EV charging and range calculator
How long the charge will take.
How far you'll get after.
A fast charge isn't kWh divided by kW. Power tapers as the pack fills, drops in the cold, and follows limits set by the car's own battery management. ChargeCliff models each of those for 42 vehicles, calibrated against published dyno and road-test data.
Session inputs
Defaults to this vehicle's peak intake rate.
On the stall's label. Blank: its rating at 400 V.
Exit, park, plug in, pay. Sets the unplug point.
Ambient temperature is a proxy for a cold-soaked pack, not a battery sensor.
Warm assumes the pack can accept its warm curve. Driving or preconditioning does not guarantee that temperature.
Optional. Public DC fast charging in the US runs about $0.40 to $0.60/kWh; leave 0 to skip the cost line.
Session time, energy added, and the point where waiting longer stops paying off.
Trip inputs
Ambient air, as the cold-weather and heater terms use it.
Thinner air means less drag: Denver's is 17% thinner than the coast's.
Range at your speed and temperature, with each loss itemised.
Two cars, same stop
Both cars on the same stall. A car's own peak applies if lower.
10% to 80% on the same charger, miles added in 20 minutes, and highway range, side by side.
A session, and how it is billed
The higher price applies while the car takes more than this.
What each percent of the session costs per kWh on this plan, against what a gas car pays per mile.
Accuracy
How far off is the highway model?
Each published road test below was predicted without that test: from the car's mass, drag and frontal area, with a calibration fitted only to the other tests. That is the position of every car here that has no road test of its own.
Loading the road tests…