MPG Calculator: Fuel Economy, Annual Cost, and Vehicle Comparison
Three tools in one: calculate your actual fill-up MPG, project your annual fuel cost with a city/highway driving split, or compare two vehicles to find the payback period when trading up to better fuel economy.
⛽ Select Mode and Enter Inputs
🚗 Trip / Fill-Up Data
mi
mi
Or enter total miles below if you know the trip distance directly.
miles
gal
$
mpg
To compare actual vs EPA rating.
💰 Your Vehicle and Driving
mpg
mpg
Slide to match your typical driving split. EPA uses 55% city / 45% highway for the combined rating.
mi/yr
$
🚗 Vehicle A (Current / Less Efficient)
mpg
$
🔋 Vehicle B (New / More Efficient)
mpg
$
💸 Driving and Fuel Inputs
mi/yr
$
📊 Fuel Economy Analysis
⛽
Choose a mode, enter your numbers, and click Calculate. Results show actual MPG, annual fuel cost with city/highway split, CO2 emissions, and vehicle comparison with payback period.
Results Chart
Why Is Your Real-World MPG Lower Than the EPA Window Sticker?
The gap between the EPA fuel economy rating printed on a new car’s window sticker and the MPG you actually see on your dashboard has a name: it is the real-world penalty, and it averages 10 to 15 percent below the EPA estimate for most drivers in most conditions. Understanding why this gap exists helps you calculate more accurate fuel budgets and makes better sense of why one driver might report 28 MPG in the same vehicle where another reports 32 MPG.
The EPA test cycle is conducted on a chassis dynamometer — a sophisticated treadmill for cars — inside a climate-controlled laboratory. There are no headwinds, no hills, no temperature extremes, no air conditioning compressor cycling, no passengers, and no gear bags in the trunk. The test uses a prescribed drive cycle that does not include aggressive acceleration, sustained highway cruising above 60 mph, or stop-and-go traffic in summer heat. These controlled conditions produce the best-case fuel economy number that very few drivers achieve consistently.
The Five Biggest Real-World MPG Killers
Speed is the single largest variable outside of driving behavior. The aerodynamic drag force on a vehicle increases with the square of velocity. At 55 mph, a typical sedan uses a certain amount of energy to overcome drag. At 75 mph, the aerodynamic load is roughly 86 percent higher. The EPA highway test tops out at 80 mph but averages around 48 mph. If you cruise at 75 to 80 mph on the interstate, you are paying a real fuel penalty that the EPA test does not capture. The Department of Energy’s fueleconomy.gov estimates that driving at 80 mph instead of 70 mph uses 17 percent more fuel.
Air conditioning is the second major penalty. The A/C compressor in a typical passenger car adds 3,000 to 5,000 BTU of mechanical load when running, which translates directly to fuel consumption. On a 95-degree summer day in Texas, a mid-size sedan might see 15 to 25 percent lower city MPG with A/C on versus a cool morning without it. Short trips are the third penalty — engines burn fuel inefficiently in the first few miles before reaching operating temperature, which explains why city MPG ratings suffer more than highway in cold climates. Cold air and winter fuel blends account for the fourth penalty, as winter gasoline blends contain less energy per gallon and cold engines run less efficiently. Payload and cargo are the fifth — every 100 pounds of extra weight reduces fuel economy by approximately 1 percent, per the DOE.
The MPG Paradox: Small Improvements at Low MPG Save More Fuel Than Large Improvements at High MPG
Most drivers intuitively assume that improving from 40 to 50 MPG saves more fuel than improving from 15 to 20 MPG — after all, it is a 10 MPG improvement versus a 5 MPG improvement. This intuition is wrong. Going from 15 to 20 MPG over 15,000 miles per year reduces fuel consumption by 250 gallons per year. Going from 40 to 50 MPG reduces consumption by only 75 gallons per year. The reason is that MPG is a reciprocal measure of efficiency — gallons per mile is the economically meaningful metric, and doubling MPG halves consumption while a 25 percent MPG improvement only reduces consumption by 20 percent. This is why trading a 15 MPG truck for a 20 MPG truck saves far more at the pump over five years than trading a 45 MPG hybrid for a 50 MPG EV.
How Each Calculation Mode Works: Fill-Up MPG, Annual Cost, and Comparison
This calculator offers three purpose-built modes, each solving a different fuel economy question. You can use all three independently or run them in sequence to build a complete picture of your vehicle’s fuel economics.
