CCS2 retrofits: what to install on Model 3/Y and on Model S/X

A CCS2 retrofit is added or reflashed hardware that lets a Tesla charge at European CCS2 DC stations. In the Belarusian owner community the word almost always means one part: the charge port control module with a PLC modem that negotiates with the station over the CCS protocol (#164830, #323409). The car keeps its port, and the station plug goes in through an adapter. The retrofit handles the protocol, the adapter only the mechanical fit, and fast charging needs both (#317756).

What a CCS retrofit is and who needs it

A retrofit is needed by cars that cannot talk to a DC station over CCS on their own:

• US-market Model 3/Y built before roughly October 2020 (some 2021 cars also arrive without CCS support);
• US-market Model S/X before the Palladium refresh, if the menu shows no CCS support (#198224);
• European Model S/X built before May 1, 2019: they have a Type 2 port, and for CCS2 Tesla sold an official CCS upgrade (a new module plus an adapter).

No retrofit is needed for:

• European Model 3/Y: CCS2 has been fitted at the factory since the first 2019 deliveries;
• European Model S/X built after May 1, 2019: the official CCS2 adapter is enough (Electrek);
• US-market cars with factory CCS support (Model 3/Y usually from 2022): a NACS-to-CCS2 adapter is enough.

Chinese-market cars with a GB/T port are a separate case: either an expensive and not very reliable adapter or a port swap (#130655). More in the CN, US and EU market comparison.

Will a Tesla fast charge without a retrofit?

A European Model 3/Y and a European S/X built after May 2019 will. A US-market car without CCS support will not: plug a CCS2 gun into an adapter without a retrofit and nothing happens, neither fast nor slow charging (#258134, #469634). Without a retrofit you are left with:

• AC through Type 2. A NACS-to-Type 2 or combo adapter usually gives up to about 7 kW on one phase, with no retrofit needed (#317761, #232140). What current and how many phases you need at home is covered in the home charging guide.
• CHAdeMO. A CHAdeMO adapter works out of the box (#445647, #209292), but it is expensive, sometimes dies without warning, and the standard is disappearing from stations (#314017, #41010).
• NACS cables at Belarusian stations do not help. They run the same CCS protocol in a different plug, so a car without a retrofit cannot charge on them either (#482205, #219990).
• Superchargers in Europe. A US module with CCS only starts on old V2 sites with two cables per stall; V3/V4 need a European module (#298054, #317593, #410456). In 2026 Tesla is also switching off Supercharger access for US cars in Europe; see the guide to charging a US Tesla in Europe.

How to check whether your car needs a retrofit

1. In the car, open Controls > Software > Additional Vehicle Information and find CCS Adapter Support. "Enabled" means an adapter is enough; "Not installed" means you need a retrofit (Drive Tesla Canada, #64752). Older Model S can also show "Not eligible": a standard retrofit won't work, usually because of a gen1 charger (#77326, #77330).
2. After a European module is installed, this line may disappear altogether. That is normal and does not by itself mean CCS isn't working (#48725, #298164).
3. A rule of thumb for US-market 3/Y: before about October 2020 a retrofit is almost always needed; 2021 is a lottery, and the chat has seen 07/2021, 09/2021 and 12/2021 cars without CCS support (#64730, #64734, #460491, #232036); such cars may carry a cut-down 80-B module without CCS support, not to be confused with 82-B (#460391); from 2022 an adapter is usually enough (#161509, #493973).

Model 3/Y

European 3/Y come with a built-in CCS2 port from the factory (all deliveries since 2019): they need no adapter, activation, or retrofit. Retrofitting is relevant for US imports (NACS port): a CCS2→NACS adapter (~$80–150) or swapping the charge port/PLC module for a European one; cars built before ~10.2020 additionally need a charge port ECU retrofit (Gen4).

How it is installed now. Recent firmware has simplified the procedure: on the Model 3/Y and on the 2018 Model S the config no longer has to be written. It is enough to lift the rear seat, plug in two connectors and run a software reinstall, and the car picks the retrofit up by itself, roughly an hour of work. The config still has to be edited only on older S/X. Some shops still bill the old way, around $100 for a "config write" that is no longer part of the procedure (#462709, #462712, #462731, #462764).

