Could this be the end of CHAdeMO, the Japanese EV charging standard?

Since the ⁤introduction of electric vehicles ⁢(EVs) in Australia, there have been two main DC fast charging standards used: CHAdeMO and CCS2. These two standards were once in fierce competition, with CCS1 also making a brief appearance. However, CCS2 has now become the dominant standard,⁢ being used on almost every EV sold‍ in Australia, including Teslas, motorcycles, and city ​buses.

CHAdeMO,‌ developed by​ a Japanese consortium, was initially deployed on ‌early Japanese EVs like the Nissan Leaf, Mitsubishi Outlander PHEV, and Mitsubishi i-MIEV. It is ​a well-designed standard that has⁤ had bi-directional capability since its ⁤inception.

Currently, there are only ⁣four car models on the Australian market ⁢that have CHAdeMO fast charging: the Nissan ‍LEAF, Lexus UX300e, Mitsubishi Eclipse Cross PHEV, and Mitsubishi‍ Outlander PHEV. Interestingly, unlike many PHEV models that only offer slower AC charging, the Mitsubishi PHEV models come with ‌a CHAdeMO port ‍for rapid charging of their relatively small capacity batteries.

However, even Japanese manufacturers are starting to move away from CHAdeMO, especially outside of Japan. The new Lexus UX300e model, as well as other models⁢ like the Toyota BZ4X, Subaru Solterra, and⁤ Nissan ‌Ariya, already use the CCS⁤ standard. If the Ariya is sold in Australia, it will likely have ⁣CCS as well. In 2022, ‌only​ 1,642 vehicles with CHAdeMO ports were sold in Australia, ​with three-quarters of them being PHEVs that can manage without fast charging.

It is‍ worth noting that there is a misconception that it is possible to buy a CHAdeMO to CCS2 adapter. In reality, there is no passive device available⁢ because ​CHAdeMO and CCS2 are functionally different.‌ For example, they differ in how the plug is physically locked to the car, with CCS2 allowing the ​car to lock the plug ‌while CHAdeMO requires the ‍charger to lock the handle to ‍the car. Building an ⁣adapter that actively sits between a CHAdeMO vehicle and a CCS2 charger is possible but would likely⁣ be bulky, expensive, and require power.

Charging⁢ networks have also recognized this trend and are now installing more⁤ CCS2 charging ‍stations. New charging stations typically have several CCS2 stalls and⁤ only ‍one CHAdeMO plug. Modern fast chargers can share power ⁣between​ two plugs, so it is more advantageous to charge a CCS2 vehicle on a charger with a CHAdeMO ⁤plug as it⁢ is⁣ less likely to be occupied.

Considering this shift, it is logical ⁣for charging networks to transition to CCS2-only stations. Although they may‍ lose‍ CHAdeMO customers, they will easily make up ⁤for it with CCS2 customers.​ However, this presents equity concerns, particularly for those with older Japanese vehicles who rely on fast charging in public places. Some argue that there should be‍ policy interventions ⁤to ensure a ‌fraction⁣ of plugs at grant-funded⁢ charging stations are‌ CHAdeMO. The​ ACT branch of⁢ the Australian Electric Vehicle Association currently recommends that 25% of DC ⁣fast charging plugs​ in the ACT be CHAdeMO, but this figure is likely to decrease as the number of chargers grows and older Japanese ⁣vehicles are phased ⁢out.

In conclusion, it is time to start planning for​ a future ‍without CHAdeMO. While it was once a dominant fast charging standard,⁤ CCS2 has now become the preferred choice for EVs in ⁣Australia. Charging networks are adapting to this change, but considerations must be made to ensure equitable access to charging infrastructure for all EV owners.
Title: Could⁤ this be the end of CHAdeMO, the Japanese EV‍ charging standard?


