Chevrolet Silverado EV RST First Edition (Max Range)
200 kWh usable, peaks at 340 kW. Every figure below comes from the same engine as the calculator, run on this car's own charge curve. Charge curve estimated from published charging reports, last checked 2026-10-01. Not independently dyno-verified.
Fast charging, 10% to 80%
DC intake power against state of charge, 0 to 100%.
Highway range
The 80% to 10% window is the range most drivers plan a road trip around: you rarely arrive at a charger empty, and you rarely wait for 100%. Cold weather costs range twice, through denser air and the cabin heater; the 20°F figure has both.
Where these numbers come from
Tuned against Chevrolet's own claim plus independent 10%->80% test data on the 350kW Ultra Fast Charge hardware (~40 min, ~250kW average - simulated 38.0 min) - no named benchmark in the spec. Highway baseline fitted to InsideEVs' 70 mph test of a 2024 RST First Edition on the New Jersey Turnpike: 441 mi, 2.0 mi/kWh, temperature not stated, so fitted at 72F, where the model's consumption is lowest: the fit can only read low.
The charge session is integrated across 1% state-of-charge steps on the curve above. In each step the rate is the lowest of the car's curve, the charger's power, the charger's current times this 800 V pack's voltage, and a cold limit that lifts as charging warms the pack. Highway range is road load: rolling resistance on 3,900 kg, drag on a 0.40 drag coefficient and 3.55 m² of frontal area, the always-on electrical load, a cold penalty and a cabin heater that works as hard as the weather asks (334 Wh/mi at 55 mph and 72°F). Formulas and their limits: how it works.
Pack age matters. These figures assume a new pack. The calculator takes a model year and odometer reading and derates both charging and range for an older one.