Voldt® Portable OCPP Charger

Type 1 (SAE J1772) is a charging plug used mainly on older Asian and American electric cars. In the UK the familiar examples are the first-generation Nissan Leaf, built in Sunderland, and the Mitsubishi Outlander PHEV, for years the country's best-selling plug-in. The plug has five pins and supports single-phase AC charging only, up to 7.4 kW, though in practice many of these cars charge slower, typically at 3.3 or 6.6 kW.

Because UK homes are single-phase as standard, that 7.4 kW ceiling costs you nothing at a domestic wallbox. Type 2 has replaced Type 1 across Europe, but plenty of cars with a Type 1 inlet are still on the road.

Every public charge point in the UK uses a Type 2 socket, so you need a Type 1 to Type 2 charging cable. Voldt® manufactures these cables in house in Europe, CE, UKCA and TÜV certified, IP67 rated and available in several lengths.

Type 2, standardised as IEC 62196-2 and often called Mennekes after the German manufacturer that developed it, is the European standard for AC charging. Virtually every new electric car sold in Europe has a Type 2 inlet, and every public AC charge point uses it. The connector has seven pins and handles both single-phase and three-phase supply, with public posts and home chargers delivering up to 22 kW.

Voldt® makes Type 2 to Type 2 cables in four ratings: 3.7 kW (single-phase 16A), 7.4 kW (single-phase 32A), 11 kW (three-phase 16A) and 22 kW (three-phase 32A).

Choosing between them catches people out here, because UK homes are single-phase. The rating describes the conductors, not a limit your car imposes. An 11 kW cable carries 16A per phase, so on a single-phase wallbox it tops out at 3.7 kW. A 22 kW cable carries 32A, which on that same wallbox gives you 7.4 kW. So for a car that draws 32A on a single phase, and most 11 kW cars do, the 22 kW cable is the right buy in the UK. A few models are strictly 3×16A and stay at 3.7 kW either way, so it is worth checking your car's spec.

Type 2 cables come in lengths from 2 to 40 m, IP67 rated, CE, UKCA and TÜV certified with a 3-year warranty.

Type 3, properly Type 3C, was developed in 2010 by the EV Plug Alliance, a partnership of Schneider Electric, Legrand and Scame. Its defining feature was the shutters covering the live contacts, required at the time by French and Italian safety rules on low-voltage sockets to protect children. It carried up to 22 kW AC at 32A, on 230 or 400 volts. A smaller Type 3A variant existed for light vehicles such as scooters.

One point is widely misunderstood: Type 3C sat on the charging post, not on the car. Vehicles kept Type 2 or Type 1 inlets, and Renault supplied first-generation Zoe owners with a cable tipped with a 3C plug, which is why the two are so often associated.

The EU settled on Type 2, and every new post uses it. Where an old 3C socket remains, a Type 2 to Type 3 cable still gets you charging.

Charging connectors fall into two groups: those built for EVs, and ordinary power outlets you can charge from with the right cable.

• Type 2 is the European standard, single-phase or three-phase, up to 22 kW on public AC posts and home chargers. Virtually every new EV sold in Europe uses it.
• CCS2 is the DC rapid connector, a Type 2 shape with two extra pins below. Its cable is permanently attached to the charger, so there is nothing to buy. Some older Japanese cars use CHAdeMO instead.
• Type 1 is the older single-phase inlet on earlier Asian and American models, including the Sunderland-built first-generation Nissan Leaf and the pre-2022 Outlander PHEV, up to 7.4 kW. A Type 2 to Type 1 cable covers public posts.
• Type 3 was a shuttered socket fitted to charging posts rather than cars. Some older French and Italian posts still have one.
• Type G, the British three-pin socket, charges at up to 13A, around 2.8 kW. On the continent you meet the Schuko socket, good for 16A and 3.7 kW.
• Blue CEE, the 16A commando socket on campsite hook-up posts, gives 3.7 kW.
• Red CEE is three-phase, 11 kW at 16A and 22 kW at 32A, found in workshops, farm buildings and event sites.

Every Voldt® portable charger has adjustable current and a thermal sensor in the plug.

