CCS2 (Combo 2) Connector - Pinout, Wiring, DC Fast Charging & Complete Specs
Complete guide to the CCS2 / Combined Charging System 2 connector: Type 2 AC top + DC pins, three-phase AC and DC fast charging in one inlet, power levels up to 350 kW, and European deployment.
CCS2 (Combo 2) Connector. Pinout, Wiring, DC Fast Charging & Complete Specs
CCS2. Combined Charging System 2, also called Combo 2. is the DC fast charging standard for Europe and most markets outside North America and China. It takes the Type 2 (Mennekes) connector and adds two large DC power pins below it. Same "combo" concept as CCS1, but built on top of the European Type 2 instead of the American Type 1.
The EU's Alternative Fuels Infrastructure Regulation (AFIR) mandates CCS2 for all public DC fast chargers in the European Union. It's also the standard in the UK, Australia, New Zealand, South Korea, the Middle East, and much of Southeast Asia.
CCS2 is the most widely deployed DC fast charging connector globally. Power delivery reaches 350 kW on current hardware, with the CharIN MCS (Megawatt Charging System) extension pushing toward 3.75 MW for heavy-duty trucks.
Physical layout
The CCS2 connector has two sections, same principle as CCS1 but with a different top half:
- Top section: Type 2 (Mennekes): L1, L2, L3, N, PE, CP, PP (7 pins)
- Bottom section: two large DC pins: DC+ and DC–
Total: 9 contacts in the vehicle inlet.
Rendering diagram...
When a standard Type 2 plug is inserted for AC charging, it mates with the top 7 pins only. When a CCS2 DC plug is inserted, the top section connects to CP, PP, and PE (L1/L2/L3/N are present but not energized during DC), and the bottom connects to DC+/DC–.
The CCS2 connector is noticeably larger than CCS1 because the Type 2 top section is wider than Type 1. The overall inlet is roughly 90 mm wide and 120 mm tall. The DC plug is heavy. 4–6 kg with liquid-cooled cable.
Pin assignments
| Pin | Name | Function | AC mode | DC mode |
|---|---|---|---|---|
| L1 | Phase 1 | AC line conductor, phase 1 | Yes | No |
| L2 | Phase 2 | AC line conductor, phase 2 | Yes (3-phase) | No |
| L3 | Phase 3 | AC line conductor, phase 3 | Yes (3-phase) | No |
| N | Neutral | AC return path | Yes | No |
| PE | Protective Earth | Ground / chassis bond | Yes | Yes |
| CP | Control Pilot | Signaling / PLC communication | Yes (PWM) | Yes (PLC) |
| PP | Proximity Pilot | Plug detection / cable rating | Yes | Yes |
| DC+ | DC Positive | High-voltage DC positive | . | Yes |
| DC– | DC Negative | High-voltage DC negative | . | Yes |
The key difference from CCS1: the extra L2 and L3 pins mean a CCS2 vehicle inlet can accept up to 43 kW of three-phase AC charging without any adapter. CCS1 is limited to single-phase AC.
CCS2 vs CCS1. the physical and electrical differences
The DC charging protocol is identical. Same DIN SPEC 70121, same ISO 15118-2, same ISO 15118-20, same HomePlug Green PHY PLC, same charging sequence (SessionSetup → CableCheck → PreCharge → PowerDelivery → CurrentDemand loop). If you've read the CCS1 post, the DC side works exactly the same way.
The differences are all in the connector form factor and AC capabilities:
| Feature | CCS1 | CCS2 |
|---|---|---|
| AC top section | Type 1 (5 pins) | Type 2 (7 pins) |
| AC phases | Single-phase only | Single + three-phase |
| Max AC power | 19.2 kW | 43 kW |
| Total pins (vehicle inlet) | 7 | 9 |
| Connector width | ~70 mm | ~90 mm |
| Cable locking | Mechanical + electronic | Mechanical + electronic |
| DC protocol | Identical | Identical |
| Max DC power | 350 kW | 350 kW |
| Max DC voltage | 920V | 920V |
| Max DC current | 500A | 500A |
Rendering diagram...
Communication. same stack, same sequence
All communication details from the CCS1 post apply identically to CCS2:
- Physical layer: HomePlug Green PHY over CP wire
- Network: IPv6 / TCP
- Security: TLS 1.2+
- Protocols: DIN SPEC 70121 (basic), ISO 15118-2 (Plug & Charge), ISO 15118-20 (V2G, bidirectional)
The charging sequence is identical:
Rendering diagram...
