2024 Hyundai Ioniq 6 Prototype Drive: Worthy of a "Watch Out, Tesla Model 3"

The 2023 Chevrolet Colorado is a brand-new midsize pickup truck. If you're thinking, "well, that's obvious," you're right. But we do point it out because, when Chevy resurrected the previously compact Colorado as a midsize truck for 2015, it introduced a not-quite-as-new rig, a modified version of a truck it had been selling for years in global markets such as Thailand and Brazil.Alas, with a Silverado-derived frame, American-market-specific powertrains and cabin appointments, the Colorado was hardly some cobbled-together beast. The outgoing pickup is one of the best midsize pickups out there—to be accurate, it is the best, despite its age. Snatching an existing truck from Thailand proved to be such a savvy move that Ford basically did the same thing when it brought back the once-compact Ranger from the dead as a larger midsize truck—and Colorado competitor—for 2019. Given how the old Colorado was in some ways already several years old when it landed stateside eight years ago, the 2023 Colorado's ground-up newness, therefore, is one of its biggest standout features.New Is as New DoesJust looking at the new Colorado, the styling clearly benefited from this redesign. Where the old Colorado was soft-edged and fairly generic-looking, in keeping with the more budget-conscious global model, the new truck adopts a bold, assertive new look that positively screams "America, truck yeah!"Chevy moved the front axle forward, lengthening the wheelbase 3.1 inches in the process and shortening the front overhang. The net effect is a longer, more horizontal hood and improved approach angles for the nose, a boon off-road. The designers capitalized on this blocky new shape with a Silverado-like mug with slim headlights and bold inserts that give the impression of a full-width, full-height grille yawning from the bumper to the hood. (Also like on the Silverado, that mug is slightly different on nearly every trim level.) Along the body sides, there is a deeper channel cut into the door skins, which help visually puff out the squared-off fender bulges front and rear.Another big change? The previous-generation Colorado's entry-level extended-cab body style was pitched in the dustbin. You can now only purchase the Colorado as a four-door crew cab with a short bed (5-foot, 2-inch bed). Chevy says this move simplifies things on its manufacturing end, but primarily gets in line with the configuration that attracted the most buyer interest on the last Colorado. One Little Engine that CanAlso simplifying the lineup is the 2023 Colorado's move to a single engine choice. A 2.7-liter turbo I-4 engine replaces the old Colorado's entry-level 2.5-liter I-4 (which was limited to base Work Truck models anyway), 3.6-liter V-6, and 2.8-liter turbodiesel I-4 options. This engine isn't entirely new; it was introduced a few years ago on the larger Silverado 1500, and strategy-wise, it is comparable to the Ford Ranger's single, lineup-wide 2.3-liter turbo I-4 engine.Unlike the Ranger's four-cylinder, the Colorado's is available in three states of tune, offering up at least some choice. Entry-level Colorado Work Truck and LT models make 237 hp and 259 lb-ft of torque. Optional on those Colorados and standard on the Z71 and Trail Boss models is a 310-hp, 390-lb-ft version. And limited to the range-topping Colorado ZR2 (which we've covered in depth here), the ultimate off-road iteration of the new truck, is a 310-hp, 430-lb-ft 2.7-liter I-4. Chevy says that, for the most part, the power differences are achieved via tuning of the computers, though the lowest-output version has some minor hardware differences. Every Colorado mates its 2.7-liter I-4 to an updated eight-speed automatic transmission.Fuel economy estimates for the new engine are forthcoming, but the power story—both compared to the old Colorado and its primary competitors—is interesting. With 310 hp in top guise, the Colorado ties the Nissan Frontier's V-6 in terms of hp, but smashes it in the torque department in its upper two states of tune, so we're dubbing it the most powerful midsize pickup you can buy. Granted, the old V-6 at one time held the same title (in both the Colorado and its GMC-badged twin, the Canyon), with 308 hp, before the Frontier's current engine arrived for 2020; the now-discontinued diesel engine produced a mighty 369 lb-ft of torque, but that figure's easily eclipsed by the midrange 