Viewed in profile, the electric motor and invertor sit within the rear wheels, and the battery is just 10cm thick and sits under the cabin and between the axles. So the car's centre of gravity is race-car low, meaning it offers sensational handling despite a relatively high curb weight of 2108kgs.
But it also means that other than the suspension, the car's mechanical package is as flat as a skateboard. This brings a whole bunch of benefits. The trunk is huge, and under the trunk floor where the gas tank would usually be there's a deep recess for more bags, or legroom for kids in the two optional rear-facing child-seats: Musk has five, and wants to take them all on road trips. In the main cabin the floor is completely flat, with no transmission tunnel. And under the hood there's no engine, of course – just another huge front trunk, or 'frunk', as Tesla call it. This also makes the Model S much safer in a head-on collision, with no big lump of iron trying to break into the cabin and a front-end that is virtually all crash structure.
Inside, the big news is the vast, 17-inch touchscreen that dominates the central console, controls virtually all the car's functions with a swipe, and makes your iPad look dim, small and slow. But just like an iPad, your Model S gets wireless software updates. This is revolutionary: cars now no longer need be obsolete as soon as you drive them off the lot.
The Model S is fast. It handles. Its claimed 427km range between charges is achievable, and it is a genuinely ground-breaking new car. Even at US$84,900 in the US for the Performance version we tried (entry models will start from US$49,900 with lower performance and range, with Hong Kong pricing to be confirmed), it really, really doesn't feel like a loser, Mitt.
SCORECARD
How much? TBA
Engine: Liquid-cooled AC induction motor, liquid- cooled lithium-ion battery
Performance: 0-100kph 4.4sec, 213kph, 427km range
Power: 416hp, 443lb ft torque
How heavy? 2,108kgs
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