The Lucid Gravity GT is one of the fastest-charging electric cars on the US market, with an impressively quick range replenishment rate of up to 25 miles per minute (only Porsche is close).

State Of Charge‘s Tom Moloughney recently had the opportunity to test a 2026 Lucid Gravity at the country’s current most powerful DC fast charger: a 500-kW “true” V4 Tesla Supercharger in California (the company recently opened a second one in Utah). The test was conducted in partnership with the Bowe Family EV (Chris Bowe) channel.

Today, we will analyze the charging results using the latest data from the V4 Supercharger and compare them with new charging sessions at a 400-kW Ionna charger, a V3.5 Supercharger (similar to the initial tests), and two previous tests at EVgo (350+ kW) and ChargePoint (400 kW). Additionally, we will estimate the range replenishment rate using the new 70-mph range test result (401.7 miles).

Overall, this report should provide the most comprehensive view of Lucid Gravity GT charging to date.

Specs

The 2026 Lucid Gravity GT mirrors the specs of the 2025 model year. It has a 123-kWh high-voltage battery (926 volts). The EPA Combined range varies from 386 to 450 miles, depending on the exact configuration.

All State Of Charge’s tests concern the base version with default wheels: 20-inch (front) and 21-inch (rear), which has the highest range.

The range achieved at a constant speed of 70 mph, in good weather conditions, amounted to 401.7 miles. That’s not far from the vehicle’s EPA Highway range of 426 miles.

The car has a NACS (SAE J3400) charging inlet. Using a high-voltage charger, it can replenish up to 200 miles of range (EPA) in just 12 minutes at up to 400 kW (the website even says 10.5 minutes for the base version with default wheels). At low-voltage chargers (up to 500 volts), the power output is lower (up to 225 kW).

Charging Curve

The latest DC fast-charging test was conducted at a “true” Tesla V4 Supercharging station (V4 dispenser and V4 cabinet), which can deliver up to 500 kW of power at up to 1,000 volts. It’s the first charger that does not limit the car’s charging performance.

We will discuss the results first and then compare them with the several other charging sessions at 400-kW and 350+ kW chargers, as well as a Tesla V3.5 Supercharger, to identify any differences. All charging sessions are from 0 to 100% state of charge (SOC).

The first graph below presents the charging power curve for the entire session from 0 to 100% SOC, according to the car’s display. As we can see, the power quickly increased to roughly 400 kW, reaching a peak value of 419 kW available for about half a minute (between 3% and 5% SOC).

The power of 400+ kW was available for over 1.5 minutes (2-11% SOC). Then, the charging power decreased almost linearly for the rest of the session.

Overall, it’s a good charging curve, though not flat, which means it offers the highest performance at the beginning.

The average power in the 10-80% SOC window amounted to 223 kW (107 kW in 0-100% SOC). The consistency, calculated as the ratio to the peak value of 419 kW, amounted to 0.53.

The car reports that the battery received 116 kWh of energy during the charging session.

Now let’s compare the Tesla V4 Supercharging session with the other 0-100% SOC charging tests:

• 2026 Lucid Gravity GT @ Tesla V4 Supercharger (500 kW)
• 2026 Lucid Gravity GT @ Tesla V3.5 Supercharger (325 kW) — Boost charge at low-voltage
• 2025 Lucid Gravity GT @ EVgo (350+ kW)
• 2026 Lucid Gravity GT @ Ionna (400 kW)
• 2025 Lucid Gravity GT [Out of Spec’s Kyle Conner test] @ ChargePoint (400 kW)

As it turns out, all tests at high-power, high-voltage chargers return very similar charging curves. The charging session at a 400-kW Ionna charger was impacted by thermal throttling (thermal derating) at about 35% SOC, so we assume the battery temperature wasn’t optimal during this particular test. Other charging sessions showed only minor dips.