Mode 1: Calculate Your Actual Fill-Up MPG
This mode converts a real fill-up into an actual MPG reading. Enter your odometer at the start and end of the tank (or total miles driven), then enter the gallons filled and the price paid per gallon. The calculator returns your actual MPG, cost per mile, CO2 emitted during the tank, and — if you enter your EPA rating — the percentage gap between your real-world result and the EPA estimate. Running this calculation every few fill-ups gives you a much more accurate fuel budget number than using the sticker figure, and it can flag mechanical issues early if your MPG drops unexpectedly between fill-ups.
Mode 2: Project Annual Fuel Cost with City/Highway Split
This mode takes your city and highway MPG ratings separately and lets you specify your actual driving split. The EPA’s combined rating uses 55 percent city and 45 percent highway — which is a national average, not your specific commute. If you drive 80 percent city (typical urban commuter) and 20 percent highway, the combined MPG calculation using the EPA split significantly overestimates your real efficiency. This calculator computes your true blended MPG using the harmonic mean formula (the mathematically correct method for blending rates), then projects your annual fuel cost, monthly cost, cost per mile, and CO2 emissions for the year.
Mode 3: Compare Two Vehicles and Calculate Payback Period
This mode answers the question every car shopper asks: is the more fuel-efficient vehicle worth the higher price? Enter the MPG and optional purchase price for both vehicles, your annual miles, and current gas price. The calculator projects annual fuel savings, cumulative savings over your selected period, and — if you enter purchase prices — the exact payback period in years and months when the fuel savings fully offset the price premium. The bar chart shows cumulative savings over time, with the payback point clearly marked.
Three Real US Driving Scenarios with Complete Fuel Economy Calculations
Scenario 1 in Houston, TX: Daily Commuter in a 2024 Toyota Camry
Maria drives a 2024 Toyota Camry LE rated at 28 city / 39 highway MPG combined 32 MPG. She commutes 25 miles each way through Houston traffic, which she estimates is 70 percent city driving and 30 percent highway. She drives approximately 18,000 miles per year and pays an average of $3.10 per gallon for regular gas in Texas.
Calculation
Value
Blended MPG (harmonic mean, 70/30 city/hwy)
30.2 MPG
Annual gallons used
596 gallons
Annual fuel cost
$1,848
Monthly fuel cost
$154
Cost per mile
$0.103
Annual CO2 emissions
11,682 lbs (5.8 tons)
5-year fuel cost at $3.10/gal
$9,240
Maria’s 70/30 city/highway split gives her a true blended MPG of 30.2 — meaningfully less than the EPA combined 32 MPG because city driving is overweighted versus the EPA’s 55/45 split. Over five years at current Texas gas prices, she will spend approximately $9,240 on fuel. If gas climbs to $4.00 per gallon (as happened in 2022), that five-year figure rises to $11,920, which illustrates why fuel economy matters most in high-inflation gas environments.
Scenario 2 in Denver, CO: SUV Owner Considering a Hybrid Trade-Up
James drives a 2022 Ford Explorer rated at 21 MPG combined and is considering trading up to a 2025 Toyota Highlander Hybrid rated at 36 MPG combined. The Explorer has no trade-in value for this calculation; the new Highlander Hybrid MSRP is $4,500 more than a comparable non-hybrid Highlander. He drives 14,000 miles per year and pays $3.60 per gallon for regular in Denver.
Explorer (21 MPG)
Highlander Hybrid (36 MPG)
Annual gallons
667 gal
389 gal
Annual fuel cost
$2,400
$1,400
Annual CO2 (gasoline)
13,073 lbs
7,624 lbs
Annual fuel savings (hybrid)
$1,000 per year
Payback period ($4,500 premium)
4.5 years at $3.60/gal
5-year total savings
$5,000 minus $4,500 premium = $500 net benefit
James’s hybrid switch breaks even in 4.5 years at $3.60 per gallon. If he plans to keep the vehicle for 7 to 10 years (not unusual for someone buying a family Highlander), the net fuel savings comfortably exceed the premium. If gas averages $4.00 per gallon over the ownership period, payback drops to 4 years and the 7-year net benefit approaches $2,500. The hybrid math is compelling when you look beyond the 5-year window that most car shoppers use for financial comparisons.
