SANTA BARBARA, CA – The first product from California-based Lucid Motors, its Air sedan, was a proof point. It showed that Lucid could deliver Tesla-beating range and efficiency, with clever engineering, not super-sized battery packs – plus an appealing, luxurious performance sedan around it all.
Now Lucid’s Gravity SUV picks up on these bona fides and, on the way to a more affordable midsize model due in late-2026, proves all the engineering investment can pay off in a market hotspot: three-row luxury SUVs.
By the numbers alone, Lucid already has reached the leading edge with the 5- or 7-seat Gravity, made in Casa Grande, AZ, alongside the Air. While it doesn’t top 500 miles (804 km) of range like the Air, it does delivers up to 450 miles (724 km) from a battery pack of just 123 kWh. That’s an excellent 3.7 miles per kWh (5.9 km per kWh) – and Lucid hints it will get better with even higher efficiency in future trim levels of the Gravity.
Road-trip charging stops promise to be brief. Its 926V system helps enable DC fast-charging at up to 400 kW, potentially adding 200 miles (322 km) of range in less than 11 minutes. Only the Cadillac Escalade IQ beats the Gravity’s range, but it takes a massive, dual-layer, 205-kWh battery pack – and packaging compromises.
The Gravity uses the Tesla-style NACS charging port, appropriately located at the left rear of the vehicle. And by essentially using the Gravity’s rear motor as a transformer, Lucid also has figured out how to “boost” legacy 400V chargers – such as V3 Tesla Superchargers – up to 225 kW.
That effectively means the Gravity will charge faster than Teslas, on Tesla’s older hardware.
In a first-drive opportunity here, we weren’t able to verify these charging claims, but we did get a sense that it will deliver far better efficiency numbers than other electric SUVs, even in its fully loaded, top-trim form as tested.
Testing Gravity From Up High
Although 2025 Gravity models only started reaching customers in December, Lucid already is ramping up production of the 2026 Gravity we drove, representing only slight changes in components and build variations. Later this year a somewhat more affordable, somewhat lower-output Gravity Touring trim is expected to be introduced, but for now there’s only the top-trim Grand Touring
The Gravity Grand Touring starts at $96,550. In three-row form, with upgraded perforated Tahoe leather upholstery and nearly every tech option, including the 22-speaker spatial audio upgrade, our tester prices at an estimated $120,400. “Future-capable ADAS hardware” for automated driving and extended hands-off highway driving to be enabled by a future over-the-air update costs another $6,750.
Our test vehicle had the $3,500 top wheel and tire combination, with 22-in. front and 23-in. rear wheels with Pirelli PZero summer performance rubber. That cuts the EPA range rating to 386 miles (621 km).
Our test Gravity indicated an average of 2.5 miles (4.0 km) per kWh over 145 miles (233 km) when absolutely not emphasizing efficiency – from a rapid drive of mountain two-laners and fast-moving highways, including a test of its 3.4-second 0-60 mph (97 km/h) acceleration and a blast to speeds I’d rather not discuss here. Even that worst-case scenario maps out to a range of roughly 300 miles (483 km).
Lucid says it will get better, too, with even higher efficiency in future trim levels that get narrower wheels and tires and go lighter on equipment.
Slim Battery Pack, Compact Drive Systems, Roomy Package
Although most of the core propulsion technologies are carried over from the Air, Lucid describes what goes into the Gravity as a “Gen 2” version. Here, the 123-kWh pack has 22 modules in all, with four of them on a second layer under the front seats, and “co-designed” cylindrical cells from Panasonic filling the modules.
Lucid’s drive units are made in Arizona and here in dual-motor form make a combined 828 hp and 909 lb.-ft. (1,232 Nm) of torque, while harnessing cooling improvements made for the high-performance Air Sapphire and incorporating measures aimed to quell noise and vibration. Despite keeping their cool for towing up to 6,000 lbs. (2,727 kg), they’re super-compact, and as much as the thin battery pack, they help maximize space and realize this roomy design.
If you’re seeing a minivan profile in the Gravity’s design – or, yes, the all-but-forgotten Mercedes-Benz R-Class – you’re not alone. The silhouette helps bring an astoundingly good sub-0.24 coefficient of drag, plus what amounts to a packaging wonder, once you take it all in. Rear doors are large and open wide, and the thin battery pack affords enough cabin height for adults to comfortably get to the third row. Second-row seats are luxurious in themselves. They have sturdy pull-down trays that have spots for tablets and phones and feel like a more sophisticated version of aircraft trays; and there are plenty of charge ports throughout.