The difference between the male and female sides of an EV charging cable plug lies primarily in their intended connection points and technical design. The male side of the cable, often referred to as the charging station plug, is the end that connects to the EV charging point or wallbox. This side typically has exposed pins that deliver power and communication signals. The female side, commonly called the vehicle connector, is designed to plug into the electric vehicle's charging port and features recessed contacts to enhance safety.

Both sides conform to international standards like IEC 62196-2 (commonly known as Type 2 in Europe), but their configuration and purpose are not interchangeable. The female vehicle connector includes several safety mechanisms such as proximity detection and locking pins, which ensure a secure and tamper-proof connection with the car. In contrast, the male plug lacks these vehicle-specific features but is optimized to fit the infrastructure side of the charging interface.

This male/female distinction is also critical for regulatory and safety reasons. It prevents users from connecting two cables together to create an unauthorized extension, which could lead to overheating, communication errors, or electrical hazards. By ensuring the cable only connects from the station to the car in one direction, the EV charging system maintains proper current flow, grounding, and handshake protocols, which are essential for safe and efficient charging.

In Europe, yes, with one caveat. Type 2 is the continent-wide standard for AC charging, so a Type 2 cable works with any EV that has a Type 2 inlet, which covers virtually every car sold new in Europe since around 2014. Both ends of the cable use the same connector shape, and the car's onboard charger automatically negotiates the correct charging rate with the cable and the station, so there is no risk of mismatching.

The exception is older vehicles with a Type 1 (J1772) inlet, found on some earlier Japanese and American imports. These require a Type 1 to Type 2 adaptor cable rather than a standard Type 2 cable. If you are unsure which inlet your car has, the charge port flap will show it clearly: Type 2 has a flat-topped, seven-pin connector shape; Type 1 is rounded with five pins.

Type 1 (SAE J1772) is a charging plug used mainly on older Asian and American electric cars. In the UK the familiar examples are the first-generation Nissan Leaf, built in Sunderland, and the Mitsubishi Outlander PHEV, for years the country's best-selling plug-in. The plug has five pins and supports single-phase AC charging only, up to 7.4 kW, though in practice many of these cars charge slower, typically at 3.3 or 6.6 kW.

Because UK homes are single-phase as standard, that 7.4 kW ceiling costs you nothing at a domestic wallbox. Type 2 has replaced Type 1 across Europe, but plenty of cars with a Type 1 inlet are still on the road.

Every public charge point in the UK uses a Type 2 socket, so you need a Type 1 to Type 2 charging cable. Voldt® manufactures these cables in house in Europe, CE, UKCA and TÜV certified, IP67 rated and available in several lengths.

Type 2, standardised as IEC 62196-2 and often called Mennekes after the German manufacturer that developed it, is the European standard for AC charging. Virtually every new electric car sold in Europe has a Type 2 inlet, and every public AC charge point uses it. The connector has seven pins and handles both single-phase and three-phase supply, with public posts and home chargers delivering up to 22 kW.

Voldt® makes Type 2 to Type 2 cables in four ratings: 3.7 kW (single-phase 16A), 7.4 kW (single-phase 32A), 11 kW (three-phase 16A) and 22 kW (three-phase 32A).

Choosing between them catches people out here, because UK homes are single-phase. The rating describes the conductors, not a limit your car imposes. An 11 kW cable carries 16A per phase, so on a single-phase wallbox it tops out at 3.7 kW. A 22 kW cable carries 32A, which on that same wallbox gives you 7.4 kW. So for a car that draws 32A on a single phase, and most 11 kW cars do, the 22 kW cable is the right buy in the UK. A few models are strictly 3×16A and stay at 3.7 kW either way, so it is worth checking your car's spec.

Type 2 cables come in lengths from 2 to 40 m, IP67 rated, CE, UKCA and TÜV certified with a 3-year warranty.

Yes, the Voldt® Type 2 to Type 1 adapter is specifically designed to allow Type 1 electric vehicles to charge at European Type 2 charging stations. Most public AC charging stations in Europe are equipped with a Type 2 socket (Mennekes), which is the standard across the EU. If you own a Type 1 EV — typically found in older Japanese or American models such as the Nissan Leaf (pre-2018) or Mitsubishi Outlander PHEV — this adapter is essential to ensure compatibility with European infrastructure.