2.7-liter I-4. Even the new base models generate nearly as much torque than the old V-6, albeit at a higher rpm (5,600 vs. 4,000). The higher-output 2.7s deliver their peak torque at just 3,000 rpm.The 2.7-liter turbo is a truck engine through and through, having been designed from the outset for duty in the full-size Silverado (and playing an unusual secondary role in the Cadillac CT4-V). In the smaller, lighter Colorado, it should prove quite burly. It also includes standard cylinder deactivation, which can shut down two cylinders under light loads. Yep, that means this'll be the only (temporarily) two-cylinder midsize pickup you can buy.Five Grades, Mostly Off-RoadEven though the Colorado comes in Work Truck, LT, Z71, new-to-Colorado Trail Boss, and hardcore ZR2 guises, all five models share key standard features, including a new (sharp-looking) 11.3-inch touchscreen with wireless Apple CarPlay and Android Auto, an 8.0-inch fully digital gauge cluster, eight bed tie downs, and a segment-exclusive electronic parking brake. Chevy says the base Work Truck and mid-grade off-road Trailboss models share a more "rugged aesthetic that is ready for work and play" inside, which we take to mean more basic, abuse-resistant, and plastickier cabin materials. The LT swaps in silver trim, plusher accents, and a leather-wrapped steering wheel, while the Z71 gets a "sportier ambiance" with black and red accents and a mix of cloth and vinyl on the seats.Again, like the newly bold exterior, the Colorado's interior goes from uninspired to competitive, with a brash, full-width dashboard panel and its round outboard air vents giving us plenty of Camaro feels. The new touchscreen perches in the middle, tombstone-style, but close to the steering wheel for what looks like a comfortable reach. There are more upmarket details throughout, though most examples—the stitching on the dashboard and padded panels around the center console—are limited to the higher trim levels. And like the Camaro, the central air vents are buried low on the dash; that pays off for the ergonomics of the climate controls, which nestle up under the touchscreen, but is probably not great for airflow above chest height for front-seat occupants. A drive mode selector lives on the left of the console on models so equipped (mostly the off-road models), pushing the shifter to the right.Other differences between the models are clearer from the outside. The Work Truck gets an all-black-plastic face like the larger Silverado WT, 17-inch steel wheels, and that's pretty much it. LT models distinguish themselves with more streetable 17-inch wheels and tires, more body color elements on the front end, and more chrome. Finally, there are the trio of off-road versions, ranging from the relatively tame Z71 to the Trail Boss (which gets a 2.0-inch suspension lift and burlier tires) to the ZR2 (which sits 3.0 inches higher than WT/LT/Z71 models and has a wider track). The grille and bumper treatments get wilder the closer to the ZR2 you get, with the ZR2 out-crazying the rest of the lineup with flared fenders, meaty bumpers, and even an available bed-mounted roll bar with lights and beadlock-capable wheels via a special-edition Desert Boss package.Off-road equipment varies from optional four-wheel-drive on the WT and LT to a standard limited-slip rear differential (standard on Z71 and Trail Boss) to power-locking front and rear diffs on the ZR2, which also once again rides on Multimatic DSSV spool-valve, frequency selective dampers. Those fancy shocks passively take the edge off the worst terrain with valving that slows faster inputs and handles slower amplitudes more softly. The net result is better wheel control over washboard surfaces and more controlled bump stop events. Ground clearance tops out at an outstanding 10.7 inches for the ZR2, with the Trail Boss standing 9.5 inches off the deck and the other Colorados perched at 7.9 to 8.9 inches.If you're thinking Chevy's inclusion of three off-road models and switch to more aggro styling and the single crew-cab bodystyle signals an intent to chase after adventurous types with the new Colorado, you're right. The automaker also hopes the new truck bed's available 110-volt household outlet, motorcycle-tire indents in the forward bed wall, and newly available in-tailgate storage will appeal to weekend warrior types. That tailgate storage, in particular, carries whiffs of the Honda Ridgeline's in-bed "trunk," an underfloor, watertight