Car 0-60 Time Calculator

Zero-to-sixty (0–60 mph) is one of the most popular ways to compare straight-line performance because it reflects what most drivers feel: how quickly a car can get up to highway speed from a stop. Real-world acceleration depends on many interacting factors (power delivery, gearing, shift time, tire grip, road surface, driver technique, and even weather). Still, you can get a useful ballpark estimate from a few inputs: vehicle weight, wheel horsepower, and traction.

How this 0–60 calculator works

This calculator uses an empirical power-to-weight relationship that approximates how acceleration time scales with the weight-to-power ratio, then adjusts the result with a traction factor. It is designed for quick comparisons and “what if” scenarios (adding power, removing weight, changing tires), not for perfectly predicting a specific car’s tested magazine time.

Formula (with variables defined)

The model can be summarized as:

Where:

• t = estimated 0–60 time in seconds
• W = vehicle weight in pounds (lb)
• HP = wheel horsepower (whp), not crank horsepower
• μ = traction coefficient (higher means better grip / better launch)
• 2.8 = an empirically chosen constant used to align the curve with typical production-car results in this simplified framework

The cube-root term (W/HP)^(1/3) captures diminishing returns: adding horsepower helps, but it tends to help less and less as power increases. Dividing by μ represents the idea that better traction improves the launch and reduces time—especially in the earliest part of the run.

Inputs explained (and typical values)

• Vehicle Weight (lb): Use the vehicle’s real running weight when possible (car + driver + fuel). Published curb weights can be optimistic and do not include the driver.
• Wheel Horsepower (whp): This is the power delivered to the wheels (often measured on a chassis dyno). If you only know crank horsepower (engine rating), wheel horsepower is typically lower due to drivetrain loss.
• Traction coefficient (μ): A simple way to reflect tires and surface. Rough guidance:
  • 0.6–0.75: low grip / poor surface / hard tires / cold conditions
  • 0.75–0.95: normal street tires on dry pavement
  • 0.95–1.10: very good street tires, warm surface, good launch
  • 1.10–1.30+: sticky tires / drag-prepped conditions (often unrealistic for everyday street use)

Interpreting the result

The output is best read as an estimate under simplified assumptions:

• If your estimate is significantly quicker than published tests, it may indicate optimistic horsepower, too-high traction, or that shifts/gear ratios are limiting the real car.
• If your estimate is significantly slower than expected, you may be using crank horsepower instead of wheel horsepower, or weight may include cargo/driver while the benchmark you’re comparing to uses a lighter figure.
• Small changes in inputs can matter: dropping 200–300 lb or adding 30–50 whp is often noticeable, but doubling power does not halve 0–60 time because of diminishing returns and traction constraints.

Worked example

Suppose you have a car with:

• Weight W = 3500 lb
• Wheel horsepower HP = 300 whp
• Traction coefficient μ = 0.90

Step 1: Compute the weight-to-power ratio:

W/HP = 3500/300 = 11.6667

Step 2: Take the cube root:

(W/HP)^(1/3) ≈ 11.6667^(1/3) ≈ 2.27

Step 3: Multiply by 2.8 and divide by traction:

t ≈ (2.8 × 2.27) / 0.90 ≈ 7.06 seconds

So the calculator would estimate roughly ~7.1 seconds for 0–60 mph with those assumptions.

Quick comparison table (how changes affect the estimate)

The table below shows how weight, horsepower, and traction can shift the estimate. These are illustrative examples using the same formula as the calculator.

Assumptions & limitations

• Wheel horsepower matters: The formula is most sensible when HP is at the wheels. Using crank horsepower will usually make the estimate too optimistic.
• Gearing and shift time are not modeled: Two cars with the same weight and wheel horsepower can have different 0–60 times due to gear ratios, number of shifts needed, shift speed, and torque curve shape.
• Traction is simplified to a single number: Real grip changes with tire compound, tire temperature, road surface, weight transfer, suspension setup, and AWD/FWD/RWD behavior.
• No explicit aerodynamic drag term: Drag grows with speed and becomes more important near 60 mph for some vehicles. This model bakes “typical” effects into the empirical constant rather than computing drag from CdA.
• Launch/driver technique varies: Brake boosting, launch control, clutch technique, and reaction to wheelspin can shift real results by tenths (or more).
• Estimates are best for comparisons: Use the calculator to compare setups (before/after mods, different tire conditions), and validate against known tested data when precision matters.

Tips for better estimates

• Use your best estimate of real running weight (including driver).
• Prefer dyno-tested wheel horsepower when available.
• Pick a traction coefficient that matches conditions (street tire on dry asphalt is often around 0.8–0.95).