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

KJD · Aug 24, 2022

bradtem said:
Sorry, how is, "get phone from pocket, unlock it, find Tesla app, invoke it, got to "Controls" and click "unlock charge port" right under my nose? Rather than "open door, double click door open button."

The stop charging button will be on the center screen as soon as you get in the car. How hard is that ?

Genie · Aug 24, 2022

bradtem said:
Sorry, how is, "get phone from pocket, unlock it, find Tesla app, invoke it, got to "Controls" and click "unlock charge port" right under my nose? Rather than "open door, double click door open button."

I read that as, if you are in the car at the dcfc, the stop charging button is right there

jsight · Aug 24, 2022

KJD said:
The stop charging button will be on the center screen as soon as you get in the car. How hard is that ?

Some of us aren't in the car while it is charging. I can see his point. A little superuser trick with the wheel buttons could be a nice improvement.

Genie · Aug 24, 2022

Since I normally stay in the car I had’t really thought about ending a CCS charge from outside.
With the X a long hold of the trunk part of the fob should end the charge and unlock the adapter right?
3/Y wouldn’t you have your phone out anyway, to unlock the car? Just asking, I’ve only driven a loaner M3 for a day
once.

MP3Mike · Aug 24, 2022

bradtem said:
Sorry, how is, "get phone from pocket, unlock it, find Tesla app, invoke it, got to "Controls" and click "unlock charge port" right under my nose? Rather than "open door, double click door open button."

You can also likely press the stop charging button on the charging pedestal which should be right next to your car.

jsight · Aug 24, 2022

Genie said:
Since I normally stay in the car I had’t really thought about ending a CCS charge from outside.
With the X a long hold of the trunk part of the fob should end the charge and unlock the adapter right?
3/Y wouldn’t you have your phone out anyway, to unlock the car? Just asking, I’ve only driven a loaner M3 for a day
once.

You don't have to take out your phone to unlock the 3/Y. Its automatic from the app running in the background.

Webeevdrivers · Aug 24, 2022

MP3Mike said:
You can also likely press the stop charging button on the charging pedestal which should be right next to your car.

Yep. Did that today using the A2Z adapter.

Kenypowa · Aug 24, 2022

Webeevdrivers said:
Yep. Did that today using the A2Z adapter.

What's the highest charging rate you have achieved with the A2Z adapter?

Jeff N · Aug 24, 2022

bradtem said:
Continuing the debate on the "locking pin." As understood, the value of this mechanism is:

At a station with a broken CCS connector this can prevent the plug being pulled while operating which can create a dangerous arc. However, in a properly working CCS charger, releasing the latch of the plug will halt charging before you disconnect it, so there will be no arc.

As I pointed out by quoting the CCS Type 1 specification a couple of days ago, this is not true.

"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...

teslamotorsclub.com

The engineering committee that wrote the specification decided specifically that it was not sufficiently safe to merely push the physical unlatch button on the CCS plug and then immediately remove the plug. For DC charging, they required that the plug be additionally locked and that the plug must not be unlocked until after certain measured voltage and current requirements were met.

Tesla likely does something similar with Superchargers. The button on the TPC native plug does not mechanically unlatch anything. Instead, it signals a request to terminate the charging. The car likely waits, like CCS requires, for a measured safe condition before unlocking the plug. Almost certainly, this is how Tesla implements plug locking when CCS charging. But if the adapter is not locked to the CCS plug when the adapter is inserted into the car inlet then Tesla’s CCS locking effort is bypassed.

bradtem said:
Strangers can't press that latch and end your session and remove the cord on you (for example, to "steal" your connector and plug themselves in before you are are done.)

On a native CCS vehicle like a Chevy Bolt EV you actually can press the CCS latch button enough to close the electrical switch tied to the button and thus trigger charging to stop even though you cannot fully unlatch and unplug unless the vehicle has unlocked the plug.

I don’t remember if there is enough latch motion with the Tesla OEM CCS adapter to allow for similar behavior. As someone else noted, you can also stop charging from the CCS charging pedestal via a physical button or on-screen UI.

Although chargers can very quickly stop charging that doesn’t mean it is instantaneous or that it is guaranteed to shutdown safely before you can yank the plug out.

Webeevdrivers · Aug 25, 2022

Kenypowa said:
What's the highest charging rate you have achieved with the A2Z adapter?

Unfortunately we haven’t tried it on anything but 50 kw units so far as that’s what we have in our area and on our routes we have been travelling with our trailer. I hope to do a meaningful test next week on a 150 kw unit.

