Type 2 Connector (Mennekes / IEC 62196-2) - Pinout, Wiring & Complete Specs
Deep dive into the Type 2 / Mennekes EV connector: 7-pin layout, single and three-phase wiring, CP/PP signaling, power levels up to 43 kW, and practical installation guidance.
Type 2 Connector (Mennekes / IEC 62196-2). Pinout, Wiring & Complete Specs
The Type 2 connector. IEC 62196-2, commonly called Mennekes after the German company that designed it. is the dominant AC charging plug in Europe and increasingly the rest of the world outside North America. It's mandated by EU regulation for all public charging infrastructure. Every EV sold in Europe uses it.
Where Type 1 gives you single-phase AC and 5 pins, Type 2 gives you 7 pins, three-phase capability, and power levels from 3.7 kW on a household outlet up to 43 kW on a dedicated AC fast charger. It's also the top half of the CCS2 combo connector, which means every CCS2 DC fast charger has a Type 2 section built in.
Physical layout
The Type 2 plug has a distinctive circular shape with a flat edge on top. the "D" shape that prevents upside-down insertion. It's roughly 55 mm in diameter, larger than Type 1. The connector body is robust, designed for frequent public use.
In Europe, vehicle-side inlets are always Type 2. Cable-side, there are two variants:
- Tethered cables: the cable is permanently attached to the EVSE (like North America does with Type 1). Common for home wallboxes.
- Socket outlets: the EVSE has a Type 2 socket and you bring your own cable with Type 2 plugs on both ends. Standard on European public AC chargers. This is why you always keep a cable in your EV's trunk in Europe.
Rendering diagram...
The flat top edge holds the two small signaling pins (CP and PP). Below them, the five power pins are arranged in a circular pattern: L1, L2, L3 around the top arc, N and PE at the bottom. PE is the largest pin.
Pin assignments
| Pin | Name | Function | Contact diameter |
|---|---|---|---|
| L1 | Phase 1 | AC line conductor, phase 1 | 6 mm |
| L2 | Phase 2 | AC line conductor, phase 2 (3-phase only) | 6 mm |
| L3 | Phase 3 | AC line conductor, phase 3 (3-phase only) | 6 mm |
| N | Neutral | AC return path | 6 mm |
| PE | Protective Earth | Ground / chassis bond | 6 mm (recessed, longer) |
| CP | Control Pilot | EVSE ↔ vehicle signaling | 3 mm |
| PP | Proximity Pilot | Plug detection / cable rating | 3 mm |
For single-phase charging, only L1, N, PE, CP, and PP are used. L2 and L3 are simply not connected. The vehicle and charger negotiate via CP to determine available phases.
PE contacts first and disconnects last, same safety principle as Type 1.
Three-phase wiring. what makes Type 2 special
This is the key advantage over Type 1. European grid infrastructure is three-phase almost everywhere. residential, commercial, industrial. A standard European household panel has three phases at 230V each (400V line-to-line).
Rendering diagram...
Power configurations
| Configuration | Phases | Voltage | Max current | Max power |
|---|---|---|---|---|
| Single-phase, 16A | 1 | 230V | 16A | 3.7 kW |
| Single-phase, 32A | 1 | 230V | 32A | 7.4 kW |
| Three-phase, 16A | 3 | 400V | 3×16A | 11 kW |
| Three-phase, 32A | 3 | 400V | 3×32A | 22 kW |
| Three-phase, 63A | 3 | 400V | 3×63A | 43 kW |
The 22 kW three-phase (3×32A) is the sweet spot. Most European public AC chargers deliver this. Home installations typically top out at 11 kW (3×16A) because the household fuse box is usually rated for 3×25A or 3×32A total, and you can't dedicate all of it to the car.
43 kW AC charging exists (Renault ZOE was famous for it) but it's rare now. DC fast charging at those power levels is more efficient and the charger hardware is simpler.
Control Pilot (CP) signaling
Identical to J1772. Same 1 kHz PWM, same +12V/+9V/+6V/+3V state machine, same duty-cycle-to-current formula. Type 2 inherited this directly from the SAE standard.
| State | CP Voltage | Meaning |
|---|---|---|
| A | +12V DC | Standby, no vehicle |
| B | +9V (PWM) | Vehicle connected, not ready |
| C | +6V (PWM) | Charging |
| D | +3V (PWM) | Ventilation required |
| E | 0V | EVSE fault |
| F | –12V | EVSE unavailable |
Duty cycle → current:
- 10–85%: Current (A) = Duty% × 0.6
- 85–96%: Current (A) = (Duty% – 64) × 2.5
- 100%: No communication (dumb mode)
One difference from Type 1 deployments: in Europe, the CP signal also indicates whether the EVSE supports digital communication (ISO 15118 / IEC 61851-1). A 5% duty cycle is a special marker meaning "high-level communication available". the vehicle and charger can then negotiate via PLC (Power Line Communication) over the CP wire for features like Plug & Charge.
Rendering diagram...
Proximity Pilot (PP). cable rating and locking
In Type 2, PP serves the same role as Type 1 but the resistance values are standardized differently for the European cable-based system.
PP resistance. cable current rating
| PP Resistance to PE | Cable rating |
|---|---|
| 100 Ω | 63A |
| 220 Ω | 32A |
| 680 Ω | 20A |
| 1.5 kΩ | 13A |
This matters a lot in Europe because users bring their own cables. The EVSE reads the PP resistance to know the cable's limit and won't offer more current than the cable can handle, regardless of what the EVSE itself could deliver.
