As an expert in the charging pile industry, EVDANCE has rich experience in the development and manufacturing of intelligent EV charging solutions. This is where we turn our engineering insights into knowledge and share them with the global EV community.
Yes. The CCS1 network already built stays in service, home charging is untouched, and a DC adapter bridges CCS1 cars to NACS stations where its conditions are met.
Same connector, two labels: NACS is the consumer name, J3400 the standards designation. Which one you see depends on who wrote the document you are reading.
A NACS-to-CCS1 DC adapter rated for fast charging — and only where your car maker approves it for your car and the Supercharger site is open to it.
The stated ceiling for this class is 500 A — the JT08 and JT09 both state it. A session runs at the lowest of station, car and adapter, so the ceiling is rarely the number that rules.
No. DC fast charging runs through two large pins below the J1772 section. A NACS to J1772 adapter has no contacts there, so there is no path for DC current to cross it.
SAE J3400 is the published SAE International standard for the NACS connector — the document that lets any maker build the plug Tesla first designed.
AC adapters bridge Level 2 charging, where the car converts the power; DC adapters bridge fast charging, where the station does. Different pins, current class and permissions.
An AC adapter is built to connect one thing: the AC contacts between two plug shapes. DC needs a different contact set, a higher current class and a different session.
No. A NACS adapter is a passive connector — contacts and housing, no software inside. What changes is the car, the station and your car maker’s guidance.
Adapters are session equipment: fit, charge, remove. Left on the car, one holds the port door open to weather, knocks and theft — here is the routine.