Here is a screenshot of our last 50 Kw FLO charge.

Webeevdrivers · Aug 25, 2022

Jeff N said:
As I pointed out by quoting the CCS Type 1 specification a couple of days ago, this is not true.

"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...

teslamotorsclub.com

The engineering committee that wrote the specification decided specifically that it was not sufficiently safe to merely push the physical unlatch button on the CCS plug and then immediately remove the plug. For DC charging, they required that the plug be additionally locked and that the plug must not be unlocked until after certain measured voltage and current requirements were met.

Tesla likely does something similar with Superchargers. The button on the TPC native plug does not mechanically unlatch anything. Instead, it signals a request to terminate the charging. The car likely waits, like CCS requires, for a measured safe condition before unlocking the plug. Almost certainly, this is how Tesla implements plug locking when CCS charging. But if the adapter is not locked to the CCS plug when the adapter is inserted into the car inlet then Tesla’s CCS locking effort is bypassed.

On a native CCS vehicle like a Chevy Bolt EV you actually can press the CCS latch button enough to close the electrical switch tied to the button and thus trigger charging to stop even though you cannot fully unlatch and unplug unless the vehicle has unlocked the plug.

I don’t remember if there is enough latch motion with the Tesla OEM CCS adapter to allow for similar behavior. As someone else noted, you can also stop charging from the CCS charging pedestal via a physical button or on-screen UI.

Although chargers can very quickly stop charging that doesn’t mean it is instantaneous or that it is guaranteed to shutdown safely before you can yank the plug out.

Just a personal report from using the A2Z. And go easy on me as i am not learned on this kind of thing.

At least with our A2Z it would not be possible to just push the button and immediately rip the CCS handle out of the A2Z adapter. It’s a very snug fit and takes a reasonable effort to separate the two, or at least on any of the half dozen or so CCS chargers we have used.

The first few times we didn’t terminate the charge at the charger or the app or the car. We just pushed the button on the handle. The charge would terminate and a second or two later we would disconnect. Someone on here informed that it is better to terminate the charge on the charger or app or in car and we have done it that way since as we are not very knowledgeable on this stuff.

I also heard that the the data pins are shorter than the main conductor pins and that if we were to just somehow rip it out of the adapter while charging, as soon as the data handshake was broken the current would stop and that the shorter data pins would insure that. I think I kinda understand that but…again…not an expert. Just a happy user.

Wife and I have taken the time and practiced what we think is a safe way to hook and unhook. We use CCS probably more than most because we tow a trailer A LOT and the FLO and BC hydro chargers are quite often better set up for trailer access.

Jeff N · Aug 25, 2022

Webeevdrivers said:
Just a personal report from using the A2Z. And go easy on me as i am not learned on this kind of thing.

At least with our A2Z it would not be possible to just push the button and immediately rip the CCS handle out of the A2Z adapter. It’s a very snug fit and takes a reasonable effort to separate the two, or at least on any of the half dozen or so CCS chargers we have used.

When using the Tesla OEM CCS adapter I also have noticed that some plug designs have a relatively snug fit. This has typically been at 50 kW chargers that use conventional cables. Others, particularly the liquid-cooled cables used with the highest power chargers like those at Electrify America, have a looser fit that doesn’t take much force to separate from the adapter.

In normal use, the looser fit actually works great. The snugger fit makes it annoyingly awkward to remove the adapter from the plug.

Webeevdrivers said:
The first few times we didn’t terminate the charge at the charger or the app or the car. We just pushed the button on the handle. The charge would terminate and a second or two later we would disconnect. Someone on here informed that it is better to terminate the charge on the charger or app or in car and we have done it that way since as we are not very knowledgeable on this stuff.

It doesn’t really matter technically how you terminate the charge. Pushing the button on the CCS handle is also fine. The advantage of doing it in the car, on the app, or on the dispenser UI is it automatically adds a second or two between the time that you stop the charge and when you can get your hands on the plug to remove it.

The whole safety shutdown and unlock sequence normally takes less than a second. Practically speaking, the arcing risk is normally only an issue if you grab the CCS plug, push the button to terminate an active charge, and then immediately yank the plug out aggressively.

There is also a risk that the electrical switch under the plug button is not working and even after a second or two you pull the plug out while the charge has actually not been terminated.

In practice, there is usually a noisy cooling fan on the charging dispenser that turns off and there is also a clearly heard clunk of the electrical contactors in the battery pack and charger that provide an audio clue that charging has actually terminated. Stopping the charge in the car, app, or on the dispenser UI will give you a visual confirmation that charging has terminated.

