![]() And In the “boring” stint of highway driving from my hotel to the aforementioned back roads, it was hard to think about any driving impressions other than the exploitation of the Air’s deep power reserves. Persuasive PowerĮxpending the electrons is always more satisfying than refilling them, to be clear. Not quite as fast as pumping $7-per-gallon Premium into your tank, but a fair bit cheaper. The resultant peak charging rate of 300 kilowatts (our buddy Tom Moloughney at actually saw a real-world peak rate over 300 kW) allows for adding up to 300 miles of range in just 21 minutes when using a 350 kW DC fast charger. The Air GT uses a 900-volt architecture for its 112-kilowatt hour battery pack, which allows it to refill more quickly than a 400v pack. Yeah, I know, I know, you can fill a gas tank faster than you can fill a battery. ![]() The Air GTP sees output raised by just a little less than one GTI to 1,050 hp and 921 lb-ft, with 60 miles crossed in just 2.6 seconds, and range up to 446 miles.įor reference – though the acceleration arguments are done and dusted – a Dodge Challenger Redeye has a theoretical max range of 388.5 miles (EPA rating of 21 miles per gallon Highway x an 18.5-gallon gas tank) and can only creep to 60 in about 4 seconds. Toss an extra $25,000 at the Air GT’s $154,000 starting price and you’ll tack on the not-insignificant Performance modifier. The GT is rated at 819 horsepower and 885 pound-feet of torque, with a supercar-esque 3.0-second sprint to 60 and a max range of 516 miles. The new Air Grand Touring and Grand Touring Performance models step back from the flagship, but only just. And, arguably the Dream Edition’s EPA estimated range of 520 miles is the most impressive stat. ![]() The company’s range-topping Air Dream Edition made waves in Performance spec with its two-motors, 1,111-horsepower, and a sprint to 60 miles per hour in just 2.5 seconds. Of course, for many enthusiasts of conventionally powered vehicles, it’ll be Lucid’s lurid outputs, not apexes, that get them in the door. That single-minded focus was clear after hours of pre-dinner technology talks with animated engineers and product planners, but how it all translates out on Skyline is nothing short of breathtaking. No fuss, no muss: the kind of efficiency that any enthusiast can appreciate.įrom the density of its powertrain – two compact electric motors making as much as 1,050 horsepower – to the capacity and recharge speed of its batteries, to the cost and reduced complexity of its manufacturing processes, Lucid employees from CEO Peter Rawlinson on down have prioritized efficiency at every step of the game. Point the chromed smile of a front end at the corner apex, roll on the throttle gently, and let tidal wave of torque bring the whole rapid blur of a machine instantly from one moment of fractional bliss to the next. But one of the most pleasant surprises about my first spin in Lucid’s moonshot Air Grand Touring sedan is how well it acquits itself on a curvy road. Though typically the car responsible for bringing me has been a bit trimmer than the Lucid Air Grand Touring’s curb weight of 5,200 pounds, somewhat shorter than its lanky 16.3 feet, and a whole lot louder when darting past recalcitrant CR-Vs and F-150s. I’ve been out here plenty over the years. The undulating ribbon of pavement ripples through the high country south of San Francisco and just east of the Pacific Ocean – a well-known stretch for cyclists, sightseers, and automakers looking to impress with their new vehicle’s handling prowess. Efficiency is the last thing on my mind out on Skyline Blvd.
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