My First Month Of Owning a Tesla Model Y, and My Edison Bill Jumped $134, But I Always Charge Between 11PM and 6AM

When most people switch from a gas-guzzler like a Jeep Wagoneer to a sleek electric vehicle like a Tesla, they expect big savings at the pump — or more accurately, the plug. And in many cases, those savings are real. But every now and then, a new EV owner gets hit with an unexpected jolt: a higher-than-anticipated electric bill. That’s exactly what happened to Tesla Model Y owner Corinne Evans, who shared his surprisingly unpleasant billing discovery in the Tesla Tips & Tricks Facebook group, prompting a cascade of helpful advice — and a deeper look at what’s really going on behind those home charging costs.

“My first month owning a Tesla, my Edison bill jumped $134. I just checked my app and so far it’s jumped $154! Between the two months. I barely have 3000 miles on the car. I always charge between 11 at night and six in the morning. Do I need to have my plug checked? I have a plug in my garage. It’s still cheaper than my Wagoneer gas bill, but it still seems higher than what I should be paying,” wrote Evans.

His post ignited a wave of responses from seasoned Tesla owners who’ve been down this road — or plug — before. Some, like J. Carter, immediately pointed to a commonly overlooked step many new EV owners skip: contacting the local utility provider to confirm the most cost-effective EV charging plan.

“I contacted SDG&E (San Diego electric provider) as recommended when we bought our new Tesla Model Y Performance,” Carter explained. “We were told (by SDG&E CSR) to set our timing charger to midnight to 6 AM. Done. Never more than $50/$60 monthly increase in the electric bill.”

That’s a key tip: timing is everything. Many utilities offer “time-of-use” (TOU) plans that provide significantly lower electricity rates during off-peak hours — typically overnight. But unless you opt in, you may still be billed at standard rates, and those add up fast.

If Corinne used 800 to 1,000 kilowatt-hours (kWh) to drive 3,000 miles — which is reasonable given Tesla’s average efficiency of 3–4 miles per kWh — then he paid somewhere between 13 to 15 cents per kWh. That’s not bad, especially if you compare it with gas. One user, Jeff Williams, broke it down:

“Rough math… 3,000 miles at 3 to 4 miles per kWh would mean you used between 800 to 1,000 kWh. $134/1000 is 13.4 cents per kWh, so this sounds reasonable. What is your rate for electricity?”

And that’s the crux of it - Corinne has all the numbers he needs, but not all the context. Understanding how you’re billed is just as important as how much you’re charged. In this regard, Tesla’s built-in tools can be a lifesaver — if used correctly.

“Go into the Charge Stats in the app and near the bottom is Settings,” advises EV owner Harvey Payne. “That’s where you enter your rate plan. When adding the rates, make sure to use all the kWh fees on your bill - not just the generation fee. Some folks ignore delivery fees. Our power company has over half a dozen kWh-based fees, plus taxes on all those.”

Payne adds that you might have to dig deep into your utility’s website - or even call them - to find EV-specific rate plans. Sometimes they’re not advertised clearly and require documentation proving you own an EV.

Unexpected ownership quirks can arise even beyond charging costs. One Tesla owner’s concern over their rising electric bill reminds us that the EV ownership experience comes with a learning curve - some of it surprisingly unusual. Just like Corinne’s billing mystery, EV drivers sometimes face unpredictable scenarios that you wouldn’t expect with a traditional car. In one unlikely but real-world situation, a Mustang Mach-E owner was suddenly stranded at a local tire shop—unable to move the car - simply because they had a low tire and no physical key fob. It’s a reminder that the conveniences of EV life can come with new logistical puzzles. Read the full story here on how a low tire and missing fob left this Ford Mustang Mach-E stranded at a tire shop and consider what “preparedness” really means in the electric age.

Now, before assuming something’s broken or unchecked, it’s worth noting that Corinne’s charging costs are, objectively speaking, not outrageous. As Mark Middleton calculated:

“$30/week seems less than gas. See if Edison allows for off-peak plans. FPL in Florida has a $31/mo plan for unlimited. My father-in-law has Duke Energy in Orlando, and he has a time-of-use plan that reduces rates at night and on weekends.”

Lynn Anderson, who lives in Texas, added yet another layer of nuance - location matters.