Webeevdrivers said:
I also heard that the the data pins are shorter than the main conductor pins and that if we were to just somehow rip it out of the adapter while charging, as soon as the data handshake was broken the current would stop and that the shorter data pins would insure that. I think I kinda understand that but…again…not an expert. Just a happy user.

This is true and was an intentional safety design that was judged to be adequate alone for AC charging currents but not safe enough for DC charging. Thus, the plug locking is optional for AC but mandatory for DC charging (CCS) in the engineering specification. The locking pin on the Tesla OEM adapter allows the locking mechanism to be implemented by the car as the CCS specification intended.

Webeevdrivers said:
Wife and I have taken the time and practiced what we think is a safe way to hook and unhook. We use CCS probably more than most because we tow a trailer A LOT and the FLO and BC hydro chargers are quite often better set up for trailer access.

View attachment 844971

View attachment 844975

True. Loved the photos with your Alto trailer. I read the Tesla trailering threads here. Happy camping!

jazzerone · Aug 25, 2022

I've been looking into getting one of these for a California trip this fall, and have been reading that you could no longer get the Korean model. However, after doing a little on-line research I started getting --- of course --- bombarded with ads for these, so I followed the link to the Harumio site (I thought this was the company/brand that Tesla shut down, or something to that effect) where they are advertising the unit for $230. Free shipping to the U.S., nothing that indicates it's not available.

Naturally, all kinds of "there goes my money to Korea, never to be seen again" flags. Maybe I'm behind the curve on these things and the no-can-get issue has gone away. Just looking for some input before pulling the trigger... thanks.

XPsionic · Aug 25, 2022

"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...

teslamotorsclub.com

Try this link for detailed info on all the options out there today. I almost ordered it myself yesterday but decided against it. It doesn't have the ccs side locking pin like the other designs.

jazzerone · Aug 25, 2022

Thanks, X... I saw that post a few days ago. I always get nervous when 1 company is selling something for $230 that everybody else wants $1k for.

Webeevdrivers · Aug 25, 2022

Jeff N said:
When using the Tesla OEM CCS adapter I also have noticed that some plug designs have a relatively snug fit. This has typically been at 50 kW chargers that use conventional cables. Others, particularly the liquid-cooled cables used with the highest power chargers like those at Electrify America, have a looser fit that doesn’t take much force to separate from the adapter.

In normal use, the looser fit actually works great. The snugger fit makes it annoyingly awkward to remove the adapter from the plug.

It doesn’t really matter technically how you terminate the charge. Pushing the button on the CCS handle is also fine. The advantage of doing it in the car, on the app, or on the dispenser UI is it automatically adds a second or two between the time that you stop the charge and when you can get your hands on the plug to remove it.

The whole safety shutdown and unlock sequence normally takes less than a second. Practically speaking, the arcing risk is normally only an issue if you grab the CCS plug, push the button to terminate an active charge, and then immediately yank the plug out aggressively.

There is also a risk that the electrical switch under the plug button is not working and even after a second or two you pull the plug out while the charge has actually not been terminated.

In practice, there is usually a noisy cooling fan on the charging dispenser that turns off and there is also a clearly heard clunk of the electrical contactors in the battery pack and charger that provide an audio clue that charging has actually terminated. Stopping the charge in the car, app, or on the dispenser UI will give you a visual confirmation that charging has terminated.

This is true and was an intentional safety design that was judged to be adequate alone for AC charging currents but not safe enough for DC charging. Thus, the plug locking is optional for AC but mandatory for DC charging (CCS) in the engineering specification. The locking pin on the Tesla OEM adapter allows the locking mechanism to be implemented by the car as the CCS specification intended.

True. Loved the photos with your Alto trailer. I read the Tesla trailering threads here. Happy camping!

Thanks for the info and explanations.

Our trailer however is a T@B 400. The alto is also a great choice and is actually more aerodynamic as it is 6 inches narrower. But we are okay with the extra width of the T@B400 as the floor plan suits our needs better. I’m sure I take a range hit but so far the superchargers and or non tesla dc fast chargers are close enough together that it doesn’t matter. We are 60 and retired. Never in a rush.

bradtem · Aug 25, 2022

Of course, in many cases the charging ends when the car has reached the set SoC that you requested, not when you push a button. Manual stop is only when you want to leave early, which of course does happen sometimes. Even so, you still have to tell the Tesla to release the adapter, which is annoying compared to SC. My personal view would be that if charging has stopped, and the car is unlocked (ie. I am close by with phone) then the adapter should unlock for easy removal.

