You’ve planned the perfect European road trip. Your EV is charged, your route is mapped, and you’re ready to explore the French countryside. Then you pull into a charging station in a small town outside Lyon, and your heart sinks. The plug doesn’t match. It’s not the familiar Type 2 connector you know. It’s something else entirely, an oval-shaped socket with mechanical shutters staring back at you.
Welcome to the world of the Type 3 charging cable.
Here’s the thing: most modern EV drivers will never need to think about this connector. But if you’re traveling through France or certain parts of Italy, especially away from major highways, you might encounter these legacy charging stations. And when you do, you’ll wish you’d packed the right adapter.
This isn’t just another technical deep-dive into obscure EV hardware. It’s your practical guide to understanding why this connector exists, where you’ll find it, and what you need to do about it before your next European adventure. Because nothing ruins a road trip faster than being stranded with a full wallet and an empty battery.
Keynote: Type 3 EV Charging Cable
The Type 3 (Scame) connector represents a brief, transitional chapter in European EV charging history. Designed with mechanical shutters for French safety regulations, it was standardized in IEC 62196-2 alongside its rival, Type 2. The EU’s 2014 mandate decisively ended the standards battle by choosing Type 2 for all new infrastructure. Today, Type 3C stations persist only in legacy French and Italian installations. Modern EV drivers encounter them rarely, but a Type 3C to Type 2 adapter cable (€200-€300) remains essential for comprehensive European travel.
The connector’s story illustrates how infrastructure inertia extends the life of obsolete standards and previews similar challenges facing North America’s CCS-to-NACS transition. As the EV market matures, such incompatibilities will fade, but for now, Type 3 remains a practical consideration for adventurous European road-trippers.
Historical Context: The Early Days of European EV Charging
The Birth of a Safety-First Standard
Let me take you back to the late 2000s. Electric vehicles were finally becoming real consumer products, not just engineering experiments. But Europe had a problem. Actually, dozens of problems, because every country seemed to have its own ideas about what a safe charging connector should look like.
France, in particular, had strict electrical safety regulations. Their rules demanded physical protection for live contacts. You couldn’t just have exposed metal pins that anyone (or any curious toddler) could touch. The solution? Mechanical shutters that only opened when a proper plug was inserted.
Enter the Type 3 connector, also known as the Scame connector after its Italian designer. Developed around 2009 and formally standardized in the IEC 62196-2 specification, this connector was purpose-built to satisfy France’s safety requirements. Those distinctive shutters that cover the socket contacts? That was the whole point.
At the time, it seemed like a smart solution to a legitimate safety concern. And honestly, it was. The engineering was solid. The shutters worked. The problem wasn’t the design. It was timing.
The European Standardization Battle
The early 2010s were basically the Wild West of EV charging standards. You had the Type 1 connector dominating North America and Japan. The German-designed Type 2 (Mennekes) gaining traction across Europe. And now France pushing hard for Type 3 adoption.
This wasn’t just about which plug looked cooler. It was about hundreds of millions of euros in infrastructure investment. It was about national industrial policy and which country’s technology would define the future of European mobility. France and Italy, backed by their electrical equipment manufacturers, were all-in on Type 3. Germany and most other EU nations rallied behind Type 2.
The Type 3 connector had some genuine advantages. Those shutters provided mechanical protection. The design supported both single-phase and three-phase power. It could handle respectable charging speeds up to 22 kW.
But it also had a fatal flaw: it was solving a problem that most of Europe didn’t think needed solving in that particular way. Type 2 achieved safety through smart electronic protocols and strict IP ratings rather than mechanical shutters. And crucially, Type 2 had broader industry support from automakers and charging equipment manufacturers.
The 2013 EU Directive: Game Over
The battle ended definitively in 2014 when the European Union passed Directive 2014/94/EU. This legislation mandated that all new public AC charging stations across the EU must use the Type 2 (IEC 62196-2 Type 2) connector as the standard interface.
It wasn’t a close decision or a compromise. The EU looked at market momentum, saw that Type 2 had already won the hearts and minds of most automakers, and made it official. Type 3 became a legacy standard overnight.
But here’s where infrastructure reality kicks in. Public charging stations aren’t smartphones. You don’t just throw them away and buy new ones every year. The Type 3 stations that were already installed, particularly throughout France, remained operational. Some are still running today, more than a decade later.
And that’s why we’re still talking about this connector in 2025.
