"OK, we're going to do it," I insisted. "We're going to drive into the Tesla Design Studio next to SpaceX, park the two Bolts at Supercharger stations, and see what happens." Provocative. The Bolt is the upcoming Model 3's prime nemesis—and its design is being polished right inside that building.

"No, no. It won't work!" I answered myself. (I often talk to myself like this when I'm in the shower.) "The Tesla guards will chase us away. Waving light sabers or—eyes widening—something even worse that Elon's dreamed up."

Pause. "OK, we'll go—but we'll be ready to run away very quickly."

Our destination, in Hawthorne, California—25 miles from Disneyland—might as well be billed Musk-land. Walk 500 feet in three directions, and you could efficiently tour one billionaire's vision of future-tech human travel: the electric cars in the Tesla Design building we're approaching, the giant rocket complex to its east, and to the south a mile-long, half-scale Hyperloop demonstrator tube that's being assembled along Jack Northrop Drive. Our tiny Bolts pulled in and parked at Supercharger stalls.

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And instantly, we encountered the jarring contrast between the Chevy's industrial-dork 50-kW SAE combo receptacle and Tesla's slinky Supercharger plugs. Incompatibility is not the right word. Trying to plug one into the other would be like inserting an über-efficient Cree LED into Thomas Edison's 1879 incandescent socket. Eye. Roll.

We walked into the lobby and announced ourselves to the grim-looking guy sitting in for a presumably perkier receptionist named Mary. "Hi! We're Motor Trend, and we've got a couple of Chevy Bolts outside. Anybody want to check them out?" The guy studied us. Then flatly replied, "I'll send an email." We went outside and started taking pictures before the Stormtroopers stormed.

And after a few minutes, the lobby's doors swung wide, but instead of spewing laser-blasting droids, out came guys and gals in jeans and T-shirts and smart-patterned blouses. A dozen of them. Then more. Designers and 3-D modelers and interior specialists. They circled the Bolts, some crouching down to look below the bumpers, others climbing in the front and back seats, feeling the surfaces, studying the fabric's stitching. All rapidly chatting, pointing, exchanging glances. Finally, Tesla's chief designer, Franz von Holzhausen, emerged. "Hi, guys! Thanks for stopping by."

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"Ah, aren't you upset that a couple of Bolts have shown up here?" I asked.

"No, no. We're all car guys," Franz beamed. "Come by anytime you have something interesting." Huh. And so that we actually are welcomed back, I won't be repeating any of their comments. But there were lots of fingers feeling the dash materials amid quizzical looks.

To get some Telsarati opinions on the record, I contacted Dennis Pascual, organizer of the local Orange County Tesla Club. Would the Club like to check out the Bolt? They would. Three days later, 15 Teslas—Model S's, X's, even a Roadster—pulled into a Starbucks lot along Pacific Coast Highway in Huntington Beach. After milling around the cars awhile and me giving any takers quick rides up and down the street, MT's Cory Lutz clicked on his video camera.

"So what do you think?"

Dennis, Model S owner: "I think they should just get rid of the shifter's D mode and put everything in the high-regen L mode. I'm an experienced EV driver used to high regen."

Jamie Dow, Roadster owner: "One of the biggest benefits of an electric car is instant throttle response. Having just ridden in the Bolt, I'm very impressed by its power and regen." And echoing Dennis, "But you shouldn't have to select L every time you get into the car, although its very strong regen shows that they get it."

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Phil Tipper, i3 owner and former Leaf driver who has reservations on two Model 3s: "Getting BMW's software updates is like pulling teeth. It's ridiculous and the exact opposite of what Tesla is doing [with over-the-air-updates]." Standing next to Phil, Thomas Bleakney, who's a fellow Leaf alumnus: "With Nissan, the updates you got at the dealer were only to fix flaws. They were never new features."

Back to Phil: "One question is whether the lack of a Supercharger network is a deal-breaker or not. For me, after five years of driving EVs, I know that this Bolt will do almost 100 percent of what I need. My other car could be a Model 3 using the Supercharger network, and that would be an excellent mix, as the Bolt's hatchback is important to me." Exchanging glances with Thomas, Phil sums up: "But with four of us in the car, the acceleration still felt strong."

Suddenly I'm handed a baby girl as Mike Money lifts a child seat in back. "No latches. Must be a prototype!" Mike says as he then threads the rear belts through the old-fashioned way. I quip that with autonomous cars coming, maybe she'll never know what driving a car is like. "The seat fits very well in back, so it's good for a family and kids." After their ride: "It's very sporty, and the center of gravity seems very low." Would you buy it? "My garage only has room for two vehicles—my Model S and a Toyota RAV4 because my wife still has some range anxiety." Then he pauses. "But I've heard some very good opinions of it here. And that's from true Tesla aficionados."

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However, when I line them up to photograph their judgment, it's a different story. Or maybe group pressure. "How many of you have Model 3 reservations?" I ask. Eleven out of 19 hands rise.

"Now, after seeing and riding in the Bolt, how many of you would now cancel that reservation?" All but one hand dropped (one of Phil's two Model 3s).

For now, at least, they're remain under the spell of Mr. Musk's magic.

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