Why I'd Lease and Not Buy the New Lucid Air Pure RWD, Despite the High Cost

I have been keeping a close eye on Lucid for quite some time now. Alongside Rivian, it's a young auto brand that I know will succeed. My belief is simple: it makes a great all-electric sedan. Even though its sole vehicle might still need some polishing software-wise, the essential characteristics are there.

Partially owned by Saudi Arabia's Public Investment Fund (60.5%), Newark-based Lucid has two factories: one in Casa Grande, Arizona, and one in KAEC, Saudi Arabia. They are the Advanced Manufacturing Plant (AMP) 1 and 2. Thus, the brand is international. However, it has been for quite some time. Lucid has been selling the Air in Europe since December 2022. First deliveries happened in Germany and the Netherlands.

The Air is built on a great platform that allows for impressive interior room and cargo space, while the materials used throughout the cabin are befitting its price point. The suspension setup is also impressively good.

It doesn't boast McLaren 720S levels of intricacy but closely matches what Mercedes-Benz uses on its posh S-Class. Having driven the last three generations of the three-pointed star brand's jewel in the crown, I can comfortably attest that Lucid's approach was the right one. Semi-active dampers are the way to go, especially since the Air can be quite fast when you put the pedal to the metal.

The Air's range is impressive, and I'm not talking about the miles it can do on a single charge. The sedan's price starts at $77,400 with the Air Pure and goes all the way up to $249,000, where we meet the tri-motor Sapphire and its absurd specs that turn it into a tire-munching monster that can also take you from point A to point B in silence and extra comfort.

Rivals, but the right ones

But the recently introduced single-motor Air Pure RWD has my undivided attention. It's one of the few great all-electric sedans out there. It rivals the Mercedes-Benz EQE 350+ and the BMW i5 eDrive40.

The Tesla Model S is also a rival, but that sedan doesn't come in rear-wheel drive form. It's still a reference point, so we will keep it in our thoughts as we go forward.

Some of our readers might be inclined to compare the Air RWD with the EQS or the i7. They wouldn't be wrong. But the luxurious German representatives are a bit longer than the Lucid sedan and offer optional equipment that can turn them into executive transport pods. The BMW even comes with a screen that drops down from the ceiling of the all-new 7 Series, if specced right.

Thus, the 195.9-inch (116.5-inch wheelbase) Lucid Air should not be put head-to-head with the 212-inch i7 (126.6-inch wheelbase) or the 205.6-inch EQS (126.3-inch wheelbase). It certainly can take on the two German units, especially as we move through the trims and reach Grand Touring and Sapphire levels. But size-wise, it's more suited to deal with the i5 and the EQE.

That is reinforced by the Model S and its 195.9-inch length, which is the same as the Air's. It also underlines that the i7 and the EQS are trying to play in another league altogether. It might not help them much with sales, but that's their strategy.

If you're an avid EV fan, you might also be thinking about the Porsche Taycan or the Audi e-tron GT. Although both are great zero-emission cars, I cannot consider them for a potential purchase because of the battery size and starting price. The Taycan has an MSRP of $90,900 in single-motor form, and the price cannot be guaranteed, while the e-tron GT's cost starts from a surprising $106,500. That's just too much.

It gets even worse when you look at the range figures – the entry-level Porsche does 208 miles, and the Audi goes up to 236 miles on a full charge. Considering that, in a real-world scenario, nobody will drive from 100% to 0% state of charge, that available range will be much lower.

Had I wanted a commuting appliance, I would have checked out a Chevy Bolt or a Tesla Model 3 and not something that costs thrice as much.

The great equalizer for all the German EVs mentioned above is that none qualify for the EV tax credit. We would have to look elsewhere for a sedan to meet the $55,000 max MSRP requirement.

Eliminating the competitors

I must cross the EQE 350+ off my list of potential acquisitions because the vehicle looks too aerodynamically efficient for my taste. The blob-like shape just isn't something that I like. Then, there's the power output. A zero to 60 mph time of 6.2 seconds and the 288 hp indicate the EQE isn't as fast as I would have believed. Then, there's the $74,900 price tag for the single-motor variant. It just doesn't click.

What's even weirder is that Mercedes-Benz wants $3,000 more for the all-wheel-drive version that cuts the zero to 60 mph time by 0.2 seconds with no change in hp output. As such, the EQE is out.

The i5 eDrive40 has a more approachable MSRP - $66,800. It has the added bonus that I like BMW's way of making premium-luxury cars. They tend to have more refined materials throughout the cabin, better interiors, a sleeker infotainment system, and a dynamic driving experience that allows the car to get playful occasionally.

However, this is a heavy rear-wheel drive vehicle with the i4's powertrain. It may have 335 hp and reach 60 mph from a standstill in 5.7 seconds, but I don't trust it not to feel sluggish in most scenarios. The 295 miles of range available in ideal conditions is also not enough for my particular driving needs. Thus, the budget-friendly i5 is getting the boot.

