Release date: March 9th 2026

As Canada prepares for the potential entry of electric vehicles (EVs) manufactured in the People’s Republic of China (China), the federal government faces a near-term interoperability risk related to vehicle charging connectors. Many Chinese EVs use charging standards, most notably GB/T or CCS2, that are incompatible with Canada’s existing charging infrastructure, which is built around CCS1 and NACS (SAE J3400). CCIC recommends an immediate requirement that imports use either CCS1 or NACS (SAE J3400) connectors and medium-term regulation regarding charging connectors used by EVs in Canada to support EV user experience and provide clarity for EV charging operators in Canada.

Without a clear federal policy signal, Canada risks introducing multiple, incompatible charging standards into the market, which would likely result in a highly negative user experience by drivers who purchase the imported EVs, would increase costs for charging networks, slow the deployment of charging infrastructure and EV adoption, and reduce customer confidence in charging. This brief provides background on the risks of having EVs imported with incompatible charging connectors, and recommends that Canada establish connector requirements for imported Chinese EVs, both as an immediate condition of Global Affair Canada’s import permit requirements under Customs Notice 26-05 ^[1] (or subsequent related notices) and in the longer term as a durable regulatory signal through regulation.

Charging Connectors in Canada and Interoperability Risks with Chinese EVs

At present, Canada does not have a regulated charging connector standard, relying instead on market forces. While this has been sufficient in the past, the imminent prospect of Chinese EV imports changes the risk profile and warrants regulatory intervention.

Canada’s EV charging ecosystem has developed around two dominant connector standards^[2]:

• Combined Charging System Type 1 (CCS1)
• North American Charging Standard (NACS / SAE J3400)

These standards underpin virtually all existing public charging infrastructure in Canada^[3]. Further, market convergence has accelerated in recent years following the release of NACS as a published industry standard, with many OEMs announcing plans to transition from CCS1 to NACS to improve interoperability.

By contrast, most Chinese EV manufacturers rely on GB/T, a charging standard used domestically in China, or CCS Type 2 (CCS2), the regulated charging standard in Europe. Both charging standards are not compatible with Canada’s EV charging infrastructure network.

Driver related interoperability risks

The introduction of additional, incompatible vehicle charging connector standards into the Canadian market would have negative impacts on drivers, infrastructure providers, and Canada’s broader EV goals. From a consumer perspective, connector fragmentation is likely to create significant frustration and uncertainty about where vehicles can charge, further complicating the EV ownership experience. This type of connector confusion risks undermining consumer confidence at a critical moment for market growth and could discourage EV adoption, putting Canada’s EV sales targets and related industrial objectives at risk.

Safety- and infrastructure damage-related interoperability risks

Incompatible connectors increase safety and infrastructure risks. Where vehicles are not natively compatible with existing charging stations, EV owners typically rely on adapters to access infrastructure. The use of uncertified adapters introduces potential risks of equipment failure, electrical faults, personal injury and property damage^[4]. At scale, these risks could also increase wear on charging infrastructure and raise operational and liability concerns for charging station operators.

While there are adapters for GB/T to NACS or CCS1, or CCS2 to NACS or CCS 1 available for purchase, there are no recognized safety standards for their design and implementation, creating safety and infrastructure risk. It is also important to note that the different charging systems (e.g. CCS1, CCS2 CHAdeMO, GB/T) have different physical, electrical, and safety requirements and in some cases communication protocols, resulting in incompatibility and failure for drivers and charging infrastructure operators if adapters are used improperly. For example, a particularly dangerous situation could occur if a NACS to CCS2 or GB/T adapter meant for AC stations is used on a DC station. While natively, NACS serves as both DC and AC charging, separate adapters from CCS2 or GB/T are needed for AC and DC charging. A situation where an AC adapter is being used for DC charging could lead to significant property damage and safety risks.