Plug & Charge deployment in Europe
Europe is farther ahead on ISO 15118 Plug & Charge adoption than North America. Several factors:
- EU regulation: AFIR mandates that public chargers must support "ad hoc" payment (no membership required), and ISO 15118 is the pushbutton path to that. plug in, auto-authenticate, charge, get billed.
- Hubject / Eichrecht: Germany's calibration law (Eichrecht) requires tamper-proof metering. ISO 15118 provides a signed metering framework that satisfies this.
- Vehicle support: BMW, Mercedes, VW Group (Porsche, Audi), and Hyundai/Kia all ship with Plug & Charge certificates (or are rolling them out).
- Network operators: IONITY, Fastned, EnBW, and others support PnC across their networks.
The practical result: at a Plug & Charge-enabled station, you plug in the CCS2 cable, the car and charger exchange X.509 certificates over PLC, the charger verifies your contract, and charging starts. no app, no card, no QR code. The bill goes to your pre-configured account.
Power levels. same as CCS1
| Tier | Voltage | Current | Power | Cable |
|---|---|---|---|---|
| 50 kW | ≤500V | ≤125A | 50 kW | Passive |
| 150 kW | ≤920V | ≤200A | 150 kW | Passive |
| 350 kW | ≤920V | ≤500A | 350 kW | Liquid cooled |
800V architecture. the 350 kW enabler
Most EVs before 2020 had 400V battery packs. At 400V and 500A, that's only 200 kW. To reach 350 kW, you need 800V architecture (800V × 437A = 350 kW).
The move to 800V is now widespread among European automakers:
| Vehicle | Battery voltage | Max DC charge rate |
|---|---|---|
| Porsche Taycan | 800V | 270 kW |
| Hyundai Ioniq 5 (E-GMP) | 800V | 240 kW |
| Kia EV6 (E-GMP) | 800V | 240 kW |
| Audi e-tron GT | 800V | 270 kW |
| Mercedes EQS | 400V | 200 kW |
| BMW iX | 400V | 195 kW |
| Porsche Macan Electric | 800V | 270 kW |
| Lucid Air | 800V+ (924V) | 300 kW |
400V vehicles can still charge at 350 kW stations. the charger simply limits current to stay within the vehicle's voltage range. A 400V car at a 350 kW station typically peaks around 150–200 kW.
Rendering diagram...
Wiring specifications
DC cable. identical to CCS1
| Power | DC+ / DC– conductor | PE | Cable OD |
|---|---|---|---|
| 50 kW | 16 mm² Cu | 6 mm² | ~25 mm |
| 150 kW | 35 mm² Cu | 10 mm² | ~35 mm |
| 350 kW (liquid cooled) | 35–50 mm² Cu | 10 mm² | ~40 mm |
AC cable (for standalone Type 2 charging at the same station)
Some DC stations have a secondary Type 2 AC socket. The wiring for that follows standard Type 2 specs:
| AC power | Conductors | Cable |
|---|---|---|
| 22 kW (3×32A) | 5 × 6 mm² | H07RN-F 5G6 |
| 43 kW (3×63A) | 5 × 16 mm² | H07RN-F 5G16 |
Signaling conductors
| Wire | Size | Notes |
|---|---|---|
| CP | 0.5–1.0 mm² | Shielded, carries PLC up to 30 MHz |
| PP | 0.5–1.0 mm² | Shares shield with CP or separate |
Liquid cooling system
At 350 kW, the cable uses active liquid cooling:
- Coolant: glycol-water mixture (typically 50/50)
- Flow rate: 2–4 L/min
- Inlet temperature: 20–40°C (ambient dependent)
- Outlet temperature: up to 60°C under full load
- Cooling capacity: 3–5 kW of heat removal from the cable
- Pump: integrated in charger cabinet, brushless DC motor
- Pressure: 1–3 bar operating pressure
- Lines: two small-diameter tubes (supply + return) integrated into the cable jacket
The connector itself has temperature sensors (NTC thermistors) embedded near each DC pin. These report to the charger's control system. If any sensor exceeds 70°C, the charger starts derating (reducing current). At 90°C, it shuts down.
