How fast are you guys driving getting 180-190?? 40-50mph i would guess.
Prior to the Model 3, I had a Volt for 2.5 years. Before that I had a Prius for 10 years. The MPG feedback on those vehicles seems to have trained me to be more efficient in general. I don't think it's just my speed. It's a lot of small things that all add up.
Aeros? Yes.
Garage? Yes at home. No at the office.
Preconditioning while plugged in before most drives? Yes (but not always).
Chill mode? Yes (but I'll switch it to Standard when letting someone try driving it or I have a passenger in the car for their first time)
EAP? Yes.
I also keep the battery as close to half way charged as I reasonably can. As an example, I have access to a 24 amp Level 2 charger at work. It is a 40 mile commute each way. I leave work with 40 miles above half: (310 / 2) + 40 = 195 miles. I arrive home at a bit more than half full since I'm more efficient than the calculated range. A few miles of range are lost overnight while the car sleeps. I leave for work with anywhere from a few miles less than half to a few miles more than half. When I get to work I'm 30 to 40 miles below half. Then I plug in and charge back up to 40 miles above half again.
The weather here in the Chicagoland area has been pleasant enough in the mornings and evenings (when I do most of my driving) that I can usually open all four windows between a 1/4 inch and 1/2 inch and remain comfortable without needing to run the A/C (although there were a few days when I decided the A/C was necessary to keep myself or my passengers comfortable).
90% or more of my driving is expressway. I get in the right-hand hand lane. I set the TACC speed at the exact speed limit. I set my following distance at the maximum (7). If I encounter a slower vehicle in my lane, I just stay behind them and allow the TACC to match their speed. I don't change lanes and go around them. I watch ahead when approaching on-ramps. If there is a vehicle on the ramp I adjust the TACC down by 1 or 2 MPH to allow a gap for them to easily merge in without me needing to accelerate or decelerate hard to get out of their way. Once they've merged I adjust the TACC back up to the speed limit. If I see traffic slowing ahead and/or brake lights ahead, I start reducing my speed in 1 or 2 MPH increments before I get there. By the time the TACC needs to slow me down I'm already only a few MPH faster than traffic is moving (or already at 18 MPH if traffic is stopped).
I leave a larger gap than most people do between myself and the car in front of me when off the expressway as well allowing a more gradual braking for me when they stop (and often allowing me to avoid coming to a stop before they start up again).
The land here is rather flat, my travel is largely North and South while prevailing winds tend to be from the West to East so it is rare that I need to deal with much of a headwind. Heavy rain will result in a significant drop in efficiency for a trip, but most of our rain this season has been when I'm not driving (mid-day or overnight). About 8 miles of any trip to or from home has a speed limit of 70 MPH. Then the limit drops to 65 MPH for the next 12 miles or so. After that I'm close enough to the city that most of the expressways have a limit of 55 MPH. Most of my trips are 40 miles twice a day during the week, and 60 miles twice a day on the weekends. I'm often in heavy traffic so I (along with everyone else on the road) am stuck going significantly slower than the speed limit for long stretches of the drive, especially in the areas where the speed limit has already dropped to 55 MPH.
In terms of efficiency, regen braking is better than friction braking, but NOT braking is better than regen braking. The OPTIMAL efficiency if there were no other cars on the roads, and you could perfectly time your stops would be to accelerate slowly up to your necessary travel speed, maintain exactly that speed for the duration of your drive, and then coast without regen (effectively in neutral) back down to a stop exactly at your destination. Unfortunately, the real world gets in the way, and we often need to accelerate hard enough to get out of the way, travel at speeds fast enough not to inhibit the traffic around us, and stop faster than coasting would allow. In these real world conditions, efficiency can be maximized by accelerating no harder than necessary, driving no faster than necessary, and starting any stops as soon as possible allowing the minimum amount of regen that will stop the vehicle without needing to use the friction brakes and increasing the probability that the obstruction will move before we need to come to a full stop.