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Whenever an automaker rolls out a new car, it always seems to start with the most expensive version it can muster. There are several reasons for this, such as the idea that eager early adopters won't balk at a high price, and the notion that carmakers want to show off the all-singing, all-dancing version to paint the new model in the best possible light. The same is true of the Lucid Gravity, which led with the outlandish Dream Edition and powerful Grand Touring. But more folks will be interested in the 2026 Lucid Gravity Touring, the new entry-level version, which we have finally driven and tested.
In its base form, the Touring is a two-row five-seat SUV with a massive cargo hold in the back. If you want to add the third row, it'll cost you $2900, if the Grand Touring's option price is anything to go by. But ours was a bone-stock example, which means two rows of seating, a 10-speaker Surreal Sound audio system, and the base wheel package of 20-inchers in front and 21-inchers out back. Oh, and all-season tires too.
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The bigger differentiator versus higher-end models is the range, which drops to an EPA-estimated maximum of 337 miles because the underfloor battery is smaller. It's made from 16 modules instead of 22, so it lacks the larger battery's double-stacked section that protrudes under the front seats and into the second-row footwell. This battery is rated at 89 kWh of usable capacity instead of 123 kWh, and in our 75-mph highway range test, it delivered a healthy 260 miles. (Unofficially, our observed driving range at mixed speeds was in the 330-mile neighborhood, much closer to the EPA estimate.) The Touring's 10 to 90 percent recharge time was 35 minutes, but the real number that transcends battery size is the amount of time it takes to add 150 miles, which is just 18 minutes. It's worth noting that all this came at a 350-kW charger with an SAE-Combo plug-end, but the Lucid has a NACS port (a.k.a. Tesla-style), so we had to use the included adaptor. It was easy enough, but actual Tesla chargers are only good for 225 kilowatts in this car, so while they are numerous and convenient, using them to charge would take a wee bit longer.
Raise the hood, and you find a sizable eight-cubic-foot frunk, with an accessory seat for tailgating. Behind and beneath that hides one of two permanent-magnet synchronous motors of the AC variety, which puts out 147 horsepower. The second motor resides in the back and makes 413 horsepower, but you'd never know it was hiding there under the low cargo floor with a scant 23 inches of loading height.
Combine the motors and you get a tidy output of 560 horsepower and an insane 811 pound-feet of torque. That's enough to send the Gravity hurtling down our test track in 3.8 seconds to 60 mph and wrap up the quarter-mile in 12.0 seconds at 118 mph. That's not as stupendous as the 1070-hp Dream Edition's 3.1-second sprint to 60, but it's still plenty quick enough to outgun most other SUVs out there and easily squirt ahead of that car in the next lane.
While you're cruising, the steering gives a solid sense of straight ahead and is just heavy enough that it imparts a goodly amount of feedback without going overboard. The air-spring suspension is finely calibrated to control road motions and glide over rough surfaces. At the same time, head toss is nearly absent. Up the pace, and the Gravity responds with a hint of sporty flavor. At the track, our test car's Hankook rubber hung on at a fairly respectable 0.87 g, a good score for an SUV on all-season tires. The brakes are meaty, with six-piston calipers clamping 15.4-inch rotors in front; four-piston calipers and 15.3-inch rotors do the job out back. This is the same setup seen on higher-end examples. The 70-mph stopping distance is 170 feet with zero fade—also a great showing for an SUV on all-season rubber.
Meanwhile, the Touring looks exactly like every other Gravity: lean and drawn out. The front end is decorated with a light-up Lucid logo and a slender horizontal finisher that goes all the way out to the headlights. The rear is trimmed similarly, but its horizontal taillight signature dips down slightly in the middle to support another Lucid logo. Up top, the Touring has the same swooping roofline that consists of a single piece of glass from the base of the windshield to the door pillar behind the driver's head. The glass continues onto the roof and eventually terminates at the hatch, which is finished with a massive but not cartoonish rear spoiler. The flanks of the Gravity's four-door body are svelte and refined, with a subtle Coke-bottle shape between them. It looks brilliant at the loftier end of the model lineup and is every bit as attractive here.
