New to the Lucid Family - From Model X to Gravity Dream Edition

[037]

Until 50 or so. At speed, the Gravity pulls much faster, imho.

Same is true of the Air. Just takes a bit of getting used to.

Lucid needs a lot more power against the Plaid due to hundreds of pounds of extra weight. Gravity will never be faster than Plaid on dual motors. Not with 1070hp.

 

[borski]

Lucid needs a lot more power against the Plaid due to hundreds of pounds of extra weight. Gravity will never be faster than Plaid on dual motors. Not with 1070hp.

I have my Air for that. Maybe one day, a Sapphire, but for now I’ve got all I need.

My point still stands. The Plaid is great 0-60 but does not pull as well at speed. We are talking about different things.

On a drag strip, you’re right. On a track, I’m less convinced.

 

[037]

I have my Air for that. Maybe one day, a Sapphire, but for now I’ve got all I need.

My point still stands. The Plaid is great 0-60 but does not pull as well at speed. We are talking about different things.

On a drag strip, you’re right. On a track, I’m less convinced.

We are definitely talking about the same thing, on the street anyway.

On the track a lot more variables like heat and braking performance.

 

[Leftlane]

I feel like my S Plaid doesn’t pull as much as launch, even at speed. It is like an on/off switch, and 60-100 happens in a blink just like 0-60. There is no real build of speed, it is just instantly there. I imagine most super high power EVs have roughly the same capability, just a different sensation. I can’t believe they sell any of these cars to us without specialized licensing.

 

[037]

I feel like my S Plaid doesn’t pull as much as launch, even at speed. It is like an on/off switch, and 60-100 happens in a blink just like 0-60. There is no real build of speed, it is just instantly there. I imagine most super high power EVs have roughly the same capability, just a different sensation. I can’t believe they sell any of these cars to us without specialized licensing.

I think Lucid purposefully removed the neck snapping acceleration in the Gravity as it is a family aimed vehicle, they just make up for it by holding constant acceleration as long as they can.

It’s supposed to be a low 11 second vehicle (GT) but most of those run 0-60 way faster than the 3.4 the Gravity does.

My 2c

 

[Ron_Burgundy]

First of all, welcome to the forum! It’s balanced and informative posts like yours that keep me coming back here. You’re going to fit in well

Your experiences align with mine re: ownership of an X. If you could have seen me nodding in violent agreement when I read the “passenger confusion” portion of your post, you’d have laughed. You nailed it.

I’ll be trading in my 2022 Model X Plaid whenever my GDE is ready.

To be fair, yes on X doors, but, Lucid has a great but weird at first door opening mechanism that takes some explaining to a) find it and b) slide it.

 

[Ron_Burgundy]

My R1S technically has a faster 0-60 than my X, but my X feels quicker. Just a smoother feel. The X is also about 2,000lbs lighter. The R1S is quick, but it’s heavy. Pedal position and how pedal is connected to car matter too.

Just different implementations by different companies and I felt like the Gravity was somewhere in between during my demo drive. It’s plenty quick.

 

[hmp10]

Our Model S Plaid was quicker than our Air Dream P, but I much preferred laying into the Air than the Plaid. The Plaid never felt totally in control under hard acceleration, while the Air always does.

Although I haven't driven a Model X Plaid and haven't yet really gotten into the power of our Gravity DE (didn't even put it in Sprint mode before dropping it off at the PPF shop), I suspect it will be much the same -- with the Gravity exhibiting a finesse and sense of solidity at speed that the X doesn't.

 

[Bunnylebowski]

I have my Air for that. Maybe one day, a Sapphire, but for now I’ve got all I need.

My point still stands. The Plaid is great 0-60 but does not pull as well at speed. We are talking about different things.

On a drag strip, you’re right. On a track, I’m less convinced.

This is what is critically important to me and why I do think how Lucid implements Hp matters as I have lost count as to how many times I avoided a precarious situation on the highway by going from 60-80 in zero seconds haha.

 

[bryway]

To be fair, yes on X doors, but, Lucid has a great but weird at first door opening mechanism that takes some explaining to a) find it and b) slide it.