The adapter features a female Type 2 (inlet) connector on one end and a male Type 1 (plug) connector on the other. It supports single-phase charging, which is compatible with the charging systems of Type 1 vehicles, and usually delivers up to 7.4 kW (32A at 230V). This makes it suitable for nearly all AC public and private charging stations across Europe, where power supplies typically range from 16A to 32A on a single phase. The adapter is CE and TÜV certified, water- and dust-resistant (IP54 when connected), and manufactured in Europe with premium materials for durability and safety.

Before using the adapter, ensure your vehicle’s onboard charger supports the same charging capacity as the adapter — most Type 1 EVs are limited to 3.7 kW or 7.4 kW. Also, note that the adapter is not compatible with DC fast chargers (like CCS or CHAdeMO). For everyday AC charging across Europe, however, the Voldt® Type 2 to Type 1 adapter offers a highly reliable and safe solution, making it easier to travel or relocate with a Type 1 vehicle in a predominantly Type 2 infrastructure.

In Europe, yes, with one caveat. Type 2 is the continent-wide standard for AC charging, so a Type 2 cable works with any EV that has a Type 2 inlet, which covers virtually every car sold new in Europe since around 2014. Both ends of the cable use the same connector shape, and the car's onboard charger automatically negotiates the correct charging rate with the cable and the station, so there is no risk of mismatching.

The exception is older vehicles with a Type 1 (J1772) inlet, found on some earlier Japanese and American imports. These require a Type 1 to Type 2 adaptor cable rather than a standard Type 2 cable. If you are unsure which inlet your car has, the charge port flap will show it clearly: Type 2 has a flat-topped, seven-pin connector shape; Type 1 is rounded with five pins.

Charging power is measured in kilowatts, and three things determine it: voltage, current in amps, and the number of phases. Voltage × amps × phases = power. The European grid supplies 230 volts per phase, so single-phase at 16A gives around 3.7 kW, while the same 16A across three phases gives 11 kW.

The four common AC configurations are 1-phase 16A (3.7 kW), 1-phase 32A (7.4 kW), 3-phase 16A (11 kW) and 3-phase 32A (22 kW). UK homes are single-phase, so 3.7 and 7.4 kW are the figures that apply on your driveway. The three-phase ratings belong to public posts and commercial premises.

Actual speed is set by the weakest link: post, cable and your car's onboard charger. A useful rule of thumb is battery capacity divided by charging power, so a 60 kWh battery at 7.4 kW takes roughly eight hours from nearly empty.

One detail worth checking on your own car: most 11 kW cars draw 32A on a single phase and reach 7.4 kW, but some are strictly 3×16A and stay at 3.7 kW whatever cable you fit.

Rapid chargers bypass the onboard charger and feed the battery with DC directly, which is how they reach far higher figures.

Yes, you can use a three-phase EV charging cable in a single-phase charging box, but the charging speed will be limited to the capabilities of the single-phase system. The cable will simply use one of the three phases for power transmission, while the other two remain inactive. This setup is electrically safe and commonly supported by both EVs and charging stations, provided that the connectors and standards (typically Type 2 in Europe) are compatible.

From a technical perspective, a three-phase charging cable—such as a Voldt® 22 kW Type 2 kabel—is built to handle up to 32A per phase across three phases, giving a maximum of 22 kW charging capacity. When connected to a single-phase outlet or wallbox, however, the power is limited to just one phase. This means you’ll get a maximum of 7.4 kW (32A x 230V) if the installation supports it. The cable’s internal wiring and pins will safely carry the single-phase load, as they are designed to support higher loads across more conductors.

It's also important to consider that while the cable itself is compatible, your EV and the onboard charger must also support charging over a single phase. Most European EVs do, but some older or imported models might have limitations. Additionally, the wallbox must be designed to signal correctly over a Type 2 interface and must comply with standard communication protocols (IEC 61851). If all devices in the chain are compliant and properly installed, you can use a three-phase cable in a single-phase environment without any issues.

