Understand your result.
See what each tool uses, how the calculation works and what the result can tell you.
Charging time
How long does it take to reach your target battery percentage?
Published charging times
A manufacturer or test result applies to its stated charging window, such as 10–80%, and its stated conditions. The tool shows that reference without stretching it to another window or charger.
Your AC estimate
Choose your XPENG to fill its listed battery size, or enter the size yourself. Add your current and target percentages and the AC power actually received by the car. Listed capacity can differ from usable energy; this path is an estimate, not a measured charging time.
AC estimate
- Estimated energy added · kWh
- Battery size × (target % − starting %) ÷ 100
- Power reaching the battery · kW
- Entered AC charging power × efficiency
- Charging time · minutes
- Energy added ÷ power reaching the battery × 60
Illustrative example
36 kWh ÷ (7.4 kW × 0.90) × 60 ≈ 324 minutes
Example inputs only, not XPENG specifications or default settings.
The starting assumption is 90% efficiency for wallbox charging (10% losses), or 80% at 2.3 kW (20% losses). You can change it in Extra settings. These are illustrative settings, not measured XPENG efficiencies.
What to keep in mind
A 22 kW station does not establish the power your car receives. Near 100%, the AC energy estimate excludes final slowdown and can underestimate actual duration; the warning appears before calculating. DC references are limited to documented sessions, without extrapolation from peak power.
Charging cost
What will the electricity for your charging session cost?
Use your receipt or meter
Enter the energy billed for your session and your electricity price per kWh. Billed energy already includes losses beyond that meter, so the tool does not add them again. You can also price a documented complete recharge from an independent test.
Estimate from battery percentages
For an electric car, estimate battery energy from listed or entered battery size and percentage change. An adjustable charging-loss allowance estimates billed electricity. This is approximate; a charging receipt is more precise. Fixed and per-minute fees are added separately.
Session cost
- Electricity cost
- Billed energy × your price per kWh
- Billed energy · when estimating from battery energy
- Energy added to the battery ÷ session efficiency
- Total with optional fees
- Electricity cost + fixed fee + billed minutes × fee per minute
Illustrative example
40 billed kWh × 0.25 per kWh = 10 in your currency
Example inputs only, not XPENG specifications or default settings.
Your tariff and currency are personal inputs. There is no automatic national tariff or currency conversion.
What to keep in mind
For range-extender (EREV) models, battery-percentage estimates are unavailable while the usable electric window and reserve are unknown. A cost based on billed energy from your receipt remains available.
Electricity cost per 100 km
How much electricity spending does 100 km of driving represent?
Choose a compatible consumption
Use an available manufacturer reference for the selected version, a separate independent test, or your own pure-electric consumption. The original protocol stays visible: WLTP, CLTC and other cycles are not converted into equivalent results.
Check where energy was measured
Choose Electricity meter when consumption already includes charging losses. Choose Car dashboard for battery-side consumption; the tool then applies an adjustable loss allowance to estimate billed energy. No extra loss correction is applied to metered consumption.
Electric running cost
- Electricity cost per 100 km
- Billed consumption in kWh/100 km × your price per kWh
- Billed consumption · for battery-side inputs only
- Battery-side consumption ÷ session efficiency
Illustrative example
20 billed kWh/100 km × 0.25 per kWh = 5 per 100 km
Example inputs only, not XPENG specifications or default settings.
For admitted European references, the charging-energy boundary is interpreted from regulation 2017/1151. Japanese references explicitly identify AC consumption. This does not mean every national certificate was consulted.
What to keep in mind
For range-extender (EREV) models, use pure-electric mode consumption, not a weighted combined figure. The result covers electricity; fuel, servicing and other ownership costs are separate.
Driving range
How far can the available battery energy take you?
Published range
Manufacturer electric range and independent test range are shown as separate references, with their source and conditions. A published full-range figure is not automatically scaled to your battery percentage.
Your energy estimate
Enter available battery energy and battery-side consumption for the same vehicle and usage conditions. For a range-extender (EREV) model, available energy must exclude the reserve that cannot be used for electric driving.
Electric distance estimate
- Estimated distance · km
- Available battery energy ÷ battery-side consumption per 100 km × 100
Illustrative example
45 available kWh ÷ 15 kWh/100 km × 100 = 300 km
Example inputs only, not XPENG specifications or default settings.
Both energy inputs must be measured at the battery. Outlet consumption includes charging losses and cannot be divided directly into battery energy.
What to keep in mind
The estimate has no automatic weather, speed or traffic correction. For range-extender (EREV) models, electric range is separate from total range including fuel.
Sources you can check
Look beside your result
Each documented result links to its manufacturer document or independent test. The document version, measured conditions and any assumptions stay visible, so you can see which reference applies to your vehicle.
Choose your exact version
The same model name can have different batteries, chargers or test protocols across markets and years. Regional documents remain separate from national versions. If a compatible figure is missing, the tool explains what is needed instead of borrowing one from another version.
The loss allowances are product assumptions informed by ADAC’s charging-loss study, which measured 5–10% at wallboxes and 10–30% at household sockets in four other electric cars. They are not measurements of an XPENG and do not model every temperature, charger or charging session.
Research snapshot: 13 October 2026. Coverage varies by model, market and revision. Personal calculations run in your browser; a shared link contains the inputs and assumptions you choose to share.