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What does the dynamic range/efficiency dial really show?

037 said:
Pretty sure there is a big buffer, and the math based on reduced available battery size. So use current efficiency to do math, or figure out if Lucid is holding 10-15% of battery hostage at which point 123kwh useable makes no sense at all.
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Seems like the drive to zero tests that a few people have published have shown 115 kWh consumed at the point the car shows 0%, and an apparent buffer of 8 kWh. There's been speculation that Lucid intends to improve it's battery management and reduce the buffer size, but I'm not sure anyone from Lucid has publicly said that.
 
TahoeMichael said:
Seems like the drive to zero tests that a few people have published have shown 115 kWh consumed at the point the car shows 0%, and an apparent buffer of 8 kWh. There's been speculation that Lucid intends to improve it's battery management and reduce the buffer size, but I'm not sure anyone from Lucid has publicly said that.
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I am wondering if all the estimates and efficiency data is based to on the trip to 0% indicated as opposed to battery flat out. That would explain the big discrepancy.
 
037 said:
I am wondering if all the estimates and efficiency data is based to on the trip to 0% indicated as opposed to battery flat out. That would explain the big discrepancy.
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That is very likely true. I have only driven my car from 100-3%, and it was telling me there were about 14 miles left on Dynamic.
 
hwy17er said:
Seems like a lot of splitting hairs here.
Look, a Lucid Gravity, regardless of any approach to apply math this way or that way, is going to give you a lot more range and efficiency than most other EV's out there so just drive the thing and try to enjoy your life and not get all caught up in the minutia of efficiency calculations. They're going to very with seasonal temps, headwinds, elevation gains, etc... Deal with it. Did you obsess over minute differences of MPG in the ICE era in this manner?
Try driving a Buzz or some GM platform Blazer or Honda Prologue thing for coupe months and then whine about how inefficient your Lucid is...

Seriously, chill ppl!..don't worry, be Happy ;)
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Sorry, I'm not complaining about the car, I'm an engineer and really curious about everything.

I got's to know !

 
hwy17er said:
Seems like a lot of splitting hairs here.
Look, a Lucid Gravity, regardless of any approach to apply math this way or that way, is going to give you a lot more range and efficiency than most other EV's out there so just drive the thing and try to enjoy your life and not get all caught up in the minutia of efficiency calculations. They're going to very with seasonal temps, headwinds, elevation gains, etc... Deal with it. Did you obsess over minute differences of MPG in the ICE era in this manner?
Try driving a Buzz or some GM platform Blazer or Honda Prologue thing for coupe months and then whine about how inefficient your Lucid is...

Seriously, chill ppl!..don't worry, be Happy ;)
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For practical purposes, you are right. The range is great and I won’t worry about it on long roadtrips. I’m enjoying the Gravity immensely.

I do want to know what my actual efficiency is, though. I want to understand the predicted range display so that I know what it is telling me, as it is used most likely used in end point navigation charge estimates. If I drive 10 miles “having fun” vs 10 miles “road-trip range mode,” how long does the prediction “remember” the consequences of those driving style changes?

I’ve collected another week of data that I’ll post once I analyze it. @hwy17er I did analyze and watch my MPG on my ICE cars! When efficiency unexpectedly goes down, it can be an early warning sign that something is wrong. For example, I want to be sure I don’t have a rear drive unit problem that Tom@stateofcharge experienced in his range test.
 
bicycleguy said:
Sorry, I'm not complaining about the car, I'm an engineer and really curious about everything.

I got's to know !

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No, it's cool. Curiosity is important; applied well it fosters advancements and separates facts from opinions...something this world needs a LOT more of
 
pezpunk said:
Can you please summarize? I’m not watching a 33 minute video to figure out what you’re talking about.
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Perplexity AI summary of video:

The host re-runs a 70 mph highway range test of the Lucid Gravity Grand Touring in Arizona and confirms it can exceed 400 miles in fair conditions, far better than his first, flawed winter test in New Jersey.

Test setup and conditions​

  • Lucid provided a fresh Gravity Grand Touring (big battery, ~123 kWh usable) in Arizona on the same loop used for a prior Lucid Air test, mostly circling Phoenix highways.
  • Car setup: 20"/21" aero wheels, tire pressures set to 42 psi, “Smooth” drive mode, low suspension, front climate at 71°F with rear climate off, cruise at a true 70 mph.
  • He notes the previous New Jersey test was done in the cold with 10 mph winds and a rear drive unit fault, which Lucid later confirmed and repaired.

