Tesla Charging Time Calculator
Pick a car, a charger and a battery window — from a 3-pin plug to a Supercharger. We simulate the session one percent at a time — including the rapid-charging taper and a cold battery — to estimate minutes, kWh, miles added and cost on your EV tariff.
Pick a car, a charger and a state-of-charge window. We simulate the session one percent at a time — including the DC fast-charging taper and a cold battery — to estimate minutes, kWh, miles added and cost.
Time to target
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Range added
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Session cost
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Average power
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Battery % over time
Charging power by %
Every charger, same window
* Power reaching the battery. AC rows are net of home charging losses; DC rows are capped by the lower of station and car.
Milestones
Elapsed time to reach each levelHow this is calculated
- Simulation: the session is split into 1% steps. Each step needs usable kWh ÷ 100 of energy; its duration is that energy ÷ the charging power at that battery level.
- Your car: picking a model year and version fills its usable battery, rated range, peak DC power and onboard AC charger — so an early Model S with a ~120 kW peak charges far slower than a current car. All four stay editable.
- DC taper: fast-charging power stays near the car's peak from roughly 10–25%, falls almost linearly to about 35–40% of peak by 80%, and to about 15–20% of peak by 95%. The station's limit (150, 250 or 325 kW) and the car's peak both cap power — whichever is lower wins. This is a typical shape, not Tesla's exact curve; real sessions vary with pack temperature, cell chemistry, age and whether another car shares the cabinet.
- Cold pack: "Not warmed" starts at about 70% of normal DC power and recovers over ~15 minutes; "Cold-soaked" starts near 35% and takes ~25 minutes to recover. LFP packs are more sensitive: about 55% (recovering over ~20 minutes) and 25% (~35 minutes). On AC, a cold pack diverts roughly 0.8 kW to heating for the first 45 minutes.
- AC charging is flat at the lower of the outlet's power and the car's onboard charger, easing off above 95%. Home cost = battery kWh × (1 + losses) × your rate; the 120 V outlet adds 5 percentage points of extra loss.
- Miles added = battery kWh added × EPA range ÷ usable kWh — rated miles, not what you'll get at 80 mph in winter.
- AC charging is flat at the lower of the supply and the car's onboard charger, easing off above 95%: a 3-pin plug ≈ 10 A × 230 V = 2.3 kW, a 7 kW wallbox ≈ 32 A × 230 V = 7.4 kW, and a 22 kW three-phase post is limited to the car's ~11 kW. Home cost = battery kWh × (1 + losses) × your rate — split between your off-peak and standard rates when you use an EV tariff; the 3-pin plug adds 5 percentage points of extra loss.
- Miles added = battery kWh added × WLTP range ÷ usable kWh — rated miles, which are optimistic; expect noticeably fewer on a winter motorway run.
Why is 80–100% so slow on a Supercharger?
As cells fill, their voltage rises toward the limit and the car has to cut current to avoid lithium plating and heat. The last 20% often takes as long as the 10–80% that came before it. On a road trip it's usually faster to leave at 70–80% and stop again.
Is a 3-pin plug safe for regular charging?
It works with Tesla's mobile connector, but it's slow (about 8–9 miles of range per hour) and puts a sustained load on the socket and wiring, so have an electrician check the circuit if you'll rely on it. A dedicated 7 kW wallbox is the usual UK home setup and makes the most of a short off-peak window.
Should I charge to 100% at home?
For daily use most owners set 80–90% on nickel-based packs; Tesla's guidance for LFP packs (many Standard-range cars) is to charge to 100% at least weekly. Check the recommendation shown in your car's charging screen.
Does a V4 Supercharger make my car charge faster?
Only if the car can take more than 250 kW. V4 cabinets can deliver up to about 325 kW to vehicles that support it (such as Cybertruck); other models charge at their usual peak.