We drove all of Lucid’s 2024 Air models and got a sneak peak at its upcoming ‘Mid-Size’ EVs
In addition to our recent drive of the Lucid Air Sapphire, we got the opportunity to test drive all of the American automaker’s 2024 models, including Pure, Touring, and Grand Touring, and have shared our thoughts below. As part of our visit, Lucid Motors also invited us behind the scenes at its design studio in California, where we got a look at the progress of its upcoming “Mid-Size” EVs.
Lucid Motors ($LCID) began its entry into the EV segment with its flagship Air sedan, which arrived as a 2022 model. In December, the American automaker unveiled its 2024 model year Airs, which added a new RWD version of the entry-level Pure variant.
That new Air started at an MSRP of $77,400 – its most affordable model to date. By February 2024, Lucid shared it was slashing prices of three of the four Air variants, including the RWD Pure, which now sits at a starting MSRP below $70,000.
Just yesterday, Lucid shared its upgrades to the Grand Touring version of the 2024 Air, which now utilizes the heat pump from its top-tier Sapphire edition and significantly faster charging speeds while offering the same EPA estimated range of 516 miles on a charge.
Last week, we visited Lucid in Northern California and had the opportunity to test out all four versions of the 2024 Air models, and got an exclusive look behind the scenes of its design center, which included a peek underneath the sheet of the mid-size EVs it has in development.
Lucid’s 2024 Air models don’t disappoint, especially Pure
On a sunny and foggy day near Half Moon Bay last week, I got a chance to take all four of the 2024 model year Lucid Airs out and open them up on winding roads and coastal straightaways. I captured images of each of the four trims: RWD Pure, Touring, Grand Touring, and the tri-motor Sapphire.
The latter has been on my to-do list since it was first announced in the fall of 2022, so that review got its own dedicated post and video review. You can learn more about my experience here.
After Sapphire, I took each of the other three Lucid Air variants around an hour-long route to see how things differ in the 2024 models. Let’s start with Grand Touring. As previously mentioned, the Air GT saw the most significant upgrades in 2024, but the drive is admittedly the same from my experience.
Future customers will be able to take advantage of 15% to 30% faster DC charging speeds and better performance under winter conditions with the heat pump, but neither of those played a factor in my specific test drive.
The Grand Touring still screams luxury. As the top model not including the $249k Sapphire, the GT comes equipped with all the best features, including a beautiful panoramic glass canopy roof and a comfortable, roomy interior complete with metallic accents.
Its 819 horsepower cannot be denied when overtaking slower cars with dual motors, but in my opinion, the addable features like massage seats and power shades are the only noticeable upgrades compared to other trims. Yes, it’s the fastest of the three models below Sapphire (0-60 mph in 3 seconds), but I’d personally be more than happy in a Touring while saving some cash. The new upgrades are a welcomed addition; however, the GT is still a bit pricey, starting at $109,900.
When I drove the 2023 Air Touring for the first time, I hailed it as the model to splurge on. I found its acceleration and EV performance well beyond what the average consumer needs and didn’t really miss any of the additional bells and whistles present on the GT. For that reason, I felt that Touring fit the sweet spot for consumers interested in the Air… at least at the time.
The 2024 Lucid Air Touring strays the least from its previous iterations, but still delivers better specs than most other vehicles in its class. The current version offers 620 horsepower and can accelerate 0-60 mph in 3.4 seconds, all while promising 411 miles of all-electric range. At a lower price of $77,900, you can now get a Touring near the price of the original Air Pure.
Still, it’s a slam dunk in many ways if you’re interested in more interior features, but if you’re more hellbent on performance in terms of value, the new RWD Air Pure is where it’s at.
The two stars of my day of driving the 2024 model year Lucid Airs were Sapphire and Pure—both ends of the automaker’s current EV portfolio. Lucid CTO and CEO Peter Rawlinson has told us many times that the RWD Pure variant is his favorite, and it’s hard to disagree.
Even with the lowest specs of the lineup, the Pure delivers 430 hp and can accelerate from 0 to 60 mph in 4.5 seconds. With performance like that, you don’t even miss the second motor, trust me. Furthermore, its 410-mile range is a mere mile behind the Touring, but for $8,000 less.
