<\/span><\/h2>\nTaking a few steps back: If you\u2019ve somehow dismissed Lucid\u2019s very strong opening act, the Lucid Air sedan, the Gravity makes the automaker\u2019s unrelenting focus on efficiency impossible to overlook or ignore.\u00a0<\/p>\n
The Air already presented its case for the numbers it can achieve with its compact and powerful yet efficiency-focused fully electric propulsion suite. Now the Gravity carries all this innovation into a form far more Americans will be likely to consider as their own: a three-row SUV. In this case, it\u2019s one that goes an EPA-rated 450 miles<\/strong> (according to Lucid) with a battery pack that\u2019s relatively modest for the mission\u2014about 118 kwh\u2014and one that can add 200 miles of range in 15 minutes via a 350-kw fast-charge connector (CCS port on early cars, Tesla-style NACS port to come).\u00a0<\/p>\nThe 2025 Lucid Gravity gives in to the reality of the market and its undeniable forces but it does so on Lucid\u2019s own terms. So it should come as no surprise that the Gravity isn\u2019t aiming to play in the world of boxy, nubby-tired bricks named after off-road trails.\u00a0<\/p>\n
\u201cWe\u2019re not going to Utah and climbing rocks,\u201d said chief design officer Derek Jenkins. \u201cBut to get to the cabin, to do the dirt path, to do medium off-roading, the Gravity is going to be excellent for that type of activity, with the suspension capability.\u201d<\/p>\n
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Ahead of my drive, Lucid\u2019s chief engineer and senior VP for product Eric Bach reminded me that it\u2019s not developing vehicles for 0-60 mph times. Performance could be on a track, he underscored, or going up a windy mountain road. Or it could be crash-safety performance. Or NVH (noise, vibration, and harshness) performance.\u00a0<\/p>\n
The crew at Lucid by all accounts aren\u2019t dyed-in-the-wool SUV guys. But they\u2019re going to change a lot of minds with this vehicle.\u00a0<\/p>\n
<\/span>Gravity starts with an efficient shape<\/span><\/h2>\nLucid is relentless about efficiency because it puts the brakes on a series of cascading factors. If you use components or a design that together amount to a less-efficient vehicle, it\u2019s then heavier because it needs more batteries to go the distance. It then can\u2019t fit passengers and cargo as well.\u00a0<\/p>\n
To that, the brand made clear to Green Car Reports that it\u2019s proud of how the Gravity isn\u2019t bigger than it needed to be; it stretches 198.2 inches long and it rides on a 119.5-inch wheelbase. Its height of around 65 inches overall (in its lowest setting, we have to assume) makes it lower overall than a Subaru Forester<\/strong>\u2014so yup, no problem fitting into parking garages.<\/p>\nGravity\u2019s lean profile maps out in all directions except width, where its 78 inches not counting the mirrors is standard for the class. The Gravity has a frontal cross-sectional area, in CdA, that\u2019s much lower than any of its rivals except for the Tesla Model X. It\u2019s said the coefficient of drag will land around 0.24, but with final test numbers not yet out, it could land slightly better than that.\u00a0<\/p>\n
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It\u2019s not an Air with a different top hat. Bach emphasized to Green Car Reports that Gravity was conceived as a completely new SUV platform, with a modular set of Air\u2019s existing components arranged to the new architecture. Bach said that\u2019s so that Lucid arrived at \u201ca real off-road-capable as well as luggage- and occupant-optimized package that looks like an SUV.\u201d<\/p>\n
Design-wise, Gravity fits right in next to the Air. It has a completely different profile, of course, plus a little more depth to its taillights, while its headlights are a little more vertical\u2014partly to leave room for a wider frunk opening (with optional net at the front).\u00a0\u00a0<\/p>\n
It\u2019s an attractive profile with a graceful roofline and nice stance. But it doesn\u2019t compare directly to any SUV on the market. As my colleague Joel Feder pointed out in a drive of an earlier Gravity alpha build prototype, this is a model that was shaping up as a bit chameleon-like\u2014straddling the lines between wagon, minivan, and SUV at times.\u00a0<\/p>\n
I don\u2019t disagree. But the Gravity drives like no minivan I\u2019ve ever been in.\u00a0<\/p>\n
