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Current Australian cars, vans, Utes / Pick-ups, and some bikes primarily use the Type 2 version of CCS, a global standard, also popular in Europe. Some legacy cars, primarily from Japan, use CHAdeMO. CCS1 aka CCS Type 1 is rare, again in legacy or specialist cars. I'll do a round-up of others below.
Most Australian delivered cars use CCS2 aka Combined Charging System Type 2, or just Type 2, a round connector with the top flat, which is designed to provide single or 3-phase AC charging. This is the A home outlet typically rans at 8 amps or 1.8 kW, around 3 kW on a 15 amp outlet. 16 amps is around 3.8 kW, 32 amps over 7 kW, although not every board can provide this. 3 phases at 16 amps is 11 kW, and at 32 amps it is 22 kW. Some cars may top out at 11 kW on AC, but still charge at 7 kW on single phase. Others are only capable of charging from single phase, which at some outlets can limit charging to 3.5 kW (16 amps).
Note that and EV has a minumum consumption to operate ancillary equipment while charging. At low current, when using a 10 amp outlet, this can reduce efficiency to 76%. The efficiency increases if using a higher current and/or 3 phases. A magazine which no doubt gains significant incoemn from advertising fuel, fuel cards, engine oils, and ICE cars did a hit piece, claiming 24% waste as the headline. Of course 70 to 80% energy wastage is fuel cars is common, plust the massive amounts of energy to get from oil in Saudi Arabia, Iran, Syria, or Russia to fuel inside a tank.
Mennekes of Germany designed the plug, and that name was used informally for a period. These have the 3 phases, Neutral, Protective Eath, and two "single-ended" signalling lines, PP and CP.
At home charging can use a "Granny Charger", meaning a portable EVSE (Electric Vehicle Supply Equipment) the size of a small loaf of bread. These may have a fixed cable with a 10 amp plug, or a connector or tail to which other cables may be attached, often Australian 15 amp, or a 5 pin 32 amp Clipsal 56 (or clone) weather resistant plug, in either single or 3-phase. A 20 amp 3-phase Clipsal 56 may also be available. This can be used in industrial and commercial settings, including in remote areas. 5-pin 32 amp 3 phase is often available at rural show grounds, along with 15 amp outlets. Note that 4 pin Clipsal outlets are unsuitable as they do not have a neutral, and the will not fit anyway. 4 pin in 5 pin????????????????????????
For Teslas it is also possible to buy European blue and red European connectors for the tails, which is single and three phase, available in 16 and 32 amps. This would require a IEC 60309 outlet. It can set the charger into a higher current draw than on an Aussie outlet.
Not necessarily a step up in charge rate, but physically larger, and often more convenient is usually termed a "home charger". This is also an EVSE. This is mounted on te internal wall of a garage, or sometimes exteral wall of a house near the the car port or parking bay, etc. These come in two variations, either with a cable attached, or with a panel socket version of the Type 2 connector.
Again, these may be capable of handling single or 3 phase power. Three phase units can usually handle single phase supply, so may be useful future options. Ask the manufacturer about using them on supplies with two of three phases supplied, as this was a thing in Housing Commission properties in rural NSW, many now flogged to house scalpers. Also ask if you have 240-0-240 volt split-phase derived from Single Wire Earth Return or from two-wire medium voltage lines to a pole transformer. They can also be used for staff or company vehicle charging.
They may be terminated to a suitably rated plug and wall outlet, water resistant as required; or via a large wall switch, similar to used near many air-conditioning outside units.
These are very similar, or identical, to what Tesla calls a Destination Charger, and for what is more generically termed destination charging. These are designed to provide free AC charging while shopping, or at an eatery or winery, or motels, other business. A few folks or businesses who / which have an extensive solar system will say "Come use my solar, I'm not paying for it". EV ownership was, and for some still is, very collegiate.
Again, these may have cables built in, or may need a BYO cable.
Becoming more common are paid AC chargers, where an app or an RFID card is needed to start the charger. Ditto on the cable situation. These have a 7-pin plug (male CCS2) on one end, and the CCS line socket on the other. These are usually advertised as "Type 2" or more often "Type 2 to Type 2" cables. I strongly suggest getting the 22 kW version, as these can handle 3 phaes at 32 amps, so are fine for 7, 11, and 22 kW charging, and any lower rates occasionally offered. Even if your car can't use the full capabilities, it may be handy to help others, or for a future car. 5 metre ones are available, but 7 metres can be handy for various situations. Single and three phase can potentially be told apart by the single having metal in three of the heavy contact, versus all 5.
