Electric vehicle (EV) owners with older Japanese cars like the Nissan Leaf, Kia Soul EV, Mitsubishi i-MiEV, or Outlander PHEV (all of which use the CHAdeMO DC charger plug) are increasingly stranded as U.S. fast-charging networks shift to CCS (Combined Charging System) or Tesla’s NACS. (Nissan has sold over 210,000 Leafs in North America, all with CHAdeMO ports, yet many DCFC stations now only offer CCS1 plugs.) To bridge this gap, aftermarket CHAdeMO-to-CCS adapters (and vice versa) have appeared. These heavy-duty adapters let a CHAdeMO-port EV charge from a CCS1 DC fast charger or allow a CCS1 EV to use a CHAdeMO charger. They’re essentially small computers with cables. In this guide we review the top CHAdeMO ↔ CCS adapters on the U.S. market, link to Amazon listings, and cover specs, pros/cons, compatibility, charging speed, build quality, and real‐world usage.
EV charging adapters like these are essentially DC protocol converters. The CCS and CHAdeMO standards use different electrical and data interfaces: CCS (and Tesla’s NACS) use power-line communication (PLC) for the handshake, whereas CHAdeMO uses a separate CAN-bus signal. The adapter houses a battery-powered controller that translates between the protocols.
In practice, you plug the adapter into the charger (e.g. CCS1 output) and then plug its CHAdeMO end into your car (or vice versa). The adapter lights up and runs self-tests, then initiates charging. Because the translator circuitry adds complexity, these adapters are much larger and heavier than simple AC or Tesla adapters. For instance, one CHAdeMO→CCS adapter on Alibaba is described as “big, bulky, and expensive”.
Safety is critical: most designs include fuses and temperature cutoffs (e.g. dual thermal kill-switches) to shut off if something overheats.
Key Specs: Adapters are usually rated up to 250 A and 1000 V, i.e. 250 kW max. (This exceeds what most CHAdeMO cars can use – e.g. the Leaf’s onboard charger maxes at 62.5 kW.) The actual charging speed will be limited by your car’s capability and the station’s output. All adapters list an IP rating (typically IP54 or IP55 for dust/water resistance. Because firmware can be updated, some vendors promise fixes for new charger models. In short, these adapters work like a small DC fast-charger “translator box” between your car and the charging station.
With more EVs hitting the road, charging connector types can be a headache—especially when you’re switching between CCS and CHAdeMO plugs. Whether you drive a Nissan Leaf, Kia Soul EV, or older Tesla, a reliable adapter lets you charge across multiple networks without getting stranded.
– Always check vehicle compatibility (some EVs don’t support adapter use).
– Make sure the adapter supports DC fast charging (Level 3).
– Look for UL or CE certification for safety.
– Check if the adapter has heat-resistance and IP-rated waterproofing.
– Compare charge speed (kW), supported voltage, and connector type (male/female).
Essentially the same spec 250A/1000V adapter sold under another listing.
Like the TryBox unit, it’s rated for up to 250 kW and uses durable titanium-copper conductors.
Pros/Cons: Similar to above (good capacity, but high cost and heavy).
Designed for Japanese EVs (Leaf, Soul EV, etc.), it promises fast charging performance.
The Lectron J1772 to Tesla Adapter (80 Amp, 250V) is designed to help Tesla owners access a broader range of public charging stations across the U.S. It’s especially useful for those who regularly drive long distances.
When shopping for a CHAdeMO to CCS adapter (or CCS to CHAdeMO):
Current & Voltage Rating: Aim for at least 100–150 A continuous, but higher is better if the adapter is sturdy. Most top models support up to 250 A/1000 V (250 kW). This ensures you won’t bottleneck faster chargers, even though many older EVs won’t use the full amount.
Compatibility: Ensure the adapter matches your CHAdeMO and CCS version. In the U.S., CHAdeMO is standard (single port) and CCS1 (Combo 1) is used for DCFC. (CCS2 and CHAdeMO 2 are mostly European.) Check the product title: e.g. “CCS1 to CHAdeMO” for a CHAdeMO EV to use CCS1 chargers. Also verify it supports your car – typically all CHAdeMO EVs (Leaf, Soul, Mitsubishi) are supported.
Build Quality: Look for robust housings and connectors. Many adapters use UL94-V0 or similar flame-retardant plastics. Check for integrated protection features (over-temp, short-circuit). Models like A2Z’s are UL/CE tested. A solid metal or thick plastic handle, indicator LEDs, and sturdy plugs are a must.
Ease of Use: The best adapters are plug-and-play: you usually just plug the adapter into the charger cable, then into your car, and press “start.” Some adapters (like A2Z’s) include simple toggles or buttons for firmware modes, but most require no extra steps. Having a carrying case, USB update cable and a 12 V charge cord (to power the adapter’s battery) are nice bonuses (as one user praised on the Accraine model).
Safety & Warranty: Be wary: no carmaker or charger network officially endorses these adapters. The CHAdeMO association warns of potential risks (electric shock, burns) and disclaims liability. Look for any available warranty (A2Z offers 1 year; some sellers offer return guarantees). Inspect user reviews: one Leaf owner found the Accraine adapter reliable across networks and called it “good value”. Others note you must charge the adapter itself (its internal battery) via USB or 12 V before use, so budget that into your prep time.
