You've just bought an electric car — or you're thinking about it. You pull up to a charging station and the questions start: do you plug in your own cable or use one attached to the unit? And what do names like "CCS", "Type 2" and "CHAdeMO" actually mean? Here's the short answer: nearly every new electric car sold in Türkiye comes with both a Type 2 socket (AC, slow-to-medium speed) and a CCS2 socket (DC, fast). So when it comes to EV charging connector types, two names are all you really need in practice.

This guide compares the connector types, the power levels they support, realistic charging times, and roughly what they cost in Türkiye.

First, the basic split: AC or DC?

What really determines the connector type is the kind of current flowing through the cable.

AC (alternating current) charging: The alternating current from the grid goes to the converter inside your car — the on-board charger. That unit is typically capped at 7.4 kW, 11 kW or 22 kW. So even if the station can deliver 22 kW, you'll only draw 11 kW if that's your car's limit. This is the single biggest source of the "this station is charging slowly" misunderstanding.

DC (direct current) charging: The conversion happens inside the station itself, and current flows straight to the battery. With that bottleneck removed, power levels from 50 kW up to 350 kW become possible. That's why fast chargers are large, liquid-cooled and expensive pieces of equipment.

In short: Type 2 = the AC side, CCS2 = the DC side. CCS2 is simply a Type 2 connector with two large DC pins added underneath.

Type 2 (Mennekes): the AC standard in Türkiye

Type 2 is the AC charging standard mandated across the European Union, and Türkiye follows it. It's a seven-pin round connector with one flattened edge.

How many kW does it deliver?

Single-phase, 32 A: around 7.4 kW
Three-phase, 16 A: around 11 kW
Three-phase, 32 A: around 22 kW

Most homes have single-phase supply, which is why the majority of home wallboxes run at 7.4 kW. Properties and workplaces with a three-phase connection can reach 11–22 kW.

How long does it actually take?

Rough numbers for a 60 kWh battery (10% to 100%, roughly 54 kWh of energy):

At 7.4 kW → about 7.5 hours
At 11 kW → about 5 hours
At 22 kW → about 2.5 hours (if your car's on-board charger supports 22 kW)

The key caveat: many popular models on the market are capped at 11 kW. Relatively few support 22 kW AC. AC charging works on the principle of "topping up while the car is parked anyway" — which makes it the right solution for shopping centres, car parks, offices and homes.

Who brings the cable with Type 2?

Most AC stations in Türkiye are the socket type, meaning you bring your own cable. New cars usually include one as standard equipment; if yours doesn't, you'll need to buy a Type 2–to–Type 2 cable separately. Keeping one in the boot unlocks the vast majority of the AC network.

CCS2 (Combo 2): the fast-charging standard

CCS2 adds two thick DC pins beneath the Type 2 connector. Virtually every DC fast charger in Türkiye uses CCS2, and at these stations the cable is permanently attached to the unit — no need to bring your own.

Power ratings you'll see in the field:

50–60 kW: first-generation DC units, still common
90–180 kW: the range most widely installed today
250–360 kW: newer units, usually dual-socket and along motorway routes

Of all the EV charging connector types, this is the fastest option: on a 150 kW charger with a suitable car, 20% to 80% in roughly 25–30 minutes is realistic.

Why do I never see the advertised kW?

Because DC charging doesn't run at a constant rate. As the battery fills, the car itself tapers the current — this is known as the charging curve. Speed drops noticeably past 80%, which is why on a road trip it's almost always faster to charge to 80% and move on than to wait for 100%.

Other factors that affect speed:

Battery temperature: In cold weather, power is limited until the battery warms up. Drawing fewer kW from the same station on a winter morning is entirely normal.
Your car's DC limit: Some models simply can't draw more than 50–100 kW. A 180 kW station won't change that ceiling.
Shared sockets: On some DC units, two sockets share the same power module — if two cars are plugged in at once, the power may be split.

Other connector types: CHAdeMO, Type 1 and GB/T

CHAdeMO: A DC standard of Japanese origin. In Türkiye you'll mostly encounter it on older-generation cars like the Nissan Leaf, typically at around 50 kW. New station rollouts increasingly skip CHAdeMO — so if you're buying a used Japanese model, it's worth checking CHAdeMO availability along your usual routes first.

Type 1 (J1772): A five-pin AC connector of North American origin, found on some older imported vehicles in Türkiye. A Type 1–to–Type 2 cable lets you use AC stations here, but since it's single-phase only, you won't exceed 7.4 kW.