Technical Specifications: Understanding the Type 3 Standard
IEC 62196-2 Type 3: The Official Designation
When engineers talk about charging connectors, they use the IEC 62196 standard, which is the international framework that defines the physical and electrical characteristics of EV charging interfaces. Within this standard, Type 3 occupies a specific niche.
The formal designation is IEC 62196-2 Type 3, and it comes in two distinct variants: Type 3A and Type 3C. Both share the same fundamental oval shape and those characteristic mechanical shutters, but they’re designed for different power configurations and use cases.
Think of it this way: Type 3 was designed to be a flexible, modular system that could scale from light-duty residential charging to more powerful three-phase public infrastructure. The “A” and “C” variants represent that spectrum.
Type 3A vs. Type 3C: Single-Phase vs. Three-Phase
Here’s where it gets practical. The difference between Type 3A and Type 3C isn’t just academic. It determines how fast you can charge and what kind of electrical supply you’re using.
Type 3A is the single-phase configuration. It uses a two-pin design (live and neutral) plus a protective earth contact. This version was intended primarily for residential charging, where you’re pulling power from a standard household electrical circuit. It can deliver a maximum of 16 amperes at 230 volts, which translates to about 3.7 kW of charging power. That’s enough to add roughly 15 to 20 kilometers of range per hour of charging, depending on your vehicle’s efficiency.
Type 3C is the three-phase configuration, and this is the variant you’ll actually encounter in the wild. It has four main contacts (three phase conductors plus neutral) along with the protective earth. Three-phase power is common in European commercial and industrial settings, and it’s what most public charging stations use because it allows for much faster charging.
A Type 3C connector can handle up to 32 amperes across three phases at 400 volts (phase-to-phase), delivering a maximum of 22 kW. That’s nearly six times the power of Type 3A. At 22 kW, you’re adding about 100 to 120 kilometers of range per hour. Now you’re talking about meaningful charging speeds for public infrastructure.
The Control Pilot: Smart Communication Protocol
One thing Type 3 got absolutely right was communication. Like all modern EV charging standards, Type 3 includes a Control Pilot (CP) signal based on the IEC 61851-1 specification. This isn’t just a dumb power connection. The vehicle and charging station are constantly talking to each other.
Before a single electron flows to your battery, the Control Pilot performs a digital handshake. The station tells your car how much current is available. Your car responds with how much it can accept. They agree on a safe charging rate. Throughout the charging session, this communication continues, monitoring for any faults or disconnections.
This is Mode 3 charging, the intelligent, safe charging mode mandated for all public stations. It’s why you can’t electrocute yourself by unplugging a charging cable mid-session. The moment the CP signal is interrupted, power shuts off instantly.
And yes, if you’re wondering, this is exactly the same communication protocol that Type 2 uses. In terms of intelligence and safety, Type 3 and Type 2 were equals.
Physical Design and Safety Features
Let’s talk about those shutters. The mechanical shutter mechanism is what made Type 3 distinctive and, in France’s view at the time, superior from a safety perspective.
When the Type 3C socket is idle, spring-loaded shutters physically block access to the live contacts inside. You can’t stick your finger in. You can’t insert any foreign object. The shutters only open when a properly shaped Type 3 plug is inserted with the correct mechanical force and alignment. Once the plug is removed, the shutters snap closed immediately.
This is touch protection. Pure and simple. It’s the same principle used in childproof electrical outlets, just engineered for high-power three-phase charging.
The connector also has a mechanical latch system. When you plug in, it locks. You can’t accidentally yank the cable out while power is flowing. To unplug, you press a release button, which also triggers the Control Pilot to terminate the charging session before the contacts separate.
In terms of environmental protection, Type 3C connectors are rated at IP44. That means they’re protected against solid objects larger than 1mm and against splashing water from any direction. It’s weatherproof enough for outdoor installation but not submersion-proof.
The cable itself, at least in quality implementations, uses robust materials. Polyurethane (PUR) sheathing is common for its flexibility in cold weather and resistance to oils and abrasion. The contacts are typically silver-plated copper to minimize electrical resistance and heat generation during high-current charging.
Electrical Ratings and Charging Speeds
Let’s put some numbers on the table so you know exactly what Type 3 can and can’t do.
For Type 3A (single-phase):
- Maximum current: 16 A
- Voltage: 230 V (nominal)
- Maximum power: ~3.7 kW
- Typical charging speed: 15-20 km of range per hour
For Type 3C (three-phase):
- Maximum current: 32 A (per phase)
- Voltage: 400 V (phase-to-phase)
- Maximum power: ~22 kW
- Typical charging speed: 100-120 km of range per hour
These are Level 2 charging speeds. Not lightning fast, but perfectly adequate for destination charging at restaurants, hotels, shopping centers, or overnight at home.