cubby with a drain that doubles as a cooler. The Colorado's lockable, weathertight hollow tailgate is less useful, probably, but at 45 inches wide and 4 inches deep can still probably be stuffed with ice and some cold snacks.If Chevy can keep the current truck's decent road manners and roomy interior in place while improving things with the new 2.7-liter engine and expanded off-road offerings, consider the 2023 Colorado a ringing success. But it'll have stiff competition: Ford is on the cusp of launching its also-all-new 2023 Ranger, and Toyota's sales-leader Tacoma is about to be redesigned, as well. We'll see how the new Colorado shakes out when it goes on sale midway through 2023.2023 Chevrolet Colorado Specifications BASE PRICE $28,000-$50,000 (est)  LAYOUT Front-engine, RWD or 4WD, 5-pass, 4-door truck ENGINE 2.7L/237-310-hp /259-430-lb-ft turbo DOHC 16-valve I-4 TRANSMISSION 8-speed auto CURB WEIGHT 4,750-5,300 lb (mfr) WHEELBASE 131.4 in L x W x H 213.0-213.2 x 84.4 x 78.8-81.9 in 0-60 MPH 7.0-7.5 sec (MT est)  EPA CITY/HWY/COMB FUEL ECON TBD  EPA RANGE, COMB TBD miles ON SALE Spring 2023 Show All

Modern-day Lamborghini has a habit of milking the underpinnings of its series-production cars for all they're worth in the shape of rebodied and somewhat mechanically upgraded (to varying degrees) ultra-limited editions. If you're unfamiliar, see examples named Reventón, Centenario, and Veneno, for starters, and the most recently controversial and maligned Countach LPI 8004. So it's not terribly difficult to sometimes take a cynic's view that says the company relishes finding relatively easy ways to convince its richest clients to tap further into their hedge funds or throwaway crypto profits rather than developing truly new machines—you know, the type of series-production cars we might decades from now remember just as vividly as we do the revolutionary ones Lamborghini earned its reputation on in the first place. So we were thrilled to discover after a recent drive of the Lamborghini Essenza SCV12 that this offering occupies a different strand on the company's genetic spider graph.What Is the Essenza, Anyway?The Lamborghini Essenza SCV12 is indeed another limited toy for car-crazy moguls, and it carried a starting price of 2.2 million euros. "Carried," because Lamborghini already sold all 40 of them. For the record, U.S. buyers paid whatever the dollar-to-euro exchange rate was on the day of their transaction; at this moment, the price would be nearly $2.5 million if you could still get one from the factory.The "SC" in the Essenza's name stands for "Squadra Corsa," which is the Italian manufacturer's motorsport division. ("Essenza" translates to "Essence" in English.) Squadra Corsa is responsible for developing Lamborghini's GT3 race cars, as well as running the Super Trofeo one-make series that exclusively features Huracán Super Trofeo Evo race cars competing in 50-minute sprint races. Like those Huracáns, the Essenza SCV12 isn't street legal, making it a hugely expensive track-only car aimed at wealthy gentleman racers, track-driving enthusiasts, and gotta-have-everything collectors.Other than the car, the purchase price includes two years of storage at Squadra Corsa's facility in Sant'Agata Bolognese, Italy, with oversight from technicians and 24-hour-a-day video surveillance for owners to look in on their cars whenever desire or paranoia takes hold. One bright spot: Unlike Ferrari and its FXX-K, for example, Lamborghini will allow Essenza owners to take their cars home or wherever they desire, rather than making it such an ordeal owners just leave their cars at the factory.Squadra Corsa does organize and support several arrive-and-drive outings per year at circuits around the world; simply show up, and your baby is there, prepped and waiting to rip. The 2022 schedule features 11 dates between February and December, with stops at famous U.S. road courses including Laguna Seca and Watkins Glen, and contemporary Formula 1 venues Barcelona and Abu Dhabi. Essenza SCV12 owners also get track time during Lamborghini's annual Super Trofeo World Finals event, scheduled in 2022 for early November at Portugal's Portimão circuit. The World Finals entry and accommodations are included in the car's purchase price for three years; other events carry additional entry fees plus the cost of consumables such as tires, fuel, brakes, etc. Lamborghini offers participants driver coaching from its stable of