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<\/span>Drives like a Lucid not an SUV: Check<\/span><\/h2>\nOne of the tuning goals was essentially that Gravity \u201cshould drive not like an SUV but like a Lucid,\u201d said chassis and dynamics tech specialist John Culliton, who rode along for my drive.\u00a0<\/p>\n
To assure that, the steering rack and the fundamental geometry are carried over from the Air, but the rear suspension, including the air suspension, is new, as is the rear-steer functionality. The front subframe is rigidly mounted and steering gear is rigidly mounted, to carry as much feedback as possible. But all the versus Air, the hard points have been moved around to better distribute the load. Every link is new, but massaged the layout to reduce loads into the steering and utilize the same gear.\u00a0<\/p>\n
The Gravity\u2019s body structure is a combination of materials but fundamentally \u201caluminum rich,\u201d according to Bach, with just 2-4% steel at a few specific points. Lucid has used a megacasting process for body pieces at a few locations.\u00a0<\/p>\n
To make the most of the aero form and the lean, strong propulsion system, all Lucid Gravity models will get a height-adjustable air suspension and continuously adjustable dampers<\/strong>. A series of drive modes dial in different levels of firmness from the dampers, and there are five different ride heights, all mostly selected independently by the driver.\u00a0<\/p>\n![\"2025](\"https:\/\/images.hgmsites.net\/lrg\/2025-lucid-gravity-grand-touring_100952125_l.webp\" "\\"2025")
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There\u2019s no Auto mode for the multi-mode air suspension, which leaves it up to the user to feel the differences in ride versus responsiveness. Although, as Culliton points out, selecting the Sprint performance mode will drop the Gravity into its lowest ride height. It also makes the behavior of the rear-wheel steering a little more aggressive, the damping firmer, and the torque split more rear-biased.\u00a0<\/p>\n
All these smart decisions allow enough torque for sub-3.5-second 0-60 mph times, and a turning circle of 38 feet\u2014as well as a natural seat height that\u2019s easy to get into and out of and body\u00a0<\/p>\n
On a lonely stretch of road, Culliton aims to show off the dual-motor propulsion system, at 828 hp and 909 lb-ft combined<\/strong>, and he has me do a controlled launch, standing on the brake, flooring the accelerator, and releasing, and the Gravity leaps ahead with none of the feeling of lightness in the front end that characterizes fast dashes in other high-power SUVs. The Gravity felt like it lunged forward.<\/p>\n![\"2025](\"https:\/\/images.hgmsites.net\/lrg\/2025-lucid-gravity-grand-touring_100952168_l.webp\" "\\"2025")
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<\/span>Lucid Gravity is a quiet athlete<\/span><\/h2>\nWith its playful steering feel and muted-yet-communicative demeanor overall, it had some of the same qualities as the Porsche Macan Electric we drove for our Best Car To Buy roundup\u2014about a foot shorter but also with rear-wheel steering.\u00a0<\/p>\n
The Gravity I drove was also fitted with the largest and sportiest wheel and tire combination in the lineup\u2014staggered width 22- and 23-inch Pirelli PZero tires that really seemed to be able to make the most of the Gravity\u2019s available grip at the front wheels. This one feels like it\u2019s going to be a hoot on a closed course, in terms of staying sports-car neutral on grippy surfaces.\u00a0<\/p>\n
Furthermore, ride quality with this combination was great. The Gravity doesn\u2019t float along like some other luxury SUVs; you do feel the road, but never excessively.<\/p>\n
Lucid has also soft-mounted the motor to the body to yield more drive-system isolation from the body versus in the Air. Although the surfaces around Lucid\u2019s California offices were hardly a challenge for the Gravity, heading up past normal freeway speeds for a bit didn’t expose anything\u2014a testament to all the tuning of the body and chassis, and to that acoustic glass overhead, perhaps.<\/p>\n
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<\/span>Space efficiency for seven and stuff<\/span><\/h2>\nThe cabin feels bright and airy, allowed partly by the vast expanse of glass overhead. The glass is acoustic, and structural, and flows continuously in two runs\u2014one from the base of the windshield through to just over and behind those in the front seat. Then a second run goes from there all the way over the third row. It\u2019s the only three-row SUV I can recall with the blue sky overhead, so uninterrupted.\u00a0<\/p>\n