Scenario 3 in Atlanta, GA: Delivery Driver Tracking Real MPG vs EPA
Derek uses a 2023 Chevy Silverado 1500 2.7L Turbo for a home delivery side hustle in Atlanta. The EPA rates this truck at 20 city / 23 highway MPG. Derek’s route is almost entirely city driving at low speeds with frequent stops. He filled up last week: 348 miles on 18.2 gallons. He pays $3.25 for regular in Georgia.
Fill-Up Calculation
Value
Actual MPG
348 / 18.2 = 19.1 MPG
EPA city rating
20 MPG
Real-world vs EPA gap
-4.5% below EPA city (reasonable for delivery)
Cost per mile (this tank)
$3.25 / 19.1 = $0.170
CO2 this tank
18.2 gal x 19.6 = 356.7 lbs
Annual fuel cost (20,000 delivery miles)
$3,404 at actual 19.1 MPG
Derek’s 19.1 MPG is slightly below the EPA city rating of 20 MPG, which is normal for delivery driving with the extra idling, cargo weight, and frequent engine restarts. For tax purposes, he can use the IRS standard mileage rate (currently $0.70 per mile for 2025 business miles) to deduct mileage rather than tracking actual fuel costs — at 20,000 miles per year that is a $14,000 deduction. Tracking actual MPG from fill-up to fill-up also helps him notice if performance drops suddenly, which can indicate a mechanical issue worth addressing before it becomes a breakdown.
Three Expert Tips for Improving Your MPG Without Spending Money
Tip 1: Drive 60-65 MPH Instead of 75-80 MPH on the Highway
Aerodynamic drag increases with the square of speed. Moving from 75 mph to 65 mph reduces drag force by approximately 25 percent. For a typical sedan getting 33 MPG at 65 mph, dropping speed from 75 mph can improve highway fuel economy by 10 to 15 percent — worth 3 to 5 MPG. On a 300-mile highway trip at $3.50 per gallon, that difference saves approximately $3 to $5 per tank. Multiplied across 15,000 annual highway miles, the habit change saves $50 to $100 per year with zero investment.
The easiest implementation is using cruise control consistently. The DOE’s fueleconomy.gov notes that cruise control improves highway MPG by 7 to 14 percent in most vehicles by eliminating the speed fluctuations that most drivers make unconsciously. This is especially true on long flat highways where there is no terrain-based reason to vary speed.
Tip 2: Maintain Proper Tire Pressure — Check Monthly, Not Just When the Light Comes On
The TPMS warning light on your dashboard does not illuminate until tire pressure is 25 percent below the recommended pressure — a significant underinflation that has already been costing you fuel economy for weeks. Tires typically lose 1 to 2 PSI per month through natural permeation, and temperature changes of 10 degrees Fahrenheit cause approximately 1 PSI of pressure change. A tire that starts September at the correct 35 PSI can easily reach 28 to 29 PSI by Thanksgiving without triggering the TPMS warning.
Properly inflated tires reduce rolling resistance. The DOE estimates that for every 1 PSI of underinflation across all four tires, fuel economy drops by about 0.2 percent. At 6 PSI of underinflation (below warning light threshold), that is 1.2 percent lower fuel economy across the board. For a driver using 500 gallons per year at $3.50 per gallon, this underinflation costs approximately $21 per year — and a $10 quality tire gauge prevents it entirely.
Tip 3: Lighten Your Cargo Load and Remove Roof Racks When Not in Use
Every 100 pounds of extra weight reduces fuel economy by approximately 1 percent, per the DOE. For an average driver, this is a modest number — hauling 200 lbs of extra camping gear costs about $10 in fuel per year on a 15,000-mile drive pattern. The more impactful weight penalty is roof-mounted cargo: a roof cargo box on an average sedan increases aerodynamic drag by 5 to 25 percent depending on driving speed, shape of the box, and vehicle design. At highway speeds, a full roof box on a sedan can reduce highway MPG by 5 to 17 percent.
The simple rule: remove the roof rack and cargo box when you are not using them. An empty rack at highway speeds still adds 1 to 5 percent aerodynamic drag from the cross-bars alone. Many rack systems are designed for quick removal and reinstallation — removing and reinstalling takes 5 minutes and the fuel savings over 10,000 highway miles per year can exceed $50 annually, which is worth the minor inconvenience.
