EVCharge started with an annoyance: every “how long to charge” calculator on the web divides battery by charger kilowatts and calls it a day. Try that math on a DC fast charger and you’ll be promised a 15-minute stop that actually takes 30 — because the advertised kilowatts are a peak the battery only accepts for the first half of the session. The taper is the whole story, and the flat math hides it.

One page, three answers

The calculator answers the questions an EV driver actually asks — how long, how much, how far — and it shows why: charge time from an integrated charging curve rather than a single division, cost on the energy the wall actually delivers (losses included), and range from whatever efficiency your car really gets. The curve model, the loss assumptions and the things we deliberately don’t model are printed next to the results, because a calculator that hides its assumptions is just a random number generator with styling.

Where the numbers come from

The charging curve is a piecewise approximation of typical modern EV acceptance curves — full rate to about half, stepping down to a floor near full — not any one car’s fingerprint. Charger presets map to real hardware classes: 1.4 kW Level 1, the 7.2–19.2 kW Level 2 spread, and the 50–350 kW DC stations you’ll actually find. Articles cite the same public sources the specs come from (SAE J1772 and CCS/NACS standards, NEC continuous-load rules, EIA price data, EPA efficiency figures). Where a number is a range rather than a fact, we print the range.

What this site is not

Not a vehicle database, not a trip planner, not an app with an account. It’s a calculator plus six guides, running entirely in your browser tab — the kind of site we wanted to exist while standing at a charger doing mental math.

The neighborhood

EVCharge lives on nxtolerance.com beside sibling tools like PowerBill (what your appliances cost to run), JSONfmt and ReGeXer. One idea per site, honest math, nothing phoned home.

Getting it wrong, and fixing it

Charging curves differ by model and by year; prices drift; connector standards are still settling. If a figure here contradicts what your car’s manual says or what a metered session measured, the contact page is the fix pipeline — corrections are the mail we most want.