What impressed me most about the RWD Pure was how smooth and quiet of a ride it was. All of the models are quiet, but there is something more polished about this new Pure I have trouble describing. What’s even crazier to think about is that this model could be considered a halo version in other automaker’s portfolios, and it’s Lucid’s entry-level option. This is another testament to how far ahead the automaker is in its EV architecture, inverters, and overall efficiency.
Not to mention the level of comfort and luxury Lucid puts into each and every one of its models. I still think Lucid could improve its software in all the vehicles. I certainly didn’t encounter as many bugs in the 2024 Lucid Air models as I’ve encountered in the past, but the UX still lags sometimes, and I had a few issues connecting my smartphone wirelessly using Apple Carplay.
Overall, I was impressed with all four of the 2024 Lucid Airs, but Sapphire and Pure are my favorites. Obviously, a tri-motor luxury EV with 1,234 hp will impress people, so that’s a given, but I think the RWD Pure is my new favorite and would be the model I recommend to consumers. Because of that, I felt like the Touring and Grand Touring got lost in the shuffle – I’d only recommend splurging on one of those trims if you absolutely require their better acceleration.
Looking ahead, Lucid continues to develop its second model – the Gravity SUV, which is set to begin production later this year. After that, Lucid intends to unveil a third mid-size option, which the company has teased in the past as a direct competitor to the Tesla Model 3 and Model Y.
As part of my trip, I got to see mid-size up close and gain some insight as to what we can expect.
A peek at “Mid-Size” while touring Lucid’s design studio
This was another exciting trip with Lucid as I not only got to experience the power of the Air Sapphire, but also got to tour the automaker’s design studio outside of San Francisco as one of the few media to ever get taken into the back to see where all the EV magic happens.
Pictures were not allowed for obvious reasons, but we did get another up-close look at Gravity before we walked over to the main floor, where two clay models of the new mid-size EVs sat covered by sheets.
Although the developing models were covered, I was surprised at how large and assumedly spacious they still looked. From what I saw, Lucid is planning at least two variants for mid-size – a more passenger and family-friendly crossover and a more rugged SUV for the elements (we saw a roof rack and Toyo off-road tires).
Some of the targeted competitors are the upcoming Macan EV and Kia EV5 and we were told the new EVs will function similarly to model like the Hyundai Santa Fe, Rivian R2, and Ford Bronco. Lucid’s Senior Vice President of Design and Brand, Derek Jenkins walked us around the covered vehicles and even lifted up a corner of the sheet at the crossover’s rear to give us a peak at the clay. It’s definitely a work in progress, but it looks sleek and unique… although its design is sure to change several more times before its targeted arrival in 2026.
One exciting design aspect that Jenkins preached was this idea of “inclusivity,” particularly in the cabin of the mid-seize models. He mentioned integrating music, video, and phone use as immersive experiences unlike anything the public has ever seen, all of which can be controlled from anywhere in the vehicle – adding a sort of group experience to driving… although many of these incoming features will likely only be available while parked.
Jenkins also shared that the smartphone will play a critical role in the mid-size experience, whatever that means. He said that Lucid is not trying to beat or replace the phone but that there is potential in that technology and its experience that the automaker feels can do better with a car.
Peter Rawlinson was also with us, showing plenty of excitement about Lucid’s third vehicle design. However, he and Jenkins both admitted they are still a ways away from agreeing on the new EV names. When asked about pricing, Rawlinson said Lucid is targeting $48,000 to $50,000 starting MSRPs, but “it could get up to $60,000, I suppose.”
To help keep prices down in the future, Rawlinson expressed a trickle-down design efficiency that bolsters tech throughout the portfolio and streamlines production while utilizing the components across multiple models to help lower costs. We’re already seeing it happen with the Sapphire heat pump in the Air Grand Touring, as mentioned above, so expect more of that strategy in “mid-size” and beyond.
That’s all for now. We likely won’t see any genuine looks at the new mid-size Lucid EVs for a while, as they remain a work in progress. That progress does sound quite encouraging however, and we will be sure to keep you in the know as we learn more. For now, we will remain focused on the 2024 Lucid Air models as we gear up for the official launch of Gravity.
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The BP logo is displayed outside a petrol station that also offers electric vehicle recharging, on Feb. 27, 2025, in Somerset, England.
