Demand for Lucid’s new Gravity SUV is surpassing the present production rate and will guide the pace for deliveries during the remainder of 2025, with the battery-electric-vehicle builder going all-in on a steeper ramp up in builds, a new brand initiative and “asset-light” European growth, Lucid executives tell media during a Thursday briefing.

Lucid’s Interim Chief Executive Marc Winterhoff, the automaker’s former COO and an advisor since 2018, says Gravity production “has been ramping steeply the last few weeks” and will pick up through year-end. “Most deliveries the rest of the year will actually be Gravity,” he says, adding the limited Dream Edition has sold out.

Winterhoff says Lucid is on pace for its next record quarter, but executives decline to release month-to-date results and urge reporters not to publish third-party forecasts, which up to now have shown a very low rate of sales for the Gravity.

 “I can assure you (third-party delivery information is) incorrect and wide of the mark,” says Winterhoff. “We’ll talk to numbers at the end of the quarter.”

 Key Points for the Car Market

• The automaker’s star is Gravity. Production is accelerating; deliveries will be significantly biased to the SUV vs. the Air sedan during the second half of 2025.
• Marketing frenzy. Today also saw the introduction of the new “Driven” campaign with Timothée Chalamet, directed by James Mangold (“Ford v Ferrari” and “Logan”), for expanding brand reach.
• Tax-credit mitigation. With the federal EV tax credits due to expire for some customers, Lucid has launched the $7,500 Gravity Advantage Credit on current orders with plans for Q4 incentives on the Air to soften the effect as credits expire.
• Segment standing. Lucid reports the Air is its segment's best-selling U.S. BEV and No. 3 in a larger premium set spanning internal-combustion-engine competitors the BMW 5-Series and Mercedes-Benz E-Class.
• Midsize timeline. Lucid is due to start production by the end of 2026 of its first midsize SUV model. The platform also reportedly will spawn a sedan and hatchback.
• Cost lower, expand bigger. Lucid insists the initial midsize model's bill of materials is on “an entirely different planet” relative to today – roughly half the cost of some U.S. rivals' segment-level Bill of Materials (BOM), with components lower in count than the new Tesla Model Y, the company asserts.
• Tariffs affect costs. Management quantifies a U.S. tariff impact as resulting in an 8%-15% rise in cost for its vehicles; Lucid is re-evaluating sourcing and localization for parts.
• Autonomy/ADAS lane. The Air sedan’s hands-free driving was done in-house, but Lucid will dual-track develop its new autonomous stack itself, partnering to accelerate Level 2++/Level 3 capability and a robotaxi program connected with Uber (with further modifications on the vehicles). Lucid did not name its chip or stack partners.

Demand, Sentiment and Pricing

Asked about demand for BEVs among buyers, Winterhoff acknowledges what he calls the “doom loop” among the public but says penetration for BEVs keeps moving upward in the U.S., albeit weaker than forecasted. Given Lucid's high-end segmentation with a large luxury sedan and SUV, he says purchases are driven by the product experience – range, performance and in-vehicle technology – more than by incentives. In Q4, the company will use selective price moves (specifically on the Air) to soften the transition on the credits, with support fading in the long term.

Competitive Posture

Lucid will remain “premium,” not go “low-cost,” with price ladders going from the high-end Air/Gravity models down through future midsize models into the roughly $50,000 or lower starting price range when they reach the market. Winterhoff and other Lucid executives say manufacturer pressure from the Chinese will be dampened by export price deltas as well as Lucid’s edge in technology and economies of scale.

Tech Licensing and Partnerships

In addition to the delayed Aston Martin technology deal, Lucid executives say it has several manufacturers in active licensing negotiations with fuller deal arrangements in the consideration mix as the auto companies balance the budget between their next-gen ICE platforms and next-gen BEV platforms. “It’s slow,” Winterhoff says, but the requests for quotes have grown. He also references the Uber program as an instance where partners demand complete vehicles, not modules.