16 MPG and Fuel Economy Questions Answered for US Drivers
The US fleet average fuel economy is approximately 26 to 27 MPG for model year 2024 and 2025 vehicles. For context: compact cars and sedans typically achieve 30 to 40 MPG combined; mid-size SUVs and crossovers typically achieve 25 to 32 MPG; full-size trucks and large SUVs typically achieve 18 to 24 MPG; hybrid vehicles typically achieve 40 to 58 MPG; and plug-in hybrids range widely depending on whether the driver charges regularly. A combined MPG above 30 is considered good for a conventional gasoline vehicle; above 40 MPG is excellent; hybrid systems that achieve 50 MPG combined are in the top tier of conventional MPG performance. For trucks and work vehicles, 20 to 22 MPG combined is considered good given the platform.
The EPA uses a standardized chassis dynamometer test conducted in a laboratory. Vehicles are driven through two prescribed drive cycles: the FTP-75 city test (simulating city driving with lots of stops and moderate acceleration) and the HWFET highway test (simulating steady highway driving at average speeds around 48 mph). The EPA also uses three additional tests for higher speeds, air conditioning operation, and cold weather performance. The city and highway ratings printed on the window sticker are calculated from these tests using a formula that adjusts the raw dynamometer results downward by approximately 10 to 15 percent to better reflect real-world driving. The combined rating uses a 55% city / 45% highway weighted average. All ratings are published at fueleconomy.gov, maintained by the DOE and EPA.
Highway driving is more fuel-efficient than city driving for two main reasons: steady-state cruising is more efficient than the constant acceleration and braking of city traffic, and highway speeds allow the engine to operate closer to its peak efficiency band for extended periods. In city driving, a significant amount of fuel is consumed during acceleration from stops — energy that is then lost as heat during braking. At highway speeds, this stop-start cycle is eliminated. City driving also involves more engine idle time at traffic lights and in traffic jams, where fuel is consumed but no distance is covered. Modern hybrids partially reverse this pattern because their regenerative braking systems recover some of the energy that conventional vehicles lose as heat, making them particularly efficient in stop-and-go traffic. Some hybrid models actually rate higher in the city than on the highway.
Aerodynamic drag is proportional to the square of speed, so the effect of higher speed on fuel consumption is disproportionate. Compared to 55 mph, driving at 65 mph uses approximately 15 to 18 percent more fuel. Driving at 70 mph uses approximately 25 to 30 percent more fuel. Driving at 80 mph uses approximately 40 to 45 percent more fuel. These are average figures that vary by vehicle type — aerodynamically efficient sedans are less penalized by higher speeds than boxy trucks and SUVs with large frontal areas. Using cruise control at a consistent 65 to 70 mph on interstate highways is the single most effective driving technique for maximizing fuel economy during highway travel.
The IRS standard mileage rate is the per-mile deduction allowed for business use of a personal vehicle when using the standard method rather than tracking actual expenses. For 2025, the business mileage rate is $0.70 per mile. This rate encompasses fuel, oil, maintenance, depreciation, and insurance costs. You should use the standard mileage rate (rather than actual expense tracking) when it is simpler to administer and you use your vehicle heavily for business. To qualify, you must keep a contemporaneous log of business mileage, dates, destinations, and business purposes. If you drive 20,000 business miles per year, the standard rate yields a $14,000 deduction regardless of your actual vehicle costs. Compare this to your actual fuel + maintenance + depreciation costs to decide which method produces the larger deduction. The IRS adjusts the standard mileage rate periodically, so verify the current rate at irs.gov before filing.
No, for virtually all vehicles. Premium gasoline has a higher octane rating (91 to 93 AKI) than regular (87 AKI) or mid-grade (89 AKI). Octane rating measures a fuel’s resistance to knock, not its energy content. A vehicle designed for regular unleaded gasoline does not produce more power or better fuel economy from premium fuel. Engines designed to require premium fuel (turbocharged performance engines and some luxury vehicles) will benefit from it because their compression ratios and boost levels are calibrated for premium octane. For these engines, using regular fuel can reduce power and fuel economy as the knock sensors retard timing. Using premium in a car rated for regular is simply wasting $0.40 to $0.80 extra per gallon with no benefit.