And crucially, these specifications are identical to what Type 2 can deliver in Europe. The connectors were functionally equivalent in terms of raw charging capability. Type 3 didn’t lose on performance. It lost on politics and market adoption.
Comparison with Alternative Charging Standards
Type 3 vs. Type 2: Why Europe Chose Mennekes
This is the comparison that matters, because this is the battle that Type 3 lost. And honestly, when you lay them side by side, it’s easy to see why the market went the way it did.
Both connectors support AC charging up to 22 kW. Both use the same IEC 61851-1 Control Pilot communication. Both are safe, robust, and weatherproof. On paper, they’re nearly identical in capability.
So what made the difference?
First, industrial momentum. By the time the EU was making its decision, Type 2 had already been adopted by virtually every major automaker selling cars in Europe. BMW, Volkswagen, Renault, Nissan, Tesla (for European models), everyone. They’d already designed their vehicles, tooled their production lines, and launched their products with Type 2 inlets. Type 3 was fighting uphill against established market reality.
Second, design philosophy. Type 2’s seven-pin, D-shaped design is simpler and more versatile. It doesn’t have moving parts like mechanical shutters. Fewer moving parts mean fewer failure modes. The Type 2 connector achieves safety through electronic protocols and IP44 sealing rather than mechanical complexity. Engineers generally prefer fewer moving parts when they can achieve the same result.
Third, the shutter issue cut both ways. Yes, shutters provide physical protection. But they also introduce potential problems. Shutters can jam, especially in dirty or icy conditions. They add complexity to manufacturing. They make the socket and plug slightly bulkier. And here’s the kicker: they were solving a regulatory requirement that was specific to France and wasn’t universally valued across Europe.
Fourth, compatibility path. Type 2 had a clear evolution story. It became the AC half of the Combined Charging System (CCS), where the Type 2 connector is paired with two additional DC pins below it for fast charging. This created a single inlet on the vehicle that could accept both slow AC charging and rapid DC charging. Type 3 had no such pathway. It was always going to be AC-only.
The final nail? Cost and simplicity. By the time of the EU directive, the charging equipment supply chain had already consolidated around Type 2. Manufacturing was at scale. Costs were lower. Availability was higher.
France and Italy made a valiant effort, but they were essentially asking the entire European automotive and infrastructure industry to pivot to their standard after momentum had already gone the other way. The EU looked at the situation and made the pragmatic choice: standardize on what the market had already chosen.
Type 3 and Level 2 vs. Level 3 DC Fast Charging
There’s sometimes confusion about “Type 3” and “Level 3” charging because they both have a “3” in the name. Let me clear this up immediately: they have absolutely nothing to do with each other.
The term “Level” refers to charging power and speed. These levels were primarily defined in North America but are used as shorthand globally:
Level 1: This is the slowest charging. You’re plugging into a standard wall outlet, like you’d use for a toaster. In North America, that’s 120 V delivering about 1.4 kW. You’ll add maybe 6-8 km of range per hour. It’s glacially slow and only practical for overnight charging at home if you have low daily mileage.
Level 2: This is where Type 3 lives. You’re using a dedicated 240 V circuit (in residential) or 208-240 V commercial power. This delivers anywhere from 3.7 kW to 22 kW depending on the circuit, the connector, and your vehicle’s onboard charger. Level 2 is the sweet spot for home charging, workplace charging, and destination charging. It’s what most public AC stations provide. A few hours gets you a meaningful charge.
Level 3 (DC Fast Charging): This is a completely different animal. Instead of AC power going through your car’s onboard charger, high-power DC electricity goes directly into your battery. We’re talking 50 kW to 350 kW. You can add 100-200+ km of range in just 10-15 minutes.
But here’s the critical point: Level 3/DC Fast Charging uses completely different connectors. In Europe, that’s CCS (Combined Charging System), which looks like a Type 2 connector with two extra DC pins below it. In Japan, it’s CHAdeMO, a large round connector. In North America now, it’s increasingly Tesla’s NACS (North American Charging Standard).
A Type 3 connector cannot physically connect to a DC fast charging station, and a DC fast charging station cannot pump DC power through a Type 3 cable even if you somehow forced them together. They’re incompatible by design.