At a low-voltage Tesla V3 Supercharger (half of the battery’s voltage), the charging power in Boost mode was limited to just over 220 kW. This session was different, with a very flat charging session. Because power was limited, there was no thermal throttling. This session is very similar to the two previously analyzed.

The Tesla V4 Supercharger offered the highest peak value (419 kW) compared to 375-401 kW at the three other high-power, high-voltage chargers, and 221 kW at the low-voltage Tesla V3 Supercharger. However, if we look at the 10-80% SOC average, the results are relatively close (194-241 kW).

C-Rate

Assuming that the vehicle has a 123-kWh battery (total), the 2026 Lucid Gravity GT’s C-rate peaked at 3.4C (500-kW Tesla V4 Supercharger). The average in the 10-80% SOC window amounted to 1.8C (2.1C in 0-70% SOC, which may be more appropriate).

The average C-rate is good, though not as high as in 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 a 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 to a 30-minute charging session (0-100% SOC).

Here is the comparison of all five charging sessions:

Charging Time

The charging session from 0 to 100% SOC took over 73 minutes, primarily due to a very low charging power at the end. Charging from 0 to 80% took just 26 minutes, so the remaining part took 47 minutes — it’s really slow at the end (24 minutes to go from 98 to 100% SOC).

Charging from 10% to 80% SOC took just over 24 minutes, which is a good result, considering the start at 0% SOC (starting at 10% SOC would be even better, probably close in 20-21 minutes).

If we compare the test at a Tesla V4 Supercharging station with other chargers, it will quickly turn out that the results at high-voltage chargers are similar, as long as there is no thermal throttling (Ionna session). The 10-80% SOC charging time varied from 23.5 to 24.9 minutes (28.2 minutes for the Ionna).

The charging session at a Tesla V3.5 Supercharger was slower, but mainly at the initial part of the session. Due to the flat charging curve, the difference decreases for longer charging sessions, and 10-80% SOC time amounted to 28.6 minutes.

Now let’s take a look at the charging power and SOC versus time. This graph reveals that peak power is available, as usual, for only a few minutes.

The optimal charging session period, with a power level equal to or greater than 75% of the peak value, was 7.0 minutes (from 1-34% SOC). At a SOC of up to 50%, the car achieved at least 50% of peak power. The second half of the charging session was less fruitful, with the worst part in 80-100% SOC (less than 25% of peak power).

After 12 minutes, the car can’t accept 200 kW, and after 38.5 minutes, it can’t accept 50 kW.

And here is the comparison of all the charging sessions, which shows that the first optimal period is usually 7.0-9.4 minutes at high-power chargers. Interestingly, it’s shorter at the Tesla V4 Supercharger and Ionna, which achieved the highest peak power. It’s an indication that reaching the maximum value may not be the best idea, as the battery will heat up sooner.

At a Tesla V3.5 Supercharger, the power remains equal to or greater than 75% of the peak value of 221 kW for almost 24 minutes (2-66% SOC), which is very good.

Range Replenishment Rate

Considering the 2025-2026 Lucid Gravity GT’s EPA Combined range of 450 miles (the maximum value in the entry-level configuration), the range replenishment rates of the car are amazing.

At peak, the car replenishes up to 25 miles of EPA range per minute of charging. The range replenishment rate during the first 10 minutes of the 0-100% SOC session at the 500-kW Tesla V4 Supercharger averaged 20.2 miles per minute (202 miles added). When assuming the 70-mph range of 401.7 miles, the average is lower at 18 mi/min (or 180.3 miles of range replenished).

The second 10-minute period was slower at 11 mi/min (or 109.9 miles of range replenished) for EPA and 9.8 mi/min (or 98.1 miles of range replenished) for the 70-mph range test.

The average in the 10-80% SOC window amounted to 13 mi/min (or 315 miles of range replenished in just over 24 minutes) for EPA and 11.6 mi/min (or 281.2 miles of range replenished) for the 70-mph range test. If one were to start the session at 10% SOC instead of 0% SOC, the results would be even better in the 10-80% SOC window.