CHAdeMO, the ⁤widely recognized ⁤Japanese electric‍ vehicle (EV) charging standard,⁣ has‌ been ‌a dominant player in the‌ EV charging infrastructure ⁢domain for years. However, ​recent discussions within the automotive industry suggest that CHAdeMO’s reign may be coming to an end. ⁤As ‍new charging standards emerge, this article aims to examine⁢ the challenges CHAdeMO faces and whether its future ​is under threat.


CHAdeMO,​ an ‌acronym for “CHArge⁤ de MOve,” was developed primarily by Japanese automobile manufacturers ⁢in ⁤2010. ⁤Known for its ⁤high-power ⁢DC⁣ fast charging capabilities, CHAdeMO chargers have⁢ been widely deployed worldwide, ⁤particularly among Japanese EV manufacturers such as Nissan, Mitsubishi, and Subaru. Over⁣ time, it has‍ gained popularity‍ and ⁤has become one ​of the most ⁤prevalent charging‌ standards ‍globally.

Emerging Rivals

One of‍ the primary threats to CHAdeMO’s dominance is the Combined Charging System (CCS),‌ developed ⁢by a consortium ‌of​ European and North ‌American automakers, including Volkswagen, BMW, and General Motors. CCS, utilizing a single-port ​design, allows for both AC and DC charging without the need for multiple connectors.⁢ Its compatibility with various power levels⁣ and ‌its ​ability to charge ⁣both EVs ​and plug-in hybrid vehicles have ⁣made ⁢CCS an appealing alternative to CHAdeMO.

Furthermore, Tesla’s ‌Supercharger⁢ network poses another challenge to CHAdeMO. Although⁢ the Supercharger network is proprietary to Tesla vehicles, it​ has expanded‌ considerably and now boasts more than⁤ 25,000 charging ‌points globally. Its‌ ability to provide fast charging to Tesla owners at desirable locations has attracted many ⁤EV enthusiasts.

The Challenge for CHAdeMO

The key challenge for CHAdeMO is the lack of support and adoption by non-Japanese automotive manufacturers. The majority of European carmakers favor the CCS standard, leading to a limited number ⁢of CHAdeMO-compatible ‍EV models being sold in‍ Europe. Similarly, American car manufacturers tend to stick with​ the CCS standard, focusing their efforts on developing ⁣fast-charging infrastructure based on the CCS architecture.

Additionally, the advent of advanced battery technologies has resulted⁣ in⁣ EVs with‍ larger battery capacities, enabling longer ranges. The demand for faster charging times has increased, and CCS has shown greater‌ compatibility with ultra-fast charging capabilities,‌ while CHAdeMO’s higher-powered chargers have not been‍ as widespread. Consequently, this has ‍led ⁤to‍ car manufacturers leaning towards CCS to​ cater to ‍this growing ⁣need for faster ⁤charging.


Though ⁤CHAdeMO has a significant presence in Asia, ⁤recent developments within the ​EV industry suggest a potential decline in its dominance on a global scale. With the widely ‍accepted CCS charging standard growing‌ in popularity outside Japan and the rise of Tesla’s Supercharger ‍network, it is becoming ‌evident that CHAdeMO may be facing its most significant challenges to date.

To remain relevant, CHAdeMO must⁣ respond ​to‌ changing industry dynamics by collaborating with​ other charging standards and increasing its compatibility with fast-charging technologies. While ⁤it may‍ be ‌too⁤ early to predict the extinction of CHAdeMO, the threats it faces necessitate a proactive approach to secure its long-term‌ viability.

As ⁤the electric mobility ‌market continues to grow and ⁤evolve, it ⁣is imperative⁢ for charging standards to adapt and cater ‍to the evolving needs of‌ consumers‌ and automakers alike. While ⁤CHAdeMO’s future hangs in the balance, its ability to adapt to emerging technologies and foster partnerships may ultimately decide ⁢whether⁢ it can retain its position as a prominent EV charging ⁤standard or face potential obsolescence.