EV Range Calculator
See how far your electric car really goes on a charge. Pick your EV, then set your speed, the weather, your wheels, passengers, roof box or trailer, hills, wind and battery health. The calculator also plans your road trip charging stops.
Your EV and your drive
Results update as you change anything
Wheels, tires, passengers, roof box and towing
Hills, wind and road surface
Find your car’s range calculator
Each brand page goes deeper on its own lineup, with every trim, wheel size and battery option. European and global brands use WLTP ratings, which the brand pages convert for you.
One division, and the three numbers that go into it
Range is the energy you can use divided by the energy you spend per mile. The hard part is getting both numbers right for the day you are actually driving.
Range = usable kWh × battery health × cold factor ÷ kWh per mile at the batterykWh per mile at the battery ≈ EPA kWh per 100 miles × 0.9 ÷ 100 1. Usable battery energy
The usable figure is smaller than the gross pack size, because every EV keeps a hidden buffer at the top and bottom to protect the cells. Tesla and a few others do not publish usable capacity, so figures for those cars come from independent measurements. Battery health and temperature shrink it further: an 85% healthy pack holds 85% of its original energy, and a cold pack gives up a few percent less.
2. Energy use, measured on the right side of the charger
The EPA’s kWh per 100 miles is measured at the wall socket, so it includes roughly 10% lost as heat while charging. The battery only sees about 90% of that. Divide pack size by the wall figure and you understate range by a tenth. This calculator works at the battery side throughout.
3. The conditions you drive in
This is where most range calculators fall short, because they apply a flat percentage for each factor. We model the physics instead: air drag that grows with the square of speed, tire rolling resistance, the energy lost in every stop, climbing, the trailer, and heating or cooling measured in kilowatts over the time you spend driving. That last point matters. A heater that draws 4 kW costs twice as much range per mile at 30 mph as at 60 mph, which is why winter city driving is so hard on range. Each car is anchored to its own EPA rating, so the model only has to explain the difference between your drive and the test.
EPA, WLTP and CLTC ratings are not the same miles
| Rating | Used in | Test speeds | EPA equivalent |
|---|---|---|---|
| EPA | United States | City and highway cycles, then a 0.7 adjustment | × 1.00 |
| WLTP | Europe, UK, Japan, Australia | Four phases up to 81 mph, at 73°F | × 0.85 |
| CLTC | China | Mostly slow urban driving | × 0.72 |
So a car advertised at 500 km WLTP is roughly a 265 mile car by EPA standards. Pick “Enter my own car” in the calculator and choose the rating your car was sold with.
How much each change moves your range
Starting point: a Tesla Model Y Premium RWD rated at 357 miles, half town and half highway driving at 70 mph, 70°F, factory wheels and tires, driver only, flat roads. That goes about 358 miles. Each row changes one thing.
| Change | Range | Effect | Why |
|---|---|---|---|
| Town driving only | 427 mi | 19% more | Low speeds, and regen recovers most braking energy |
| Gentle driving style | 370 mi | 3% more | Less energy spent getting up to speed |
| Smallest wheels with aero covers | 366 mi | 2% more | Less drag and rolling resistance |
| Empty roof crossbars | 350 mi | 2% less | Small, constant extra drag |
| Winter tires | 343 mi | 4% less | Softer rubber, deeper tread |
| Tires 10 psi low | 343 mi | 4% less | The easiest range loss to fix |
| Bikes on a hitch rack | 341 mi | 5% less | Partly hidden behind the car |
| Wet roads | 339 mi | 5% less | Tires push water out of the way |
| All highway at 65 mph | 338 mi | 6% less | No town miles to balance the average |