The second and third rows fold flat to a vast cargo area of 114.5 cu.-ft. (3,242 L), including the frunk, which allows enough space for two to sit side by side when tailgating – or “frunkgating” – (note the narrower headlight array to allow that), and a 1.8-kW 120V AC power outlet. Behind the front seats there’s enough length for a queen-size air mattress, and at the back of the vehicle there’s an additional deep storage well.
The driving position is low, back and more relaxed than the upright feel of other SUVs. The windshield flows smoothly from the cowl all the way to a roof beam just behind the top of front occupants’ heads, with more glass roof behind that. It’s an airy, bright interior relishing in attractive textures and earthy shades – and, thankfully, there’s a fabric shade available. Out ahead, the hood drops out of sight – even for this tall driver – reminding of the Porsche Taycan, Hyundai Ioniq 6 more than taller people-movers.
Light, Carlike Among Electric SUVs
Like the Air that weighs in at about 5,200 lbs. (2,359 kg), the Gravity is relatively light for what it is – a 198.2-in. (5,034-mm) long family vehicle, riding on a 119.5-in. (3,035-mm) wheelbase. With its own unique body structure that prioritizes aluminum, it has a curb weight of 5,966 lbs. (2,712 kg) in three-row form, and 5,840 lbs. (2,655 kg) with two rows. By comparison, a Max Pack Rivian R1S approaches 7,000 lbs. (3,182 kg) while the Cadillac Escalade IQ tops 9,000 lbs. (4,091 kg).
It rides on a fundamentally carlike front double-wishbone, rear multi-link suspension layout that emphasizes on-the-road ride and handling, and on all versions, a four-wheel air suspension helps balance all those needs in an SUV, leveling the load and managing ride heights.
The $2,900 Dynamic Handling Package brings a triple-rate air suspension for a greater distinction between modes and managing 4 ins. (10.2 cm) of height adjustment, spanning from its middle 7.1-in. (18.0-cm) ride height all the way up to 9.3 ins. (23.6 cm) or down to 5.2 ins. (13.2 cm). The package also adds rear-wheel steering that helps with handling and stability at higher speeds and decreases turning radius at low speeds for better maneuverability.
Smooth, Swift, and Sprint modes vary the attitude of the Gravity quite a bit, as we experienced on mountain backroads, with the Sprint mode firming up the suspension, dropping the ride height to the lowest setting, and emphasizing the weighting and centering of the already-very-precise steering.
Within those modes, the Gravity reassures the driver, with responses that match inputs the same way every time. Lucid says its propulsion and traction systems read inputs 1,000 times per second while its handling and stability systems update 500 times per second, considering input from three accelerometers. Brake-pedal feel is reassuring and precise, partly because Lucid doesn’t blend in regenerative braking like most other non-Tesla BEVs. Instead, lift off the accelerator and it uses the motors to scrub off speed depending on which level of regen you’ve selected.
It feels like a luxury vehicle, too. Without the use of active noise cancellation tech, Lucid has managed to create a cabin ambience with effectively no motor or gear whine and very low road and wind noise. You won’t find gimmicky combustion-sound noisemakers here.
Interface Loose Ends
A few interface points do feel a bit gimmicky, though – like the squircle-style steering wheel, which didn’t feel as widely adjustable as we’d prefer. Mirrors and steering wheel are only adjusted through the screen (see Tesla, Volvo, and Polestar), but once preset it’s no hassle (until the next person drives).
The screen layout has evolved from that of the Air to include a landscape-oriented lower touchscreen and completely different steering-wheel toggles. A head-up display hasn’t yet been fully enabled, but it promises to provide a wide-view augmented-reality experience. Likewise, there’s no Apple CarPlay or Android Auto compatibility; Lucid says it’s on the way later this year in an over-the-air update. If you’re noticing a trend here, yes, the finer points of the interface and software do feel like the rare exceptions in which Lucid isn’t already ahead of other BEV makers.
HUD not fully enabled and no CarPlay/Android Auto, yet. Photo: Bengt Halvorson
After the road drive, Lucid gave us a preview of a Terrain mode it’s planning to roll out in an over-the-air update later this year. It triggers a softer setting for the air suspension and dampers, plus traction and stability controls that allow finesse at launch or a little more slip when pushed hard. On moderately loose sand, it also underscored the toughness underpinning this SUV and its inherently playful handling.
While there’s a place for serious, boxy, off-road SUVs, few family SUV buyers will ever scramble up Moab boulders or hitch up to maximum tow loads. Getting through the tough stuff without sacrificing day-to-day comfort and luxury is what matters in a multitude of ways, from the commute to road-trip adventures.
With that reality check in mind, the Gravity is simply a better match for most households versus other SUV alternatives. And as we can now attest, it’s a lot more fun to drive, too.
'Squircle' steering wheel one of Lucid's quirks. Photo: Bengt Halvorson