Think of it like trying to use a garden hose to refuel a Formula 1 car. Wrong tool, wrong job.
Global Charging Connector Landscape
To understand where Type 3 fits (or doesn’t fit) in the global picture, let’s zoom out.
In Europe today: Type 2 is the law of the land for AC charging. Every single EV sold in Europe since the early 2010s has a Type 2 inlet. Public stations have Type 2 sockets or tethered Type 2 cables. For DC fast charging, it’s CCS Type 2 (Combo 2), which combines the Type 2 AC connector with two DC pins.
In North America: The historical standard was Type 1 (J1772) for AC and CCS Type 1 (Combo 1) for DC. But there’s a massive shift happening. Tesla’s NACS connector (now being standardized as SAE J3400) is taking over. Ford, GM, Rivian, Mercedes, Hyundai, and many others have announced they’re adopting NACS for future vehicles. North America is going through the exact same painful standardization battle that Europe went through a decade ago with Type 3 vs. Type 2.
In Japan: Type 1 for AC, CHAdeMO for DC. But CHAdeMO is fading globally. Even Nissan, CHAdeMO’s biggest proponent, is moving to CCS for new models in most markets.
China: They use their own GB/T standard for both AC and DC. It’s mandatory for the domestic market but hasn’t been adopted elsewhere.
Here’s a quick reference table to see how Type 3 compares:
| Connector | Region | Type | Max Power | Level | Status |
|---|---|---|---|---|---|
| Type 3C | France/Italy | AC | 22 kW | 2 | Legacy/Obsolete |
| Type 2 | Europe/Global | AC | 22 kW | 2 | Current Standard |
| Type 1 | North America/Japan | AC | 19.2 kW | 1-2 | Being Replaced |
| CCS Type 2 | Europe/Global | AC & DC | 350 kW | 2-3 | Current Standard |
| CCS Type 1 | North America | AC & DC | 350 kW | 1-3 | Being Replaced |
| CHAdeMO | Japan | DC | 400 kW | 3 | Declining |
| NACS | North America | AC & DC | 250 kW | 1-3 | Emerging Standard |
The big takeaway? Type 3 was a regional solution that lost out to a more widely adopted competitor. It’s not alone. The entire history of EV charging is littered with standards that were technically competent but commercially unsuccessful.
Modern-Day Relevance: Practical Guidance for EV Drivers
Where You’ll Still Find Type 3 Charging Stations
Let’s get real. The Type 3 connector is dying. It’s been officially obsolete since 2014. Every new charging station installed in Europe has been required to use Type 2 for over a decade.
But dying and dead are two different things.
The primary place you’ll still encounter Type 3C sockets is in France, particularly in public charging infrastructure that was installed between 2010 and 2014. We’re talking about older municipal charging points in smaller towns, regional charging networks that were among the early adopters, and some parking garages or commercial lots that installed equipment before the EU directive.
You’ll find them in rural France more than urban areas. Major cities and highway corridors have been upgrading their infrastructure steadily. But smaller municipalities, especially those with tight budgets, have been slower to replace functional equipment. If you’re road-tripping through Provence, Burgundy, or Brittany and you venture off the main autoroutes, you might roll up to a charging station in a village square and find yourself face-to-face with a Type 3 socket.
Italy also has some legacy Type 3 stations, which makes sense since the connector was designed by the Italian company Scame. But Italian adoption was never as widespread as in France, so you’re less likely to encounter it there.
Outside of France and Italy? Basically nonexistent. The rest of Europe moved to Type 2 quickly, and many countries never had Type 3 stations to begin with.
Here’s the important question: how do you know if you’ll encounter one? Unfortunately, charging station maps and apps aren’t always great at specifying the exact connector type, especially for older stations. Your best bet is to use apps like PlugShare or Chargemap, which have user-submitted data and photos. Look for notes from recent visitors about connector types. And frankly, if you’re planning a trip through rural France, just assume you might need a Type 3 adapter and bring one along. It’s better to have it and not need it than the reverse.
The Essential Type 3 Adapter Cable
This is the solution. If you drive a modern EV with a Type 2 inlet (which is every EV sold in Europe today), and you encounter a Type 3C charging station, you need a Type 3C to Type 2 adapter cable.
Let me be clear: this is not a simple plug adapter. It’s a complete charging cable, typically 2 to 10 meters long, with a male Type 3C plug on one end and a female Type 2 socket on the other end. It’s a Mode 3 charging cable with full Control Pilot communication.
