That’s because, well, it is unfathomably quick. There was a time, like a few months ago, when 2.6-seconds would be considered unfathomably quick. But the Michelin Pilot Sports are softer, stickier and more responsive.Īll that explains why Tesla claims the Plaid rips from a dead stop to 60 mph in a mind-boggling 1.9-seconds while Lucid rates the Air GTP at 0 to 60 in 2.6-seconds. The PZero, even in these “HL” stiff sidewall versions necessary to handle the mass, are fine tires. Also, the Plaid R&T drove a few months back wore aggressive 265/35R21 front and 295/30R21 rear Michelin Pilot Sport 4S tires, the GTP is on special high load capacity 245/35R21 front and 265/35R21 rear Pirelli PZero tires. So though the Plaid carries, ahem, only 1020-horsepower, its power-to-weight ratio is slightly better. At a stated 4766-pounds, the Plaid comes in about 470-pounds lighter than the Air GTP. Some of that speed may directly result from the Lucid’s greater weight. The Plaid is surely slightly quicker, but the GTP is more confident. It never wandered, never shook or shimmied, and was just as secure under braking. I launched the Lucid beastie with my hands off its steering wheel and watched as it took a ballistic leap down the improvised, maybe a 1/10 th of a mile strip. How apparent? Thanks for rhetorically asking. In a demonstration of its launch system set up in the parking lot of San Jose, California’s PayPal Stadium that directional security was apparent. But the GTP is always planted and set on a true course. As the Plaid builds speed its (stupid) steering yoke gets light and the car itself seems to torque over as the tires claw at the ground. That in mind, it doesn’t feel as brutish as the Tesla Model S Plaid. On launch in Sprint, the GTP hits with vertebrae shattering suddenness. It’s the mode for racing to divorce court. Then there’s “Sprint” where performance moves to the fore, launch control is on tap, and the car takes a set at the C8 that’s trying to pull ahead. The “Swift” setting changes lets the motors romp a bit, modifies the throttle map for quicker response and gives the steering some additional edge. It’s nuts compared to conventional cars, but driven at part throttle the GTP putters as if it were hired to haul a serene couple to their garden wedding. “Smooth” has the car performing at its most serene with more aggressive regenerative braking. The GTP, like other Airs, operates in three driving modes. Each of the Dream Edition’s horses hauls 4.7-pounds, each of the GTP’s lugs almost 5.0. The GTP is rated by Lucid at almost 95-percent the output of the Dream Edition and the company says that both versions weigh in at 5236-pounds.
Lucid air review software#
There’s some hazy mention of differences in motor windings and software tweaks, but that 61-horsepower difference in output barely registers in the visceral experience of the machine. Mechanically and electrically, the Grand Touring Performance barely differs from the Dream Edition. The Lucid Air, in contrast, is rare, ripe, lurid and juicy. In California, the Model S is common old fruit. Now in its tenth model year of production, and first seen as a prototype in 2009, the Model S is getting long in the lithium-ion tooth. The Air stands in fresh contrast to the aging Tesla Model S.
It’s sleek without looking squashed muscular without being vulgar and beautifully detailed without being self-conscious. There’s some early 1990s Toyota Celica and Robocop in the nose, and a dollop of Jensen Interceptor and Renault Fuego in the tail, but mostly the Air appears as if it were drawn without reference to anything else. Besides cutting potatoes and onions into the raw material of a pan-fried Lyonnaise delight, the new black-and-silver wheels harmonize with the Air’s sci-fi style. Available in a more diverse palette of colors than the Dream Edition, the GTP is visually distinguished from the regular old 819-hp Grand Touring by its deli slicer 21-inch wheels.
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