RayK · Aug 25, 2022

@jazzerone I ordered the Tesla CCS adapter via harum.io when they required my Tesla account login details. They then sold the adapter without needing the login. A bit later, Tesla SK basically pulled the plug on sales through harum.io and required payment using a personal (I'm presuming) South Korean credit card. I did read somewhere here in the forums that a member had a friend in South Korea buy the CCS adapter from Tesla and then ship it. I think that's about the only way now that a US resident can get an official Tesla adapter through company channels.

That's not to say that somebody, somewhere, is selling them via eBay. But then you're going to pay scalper's rates. I just saw what looks like the genuine Tesla part going for $900+.

bradtem · Aug 25, 2022

tps5352 said:
Due to information/product vacuums caused when Tesla allegedly halted sales of Korean CCS1 adapters to North America (e.g., by helpful businesses like Harumio), several new potential sources of adapters have recently come to light.

"New" (in 2022) Sources of CCS1 Adapters

Source
Price
Notes
Adapter Type
Availability
(in NA)
Tesla OEM(?)
CCS
(Hawaii)
$495*

Claims to be Tesla OEM part (Number 1656565-10-A)

Made by Pegatron Corporation for Tesla-Korea?

For Models 3 and Y

Vehicle must be CCS-enabled

Charging rate: to 150kW

Voltage: to 500V

Current: to 300A

Looks like,
and claims to
be exactly like,
the Tesla-Korea
adapter.
?
Soom Lab
(Korea)
~~$319~~
$350*

Claims to be Tesla OEM part

Webpage lists (Tesla) Model Number 1656565-10-A

"Product Code" 6631524387 listed (in error?; actually applies to aftermarket "SEXY" CCS1 adapter case sold at Harumio site)

Made by Pegatron Corporation for Tesla-Korea?

Release date of Tesla-Korea product listed: 10/2021?

For Models 3 and Y

Voltage: to 500V

Current: to 300A

Customers must provide Tesla account login information

Tesla may be monitoring, restricting, and even cancelling some sales?

Looks like,
and claims to
be exactly like,
the Tesla-Korea
adapter.
?
Tesla-like
Hansshow (China)
$325*

Same as TeslaPlus adapter (below)

To 150kW

Voltage to 500V

Current to 300A

Operating temperatures -22ºF to 122ºF

Internal temperature monitoring

Car must be CCS-enabled

Quote from webpage: "...this is the third-party CCS 1 to Tesla Adapter, not the Tesla OEM Adapter." <emphasis added>

In photos looks
like Tesla adapter.
Available September/
October?
Lectron
(Hong Kong)
$250*

Charging rate: to 150kW

Voltage: to 500V

Current: to 300A

Temperature Rating: -22ºF to 122ºF

Internal temperature monitoring and control

In photos looks like
Tesla adapter.
Available late October?
TeslaPlus
(China)
$280*

Related Hansshow/Hautopart. (See also Hansshow entry above.)

To 150kW

Voltage to 500V

Current to 300A

Operating temperatures -22ºF to 122ºF

Internal temperature monitoring

Car must be CCS-enabled

Quote from webpage: ~~"...this is the third-party CCS 1 to Tesla Adapter, not the Tesla OEM Adapter."~~ "not Original"

In photos looks
like Tesla adapter.
Late August?
Aftermarket
A2Z Shop
(Canada)
$299

To 150kW

Voltage: 500-1000V

Current: 300A

Temperature Rating: -30ºC to 50ºC

Housing: Polyoxymethylene (POM)

Conductors: Titanium-copper alloy

Excess-Temperature Auto-Stop Charging Switch

Anti-theft lock

Car must be CCS-enabled

Protective, draw-string storage bag included

Manufactured in China?
Available now.
EVSE
Adapters
(California)
$499

Current: 150A

For all models

Car must be CCS-enabled

Built-in excess-temperature protection

Manufactured in China?
Currently
on backorder.
Harumio
(Korea)
$230*

IP (Enclosure) Rating: 44

Voltage: 500V

Current: 150A

Charging Rate: 120-150kW

Temperature Rating: -30ºC to 50ºC

Housing: POM

Pin Metal: 99.56% Pure High Conductive Copper

Excess-Temperature Auto-Kill Switch

No locking mechanism?