Here’s how it works: You plug the Type 3C end into the station socket. Those mechanical shutters open, and the connection is made. Then you plug your vehicle’s Type 2 charging cable into the female Type 2 socket on the adapter. Or, if the adapter has an integrated Type 2 plug on the vehicle end, you plug that directly into your car.
The adapter isn’t doing any electrical conversion. It’s just mechanically and electrically bridging the gap between the two connector types. The current flows from the Type 3 station, through the adapter cable, and into your car’s Type 2 inlet. The Control Pilot signals communicate properly. Your car charges as if it were plugged directly into a Type 2 station.
There are a few variations:
Type 3C to Type 2 cable: This is what 99% of modern EV drivers need. One end goes in the Type 3 station, the other end provides a Type 2 connection for your vehicle.
Type 3C to Type 1 cable: This is for older EV models or imported vehicles with a Type 1 (J1772) inlet. If you’re driving a first-generation Nissan Leaf or an imported North American EV in Europe, this is your adapter. But it’s increasingly rare.
Type 3 to Type 2 conversion plug: This is a more compact adapter that basically converts the Type 3 socket to accept a standard Type 2 plug. You’d then use your own Type 2 to Type 2 charging cable. It’s cheaper and more portable but requires you to carry your own cable.
The cables come in different power ratings too. You can get single-phase versions (16 A for 3.7 kW, or 32 A for 7.4 kW) or three-phase versions (16 A for 11 kW, or 32 A for 22 kW). Get one that matches the capability of your car’s onboard charger. If your car can only charge at 7.4 kW single-phase, don’t spend extra money on a 22 kW three-phase cable. But if you’ve got a vehicle with an 11 kW or 22 kW onboard charger, get the three-phase cable so you can take advantage of faster charging when it’s available.
Where to Buy and What to Expect
Type 3 adapter cables are specialty items. You won’t find them at your local electronics store or even at most automotive retailers. They’re sold by specialized EV accessory suppliers, typically online.
Here are some places to look:
EV Cable Shop: A UK-based supplier with a wide range of EV cables and adapters, including Type 3 options.
EV-Cables.com: Another European supplier specializing in EV charging accessories.
Chargeprice: An EV charging app and information site that also has a shop section.
Amazon and eBay: Yes, you can find Type 3 adapters here, but be cautious about quality. Not all sellers are equal. Check reviews carefully and make sure the cable is CE certified and meets IEC standards.
Local EV forums and communities: Sometimes the best source of information is other EV drivers. French EV forums in particular will have good recommendations for where to buy reliable Type 3 adapters.
Now, let’s talk cost. This isn’t cheap.
A basic Type 3 to Type 2 conversion plug (the small adapter that just converts the socket, not a full cable) starts around €95 to €120.
A complete Type 3C to Type 2 charging cable is more expensive:
- A 2-meter, 32 A single-phase (7.4 kW) cable: roughly €150 to €180
- A 5-meter, 32 A three-phase (22 kW) cable: €230 to €280
- A 10-meter, 32 A three-phase cable: €250 to €300+
Prices increase significantly with length. A 50-meter industrial-grade cable can cost €700 to €800 or more. But unless you’re planning to charge from across a parking lot, you don’t need that.
What drives the cost? Quality materials. Copper conductor thickness (ampacity), polyurethane sheathing for durability, silver-plated contacts to reduce resistance, weatherproofing, and safety certifications all add up. The market for these cables is also relatively small and specialized, so there’s no massive economy of scale driving prices down.
Is it worth it? That depends entirely on your travel plans. If you’re a local driver in Germany or the UK and you never plan to visit France, you don’t need this. But if you’re about to embark on a multi-week road trip through France, €200-€300 for a quality adapter cable is cheap insurance against being stranded at a station you can’t use.
One more tip: consider the quality of what you’re buying. The cheapest option on eBay might save you €50, but if it fails mid-charge or worse, causes a fault that damages your vehicle’s charging system, you’ve saved nothing. Look for cables with:
- CE marking (mandatory for sale in EU)
- IEC 62196 certification
- IP44 or better rating
- Manufacturer warranty
This is safety equipment for a high-power electrical system. Cheap out on many things, but not on this.
Why These Cables Still Matter: Infrastructure Inertia
You might be wondering: why haven’t all these old Type 3 stations been replaced yet? It’s been over a decade since the EU directive.
Welcome to the concept of infrastructure inertia.
