There’s a lot of confusion about electric vehicle charging these days; with various plug configurations, charging speed, as well as the frustration of finding an available charging station and hoping it works when you get there. Well, that uncertainty is certainly making some buyers hesitant to choose an EV as their next ride. So, we thought we’d cut through the clutter and plug into the facts on charging up.

The standard receptacle on all EVs not named “Tesla” is called a J1772 port. A level 1 cord adapter for household electric outlets is included with most new EVs. This will net you about five miles of range for every hour spent plugged in, so it’s best suited for long-term parking.

Stepping up to level 2, the same J1772 connector is again used in most cases; but the power feed jumps up to 240 volts, and delivers 10-to-20 miles per hour of charge. This is the most common type of EV charging in the US with about 61,000 public charging stations and more than 140,000 charge ports available.

The next level up is DC Fast Charging which, as the name suggests, operates on direct current and at much higher voltages. So, it can replenish upwards of 200 miles of range in under an hour. If your vehicle’s charge receptacle has a flap or removable plug to accept a larger connector, then it is fast charge capable. Most EV models use the CCS or Combined Charging System connector. These can be found in more than 7,500 locations nationwide with about 15,000 ports.

Tesla uses their own proprietary connector, now called the North American Charging Standard or NACS for all three charge levels. Tesla’s public Supercharger network only numbers about 2,200 locations in the US, but they generally have more chargers at each station. So, there’s more than 24,000 Supercharger ports available. That may sound like a lot, but to meet future demand it’s estimated we’ll need about 1.2 million public charge ports and 26 million private chargers installed within the next few years.

GABE KLEIN: “We’re adding about 500 a week lately, uh, in terms of ports. So, we’re up to, this morning, like, 163,885— not that I’m counting every day. We’re gonna see a lot of level 2 ports. It’s going to be about 85-, 90-percent of the charging in this country. But, even though that’s true, you still need those DC Fast Chargers so when you’re out on the highway, you’re making that great American road trip.”

Most EVs have on-board inverters that convert AC power to DC for the battery. DC Fast Chargers convert AC to DC before it gets to the car, so they deliver DC power directly to the battery, which is how they charge faster.

Tesla makes adapters available for its customers to use other types of plugs; but until recently, the opposite hasn’t been true. Making big news in recent months, though, is the move by many major car makers to partner with Tesla for access to the Supercharger network. They’ll do this with plug adapters beginning this year but will likely build new EVs with native NACS ports as early as 2025.

Another common frustration for EV drivers is encountering charger equipment that is out of service, malfunctioning or just hard to figure out.

GABE KLEIN: “We stood up to ChargeX Consortium with three national labs, and now we have over 75 companies that are involved: Ford, GM, all the big ones and a number of small ones. And we’re figuring out not only how do we make more reliable but more usable, because sometimes someone will go up to a charger and they just can’t figure out how to use it. We need to make it simpler, easier, make the interface easier.”

So, while some teething pains remain with America’s EV charging infrastructure, the user experience is rapidly improving with the end game to soon make charging up an EV as natural as driving one.

For years, America’s Audi fans could only dream of owning one of the sporty station wagons only available to the Quattro faithful across the Atlantic. Finally, in 2021, Audi brought the 591-horsepower RS6 to our shores, and this year, they’re sending an even faster version. But as our Roger Mecca is going to show us, Audi’s history of lightning-quick wagons under the RS name are what US car fans have been lusting for, for more than 20 years.

ROGER MECCA: In the early ‘90s, Audi was living in the shadow of its German peers Mercedes and BMW, and considered an alternative, quirky option like Saab or Volvo- not the premier luxury brand they are today.

Audi was eager to be taken as seriously as its Bavarian brethren and needed a big splash with a halo car that could not be ignored.

The result was the RS2, the first Audi to ever carry the RS badge and the world’s first truly fast station wagon. And it helped Audi succeed in getting the attention of serious car fans. But they didn’t do it alone. They had help from another very iconic German brand.

In the early ‘90s, Porsche was in deep financial trouble, but still carried respect as a premier performance brand. Though Audi knew plenty about making fantastic racecars, with their storied rally racing history, they didn’t have the cache or recognition as a company that made sports cars.

So, when Audi approached them with a proposal to collaborate, Porsche was happy to take the engineering fee. Using the existing Audi 80 wagon as the base, the RS2 was developed over 18 months, and roughly 2900 of them rolled off the line at Porsche’s Stuttgart factory from 1994 to 1995. The very same line where another legendary four-wheel drive turbocharged car was produced, the Porsche 959.

So, just how much Porsche is there in the RS2? A lot.

Starting in the front, you got the badge that says Porsche, the front fog lights are from a 911; the sideview mirrors are from a 911; these wheels are from a later 911, but they rolled off the factory with a 968 club sport wheels. I think the rear taillight bar looks a lot like a 911 from the time. The suspensions tuned by Porsche, the brakes are from Porsche, the calipers say Porsche, and then we haven’t even gotten to what Porsche did under the hood.

The engine started out as Audi’s stalwart, if odd, 2.2-liter turbocharged five-cylinder. But then Porsche added a bigger turbo, a larger intercooler, a new ECU and a new camshaft. Porsche also added a six-speed manual gearbox, the only shifting option available for RS2 buyers. As you might expect, the results of Porsche’s tinkering were remarkable.

The engine puts out 315 horsepower and goes to 60 in 4.8 seconds. Now, that does not seem super fast today, I know, but back in 1994 that was faster than Ferrari’s flagship V12 coupe, the 456. In fact, Audi would not make another car that was faster to 60 for 10 years.

Unfortunately, that power isn’t nearly as immediate or available as Ferrari’s grand tourer, and the addition of the RS2’s bigger turbo came at a price that was all too familiar in the 90s- turbo lag. To get everything out of this car, and the engine, you need to keep the exhaust pressure up and the turbo spinning. Let them wind down and the performance goes with it, along with the excitement- until the RPMs climb back into the fun zone.

But once it hits, oof, it is intense! You go from no drama at all to being thrust into the back of your seat like you’re on a rocket.”

In terms of how it rides, it feels wonderfully civilized and firmly planted at speed. Though the RS2 has a reputation for not being a great car in the twisty stuff, I found it to be a ton of fun to power into a corner, have it confidently hold its line, and shoot out the other side. Porsche’s work on the suspension is evident and there’s great steering feel and feedback. Plus, you get all of this excitement in a car with terrific visibility, comfort and practicality.

The RS2 was the best of both worlds. You could pack the whole family up for a wonderful vacation, but you could go 100 miles-an-hour down the Autobahn to get there.

Since the RS2, Audi has introduced a plethora of cars, wagons and SUVs with the RS name, all of which could easily leave the RS2 in a cloud of dust and smoke. But none of them made as much of an impression as this unassuming station wagon, the car that helped Audi grab the world’s attention.