Owners who fitted the module themselves describe it like this: unscrew the old board, move the connectors to the new one, reboot the car and run the reinstall (#449678, #496569). If the menu does not offer a reinstall, a factory reset makes it available (#355856). For everyday life with a US port in Europe (AC, DC, Superchargers, adapters) see the US Tesla in Europe charging guide.

Which Model 3/Y module to fit: 82-B, 00-B or 20-B

Three module part numbers come up in the chat. All of them fit the stock location; they differ in protocol, Supercharger support and CHAdeMO:

Even with a European module, Supercharger access for a US car in 2026 is not guaranteed (#455802). Chinese copies of the modules are $20–30 cheaper than the original, but the chat links them to odd errors and sudden failures and advises buying a genuine Tesla module (#262063, #486735).

Model S/X (EU)

An official CCS2 retrofit is available (connector/module kit). For older S/X, pick the kit by VIN/year.

The kit is chosen by charger unit, not by battery (75/90/100 makes no difference): the charger changed after 06/2016, and the retrofit version depends on exactly that. Which one you have is visible on the sticker under the rear seat. The units differ between S/X and 3/Y, there are EU/US revisions, and pre-facelift versus facelift differ in wiring (#459697, #459699). First-generation cars (Model S 2014) may carry a gen1 charger that cannot do CCS at all, and then the retrofit also means replacing the charger unit (#482196, #482197).

Model S/X CCS upgrade kit: official vs aftermarket

Official CCS upgrade (European S/X). Tesla offered it for cars built before May 1, 2019: the service center replaces the module and supplies a CCS2 adapter that plugs into the stock Type 2 port. In 2019 the upgrade cost €500; in August 2020 the price dropped to €299 including the adapter, and Tesla quoted up to about 142 kW afterwards (electrive). A case from the chat: a European Model S retrofitted at the Tesla service center in Warsaw in 2024 for €280 including the adapter, one hour of work (#51762, #57719); on a 120 kW station in Minsk the car then took up to 98 kW (#51737). Cars built after May 2019 only need the adapter. In North America Tesla had its own option for older cars: a new charging module plus a CCS1 adapter, $450 at launch in 2023 (Electrek).

Aftermarket kit (US-market S/X). This is a genuine Tesla module (new or used), mounting hardware, wiring and a third-party NACS-to-CCS2 adapter (#75607). What to know:

• The module is chosen by build date, not by battery: cars built before mid-2016 and refreshed cars (from 07/2016) take different kits, so for a 2016 car the build month matters (#183367). Tesla's official upgrade uses the same split: a Pre-Refresh version for Model S delivered before June 2016 and a Refresh version for later cars (Tesla Shop).
• Early 2012–2014 Model S may have a gen1 charger that cannot do CCS, and then the retrofit also requires a new charger (#482196, #265049). According to chat members, pre-refresh cars with a gen2 charger accept the retrofit (#312064, #77326).
• Activation: on recent firmware with an Intel MCU, Service Mode has a "CCS retrofit" item (#44573, #313205), and on a 2018 S a software reinstall was enough (#462731); if the firmware doesn't allow it, CCS support is switched on through Toolbox (#310465).
• Charging power, from owners: a US pre-refresh S with retrofit and adapter rarely sees more than 50 kW (#217178, #4133), while a refreshed 2018 S took up to 94 kW at −7 °C (#8691). On 60/70/75 versions the lower pack voltage cuts power further; see the separate write-up.
• At European Superchargers a US module only works on V2 sites (#317593).

Where it's done and what it costs

• Minsk and the regions. In the services catalogue, ЭлектроЭра (ElectroEra) and ТеслаЛаб (TeslaLab) do retrofits; at ТеслаМир (TeslaMir) an owner of a US car bought and installed the module and adapter in one visit (#432094); in Brest, TeslaFix.by activates CCS. Contacts are in the services catalogue.
• Kits (module + adapter) are sold by Belarusian EV accessory shops; a kit costs less than buying the parts separately (#299962, #449686).
• Fitting on a Model 3/Y or a 2018 S takes about an hour: lift the rear seat, move two connectors, reinstall the software. That's why the chat argues whether it is worth the $100 some shops still ask (#462709, #462724, #462764). On older S/X that need a config change, you pay for experience and equipment (#462725, #462731).
• Official Tesla service fits the upgrade only to European S/X: Warsaw, 2024, €280 including the adapter (#51762).
• The worst case is a US-market 2014 Model S: an adapter, about $500 for the retrofit and $100 for the software switch (#482228), plus about $1,000 for a charger if it has a gen1 unit (#482196, #482197).