The steps between 8A and 16A for a mobile charging cable are: 8A, 10A, 13A, and 16A. These are standard settings on adjustable mobile charging cables, such as those from Voldt®, allowing you to adapt the charging power to the available power supply and location.

Why are these steps selected?

Each step (8A, 10A, 13A, 16A) corresponds to common circuit breaker levels and domestic grid standards across Europe. 8A is the most conservative option and is useful for older installations. 10A is a moderate step that fits most household sockets. 13A is common in the UK, where plugs are fused at 13A. The 16A setting offers the fastest charging rate where a dedicated circuit or heavy-duty socket is available.

Practical use of adjustable current levels

Adjustable charging cables like the Voldt® Type 2 mobile charging cable allow manual or digital selection of current. This is essential when charging at locations with limited power or shared circuits. Lower current avoids tripping breakers, while 16A enables faster charging if the grid can handle it.

Safety and compatibility

Correct current settings are crucial for safe charging. Voldt® charging cables include thermal sensors and overload protection, and they shut off automatically in unsafe conditions. Make sure the selected current matches your electrical system, and check if you're on a 1-phase or 3-phase setup. Some countries have different rules for 16A connections, so always verify local requirements.

For most people, yes. Ten hours at 2.8 kW gives around 28 kWh, roughly 160 km at typical consumption. Danish drivers average just under 40 km a day, so a single night on the socket covers three to four days of driving. With a plug-in hybrid, 2.8 kW fills the battery several times over in one night. If you drive long distances daily, a wallbox is the right choice, and this charger is still the one that lives in your boot.

Your car is not the limiting factor here. Every EV on sale has an onboard charger rated well above 2.8 kW, so the socket sets the pace, not the vehicle, and the charger delivers the same output regardless of what you drive. Expect somewhat less range per session in hard frost, since part of the energy goes to warming and conditioning the battery rather than filling it. Scheduling the session in the app so it finishes close to your departure time helps here: the car comes off the socket with a warm battery, which improves both range and comfort on the first few kilometres.

It depends entirely on whether you're using AC or DC. At a 7 kW home wallbox, a typical 60 kWh battery takes roughly 8-9 hours from near-empty to full: overnight, in other words. At a 50 kW rapid charger, the same battery reaches 80% in around 45 minutes. At a 150-350 kW ultra-rapid charger, some cars can add 200 miles of range in under 20 minutes. The vast majority of your charging happens on AC overnight, which is why the cable you carry matters more than the rapid charger you occasionally visit.

Charging an electric car typically consumes as much electricity as the size of its battery in kilowatt-hours (kWh), with some additional overhead due to energy loss during charging. For example, fully charging an electric vehicle (EV) with a 60 kWh battery generally requires about 60 kWh of electricity. At an average electricity tariff of €0.22 per kWh, this results in a charging cost of approximately €13.20. However, actual electricity consumption may vary depending on a number of technical and environmental factors.

Here are the key factors that influence electricity usage when charging an EV:

• Battery capacity: Most EVs have batteries ranging from 35 kWh (e.g. Renault Zoe) to over 100 kWh (e.g. Tesla Model S Long Range). The larger the battery, the more electricity is needed to charge it fully.
• Charging efficiency: Energy losses of 5–15% can occur during AC or DC charging due to heat and conversion losses, meaning that you may need to draw more energy from the grid than the battery’s rated capacity.
• State of charge and usage pattern: If you usually charge from 20% to 80%, you will consume less energy per session than a full cycle from 0% to 100%. Preconditioning and battery temperature management can also affect consumption.

For a more accurate estimation, consider the following:

• Multiply your battery capacity (in kWh) by 1.05–1.15 to account for charging losses.
• Check your local electricity rate (per kWh) to calculate charging costs.
• Use smart charging solutions or mobile chargers like those from Voldt® to improve efficiency and track consumption precisely. These offer compatibility with household sockets or industrial power outlets and come with integrated safety features to reduce energy waste.

By understanding your vehicle's battery size and charging habits, you can make informed decisions about electricity usage, costs, and optimal charging methods.