Lucid Air Pure: The Real Tesla Fighter! - MKBHD - Auto Focus Review

[hmp10]

I disagree. For a customer, the journey of how somebody got to a feature doesn't matter, all that matters is the result (the car in its current state). Therefore, it doesnt matter if Tesla had 10 years on Lucid, as that does not change anything about the product.

Not everything about a car is apparent by looking at it on a dealer lot or website, sitting in it, or test driving it.

For instance, none of the above would have enabled me to predict that our Model S would develop creaks and groans in the first 10,000 miles while our Air is still quiet and rock solid at 30,000 miles. Knowing that would only come from two things: (1) understanding that the Tesla body shell, which started behind the 8 ball on torsional rigidity, has had no redesign to get to the root of the problem (its poorly-engineering hatch opening) since its introduction in 2012, and (2) Lucid engineered the Air body shell from the ground up to deal with the source of the Tesla's torsional flexing.

Knowing Tesla's growing focus on cost-cutting might have helped predict that the covering would peel off the 2021 Model S Yoke within a year or that other interior elements would show earlier wear than did our 2015 Model S, while knowing that Lucid was designing against German luxury sedans might have clued us in to what is turning out to be an interior showing no appreciable signs of wear at three times the mileage.

From the other end, knowing how much more focused Lucid was on automotive engineering than on user software interfaces might have spared me the surprise of finding out how few of Lucid's advertised software features would actually work properly during the first year of ownership and that I would find things as basic as opening a door a months-long mystery.

I, for one, like to know as much about what's behind the features I see in a car as I can find out.

 

[xponents]

Not everything about a car is apparent by looking at it on a dealer lot or website, sitting in it, or test driving it.

For instance, none of the above would have enabled me to predict that our Model S would develop creaks and groans in the first 10,000 miles while our Air is still quiet and rock solid at 30,000 miles. Knowing that would only come from two things: (1) understanding that the Tesla body shell, which started behind the 8 ball on torsional rigidity, has had no redesign to get to the root of the problem (its poorly-engineering hatch opening) since its introduction in 2012, and (2) Lucid engineered the Air body shell from the ground up to deal with the source of the Tesla's torsional flexing.

Knowing Tesla's growing focus on cost-cutting might have helped predict that the covering would peel off the 2021 Model S Yoke within a year or that other interior elements would show earlier wear than did our 2015 Model S, while knowing that Lucid was designing against German luxury sedans might have clued us in to what is turning out to be an interior showing no appreciable signs of wear at three times the mileage.

From the other end, knowing how much more focused Lucid was on automotive engineering than on user software interfaces might have spared me the surprise of finding out how few of Lucid's advertised software features would actually work properly during the first year of ownership and that I would find things as basic as opening a door a months-long mystery.

I, for one, like to know as much about what's behind the features I see in a car as I can find out.

That wasn't what I meant to imply when I wrote that post, I was targeting that against how Tesla had a 10 year headstart in doing things such as a supercharger network and "software" (I think Lucid's is better, but many will disagree). I completely agree with what you said. For a consumer, why would it matter if some feature took Tesla 10 years to make? All that matters is that at present, the car has the feature. Therefore, I don't think it was necessary for MKBHD to point out that Tesla had a headstart.

 

[par11768]

MKBHD did not kill Fisker. Fisker killed the company. Everything but the design of the car was a wreck, financials, parts availability, software, delivery and service. Lather, rinse and repeat - this was just a redo of his last flop, the Fisker Karma.

 

[joec]

What continues to perplex me is how many reviewers, Brownlee included, say the rear quarters of the Model S are only a little less roomy than the Air rear quarters.

We have a Model S Plaid and an Air Dream Edition. With the front driver seat of each car set to my preferred driving position, there is 9.5" more fore/aft rear legroom in the Air than in the Tesla. In terms of seating room that is a vast difference. Much of this Air advantage comes from the rear seat location, but some of it also comes from the incredible front legroom of the Air compared to the Model S, thus allowing Air front seats to be kept further forward while still providing copious front legroom.

Not only that, but the Model S has battery modules under the rear floor just as does the large-pack Air. The Pure, though, has no modules under the floor and thus has a 3.15" deeper footwell, further increasing the rear-seat roominess of the Air over the Model S.

