 adapter).
• (AC) NACS-to-J1772 adapters (for good ones, see here).

At this point a NACS-to-CCS1 (DC) adapter is probably not needed, correct?

Once non-Tesla drivers get used to the idea and realize the advantages of single, small plugs/ports handling both AC and DC, I suppose a small industry could arise to convert J1772/CCS1 charging ports on existing cars to NACS ports? (Or else most drivers will just continue to use adapters and charging stations may continue to provide both types of cables?)

Sometimes change is gradual and incremental. Sometimes it is rapid and unexpected, picking up stream and getting faster and faster. (Interestingly, the equivalent is apparently true for organic evolution.)

Anyway, we'll have to see how popular the switch to a NACS becomes in the next few years.

 

[Dirtman16]

I already bought the CCS 1 adapter, so I'll keep it in the trunk for now. For everyone else, I wouldn't bother with the CCS 1 adapter and just wait for the EVGo/Electrify America stations to swap over.

One caveat to this. If your vehicle is not already CCS capable, it will not work with NACS on non-superchargers. You would still need to do the CCS upgrade so that your car could "talk CCS".

 

[TunaBug]

One caveat to this. If your vehicle is not already CCS capable, it will not work with NACS on non-superchargers. You would still need to do the CCS upgrade so that your car could "talk CCS".

I think that a lot of people are not getting that point. NACS is NOT simply the Tesla proprietary connector. NACS is the mechanical part of the Tesla connector, and the signaling protocol of CCS. In my mind that makes NACS closer to CCS than the TPC (at least in terms of engineering complexity). People will continue to mistake or for TPC though, since the physical connector is visible whereas communications protocols are not.

I think this was all a good decision on Tesla's part. The communications protocols are harder. Using CCS' protocols means that the charger companies and the car companies don't need to do much new software, which they all seem inept at. Changing the connector is basically chopping the existing connector off of the cable and replacing it with a new connector of a different form factor. More or less, I'm sure there's a few fiddly little details to get in the way, but my point remains that they don't need to go build a new protocol stack.

 

[avs007]

I already bought the CCS 1 adapter, so I'll keep it in the trunk for now. For everyone else, I wouldn't bother with the CCS 1 adapter and just wait for the EVGo/Electrify America stations to swap over.

Judging by how "well" EA has been at fixing broken handles/stalls, I wouldn't hold my breath if I was going to wait for EA to roll out NACS handles on their existing stations.

 

[jabloomf1230]

Judging by how "well" EA has been at fixing broken handles/stalls, I wouldn't hold my breath if I was going to wait for EA to roll out NACS handles on their existing stations.

I imagine that it's easier to break the clunky CCS1 adapter than the NACS adapter. That might have been a factor in EA and others adding NACS.

 

[eevee-fan]

I imagine that it's easier to break the clunky CCS1 adapter than the NACS adapter. That might have been a factor in EA and others adding NACS.

Well, NACS is not immune to damage either. I was at one of the SuC near Bakersfield and seems the cabling is coming apart from the plug... I can see the wires! Might have been vandalism, might have been from normal use. Who knows.

On another site, I did see that vandals spray painted the plug with green paint. Still charged fine. I saw a news clip about a CCS site vandalized with ground beef. That site probably survived too.

 

[jabloomf1230]

Well, NACS is not immune to damage either. I was at one of the SuC near Bakersfield and seems the cabling is coming apart from the plug... I can see the wires! Might have been vandalism, might have been from normal use. Who knows.

On another site, I did see that vandals spray painted the plug with green paint. Still charged fine. I saw a news clip about a CCS site vandalized with ground beef. That site probably survived too.

I wasn't referring to vandalism. The CCS1 plug is big and it's easy to force it onto the car's charge port at the wrong angle. The more adjustment that's needed, the more likely that damage will occur. But in addition, maybe Tesla drivers are more careful because they know that Tesla can trace back to last person that used a SC before it was damaged.

 

[tps5352]

Hansshow adapter prices keep falling.

• May suggest that demand for CCS1 adapters has really slowed.
• Models 3 and Y without CCS capability have not yet received hardware updates, correct?
• The original markup on Hansshow adapters must have been huge.
• Once non-Tesla electric cars start using the NACS (Tesla) ports, and more and more third-party charging stations add NACS cables, will CCS1 adapters join CHAdeMO adapters in the back of the closet/garage (or on Craig's List)?

 

[rypalmer]

Add to that: for someone used to Supercharging, the CCS charging experience generally sucks.

 

[tps5352]

Add to that: for someone used to Supercharging, the CCS charging experience generally sucks.

Sincerely: really? Wow!

I am relatively inexperienced in this. I have only Supercharged a handful of times--worked great. I have a ("collectible" Korean Tesla) CCS1 adapter and tried it once at a local Electrify America spot and it worked fine, also. Along with my (chunky) CHAdeMO adapter, my CCS1 adapter remains unused (in its Harumio case) in the trunk.

So I am disappointed to hear reports (from you and others) that CCS charging is problematic.

The sooner North America switches to the NACS, the better, imo.

 

[eevee-fan]

Hansshow adapter prices keep falling.

• May suggest that demand for CCS1 adapters has really slowed.
• Models 3 and Y without CCS capability have not yet received hardware updates, correct?
• The original markup on Hansshow adapters must have been huge.
• Once non-Tesla electric cars start using the NACS (Tesla) ports, and more and more third-party charging stations add NACS cables, will CCS1 adapters join CHAdeMO adapters in the back of the closet/garage (or on Craig's List)?

Demand will pick up again when the other manufacturers provide NACS ports. LOL