The payback calculation compares the price premium of the more efficient vehicle against the annual fuel savings. First, calculate annual fuel savings: (annual miles / old MPG – annual miles / new MPG) x gas price per gallon. Then divide the price premium by this annual savings to get the payback period in years. Example: trading a 22 MPG vehicle for a 34 MPG vehicle at 15,000 miles/year and $3.50/gallon saves (15,000/22 – 15,000/34) x 3.50 = $849/year. If the more efficient vehicle costs $3,000 more, the payback period is 3,000 / 849 = 3.5 years. After the payback period, every subsequent year is pure savings. At 10 years of ownership, the $3,000 premium generates approximately $5,490 in total savings at these assumptions. This calculator runs this math automatically in Compare Mode and charts the cumulative savings over time.
Burning one gallon of regular gasoline produces approximately 19.6 pounds (8.9 kg) of CO2, according to the EPA. This number can seem surprising because gasoline weighs about 6.3 pounds per gallon — the additional mass comes from oxygen in the air that combines with the carbon in the fuel during combustion. Diesel fuel, which has higher energy content per gallon, produces approximately 22.4 pounds of CO2 per gallon. For a driver consuming 500 gallons of regular gasoline per year, the annual CO2 footprint from driving is approximately 4.9 tons. For comparison, the EPA estimates the average US passenger vehicle emits about 4.6 metric tons of CO2 per year. Improving from 25 to 35 MPG eliminates approximately 1.7 tons of CO2 per year at 15,000 miles annually.
Cold weather affects fuel economy through several mechanisms. Cold engine operation is the primary factor: gasoline engines run less efficiently when cold because the fuel-air mixture requires richer calibration, oil is thicker and creates more friction, and the catalytic converter has not yet reached operating temperature. Short trips in cold weather are particularly punishing because the engine never fully warms up before you reach your destination. Winter fuel blends mandated by the EPA for many US markets contain more butane and other volatile compounds that have slightly less energy content per gallon than summer blends, reducing MPG by 1 to 3 percent. Cold air is denser, creating more aerodynamic drag. Heated seats, rear defrost, and other electrical loads increase alternator load. Collectively, the EPA estimates that cold weather (20 degrees F) can reduce conventional vehicle fuel economy by 15 to 24 percent compared to 77-degree conditions.
Yes. An idling vehicle gets 0 MPG by definition — it is burning fuel while covering zero distance. A typical modern mid-size car burns approximately 0.15 to 0.35 gallons per hour while idling, depending on engine size and whether the A/C is running. If you idle for 15 minutes per day (warming up the car in winter, waiting in pickup lines, sitting in drive-through lanes), that is approximately 30 to 85 gallons of fuel per year consumed at zero productivity. Modern fuel-injected engines do not need warm-up time beyond 30 to 60 seconds; the engine warms up faster and more efficiently through gentle driving than through idling. Drive-off idling in winter warms the cabin more slowly than driving and provides no benefit to the engine beyond 60 seconds. The DOE recommends turning off the engine if you expect to be stationary for more than 10 seconds, except in traffic.
MPGe (miles per gallon equivalent) is the EPA’s rating for electric vehicles and plug-in hybrids when operating on electricity. It converts the energy in one gallon of gasoline (115,000 BTU or 33.7 kilowatt-hours) to an equivalent number of miles an EV would travel on that amount of electricity. A 2025 Tesla Model 3 Standard Range rated at 140 MPGe would travel 140 miles on 33.7 kWh — and typically uses about 3.7 miles per kWh. To translate MPGe to actual electricity cost: divide 33.7 kWh by the MPGe rating to get kWh per mile, then multiply by your electricity rate. At $0.16/kWh (US average), a 140 MPGe EV costs approximately $0.04 per mile in electricity — compared to $0.13 per mile for a 27 MPG gasoline vehicle at $3.50/gallon. The per-mile cost is dramatically lower for EVs on electricity, which is why total cost of ownership comparisons often favor EVs even when the purchase price is higher.
Towing a trailer dramatically reduces fuel economy, primarily through increased aerodynamic drag and mechanical load. The MPG penalty depends on the trailer’s frontal area, its weight, and the driving speed. A mid-size SUV rated at 28 MPG highway might see 15 to 18 MPG while towing a 5,000-lb boat trailer at 65 mph — a 35 to 45 percent reduction. A one-ton pickup truck towing a 15,000-lb fifth wheel trailer might see 8 to 11 MPG on the highway — a 55 to 65 percent reduction from the unloaded highway rating. For trip planning, the common rule of thumb is to assume your towing MPG will be approximately 50 to 60 percent of your unloaded highway MPG for heavy trailer towing, and 60 to 70 percent for lighter loads. Driving at 55 to 60 mph instead of 65 to 70 mph while towing can recover 10 to 20 percent of the aerodynamic loss.
