Tesla Range Calculator
The official WLTP figure and the number on your screen assume gentle, mild-weather driving.The number on your screen assumes gentle, mild-weather driving. Tell us how fast you'll go, how cold it is and what you're carrying, and we'll estimate the miles you'll really get — and show which factor costs the most.
Where the miles go
Each factor applied in turnRange vs speed
Range vs temperature
How this is calculated
We start from your car's rated consumption (usable kWh ÷ EPA range) and the energy in the pack (battery % × usable kWh × health). Each condition then changes consumption in Wh per mile; range = energy ÷ consumption. Effects are typical values from public testing and owner reports, not Tesla data.
We start from the energy in the pack (battery % × usable kWh × health) and a real-world baseline consumption for your car — not the WLTP figure, which comes from a gentle lab cycle and typically promises 10–15% more range than you'll see even in mild weather. The first row of the breakdown shows that gap. Each condition then changes consumption in Wh per mile; range = energy ÷ consumption. Effects are typical values from public testing and owner reports, not Tesla data.
- Speed: rolling losses are roughly constant per mile while air drag grows with the square of speed — about 0.80× the baseline at 45 mph, 1.10× at 70 and 1.26× at 80. Town driving is efficient (~0.85×) thanks to low speeds and regenerative braking.
- Temperature: a cold battery and denser air cost up to ~18% at −18 °C; heating the cabin draws roughly 1–4 kW, which hurts most at low speed because the heater runs per hour, not per mile. Together they typically cut motorway range 15–25% around freezing and 25–40% in a hard frost. Heat above ~32 °C adds air-con and battery-cooling load.
- Load & setup: ~0.7% per 100 lb (45 kg) on the motorway (1.2% in town); roof bars ≈ +10% aerodynamic drag, a roof box ≈ +30% (≈ 5% and 14% more energy at 70 mph); larger wheels ≈ +6%; rain ≈ +6%; snow or slush ≈ +20%.
- Wind changes the airspeed the car pushes through. Elevation: climbing costs mass × gravity × height (at ~90% drivetrain efficiency); descending recovers about 60% of that through regen.
- Speed: rolling losses are roughly constant per mile while air drag grows with the square of speed — about 0.80× the rated figure at 45 mph, 1.10× at 70 and 1.35× at 85. City driving is efficient (~0.85×) thanks to low speeds and regenerative braking.
- Temperature: cold batteries and thicker air cost up to ~18% at 0 °F; heating the cabin draws roughly 1–4 kW, which hurts most at low speed because the heater runs per hour, not per mile. Together they typically cut highway range 25–40% near 0 °F. Heat above ~90 °F adds A/C and battery-cooling load.
- Load & setup: ~0.7% per 100 lb on the highway (1.2% in town); crossbars ≈ +10% aerodynamic drag, a roof box ≈ +30% (≈ 5% and 14% more energy at 70 mph); larger wheels ≈ +6%; rain ≈ +6%; snow or slush ≈ +20%.
- Wind changes the airspeed the car pushes through. Elevation: climbing costs mass × gravity × height (at ~90% drivetrain efficiency); descending recovers about 60% of that through regen.