Agree about the interior door mechanism on Lucid. I can imagine people have to ask the owner how to get out, but it's something they're likely to remember on subsequent rides. The rear Falcon Wing (FW) door controls in the X are very easy to see and operate. Just a couple of illuminated touch-sensitive buttons that have handy pictograms showing doors open or closed. Easy peasy. The problem is, I have to explain when and where the passenger may use those buttons, and typically when I park, I just deploy the doors from the driver's seat since I have a better understanding of obstacle avoidance and the likelihood of the doors fully opening in a given situation (parked too close to cars in a parking lot, pulling into a parking structure with low ceiling height, or parking on a sloping driveway, etc).

The real passenger confusion I was in agreement with the OP about is on the exterior. When passengers approach the parked vehicle to get inside. There's always a ton of confusion about where to press the FW door handle/patch to open. Usually takes a couple of tries. Then when the door starts opening, the passenger is invariably standing in the wrong spot, so sensors detect an obstacle, and the door stops moving before fully opening -- which, of course means I either have to intervene by closing and re-opening the door, or with the door partially open, the passenger usually insists on contorting themselves to crawl through the smaller aperture because they just want to get inside and can't be bothered faffing around with the door switch to fully open the door.

The MX Plaid is my second Model X (the first being a 2019 P100D), so I knew what I was getting into with the doors when I opted to trade up for the Plaid in 2022. However, over time I've just grown tired of training people (my family who ride with me frequently) on the peculiarities of the blasted FW doors. Not the entire reason I'm ditching the X, but a contributing factor.

 

[Ron_Burgundy]

Agree about the interior door mechanism on Lucid. I can imagine people have to ask the owner how to get out, but it's something they're likely to remember on subsequent rides. The rear Falcon Wing (FW) door controls in the X are very easy to see and operate. Just a couple of illuminated touch-sensitive buttons that have handy pictograms showing doors open or closed. Easy peasy. The problem is, I have to explain when and where the passenger may use those buttons, and typically when I park, I just deploy the doors from the driver's seat since I have a better understanding of obstacle avoidance and the likelihood of the doors fully opening in a given situation (parked too close to cars in a parking lot, pulling into a parking structure with low ceiling height, or parking on a sloping driveway, etc).

The real passenger confusion I was in agreement with the OP about is on the exterior. When passengers approach the parked vehicle to get inside. There's always a ton of confusion about where to press the FW door handle/patch to open. Usually takes a couple of tries. Then when the door starts opening, the passenger is invariably standing in the wrong spot, so sensors detect an obstacle, and the door stops moving before fully opening -- which, of course means I either have to intervene by closing and re-opening the door, or with the door partially open, the passenger usually insists on contorting themselves to crawl through the smaller aperture because they just want to get inside and can't be bothered faffing around with the door switch to fully open the door.

The MX Plaid is my second Model X (the first being a 2019 P100D), so I knew what I was getting into with the doors when I opted to trade up for the Plaid in 2022. However, over time I've just grown tired of training people (my family who ride with me frequently) on the peculiarities of the blasted FW doors. Not the entire reason I'm ditching the X, but a contributing factor.

Excellent point about opening from outside. It’s embarrassing for carpools, etc. It WAS very helpful with our first X when kids were little and we had to put them in car seats, etc. Now, it’s annoying.

Interestingly, a lot of people get confused when exiting second row of our R1S as the handles are low/strange position. However, no one is confused about getting in!

Can’t wait for the Gravity to be our all around hauler and give me some of the lux ride when needed, etc.

 

[EZEVDriver]

When we first got our Model X, we had fun with falcon wing doors. But, just like others have pointed out, it's simply too slow to open, too prone to failure (too many parts), and a ride (even after having the suspension fixed) too bumpy. Still planning on holding onto it. I had the extended, eight-year warranty, but had to keep pestering Tesla to check why the doors aren't opening fully, etc...

We were able to fit four adults and six suitcases comfortably in our Lucid AT, so we don't really need the X for anything other than our second car. My wife sat in the Gravity and loved it, so at some point we'll go to take a test drive.

