The Lucid Gravity GT is one of the newest all-electric car models on the market. It pushes the boundaries of DC fast-charging performance in the US to new records.

We already briefly outlined its charging characteristics in April, and more recently compared the range replenishment rate between the Lucid Gravity GT and the Porsche Taycan.

Today, it’s time for the full analysis of the two 0-100% state-of-charge (SOC) charging sessions performed at 400 kW and 350+ kW chargers.

Specs

The 2025 Lucid Gravity GT has a 123-kWh high-voltage battery (926 volts). Its estimated EPA Combined range varies from 386 to 450 miles, depending on the exact configuration.

The car has a SAE J3400 (NACS) charging inlet. Using a high-voltage charger, it can replenish up to 200 miles of range in just 12 minutes at up to 400 kW. At low-voltage chargers (up to 500 volts), the power output is lower (up to 225 kW).

Charging Curve

The DC fast-charging tests were conducted at two chargers: a 350+ kW EVgo charger and a 400-kW ChargePoint charger (using data from Out of Spec’s Kyle Conner test). Both chargers were high-voltage units, and we believe that voltage was not limiting charging performance.

We will discuss the 400-kW charging results first and then compare them with the 350+ kW charger to identify any differences.

The first graph below presents the charging power curve for the entire session from 0 to 100% SOC. The power increased rapidly to nearly 400 kW and remained at this level by 15% SOC. Then, the first signs of a slight decrease appeared, and after 20% SOC, the power began to gradually decrease.

Overall, it’s not a bad charging curve, though it always could be flatter. The average power in the 10-80% SOC window amounted to 241 kW (110 kW in 0-100% SOC). That’s an outstanding level, considering that many EVs can’t even charge at 240 kW. The peak was 396 kW.

Tom Moloughney’s test at a 350+ kW EVgo charger revealed a very similar charging curve and average results.

The peak power was lower at the beginning (over 375 kW), and around 45-50% SOC, there was a dip compared to the session at the 400-kW charger. We don’t know exactly what caused the dip, but such occurrences usually happen when the car’s battery or charger reaches some thermal limits.

The average power in the 10-80% SOC window amounted to 225 kW (108 kW in 0-100% SOC), which is several percent lower than at the 400-kW charger.

C-Rate

Assuming that the vehicle has a 123-kWh battery (total), the 2025 Lucid Gravity GT’s C-rate peaked at 3.2C (400-kW charger). The average in the 10-80% SOC window amounted to nearly 2.0C. The C-rates at 350+ kW charger were lower (over 3.0C at peak and 1.83C in the 10-80% SOC window).

The C-rate level is good, definitely above average, although not as high as in the case of the 2025 Porsche Taycan 4 Cross Turismo (2.5C in the 10-80% SOC window). The main reason for that is the gradually decreasing power level.

Info: The C-rate indicates the correlation between the charging power and the battery pack capacity. A value of 1C would mean that the power value in kW is equal to the battery pack capacity in kWh, and that at such power (current) rate, the battery would be fully recharged in 1 hour. The higher the C-rate, the higher the load on the battery and the faster it charges. A flat 2C would translate into a 30-minute charging session (0-100% SOC).

Charging Time

The charging session from 0 to 100% SOC took over 76 minutes, primarily due to a very low charging power at the very end. The 98% SOC was achieved in 49 minutes and 99% SOC in just over 54 minutes, which indicates that the final percentages are to blame.

Charging from 10% to 80% SOC at a 400-kW charger took just 23.5 minutes, and that’s a good result.

The charging session at a 350+ kW charger was very similar. The 10-80% window took almost 25 minutes (1.5 minutes longer).

Now let’s take a look at the charging power and SOC versus time. This graph reveals that the peak power is available for only a few minutes. The power halved to 200 kW in 14 minutes (55% SOC). After roughly 28 minutes (82% SOC), it dropped to 100 kW.

When using a 350+ kW charger, the time-based graph is surprisingly similar. The peak level is obviously lower because the charger had a slightly lower maximum output, and there is a tiny dip, but overall, the rest is almost 1:1.