Anna Barclay | Getty Images News | Getty Images
BP shares jumped on Wednesday after activist investor Elliott went public with a stake of more than 5% in the struggling British oil major, which has pivoted back to oil in a bid to restore investor confidence.
BP shares were last seen up 4.75% at 9:44 a.m. London time. The London-listed stock price is down around 5% year-to-date.
Hedge fund Elliott Management has built its holding in the British oil major to 5.006%, according to a regulatory filing disclosed late Tuesday. BP’s other large shareholders include BlackRock, Vanguard and Norway’s sovereign wealth fund.
Elliott was first reported to have assumed a position in the oil and gas company back in February, driving a share rally amid expectations that its involvement could pressure BP to shift gears from its green strategy and back toward its core oil and gas businesses.
Within weeks, BP, which has been lagging domestic peer Shell and transatlantic rivals and posted a steep drop in fourth-quarter profit, announced plans to ramp up fossil fuel investments to $10 billion through 2027. This marked a sharp strategic departure for the company, which five years ago became one of the first energy giants to announce plans to cut emissions to net zero “by 2050 or sooner.” As part of that push, the company pledged to slash emissions by up to 40% by 2030 and to ramp up investment in renewables projects.
The oil major scaled back this emissions target to 20% to 30% in February 2023, saying at the time that it needed to keep investing in oil and gas to meet global demand.
Since switching gears, BP’s CEO Murray Auchincloss and outgoing Chair Helge Lund — who is expected to depart the company in 2026 — retained their posts but were penalized with reduced support during BP’s board re-election vote earlier this month amid pressure from both revenue and climate-focused investors.
BP’s strategic reset back to the company’s oil and gas activities took place just as crude prices began to plunge amid volatility triggered by U.S. tariffs and Washington’s trade spat with China, the world’s largest crude importer.
Energy analysts have broadly welcomed the strategic reset, and BP CEO Murray Auchincloss has since said the pivot attracted “significant interest” in the firm’s non-core assets.
The energy firm nevertheless remains firmly in the spotlight as a potential takeover target, with the likes of Shell and U.S. oil giants Exxon Mobil and Chevron touted as possible suitors.
BP is scheduled to report first-quarter earnings on Tuesday. The company has said it anticipates lower reported upstream production and higher net debt in the first quarter than in the final three months of 2024.
Tesla’s earnings report dropped today, and news isn’t great. But instead of recognizing his failures that have led to Tesla’s downturn, CEO Elon Musk lashed out with conspiracy theories while also hypocritically failing to acknowledge that his company was only profitable this quarter due to regulatory credits.
The numbers are in on Tesla’s dismal quarter, with sales, profits and margins tanking significantly for the company despite a rising global EV market.
You’d expect a drop in car sales to be top of mind for a car company, but instead of talking about this, CEO Elon Musk opened the call by talking about his ineffective advisory role to a former reality TV host.
Musk is heading up the self-styled “Department of Government Efficiency,” an advisory group that is focused on reducing redundancy in government. The office is not an actual government department and has a redundant mission to the Government Accountability Office, which is an actual government department focused on reducing government waste.
Musk originally claimed that the department would be able to save $2 trillion for the US government, which is actually impossible because federal discretionary spending is $1.7 trillion, which is a (gets out abacus) smaller number than $2 trillion.
He has, of course, failed at this task that anyone with any level of competence would have known was impossible before setting it out for themselves, and now projects that the department will save $150 billion next year, less than a tenth of his original estimate. But even that projection is likely an overstatement, given that most of the supposed savings that DOGE has found are not actual savings at all.
On top of this, the US government’s deficit has grown to the second-highest level on record – with the first happening in 2020, the last time Mr. Trump squatted in the White House. Which means the government isn’t saving money, it is in fact borrowing and spending more of it than ever before.
So, Musk’s tenure in the advisory board has been an unmitigated failure by any realistic account.
But if you listened to Tesla’s call, you wouldn’t have known this, as Musk was quite boastful of his efforts – starting a Tesla conference call with an irrelevant rant about his fake government department, instead of with Tesla business.
He claimed that he has made “a lot of progress in addressing waste and fraud” and that the job is “mostly done,” which is not correct by his own metrics. Musk stated that his purpose is “trying to bring in the insane deficit that is leading our country, the United States, to destruction,” and as we covered above, that deficit has only increased.