But probably the most frustrating thing about the Merc and the Bimmer is that both do not have a frunk. They are (expensive) EVs, for crying out loud! Figure out how to give people some extra cargo room! There's no engine hiding under the hood, so why not use that space wisely?

Well, we know why. Both German brands still use the same layout for their internal combustion engine-powered vehicles, so that's why customers don't get a frunk.

What about the Model S?

Tesla's Model S is the only one left, which drives a hard bargain. It kind of has it all. It costs $74,990, is all-wheel drive, can do 405 miles of EPA-estimated range on a single charge, has access to the Supercharger network without requiring a monthly subscription or paying more per kWh, gets the latest tech, comes from the factory with Autopilot, is ready to work with FSD Beta without any hardware add-ons, and sprints from zero to 60 mph in 3.1 seconds. The sedan can also keep going until it reaches 149 mph.

It would be a mistake not to seriously consider the Model S for the role of a zero-emission family car or a fancier commuting appliance.

But there are a couple of drawbacks. Tesla's wannabe posh sedan doesn't ride nicely. The suspension setup is firm and favors a sportier driving feel. There's no cool implementation of CarPlay or Android Auto. The 360-degree camera system and ultrasonic sensors and radar are missing for more accurate driving-assistant systems and easier parking.

The vehicle is also surprisingly noisy, even though it's an EV. Then, there's the issue with Tesla's dynamic pricing policy. It makes buying GAP insurance almost mandatory.

Besides all that, there's a known problem with service centers that either lack parts or skilled technicians who can deal with various issues promptly and insurance being too expensive because providers believe this car is particularly expensive to fix and can be totaled pretty easily.

Tesla offers insurance in some states, but I am unwilling to handle having my driving tracked and my premium based on a score. I am human and will behave like one. I don't want to turn driving into a game or a monotonous activity that feels like a corporate job where I would have to accomplish certain tasks.

Another thing that irks me is that Tesla's CEO is always doing something, and he somehow lands on the internet. Admittedly, it's hard not to since he's a social media mogul now. However, his image is associated with the brand, and I don't want people judging me based on what someone else is doing.

In comparison, next to nobody knows who Peter Rawlinson is. The car does the talking with Lucid, not the CEO.

So, why the Air Pure RWD specifically?

Tesla CEO Elon Musk recently said that all-wheel drive is "nice to have, but not required for winter driving." Add good winter tires to your rear-wheel-drive EV, drive responsibly, and you shouldn't worry about losing contact with the surface you're traveling on. So, the 430-hp Air Pure RWD with its 410 miles of estimated range makes a lot of sense.

The single-motor Lucid sedan starts at $77,400. That's $2,410 more than the dual-motor Tesla Model S. It momentarily makes the acquisition questionable, especially since the world's most valuable automaker doesn't charge extra for paint, the 22-speaker 960-watt audio system, tinted glass roof, heated and ventilated front seats, heated rear seats, heated steering wheel, and heated windshield.

However, the Air Pure RWD has more comfortable seats, a more spacious cabin, more cargo room, better range, better charging capabilities, and, to me, looks much nicer than the Model S.

The most important thing, however, is the suspension system setup. The car feels planted and firm but is also soft and forgiving simultaneously. The driver feels the road, but the Air smooths out the roughness of the surface on which they're traveling.

The most affordable Lucid comes with DreamDrive, which has a plethora of driver-assistance systems that are useful in everyday situations, including adapting cruise control with speed limit assist. It rides on 19-inch wheels, boasts a "PurLuxe leather alternative" interior that's just another way of saying it uses non-animal leather, has a nine-speaker sound system, gets 12-way power and heated front seats, and customers get one year of free charging with Electrify America.

It can be charged at Magic Dock-equipped Superchargers as well. But because the vehicle boasts a 900V+ architecture, it can't take full advantage of Tesla's V3 stalls yet. The brand would fare much better with the V4 pedestals currently deployed in Europe.

But that's not what convinces me to lease an Air Pure RWD. The best thing about the new Lucid is that with a downpayment of $6,500, I can obtain an estimated monthly payment of about $700 for an annual mileage of 10,000. When writing, Lucid still has an offer that allows prospective customers to enter an 18-month lease agreement with the option to pay the same car note for the 36-month lease. On top of that, you get a shot at being among the first who order a Gravity SUV.

Since the family's growing, it's becoming increasingly clearer that I must switch to what everyone and their dog buys - the dreaded SUV.

But Lucid is known for great engineering and maximizing space. The Gravity will most likely be a great three-row vehicle with a generous range. Why not experience the Lucid universe until the high-riding EV is available? It's a no-brainer if you're unwilling to handle all the Tesla-specific issues.

I would even add the 20-way power front seats that are heated, ventilated, and massaging for $3,750 to drive as comfortably as possible until the Gravity becomes available. Too bad soft-close doors aren't included and adding them costs $2,500 because the option is part of a package.

Ultimately, it's what I want to do. Now, I have to convince the wife and check if Lucid can deliver an Air Pure RWD before Christmas.