Some of the key points to note:

- It's a Model 3 Performance
- A variety of weather and conditions including wet, rainy, cold, hot, windy.
- Different Superchargers with a mix of:
- Vintage V2 that maxes at a little over 100kW (probably one of the first to be upgraded to V3)
- Pull through Superchargers
- Superchargers in parking garage
- How much inconveniences you may or may not encounter e.g. detours
- Amenities at Superchargers
- Supercharger layouts

- High speed runs at 95 mph
- Very casual, leisurely trip-no barnstorming or cannonballing
- How to find a destination charger and charging speed (6% to 100% in 8 hours)
- How the navigation routes the most efficient charging time. (He charges almost to 80% once that I saw)
- Efficiency under various driving styles (95 mph leg) and conditions. At 85-90 mph he averaged 342 watt hours/mile

Due to the convenience and locations, he rarely is wasting a lot of slop time by charging more frequently than if he charged to 80% instead of 50% He also explains where it makes sense to skip chargers and when it makes more sense to stop.

On the stop where he charged from 18% to 78%, he added 45 kWh in half and hour so this gives some V2 charging data vs V3.

V3 would have added 180 miles in 24 minutes vs. 160 miles in 30 minutes.

On his second leg, he does 900 miles starting his day at 9:00 AM without any stress, drama, worry's, or phone calls. Without getting into too much detail, it looks as though his average charge time was about 20 minutes.

There's also much made about average charge rate vs peak charge rate. So to approach this scenario using that metric, and using the table of the V3 chargers, to 80% it works out to 125kW. As noted above and based on my own experience, it's extremely rare to charge to 80% on the road. Using 50% as the typical charging cap, the average works out to be 176 kW which adds 150 miles.

Let's use that to compare with the 210 mile AWD Mach e since that's the closest in spec and battery size and assume they have the 100 kW flat charge curve to 80%. This will give the Mach e less stops than the Tesla so should do well.

The only assumptions we have to make is slop time and Mach e flat charge curve. To give the Mach e a little help, let's use 15 minutes and we've agreed before that 100 kW is reasonable. This fictitious trip assumes when the Tesla gets to 50% there will be a functioning Supercharger and when the Mach e gets to 80, there will be a functioning public charger. No phone calls, no fail to charge, no moving to another cabinet, no sharing, no icing, etc.

To make things easier, I'll use the flat charge average for the Model 3 calculated above at 176 kW.

Here's the math on the Tesla:

2%-12%: 250 kW

12%-20%: 244 kW

20%-50%: 134 kW

This works out to be 2,500 + 1,952 + 4,020 = 8,472/48% (starts at 2%)=176.5 kW average to 50%

To get to 50% takes about 11 1/2 minutes so the total stop is 11.5 + 15 = 26.5 minutes for +150 miles

For the Mach e, 100kW into a 70 kWh battery will get to 80% in a little over 33 minutes. (70 kWh * .8 =.56 of an hour.) This adds 168 miles.

So rather that do a bunch of stops and adding up all the time driving and stopping and charging, it's easier to just calculate how many miles per minute does each car add, INCLUDING the charging and slop time. Here's the results:

Model 3 adds 150 miles in 26.5 minutes which is 5.6 miles per minute

Mach e adds 168 miles in 33 minutes which is 4.8 miles per minute

Now if you look at the flat charging rate average for the Tesla to 80%, you will see that it's already higher than the Mach e. 125kW vs 100 kW. So there's really no point in belaboring this point any further.**UNLESS**

You want to use the bigger Mach e battery spec. That would mean we should use the closest Tesla to that spec which is the Model S Raven with 404 miles of EPA range.

Let me know if we need to crunch those numbers too.

I really can't think of any possible condition where the Mach e with similar specs will have a faster charge rate per minute overall for any conceivable trip you can dream up. Keep in mind, in the real world, we know the public chargers are undependable and a hassle so I'm looking forward to the side by side. Let's do one from Chicago to Dallas. Anywhere but California.

Notice too that I'm not using any EPA estimates for the Tesla (that's all we have for the Mach e), it's actual data. But I'll give you a concession that could help the Mach e and that is the V2 Superchargers aren't as fast as the V3 used in this comparison. Depending on when the Mach e is available, the number of V3's may be but a small percentage of Superchargers. But I'm not worried cause we're also comparing it to the public network.