Formula and meaning
Usable energy between the current state of charge and the requested reserve is divided by vehicle consumption.
E₍available₎ = C · (SOC − reserve) / 100 · Range = E₍available₎ / consumption · 100
E-mobility · range
EV Range Calculator
Calculate EV range from battery capacity, state of charge, reserve and energy consumption.
EVAC/DC
02
Results
s = E / Verbrauch
Set the inputs and run the calculation.
Context
60 kWh usable capacity, 80% SOC, 10% reserve, and 18 kWh/100 km give about 233 km.
The entered consumption is treated as an average value. Temperature, speed, terrain, payload, and heating or cooling can significantly change real range.
Inputs and method
EV range from usable energy
Estimate range from SOC, reserve, battery capacity and consumption.
Inputs
Usable capacity, current SOC, requested reserve and consumption in kWh/100 km.
Reserve protects against deep discharge and is not additional drivable energy. Consumption belongs to a speed, temperature and terrain profile, so range is scenario-based.
Calculation
Available energy = capacity·(SOC−reserve); range = available energy/consumption·100.
Example
60 kWh, 80% SOC, 10% reserve and 18 kWh/100 km give about 233 km.
Sources and limits: Energy balance; temperature, speed, terrain and HVAC change real consumption.
EV range from usable energy in detail
Estimate range from SOC, reserve, battery capacity and consumption.
What does this quantity describe?
Energy calculators balance quantities over time and separate useful energy, losses and grid import. This matters because power is instantaneous while energy is its time integral.
Formula and variables
Available energy = capacity·(SOC−reserve); range = available energy/consumption·100.
Choose the inputs correctly
Usable capacity, current SOC, requested reserve and consumption in kWh/100 km. Reserve protects against deep discharge and is not additional drivable energy. Consumption belongs to a speed, temperature and terrain profile, so range is scenario-based.
How to use the calculator
Enter usable battery capacity, current state of charge, the target reserve and expected consumption in kWh/100 km for the planned trip. Choose a consumption value matching speed, temperature and route profile, not the WLTP type-approval figure.
Worked example
60 kWh, 80% SOC, 10% reserve and 18 kWh/100 km give about 233 km.
Understand the result and units
Reserve protects against deep discharge and is not additional drivable energy. Consumption belongs to a speed, temperature and terrain profile, so range is scenario-based. An annual value describes a scenario, not a guarantee for every day. Efficiency, coincidence, temperature, driving profile and tariff assumptions can change practical results more than rounding.
Capacity and available energy in kWh, SOC and reserve in percent, consumption in kWh/100 km, range in kilometres.
Typical applications
Estimating whether a planned route is reachable without recharging, comparing different driving profiles (motorway vs. country road), or assessing how winter consumption affects practical range.
Assumptions, limits and common mistakes
Energy balance; temperature, speed, terrain and HVAC change real consumption.
Common mistake: Don't use the WLTP or type-approval consumption unchanged – motorway speed, cold weather, HVAC use, load and gradients can push real consumption well above the rated figure. Don't treat the reserve as additional drivable energy; it is deliberately excluded from the available energy.
Frequently asked questions
Why does calculated range differ from the WLTP figure?
WLTP is measured under standardized conditions. Real factors such as speed, cold weather, HVAC use, load, wind and terrain often raise consumption by 20 to 50% above the rated figure.
How large should the reserve be?
About 5 to 10% is common, to buffer against deep discharge, navigation inaccuracy and unexpected detours; choose a higher value if charging infrastructure along the route is uncertain.
Why is the result only a scenario estimate?
Range depends on a single assumed consumption value. Changing speed, temperature and route profile within one trip are not modeled with time resolution here.
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