What strikes me most as I first as I walk up to the vehicle is how low the passenger cabin floor is, while the bottom of the vehicle isn\u2019t especially low. According to a source, the air suspension spans from about 135 to 235 mm (5.3 to 9.3 inches) of ride height<\/strong>\u2014meaning in its lowest setting, it\u2019s essentially the same ride height as Air.\u00a0\u00a0<\/p>\n![\"2025](\"https:\/\/images.hgmsites.net\/lrg\/2025-lucid-gravity-grand-touring_100952075_l.webp\" "\\"2025")
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Just like the Air Grand Touring, the Gravity Grand Touring has 22 battery modules, with four of them \u201cupstairs\u201d on a second layer. In the Air, that\u2019s under the rear seat, but in the Gravity it\u2019s been pushed to the area under the front seats, so as to allow a continuous cargo floor, with the seats folded, of more than eight feet.\u00a0<\/p>\n
Including the frunk\u2019s additional space, the Gravity has 120.6 cubic feet of cargo volume with the second and third rows folded\u201440% more than the Mercedes-Benz EQS SUV, Lucid boasts, and about 15% more than the Rivian R1S, which also has a frunk.\u00a0<\/p>\n
As Bach put it, \u201cyou need such a ginormous truck to get to some of the attributes that we can pack into this small Gravity space concept,\u201d pointing to the Chevy Suburban and its huge body-on-frame counterparts.<\/p>\n
Lucid hasn\u2019t said much about the Gravity\u2019s off-road ability yet, other than that there will be some. Its Terrain mode will take advantage of the stability system in the high-performance Lucid Air Sapphire<\/strong>. That system, capable of reading inputs from all four wheels 1,000 times per second, can handle the braking portion of the traction control in Gravity at that rate, albeit not for each rear wheel separately. That helps assure peak regenerative braking, which still arrives in standard and high settings when you lift off the accelerator, saving the brake pedal specifically for the brake pads.\u00a0<\/p>\n\n
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<\/span>Gravity back seat: Tables not screens<\/span><\/h2>\nI\u2019m 6-foot-6 and can truly sit directly behind two of myself, reasonably comfortably, in the Gravity.\u00a0<\/p>\n
The way the third-row floor stays flat, and the way the seats swing around into a well at the back of the vehicle. Bach says that the team made a lot of decisions throughout the engineering process not to compromise any of that space. For instance, it split its active rear steer actuators in half, while it could have gone with a combined unit that would have compromised third-row legroom.\u00a0<\/p>\n
The third row is optional for $2,900<\/strong>, but it only adds about 130 pounds to the Gravity\u2019s curb weight (yet undisclosed). The team behind the Gravity see this as a road trip vehicle, with the second row good for eating, playing games, and watching things on devices. So they opted for a pair of sturdy utility tables, in place of a native entertainment system for the rear.<\/p>\nWhat the Gravity ended up with is a solution that might be right out of a first-class air cabin.\u00a0<\/p>\n
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\u201cWe talked to customers, we talked to business people, we talked to families, and everyone said just give me a table for food, for laptops, for the kids\u2019 iPad, charging, and make sure it\u2019s easy to stow. \u201cI\u2019m super-proud of this, because it was a big push to make this happen and not sacrifice second-row space and do something robust and solid,\u201d said Jenkins.\u00a0<\/p>\n
A 90-degree-opening rear door also allows easier loading of kids into child seats, took some extra level of engineering to make sure the latches were strong, and the doors have a special low safety cinch helps bolster side protection when the impact is just above the lower sill.\u00a0<\/p>\n
Counterintuitively, Lucid was able to put its H-point for the third row higher up than in the Suburban, allowing more relaxed leg angles. You won\u2019t be looking only at your knees.\u00a0<\/p>\n
Jenkins also noted that Lucid has also thought much more about the robustness and cleanability of all the materials It\u2019s offering four different themes for the Gravity: Tahoe and Ojai are leather, while Yosemite and Mojave are non-leather<\/strong>.<\/p>\n\n
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