Public charging stations are not consumer electronics. They’re civil infrastructure, like streetlights or parking meters. They represent significant capital investments: equipment purchase, installation labor, electrical permitting, grid connection fees, ongoing maintenance. A single public charging point can cost €5,000 to €15,000 to install.
Municipalities and early charging network operators made these investments in good faith back in 2010-2013, often with the goal of supporting early EV adoption. Many of these stations are still functional. The electronics work. The metering works. The payment systems work. They deliver electricity safely.
From a budget perspective, why would a small-town mayor prioritize spending €10,000 to replace a working charging station with a newer Type 2 version when that money could go to schools, roads, or healthcare? The old station serves EV drivers (as long as they have an adapter). It’s not broken. It doesn’t make fiscal sense to replace it until it reaches end-of-life or until there’s a dedicated infrastructure upgrade program with external funding.
This is the same reason you still see old electrical standards, plumbing fittings, and road signage systems persisting for decades. The costs of upgrading are real, and the benefits are often diffuse.
It’s also why the adapter cable market exists and will continue to exist for several more years. The last Type 3 stations won’t disappear until at least the late 2020s or early 2030s. There’s a long tail to every technology transition.
And here’s an interesting parallel: North America is about to experience this exact same phenomenon at a much larger scale. As the market transitions from CCS to NACS, there will be hundreds of thousands of existing CCS charging stations that won’t be replaced overnight. EV drivers are going to need CCS-to-NACS adapters for many years. The Type 3 connector’s long goodbye is a small-scale preview of a much larger adaptation challenge to come.
Conclusion: Navigating the Legacy
The Type 3 charging connector is a technological footnote, but it’s one with practical implications for anyone who loves to explore by EV. It reminds us that the path to standardization is never smooth, and that today’s cutting-edge infrastructure decisions become tomorrow’s compatibility headaches.
If you’re planning to drive through France or Italy, especially off the beaten path, assume you’ll encounter legacy Type 3 stations. Pack a quality Type 3C to Type 2 adapter cable in your trunk. It costs €200 to €300, weighs about as much as a laptop, and takes up less space than a backpack. And it might be the difference between a wonderful adventure and a frustrating call to roadside assistance.
The good news? Every year, more Type 3 stations are upgraded or decommissioned. The problem is solving itself through natural infrastructure replacement. But it’s not gone yet.
Your actionable step for today: if you have a European road trip planned in the next year, add “Type 3 adapter cable” to your gear checklist right now. Don’t wait until you’re staring at an incompatible socket in a village in Burgundy.
And remember: the Type 3 connector may be obsolete, but it’s a reminder that we’re still in the early chapters of the EV revolution. Standards are still evolving. Infrastructure is still being built out. These friction points are temporary. Twenty years from now, there will be charging connectors everywhere, they’ll all talk to each other seamlessly, and stories about needing special adapter cables will sound as quaint as needing a travel plug adapter for your phone charger.
We’re getting there. For now, just pack the adapter.
Type 3 EV Charging Cables (FAQs)
Do I need a Type 3 charging cable if I’m traveling to France?
Maybe. If you’re sticking to major highways and cities, probably not. Modern stations are Type 2. But rural areas and smaller towns still have legacy Type 3 stations. If you want to avoid any surprises, bring a Type 3C to Type 2 adapter cable.
Can I use a Type 3 cable for DC fast charging?
No. Type 3 is an AC-only standard for Level 2 charging, maxing out at 22 kW. DC fast charging uses completely different connectors like CCS, CHAdeMO, or NACS. A Type 3 cable cannot connect to or work with any DC fast charging station.
Why did Type 2 win over Type 3 in Europe?
Market momentum and simplicity. By the time the EU made its decision in 2014, virtually every automaker had already adopted Type 2. It had broader industry support, fewer moving parts, and a clear upgrade path to CCS for DC charging. Type 3’s mechanical shutters were over-engineered for a problem most of Europe didn’t prioritize.
Where can I buy a Type 3 adapter cable?
Specialized EV cable suppliers like EV Cable Shop or EV-Cables.com are your best bet. You can also find them on Amazon, but verify the seller’s reputation and check for proper CE certification. Expect to pay €150 to €300 depending on length and power rating.
Is Type 3 still being manufactured?
No new stations are being built with Type 3, and production of new equipment has largely stopped. But adapter cables are still manufactured because there’s ongoing demand from EV drivers who need to use legacy stations. The connector itself is obsolete, but the support ecosystem remains active out of necessity.