pros, though all Essenza lapping sessions are conducted in a track-day format, without actual racing.Owners also pay extra for any private track time they wish for themselves; the bill depends on the scope of the program but typically falls in the $50,000-$100,00-plus range. Another bright spot: You'll write the check, but one call to Squadra Corsa's concierge yields a proposed itinerary within 48 hours, covering everything you want to do on- and off-track, plus track rental, car shipping (if necessary, including overseas), meals, and anything else you need.Notable Chassis ConstructionHere's where the Lamborghini Essenza SCV12 gets good: This car is a long way from simply being a rebodied and retuned production model. It's effectively a purpose-built race car, though it isn't homologated for competition in any actual racing series. But that was the point: to build a track car unrestricted by the typical performance-limiting rules that govern global GT racing.Lamborghini did, however, pay big attention to safety, working with the FIA—the governing body of international motorsports—to develop the Essenza's safety technology beyond what GT rules require today. In that sense it's a bit of a rolling laboratory, a GT-style race car with a carbon-fiber monocoque chassis built to existing Le Mans Prototype safety standards. But where typical GT race cars use a steel roll cage, the SCV12's carbon cage is integrated within the monocoque structure, a solution you'll see down the road on actual racing-homologated GT contenders.Whereas the Essenza's carbon chassis is based on that of the Lamborghini Aventador, only the lower part of the monocoque is similar, the company says, with 60 percent of the chassis redesigned to hit the safety targets and comply with FIA standards. The front and rear frames, suspension, gearbox, and electronics were developed specifically for this car.What's It Like to Drive?Lamborghini let us behind the Essenza SCV12's Formula 1-style wheel for 16 laps of Las Vegas Motor Speedway's 1.1-mile road-course configuration. The nine-turn circuit is more club track than proper race course; most of it is taken in second or third gear, but the front straight allowed for an extra gear or two and speeds in the 140-mph ballpark before a reasonably challenging-to-nail heavy braking zone for the second gear Turn 1 lefthander. The venue, and the fact Lamborghini let us run whatever pace we wanted, was enough to demonstrate the Essenza's intriguing package of thrills combined with approachability for non-pro drivers.You get a kick out of the experience before you're even out of pit lane. Strapped into the five-point harness, the starting procedure is simple but fun, especially for motorsports enthusiasts: Flip on the master switch and briefly let the electronics boot up, then push the ignition button followed by the start button. Once the 6.5-liter V-12 thumps alive, hold the car on the brakes (left foot preferred), punch and hold the blue button on the steering wheel for neutral, and click the right-hand shift paddle once for first gear in the Xtrac-built six-speed sequential manual racing 'box. Foot off the brake, hit the throttle, and the automated clutch (there is no pedal) engages, and you're off.You bounce around as you trundle down pit lane, typical race-car behavior thanks to a limited-travel pushrod suspension that doesn't like painfully slow driving. The rear suspension is mounted straight to the gearbox, which serves as a stressed structural chassis element (common race-car architecture that's rare in production vehicles).Kill the pit-speed limiter by clicking a button on the wheel, and bam! The Essenza howls like only a naturally aspirated Italian V-12 does, noises exaggerated by the SCV12's unique and unrestricted Capristo exhaust system. The engine is the same as the Aventador's, but thanks to a less restrictive exhaust, a bespoke air-intake system that makes use of ram effect via the engine-feeding roof scoop, and a Motech motorsports ECU, it produces 820 hp at 8,500 rpm and 568 lb-ft at 6,000. That's a 60-hp and 37-lb-ft increase compared to the stonking Aventador SVJ road car. Gulp.But within a few laps, even once we turned the power all the way up—a mode switch on the wheel offers five settings beginning at 695 hp and ramping up in 25-hp increments with each click of the dial—the nuclear straight-line speed isn't what got us. Rather, with bespoke Pirelli slick tires and monster downforce