Paid card or app operated power outlets, usually 10 or 15 amp 3-pin outlets are also available, often in unit basements, for residents and visitors to plug their own portable EVSE into. One trick is to put the EVSE inside the car, with the cables through the almost closed window.
Ivygo is an app which allows businesses and individuals to share a charger, or to find and book one. It is likely mostly AC units. See: DC Charging: With a second, lower element, more rapid DC charging is available. This contains two high current pins in a horizontal oval section, with only the earth and signal lines in the upper section in use. This is a CCS Combo 2, or Combo 2 connector. These use captive cables, as the largest ones are liquid cooled.
Many supermarkets were build with significant spare capacity in their switchboards. This has allowed several user pays 50 or 60 kW chargers to be fitted in the carparks for customers and others. Some also have unbranded units for delivery trucks. The only problem is that the carpark may be locked during major religious and pseudo-religious holidays such as Christmas, Good Friday; and ANZAC day is some states. The one in Lithgow is listed as 47 kW, and is in the Chargefox network.
This rate of charger is also available as an alternative to a destination charger, at locations such as registered clubs,
At home DC charging! While 25 kW may not be super-fast compared to 22 kW, it has the benefit of being universal, and is certainly faster than 11 kW, or 7 kW, or 3.5 kW limits, the last applying to a single phase car on an 11 kW EVSE. Sigenergy Technology Co., Ltd. sells the "Sigen EV DC Charging Module 25 kW EV-Home Energy Bridge". This takes energy from solar panels, into a box which the It can use CCS1, CCS1, CHAdeMO, and NACS. It also does V2x, meaning V2H or V2G (Vehicle to home, or to grid).
See: https://www.sigenergy.com/au/products/dc-charger
Certain Japanese cars, officially delivered here, or imported used, use CHAdeMO connectors. This is specifically a DC connector. This is fitted beside an AC CCS connector, either Type 1 or Type 2.
Japan uses 100 volts for ordinay domestic uses, and 200 volts for heavier domestic loads, such as clothes dryers, compatible with CCS1. These use the US SAE J1772 standard, also termed CCS1, which has two power pins, allowing only single phase charging.
Levels of charging is mostly an American thing. Level 1 is 120 volts, at 13 or 16 amps. It is a little odd that US cars are unable to take advantage of a NEMA TT-30 "Travel Trailer" or Caravan / RV / Campervan outlet, nor things like L5-30 Marina power, nor other 30 and 50 amp 120 volts outlets, at more than 16 amps (they can buy TT-30 to NEMA 5-15 and 5-20 adaptors).
Level 2 is 240 or 208 volts. Most houses in the US have 120-0-120 "split phase" power, meaning 240 volts between the "hots", used to power heating elements in ovens, and for clothes dryers, and heating / cooling. NEMA 6 and NEMA 14 outlets can be use, or an EVSE direct wired, for up to 80 amps. CCS1 and NACS supports this. Some locations have 208 volt delta (half our 415 volts delta) using three phase, as at least parts of Canada do. Only a single connection is used, between two of the 3 hots. High-leg delta also has a 208 volt connection option, although this also provides 240 volts. In the US only, 277 volts is the wye (star) voltage of industrial 480 volt delta power. Older Teslas with CCS1 connectors accept 277 volts, outside the standard; as do those with NACS, within the standard.
240 volts at 8 amps is the same energy as 120 at 16 amps, so sometimes gets called Level 1 here. The NSW government claims it is up to 3.7 kW, or 240 volts at 16 amps.
Level 3 is any sort of DC charging.
In the unlikely case that a formal charger has failed, or in very remote areas, other mains sources are useful, via a portable EVSE.
Van parks have a 15 amp outlet provided for each powered site, and should typically have vacant spots during the day. Unless they are indoctrinated by Sky After Dark they should be happy to exchange money for "electrons".
The original Tesla Roadster, commenced pre-Musk, was based on a small UK build Lotus, and used a proprietry connector, which only allowed AC charging.
If you want your media vehicle reviewed on a rural trip, let me know by email: julian AT sortland D0T co D0T uk (Note no "h"). Community newsletters and papers are also interested in this content. I have some older but decent Digital SLRs. Or perhaps "To town-name in a car-make" travel items which also demonstrate the practicality of your make for rural use.
Written by Julian Sortland, VK2YJS & AG6LE, updated May 2026.
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