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Category Car Calculators

Vehicle Specifications

Engine Power

Crank horsepower (10–3,000)

Curb Weight

Including driver (500–20,000)

Drivetrain Affects drivetrain loss %

Tire Type Grip coefficient μ

Advanced Parameters

Drag Coefficient (C_d) Typical: 0.25–0.45

Frontal Area (m²) Typical: 1.8–3.0

Altitude

Elevation above sea level

Rolling Resistance (C_r) Typical: 0.008–0.015

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About

Estimating a vehicle's 0 - 60 mph time from specification sheets is unreliable without accounting for drivetrain losses, aerodynamic drag coefficient C_d, rolling resistance C_r, and altitude-dependent air density ρ. A raw power-to-weight ratio overestimates performance by 10 - 25% because it ignores these real-world losses. This calculator applies Euler numerical integration at 0.01s time steps, subtracting aerodynamic drag force (12 ⋅ C_d ⋅ A ⋅ ρ ⋅ v²) and rolling resistance at each step. Results approximate real-world times within ±0.3 - 0.8s for naturally aspirated vehicles. Turbocharged engines with nonlinear torque curves may deviate further. Tire temperature, launch technique, and transmission shift speed are not modeled.

Formulas

The calculator uses numerical integration (Euler method) to solve Newton's second law at each time step. Net force on the vehicle at velocity v:

F_net = F_wheel − F_drag − F_roll

Where wheel force is derived from power delivered to the wheels:

F_wheel = P ⋅ ηmax(v, 0.1)

Aerodynamic drag force:

F_drag = 12 ⋅ C_d ⋅ A ⋅ ρ ⋅ v²

Rolling resistance force:

F_roll = C_r ⋅ m ⋅ g

Air density at altitude h is corrected using the barometric approximation:

ρ = ρ₀ ⋅ e^{−M ⋅ g ⋅ hR ⋅ T}

Acceleration at each step: a = F_netm. Velocity and time are updated: v_new = v + a ⋅ dt. The traction limit caps F_wheel at μ ⋅ m ⋅ g.

Where: P = engine power (W), η = drivetrain efficiency, v = velocity (m/s), C_d = drag coefficient, A = frontal area (m²), ρ = air density (kg/m³), ρ₀ = sea-level density (1.225 kg/m³), C_r = rolling resistance coefficient, m = vehicle mass (kg), g = 9.81 m/s², μ = tire grip coefficient, M = molar mass of air (0.029 kg/mol), R = gas constant (8.314 J/(mol⋅K)), T = temperature (288.15 K), dt = time step (0.01 s).

Reference Data

Vehicle Class	Typical Power	Typical Weight	Typical 0-60 Time	P/W Ratio	Drivetrain
Economy Sedan	130 - 160 hp	2,800 - 3,200 lb	8.0 - 10.0 s	0.045 - 0.055 hp/lb	FWD
Mid-Size Sedan	180 - 250 hp	3,200 - 3,600 lb	6.0 - 7.5 s	0.055 - 0.070 hp/lb	FWD / AWD
Full-Size Truck	300 - 400 hp	4,500 - 5,800 lb	5.5 - 7.0 s	0.060 - 0.075 hp/lb	RWD / AWD
Hot Hatchback	200 - 300 hp	2,900 - 3,400 lb	5.0 - 6.5 s	0.070 - 0.090 hp/lb	FWD / AWD
Sports Coupe	300 - 400 hp	3,200 - 3,600 lb	4.2 - 5.5 s	0.090 - 0.120 hp/lb	RWD
Muscle Car	400 - 500 hp	3,800 - 4,200 lb	3.8 - 5.0 s	0.100 - 0.130 hp/lb	RWD
Sports Sedan (BMW M / Audi RS)	400 - 600 hp	3,800 - 4,400 lb	3.2 - 4.2 s	0.110 - 0.150 hp/lb	AWD / RWD
Supercar	550 - 750 hp	3,000 - 3,600 lb	2.7 - 3.5 s	0.170 - 0.230 hp/lb	RWD / AWD
Hypercar	900 - 1,500 hp	2,800 - 3,500 lb	2.0 - 2.8 s	0.300 - 0.500 hp/lb	AWD
Electric Sedan (Tesla Model 3 LR)	346 hp	4,034 lb	4.2 s	0.086 hp/lb	AWD
Electric Performance (Tesla Model S Plaid)	1,020 hp	4,766 lb	1.99 s	0.214 hp/lb	AWD
SUV (Mid-Size)	250 - 350 hp	4,000 - 5,000 lb	6.0 - 7.5 s	0.055 - 0.075 hp/lb	AWD
Performance SUV	500 - 700 hp	4,800 - 5,500 lb	3.2 - 4.5 s	0.100 - 0.140 hp/lb	AWD
Minivan	260 - 300 hp	4,300 - 4,700 lb	6.5 - 8.0 s	0.058 - 0.068 hp/lb	FWD
Lightweight Sports (Miata / BRZ)	150 - 230 hp	2,300 - 2,800 lb	5.5 - 7.0 s	0.065 - 0.085 hp/lb	RWD
Classic Muscle (1960s - 70s)	300 - 450 hp	3,500 - 4,000 lb	5.0 - 7.0 s	0.085 - 0.120 hp/lb	RWD

