We backed Tesla before the money ran out, before the NUMMI plant, before 8.5 million cars.
Here is how we got there.
Ian Wright came by the DFJ office and gave Steve Jurvetson and Tim a ride in his WrightMobile, an early electric vehicle held together with PVC pipes and duct tape. It took off like a rocket. Both of them felt like the world was never going to be the same.
That feeling led to Martin Eberhard and the first real conversation about Tesla's architecture. Small lithium-ion batteries running in parallel, software that routes around failure so the passenger always arrives. A fundamentally different category of machine, not a refinement of the one it was replacing.
We invested. Within a year, the company was out of money.
Elon Musk offered to take over management and put in $6.5 million of his own. He persuaded the US government to loan Tesla $465 million, acquired the NUMMI plant from Toyota and converted it, and said the cars were going to be built.
He was right.
Tesla has now sold over 8.5 million cars. Nearly every major automaker has followed suit. Electric vehicles are now the standard.
At Hero City in San Mateo, there's a Tesla Model S chassis that an artist converted into a reception desk. Built-in desk, drawers, and shelving. We call it the Deskla. When Tim told Elon he wanted to build it, Elon said to take a chassis from the factory. The license plate on Tim's truck that day read RISK MR.
That plate still fits the story.
From a jalopy strapped together with tape to over 8.5 million cars on the road, Tesla is what happens when founders are missionaries about the mission and VCs back conviction before the outcome is clear.
That's the only way to be first.