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3-Motor Lucid Air Sapphire Super-Sports EV Debuts With Over 1,200 HP
3-Motor Lucid Air Sapphire Super-Sports EV Debuts With Over 1,200 HP
California-based electric automaker Lucid announced a new three-motor variant of its flagship Lucid Air luxury sedan today. The Lucid Air Sapphire is the first model in Lucid's new Sapphire performance sub-brand and is said to boast over 1,200 horsepower, which makes it the most powerful production sedan in the world.
Lucid has been teasing big news this week with social media posts themed around the number 3, so the three-motor spec aimed squarely at Tesla'sModel S Plaid is no big surprise. (In fact, the automaker previewed the tri-motor hardware in 2020..) However, the level of claimed performance is staggering and Sapphire's position as a performance brand -- not just a model -- implies that perhaps high-power variants of Lucid's upcoming Model 3 rival and the recently delayedGravity SUV are also in the works.
The Air Sapphire's twin-motor unit fits a megawatt of power into the same subframe space as the standard Air.
Antuan Goodwin/CNET
The Air Sapphire's rear axle now features a pair of 500-kilowatt electric motors, each with its own power unit and custom transaxle reduction gear set. The front wheels share the same single drive unit as the Air Dream and Grand Touring Performance models, making 670-horsepower. All in, Lucid states the Sapphire will make over 1,200 horsepower -- enough power to sprint from 0 to 60 mph in under 2 seconds, to 100 in under 4 seconds and finish the quarter-mile in under 9 seconds. Top speed is stated at over 200 mph. Range estimates for the high-power model haven't yet been updated, but we expect to learn more closer to next year's launch.
Two motors on the rear axle allowed Lucid's engineers to take the Air's torque vectoring to the next level with fully independent positive and negative torque application per wheel. That means that the Sapphire can apply power to the outside wheel while slowing the inside wheel with regenerative braking mid-turn, adding yaw to help rotate the sedan more dynamically.
Speaking of brakes, the Air Sapphire's friction brakes see a substantial upgrade to help the luxury sedan cope with the demands of its over 5,200 pounds of mass at breakneck speeds. Up front, 16.5-inch carbon ceramic discs are gripped by 10-piston (yes, 10!) calipers while the rear axle features 11.8-inch carbon discs and four-pot calipers.
The stoppers can be peeped between the spokes of high-performance wheels with staggered sizing, 20 inches up front and larger, wider 21s at the rear. The wheels are designed to optimize brake cooling and come with a bit of an efficiency hit, but Lucid will ship the Air Sapphire with special carbon-fiber aero discs that can be fitted to the wheels with a simple center locking nut to optimize aerodynamic slipperiness on the road. In the same vein, rides on specially designed multicompound Michelin Pilot Sport 4S tires that combine low rolling resistance rubber for the center treads to preserve straight line range and sticky Cup rubber on the shoulders to promote maximum cornering adhesion as the Air rolls into a turn.
The Air Sapphire's wider stance is accommodated by 0.5-inch wider front over-fenders and 0.9-inch wider rears. The static coil suspension sits lower, while the adaptive dampers and power steering system have been retuned for the higher handling limits and race track duty. Visually, the Sapphire further distinguishes itself with carbon fiber wing mirror caps, front chin spoiler and a rear ducktail spoiler -- the latter two bits being aerodynamically functional. Unique Sapphire Blue paint, California Bear and Sapphire brand iconography and Lucid's recently announced Stealth Look package are all also standard.
10-piston brake calipers grip 420mm carbon ceramic rotors on the front axle.
Antuan Goodwin/CNET
Inside, the Sapphire debuts Lucid's new sport seats with deeper hip and midsection bolstering and grippy Alcantara upholstery. Sapphire Blue is echoed in the seat and steering wheel stitching, the ambient lighting around the cabin and in a unique theme for Lucid's infotainment suite. Users will also find a new Sapphire drive mode, in addition to Smooth and Swift, that unlocks the maximum performance with sub-settings optimized for straight-line speed, road or track use. The system also features new lap timer and data logging functions.
Well-heeled EV enthusiasts looking for the highest-performing electric sedan that money can expect to drop $249,000 on the Lucid Air Sapphire when it goes into production in the first half of 2023. Orders open for the new line-topping model beginning at 9 a.m. PT on Aug. 23.