Frequently Asked Questions

Manufacturer times are recorded under optimal conditions: professional driver, pre-heated tires, ideal surface grip, and often with a 1-foot rollout subtraction (which removes roughly 0.2-0.3 s). This calculator assumes a standing start with no rollout. Additionally, turbocharged engines produce nonlinear torque curves that a constant-power model cannot fully capture. Expect the calculator to be 0.3-0.8 s slower than magazine test results for turbo vehicles.

At higher elevations, air density decreases exponentially. At 5,000 ft (1,524 m), air density drops to approximately 1.056 kg/m³ from the sea-level value of 1.225 kg/m³ - roughly a 14% reduction. Naturally aspirated engines lose power proportionally because they ingest less oxygen. Turbocharged engines partially compensate via boost pressure, so the calculator's altitude correction is most accurate for NA engines. Reduced air density also lowers aerodynamic drag, which provides a small offsetting benefit at higher speeds.

FWD and RWD systems typically lose 12-18% of crank horsepower through the transmission, differential, and axle friction. The calculator uses 15% loss for both. AWD systems add a transfer case and additional differential, increasing losses to approximately 18-22%; the calculator uses 20%. These are conservative midpoints. Vehicles with dual-clutch transmissions may have lower losses (10-12%), while older automatics with torque converters can lose up to 25%.

The tire grip coefficient (μ) determines the maximum tractive force the tires can apply before wheel spin occurs. Summer performance tires have μ ≈ 1.0-1.1, all-season tires μ ≈ 0.85-0.95, and winter tires μ ≈ 0.7-0.8. For high-power, rear-wheel-drive vehicles, traction limiting is the dominant constraint in first and second gear. Reducing μ from 1.0 to 0.8 can add 1.0-2.0 s to a 0-60 run on a 500 hp RWD car.

No. The calculator models constant peak power delivery across the entire speed range, which is a simplification. Real engines produce peak power in a narrow RPM band, and each gear shift causes a momentary power interruption (50-300 ms depending on transmission type). This means the calculator slightly overestimates performance for manual transmissions and vehicles with peaky power bands, while being more accurate for electric vehicles which deliver near-constant power.

The calculator provides default values (Cd = 0.30, frontal area = 2.2 m²) that represent an average sedan. Sports cars typically have Cd = 0.28-0.33 with frontal area 1.8-2.1 m². SUVs range from Cd = 0.35-0.45 with frontal area 2.5-3.0 m². Trucks can reach Cd = 0.40-0.50. You can find your vehicle's exact Cd in the manufacturer's press materials or automotive databases. Note that aerodynamic drag is relatively small below 60 mph; the primary factors are power-to-weight ratio and traction.