Tool cluster · INT.03 Buy · INT.04 Drive · 4 native tools
EV Energy
How long will it take, what will it cost, how far will it go today, and does it pay against the petrol car? Four calculators that show their model instead of hiding it, with your tariffs and no baked-in prices.
Time, money, distance, verdict
EV Charge Time
Minutes from X to Y % with the car's own limit and a visible DC taper.
Charging Cost per 100 km
Home, off-peak, public and the blend, losses counted, plus the petrol price that would match it.
EV Range Reality
Rated range × temperature × speed × load, every multiplier shown, sourced and editable.
EV vs ICE Breakeven
Two cars over N years with depreciation and opportunity cost on screen, and the year they cross.
Electric cars replaced one simple number, litres per hundred kilometres at the pump price, with four that interact: kilowatt-hours per hundred kilometres, a tariff that changes by the hour and the plug, a charging speed that depends on the car as much as the charger, and a range that swings with the weather. The internet answers each with a headline figure and an advert. Owners answer with a spreadsheet.
The problem these tools solve
The honest numbers are personal. A night tariff at home and a rapid charger on the motorway can differ by a factor of four, and which one you use for what share of your driving is the whole cost story. A charger that says 150 kW delivers what the car accepts, and only until the taper starts. A rated range was measured at a mild temperature and a gentle speed, and today is neither. None of this is secret, but the typical calculator bakes in one price, one curve and one climate and calls it your answer.
The comparison people actually want is missing its biggest line. Ask whether an EV is cheaper than a petrol car and most tools add up fuel and tax and stop. Depreciation, usually the largest cost of owning either car, and the return the purchase money could have earned elsewhere are left out because they are awkward. The breakeven tool here prints both as separate lines and lets you set the assumptions, so the verdict is yours and visible.
The shared method
Every price is an input. Every model is printed on the page it drives, with the source its defaults came from, and every default is editable: the taper shape, the charging losses, the temperature and speed multipliers, the trailer penalty. When a tool does something that is a model rather than a measurement, the page says "model" in the result and in the note beneath it. The four tools feed each other: the cost tool's blended price per kilowatt-hour is the energy input to the breakeven tool; the range tool's expected kilometres are what you take into a trip planner. State lives in the link, so a filled-in comparison can be sent to the person you are arguing with.
The Buy journey
Where "what it costs to own" now has an EV branch: the INT.03 order of operations.
The Drive journey
Trips, charging stops and range on the day: the INT.04 order of operations.
driveweekend
Route, stops and packing for the weekend. Take the real range and the charge time in with you.
FAQ
Because an average electricity price is wrong for almost everyone. Night tariffs, flat tariffs, workplace charging and motorway rapids differ by a factor of four or more, and the mix is personal. Every price in this cluster is an input; the tools carry no baked-in prices, so they cannot go stale and cannot flatter anyone.
Losses are energy that leaves the meter but never reaches the battery. They add to the time a charge takes and to the energy you pay for. The tools default to 10 % for home AC charging and 5 % for DC, both labelled as model defaults and both editable.
No, and the pages say so. They are stated models with sourced defaults: a fleet temperature curve, a chamber test for cabin heating, a published constant-speed test for drag, ADAC measurements for racks and trailers, and a typical DC taper shape. Every multiplier is printed and editable.