I would expect that the little that you get from the power company for the power stored in your battery will not offset the cost of the wear on your battery, or the loss of your battery warrenty with Tesla. We as owners need to have an idea of what a full charge cycle will cost. If we can expect 3000 cylces (guess) from our battery, and a new pack costs $15000, thats $5 per cycle. if you sell 60 Kwh at .12 per kwh you would make $2.20. If you charged at .06 per kwh at night that would be $3.60 making a net loss of $1.40 Would it be worth it??? I just don't see the economics in this. Who pays for the equipment to enable this transfer safely?
That's because you're not doing the economics quite right. Under FERC Order No. 745, issued June 2, 2011, "demand side management" (which includes behind-the-meter generation, such as injections from batteries in your car) has to be paid at the "full Locational Marginal Price." Now, there's some fine print in there, and you have to be aggregated up so that you're a wholesale resource, not merely running your distribution meter backwards, but at least in principle you could get paid up to the wholesale price cap for the power. The cap varies by area; in New England, it's $2/kWh; in Texas, $10/kWh; in California, $1/kWh. Here in Boston, if my parking garage aggregated all of the EVs plugged into its free charging stations (they're up to 14 of those now) so that we could sell to the bulk power system, I could charge overnight at $0.06/kWh, sell in extreme conditions at, say, $1/kWh, and earn $50 or so.
You can also get paid merely for being ready, willing, and able to inject power, even if you are never actually called upon. This is called "spinning reserve" or "synchronized reserves." The price is usually pretty low (~$3/MW/hour), but sometimes it, too, can go up to the wholesale price cap.