We Test the 2026 Lucid Gravity Grand Touring: Rapid. Efficient. Expensive. Good.

If Lucid had applied the same rigor to its business model that it does to its chassis tuning, then the 2026 Lucid Gravity we just tested would have been the first vehicle it unveiled back in 2021. Instead, we got the Lucid Air, a stunning, hyperefficient, high-end luxury sedan that in its Sapphire trim level has become a monstrously rapid destroyer of acceleration records.

We’re not complaining, mind you, just making a market observation.

Lucid’s first foray into the ever-expanding all-electric SUV arena, the Gravity is available so far in two trim levels, Touring and Grand Touring (tested here). As with the Air, the Gravity oozes the same pedantic attention to detail we’ve come to expect from Lucid. Well, mostly.

It's very good at many things that matter to SUV buyers, most obviously, space utilization. The Gravity is a packaging savant with a design that outperforms some minivans in space efficiency, but without the sliding-door stigma.

As standard, the Gravity is a five-passenger affair, but opting for the $2,900, seven-seat configuration fitted to our test vehicle fills the rear cargo area with two more deployable seats. In this guise, the (split) second row slides fore and aft and collapses forward, while the third row can fully retract into the floor. It’s a packaging miracle that enables a completely flat load floor with a very low liftover height. And it’s a not-so-subtle jab at the humps and tunnels that often plague its gas-powered equivalents.

But paying nearly $3,000 for a few extra seats highlights Lucid’s biggest weakness. This is a brand heavily focused on prestige over value, an ethos that explains the $123,950 asking price accompanying our test car.

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Not Cheap, Not Slow

To be clear, nobody’s saying the Lucid Gravity GT doesn’t offer serious hardware for the money, starting with its dual motor arrangement (one driving each axle) that pushes all-in output to a massive 828 horsepower and 909 lb-ft of torque—more than enough juice to do fun things to its Pirelli P Zero rubber if you’re being creative with the throttle and steering.

Wail on it from a standstill, and the Gravity punches its way to 60 mph in 3.2 seconds, then smashes through the quarter mile in 11.0 seconds at 130.3 mph. But straight-line performance like this is commonplace among electric high-performance SUVs: Every player in the segment is about this quick, so the differences largely amount to background noise.

Fortunately, the Gravity distinguishes itself with its striking handling balance, grip, and precise communication. It’s a strange world we live in when a nearly 6,100-pound SUV rotates reliably off throttle then transitions into controlled oversteer with more ease than some supercars. This broad and playful overlap between the limit of grip and the limit of control is as alluring as it is ironic.

And there’s a maturity to the way the Gravity feels near its limits that belies its modest SUV proportions. It’s not the kind of behavior you’d imagine from something that’s likely to live out its existence being late to soccer practice and collecting Cheerios in its seat sliders. Its 24.5-second figure-eight lap time doesn’t make it the quickest SUV we’ve tested, but it may be the most rewarding dynamically. For perspective, Porsche’s smaller and 600-pound-lighter Macan Turbo Electric is quicker on the figure eight by 0.6 second. And so is the utterly unrewarding Mercedes-AMG EQE SUV, at 24.1 seconds. But despite its higher limits, even the Macan lacks the Gravity’s superb edge-of-grip balance.

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We do wonder how much any of that will matter to most SUV buyers, but it matters to us. Daily drivers will likely care more about the Gravity’s respectable ride comfort. There’s no avoiding the effect 21- and 22-inch wheels have on a vehicle’s overall feel over pavement bumps and bruises, but relative to others in the segment, this SUV’s ride should feel fine for most real-world situations.

Adjustable ride-height air springs and adaptive dampers are linked with the three drive modes—Smooth, Swift, and Sprint. The $2,900 Dynamic Handling package fitted to our example adds a unique spring rate for each drive mode as well as rear-wheel steering. Part of the Gravity’s dynamic magic is an unthinkably quick 13.0:1 steering ratio with just 2.2 turns lock to lock.

Stopping is also remarkable. Massive 15.4-inch front rotors paired with six-piston calipers hauled the three-ton-plus Gravity from 60 to 0 in only 107 feet. In daily use, the pedal is an ally, reliably and predictably scrubbing speed without a hint of inconsistency. Even our unrelenting abuse in testing did nothing to shake the braking system’s poise. Regenerative braking force is adjustable across three levels, allowing for conventional-feeling control or aggressive one-pedal driving.

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Practical Matters

The Gravity’s 123-kWh battery is bigger than those offered in the BMW iX, Cadillac Vistiq, and Mercedes-AMG EQE SUV, but smaller than the 140-kWh battery powering the Rivian R1S Quad Max. The Gravity Grand Touring yielded 335 miles of range during our steady state, 70-mph MotorTrend Road Trip Range test, which fell short of the 386-mile range estimated by the EPA. But it’s ahead of its Rivian equivalent, the three-motor, 850-horsepower R1S Tri Max, which produced 311 miles of range in our test. The Gravity also absorbs electrons from a DC fast charger at a rate that enables practical road-trip usability. We measured 194 miles of range added in only 15 minutes, putting it on par with the quickest-charging SUVs sold today.

But practicality in EVs must be considered well beyond the charging station. Perhaps the biggest mistake made by premium EV carmakers today is replacing well-established user interfaces with less intuitive substitutes. Many sacrifice function on the altar of luxury and innovation. And Lucid is no exception.

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Door handles, for example, were once a device you pulled to—dare we say it—open a door. On the Gravity, a quick pull on a door handle (which must deploy before it can be used) is met with a hard stop. Rather than unlatching and opening in one smooth motion, the pull activates a delayed release. When the release finally frees the door, it can be pulled open with a second tug on the handle. It’s a persistent reminder that you’re not in a Honda and one that you’ll encounter every time you drive the Gravity. Whether that’s good or bad depends on how much value you place on upscale individualism. But if we’ve learned anything about nice things, it’s that their long-term value shines in direct proportion to their usability.

Still, other facets of the Gravity’s interior design are remarkably usable. The center console, which is home to two wireless phone chargers, uses a sliding false floor that also houses two cupholders. Below that there’s ample storage space. It’s as practical as any design we’ve seen.

Second-row space, thanks to a 119.5-inch wheelbase and its remarkable packaging, is stunning, even for 6-footers. The third row isn’t a place for adults, so if you need to haul seven people, two of them should be small.

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Tech That Works

It shouldn’t surprise you to find an advanced suite of driver-assist systems in this Lucid. Specifically, its $6,750 Dream Drive 2 Pro collection includes adaptive cruise, automatic emergency braking, blind-spot warning, parking sensors, a 360-degree camera, and more. Lucid is working on a hands-free system that will come as an update later, but all the hardware is in place to accommodate it now.

Meanwhile, the adaptive cruise and lane keeping work as well as the best systems we’ve driven, which is to say you may not always agree with its choices, but it will keep the Gravity in its lane, and it accurately tracks traffic in front. You activate the system in steps using the left touchpad on the steering wheel—a fantastic feature that permits convenient use as needed.

Has Lucid moved the needle with the Gravity? Is it a breakthrough SUV? In some ways, yes. Few vehicles—and probably no electric SUVs—are as dynamically sound or rewarding to drive hard. And its packaging is a godsend for domestic users, with a seat design that stands out in a segment where use of space is among the most important attributes. Its attempts to be unique and luxurious hamper its progress in a few small areas, but it’s an acceptable consequence in a vehicle that otherwise progresses the genre.