Autotrader: This is how sublime luxury gets in the all-electric Lucid Air

And when you can get it in shimmery metallic colors like Cosmos Silver, Zenith Red, or Quantum Grey with a contrasting roof should you desire, it only adds to the allure. For the record, that roof is also wholly glass, but more on that later. Its details are meticulous; even the typeface of the logo screams refinement. Oh, sorry, refinement doesn’t scream; it waits patiently for you to catch up.

More: The Lucid Air: a luxury electric vehicle that’s quick, quiet and refined

Interior refinement

Going inside proves that the Air is more than just a pretty face. I’ve sat in many impressive interiors, but this one is extra. On getting in, you’ll notice that the front of the cabin features dark materials and colors. That’s because designers wanted to achieve a focused space for the driver, something akin to the cockpit of an airplane. Driving the Lucid is serious business; when you’re up here, you feel it.

But in the second row, where your delighted passengers are fortunate enough to luxuriate, colors are light, giving their space an airy vibe. Hey, maybe that’s part of why they named it the Air. Each color scheme is named for places in California, where all Lucid
LCID,
+0.36%
models are built, and the time of day the mood is trying to evoke, like Santa Cruz at midday, Lake Tahoe at dusk, or the Mojave Desert at midnight.

There is more room back here than you could fathom. The seats feel great and, of course, are heated. You have an electronic console to turn those on and do other functions like raising and lowering their rear shades. There’s also a pass-through so you can access items in the trunk. Or, if you’re super chic, transport skis when you’re dashing to Jackson Hole. And if you’re looking to stash your Louis Vuitton baggage, there’s a frunk, too.

Don’t miss: Lucid’s stock falls 18% as investors see takeover risk

Technology features

The tech in the Air levels up to the color and material design. While the controls are mostly touchscreen, there are buttons for HVAC and volume. Incidentally, the switchgear was designed to emulate piano keys and has a great feel.

Some highlights of the system, which just got a massive update, include a navigation system that will quickly locate a charging station for you; it integrates with your phone well. It’s currently got Alexa functionality, but Apple
AAPL,
+0.84%
CarPlay is coming soon, followed by Android Auto. The lower infotainment screen moves to reveal a cubby for storage. The processor isn’t sluggish, and while there are some layers in the UX system, for the most part, things are easy to find.

I had the most trouble changing the indicator from available battery percentage to the remaining range in miles, but you’re good to go once those settings are established. Overall, Lucid makes interacting with the car easy. And if there were bugs in the initial system, I’m not seeing them here, and I’ve been in the car for almost a week.

Three things to change 

First, to adjust the regenerative braking level from standard to high, you’ve got to dig in two layers, so if you want to adjust on the fly, it’s not easy.

Second, the windshield wipers are confusing and don’t have enough adjustability. If it hadn’t been raining in Los Angeles the week I had the car, I’d have never known that. Also, when I activate the turn signals, I often hit the wiper button. That’s annoying, though I appreciate the absence of multiple steering column stalks.

Third, while on a gorgeously cloudy day, this all-glass roof is stunning; in a Southern California summer, it’s hot. Lucid is finding solutions to this problem, so you don’t have to go out and get 11 layers of tint to keep things cool.

Also see: The 2023 Mercedes-Benz EQS sedan: A luxurious and high-tech EV with thrilling performance

Pricing

There are four trim levels on the Air. The base level Pure ($87,400) comes with a single-motor rear-wheel or optional ($5,500) dual-motor all-wheel drivetrain (480 max horsepower/410-mile max range).

The Touring ($107,400) comes with a 620-hp dual-motor all-wheel drive (AWD) and gets a bit more range at 425 miles. Both lower two trim levels come with 18 battery modules that provide 92 kWh of power. Because fewer modules are under the car, there are roomy footwells in the rear. Those batteries and motors are proprietary to Lucid; it’s not just borrowing tech from Tesla
TSLA,
-3.04%
 and cramming it in a car but developing and innovating on its own. Refreshing.

Both the $138,000 Grand Touring (819 max hp/516-mile max range) and the $179,000 Grand Touring Performance (1,050 max hp/446-mile max range) get 22 battery modules, putting out 118 kWh. Can we take a second and look at those horsepower numbers again, please? Those are nuts.

You might think the pricing is, too, and because its manufacturer’s suggested retail price surpasses the $55,000 mark, it no longer qualifies for that $7,500 federal tax credit. However, Lucid has offered that to its customers, so check with the company to find out if it’s still honored.

You might like: Sustainability and good range make the all-electric 2023 BMW iX appealing to those who can afford it

Behind the wheel

So, we’ve looked at it — well, more like ogled it — but what an extreme pleasure it is to drive. First, you get in, and the car starts up itself. On the left screen of the 34 inches you’ve got working for you are functions like door, window, and charge port locks, exterior lighting controls, and those wipers I was moaning about.

The instrument cluster gives you feedback on regeneration and speed and also displays the Lucid’s DreamDrive system, which is basically an advanced lane-keeping assist. No, not quite up to Mercedes’ or GM’s
GM,
+0.05%
 Super Cruise levels yet, but something tells me they’re working on it.

Driving around town in Smooth mode, the Air exudes confidence. The regenerative braking, even in standard, is aggressive and takes a bit of getting used to, but then you put it in high, and you’ve got true one-pedal driving. After about a day or two of learning to modulate the throttle, you’ll stop feeling like you’re in the back of a rickshaw being pedaled uphill. The system is incredibly smooth, and it’s pretty fun to drive.

When you engage Swift and Sprint modes, look out. Even on this “sedate” 600-hp Touring, the instant torque will snap your neck back in the best way possible. This is a flipping rocket, and it’s not light at a minimum of 5,200 pounds.

You do not feel the weight when you’re driving. The Air is agile, comfortable, absorbs even the worst street bumps — which I’m absolutely finding all of, turns with poise and balance, and then explodes out of said turns with gravitas. Lucid has done a lot of work on the suspension and chassis tuning since coming to the market, and it shows up.

I drove on the larger 20-inch wheels, which are wider and reduce the range somewhat, so  I’m not sure how it does on the narrower ones that give you more range. The steering offered excellent feel, and the pedal touch proved well-calibrated. But there’s no torque steer, no lag, and nothing much between you and a pure driving experience.

Also read: Why microchips could make or break the electric vehicle revolution

Charging times

You get one free year of charging in the Pure and Touring (up to 200 kW) models and two years in the GT and GT Performance (up to 350 kW) through Electrify America. On the GT trim, I plugged in and got over 100 miles of range in under 10 minutes. This one will take a little longer, but not much, which is likely only a few minutes shy of typical gas station stops if you’re looking for a bump before getting back on the road. A full charge overnight should take less than 13 hours on a Level 2 charger.

Gorgeous, smart, funny, kind, and, yeah, expensive. But if I were looking for a daily luxury EV and had the cash, this would top my list. I’d love it if the folks at Lucid made a scaled-down one, but the Air here it’s rarified.

This story originally ran on Autotrader.com.