Manufactured in China.
Available
now?
In Development
Electway
(China)
-na-

IP Rating: 54

Voltage: 100-500V

Current: 150A

Charging Rate: 120-150kW

Temperature Rating: -22ºF to 122ºF

Aftermarket
Available late-2022
or early-2023?

* Includes shipping to North America.

View attachment 844200

Notes:

This information is in no way a recommendation to buy anything. In fact, based on the comparative information provided here, I urge caution. With this plethora of new sources, it seems somewhat like the 'Wild West' out there, in terms of aftermarket CCS1 adapters. The design, manufacturing, and distribution relationships among some businesses and products listed here remain somewhat unclear. Note that some of these are pre-release sales. Again, be cautious.

For several reasons I choose not to list CCS1 adapters for sale on (a) eBay, (b) Alibaba.com, or (c) AliExpress.com. Both Chinese-manufactured "Aftermarket" and "Tesla-like" adapters are apparently readily available on Alibaba.com at wholesale/volume prices to business customers, and they may be the same or similar to some products listed in the above Table.

The photos here were 'borrowed' from the respective websites. Can viewers be 100% certain in all cases that they fully accurate and portray the actual adapter product to eventually be released? Designs sometimes change. Some photos appear very similar to figures on other websites. Prospective customers might ask sellers for the latest representative photographic evidence before any purchase.

As I've said elsewhere, I personally feel uncomfortable with using anything but a genuine Tesla charging accessory for pumping high voltage into my precious vehicle. On the other hand, concerning this issue one could say that Tesla has been slow and even arguably recalcitrant in some ways in providing or allowing customers other avenues to get what they need or want (e.g., unfettered access to certain aftermarket adapters and DIY ECU upgrades). So if some of these sources do, indeed, offer the equivalent of the genuine Tesla-Korea (Pegatron of Taiwan) product (at reasonable prices), then good! Meanwhile, will Tesla itself "soon" be offering its adapter (and hardware upgrades) to North American customers? Let's hope so.

Prices listed are in US dollars.

Prior Sources of CCS1 Adapters

Source
Price
Notes
Adapter Type
Availability
(in NA)
Tesla
(Korea)
~$239 (US)

IP Rating: 44

Voltage: 500V

Current: 300A

Temperature Rating: -30ºC to 50ºC

Charges at 150kW and higher

Car must be "CCS enabled"

Ostensibly for Models 3/Y only (in reality works with all CCS-enabled models)

Uses locking pin to help discourage unintended detachment.

Made for Tesla-Korea by Pegatron of Taiwan.

For a few months in 2022 was available to North American customers through selected Korean shopping/shipping businesses

"Tesla OEM"
Straight "pass-
through" circuitry.
Currently unavailable.
SETEC/Lectron
(China)
$640

First retail CCS1 adapter available to North American customers

Charges at 50kW maximum rate

Requires onboard battery

Runs off firmware

May require frequent firmware updates

Not always compatible with Tesla vehicle updates

Can be used in any model

CCS compatibility not required

"Aftermarket"
Hardware/software
used to mimic
CHAdeMO technology.
Available
now.
EVHub (Ukraine)
$525

Current: 400A

Charges at 160kW and higher

Car must be "CCS-enabled"

Availability curtailed by Russia-Ukraine war

"Aftermarket"
Straight "pass-
through" circuitry.
Currently unavailable.

View attachment 841843

Disclosures and Alerts:

In 2022 I purchased two Tesla 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.) For these purchases 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.

Product specifications and information listed here (especially evolving prices) may be in error or out-of-date. Always check with the seller before buying.

Great table, but I think you should add the Olink adapter. They don't sell quantity one so they could be in their own section, but they are confirmed to be the source of the A2Z adapter, and appear to be the source for the Harumio and possibly the EVSE Adapters unit just by looking at the shape though this should be confirmed.

Also, Hansshow no longer shows a picture of the adapter, and the picture at TesPlus appears to be a photo of the actual Tesla adapter in the Tesla box, rather than a picture of their product with any of their own branding, but a warning that it is not the Tesla product. As such it is not clear we have seen a picture of the Tesplus/Hansshow adapter or know if it is related to any other adapters.

Radlaw · Aug 26, 2022

Before you run out and buy a CCS adapter, like I did, be sure your car's CCS adapter support is installed. Check your Additional vehicle information to find out. After I paid too much and bought a Setec Power adapter, I realized it would not charge. Only then did I find out my car's support for it was not installed.

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.

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).

Source	Price	Notes	Adapter Type	Availability (in NA)

		Tesla OEM(?)