Electrical characteristics
| Parameter | Value |
|---|---|
| DC voltage range | 200–920V |
| DC current range | 0–500A |
| Max DC power | 350 kW |
| AC voltage | 230/400V (single/three-phase) |
| AC current max | 63A per phase |
| Max AC power | 43 kW |
| Insulation resistance | > 100 Ω/V |
| DC contact resistance | < 0.2 mΩ |
| CP PLC band | 2–30 MHz |
| Emergency shutdown | < 100 ms |
| Insertion cycles | 10,000 minimum |
| IP rating (mated) | IP44 |
| Operating temperature | –30°C to +50°C |
Safety. identical to CCS1
All CCS safety mechanisms apply to CCS2:
- Cable insulation check before every session
- PreCharge voltage matching (±20V tolerance)
- Continuous insulation monitoring during charging
- Connector temperature monitoring with automatic derating
- Ground fault detection (DC leakage to chassis)
- Over-current hardware protection independent of software
- Contactor welding detection post-session
- Emergency stop button (< 100 ms response)
- 200 ms communication heartbeat: if the vehicle BMS stops responding for more than ~2 seconds, the charger shuts down
Plus the Type 2 electronic locking (solenoid lock on the connector to prevent removal during charging or while DC voltage is present).
European regulatory landscape
AFIR (Alternative Fuels Infrastructure Regulation)
Since April 2024, AFIR sets binding targets:
- 400 kW of DC power every 60 km along the TEN-T core network (major highways)
- 150 kW minimum per DC charging point for newly deployed stations
- CCS2 is the mandated connector
- Ad hoc payment required (contactless card minimum. no app or membership needed)
- Price transparency: price per kWh must be displayed before charging starts
- 99% uptime target for publicly funded stations
Eichrecht (Germany)
Germany's calibration law requires:
- Metering accuracy: ±2% or better
- Signed meter values: cryptographically signed energy readings that the consumer can independently verify
- Transparency software: consumers must be able to check their bill against the signed meter data
ISO 15118 helps satisfy this through its metering and receipt framework. Chargers in Germany must display a "conformity mark" proving Eichrecht compliance.
UK specific
Post-Brexit, the UK has its own regulations but mirrors EU requirements for CCS2. All public rapid chargers must have CCS2. The UK also mandates contactless payment (credit/debit card) on chargers above 8 kW. ahead of the EU on that requirement.
Compatibility and adapters
- Type 2 → CCS2 inlet: native. Any Type 2 AC plug fits the top section of a CCS2 inlet for AC charging.
- CCS2 → CCS1: no standard adapter. Different physical form factor on the AC section. Rare third-party adapters exist but are not commonly certified.
- CCS2 → CHAdeMO: no adapter. Different connector and different communication protocol.
- CCS2 → NACS: adapters are emerging as NACS gains traction outside North America, but adoption is minimal in Europe so far.
- CHAdeMO → CCS2 vehicle: some adapters exist (e.g., older CHAdeMO stations serving CCS2 cars via protocol translation boxes). Not common, complex, and expensive.
- Tesla in Europe: all Teslas sold in Europe since ~2019 use CCS2 natively. No adapter needed. Tesla Superchargers in Europe have CCS2 cables.
Installation. European DC fast charging stations
Typical station architecture
Rendering diagram...
Modern DC stations often use a split architecture: the heavy power electronics (AC→DC conversion) live in a central power cabinet, and the dispensers (what the driver interacts with) are lightweight units with just a cable, screen, payment terminal, and communication module. This allows power sharing. if only one car is charging, it can get the full capacity of the power cabinet.
Power requirements
| Station configuration | Total DC power | Grid connection | Transformer |
|---|---|---|---|
| 2 × 150 kW | 300 kW | 400V 3-phase, 500A | 300 kVA |
| 4 × 150 kW | 600 kW | 400V 3-phase, 1000A | 630 kVA |
| 4 × 350 kW | 1.4 MW | 10/20 kV direct MV | 1.6 MVA |
| 8 × 350 kW (highway hub) | 2.8 MW | 10/20 kV direct MV | 3.15 MVA |
Stations above ~400 kW almost always connect directly to medium voltage (10 or 20 kV) with a dedicated substation on-site. The cost of the grid connection is often the largest single expense in deploying a fast charging station. more than the chargers themselves.
Battery buffering
Increasingly, stations include on-site battery storage (200–600 kWh) to:
- Reduce peak demand charges from the utility
- Enable deployment at locations with limited grid capacity
- Provide backup during grid outages
- Smooth the load profile (charge batteries slowly from grid, discharge quickly to cars)
This is especially relevant where grid reinforcement would cost €200k–€1M+ and take 12–24 months.
CCS2 is the global DC fast charging standard. Its combination of three-phase AC backwards compatibility, identical DC protocol to CCS1, and mandated status across Europe makes it the connector you'll encounter on the majority of fast chargers worldwide. The infrastructure is scaling fast, and 350 kW charging is becoming the baseline for new deployments.