Tesla Charging Time Calculator

The Tesla Charging Time Calculator estimates how long any Tesla takes to charge on a Supercharger or home connector between two battery levels.

Where You Plug In Sets the Pace

For a Tesla, the question is rarely which model charges fastest — the lineup clusters tightly on charging hardware. What changes the answer by an order of magnitude is where the car is plugged in. The same Model 3 that needs five hours on a home circuit reaches the same charge in fourteen minutes at a Supercharger, because the two paths feed the battery through completely different power levels.

Every result here comes from two numbers tied to the chosen model: usable battery capacity and peak charging acceptance. Capacity sets how many kWh you must add to move between two states of charge, and acceptance sets how fast those kWh can flow. The Model 3, Y, and S read their figures from verified specifications; the Model X and Cybertruck use manufacturer and EPA data held alongside them.

A Tesla owner charges in three broad contexts, and the calculator covers all three.

• Home outlet — a NEMA 14-50 socket with the Mobile Connector delivers about 7.7 kW, enough to refill a daily commute overnight.
• Home Wall Connector — hardwired at up to 48 amps, it supplies the full 11.5 kW that every current Tesla accepts on alternating current.
• Supercharger — a V3 cabinet supplies up to 250 kW and a V4 cabinet up to 325 kW on direct current, capped by what the car will accept.

The pattern that falls out is consistent: home charging is slow but convenient because the car sits idle anyway, while Supercharging is fast but reserved for travel. If you would rather type in a battery and charger by hand instead of picking a model, enter a custom battery and charger by hand with the standard estimator, or compare charging times across non-Tesla models too on the wider database tool.

Tesla Charging Time by Model and Charger

The table below lists the five current Tesla models with usable battery, then the time to charge from 10% to 80% on a home Wall Connector, a V3 Supercharger, and a V4 Supercharger. The home column assumes a 48-amp circuit at 11.5 kW. The Supercharger columns use each model's own peak on a stall that can supply it.

Tesla model	Usable battery	Wall Connector 48A (11.5 kW)	Supercharger V3 (250 kW)	Supercharger V4 (up to 325 kW)
Model 3 Long Range	75 kWh	5 h 04 m	14 min	14 min
Model Y Long Range	77 kWh	5 h 12 m	14 min	14 min
Model S Long Range	95 kWh	6 h 26 m	18 min	18 min
Model X Long Range	95 kWh	6 h 26 m	18 min	18 min
Cybertruck All-Wheel Drive	123 kWh	8 h 19 m	23 min	18 min

Two things stand out. The home column tracks battery size almost exactly, because every model accepts the same 11.5 kW and the only variable left is how many kWh the pack holds. The Supercharger columns are nearly identical for the first four models, because they all cap at 250 kW — and the V4 column only differs for the Cybertruck, the one model that can draw the extra power. Once you know the energy and minutes for a session, you can turn that energy into cents per mile to compare against a petrol car.

V3 Versus V4: When the Faster Supercharger Pays Off

It is tempting to assume a V4 Supercharger, rated higher than a V3, always charges a Tesla faster. For most of the lineup that is not true. The Model 3, Y, S, and X all peak at 250 kW on direct current, which a V3 cabinet already supplies in full. Plug any of them into a V4 stall and the car still draws 250 kW, finishing in exactly the same time.

The Cybertruck is the exception that proves the rule. Its battery and BMS accept up to 325 kW, so a V4 cabinet feeds it faster than a V3 can — trimming a 10% to 80% session from about 23 minutes to roughly 18. That is the only place in the current Tesla range where choosing a V4 over a V3 changes the number on the screen. For everyone else, the practical advice is to take whichever Supercharger is closer or less busy and ignore the cabinet generation entirely.

This mirrors a wider truth about fast charging: the station's headline rating is a ceiling, not a promise, and the vehicle usually sets the real speed, a habit worth building once you learn to read any car's charging specs off its data sheet. The same logic governs non-Tesla cars on the network, where a model's peak acceptance — not the Supercharger badge — decides the rate. A model like the Hyundai Ioniq 5 or Kia EV6 draws well over 200 kW on a Supercharger that can supply it, while a lower-acceptance car is held back whatever the badge. To see how the three charging levels behave across different hardware, you can see how the three charging levels stack up side by side.

Charging a Tesla at Home

Home charging is where most Tesla owners spend the overwhelming majority of their kilowatt-hours, and the speed there is set entirely by the on-board charger, not the Supercharger network. Every current Tesla accepts 11.5 kW on alternating current, so the practical decision is how much of that the home circuit can deliver. A 48-amp Wall Connector reaches the full rate; a 40-amp circuit gives 9.6 kW; and a NEMA 14-50 outlet with the Mobile Connector gives about 7.7 kW.

The good news is that daily driving rarely needs the fastest option. A 40-mile commute uses roughly 10 to 12 kWh, which even a 7.7 kW outlet replaces in under two hours. The Wall Connector earns its place for households that drive long distances, park for short windows, or want margin for cold mornings when efficiency drops. Before paying for the higher-amperage install, it is worth checking the panel — you can size a home circuit to your daily mileage first, and read a plain-language primer on charging levels for the background on what each tier delivers.

Worked Example: Model 3 Long Range on a V3 Supercharger

A Model 3 Long Range arrives at a 250 kW V3 Supercharger at 20% and charges to 80%. Usable capacity is 75 kWh, and the window needs 75 × (0.80 − 0.20) = 45.0 kWh. The stall supplies 250 kW and the car accepts 250 kW, so the effective rate is 250 kW. The 20% to 80% range stays inside the flat part of the curve, so at 90% efficiency the working rate is 225 kW and the session takes about 12 minutes, adding roughly 180 miles.

The car would charge no faster on a V4 stall, because 250 kW is its ceiling either way. A stop this short is why the Supercharger network turns the Model 3 into a relaxed long-distance car rather than a range-anxiety exercise.

Worked Example: Model Y Long Range Overnight at Home

A Model Y Long Range plugs into a 48-amp Wall Connector at 20% in the evening. Usable capacity is 77 kWh, and reaching 80% needs 77 × (0.80 − 0.20) = 46.2 kWh. The circuit supplies 11.5 kW and the car accepts 11.5 kW, so the effective rate is 11.5 kW. Alternating-current charging shows no meaningful taper, so at 90% efficiency the working rate is 10.35 kW, giving about 4 hours 28 minutes and roughly 159 miles.

The session finishes well inside the overnight window, so daily charging needs no scheduling. Because both ceilings agree at 11.5 kW, battery size is the only lever, and a larger pack such as the Cybertruck's extends the time in direct proportion.

Supercharger Tiers

Supercharger tiers describe the generation of charging cabinet at a site. A V3 cabinet supplies up to 250 kW per stall, while a V4 cabinet supplies up to 325 kW and adds a longer cable and a payment terminal for non-Tesla cars. The peak figure is the most the cabinet can deliver, but the car decides how much of it is used.

On-Board Charger

The on-board charger is the power-conversion unit inside the Tesla that handles all alternating-current charging, whether from a wall outlet or a Wall Connector. Every current Tesla rates it at 11.5 kW, which is why home charging speed depends on the circuit rather than the model. The on-board charger plays no part in Supercharging, which feeds direct current straight to the battery and bypasses it entirely.

The 80 Percent Rule

The 80% rule is the habit of ending a routine charge at 80% rather than 100%. On direct current the charging curve tapers sharply above 80%, so the last fifth of the battery can take as long to add as the first two thirds. For daily driving, Tesla's own guidance reserves 100% for the morning of a long trip, since sitting at a full charge offers no benefit and a small longevity cost.