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Polestar 6 Electric Roadster Slated for 2026 Production, Based on the O2 Concept
Polestar 6 Electric Roadster Slated for 2026 Production, Based on the O2 Concept
Swedish performance car company Polestar announced today plans to put an electric convertible into production starting in 2026. Dubbed the Polestar 6, the EV roadster will be based on the gorgeous Polestar O2 electric convertible concept that debuted earlier this year, with reservations opening to interested customers starting today.
The O2 concept arrived back in March at the nexus of "too good to be true" and "a sure thing." On the one hand, convertible sales have been in decline across the industry for years now. On the other hand, the premium market is fairly resistant to this shrinkage and Polestar's modular EV platform sharing could keep development and production costs low enough to justify a low-volume convertible model.
The 500 Polestar 6 LA Concept Edition examples will feature wheels and a color scheme that match the O2 concept.
Polestar
The Polestar 6 will be based on the same bonded aluminum platform as the previously announced Polestar 5 sedan and the same high-performance, 800-volt electric architecture featuring up to 884 horsepower (650 kilowatts) from its dual-motor powertrain and around 663 pound-feet of torque. Polestar is targeting a 3.2-second 0 to 62 mph sprint and a top speed of 155 mph. Expected range, charging speeds and pricing will be released closer to the 2026 launch window.
Polestar is planning a launch run of 500 Polestar 6 LA Concept Edition models for the hardtop convertible with styling inspired by the concept car. These will feature an exclusive Sky blue exterior finish, the Polestar O2 concept's 21-inch wheels and a light leather interior. Each of the 500 special editions will also be uniquely numbered.
The O2's wildest feature is an "autonomous cinematic drone" that can be deployed from the concept roadster at speeds up to 56 mph to track the car on the road and capture video clips that can be edited and shared from the dashboard. We're pretty sure that bit won't make its way into the production Polestar 6.
Polestar's electric lineup is expected to grow significantly over the next few years. Following the plug-in hybrid hot rod Polestar 1 sedan -- since discontinued in 2021 -- and the current Polestar 2 full-electric fastback, the Swedish performance car company plans to launch a Polestar 3 SUV next year, followed by the Polestar 5 sedan in 2024 and, now, the Polestar 6 convertible in 2026. That leaves a Polestar 4-shaped hole in its lineup that we expect will soon be filled.
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The spectacular looking Polestar 1 plug-in-hybrid coupe was always meant to be a limited-run model, with just 1,500 total earmarked for production worldwide. The Polestar 1 is now entering its last year of production with the final 500 units available to order, just 150 of which will come to North America.
No powertrain changes have been made for the final model year, and that's fine by us. The Polestar 1 already was one of the most impressive plug-in hybrids out there, and it still offers one of the highest electric ranges out of any PHEV on sale. (It's only beaten by the also extremely rare Karma Revero.) It has a turbocharged and supercharged 2.0-liter four-cylinder engine paired with two electric motors at the rear axle, an eight-speed automatic transmission with an integrated starter/generator and a 34-kWh battery pack. Total output is 619 horsepower and 738 pound-feet of torque, and the EPA says the Polestar 1 has a max EV range of 52 miles.
Nothing about the Polestar 1's looks has changed for the 2021 model year, either. Just five no-cost "colors" are available -- I say colors in quotes because there's white, black, two grays and a dark blue -- and each shade is available in a matte finish for an extra $5,000. The exterior trim is offered in chrome or gloss black, and the awesome 21-inch four-spoke wheels can be had in gloss black, matte-black or a diamond cut finish. On the inside you can get the upholstery in either black or black and white leather.
Appearance stuff aside, the Polestar 1 doesn't have any available packages or optional extras. And that's also a fine thing, as the Polestar 1 already has a whopping price tag of $155,000. The Polestar 1 is a super niche vehicle, but it was always meant to be just that. It's a plug-in-hybrid, carbon-fiber-bodied, two-door coupe with concept-car looks, from a Volvo-run company that will only produce full EVs from now on. There will probably never be another car like the Polestar 1, so if you want to get your hands on one of the final 150 cars, you can get your order in now online or visit one of Polestar's retail spaces.
