Week of October 11: one Supercharger cost 26¢ or 42¢ a kWh

The question, from last week's story: when the car charges farther away for a lower price, does the saving cover the extra miles and the time?

What happened. From Sunday, October 11 to Saturday, October 17, the car drove 571.7 miles on six days, 96.1% of them on FSD (Supervised), with a driver supervising every mile. It did not move on October 17, a day of car show work. Delivery ran on four days. The apps counted 245.4 miles on 23 orders, a little more than the 240.5 the car drove inside the hours they list, because two orders that ride together each count their own distance. The other 331.2 miles were outside those hours, and the Record does not say what they were for.

What it brought in. $262.54 was earned that week, all of it paid and all of it from Uber Eats. PaddockGavin work on the car show took 27 hours over October 15 to 17, by the owner's count. What the show brought in is not on the record yet.

What the charges show. The car charged four times, all at Superchargers, and the Supercharger cost ran from 26.0¢ to 42.0¢ a kWh. The cheapest was at the charger the car used for two other charges that week: it billed 26.0¢ a kWh on October 16 and 42.0¢ for the other two, because it bills less at some hours than at others. At 42.0¢ the same 51.8 kWh would have cost $21.76 instead of $13.46, modeled. The one charge at another charger, on October 11, was billed 38.0¢. On its 44.6 kWh that is $1.80 under the 42.0¢ price, modeled, enough for about 15 miles at 12.2¢ a mile. How far out of its way the car went for it is not on the record.

What it cost. At the car's measured 12.2¢ a mile through October 17, the week's miles used $69.66 of electricity, modeled, which leaves $192.88. That is electricity only, and it counts the car show's miles too. Insurance and software are separate lines on the Ledger, and tires, registration, maintenance and the car's loss in value are not priced yet. The car bought $67.75 of charging that week.

What this week cannot tell us. It is one week, one car, one city and four charges. A detour to a charger is not measured, so whether a farther, cheaper charger pays once the miles and the time are counted is still open. The miles outside the apps' hours are not sorted into car show errands, charging trips or personal driving. The full working time is not recorded, so no hourly figure is published.

Next week's question: how much of a week's charging bill does the hour of the charge decide?