Tesla Model S Plaid (tri-motor, 21-inch wheels)
95 kWh usable, peaks at 250 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 InsideEVs' real-world 10%->80% test (129kW average, 31 min 15 sec, ramps from 147kW to its 250kW ceiling by 5% SoC rather than spiking immediately - shares the base AWD S's pack, so the curve shape differs from it mainly in how gradually it reaches peak - simulated 31.0 min) - no named benchmark in the spec. Highway baseline fitted to InsideEVs' 70 mph test of a 2021 Plaid on 21-inch Arachnid wheels: 300 mi, 303 Wh/mi, weather described as nearly perfect but no temperature given, so fitted at 72F (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 400 V pack's voltage, and a cold limit that lifts as charging warms the pack. Highway range is road load: rolling resistance on 2,160 kg, drag on a 0.21 drag coefficient and 2.34 m² of frontal area, the always-on electrical load, a cold penalty and a cabin heater that works as hard as the weather asks (249 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.