Our first pictures are securely stored on a flash card and we head to the mecca of the Musk fellowship, the former Toyota plant in Fremont, to top up our battery at the charging station. It is 9:50am on this sunny sunday morning and we have to queue to get a spot. Some are sleeping in their cars or catching up with email while their cars charge. We get another 84 km in 18 minutes for 3.12$. Charing power peaked only briefly at 63 kW, illustrating how charge current gets lower as the battery pack fills up.

Next on the menu ? The twisties. We cross Dumbarton Bridge westward to hop on route 84 and climb toward Skyline Blvd, the backbone of the Peninsula’s twisty roads network where enthusiasts converge during week-ends. For the time being, Model 3 is rear wheel drive only, until D versions with twin motors can be announced and launched in production.

With a heavy right foot, the 235 mm wide Michelin tires are easily overwhelmed by the sudden surge of torque, provoking elusive bursts of wheel spin which are promptly tamed by electronics. Traction control cannot be switched off, and the Slip Start function, designed to cope with snowy or muddy conditions, does not seem to provide a solution to donut and burn-adicts.

Handling is far more convincing that with Model S. Unlike “D” Teslas, the front wheels do not receive any torque and only have to deal with directionality, making the front end sharper and less prone to understeer under acceleration. Combined with a relatively low weight (1730 kg claimed) and a low center of gravity, Model 3 is nimble and the pace at which it is capable to cover a winding road could surprise many. Abundant torque available instantly, and the possibility to apply it early from the apex make for an entertaining and effective cocktail. It is likely that the rather limited lateral support of the seats will prove to be a bigger limitation to your enjoyment than the dynamic abilities of the drive train, chassis or even the Michelin Primacy’s hard rubber,