CCS (Hawaii)	$495*	Claims to be Tesla OEM part (Number 1656565-10-A) Made by Pegatron Corporation for Tesla-Korea? For Models 3 and Y Vehicle must be CCS-enabled Charging rate: to 150kW Voltage: to 500V Current: to 300A	Looks like, and claims to be exactly like, the Tesla-Korea adapter.	?
Soom Lab (Korea)	~~$319~~ $350*	Claims to be Tesla OEM part Webpage lists (Tesla) Model Number 1656565-10-A "Product Code" 6631524387 listed (in error?; actually applies to aftermarket "SEXY" CCS1 adapter case sold at Harumio site) Made by Pegatron Corporation for Tesla-Korea? Release date of Tesla-Korea product listed: 10/2021? For Models 3 and Y Voltage: to 500V Current: to 300A Customers must provide Tesla account login information Tesla may be monitoring, restricting, and even cancelling some sales?	Looks like, and claims to be exactly like, the Tesla-Korea adapter.	?

		Tesla-like

Hansshow (China)	$325*	Same as TeslaPlus adapter (below) To 150kW Voltage to 500V Current to 300A Operating temperatures -22ºF to 122ºF Internal temperature monitoring Car must be CCS-enabled Quote from webpage: "...this is the third-party CCS 1 to Tesla Adapter, not the Tesla OEM Adapter." <emphasis added>	In photos looks like Tesla adapter.	Available September/ October?
Lectron (Hong Kong)	$250*	Charging rate: to 150kW Voltage: to 500V Current: to 300A Temperature Rating: -22ºF to 122ºF Internal temperature monitoring and control	In photos looks like Tesla adapter.	Available late October?
TeslaPlus (China)	$280*	Related Hansshow/Hautopart. (See also Hansshow entry above.) To 150kW Voltage to 500V Current to 300A Operating temperatures -22ºF to 122ºF Internal temperature monitoring Car must be CCS-enabled Quote from webpage: ~~"...this is the third-party CCS 1 to Tesla Adapter, not the Tesla OEM Adapter."~~ "not Original"	In photos looks like Tesla adapter.	Late August?

		Aftermarket

A2Z Shop (Canada)	$299	To 150kW Voltage: 500-1000V Current: 300A Temperature Rating: -30ºC to 50ºC Housing: Polyoxymethylene (POM) Conductors: Titanium-copper alloy Excess-Temperature Auto-Stop Charging Switch Anti-theft lock Car must be CCS-enabled Protective, draw-string storage bag included	Manufactured in China?	Available now.
EVSE Adapters (California)	$499	Current: 150A For all models Car must be CCS-enabled Built-in excess-temperature protection	Manufactured in China?	Currently on backorder.
Harumio (Korea)	$230*	IP (Enclosure) Rating: 44 Voltage: 500V Current: 150A Charging Rate: 120-150kW Temperature Rating: -30ºC to 50ºC Housing: POM Pin Metal: 99.56% Pure High Conductive Copper Excess-Temperature Auto-Kill Switch No locking mechanism?	Manufactured in China.	Available now?

		In Development

Electway (China)	-na-	IP Rating: 54 Voltage: 100-500V Current: 150A Charging Rate: 120-150kW Temperature Rating: -22ºF to 122ºF	Aftermarket	Available late-2022 or early-2023?

Source	Price	Notes	Adapter Type	Availability (in NA)

Tesla (Korea)	~$239 (US)	IP Rating: 44 Voltage: 500V Current: 300A Temperature Rating: -30ºC to 50ºC Charges at 150kW and higher Car must be "CCS enabled" Ostensibly for Models 3/Y only (in reality works with all CCS-enabled models) Uses locking pin to help discourage unintended detachment. Made for Tesla-Korea by Pegatron of Taiwan. For a few months in 2022 was available to North American customers through selected Korean shopping/shipping businesses	"Tesla OEM" Straight "pass- through" circuitry.	Currently unavailable.
SETEC/Lectron (China)	$640	First retail CCS1 adapter available to North American customers Charges at 50kW maximum rate Requires onboard battery Runs off firmware May require frequent firmware updates Not always compatible with Tesla vehicle updates Can be used in any model CCS compatibility not required	"Aftermarket" Hardware/software used to mimic CHAdeMO technology.	Available now.
EVHub (Ukraine)	$525	Current: 400A Charges at 160kW and higher Car must be "CCS-enabled" Availability curtailed by Russia-Ukraine war	"Aftermarket" Straight "pass- through" circuitry.	Currently unavailable.

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

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