Charging connector incompatibility is one of the most common hidden pitfalls in EV exports. Chinese EVs use the GB/T standard, while Europe, North America and Japan each have their own interfaces. The wrong configuration means the car cannot charge on arrival — and costly retrofits.
1. Main Charging Standards Compared
| Standard | Key Markets | Power | Notes |
|---|---|---|---|
| GB/T | China, parts of SE Asia | AC 7-43kW / DC up to 500kW | China's mandatory standard; separate AC/DC plugs |
| CCS2 | Europe | DC up to 350kW | EU standard, legally required |
| CCS1 | North America | DC up to 350kW | Different plug from CCS2 |
| CHAdeMO | Japan | DC up to 400kW (new) | Japan-led, transitioning to NACS |
| NACS | North America (Tesla) | DC up to 350kW | Tesla plug, new US mainstream |
2. Adaptation Options Before Export
- Factory option: Most Chinese brands offer export versions with target-market plugs (e.g. CCS2); choose the regional spec when ordering.
- Adapter: Some models can charge via GB/T-to-CCS2 adapters, but power may be limited.
- Dual plugs: Some models support both GB/T and CCS2 for flexible multi-market sales.
3. Supporting Items to Check
- Protocol: Beyond the plug, communication protocols (e.g. ISO 15118) must match local chargers.
- OBC: On-board charger AC power and voltage (single/three-phase) must fit the local grid.
- Software: Charging management UI language and charging-map services need localization.
Shunwei Auto tip: Before bulk export, confirm the target-market charging spec in writing with the factory to avoid connector mismatches at the port.
Cost note: Retrofitting the connector after arrival usually costs far more than the factory option and may void warranty — solve it at the source.
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