It should also be noted that while there is a harmonized Canadian and US safety standard for vehicle inlet charging connectors for NACS and CCS1 – UL 2251 / CSA-C22.2 No. 282-17^[5]– to our knowledge, there is no vehicle with CCS2 or GB/T with such certification.

The Mexico Experience is a Cautionary Example

The experience in Mexico provides a cautionary example. In the absence of federal regulation, multiple charging standards (CCS1, CCS2, GB/T, NACS) have entered the market simultaneously. According to a recent op-ed in Electric Autonomy Canada^[6], this has resulted in:

• Consumer confusion over where vehicles can charge;
• Higher costs for charging networks forced to install multi‑cable chargers; and
• Safety risks associated with poor‑quality adapters and equipment.

CCIC’s Policy Recommendations

1. Near‑Term Measure: Connector Compatibility as a Condition of EV Import Permit

As of March 1, 2026, the Export and Import Permits Act (EIPA) Import Control List is amended to include electric vehicles originating from the People’s Republic of China and shipment‑specific import permits issued by Global Affairs Canada will be required for these vehicles to enter Canada. This new import control framework creates a clear and timely policy lever to address charging interoperability at the border, before incompatible vehicles are introduced into the Canadian market.

CCIC recommends that Global Affairs Canada require that all Chinese‑origin EVs imported into Canada be required to be equipped with either CCS1, or NACS (SAE J3400) as a condition of the shipment-specific import permit indicated as an amendment to Customs Notice 26-05.^[7]

This requirement would ensure that vehicles entering Canada are immediately compatible with the existing charging infrastructure and would prevent the introduction of new, incompatible connector standards. It would still promote competition by allowing importers to choose which standard they adopt.

2. Durable Policy Marker: Connector Requirements in Vehicle Regulation

For longer‑term certainty, Canada should establish a vehicle charging connector requirement that, through regulation, would require all EVs to be compatible with CCS1 or NACS. This could be achieved through:

• Motor Vehicle Safety Regulation under Transport Canada, or
• Vehicle GHG regulations, developed in coordination with Environment and Climate Change Canada

Embedding connector requirements in regulation would:

• Prevent future fragmentation of charging standards;
• Reduce the risk of stranding public and private investments in charging infrastructure; and
• Provide regulatory clarity to automakers, charging providers, and consumers.

This approach aligns with industry preferences to avoid introducing European or Chinese connector standards into Canada, which are unsupported by the existing infrastructure base and risk undermining the EV user experience.

Conclusion

Canada has made significant investments in EV charging infrastructure and has signaled a clear commitment to electrified transportation. Allowing the introduction of multiple new and incompatible charging standards through imported vehicles would create unnecessary cost, confusion, and risk at a critical moment in the EV transition.

^[1] Customs Notice 26-05: Permit requirement to import Chinese-made electric vehicles to Canada

^[2] There is a third charging connector that had been used in Canada in the past called CHAdeMO; however, this connector is being phased out.

^[3] NRCan database (nrcan.gc.ca/energy/transportation/personal/20487#/find/nearest) and Paren EV Fast Charger Report (https://www.paren.app/reports/canadian-ev-fast-charging-q4-2025).

^[4] Concerns about the use of uncertified adapters with the current infrastructure in North America are currently being flagged by CharIN. Introducing additional connector types will only add risk. The Charging Interface Initiative (CharIN) Inc. serves as a leading industry association bringing CharIN’s global approach to decarbonization through the electrification of North American transport.

^[5] CSA Group https://www.csagroup.org/article/the-role-of-codes-and-standards-in-electrifying-the-transportation-sector/?srsltid=AfmBOorPiHLlOz0uKC2BZSC7h0IOGlP4G1_9t4mtlSsymngvv8Ghd3g3

^[6] James Carter in Electric Autonomy https://electricautonomy.ca/opinions/2026-02-12/chinese-evs-gb-t-canada-charging-standards/

^[7] https://www.cbsa-asfc.gc.ca/publications/cn-ad/cn26-05-eng.html