from the aero package, the car's grip and handling have you shaking your head and giggling even on a slow track like the one we drove. For perspective, Lamborghini claims 2,645 pounds of downforce at 155 mph, with even more at higher speeds; that exceeds the downforce of a true GT3 race car. It's darn near almost enough to theoretically allow the car to drive upside down without falling off the ceiling, if the track allowed it.The LVMS road course didn't let us get near what the Essenza's aero and tire package can really do, but we still felt the massive grip, especially through a flat-out third-gear kink toward the end of the lap, and also in how late we could brake into Turn 1. (The steel brakes are by Brembo, with carbon-ceramics also available.) Braking-marker boards on the side of the front straight served as guides; Lamborghini pro drivers present during our test drive suggested braking at the third board from the end as we learned the car, and then suggested working our way down to braking between it and the second board. But after a few laps of feeling what the car was capable of and finding our confidence buoyed, we rocked the Essenza down the front straight past the third board, past the halfway point, and nearly all the way to the second marker before crushing the pedal.Holy Ferruccio, did it ever work. The brake pedal feels softer than you might expect in its first bit of travel then firms up significantly and provides outstanding modulation and control. There are no latency issues with the pedal, and that fact allowed us to bleed massive speed immediately, then remain easily in control as the back end wobbled before gripping back up through the middle of the braking zone. Finally, downshifts completed with a few satisfyingly solid clicks of the left-hand paddle, we trailed off the pedal at the turn-in point and the Essenza dug in, nailed the apex, and tracked out the other side with what we swear was a yawn. We're convinced we could have gone another 20 feet deeper into the braking zone—and we also weren't stupid enough to try it. But the fact we believe it after such a brief experience of the Essenza SCV12 says a lot about how much confidence the car inspires. We didn't bother recording lap times on this day, but Lamborghini told us the Essenza is some 3 to 4 seconds quicker than the Huracán GT3 race car around medium-to-high-speed tracks in the hands of pro drivers, despite it weighing a few hundred pounds more. We have little doubt this is accurate.Odds and EndsThe car's overall setup during our drive was tuned toward understeer just to keep things manageable for the amateur drivers Lamborghini invited to sample it, but there's a huge amount of adjustability in the Essenza. Even with this setup, we discovered we could rotate the chassis somewhat into the corners using the brakes and then confidently go to the power. One thing for drivers to keep in mind is that this is a heavier, long-wheelbase (114.4 inches) car compared to most racing models, so it's a bit more deliberate, relatively speaking, in its responses to inputs. Some people might even initially find it counterintuitive if they get into it with only the eye-catching power and torque specs in mind while expecting the knife-edge, snappy reactions of a car boasting a smaller footprint.With more time, we would have found a slightly more comfortable position for the steering wheel, which, just like the pedals, is easily and quickly adjustable to accommodate a range of driver sizes and preferences, and we disliked the screen mounted in the center of the roof above the dash. The latter is for displaying data to technicians after on-track sessions, but its location impedes your field of view somewhat when you try to look ahead through corners like you should always do. To its credit, Lamborghini says it has heard the same comment from some owners and is working on a better solution.Our biggest gripe, though, is we didn't have time to run another 50 laps. Not only for fun and to increase our speed and adapt ourselves more to what the car likes, but to also explore deeper into exactly what it can do when you make adjustments. Along with the power/engine map, the trick steering wheel (which we didn't mess with outside of the power settings) allows you to tune the differential, clutch, traction control, ABS, and power steering to your preferences depending on the circuit and the specific corners you're driving. There are also controls for