Budget

Chat figures for 2025–2026:

≈ $150–500 (adapter, or module plus adapter, plus labor) covers the 3/Y; most US-market S/X come to ≈ $550–700.

The worst case is an old Model S 2014: the retrofit itself ~$500 plus ~$100 for the software switch, and if it has a gen1 charger, another ~$1,000 for the charger unit, about $2,000 in total (August 2026 prices) (#482196, #482197, #482228).

What charging power to expect after a retrofit

• Model 3/Y with a retrofit and a good adapter: 140–145 kW at ordinary stations and 172 kW at a Supercharger (the SR+ ceiling) (#18194).
• At a typical Belarusian station the connector is limited to about 250 A, and with a Tesla pack at around 400 V that is roughly 100 kW, whatever the label on the cabinet says. More in the write-up on real fast-charger power.
• US-market S/X: about 50 kW on pre-refresh cars and up to about 94 kW on refreshed ones (see above); the official upgrade on European S/X goes up to about 142 kW according to Tesla.

Common problems after a retrofit

1. Charging won't start, the station reports no communication with the car. Start with the button or switch on the adapter: it changes a resistance in the signal circuit (#168353), and the right position depends on the car and the module, so try both (#193045, #245832). Then the balance on your charging account, and only then the module (#298900).
2. A CCS error after a module swap, or the car reports DC fast charging as not enabled. First check that the software reinstall was done and CCS support is enabled in Service Mode/Toolbox (#310465). If all of that is done and the error stays, or it appeared on its own on a retrofit that used to work, the module has most likely died (#22709, #22726).
3. Alert a109 with an 82-B module is a known quirk of that module: if the car charges, you can leave it; the US 00-B module works without it (#493252, #493254).
4. CP_a152_pilotEdgeDetectionFailed, CP_a004. Something is preventing charging: the module, the adapter or the station. In one case a152 after a power cut was cured by replacing the module (#377537, #431021).
5. Burnt module: slow charging works, fast doesn't (#348363). A common cause is pulling the cable out of the car under load, and the retrofit is the first thing to die (#468084); another is worn and melted station handles (#284434). To check, remove the trim and look at the board's LED, which is lit on a working unit (#211823). A Model 3/Y owner paid about $200 for a replacement module (#377931).
6. The session cuts out on high-power stations. That's the adapter overheating: owners with different adapters saw the session stop after 5–10 minutes at 115–120 kW (#103482, #103483). In cheap adapters the thin CP/PP signal wires touch the power conductors, melt and can kill the charger's input circuits (#98765, #284434). A good adapter doesn't overheat at 150 kW on a V2 Supercharger (#43180); look at the handle and adapter contacts before every session (#442008).
7. After a software update. In November 2025 an owner reported the retrofit dropping out after version 2025.44, and 2025.44.3 didn't fix it (#359448). Keep an AC plan B before a big update on the eve of a trip.
8. CHAdeMO stopped working after fitting an 82-B or 20-B: that's expected (#287745, #68544). If the port door stopped opening by hand, first check the connector between the retrofit module and the port (#314510); if the door won't open or the latch won't lock the plug, see the charge port door and latch article.

Links

• CCS support and adapters: https://www.tesla.com/support/charging/product-guides/tesla-ccs-combo-2-manuals
• Retrofit for Europe: https://shop.tesla.com/en_gb/product/model-s-ccs-upgrade , https://shop.tesla.com/en_gb/product/model-x-ccs-upgrade
• Price and power of the official CCS upgrade (2020): https://www.electrive.com/2020/08/10/tesla-reduced-european-ccs-conversion-prices
• A US Tesla in Europe: charging guide
• What Belarusian stations really deliver: write-up
• Where to get a retrofit fitted: services catalogue