Inside, the same posh seating as the Grand Touring is present, and the dimensions of the two rows are every bit as accommodating. The rear seats have the same front-to-rear adjustability. This means the available legroom is positively massive, with 40.9 inches in front and 42.6 inches in back. There's 56 cubic feet of space behind that second seat and a massive 112 cubic feet with the second row tilted and scooted forward all the way. This is more than the three-row version because the well that holds the folded third-row seats remains empty. Both rows have their own HVAC controls because four-zone climate control is standard.
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Moving up to the driver's seat, the same exquisite presentation gives the driver all the information one could want. The so-called Clearview Cockpit includes a curved 34.0-inch OLED display that extends outward and above a 12.6-inch landscape center stack with some fixed buttons below. The two displays frame the squircle steering wheel nicely, which does take a little getting used to when grabbing it hand over hand. It's not nearly as bad as a yoke would be, and there is a fairly quick 2.1 turns lock-to-lock. We're still not sold on the tilt-telescope and mirror adjustments being on the right-hand spoke of the wheel, though, but at least those are generally not used often. And while the software is impressive, there was an oddity with the audio system, which had the correct song name but displayed the prior song's album art.
The Touring starts at $81,550, and that's exactly what our no-option example cost. It's very well equipped at that price point. Compared with its pricier siblings, it sacrifices some range and horsepower, but the 2026 Lucid Gravity Touring still has enough of each to compare well with other electric SUVs. It's the clear winner in the Lucid Gravity lineup and, quite possibly, beyond.
Specifications
Specifications
2026 Lucid Gravity Touring
Vehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base/As Tested: $81,550/$81,550
POWERTRAIN
Front Motor: permanent-magnet synchronous AC, 147 hp
Rear Motor: permanent-magnet synchronous AC, 413 hp
Combined Power: 560 hp
Combined Torque: 811 lb-ft
Battery Pack: liquid-cooled lithium-ion, 89 kWh
Peak Charge Rate, AC/DC: 19.2/300 kW
Transmissions, F/R: direct-drive
CHASSIS
Suspension, F/R: control arms/multilink
Brakes, F/R: 15.4-in vented disc/15.3-in vented disc
Tires: Hankook Ion Evo AS SUV
F: 265/50R-20 111Y LM1
R: 285/45R-21 113Y LM1
DIMENSIONS
Wheelbase: 119.5 in
Length: 198.2 in
Width: 78.7 in
Height: 65.2 in
Passenger Volume, F/R: 59/59 ft3
Cargo Volume, Behind F/R: 112/56 ft3
Front Trunk Volume: 8 ft3
Curb Weight: 5536 lb
C/D TEST RESULTS
60 mph: 3.8 sec
100 mph: 8.4 sec
1/4-Mile: 12.0 sec @ 118 mph
130 mph: 14.9 sec
Results above omit 1-ft rollout of 0.2 sec.
Rolling Start, 5–60 mph: 4.1 sec
Top Gear, 30–50 mph: 1.7 sec
Top Gear, 50–70 mph: 2.3 sec
Top Speed (gov ltd): 137 mph
Braking, 70–0 mph: 170 ft
Braking, 100–0 mph: 349 ft
Roadholding, 300-ft Skidpad: 0.87 g
C/D FUEL ECONOMY AND CHARGING
Observed: 99 MPGe
75-mph Highway Driving: 90 MPGe
75-mph Highway Range: 260 mi
Average DC Fast-Charge Rate, 10–90%: 129 kW
DC Fast-Charge Time, 10–90%: 35 min
EPA FUEL ECONOMY
Combined/City/Highway: 111/115/106 MPGe
Range: 337 mi
Dan Edmunds was born into the world of automobiles, but not how you might think. His father was a retired racing driver who opened Autoresearch, a race-car-building shop, where Dan cut his teeth as a metal fabricator. Engineering school followed, then SCCA Showroom Stock racing, and that combination landed him suspension development jobs at two different automakers. His writing career began when he was picked up by Edmunds.com (no relation) to build a testing department.
