What connector do new EVs in the US use?

From 2025 most new EVs sold in North America ship with the NACS port (SAE J3400, the Tesla plug): Ford, GM, Rivian, Hyundai, Kia, Honda, Volvo, Polestar, Mercedes, BMW, VW and others switched between 2025 and 2026. Older cars have CCS1 (or CHAdeMO on the Nissan Leaf) and use an adapter at Superchargers.

Can I use a Tesla Supercharger with a CCS car?

Yes at the "Magic Dock" and open sites, and anywhere with an approved NACS-to-CCS1 adapter from your car's maker (Ford, GM, Rivian, Hyundai and Kia supplied them). Third-party adapters are not all rated for the current and some makers void coverage for them.

Is Europe switching to NACS?

No. Europe standardized on Type 2 (AC) and CCS2 (DC) by law, and Teslas sold there use CCS2. China uses GB/T and is moving to ChaoJi; Japan uses CHAdeMO and is also adopting ChaoJi.

Charging connectors by region

Six plugs cover the world. North America is finishing a switch from CCS1 to the Tesla-derived NACS (J3400); Europe settled on Type 2 / CCS2; China uses GB/T and is adopting ChaoJi with Japan, whose legacy standard is CHAdeMO. Here is what fits what, how fast each goes, and which adapters are real.

Connector	Where	Power	Notes	Adapters
NACS / SAE J3400	North America (Tesla since 2012; most brands from 2025–26)	AC up to 19 kW (80 A) and DC to 1 MW in the spec; Superchargers 250–500 kW	One compact plug for AC and DC; same pins carry both. Tesla cars worldwide except Europe/EU-type markets.	CCS1 cars: NACS-to-CCS1 adapter (automaker-supplied). NACS car at a CCS1 charger: CCS1-to-NACS adapter (Tesla sells one). J1772 AC: adapter in the box.
CCS1 (Combo 1)	North America, South Korea (pre-2025 non-Tesla EVs)	AC via the J1772 top half to 19 kW; DC 50–350 kW	J1772 plus two DC pins. Being phased out of new US cars but chargers will support it for years.	Works at Superchargers with an approved adapter or Magic Dock; no adapter exists to CHAdeMO.
J1772 (Type 1 AC)	North America, Japan (AC only)	Level 1 1.4 kW (120 V), Level 2 up to 19 kW (240 V)	Every non-Tesla EV in North America until the NACS switch; home and workplace chargers.	Passive J1772-to-NACS adapters are cheap and bidirectional.
Type 2 (Mennekes) / CCS2	Europe, UK, Australia, New Zealand, India, Middle East, most of Africa and South America	AC 7.4 kW single-phase to 22 kW three-phase (43 kW rare); DC 50–350 kW (CCS2)	Mandated for public charging in the EU since 2014; Teslas sold in these markets use it. Public AC posts are untethered: bring your own Type 2 cable.	No official adapter to NACS or CCS1; different pin geometry and voltage classes. CHAdeMO-to-CCS2 does not exist for cars.
GB/T (AC and DC)	China (and Chinese-market cars exported to some countries)	AC 7 kW; DC 60–250 kW on GB/T 2015, higher on 2023 revision	Two separate plugs, AC and DC. Chinese-brand EVs sold in Europe come with Type 2/CCS2 instead.	Adapters GB/T to Type 2 exist for imports; none for DC.
CHAdeMO	Japan (Nissan Leaf, Mitsubishi, older Kia Soul EV); legacy sites in the US and Europe	DC 50 kW typical, 100 kW max in practice (spec 400 kW)	First DC standard; supports bidirectional (V2H) charging, which kept it alive in Japan. Being removed from new US and EU sites.	CHAdeMO-to-NACS adapter for older Teslas only; no adapter lets a CHAdeMO car use CCS.
ChaoJi (GB/T 2023 / CHAdeMO 3.0)	China and Japan, from 2024–26; proposed for Southeast Asia	DC to 900 kW (1,500 V, 600 A)	Joint China–Japan successor to GB/T and CHAdeMO with backward-compatible adapters planned on the station side.	Adapters to legacy GB/T and CHAdeMO designed in; none to CCS or NACS.

Charging levels

Level	Power	Miles of range per hour	Where
Level 1 AC (120 V)	1.2–1.9 kW	3–5	Any outlet; overnight adds 40–60 miles
Level 2 AC (240 V / 400 V 3-phase)	7–22 kW	25–75	Home wallbox, workplaces, destination chargers
DC fast, 400-volt cars	50–175 kW	150–500	Highway sites; 10–80% in 25–45 min
DC fast, 800-volt cars	230–350 kW	700–1,000	Hyundai/Kia E-GMP, Porsche, Lucid, Xiaomi, Zeekr; 10–80% in 15–20 min
Megawatt (MCS, ChaoJi)	1–3.75 MW	trucks	Heavy trucks from 2026; BYD 1 MW passenger "flash charging" in China

North America's NACS timeline

Nov 2022: Tesla opens the connector spec as NACS.
May–Dec 2023: Ford, GM, Rivian, Volvo, Polestar, Mercedes, Nissan, Honda, Hyundai, Kia, BMW, Toyota, Subaru, Lucid, VW commit.
Dec 2023: SAE publishes J3400 as a standard.
2024: adapters ship (Ford first); Supercharger access opens brand by brand.
2025: first non-Tesla cars with native NACS ports (Hyundai Ioniq 5, Kia EV6, Rivian R1, Lucid Gravity, GM 2026 models).
2026: most new EVs sold in the US and Canada ship with NACS; new federally funded (NEVI) sites must offer both NACS and CCS1 through the decade.
2027–28: remaining holdouts switch; CCS1 remains on the chargers, not the cars.

Buying advice

In North America, buy NACS if you can; a used CCS1 car is fine if the maker supplies an adapter and the car is on Tesla's access list.
In Europe everything new is Type 2 / CCS2; the only question is the AC onboard charger (7 kW single-phase vs 11 or 22 kW three-phase), which matters for public AC posts.
Importing a car between regions means a different port and often no adapter path for DC charging; it is rarely worth it.
Avoid CHAdeMO cars outside Japan unless you charge at home; public CHAdeMO is disappearing.