First impressions are vital, especially for a car company unveiling its first vehicle. That’s why in 2020, Lucid Motors unveiled the Air with the range-topping Dream Edition. It cost $169,000, developed 1,111 horsepower, and could cover 520 miles on a single charge. Its goal was to make a splash, and that’s precisely what it did, cementing the brand in the fast-growing electric vehicle segment.
EVs have opened the floodgates of performance. Regardless of shape and size, battery-powered cars deliver performance figures formerly reserved for supercars. But does that matter day to day? Are you launching between stoplights on the way to work? I’ll assume the answer is no. Then while the Dream Edition’s job was to get your attention, it’s the Touring’s job to earn a spot in your driveway.
To make its case, the Touring combines the same interior layout and build quality that made its higher-trimmed siblings stand out with a slightly smaller battery pack, a reduced power output, and a much lower price tag. That said, it still develops 620 hp making it more than ready for an occasional launch. But for most people, in most driving scenarios, the Touring is the Air to have.
Quick Stats
| Motor | Two Permanent Magnet Motors |
| Output | 620 Horsepower / 885 Pound-Feet |
| 0-60 MPH | 3.4 Seconds |
| EV Range | 425 Miles |
| As-Tested Price | $128,550 |
There are virtually no visual giveaways that you’re looking at a Touring versus any of the other Lucid Airs. It offers the same exterior styling, identical color options, and wheel designs. My tester combines a $1,000 Quantum Grey Metallic finish with the standard 20-inch Aero Lite wheels and a Glass Canopy roof, which adds silver trim up top, giving the sedan a two-tone look. However, Lucid introduced the option to have a metal roof with the Touring.
While you’ll lose the glass option’s views, the new roof reduces the Air’s price by $4,500 and in-cabin temperature while gaining slightly more headroom. Although the glass top was fine in Los Angeles’ cool weather when I tested a Grand Touring a few months back, driving this Touring around Miami meant I had a toasty interior waiting whenever I parked outside. The new roof is available as an option for the Touring but is the only option for the Pure trim that sits just below it.
While the Touring’s visual changes are minor, its hardware updates are significant. It benefits from the same two-motor setup that powers the pricier Grand Touring, but the Touring draws power from a slightly smaller battery, down to 92.0 kilowatt-hours down from the GT’s 112.0-kWh pack. As such, it delivers slightly less range, maxing out at 425 miles with 19-in wheels, versus the GT’s 516-mi range with the same setup.
Given its 20-in wheels, my tester’s range drops to 384 mi. Still, it goes further on a charge than direct competitors like the Mercedes-Benz EQS 580 4MATIC (340 mi) and BMW i7 (300 mi). More importantly, other than on a lengthy road trip, these figures translate to zero range anxiety, superseding the range of most gas-powered cars.
On the power front, the Touring develops 620 hp and 885 pound-feet, routed to all four wheels via two electric motors and a single-speed automatic transmission. This allows it to sprint to 60 mph in 3.4 seconds and tops at 155 mph. The question here is not whether or not the Touring is quick. Virtually anything producing 620 hp will be fast. What matters is whether or not there’s a noticeable real-world performance difference when stepping down from the 819-hp GT to the less potent T, and honestly, there isn’t.
Unless you’re on a track or driving the pair back to back, the Touring feels as quick in most scenarios as its pricier sibling. It rips off the line violently and accelerates aggressively even while already at speed. Its performance is just right for most people looking for a fast commuter. And like its range figures, the T is more potent than the aforementioned Benz (516 hp) and BMW (536 hp).
Power and range aside, the Touring counts on the same gear that makes the Grand Touring such a compelling driver’s car. It combines steel springs, adaptive dampers, and three drive modes, Smooth, Swift, and Sprint, to determine their stiffness. Unlike the GT, however, the T weighs a whopping 250 pounds less, meaning that not only is it more nimble in bends, but its six-piston brakes upfront with steel 15-in rotors, four-pot calipers out back, and 14.8-in discs also have an easier time slowing this hefty sedan.
Miami isn’t exactly known for its driving roads, so while I can’t comment on what it feels to truly push the T, I spent more than enough time puttering around town and on open highways during my week behind the wheel. And although the Air has always held its own on a back road, it excels in these boring drives. It’s plush, quiet, and easy to maneuver through tight city streets, thanks to its relatively small footprint. Yet another reason I never yearned for more performance.
Since I was last in a Lucid Air, it’s received a few updates, namely to its tech. Apple CarPlay and Android Auto are now standard on all trim levels, with the former sporting a thoughtful layout. Given the Air’s massive central 34-in curved main display, the smartphone-based system has to curve with it. Thus instead of just giving us a rectangle aspect ratio à la Mercedes-Benz that stops abruptly, The Air allows your background image to wrap around the app icons, resulting in seamless integration.
While Lucid’s native infotainment system is nicely laid out, it tends to lag occasionally, namely the control panel to the driver’s left. Some items require multiple presses, Whether opening the automatic charge port or selecting other features.
My tester featured a two-tone dark blue and tan Nappa leather cabin called Tahoe. Lucid gets its leather from a carbon-neutral supplier as part of its sustainability goals. The benefit here is that the cabin is covered with it, making it feel quite premium, easily comparable with its German rivals. However, the T’s smaller battery pack grants it extra interior passenger space, aside from the headroom gained from its optional metal roof. The comfort benefits are primarily felt in the second row with greater legroom.
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The 2023 Lucid Air Touring starts at $109,050, including a $1,650 destination fee. However, my tester with options such as its paint and glass canopy, among others, comes in at $128,550. This marks a significant discount from the $155,650 GT I tested earlier this year, despite offering the same interior space, build quality, and essentially the same driving experience.
Regarding its competitors, a similarly optioned BMW i7 costs around $150,000, while a Mercedes-Benz EQS 580 4MATIC will set you back around $135,000.
The Lucid Air Touring then employs a relatively simple formula. It retains the interior, materials, and chassis hardware from the pricier Grand Touring but pairs it with a smaller battery pack for less money. Throw in the addition of a metal roof which decreases its price tag by $4,500, and you get the best value within the Air range.
The T may not be the quickest Air nor offer the greatest range. However, for those looking for a comfortable commuter with all the power and range you’d ever realistically need, the Touring may not be a range-topper, but it’s the one to get.