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2023 VinFast VF 8 First Drive Review: Testing Vietnam's First EV for America
2023 VinFast VF 8 First Drive Review: Testing Vietnam's First EV for America
In the wake of Tesla's industry-shaking success and the future promise of electric, autonomous mobility, would-be electric car companies are sprouting up everywhere. The floodgates have opened, with the last decade seeing more startups get off the ground than at any time since the dawn of the automobile. Most are already finding out the hard way that car building is a terrible way to make money. Developing and selling cars is a hugely cash-intensive business, and automobiles are the world's single most complex consumer goods, subject to the most numerous and varied global regulations and operating environments. It all adds up to a world where an overwhelming majority of intenders will fail, most without ever having delivered a single vehicle.
Despite such dire conditions, if I had to place my chips on a single new automaker to escape the mire, it's Vietnam's VinFast. In fact, there's ample reason to believe the company won't just survive, it will likely shortly emerge as a global force, including right here in America. I say this after having flown to Asia to learn about the company and drive its first US-bound model, the 2023 VF 8 electric SUV. My trip quickly turned out to be as much of a test drive of VinFast itself as it is of its forthcoming battery-powered compact crossover.
While my very brief drive of VinFast's electric future took place in a preproduction prototype, you won't have to wait long to have your chance to buy a VF 8 -- plans call for initial examples to land in US driveways by year's end. In fact, the young automaker even expects to deliver the first units of its larger sibling, the handsome three-row VF 9 EV, before 2023. These are hugely ambitious goals, but the company already has an established track record for accomplishing the nearly impossible, thanks in part to an executive team made up of industry veterans. VinFast started in 2017, and just 21 months later, it had three different passenger cars in production in a massive, fully modern factory complex in Haiphong, about two hours east of Hanoi. Those first models were admittedly based heavily on tech purchased from other automakers like BMW, but even so, the accomplishment can't be overstated.
Vingroup corporate power
While CNET isn't normally in the habit of test-driving prototypes from startups, there's ample reason to believe VinFast will buck the trend and find success. For one thing, this company has the financials to see things through. It's part of Vietnam's Vingroup, a mega corporation that owns and operates dozens of businesses, including luxury resorts, amusement parks, hospitals and even massive housing developments that are more like small cities, replete with skyscrapers and malls. More to the point, Vingroup also appears to have a slew of helpful related technologies in its portfolio, including divisions focused on AI, cybersecurity and cloud computing. The organization even built a new university from scratch to cultivate homegrown talent. All of this illustrates that not only does this company have the resources to become a global automotive player, it develops businesses at a breakneck clip. At 28 years young, Vingroup is barely out of corporate adolescence.
Given VinFast's damn-the-torpedoes corporate pace, it should come as no surprise that the two VF 8 prototypes I'm testing are decidedly unfinished. In fact, they're not even operating on the same development software versions, and many of the vehicles' software functions... don't. Combine that with a makeshift drive loop that's perhaps a couple of kilometers long, and it's all but impossible to draw concrete conclusions about whether or not this EV belongs on your shopping list. Having said that, what my drive points out clearly is the promise baked into the VF 8. There's a lot of work to be done in a very short time, but critically, the fundamental ingredients are all present.
For starters, the 2023 VinFast VF 8 is the right vehicle at the right time. North America's compact electric crossover SUV segment is rapidly blooming, and this five-seat model is sized and designed to establish a beachhead in the heart of this emerging market. That strategy may sound basic and obvious, but it's worth noting that it took literal decades for Japanese automakers like Honda and Toyota to introduce the right types of vehicles for the vast majority of Americans to take them seriously (let alone deliver vehicles with styling acceptable to the masses). Ditto for Korea's Hyundai and Kia, both of which admittedly managed the trick significantly more quickly.
The VF 8's exterior is contemporary, with standard LED illumination and a V-shaped grille with integrated daytime running lamps that echo the brand's logo. The nose is the single most expressive and potentially controversial aspect of the exterior, but even if the face isn't your favorite, the design isn't so out there as to be a turn-off for most buyers. In profile, the VF 8 looks rather nondescript -- its most interesting details are the tapered indentation along the door bottoms and a raked rear window.