| Four people and luggage, about 600 lb | 338 mi | 6% less | Weight mostly costs energy in stop and go |
| Largest wheel option | 336 mi | 6% less | More rolling resistance and drag |
| All-terrain tires | 328 mi | 9% less | Aggressive tread rolls harder |
| Roof cargo box | 322 mi | 10% less | More frontal area in the airstream |
| 10 mph headwind on the highway | 322 mi | 10% less | The car pushes through faster air |
| 45°F with the heat on | 318 mi | 11% less | Cabin heating plus cooler, denser air |
| Rolling hills | 320 mi | 11% less | Regen gets back only part of each climb |
| Snow or slush on the road | 312 mi | 13% less | Much higher rolling resistance |
| All highway at 70 mph | 309 mi | 14% less | Drag rises with the square of speed |
| Battery at 85% health | 305 mi | 15% less | A smaller tank, same energy per mile |
| Bikes on the roof | 302 mi | 16% less | Bikes are very poor aerodynamically |
| 95°F with the A/C on | 297 mi | 17% less | A/C plus battery cooling |
| All highway at 75 mph | 282 mi | 21% less | Drag keeps climbing |
| 32°F with the heat on | 279 mi | 22% less | More heating, colder battery |
| All highway at 80 mph | 259 mi | 28% less | The cost of the last 10 mph |
| Mountain roads | 247 mi | 31% less | Long climbs, limited recovery |
| 20°F with the heat on | 241 mi | 33% less | Heating dominates in town driving |
| Utility trailer, about 2,000 lb | 227 mi | 37% less | A second, unstreamlined shape to push |
| 0°F with the heat on | 176 mi | 51% less | Heat pumps lose efficiency this cold |
These line up with the best independent testing. AAA’s cold weather study found an average 41% range loss at 20°F with the heater on, and 12% with it off. At 95°F it measured 17% with the A/C on and 4% with it off. Running the same conditions, the model lands within a few points of each, closest for cars with resistance heaters like most of those AAA tested.
The table also shows what people worry about too much. Passengers and luggage cost about 6%. What really costs range is anything that changes the car’s shape in the wind, and speed.
Real-world range for popular EVs
Same model, same conditions, every car. The first estimate is a steady 70 mph on a mild day. The second is the same drive at 20°F with the heat on.
| Vehicle | EPA range | Usable kWh | Mi per kWh | 70 mph, mild | 70 mph, 20°F |
|---|---|---|---|---|---|
| Lucid Air Grand Touring | 512 mi | 112 | 4.6 | 446 mi | 341 mi |
| Chevrolet Silverado EV Max Range | 493 mi | 205 | 2.4 | 423 mi | 337 mi tow: 208 mi |
| Lucid Air Pure RWD | 419 mi | 84 | 5.0 | 365 mi | 277 mi |
| Tesla Model S | 410 mi | 95 | 4.3 | 357 mi | 274 mi |
| Tesla Model 3 Long Range RWD | 363 mi | 75 | 4.8 | 316 mi | 241 mi |
| Hyundai Ioniq 6 Long Range RWD | 361 mi | 77 | 4.7 | 314 mi | 240 mi |
| Tesla Model Y Premium RWD | 357 mi | 78 | 4.6 | 309 mi | 236 mi |
| Hyundai Ioniq 9 RWD | 335 mi | 110 | 3.0 | 289 mi | 227 mi |
| Rivian R1T Large Pack | 330 mi | 135 | 2.4 | 283 mi | 226 mi tow: 139 mi |
| Tesla Cybertruck AWD | 325 mi | 123 | 2.6 | 279 mi | 221 mi tow: 137 mi |
| Ford Mustang Mach-E Premium RWD ER | 320 mi | 91 | 3.5 | 276 mi | 215 mi |
| Ford F-150 Lightning Extended Range | 320 mi | 131 | 2.4 | 275 mi | 209 mi tow: 135 mi |
| Kia EV6 Long Range RWD | 319 mi | 84 | 3.8 | 275 mi | 214 mi |
| Chevrolet Equinox EV FWD | 319 mi | 85 | 3.8 | 275 mi | 214 mi |
| Toyota bZ XLE FWD Plus (2026) | 314 mi | 71 | 4.4 | 271 mi | 208 mi |
| Kia EV9 Long Range RWD | 305 mi | 99 | 3.1 | 263 mi | 207 mi |
| Nissan Leaf S+ (2026) | 303 mi | 75 | 4.0 | 261 mi | 202 mi |
| Volkswagen ID.4 Pro RWD | 291 mi | 82 | 3.5 | 251 mi | 184 mi |
Two patterns stand out. Efficiency, not battery size, decides who goes farthest per kWh: the Lucid Air Pure gets about twice the distance per kWh of an electric pickup. Big trucks keep their headline range only when they are empty. Hitch up a travel trailer and even the Silverado EV Max Range falls to about 200 miles.