But he also went on to spew some rather insane conspiracy theories about the reasons behind his company’s recent failures, all of which of course put the blame on someone else, rather than himself. The buck stops anywhere but here, I guess.
His primary assertion was that the “blowback from the time I’ve been spending in government” (which, again, is an advisory role, not an actual government position) has come mainly from protesters that were “receiving fraudulent money” and are now angry that the government money spigot has been turned off.
Which, of course, he’s provided no evidence for… and he’s provided no evidence for it because it’s false.
Besides, that’s not how protests work. But incorrect claims that protests do work that way are often used by opponents of free speech, with the motivation of putting a chilling effect public participation. Fitting behavior for an enemy of the First Amendment like Elon Musk.
Meanwhile, this assertion also comes from a person who tried and failed to bribe voters to win an election. Perhaps his admiration of Tesla protesters is aspirational – he wishes his ideas were good enough to inspire that sort of grassroots political effort that money, demonstrably, cannot buy.
But this hypocrisy extends beyond Musk’s hatred of free expression, and strikes at the heart of the business he is the titular leader of, Tesla, the organization that has made him into the richest man in the world. Because not only is it not true that Tesla protests are driven by his ineffective government actions (they are, in fact, driven by him doing Nazi stuff all the time), it’s also objectively true that Musk’s companies are a large recipient of government money.
And that’s particularly relevant today, to the very earnings call where Musk made his ridiculous assertion, because in Q1 2025, Tesla only turned a profit due to government credits. Without them, it would have lost money.
Tesla only profitable in Q1 due to regulatory credits
Per today’s earnings report, Tesla earned $595 million in regulatory credits in Q1. But its total net income for the quarter was $409 million.
This means that without those regulatory credits, Tesla would have posted a -$189 million loss in Q1. It was saved not just by credit sales, but credit sales which increased year over year – in the year-ago quarter, Tesla made $442 million in regulatory credits, despite having higher sales in Q1 2024 than in Q1 2025. So not only were credits higher, but credits per vehicle were higher.
This is a common feature of Tesla earnings, and we even said in our earnings preview that we expected it. While Tesla had a bad quarter, nobody expected it to become actually unprofitable, because there was always the possibility of increasing regulatory credit sales to eke out a profitable quarter.
And this has been the case many times in Tesla’s past, as well. In earlier times, Tesla’s first few profitable quarters were decried by the company’s opponents as an accounting trick, suggesting that regulatory credit sales weren’t “real” profits, and that the cars should have to stand on their own.
This is a silly thing to say – businesses do business in the environment that exists, and every business has an incentive structure that includes subsidies and externalities. If we were to selectively write off certain profits for certain businesses, we could make a tortured case that any business isn’t profitable.
Plus, these opponents didn’t extend the same treatment to the oil industry, which is subsidized to the tune of $760 billion per year in the US alone in unpriced externalities, yet that is somehow never mentioned during their earnings calls.
Musk has even claimed, probably correctly, that if all subsidies were eliminated both for EVs and for oil & gas, that EVs would come out ahead compared to the status quo (more recently, Musk has become one of the biggest funders of anti-EV forces, allying himself with a bought-and-paid oil stooge who is giving even more preferential treatment to the oil industry).
But, setting aside the debate over whether credits are valid profits (they are), for years now we’ve been well beyond Tesla’s reliance on credits. The company has produced significant profits, regardless of credit sales, for some time now.
At least, until today. That’s no longer true – Tesla did rely on credits to become profitable in Q1. And Musk starting the call with a ridiculous rant about government handouts not only shows his hypocrisy and projection on this matter, but his detachment from reality itself. He is, truly, too stuck in the impenetrable echo chamber of his self-congratulating twitter feed to realize what an embarrassment he’s being in public – to the point of inventing shadow enemies to explain the very real, very simple explanation that people aren’t buying his company’s cars because he sucks so much.
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No matter how badly a fleet wants to electrify their operations and take advantage of reduced fuel costs and TCO, the fact remains that there are substantial up-front obstacles to commercial EV adoption … or are there? We’ve got fleet financing expert Guy O’Brien here to help walk us through it on today’s fiscally responsible episode of Quick Charge!
This conversation was motivated by the recent uncertainty surrounding EVs and EV infrastructure at the Federal level, and how that turmoil is leading some to believe they should wait to electrify. The truth? There’s never been a better time to make the switch!
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