brake bias, throttle behavior, and more. The total package makes for a mighty engaging and pure race car experience, even though this isn't technically a race car. Well, at least not a homologated one you'll ever see in true competition.In a way, then, you could call the Lamborghini Essenza SCV12 a car without a home, except Lamborghini and Squadra Corsa have created a community around it for the 40 owners who understood the vision and what the Essenza offers. But because of the car's limited numbers and track-only usability, there's a good chance you'll never see one in the wild, let alone running in anger. From that perspective, it's massively tempting to lump it in with those other rare, virtually one-off modern Lamborghinis that have come and gone and are now distant memories mentioned only occasionally by diehard hypercar nerds. And that's a shame, because after driving the Essenza SCV12 as it's made to be driven, we suspect we'll forever remember this one as being in an entirely different league.Lamborghini Essenza SCV12 BASE PRICE $2,488,357 (est) LAYOUT Mid-engine, RWD, 2-pass, 2-door coupe ENGINE 6.5L/820 hp @ 8,500, 568 lb-ft @ 6,000 DOHC 48-valve V-12 TRANSMISSION 6-speed sequential CURB WEIGHT 3,230 lb (est) WHEELBASE 114.4 in L x W x H NA 0-60 MPH 2.8 sec (est) EPA FUEL ECON NA EPA RANGE (COMB) NA ON SALE Sold out Show All

California electric luxury vehicle manufacturer Lucid is launching a new performance subbrand called Sapphire. This might seem like an odd, even unnecessary move from a company that currently sells the Air Grand Touring Performance, a 1,050-hp sedan that runs the quarter mile in 10 seconds flat. But here we are. The first vehicle to fall under the Sapphire umbrella has three motors and will be known as—big surprise—the Air Sapphire.Lucid is being tight-lipped about the actual numbers, and things will undoubtedly change before the first Sapphire is delivered about 10 months from now, but here's what's being claimed: more than 1,200 horsepower, 0-60 mph in less than 2 seconds, 0-100 mph in less than 4 seconds, a sub-9-second quarter mile, and a top speed in excess of 200 mph. You read all that right. Gulp.How much above 1,200 horsepower are we talking? Seeing as how Lucid's already sold customers the 1,111-hp Air Dream Edition P, and the Sapphire has an extra motor, we're thinking much more than 1,200 horsepower. As stated, Lucid wouldn't give an exact figure; when pressed, chief engineer Eric Bach said the limiting factor in terms of output is the battery. After all, we know a single Lucid motor can produce up to 670 hp, and 670 times 3 is 2,010. However, even though the Air Sapphire has an "evolved" version of the brand's battery management software, it still cannot supply that much peak power. Bach also pointed out it's likely the number will continue to rise before the Air Sapphire is locked for production. If we had to guess the final number, 1,350 has a nice ring to it and makes some sense in the context of the performance claims. Alas, it's just a guess. Time will tell.Big Power—With Big RangeTime will also reveal what the Air Sapphire's range is. Lucid says it will still be "more than 400 miles" but less than the 446-mile range delivered by the Air Grand Touring Performance. Knowing the Tesla Model S Long Range is rated for 405 miles on a single charge, and knowing Lucid CEO Peter Rawlinson the way we do, we can all but guarantee the Air Sapphire will beat the best Tesla has to offer. If Lucid's Sapphire claims are true, this thing would beat the Plaid in a straight line, too. In this case, 425 miles feels like a safe bet for range.Also, and although they're probably not to everyone's liking, the Air Sapphire comes with easy-to-install aero discs. These are wheel coverings—quite like what you see on the front wheels of the McLaren Speedtail—and vice president of design Derek Jenkins says they "add tens of miles of range." The idea is that you install them at your home, drive to the track, remove them, and then go tear up some pavement. We don't know whether the aero discs will be factored into the EPA's range rating.Adding a third motor obviously increases weight, although not as much as it could seeing as how a single motor weighs 163 pounds. However, the sapphire-blue-colored Megawatt Drive Unit (as Lucid is calling the dual-motor assembly that fits between the rear half shafts) weighs less than two motors on their own. The car's larger tires also add weight, as does the girthier body—the Air Sapphire's track grows by nearly an inch up front and almost 2 inches at the rear. That said, the wheels and carbon-ceramic brake calipers do shed a little. We'd guess, all in, the Air Sapphire will be 200 pounds heavier than a standard Air.  (The Grand Touring Performance weighed 5,256 pounds on our scales.)Stopping PowerIf your head is still spinning from the claimed acceleration and top speed numbers, know that the brakes on the Air Sapphire are pretty special. Up front you'll find massive, 16.5-inch Lucid-branded and Akebono-developed carbon-ceramic rotors gripped by 10-piston calipers. The rears measure 15.4 inches in diameter and utilize four-piston calipers. Also, the brake rotors "use a woven continuous carbon fiber rather than the discontinuous [chopped] carbon fiber" featured on most carbon braked road cars. The major benefit of a continuous carbon-fiber weave is three times more heat conductivity. Which, for a 2.5-plus-ton car capable of cresting 200 mph, is critical.Lucid maintains that the Air Sapphire, as well as future Sapphire products, will be more than just  a straight-line juggernaut. Rather, Sapphire vehicles will be fully developed performance cars. First and foremost, as the two motors that make up the Megawatt Drive aren't mechanically linked, the car has the capability to spin one motor (on the outside wheel) forward, while the other (inside wheel) begins regenerative braking. That latter part means the wheel effectively tries to spin backward, i.e., torque vectoring. Also, this next part is a little tricky, but let's say each rear motor makes on the order of 400 horsepower (to be clear, that's just a random figure, not an actual specification). When one motor goes into regen, the energy it was using is now free to flow into the forward-spinning motor, creating as much as 670 hp. Nuts, huh? Lucid claims this sort of two-motor torque vectoring is both quicker and more effective than rear-wheel steering.Special Rubber, Special SuspensionThe Air Sapphire comes on special Michelin Pilot Sport 4S tires stamped with LM1 to signify Lucid Motors. Bach claims the unique compound is a special mix of low-rolling-resistance rubber and Pilot Sport Cup 2 rubber. Sounds too good to be true, but here we are. The tires grow in width compared to those found on the GTP: 265/35-ZR20 front, and 295/30-ZR21 rear.The Air Sapphire's suspension is completely reworked, as well. Stiffer springs, stiffer bushings, new dampers, recalibrated anti-roll bars, reprogrammed stability and traction control, new power steering control, and new ABS logic are all part of the program. Sprint mode has been replaced with Sapphire mode, Lucid's equivalent of, say, Porsche's Sport Plus. Within Sapphire mode, there will be additional features such as a launch mode, a track mode, and maybe a time attack mode. The submodes are similar to how Rivian has different options within its Off-Road menu: All-Terrain, Rock Crawl, Drift, etc.Why Sapphire? Lucid explains that first and foremost it's a luxury brand. Sapphires are precious. Second, per international racing tradition, American cars are blue. (Think the Cobra Daytona Coupes at Le Mans in 1964.) Third, Lucid is a California car company, and the official state gem of California is … benitoite! Which would be a terrible name for anything. As it happens, people initially thought benitoite gems were sapphires because they are visually almost identical. So, Sapphire it is.As it happens, the Air Sapphire will only be available in Sapphire Blue. For now. We think. The car features a few more aerodynamic tricks than the standard Air, but it's hard to tell what they are from looking, especially as the Sapphire comes complete with Lucid's new Stealth treatment. The interior is basically the same, with added Sapphire Blue contrast stitching, as well as Alcantara-wrapped seats and steering wheel.How Much Is the Lucid Air Sapphire?How much is one of these? $249,000, says Lucid, about $70K more than an Air Grand Touring Performance. A small price to pay for the most powerful sedan in the world, no? Consider perhaps that a Bentley Flying Spur Mulliner W12 stickers for $309,000 and only makes a paltry 626 horsepower. When will you be able to purchase an Air Sapphire? Lucid says within days of reading this story and adds that deliveries are slated to start during the first half of 2023. When is MotorTrend going to test one? A little bit before that. Stay tuned.