 

[TahoeMichael]

Excellent point about opening from outside. It’s embarrassing for carpools, etc. It WAS very helpful with our first X when kids were little and we had to put them in car seats, etc. Now, it’s annoying.

Interestingly, a lot of people get confused when exiting second row of our R1S as the handles are low/strange position. However, no one is confused about getting in!

Can’t wait for the Gravity to be our all around hauler and give me some of the lux ride when needed, etc.

Speaking as an engineer, it's remarkable to me how often engineers ignore the basics of human factors. At work we just moved into a new office building. There are pretty intuitive designs to cue people whether they should push a door in, or pull it out. Our new office completely ignores that, and has doors that people are constantly trying to open the wrong way on all the offices and conference rooms. While I get that EVs are trying to have aerodynamic handles on the outside, reinventing tried and proven designs for the inside is just an odd choice.

 

[400kwOrBust]

You're gonna love the Gravity over the X

 

[iThinkEV]

Agree about the interior door mechanism on Lucid. I can imagine people have to ask the owner how to get out, but it's something they're likely to remember on subsequent rides. The rear Falcon Wing (FW) door controls in the X are very easy to see and operate. Just a couple of illuminated touch-sensitive buttons that have handy pictograms showing doors open or closed. Easy peasy. The problem is, I have to explain when and where the passenger may use those buttons, and typically when I park, I just deploy the doors from the driver's seat since I have a better understanding of obstacle avoidance and the likelihood of the doors fully opening in a given situation (parked too close to cars in a parking lot, pulling into a parking structure with low ceiling height, or parking on a sloping driveway, etc).

The real passenger confusion I was in agreement with the OP about is on the exterior. When passengers approach the parked vehicle to get inside. There's always a ton of confusion about where to press the FW door handle/patch to open. Usually takes a couple of tries. Then when the door starts opening, the passenger is invariably standing in the wrong spot, so sensors detect an obstacle, and the door stops moving before fully opening -- which, of course means I either have to intervene by closing and re-opening the door, or with the door partially open, the passenger usually insists on contorting themselves to crawl through the smaller aperture because they just want to get inside and can't be bothered faffing around with the door switch to fully open the door.

The MX Plaid is my second Model X (the first being a 2019 P100D), so I knew what I was getting into with the doors when I opted to trade up for the Plaid in 2022. However, over time I've just grown tired of training people (my family who ride with me frequently) on the peculiarities of the blasted FW doors. Not the entire reason I'm ditching the X, but a contributing factor.

My kids when young were convinced we’ll be eaten by zombies when the apocalypse comes because they’re so slow. Their biggest complaints about the FWDs on the X.

-iThinkEV-

 

[Xminus6]

Agree about the interior door mechanism on Lucid. I can imagine people have to ask the owner how to get out, but it's something they're likely to remember on subsequent rides. The rear Falcon Wing (FW) door controls in the X are very easy to see and operate. Just a couple of illuminated touch-sensitive buttons that have handy pictograms showing doors open or closed. Easy peasy. The problem is, I have to explain when and where the passenger may use those buttons, and typically when I park, I just deploy the doors from the driver's seat since I have a better understanding of obstacle avoidance and the likelihood of the doors fully opening in a given situation (parked too close to cars in a parking lot, pulling into a parking structure with low ceiling height, or parking on a sloping driveway, etc).

The real passenger confusion I was in agreement with the OP about is on the exterior. When passengers approach the parked vehicle to get inside. There's always a ton of confusion about where to press the FW door handle/patch to open. Usually takes a couple of tries. Then when the door starts opening, the passenger is invariably standing in the wrong spot, so sensors detect an obstacle, and the door stops moving before fully opening -- which, of course means I either have to intervene by closing and re-opening the door, or with the door partially open, the passenger usually insists on contorting themselves to crawl through the smaller aperture because they just want to get inside and can't be bothered faffing around with the door switch to fully open the door.

The MX Plaid is my second Model X (the first being a 2019 P100D), so I knew what I was getting into with the doors when I opted to trade up for the Plaid in 2022. However, over time I've just grown tired of training people (my family who ride with me frequently) on the peculiarities of the blasted FW doors. Not the entire reason I'm ditching the X, but a contributing factor.