VinFast promises a full range of connected services, including e-commerce functions and gaming.
VinFast
Cabin tech and features
Inside, the VF 8 is clearly a modern EV. Its dashboard is dominated by a landscape-oriented 15-inch infotainment touchscreen. There's a color head-up display, but notably, there's no traditional gauge cluster -- you either look at the HUD or glance at the main screen to see how fast you're going. The center console is dominated by a push-button gear selector, and the three-spoke steering wheel's most noteworthy feature is a tiny driver-facing camera atop the column, a hint that VinFast plans to offer some kind of hands-free driving assist. It's too early to judge the VF 8's fit and finish, as there are some preproduction and ill-fitting parts in evidence (including a power seat controller wired in reverse).
It's worth noting that VinFast is hinging much of its success on its ability to offer a full range of connected services and infotainment features, including everything from a sentry mode and an e-commerce tool to the ability to play games and videos on the center screen (sound familiar?). These features are not functional in the test vehicles I'm sampling. Further, attempts to cajole the voice control into opening and closing the panoramic moonroof meet with limited success, and when I tell the virtual assistant I am cold, it raises the temperature by a single, miserly digit. A subsequent attempt sees the system jump directly from 65 to 90 degrees. If VinFast delivers all of the conveniences it claims it will, the VF 8 ought to have an extremely competitive feature set.
At 187 inches long, 74.8 inches wide and 65.4 inches tall, the VF 8 is the same length as a Tesla Model Y and only around an inch separates their width and height. Interestingly, chief engineer Huy Chieu tells me that in developing the VF 8's driving performance, the company recently benchmarked Hyundai's excellent Ioniq 5 EV, a great bogey. Like many of his fellow executives, Chieu joined VinFast recently after decades in the business at established automakers (Chieu worked at General Motors from the late 1990s). Importantly, VinFast is stacked with veteran industry talent from top to bottom -- people who know how to design and build cars in volume. With all that said, we'll need to have to wait for a final-production VF 8 to figure out if Chieu and Co. have hit the mark with the VF 8's dynamics and tech, because it's clear that engineers are still dialing in the vehicl e's performance as it rushes toward production.
The five-seat VF 8 will compete against EVs like the Hyundai Ioniq 5, Tesla Model Y and Volkswagen ID 4.
Chris Paukert/CNET
Power and performance
VinFast will build two VF 8 models, with dual-motor Plus trims like the ones I'm sampling delivering up to 402 horsepower and 457 pound-feet of torque. With standard all-wheel drive, official estimates call for 0-to-60-mph time of 5.3 seconds -- quick, but about a half-second shy of what we've seen from the aforementioned Tesla and Hyundai models. (A lower-power Eco model with 348 hp promises 60 mph in 5.9 seconds.)
My drive is limited to quick acceleration blasts up and down a road between factory buildings, with a U-turn on one end and a keyhole loop return on the other. Signage suggests our tests are to be capped at 80 kph (50 mph), but the engineer sitting in my passenger seat allows me to go far more quickly, touching 100 mph before braking hard into the left-handed keyhole. Being an EV, acceleration is predictably smooth, but with the 19-inch Goodyear Eagle Touring tires under load in the final turn, the steering's power assistance has brief moments where it feels oddly nonlinear.
Further, regenerative braking was notable by its absence. VinFast engineers say a one-pedal drive model is under development and will likely be released to early vehicles via an over-the-air update. I also noticed inconsistencies in power levels between the two test vehicles (likely attributable to different software versions), and at least one other media member reported a momentary total loss of power during their test drives after coming off the brakes. These sorts of experiences are relatively common in early prototype vehicles, but given that VinFast plans to hand over production models to expectant owners in a little over six months, engineers clearly have their work cut out for them.
VinFast built a highly automated plant and churned out 3 different models in only 21 months. As a startup.