In short, I am completely mystified how Brownlee could find so little difference in rear seating comfort between the Air and the Model S. The most charitable reason I can conjure up is that it had been a while since he sat in the rear of a Model S, and his memory was playing tricks on him.

Agreed. The difference is so stark to me. It baffles my mind that someone like Brownlee, who OWNS a Model S, would say it's just a bit roomier. I guess he doesn't spend much time driving anyone else around.

 

[joec]

I know Supercharging network, blah blah. But I've had a Tesla and I've had a Lucid. And I have yet to get into a situation where charging was an issue with either of them. More options is always better, of course. And it depends where you live and where you want to drive, of course. But I still think the Supercharger advantage is way overrated. At the very least, it's over generalized.

 

[AbhinavAir]

In my experience, the SC network truly has an advantage over *most* EVs. I had the unfortunate situation of getting a Hyundai Kona EV as a rental car and the lack of charging infrastructure in the Bay Area of all places made the car useless and I ended up returning the lease early.

With that said, the phenomenal range and efficiency we get in our Airs makes the Tesla SC network less impressive. EA might not be the most reliable network, but when you charge so little, it doesn't make as much of an impact.

 

[jbawden]

The lack of rear seat room in the S is a major factor in why we didn't upgrade to one from our 3. Fair to point out the charger network, but as others have said that will soon be mitigated. We've DEFINTELY experienced some charging pain when we go to the central coast to visit our daughter in college.

I'm completely fatigued with the styling of the 3 and S. The Air with the painted roof (in any color) is fresh looking. Around dusk last night my wife came up the street and it looked like a car from the future!

For Lucid to thrive, the UI needs to be flawless and I appreciate that he's validating some of our complaints here that it isn't currently.

 

[Neurio]

We've DEFINTELY experienced some charging pain when we go to the central coast to visit our daughter in college

Huh? There are many EA stations all along the 101 between the Bay and LA. I live in the Central Coast and have never had a problem when driving north or south.

 

[borski]

Huh? There are many EA stations all along the 101 between the Bay and LA. I live in the Central Coast and have never had a problem when driving north or south.

Same. And even if you don’t include EA, there are 3 180kW chargers at the 7 eleven in Santa Maria.

 

[jbawden]

Oh great, then I'll make sure that Santa Maria is where I run out of electrons! I'll just lay out my experience and say that Sunday evening going north on 101 there is a LOT of competition for finite charging options. Also, going to Tahoe I drive past legions of empty Tesla chargers but I have to be some kind Airforce navigator to find and open option within range and my desire to be at my destination. Again, soon to be a moot point but Ostriching experiences of real users does not move the brand towards mainstream success.

 

[Batteryman]

He's not a car reviewer he's a tech guy who thinks he can just review whatever now because of his popularity. He's been getting called out a lot recently for his car reviews and providing wrong information.

Nope, I disagree, he is just a social media influencer, not even a tech expert. For some reason, became very popular.

 

[Cosmo Cruz]

Gee if I had $70k to spend on an EV
I'd get a fully-loaded, low-milage, pre-owned Lucid Air GT with a set of summer and winter wheels / tires.
and take the family on a vacation.

 

[Joe]

I disagree. For a customer, the journey of how somebody got to a feature doesn't matter, all that matters is the result (the car in its current state). Therefore, it doesnt matter if Tesla had 10 years on Lucid, as that does not change anything about the product.

You're correct, and I worded it poorly. My point is that I think it's important to educate the viewers as I am sure there are a lot of them that are new to the EV world and looking to buy their first EV. With MKBHD and many of the first time EV buyers, charging stations and software are going to be the deciding factors regardless of how superior the actual vehicle is.

If you bought an Air or Model S today, yes the product will not change as far as how it drives, spacing, styling, etc. But the software and ease of charging will over time. So if you do get the Air today, and those are the main factors, then you are not completely SOL.

Yes I do understand if you require the charging and software features today and cannot wait, then for most, the Model S will be the winner.

 

[HC_79]

Oh great, then I'll make sure that Santa Maria is where I run out of electrons! I'll just lay out my experience and say that Sunday evening going north on 101 there is a LOT of competition for finite charging options. Also, going to Tahoe I drive past legions of empty Tesla chargers but I have to be some kind Airforce navigator to find and open option within range and my desire to be at my destination. Again, soon to be a moot point but Ostriching experiences of real users does not move the brand towards mainstream success.