To be fair it’s kind of hard to not be in the wrong spot when the FWDs start to open. I guess I always just used the key fob when outside or the screen when inside to prevent people from having to figure it out. The exterior handles on the X are completely unintuitive. It looks like a capacitive touch panel to most people, especially when they were chromed like on my old X, but it’s actually a button and it’s not clear which direction the button presses in.

 

[jered]

Welcome! I have a 2019 X, and just picked up my 2026 Gravity... I'll be sharing thoughts shortly. I love my X, but the Gravity is far more luxurious and will almost certainly be our daily driver.

 

[Pruhawk]

Not a fan of the X but love Tesla FSD so would love to know, from those who have made the switch from Tesla, your thoughts on DreamDrive Pro?

 

[iThinkEV]

DDP is Tesla Enhanced Autopilot to be honest at this point. I'm wondering if there was a reason they went with Nuro for autonomous driving portion of the Uber collab, might take too long to finish up DDP in-house?

Activation one DDP from steering wheel is not consistent, sometimes require a second click, same with changing drive modes, I wonder if it's just the button responsive or software? Or me? Sometimes I glide and press on the capacitive buttons, but I thought the capacitive portion is only the direction pad, and not the button actuation bottom section.

Lane change is pretty abrupt, it starts to ease into the lane, then seems like a quick jerk and you're in the lane. Try this multiple times with same results.

Happened multiple times to me, it drives at my fixed cruising speed, then suddenly drop to posted speed limit, but setting are not set to match posted speed limits.

slight ping ponging on the lane when driving straight (I-5 in CA).

Y splits on highways are a problem. it does not know which split to take, no association with GPS destination and roads. To me, it recognizes the road and lane markings, but no intelligence behind it for decisions. and usually (in my experience) takes the split to the left if you're on left lane, and takes the split to the right if you're on the right lane. Now I'm trained to either turn off DDP or yank the squircle when a split comes up.

Lane biasing works.

once in a while, if I changed the following distance, it didn't seem to make any difference on the actual following distance.

It's good enough on the highway, that I can use it to help with driving long distance on road trips. But not as good as FSD when I don't think much about it anymore. DDP you have to be consciously thinking about it, and know it's on DDP but you're ready to do something.

These are all software fixable. So I'm not worry about it, just going to give it time to improve. FSD really improves when it hit v13.

-iThinkEV-

 

[Pruhawk]

DDP is Tesla Enhanced Autopilot to be honest at this point. I'm wondering if there was a reason they went with Nuro for autonomous driving portion of the Uber collab, might take too long to finish up DDP in-house?

Activation one DDP from steering wheel is not consistent, sometimes require a second click, same with changing drive modes, I wonder if it's just the button responsive or software? Or me? Sometimes I glide and press on the capacitive buttons, but I thought the capacitive portion is only the direction pad, and not the button actuation bottom section.

Lane change is pretty abrupt, it starts to ease into the lane, then seems like a quick jerk and you're in the lane. Try this multiple times with same results.

Happened multiple times to me, it drives at my fixed cruising speed, then suddenly drop to posted speed limit, but setting are not set to match posted speed limits.

slight ping ponging on the lane when driving straight (I-5 in CA).

Y splits on highways are a problem. it does not know which split to take, no association with GPS destination and roads. To me, it recognizes the road and lane markings, but no intelligence behind it for decisions. and usually (in my experience) takes the split to the left if you're on left lane, and takes the split to the right if you're on the right lane. Now I'm trained to either turn off DDP or yank the squircle when a split comes up.

Lane biasing works.

once in a while, if I changed the following distance, it didn't seem to make any difference on the actual following distance.

It's good enough on the highway, that I can use it to help with driving long distance on road trips. But not as good as FSD when I don't think much about it anymore. DDP you have to be consciously thinking about it, and know it's on DDP but you're ready to do something.

These are all software fixable. So I'm not worry about it, just going to give it time to improve. FSD really improves when it hit v13.

-iThinkEV-

Excellent summary, thank you.