GB/T: China's own standard. Chinese brands build their cars for the European and Turkish markets with Type 2 + CCS2, so you won't run into GB/T on a new Chinese model bought in Türkiye. It only becomes an issue with individually imported cars sourced directly from the Chinese market.

Tesla: In Europe, including Türkiye, Tesla vehicles use CCS2, and the Supercharger network runs on CCS2 cables. The different Tesla connector used in North America (NACS) isn't relevant here.

Comparison table

Connector	Current	Typical power	60 kWh battery (20%→80%)	Status in Türkiye	Cable
Type 2	AC	7.4 – 22 kW	1.6 – 4.9 hours	Standard, very widespread	Usually yours
CCS2	DC	50 – 360 kW	~20 – 45 minutes	The fast-charging standard	Attached to unit
CHAdeMO	DC	~50 kW	~45 minutes	Declining, older cars	Attached to unit
Type 1	AC	~7.4 kW	~4.9 hours	Rare, older imports	Adapter cable
GB/T	AC/DC	Varies	—	Not used in Türkiye	—

Times assume ideal conditions; they vary with temperature, battery state and your car's own limits.

What it costs in Türkiye: is AC or DC cheaper?

As of 2026, public charging tariffs in Türkiye vary by operator, location and current electricity prices, but they fall roughly into these bands:

AC (Type 2): around 11–14 TL/kWh
DC (CCS2): around 14–18 TL/kWh

Tariffs change frequently, so the definitive figure is always the price shown in the operator's app.

Let's translate that into real terms. An average electric car covers roughly 5–6 km per kWh. So:

A 100 km trip ≈ 17–20 kWh
Cost on AC ≈ 190–280 TL
Cost on DC ≈ 240–360 TL

Covering the same distance in a petrol car using 7 litres per 100 km costs around 350 TL at 50 TL per litre. In other words, even DC fast charging beats petrol — and for a driver who does routine charging on AC, the gap widens considerably.

A practical strategy: Do your day-to-day charging on AC (home, office, shopping centre car park) and save DC for road trips and emergencies. That protects both your budget and your battery's long-term health.

And then there's the idle fee

If you leave your car plugged in after charging finishes, many operators apply an idle fee (occupancy charge). It usually kicks in after a grace period and is billed per minute, most often at DC stations. The point isn't to penalise you — it's to free up the socket for the driver waiting behind you. You'll get an app notification when charging completes; moving your car promptly is the cheapest habit there is.

Frequently asked questions

My car has CCS2, but the station only has a Type 2 socket. Can I charge? Yes. A CCS2 port already includes Type 2 in its upper section. Plug in your Type 2 cable and you'll charge at AC speeds (7.4–22 kW, depending on your car's limit). The reverse isn't true: a car with only a Type 2 AC inlet can't use a DC station.

Can I use an adapter from CCS2 to Type 2 or CHAdeMO? Adapters aren't recommended on the DC side. DC charging involves constant communication between car and station; an uncertified adapter in the middle can prevent charging from starting and create a serious overheating risk. On the AC side, Type 1–to–Type 2 cables are a standard, safe solution.

Does frequent DC fast charging damage the battery? Modern batteries and liquid-cooled management systems are designed for DC charging; occasional fast charging is no problem. But building your entire daily routine around DC — especially in hot weather and combined with constantly charging to 100% — can accelerate capacity loss over the long run. The common advice: stay between 20% and 80% for daily use, and favour AC where you can.

I plugged into a 22 kW station but my car is only drawing 11 kW. Is the station faulty? Almost certainly not. Your car's on-board AC charger is capped at 11 kW, and no station can exceed that limit. Likewise, a 22 kW station on a single-phase connection will deliver around 7.4 kW. You can check the "AC charging power" figure in your vehicle registration document or technical specifications.

The bottom line

EV charging connector types may sound complicated, but the practical picture in Türkiye is simple: Type 2 gets you AC charging anywhere, and CCS2 gets you onto the fast-charging network. Keeping a Type 2 cable in the boot opens up most of the AC network, and when planning a trip, all you need to check is the kW rating of the DC stations on your route and your car's own DC limit. Everything else — charging curves, cold-weather effects, the 80% rule — becomes second nature after a few journeys.

ADZE Charge operates more than 850 Type 2 and CCS2 sockets across over 50 locations in Türkiye. You can find your nearest station at adze.com.

EV Charging Connector Types: What's the Difference Between CCS and Type 2?