“I’m in south Texas and have had my 2025 Model 3 since Feb. Admittedly, I don’t drive a lot, just around 3k now. Almost all home charging and I haven’t noticed an increase. In fact, last month, because of solar panels, I used 0 kWh. Not normal, but I’m happy with that. Electricity is so subjective to location.”

And she’s absolutely right. Electric rates and infrastructure vary wildly by state, by utility, and even by neighborhood. For instance, Edison’s standard residential tiered rate can climb above 30 cents/kWh during peak hours in some areas of California. That’s more than double what someone might pay in Texas or Florida. No wonder Corinne was caught off guard.

Related reading: If you’ve ever been confused by Tesla’s claims about charging costs, check out our in-depth fact check of Tesla’s latest email about EV charging vs gas. We break down the numbers and expose the assumptions behind their "fuel savings" pitch.

Still, Corinne’s post isn’t just a billing anecdote — it reflects a broader need for clarity and transparency in EV cost ownership. Tesla provides elegant tools and real-time data, but new users must actively configure those tools to reflect reality. It’s not plug-and-play — it’s plug-and-understand.

“You really can’t just look at this month vs last month and say that’s all due to the car,” Payne added. “The seasons change, causing variances in your heating and AC use. Maybe you had friends or family over and cooked a big meal during peak time. Our bill changes even though our habits don’t.”

This raises an important point about EV ownership: context matters. Your EV’s “fuel” cost depends not only on what you pay per kWh, but when and how you charge - and what’s happening elsewhere in your household. It’s a subtle shift in thinking compared to gassing up a car at a station.

It’s also a reminder that home energy management tools - like smart chargers, energy monitors, or even basic whole-home usage reports from utilities - are becoming essential products in the EV age. These tools help you optimize your charging habits and find the sweet spot between convenience and cost. They’re not just gadgets; they fulfill a growing need for control over energy consumption in an electrified home.

Ethical wrinkle? Some argue that utilities and automakers alike should make this easier. Why should an EV buyer have to research rate plans, interpret utility bills, and reverse-engineer real-time cost-per-mile on their own? If EV adoption is to go mainstream, these layers of complexity need to be stripped away, or better integrated into the onboarding experience.

Still, the silver lining is clear. As Mako Morrow pointed out in the group:

“$134 for 3000 miles is not bad compared to gas. My old car was that much for 1 tank — about 500-600 miles.”

Let’s do the math: At $3/gallon, $154 would buy about 51 gallons of fuel. If you’re getting 17 mpg in a Wagoneer, that’s only 867 miles. Corinne just drove 3,000 miles for the same amount. That’s effectively 58 mpg equivalent, and in an SUV with performance, comfort, and zero tailpipe emissions.

So yes - charging an EV at home can be cheaper than gas. But only if you understand the how, the when, and the where. For new owners like Corinne, it’s a learning curve, but it’s also a powerful invitation to engage with your energy use in a way gas never demanded.

For more perspective on whether charging a Tesla is really cheaper than gas, don’t miss our article on why some new Model Y owners feel they’re paying more than expected, even when the Tesla app shows savings using inflated gas prices.

Or, explore our deep dive on how the cost of one gallon of gas can fully charge your Tesla Model 3 in your garage — it’s not just possible, it’s probable, depending on where you live.

Bottom line?

Don’t panic over a single billing spike. Look at your usage, your utility’s EV plans, and configure your Tesla app. Then, do the math - or better yet, let the app do it for you (after you input all the rate fees). If you’re strategic, that EV plug will become one of the best “pumps” you’ve ever used.

What do you think? Have you noticed your electricity bill creeping up since getting your EV? Did your utility offer you a helpful rate plan - or leave you to figure it out alone? Let us know in the comments - your experience could help guide a fellow Tesla owner just plugging into this new world.

Armen Hareyan is the founder and Editor-in-Chief of Torque News. He founded TorqueNews.com in 2010, which since then has been publishing expert news and analysis about the automotive industry. He can be reached at Torque News Twitter, Facebook, Linkedin, and Youtube. He has more than a decade of expertise in the automotive industry with a special interest in Tesla and electric vehicles.

Image sources Grok and Harvey Payne's provided screenshot from the above-mentioned discussion's commenting section.