How Long To Add Driving Range

Alternatively, we could ask how long it would take to add a certain number of miles. The 2026 Lucid Gravity GT can add 100 miles of EPA range in 4.4 minutes (or 5 minutes assuming the 70-mph range).

About 200 miles of EPA range can be replenished in 9.9 minutes (official EPA range) or 11.5 minutes (70-mph range test). In the US, this is a state-of-the-art range replenishment rate (we are aware that some Chinese EVs can charge even faster).

After the first 15 minutes, the range replenishment rate slows significantly. We assume that it’s best to stop charging after 10-15 minutes with 200-250 miles of range replenished.

A new comparison of range replenishing speed shows what to expect at different chargers, assuming an EPA range of 450 miles. For example, after 20 minutes of charging, one should have at least 240 miles of range (low-voltage V3.5 Supercharger), or 272-312 miles of range (high-power, high-voltage chargers).

During short stops, the difference between high-voltage and low-voltage chargers is significant. After 10 minutes, one can have roughly 183-202 miles of range compared to just 115 miles (V3.5 Supercharger).

The same comparison for the 2026 Lucid Gravity GT’s 70-mph range of 401.7 miles (excluding the 2025 model-year cars).

DC Fast-Charging Matrix

Here is a summary of 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 is green (light/dark) in the first part of the session, since the power level is highest at the beginning. The orange and red boxes mark the slowest part of the charging session.

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 500-kW Tesla V4 Supercharger, assuming an EPA Combined range of 450 miles (some versions have a lower range).

The second matrix is adjusted for the 401.7 miles of range achieved in the 70-mph range test.

Summary

The 2025-2026 Lucid Gravity GT is one of the best DC fast-charging electric cars on the US market. The latest tests proved that the peak power can reach 419 kW with a good charging curve (it could be flatter), and an outstanding range replenishment rate — better than any other EV tested so far. Thus, it’s not a surprise that it won the recent Eastern Edge extreme EV race.

Charging from 10 to 80% SOC within the full session takes roughly 24 minutes (0-70% SOC takes just over 20 minutes). The car can replenish some 200 miles of EPA range in roughly 10 minutes (within specs), over 250 miles in 15 minutes, and over 300 miles in 20 minutes.

If time is of the essence, the most fruitful strategy seems to be to charge for only 10 minutes (or maybe 15), just enough to reach another charging point. Charging beyond 80% SOC is much slower and should be avoided unless necessary.

All tests at high-power, high-voltage chargers returned relatively similar results, aside from thermal throttling events, which can happen regardless of the charger. Pursuing a higher peak power, such as 500 kW or 400 kW, rather than 350 kW, does not make a substantial difference.

A significant difference in charging performance can be observed at low-voltage chargers like the Tesla V3.5 Supercharger. That’s because the charging power in Boost mode is limited to 225 kW. However, this type of charging session has a flat charging curve, and the difference between low-power and high-power chargers decreases with the length of the charging session. In other words, if one plans to stay longer at a charging stop (25+ minutes), there is little to no reason to seek a higher-voltage charger. It’s better to take the nearest charger or the one with the best amenities.

Please note that during the Eastern Edge extreme EV race, one of the two Lucid Gravity GTs, which was charging only at low-voltage Superchargers, noted a similar result to the Lucid Gravity GT that was using primarily high-voltage chargers. Part of the reason was a strategic approach of State Of Charge’s Tom Moloughney to maximize the benefit of a flat charging curve.

We can only reiterate that overall, the voltage booster does a good job of improving charging performance at low-voltage chargers (which is an issue for many other high-voltage EVs). For reference, the Lucid Air doesn’t have such a solution. Its charging power at V3 Superchargers is limited to about 45-50 kW.

The Lucid Gravity GT comes with the NACS (SAE J3400) charging port as standard, instead of the outgoing CCS1. To charge at CCS1 chargers, one needs to use a CCS1-to-NACS adapter.

Check more of our DC fast-charging analyses here.