Yes, significantly. The oxygen sensor (O2 sensor) measures the oxygen content of exhaust gases and sends real-time feedback to the engine control module to adjust the fuel-air mixture. A failing O2 sensor sends incorrect readings that cause the ECM to supply either too rich (too much fuel) or too lean (too little fuel) a mixture. A faulty downstream O2 sensor typically causes the engine to run rich, which can reduce fuel economy by 10 to 40 percent and may trigger a check engine light. An O2 sensor typically costs $20 to $100 for the part and $100 to $200 for professional installation, making it one of the most cost-effective repairs for a vehicle with poor fuel economy. Other common mechanical causes of poor fuel economy include dirty or failing fuel injectors, a clogged air filter, a stuck-open thermostat, worn spark plugs, and underinflated tires.
Gas prices vary significantly by state, primarily driven by state fuel taxes, local refinery capacity, and proximity to fuel distribution infrastructure. California typically pays $0.80 to $1.50 more per gallon than the national average due to higher state taxes and California-specific fuel blend requirements. Texas and Gulf Coast states typically pay $0.20 to $0.50 below the national average due to proximity to refining capacity. For a driver using 500 gallons per year, the difference between California prices and Texas prices can amount to $400 to $750 per year on the exact same driving pattern and vehicle. The AAA Daily Fuel Gauge Report at gasprices.aaa.com tracks current average prices by state and tracks historical trends — useful for projecting future fuel costs when comparing vehicles.
Yes, particularly in city driving. The A/C compressor draws mechanical power from the engine, increasing fuel consumption. The EPA estimates that A/C use reduces fuel economy by 5 to 25 percent depending on vehicle type, temperature, and drive cycle. At 95 degrees Fahrenheit with the A/C running at maximum in city traffic, some vehicles see a 25 percent MPG reduction compared to operating without A/C. At highway speeds, the A/C impact is smaller (5 to 10 percent) because the engine is producing more power overall and the A/C load is a smaller fraction of total output. The alternative of opening windows at highway speeds creates aerodynamic drag that the DOE estimates costs about as much in fuel economy as running A/C at highway speeds — so the choice between windows and A/C at highway speeds is roughly neutral from a fuel economy standpoint. At city speeds, open windows on a hot day with the A/C off is slightly more fuel efficient.
The most fuel-efficient acceleration from a stop is smooth and gradual — applying moderate throttle to build speed at a rate that keeps engine load moderate. For manual transmission drivers, shifting up early (around 2,000 to 2,500 RPM) keeps the engine in a more efficient part of its operating range. For automatic transmission vehicles, light to moderate throttle application allows the transmission to shift into higher gears sooner, which reduces fuel consumption. What you want to avoid is jackrabbit starts — applying heavy throttle to accelerate as quickly as possible. Hard acceleration requires the engine to produce maximum power, which comes at peak fuel consumption rates. Research from the National Renewable Energy Laboratory found that smooth acceleration can improve city driving fuel economy by 10 to 15 percent compared to aggressive driving. Combined with anticipating stops to coast down rather than braking at the last moment (which wastes all the kinetic energy built during acceleration), smooth acceleration and deceleration is the single highest-impact driving habit for fuel economy.
Fuel economy calculations use EPA standard formulas and published coefficients. Annual fuel cost projections assume a constant gas price and constant driving pattern; actual costs will vary as gas prices fluctuate. CO2 emission factors (19.6 lbs per gallon for gasoline, 22.4 lbs per gallon for diesel) are from EPA published data. Vehicle comparison payback calculations assume constant gas prices and constant driving behavior over the projection period.
IRS mileage rate information is for informational purposes only and is not tax advice. Verify the current standard mileage rate at irs.gov before filing. Consult a licensed CPA or tax professional for specific tax guidance. USCalculators.com is not affiliated with the EPA, DOE, or IRS. Editorial transparency: No automaker, fuel company, or vehicle technology brand paid to influence the content or calculations on this page.