Electronic locking
European Type 2 EVSEs with socket outlets must have an electronic locking mechanism. a solenoid or motor that locks the plug into the socket once charging starts. This prevents cable theft (public cables cost €200–€500) and ensures the plug can't be removed while energized.
The lock engages when CP transitions to State C and releases when the session ends. Some vehicles also have an inlet lock. The PP state change (button press) triggers the unlock sequence. same principle as Type 1.
Wiring specifications
Cable sizing by power level
| Power | Phases | Current/phase | Conductor size (Cu) | Typical cable |
|---|---|---|---|---|
| 3.7 kW | 1×230V | 16A | 2.5 mm² | H07RN-F 3G2.5 |
| 7.4 kW | 1×230V | 32A | 6 mm² | H07RN-F 3G6 |
| 11 kW | 3×230V | 16A | 2.5 mm² | H07RN-F 5G2.5 |
| 22 kW | 3×230V | 32A | 6 mm² | H07RN-F 5G6 |
| 43 kW | 3×230V | 63A | 16 mm² | H07RN-F 5G16 |
Cable notation: H07RN-F 5G6 = harmonized (H), 450/750V (07), rubber insulation (R), chloroprene sheath (N), flexible (F), 5 conductors (5G), 6 mm² each.
Fixed installation wiring (from panel to EVSE)
| EVSE Rating | Breaker | Min cable size | Cable type |
|---|---|---|---|
| 3.7 kW (1×16A) | 20A (Type B/C) | 2.5 mm² | NYM-J 3×2.5 |
| 7.4 kW (1×32A) | 40A (Type B/C) | 6 mm² | NYM-J 3×6 |
| 11 kW (3×16A) | 20A (3-pole, Type B/C) | 2.5 mm² | NYM-J 5×2.5 |
| 22 kW (3×32A) | 40A (3-pole, Type B/C) | 6 mm² | NYM-J 5×6 |
European installations also require an RCD (Residual Current Device):
- Type A RCD (30 mA). minimum for AC fault protection
- Type B RCD or Type A + DC 6mA detection: required for EV charging to detect DC fault currents from the vehicle's onboard charger
Most modern wallboxes have DC fault detection built in, so a Type A RCD upstream is sufficient. But check your local electrical code. requirements vary between countries.
Electrical characteristics
| Parameter | Value |
|---|---|
| Rated voltage | 230/400V AC |
| Rated frequency | 50 Hz (also works at 60 Hz) |
| Max current per contact | 63A |
| Insulation rating | 600V |
| Temperature rating | 105°C (contacts), ambient –30°C to +50°C |
| Contact resistance | < 0.5 mΩ at rated current |
| Insertion cycles | 10,000 minimum |
| IP rating (mated) | IP44 (splash-proof) |
| IP rating (unmated socket with shutter) | IP44 with automatic shutter |
| Locking | Electronic lock mandatory on socket outlets |
Type 2 vs Type 1. the differences that matter
| Feature | Type 1 (J1772) | Type 2 (Mennekes) |
|---|---|---|
| Pins | 5 | 7 |
| Phases | Single-phase only | Single + three-phase |
| Max AC power | 19.2 kW | 43 kW |
| Cable style | Always tethered (attached to EVSE) | Tethered or socket + user cable |
| Locking | Mechanical latch only | Mechanical + electronic lock |
| Signaling | CP + PP (IEC 61851) | Same + ISO 15118 PLC option |
| Region | North America, Japan | Europe, global |
| DC extension | CCS1 (adds 2 DC pins below) | CCS2 (adds 2 DC pins below) |
Compatibility and adapters
- Type 2 ↔ Type 1 adapters: exist in both directions. A Type 1 car in Europe just needs a Type 2-to-Type 1 adapter to charge at any public AC post. Electrically simple. only single-phase is used. No protocol conversion needed.
- Type 2 to Tesla: pre-2023 Teslas in Europe came with a Type 2 inlet natively (no adapter needed). Post-CCS2 adoption, the same applies. the CCS2 inlet accepts Type 2 for AC.
- Type 2 in CCS2: any CCS2 vehicle inlet accepts a standalone Type 2 plug for AC charging. The bottom DC section of the inlet just stays empty.
- Mode 2 cables (ICCB): portable chargers with a household plug on one end and Type 2 on the other. The control box in the middle handles CP/PP signaling. Typically limited to 8–13A (1.8–3 kW) for safety on domestic outlets.
Installation notes. Europe-specific
- Dedicated circuit: always run a dedicated circuit from the distribution board to the EVSE. Never share with other loads.
- RCD selection: Type A RCD (30 mA) + DC fault detection in the EVSE, or Type B RCD. Some countries (Germany, Austria) explicitly require Type B or equivalent. verify your national annex to IEC 60364.
- Load management: homes with 3×25A service can't run 22 kW charging without exceeding the main fuse. Use an EVSE with dynamic load management that reads the main meter via CT clamps and throttles charging current accordingly.
- Cable length (user cables): 5m and 7m are standard. Longer cables (10m) exist but have higher voltage drop. for 32A at 10m in 6 mm², the drop is about 7V per phase. Acceptable, but measure if you're at the edge.
- Outdoor installations: use IP65-rated EVSE enclosures. The Type 2 socket has an automatic shutter (IP44), but the EVSE electronics need proper weather protection.
- Three-phase balancing: if the vehicle only charges on one phase (common. many smaller EVs do), the load is unbalanced. In countries with strict phase balancing requirements, consider an EVSE with phase rotation capability.
Type 2 is the global AC charging standard outside North America. Its three-phase capability and electronic locking make it more capable than Type 1, and its role as the top half of CCS2 means it's not going away anytime soon.