VinFast
Pricing and range
Strangely, VinFast plans to release two different battery sizes in both its Plus and Eco variants. I say "strangely" because the separate ranges and prices aren't well differentiated. For the base Eco Battery Version 1, the company is targeting 260 miles on Europe's more-lenient WLTP test cycle at a cost of $40,700 (plus a yet-to-be determined destination fee). The enhanced-range Battery Version 2 Eco is slated to deliver 292 miles for $41,000 -- just $300 more. The more luxurious (and consequently heavier) VF 8 Plus is expected to achieve 248 miles of range in Battery Version 1 guise ($47,700) and 277 miles in its $48,000 Battery Version 2 spec. US mileage estimates on the EPA's more-stringent test cycle figure to be somewhat lower.
While VinFast has yet to disclose exactly how large the Samsung-celled packs are in the Battery Version 1 models, the larger packs are 90 kilowatt-hours. On a DC fast charger, Version 1 models can go from 10% to 70% full in 24 minutes, while vehicles with the larger packs take 31 minutes.
Batteries not included
There's one other key point regarding the batteries mentioned above: You pay extra for them. VinFast will become the first automaker in North America to offer cars with a separate battery lease/subscription and charging plan. Because batteries are the biggest fixed cost in EVs, the company is betting that by subtracting the cost of the pack, it will be able to make pricing more attractive. Officials also hope to temper concerns about power pack longevity and reliability by assuming responsibility for such variables. It will eventually also offer a more traditional car-with-battery pricing option, but not until 2024.
VinFast has already announced that Electrify America will be its preferred charging partner in the US, and costs range from as little as $35 per month on the Flexible plan for up to 310 miles of range (plus $0.11 per mile for overages) to $110 per month for the unlimited-range Fixed battery lease plan. For the full details, check out our explainer feature. The math is complicated, but for now, you should know that even if gas prices come down substantially, the value equation looks promising (if obscure).
Nothing if not ambitious, VinFast plans to have models in US customers' hands by year's end.
Chris Paukert/CNET
As you can plainly see, there's a lot of promise in the 2023 VinFast VF 8, but there's also a lot of work to be done -- and that's before taking into account the company's ambitions around advanced driver-assist systems (the VF 8's spec sheet calls for automatic lane-change and summon tech among other advanced skills). It will be interesting to see if officials can reach their self-appointed on-sale deadline, and it will be telling if the company manages to deliver a quality product right out of the gates -- with or without most of the features it's promising.
Of course, simply delivering those vehicles on time isn't enough for a company with VinFast's vast ambitions. Not by a long shot. Even before the company has sold a single vehicle in the US, officials have already announced plans for a multibillion-dollar EV plant and battery factory outside of Raleigh, North Carolina. The brand quickly followed this news by disclosing it has filed for a US IPO.
It will be very interesting to watch this new company from Vietnam as it finds its footing in the US. If VinFast can manage to tick all of these items off its to-do list in anywhere near their promised timeframes, I humbly suggest it considers renaming the company "VinFaster."
Editors' note: Travel costs related to this story were covered by the manufacturer, which is common in the auto industry. The judgments and opinions of CNET's staff are our own and we do not accept paid editorial content.
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2023 Genesis Electrified G80 First Drive Review: Silence Is Golden
2023 Genesis Electrified G80 First Drive Review: Silence Is Golden
Plenty of automakers are committing to an all-electric future, but Genesis' self-imposed deadline is looming larger than most. The company vows to launch only electric cars beginning in 2025, and while this plan includes lots of brand-new models like the GV60 crossover, Genesis will also EV-ify some of its current gas-powered cars. Enter the 2023 Electrified G80.
A quick bit of pedantry: I'm not sure why Genesis chose to use "Electrified" and not simply "Electric," especially since this is how many companies linguistically skirt the line between hybrids and full EVs. But I digress. The Electrified G80 strips Genesis' midsize sedan of its gas-fed mechanical bits and swaps in a very competent EV powertrain. And because Genesis designed the G80's platform to support full electrification from the get-go, this sedan can not only accommodate an 87.2-kilowatt-hour battery pack, but 800-volt charging architecture as well.
The latter is a crucial talking point, as its 187-kW max charging speed allows the G80's battery to go from a 10% state of charge to 80% in as little as 22 minutes. Plus, the G80 has the same V2L (vehicle-to-load) functionality as the Genesis GV60 and its corporate stablemates, the Hyundai Ioniq 5 and Kia EV6. This means the G80 can act as a 3.6-kW generator for electric appliances outside the car. Neat.