Heat pump or resistance heater: the winter gap
Most winter range loss is cabin heat, not the battery. A resistance heater turns electricity directly into heat. A heat pump moves heat in from outside and delivers two or three times as much for the same energy in mild cold, though it loses that advantage as temperatures drop toward 0°F.
| Outside temperature | Heat pump | Resistance heater | Difference |
|---|---|---|---|
| 45°F | 318 mi (89%) | 279 mi (78%) | 39 mi |
| 32°F | 279 mi (78%) | 234 mi (65%) | 45 mi |
| 20°F | 241 mi (67%) | 199 mi (56%) | 42 mi |
| 0°F | 176 mi (49%) | 158 mi (44%) | 18 mi |
Two habits recover a lot of that loss. Preheat the cabin while the car is still plugged in, so the energy comes from the wall and not the battery. And lean on heated seats and the heated steering wheel, which warm you directly for a fraction of the power: at 20°F, running only seat heat instead of full cabin heat puts about 60 miles back in this Model Y. Our cold weather EV range guide covers the rest.
The number to plan around is smaller than the full range
Nobody drives from 100% to empty. Most owners charge to 80 or 90% day to day and like to arrive with 10 to 20% left, so the usable window is 60 to 80% of the full range. That is why the calculator shows both numbers. For road trips it assumes you leave at your charge limit, then fast charge to 80% at each stop, since charging slows sharply above that.
Battery aging works in a simple way: it takes range, not efficiency. A pack at 90% health gives 90% of its original range, while the car still uses the same energy per mile, so your cost per mile does not change. Many EVs lose about 1 to 2% of capacity a year, and most battery warranties cover at least 70% capacity for eight years. See where yours is heading with the battery degradation calculator, and how long stops take with the charge time calculator.
EV range questions
The Lucid Air Grand Touring, rated at 512 miles by the EPA on 19 inch wheels. Next come the Chevrolet Silverado EV Max Range Work Truck at 493 miles, which needs a battery nearly twice the size to get there, the Lucid Gravity Grand Touring at 450 miles, and the Rivian R1T with its largest pack at 420 miles. At a steady 70 mph, expect about 85% of those figures.
Some cars show the EPA-based figure no matter how you drive, while others project from your last few dozen miles. Either way it cannot know that the next stretch is uphill, into the wind or at a higher speed, so it jumps around. For planning, use your car’s long-term average energy use from the trip computer, or put your conditions into the calculator above.
Because low-speed driving is where EVs are most efficient. Air drag is small below 40 mph, and regenerative braking recovers much of the energy used to accelerate. In mild weather, mostly town driving often beats the rating by 10 to 20%. Edmunds, for example, drove a 2026 Nissan Leaf Platinum+ 310 miles on its mixed test route, which leans toward city streets, against an EPA rating of 259.
Usually between a third and two thirds, depending on the trailer’s size and your speed. A small, low utility trailer might cost 35 to 40%. A tall travel trailer around 6,000 lb at 60 mph can cut range by 55 to 60%, so a 320 mile F-150 Lightning becomes roughly a 135 mile truck. Slowing down helps far more when towing than when driving solo, and it is worth checking that chargers on your route have pull-through stalls.
A little. A parked EV typically loses well under 1% a day, but features like security camera modes, cabin overheat protection and frequent app check-ins can push that to a few percent. Cold weather adds some too, as the car keeps the battery from getting too cold. If you are leaving the car for weeks, turn those features off and leave it at around 50 to 60% charge.
Yes. The rating assumes a full charge run down to the point where the car stops, and that point sits a little below the 0% on the dashboard because of the hidden buffer. Charging to 80% gives you about 80% of the range. That is fine for daily driving, and for most batteries it is gentler on the cells, but for a long trip charge to 100% shortly before you leave.
Know your range? Now price the miles.
Turn energy use into dollars at your state’s electricity rate, or plan every charging stop on a long drive.
100% of EPA, no stop on your trip