Voldt® Portable EV charger commando plug | 3 phase | 8A - 32A | 22kW + APP

Schuko is the earthed wall socket used across most of continental Europe, including Germany, the Netherlands, France and Spain. The name comes from the German Schutzkontakt, meaning protective contact, and it supplies 230 volts single-phase. British homes use the BS 1363 three-pin socket instead, so Schuko is something UK drivers meet abroad rather than at home.

Charging from a wall socket is done with a portable charger, a Mode 2 cable. The charger supplied with the car is locked at around 10 A whatever you plug it into. The Voldt® 3-pin granny charger is adjustable across 8, 10 and 13 A, so it draws up to 2.8 kW where your socket and circuit allow it, and steps down where they do not.

Both versions carry a thermal sensor in the plug. Heat build-up is the real consideration when a socket rated for intermittent use is asked to deliver hours of continuous charging, so the charger monitors the temperature at the plug and adjusts the charging current accordingly. Choose a lower setting in an older property, have the socket checked by a qualified electrician so you can charge at full current with confidence, and never charge through an extension lead or a cable reel.

Crossing the Channel changes the plug and nothing else: the Schuko version of the same charger reaches 16 A, around 3.7 kW, on continental sockets. Both sit in the Voldt® portable charger range, which spans lengths from 5 to 20 m, CE, UKCA and TÜV certified, IP67 rated and covered by a 3-year warranty.

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 G (officially BS 1363) is the British wall plug with three rectangular pins, used here and in Ireland, Malta and Cyprus. Its distinctive feature is the BS 1362 cartridge fuse built into the plug itself, rated at 13A maximum. That caps charging at up to 2.8 kW, which adds roughly 15 km of range per hour, so an overnight charge gives you around 150 km.

Charging from a wall socket is done with a portable charger, a Mode 2 cable. The Voldt® 3-pin granny charger is adjustable across 8, 10 and 13A, and a thermal sensor in the plug monitors the temperature at the connection and adjusts the current accordingly. Most UK sockets sit on a ring final circuit shared with other outlets, so have the socket checked by a qualified electrician if you charge on it regularly, and never charge through an extension lead or a cable reel.

For faster charging, a Type 2 cable covers public charge points and home wallboxes. All Voldt® chargers and cables are CE, UKCA and TÜV certified, IP67 rated and covered by a 3-year warranty.

CEE plugs (IEC 60309) are the rugged industrial connectors you recognise by their colour: blue for single-phase 230 volts, red for three-phase 400 volts. You'll know the blue one as the 16A commando socket on a campsite hook-up post, where it delivers up to 3.7 kW. Red goes considerably further: 11 kW at 16A and 22 kW at 32A.

Domestic three-phase is rare in the UK, so red CEE usually means a workshop, farm building, unit or event site. Where you find one, a portable charger turns it into charging as quick as a public AC point. The blue CEE charger covers campsites and single-phase sockets, while the red versions deliver 11 kW or 22 kW.

All three are adjustable from 8A upwards, so you set the current to match the supply. Voldt® connectors are IP67 rated and built for repeated outdoor use, 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.

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.

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.

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 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.

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.

Mode 2 charging is a method where an electric vehicle (EV) is charged using a standard household socket or a reinforced industrial socket, with a special charging cable that provides limited communication and safety features. It is mainly intended as a solution for situations where a charging station is not available.

Features of Mode 2 Charging:

1. Charging via a standard or industrial socket
2. Limited safety with standard sockets
3. Charging speed depends on the connection
4. Easy setup, but not always ideal for daily use

Advantages of Mode 2 Charging:

✔️ Simple and widely available, as most homes have power sockets.
✔️ No charging station installation required, making it ideal for occasional charging.
✔️ With a three-phase power connection (CEE 400V), it can charge as fast as Mode 3.
✔️ Useful as a backup option or in locations without a charging station.

Disadvantages of Mode 2 Charging:

❌ Very slow with a standard household socket.
❌ Standard sockets can overheat, making them less safe for regular use.
❌ No smart charging features, such as load balancing or scheduled charging, when using standard sockets.

Comparison with Other Charging Modes:

• Mode 1: No communication between the power source and the vehicle (outdated and not recommended).
• Mode 3: Charging via a charging station or wallbox, with advanced communication and up to 22 kW power.
• Mode 4: DC fast charging via a fast-charging station (e.g., CCS or CHAdeMO), often up to 350 kW.

Mode 2 charging is a practical solution for charging an EV, particularly when a charging station is unavailable. With a standard socket, it is slow and less safe, but with a three-phase power connection (CEE 400V), Mode 2 can charge just as fast as Mode 3. 🚗⚡

Mode 3 charging for an electric vehicle (EV) is a charging method where the EV is charged via a dedicated charging station or wallbox, with controlled and secure communication between the car and the charging point. It is the most commonly used and recommended way to charge at home and at public charging stations.

Key Features of Mode 3 Charging:

1. Direct connection to a charging station
2. Safety and Intelligence
3. Charging Power
4. Smart Charging

Advantages of Mode 3 Charging:

✔️ Faster charging than a standard household socket (Mode 2).
✔️ Ensures safety with built-in communication and protection mechanisms.
✔️ Efficient energy management with smart charging functionalities.

Comparison with Other Charging Modes:

• Mode 1: No communication between the power source and the vehicle (an outdated and not recommended method).
• Mode 2: Charging via an electrical socket using a special cable where a computer in the cable handles the communication.
• Mode 4: DC fast charging (e.g., CHAdeMO or CCS) where direct current is supplied straight to the battery, often up to 350 kW.

In summary, Mode 3 is the standard and recommended method for daily EV charging, especially at home and public charging points. 🚗⚡