Although recorded and reported for my 5 year 135,000 mi Model 3, it works for other EVs. I combined these data sources for the following chart: Tesla App invoices - downloadable CSV Charge kWh TezLab trip records - downloadable CSV Accurate start and stop times for each segment Visa charge records - downloadable CSV What I actually pay DESCRIPTION Started drive at 8:30 AM, with dark green bar, after free charging at walking distance L2 chargers. Kingville SuperCharger at 10:34 added 25.87 kWh, dark blue "+"; Visa costing $9.45, red double "+", with; start and end charging sessions marked between "++". Subsequent SuperCharging session follow the same protocol. Session charged to give a 30-40 mi reserve to the next SuperCharger. Roughly equal number of V2, 150 kW, and V3, 250 kW chargers. My 2019 Model 3 has an initial peak rate of 178 kW. State boundaries are light blue verticals with State abbreviations of each border. Last segment, light green bar, longer than expected 'cat nap', those miles are replaced by charging at home, $0.12/kWh which shows up in monthly Visa bill, not the SuperCharger Visa. Trip 1,170 mi, with FSD and Tesla routing Visa charges billed, $90.94, Tesla App totaled $101.95 SuperCharger rate, $90.94 / 1,170 = $7.77 per 100 miles 1,170 mi / 23.5 hours ~= 50 mph, block-to-block speed LESSONS LEARNED Full Self Driving makes a safe "all nighter" possible. Longer than expected "cat nap" at end suggests a motel at ~500 miles makes more sense. A 12 hour driving shift with FSD or AutoPilot is entirely practical. Commercial truck drivers are limited to 11 hours of manual driving. Last segment, started at a high SOC, 90%, due to longer 'cat nap.' Cost embedded in utility bill at $0.12/kWh versus $0.32/kWh SuperCharger rates. A bed, hot shower, free charging, and breakfast makes the next ~500 miles much nicer. Free charging at the start with an affordable, $0.12/kWh, at the end reduces the SuperCharger road costs. With a peak charge rate of 178 kW, the slightly longer V2 sessions do not make forcing V3 stations critical. If convent, use a V3 but the vehicle charge limit is less than what a V3 can provide. This trip combined three data sources to give an accurate view of long distance, EV driving. Adding the vehicle charge curve can give a better cost and time model. Bob Wilson
I need to share this here: Having bought FSD in Oct 2019, I have a lot of 'hands on' time. Even the early Autopilot paid for itself the first month when I suffered a medical problem under treatment: AutoPilot is best learned with some mentoring that Tesla is trying to address. Full Self Driving especially needs mentoring. A retired engineer and operating system programmer, my habits make 'integration and test' second nature. There are no words that can adequately replace mentoring. For FSD, it means a pair of sessions, about an hour each, hopefully on two subsequent days. You drive and an optional, second observer passenger while I mentor from the front, passenger seat. This type of mentoring can solve multiple problems including the remaining, latent defects. Once you know what they are, it becomes second nature to deal with them. Bob Wilson ps. If anyone within say 500 miles would like FSD training, send me a PM of where and when. My fee, dinner but I won't turn down a night on the sofa.
Can you read this spreadsheet from Google with the raw data? https://drive.google.com/file/d/1nunKs3OpUipXafiglh8ATQVf5qPqZaY0/view?usp=sharing Bob Wilson