The charging port is neatly hidden in the grille.
Genesis
This EV powertrain also gives the Electrified G80 competent and competitive performance and range figures. The dual-motor setup produces 365 horsepower and 516 pound-feet of torque, and Genesis estimates a total driving range of about 282 miles -- a number that seems easy to achieve in the real world. Like all electric cars, the G80 accelerates briskly, with 60 mph arriving in just under 5 seconds. Midrange power is ample, making passing maneuvers a breeze, and there aren't any space-age sci-fi sounds to accompany the experience, which will be a bummer to some people but befits the stately nature of the G80.
Indeed, an EV powertrain makes the G80 an even better luxury car. While the gas models' I4 and V6 engines can occasionally feel a bit coarse, there's nothing but serenity in the Electrified G80. The ride is a bit stiffer thanks to the added weight of the electric powertrain (an extra 585 pounds compared with the G80 Sport), but the 19-inch wheels and all-season tires do an adequate job of mitigating rough pavement. The steering is heavy in action but somewhat lazy in response, and like the Hyundai Motor Group's other EVs, the Electrified G80 has several driver-selectable levels of regenerative braking, including a true one-pedal mode that's easy to modulate, making it my preferred way to drive this sedan.
Genesis always goes all-in on safety tech, so the Electrified G80 comes with the company's full roster of active and passive systems. You can vary the level of intensity for things like the blind-spot and lane-keeping assists, letting the car give you visual or haptic warnings or both. The full-speed adaptive cruise control works a treat, and combined with the smooth actions of the electric powertrain, it makes for surprisingly stress-free commuting in gross Los Angeles traffic.
The highlight of the interior is the trim that's made from scrap wood and recycled newspaper.
Genesis
The Electrified G80's interior lends itself to that relaxing nature, too. Genesis makes some of the best luxury car cabins, and one look around the Electrified G80 will drive that point home. Soft leather surfaces are accented with knurled metal dials, and the trim in this test car is a mixture of scrap wood and recycled newspaper, which looks and feels amazing. The plush front seats are heated and cooled and have both massage and posture-correction functions, making them lovely to sit in for hours on end. The Electrified G80 has basically every comfort and convenience feature Genesis offers, including a wireless charging pad, 360-degree camera system, rain-sensing wipers and a bangin' 21-speaker Lexicon stereo.
No surprise, multimedia tech is in similarly high supply. A crisp and reconfigurable 12.3-inch digital gauge cluster sits in front of the driver, as does a head-up display, and there's a 14.5-inch central touchscreen running the same infotainment software you'll find in other Genesis models. Apple CarPlay and Android Auto are both supported, but only through a wired USB-A connection, and make sure to plug your cord into the left of the two outlets in the cubby in the center console, as it's the only one that allows a smartphone link.
The only other nit to pick is that the placement of the rear electric motor cuts into trunk space, lowering the G80's cargo capacity from 13.1 cubic feet to 10.8. The battery pack under the floor also raises the seating position, with an almost 3-inch reduction in rear-passenger headroom, though only taller folks will truly notice.
This is Genesis at its best.
Genesis
Exterior differences are just as inconspicuous, with the biggest giveaway being the Electrified G80's stylish, closed-off grille, which neatly hides a charging port just off center on the driver's side. The standard 19-inch wheels aren't quite as striking as the G80 Sport's larger 20s, but wowie wow wow is the Matira Blue paint of this test car fantastic. This is exactly how I'd spec mine.
The 2023 Electrified G80 won't go on sale until fall, so pricing information is still TBD. But you can bet it'll sit at the top of the G80 range, so expect an MSRP between $75,000 and $80,000 before any available tax credits are applied. That's a pretty significant savings over something like a Tesla Model S, which in its cheapest form currently costs $110,690 including destination, or even a Mercedes-Benz EQS450 at $103,360. However, Genesis will only sell the Electrified G80 in California, Connecticut, New Jersey and New York for now, though the company plans to eventually offer the sedan nationwide.
Limited availability aside, there are few reasons to dislike the Electrified G80. It's proof that turning a gas car into an EV doesn't have to feel like a stopgap, and it certainly bodes well for Genesis' next Electrified offering, the GV70 SUV.