Range Replenishing Rate

Considering the 2025 Lucid Gravity GT’s EPA Combined range of 450 miles (the maximum value in the entry-level configuration), the range replenishing rates of the car are amazing.

The range replenishment rate during the first 10 minutes of the 0-100% SOC session at the 400-kW charger averaged 19.0 miles per minute (190 miles added). Not many EVs can get even close to such a level. We don’t have 70-MPH range test results yet.

The second 10-minute period was slower at 11.8 miles/minute. In the third period (from 20 to 30 minutes), it averaged 7.1 miles/minute.  The following 10-minute periods, as usual, brought a significant slowdown to a level that’s not worth sitting at the charger unless absolutely necessary.

Here is a quick look at the 0-100% SOC charging session at the 350+ kW charger. The range replenishment rates are slightly lower (at least in the most important first part of the session), but the difference may be difficult for an ordinary user to notice in the real world.

How Long To Add Driving Range

Alternatively, we could ask how long it would take to add a certain number of miles. The 2025 Lucid Gravity GT can add 100 miles of range in just over 5 minutes. About 200 miles of EPA range can be replenished in 10.6 minutes. In the US, this is a state-of-the-art range replenishing rate (we are aware that some Chinese EVs can charge even faster).

However, as the charging speed significantly decreased after the first 15 minutes, replenishing the full range takes much longer. We assume that it’s best to stop charging after 10-15 minutes with 200-250 miles of EPA range replenished.

The second charging session, at a 350+ kW charger, shows a slightly slower range replenishment rate, but the differences are small. Adding 200 miles takes 10.9 minutes instead of 10.6 minutes, which would be hard to notice.

DC Fast-Charging Matrix

Now, let’s summarize the entire charging session in a single image — the DC fast-charging matrix. It lists several main parameters: time, average charging power, the number of replenished SOC percent points, kWh of battery capacity, and miles of EPA Combined range added between certain starting and final SOC points.

The color map reveals the highest performance in the first part of the session (light green color). If necessary, the dark green area was still good. The worst parts are the orange and red segments.

Please remember that the results might differ depending on a variety of factors, including the starting point of the session (which could shift the charging curve), charger, temperatures (ambient, that of the charger and its cable, and battery), and car (exact version, age, battery state-of-health, and software version).

The first matrix is for the 0-100% SOC test at the 400-kW charger, assuming an EPA Combined range of 450 miles (some versions have a lower range).

The second matrix is for the 0-100% SOC test at the 350+ kW charger.

Summary

Without a doubt, the 2025 Lucid Gravity GT is one of the best DC fast-charging electric cars on the market in the US. It accepts peak power output of up to 400 kW, has a good charging curve, and boasts an outstanding range replenishment rate— better than any other EV tested so far. On top of that, it comes with the NACS (SAE J3400) charging port as standard, instead of the outgoing CCS1.

Charging from 10 to 80% SOC within the full session took just 23.5 minutes. It’s not the shortest time, but during this period, one can add over 300 miles of EPA range. The Lucid Gravity GT (the version with a range of 450 miles) can replenish 100 miles of range in just over 5 minutes and 200 miles of range in over 10.5 minutes.

The average range replenishing rate in the first 10 minutes of charging was up to 19.0 miles per minute (190 miles added).

Thanks to its long range, it seems that the most fruitful strategy is to charge for only 10-15 minutes, maybe 20 minutes, just to reach another charging point. Charging beyond 80% SOC is much slower and should be avoided unless necessary.

The tests at 400-kW and 350+ kW chargers indicate that there is only a slight difference between the results. It’s not worth seeking a 400-kW unit if a 350-kW unit is nearby. That’s because the peak charging power only matters at the beginning of the session.

More important is the voltage of the charger (950-1,000 volts). In the next article, we will analyze the results for 250-kW Tesla Supercharging V3 Superchargers and compare them with 350-400-kW chargers.

Check more of our DC fast-charging analyses here.