Quarter‑by‑quarter results​

  • 75% SOC: 92.1 miles driven, 28.2 kWh used, 3.26 mi/kWh, slightly better than the first test at the same point.
  • 50% SOC: 189.8 miles total, 57.7 kWh used, 3.28 mi/kWh; energy used nearly identical to the first test, but miles are higher due to better efficiency.
  • 25% SOC: 291 miles total, 86.7 kWh used, 3.36 mi/kWh, with the third quarter (101.2 miles) clearly outpacing the cold‑weather test’s equivalent leg.
  • Efficiency improves through the day as temps rise from 40s°F into the upper 60s°F–low 70s°F, underscoring how temperature-sensitive the Gravity is.

Final outcome and energy use​

  • He finishes at 401.7 miles driven, averaging 3.43 mi/kWh.
  • The car reports 116.8 kWh drawn from the pack, and he hits 0% SOC and “0 miles remaining” but continues driving 4–5 miles, tapping part of the lower-end buffer.
  • Based on Lucid’s indication of 5–6 kWh below zero, he estimates another ~15–16 miles were still available, suggesting roughly 415–420+ miles would be possible if driven to actual shutdown in similar conditions.

Interpretation and comparisons​

  • Compared with his original 345‑mile winter result, this test adds roughly 55–60 miles, mainly due to warmer temps, no wind, and a healthy rear drive unit.
  • He concludes the Gravity is not a “true” 450‑mile highway cruiser at 70 mph, but ~380–425 miles at that speed in warm weather explains the 450‑mile EPA combined rating.
  • He emphasizes that 400+ miles at 70 mph puts the Gravity in a very small group of EVs capable of that, especially for a large, boxy, three‑row SUV.

Driving and software impressions​

  • He praises the drivetrain and dynamics: it “drives like a car,” is very efficient for its size, and is one of the top EVs for DC fast‑charging (can accept up to 400 kW on capable hardware).
  • Ongoing negatives: flaky key fob recognition and occasional software glitches and warnings (though the Arizona test car behaved much better than the earlier loaner, hinting at software updates).
  • He plans a future deep‑cold range test (likely with Notch EV) to show the other extreme and says this Arizona result is more representative of the Gravity’s fair‑weather highway range.
 
Wow. OK.
 
pezpunk said:
Can you please summarize? I’m not watching a 33 minute video to figure out what you’re talking about.
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Tom’s first test gave a disappointingly low range: 345 miles, 3.00 mi/kWh vs EPA 450 miles for the configuration of his car. Many factors went into that, including low temperature and significant wind. However, Lucid identified a faulty rear drive unit that contributed to the low efficiency.

His second test gave 401.7 miles and 3.43 mi/kWh (under conditions that better match EPA conditions). Both tests were at 70 mph while EPA is lower (60 mph?), so the second result is pretty good if you consider EPA derate for speed.
 
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I just took a trip from my house , picked up my old college roommate and drove up to UConn my old Alma mater. The round trip would be 280 miles plus another 15 or so for sightseeing. I was hoping my Gravity could do this on 100 percent charge but the weather was about 7 degrees so I had my doubts. My dynamic range dropped to 2.1 by the time I got to UConn so I had to charge about 20 miles back towards home with 85 miles left on the dynamic charge.no way to make the 120 miles ahead of me on that. A little disappointing as I was pretty much driving 75 on the highway. Also noted my feet were freezing even setting the heat at 76 and directing air flow to dash vents and lower vents. I could only rectify that by setting to 78 and directing to feet only.
 
CraZ8 said:
I just took a trip from my house , picked up my old college roommate and drove up to UConn my old Alma mater. The round trip would be 280 miles plus another 15 or so for sightseeing. I was hoping my Gravity could do this on 100 percent charge but the weather was about 7 degrees so I had my doubts. My dynamic range dropped to 2.1 by the time I got to UConn so I had to charge about 20 miles back towards home with 85 miles left on the dynamic charge.no way to make the 120 miles ahead of me on that. A little disappointing as I was pretty much driving 75 on the highway. Also noted my feet were freezing even setting the heat at 76 and directing air flow to dash vents and lower vents. I could only rectify that by setting to 78 and directing to feet only.
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7 degrees (I assume F) is pretty cold! It seems in line with the Gravity cold weather driving experience thread. You might want to add your datapoint there.

According to geotab, you’ll get 54% of battery capacity at 5F. Different sites quote different numbers but they are all in the same ballpark and has nothing to do with the Gravity - it’s a universal trait of chemical batteries and the bane of EV’s. Let’s hope solid state battery technology pans out. At least the Gravity starts out with one of the highest ranges!

BTW, was your dynamic range predictor accurate throughout the trip at that temperature, @CraZ8?
 
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