Not sure if you just worded your initial statement poorly because even when I read it I was surprised with the insinuation you made about the lack of charging infrastructure in the Bay Area. The Bay Area has ample charging locations but whether those chargers are available when you need them is a different story. My recent trip to the Bay Area was frustrating not due to the lack of charging locations but they were all full, even the 20 station EA location. On that front, yes... Tesla definitely hss the advantage on charger availability.

What even annoyed me more at that 20 station EA location was when I finally managed to get in to charge I took a walk around and 9 cars were sitting above 90% SoC and they were all in on going to 100%. This is the real problem and probably why a majority of the EA chargers everywhere are constantly full.

 

[koflo]

Not sure if you just worded your initial statement poorly because even when I read it I was surprised with the insinuation you made about the lack of charging infrastructure in the Bay Area. The Bay Area has ample charging locations but whether those chargers are available when you need them is a different story. My recent trip to the Bay Area was frustrating not due to the lack of charging locations but they were all full, even the 20 station EA location. On that front, yes... Tesla definitely hss the advantage on charger availability.

What even annoyed me more at that 20 station EA location was when I finally managed to get in to charge I took a walk around and 9 cars were sitting above 90% SoC and they were all in on going to 100%. This is the real problem and probably why a majority of the EA chargers everywhere are constantly full.

And without education. People buy EVs without doing the proper research on charging which leads to 90-100% charges. This mixed with people who buy EVs without home charging causes these charging stations to be full way too often. I personally think that idol fees should kick in at 90%. Or maybe not idol fees but additional cents per kWh to deter people from overcharging.

Nothing frustrates me more than a car charging to 100% or even worse, a vacant car that’s sitting at 100%.

 

[Cosmo Cruz]

I still see people hitting the fill trigger on the gas hose again and again to "top-off the tank", which fills the activated carbon evaporation canister making it useless = defeating the air pollution device. This warning not to "top-off" the gas tank has been in owner's manuals since the activated carbon canisters where adopted in the early 70's to control vehicle air pollution.

If you do know why it's rude to charge past 90% at a busy public charger you are ignorant. That can be fixed.

If you do it anyway you are stupid,
and that is not fixable.

 

[sk8ndad]

Not sure if you just worded your initial statement poorly because even when I read it I was surprised with the insinuation you made about the lack of charging infrastructure in the Bay Area. The Bay Area has ample charging locations but whether those chargers are available when you need them is a different story. My recent trip to the Bay Area was frustrating not due to the lack of charging locations but they were all full, even the 20 station EA location. On that front, yes... Tesla definitely hss the advantage on charger availability.

What even annoyed me more at that 20 station EA location was when I finally managed to get in to charge I took a walk around and 9 cars were sitting above 90% SoC and they were all in on going to 100%. This is the real problem and probably why a majority of the EA chargers everywhere are constantly full.

I know in Southern CA, EA has implemented cutting people off at 80% at some chargers...it would be nice if they could implement something that cut off people at 80% if there was someone waiting (might be hard) or if all chargers are in use (easier?)

 

[Pragmatic]

I wish they would charge high rates for going over 80 or 85, at least in areas with a decent number of charging stations. I was waiting to charge and three of the four chargers had cars over 85. One was at 98.

 

[hmp10]

Although we never charge over 80% for local use, we almost always charge up to 95% on road trips. Here in the southeast, where CCS chargers are more sparse than on the west coast and where EA chargers are often malfunctioning, one is well-advised to get as much margin on range as possible in case there are problems with the next planned charging stop and an alternative has to be sought.

We are not rude, ignorant, or stupid. We are simply being prudent based on over three years of road-tripping in a CCS car. If EA or any other supplier imposed an 80% charging limit in this part of the country, we would cease to use our Air for road trips.

 

[scal_air]

Although there are various arguments for charging above 80% (perhaps allowing for non local zip codes), there is no excuse for having completed your charge and letting your car sit while there is a line waiting. Recently, I waited over thirty minutes all the while noting a mini-cooper on idle. Even when the owner came back, he did not look apologetic or even sheepish - if anything he scowled at the people in line waiting for him to disconnect. Idle fees should be significant after 5 minutes…