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Lucid Air Production Delay

jsharpe

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I assume this was a problem unique to that particular car, or something more widespread that was corrected with a software update?

I have a 2015 Model S, and I've driven my brother's 2018 Model 3, and we both love the one-pedal driving and the seamless transition from regenerative to friction braking.
Yes, it was specific to that individual car. But since it wasn’t mine I didn’t want to go changing settings. I don’t think the owners were even aware that the behavior wasn’t “normal” and had just gotten used to it.
 

hmp10

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Later model Teslas than mine (and maybe my brother's) allow the driver to dial up the level of regenerative braking. I wonder if Tesla got overly-aggressive with that elevated setting?

There are three great things about my Tesla that I want in my next EV:

1. The torque and smoothness of the electric powertrain -- Lucid has that covered in spades.

2. The fluidity and ease of modulation of (at least my) Tesla's one-pedal driving -- Lucid has confirmed they're going to have one-pedal driving. Since so many ex-Tesla engineers are working on the car, I hope they can match the Tesla in that regard.

3. The Google Earth view on the big center screen -- Lucid's largest screen is not as large as Tesla's, so it starts a bit behind the 8-ball there. Lucid has not confirmed whether the Air will or won't have a Google Earth display. I asked Zak Edson about it in Miami. He seemed hesitant to give me a hard "no" but said the car didn't have it at that point of development. He said something sort of vague about maybe it's arriving later with a software update.

Speaking of big screens, has anyone seen the "hyperscreen" that will be an option for the Mercedes EQS? It's a bit over the top, but it's an OLED screen with an amazing navigational display.

The EV world is moving so fast that Lucid's repeated delays in getting the car to market continue to increase the risk that some of its features will seem already outdated at launch. Heads-up displays with navigational arrows overlaid on actual turns are already showing up on VW's. MB is using OLED display technology while Lucid speaks of a modular display that can be upgraded later. Musk is marginally leapfrogging Lucid (or so he claims) on range and acceleration with the Plaid+ and, unless he puts a gigantic battery pack in it, will apparently catch up on overall efficiency. The Taycan will likely retain the crown it seized at launch for handling dynamics.

The style and quality of Lucid's interior may remain the biggest things setting them apart, but MB may well match them on those scores with the EQS, and the EQS will almost certainly match or beat Lucid on interior room. (Not finding someplace else to put the four extra modules of the larger battery pack took them out of the running against big German sedans for rear passenger comfort.)

Given the spartan (and weird) interior of the new Model S and its cramped rear seat, the lackluster acceleration and range of the EQS, the software problems VW can't seem to shake, and the limited range of the Taycan, the Lucid Air may still be the best overall melding of style, comfort, speed, and range . . . but it may no longer hold the lead on any single one of these factors by the time it finally launches.

The auto press have been regularly referring to the "2021 Lucid Air". I have a feeling that car will never arrive. By the time the Dream Edition finally launches later this year, the "2022 Mercedes EQS" will probably already be on the market, and Lucid will have to reset the model year.
 
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jsharpe

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Dec 8, 2020
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Later model Teslas than mine (and maybe my brother's) allow the driver to dial up the level of regenerative braking. I wonder if Tesla got overly-aggressive with that elevated setting?
“Overly-aggressive” was a good way to describe that particular car. :) It was a strong enough affect that lifting off the accelerator when approaching a stop sign at 25mph would cause my passengers heads to throw forward.
On the flip side, I never cease to be thrilled with the torque available from almost any EV and looking at the numbers any of the Air’s will be among the best even without a third motor. I really like their engineering attention to efficiency, weight, charge speed etc. and can imagine what they might be able to do once solid state batteries become a thing.
 

Lucken

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My 2017 MS never had an issue with one pedal driving nor the transition from regenerative to friction braking. The drivetrain was seamless and a real blast to drive. However body integrity, suspension and materials quality were squarely in the negative column.

We're headed down to Florida in April for a couple of weeks, so I'm going to try and make a point of visiting one of the Lucid showplaces. I've yet to see the car in person.
 

hmp10

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We're headed down to Florida in April for a couple of weeks, so I'm going to try and make a point of visiting one of the Lucid showplaces. I've yet to see the car in person.
The car in West Palm Beach has the smaller battery pack (and thus the "foot garages"), and the car in Miami has the larger battery pack with the footwells filled in. They differ considerably in rear seating comfort, if that is a significant issue for you.
 

hmp10

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The Lucid Air was slated to launch with a Mobileye EyeQ4 chip which enables ADAS Level 3. However, Mobileye's EyeQ5 chip, with 10x the computing power and ADAS Level 4-5 capability, was due to launch this month. I'm wondering if the production delay for the Dream Edition will allow Lucid to use the EyeQ5 chip in the cars, thereby enabling the car to progress beyond Level 3 ADAS when software advances enable that?

I asked Lucid Sales the question, but they didn't know. Perhaps someone from Lucid can answer the question here?
 

Alex

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The Lucid Air was slated to launch with a Mobileye EyeQ4 chip which enables ADAS Level 3. However, Mobileye's EyeQ5 chip, with 10x the computing power and ADAS Level 4-5 capability, was due to launch this month. I'm wondering if the production delay for the Dream Edition will allow Lucid to use the EyeQ5 chip in the cars, thereby enabling the car to progress beyond Level 3 ADAS when software advances enable that?

I asked Lucid Sales the question, but they didn't know. Perhaps someone from Lucid can answer the question here?
If you listen the the following video where Peter Rawlinson talks about self driving, you will get the gist that they are aiming for level 2+ currently, with level 3 possible in the future. No mention of Mobileye:
 

hmp10

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Your post reminded me that there was a report last July that, although Mobileye had been working with Lucid on ADAS, Lucid has since gone its own way. Apparently for the production car they have sourced components from Continental and Bosch and mapping and telematics from the Dutch firm Here. However, Lucid has undertaken the integration of those sourced parts and data themselves.

I'm wondering if that has not worked out so well, and that's why Rawlinson is now talking about its making more sense for Lucid to focus on making cars and let outside specialists tackle the immense challenges of ADAS -- hence his recent outreach/teaser to the likes of Apple?

I'm also wondering if potholes in ADAS development are among the reasons for the delay in Air production?

"E for Electric" posted a recent video which discussed the history of the early Mobileye/Tesla partnership. Alex Guberman, who is generally well-informed, said that the partnership broke down when Mobileye refused to acquiesce in Musk's desire even back then to test beta autopilot systems with actual owners on public roads -- the trajectory he is currently on with full self driving. Guberman claims that Mobileye's current ADAS technology is every bit as good at where Tesla currently is with its heavily-hyped FSD. The only reason we aren't hearing much about it is that Mobileye still refuses to release ADAS systems to the public that are not yet fully developed, whereas Musk repeatedly tries to sell his wine before its time -- as he has been doing (at $8-10,000 a pop) for over a year now with FSD.

I think it is to Lucid's credit that they are promising nothing beyond eventual Level 3 ADAS in their new production run. Lucid owners will probably have true Level 3 ADAS well before Tesla drivers have the Level 4 Musk keeps teasing for year end and the Level 5 (cars without steering wheels or pedals) within two years afterward.

I have an older Tesla, and my brother has a newer Tesla with the full complement of ADAS hardware that Musk claims will be sufficient for FSD. Neither of our cars, both of which are kept updated with new software releases, can operate on Autopilot without a hand on the wheel at all times (i. e., Level 2). The notion that Tesla is going to leap straight from Level 2 to Level 4 in the coming several months is, uh, ludicrous.
 
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