One of the most confusing things about EVs is the alphabet soup of charging connectors. In the gas world, we all agreed on “stick the nozzle in and squeeze.” In the EV world… not so much.
Here’s your crash course in the most common (and uncommon) charging ports, how they work, and where you’ll find them — plus a trip down memory lane to one of the strangest charging systems ever made.
AC Charging Ports (Level 1 & Level 2)
These are the connectors you’ll use at home or most workplace chargers.
J1772 (“J Plug”)
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What it is: The standard AC charging plug in North America.
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Where you’ll find it: Pretty much every non-Tesla EV sold in the U.S. before 2025 uses it for Level 1 and Level 2 charging.
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How it works: Handles both 120V and 240V AC power. Your car’s onboard charger converts AC to DC to store in the battery.
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Fun fact: Even Teslas in the U.S. come with a J1772 adapter.
Tesla Connector (North American Charging Standard – NACS)
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What it is: Tesla’s sleek proprietary plug — now being adopted by Ford, GM, Rivian, and others.
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Where you’ll find it: Tesla Superchargers and Tesla home chargers (and soon, many public stations).
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Why people like it: Smaller, lighter, and supports both AC and DC charging on the same port.
DC Fast Charging Ports (Level 3)
These give you the big juice — enough to go from “nearly empty” to “enough for lunch and a road trip” in under an hour.
CCS (Combined Charging System)
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What it is: A J1772 plug with two extra big pins at the bottom for high-voltage DC charging.
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Where you’ll find it: Most non-Tesla EVs in North America (including Chevy Bolt).
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Why it matters: Can handle up to 350 kW (depending on the car), though the Bolt tops out at around 55 kW.
Tesla Connector (North American Charging Standard – NACS)
What it is: Tesla’s sleek proprietary plug — now being adopted by Ford, GM, Rivian, and others.
Where you’ll find it: Tesla Superchargers and Tesla home chargers (and soon, many public stations).
Why people like it: Smaller, lighter, and supports both AC and DC charging on the same port.
CHAdeMO
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What it is: A big, round connector developed in Japan.
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Where you’ll find it: Older Nissan Leafs, Mitsubishi i-MiEVs, and some older Kia/Soul EVs.
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Status: Slowly being phased out in North America in favor of CCS.
The Oddballs of EV History
GM EV1’s Inductive Paddle
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What it was: Instead of metal pins carrying electricity, the EV1 used a big plastic “paddle” you’d insert into a slot. Inside, electromagnetic induction transferred power to the car — like a giant electric toothbrush charger.
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Why they did it: In the mid-90s, there were concerns about charging in the rain and electrical safety. Inductive charging meant no exposed conductors.
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Downside: Expensive, bulky, and proprietary. Also less efficient than modern conductive chargers.
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Fun fact: The “paddle” came in two sizes: large (original) and small (later standard). Neither is compatible with anything today without museum-level equipment.
Wireless Charging Today
Inductive charging hasn’t gone away entirely — companies like Plugless Power and WiTricity are developing floor pads you can park over. These work on the same principle as the EV1’s paddle, but with better efficiency and without the giant handheld plastic brick. Still niche and pricey, but you might see more of it in the future.
Quick Reference Table
| Port | Type | Common Vehicles | Max Power (Typical) | Status |
|---|---|---|---|---|
| J1772 | Level 1 & 2 AC | All non-Tesla EVs (pre-2025) | ~19.2 kW (car-limited) | Current standard |
| Tesla/NACS | AC & DC | Tesla + future Ford, GM, Rivian | Up to 1 MW (future truck spec) | Growing adoption |
| CCS | DC Fast | Most modern EVs | Up to 350 kW | Current fast-charge standard |
| CHAdeMO | DC Fast | Nissan Leaf (older), Mitsubishi | ~62.5 kW | Being phased out |
| EV1 Paddle | Inductive | GM EV1 (1996–1999) | ~6.6 kW | Obsolete |
| Wireless Pad | Inductive | Aftermarket niche | ~11 kW | Experimental |
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