Price: Expect to spend $800–1,800 on a CHAdeMO–CCS adapter. For example, the A2Z/Accraine style units run around $999–1,200, while random Amazon imports often list at $1,499–1,786. Price often reflects testing and support; A2Z’s $999 adapter was explicitly tested for safety, whereas many cheaper Amazon units have no such vetting.
| Adapter (Link) | Curr/V (Max kW) | Direction | Price (USD) | Notes |
|---|---|---|---|---|
| TryBox “XJyanus” CCS1→CHAdeMO (Amazon) | 250 A/1000 V (250 kW) | CCS1→CHAdeMO | ~$1,499 | High-rated Chinese design; untested in North America; heavy. |
| XJyanus (XIEing’s) CCS1→CHAdeMO (Amazon) | 250 A/1000 V (250 kW) | CCS1→CHAdeMO | ~$1,499 | Same spec; sold by XIEing’s; only 1 in stock on Amazon. |
| A2Z/Accraine Legacy Plug (A2Z site) | 250 A/1000 V (250 kW) | CCS1→CHAdeMO | ~$999–1,200 | Tested design, CE/UL-certified; one user: “works perfectly” on EVgo/EA. |
| Accraine (UK) Adapter | 125 A (250A peak)@50 kW | CCS1→CHAdeMO | ~£735 (≅$900) | Budget option; includes case and charge cord; good build (user review). |
(Note: None of these is a cheap J1772-style adapter. All are DC fast-charge adapters and require a vehicle with matching DC ports.)
CHAdeMO-port EVs (adapters CHAdeMO→CCS): Nissan LEAF (all models up to 2022), Nissan e-NV200, Mitsubishi i-MiEV, Mitsubishi Outlander PHEV (older gens), Kia Soul EV (30/40 kWh), others like Citroën e-C4. These can use the adapter to plug into CCS1 DCFC stations (e.g. EVgo, Electrify America). Example: one Leaf owner used the Accraine adapter on EVgo, ChargePoint and EA stations without issues.
CCS1 EVs (adapters CCS→CHAdeMO): In North America, CCS1 is standard on most non-Tesla EVs sold after 2016 (Chevy Bolt EV/EUV, Ford, VW, GM, Hyundai, etc.). A CCS→CHAdeMO adapter would let these cars use legacy CHAdeMO chargers. The A2Z Legacy Plug can do this (it’s configurable for either direction). In practice this scenario is rare in the US (few CHAdeMO stations remain), but it can be useful for European-imported CCS2 EVs in Europe.
Tesla (NACS) EVs: Not covered here, but note: Tesla sold its own CHAdeMO-to-NACS adapter for ~$450, letting Teslas use CHAdeMO chargers. Conversely, Tesla’s new NACS spec will make it even easier for US CCS cars to use Tesla Superchargers in future (with Tesla’s CCS adapter).
Station Compatibility: Use only at public DC fast chargers (not J1772 AC). The adapter does not support AC charging. Most adapters work on any standard CCS1 station, but rare station-specific quirks can occur. Because CCS protocols vary by manufacturer, some EVs might not charge at certain older CHAdeMO/DC stations even with an adapter. (This is why A2Z offers ongoing firmware updates.)
While these adapters are rated for up to 250 kW, the actual charging rate is limited by your EV’s capability and the station. For example, the latest LEAF accepts ~62.5 kW DC, and even the first-gen Soul EV only 50 kW. So a 250 A adapter on an EVgo 150 kW charger will simply max out at the car’s limit. In practice, CHAdeMO-equipped EVs often don’t pull anywhere near the adapter’s max spec. However, having the high rating ensures the adapter won’t be the bottleneck, and it can handle very high-power chargers if paired with a faster EV in future (like a 2023 Leaf R110 version at 100 kW, or e-NV200 at ~20 kW).
For CCS→CHAdeMO, similar logic applies: the adapter can supply up to 250 kW at 250 A, but most CCS EVs will top out at whatever power their onboard charger allows.
Real-world reports on build quality are mixed but generally positive on the tested units. The Accraine/A2Z style adapters have solid housings and come in rugged cases. One Leaf owner raved that his adapter “worked perfectly” across multiple charger brands, praising its build and included accessories. The A2Z adapter likewise appears robust, with a hard shell and professional finish.
On the downside, these are very hefty gadgets – expect several kilograms of weight. They require charging their internal battery via USB or 12 V regularly, adding a step before each use. There have been a few anecdotes of initial failures (e.g. one user’s A2Z tried to charge but then cut out), underscoring that these are complex devices. Always ensure the adapter is charged and firmware up-to-date before use.
One major pro for vetted adapters is safety: A2Z states its unit will undergo UL2252 testing (safety for EVSE equipment) and bundles firmware updates in case of issues. Random Amazon imports lack any UL/ETL certification, so long charging sessions should be supervised.
They should be safe if designed correctly (fuses, temperature sensors, etc.). The A2Z/Accraine adapters include thermal cutoffs and are CE/UL-certified. However, the CHAdeMO Association explicitly warns that no adapter is officially approved and that users assume all risk. Always monitor charging, keep the adapter cool, and follow instructions (firmware updates, charging its internal battery).
Essentially any EV with a CHAdeMO inlet. For U.S. models, that means Nissan LEAF (2011–22), e-NV200, Kia Soul EV (2014–19), Mitsubishi i-MiEV (2011–17), and Outlander PHEV (2014–22). For CCS outlets, only the Tesla adapters are NACS, not covered here.
Very few retailers stock them. The “Top Picks” above link to Amazon listings (generally Chinese imports). The A2Z/Accraine adapters are sold via the A2Z webshop or dealers. Prices are high ($800+). Don’t trust bargain-basement listings – quality and safety matter for high-voltage gear. Always buy from reputable sources with good return policies.
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