Clear has won a lot of commendation from us for the reach and execution of a few Air car variations. The Air Terrific Visiting oversaw 410 miles on a charge in our 75-mph expressway test, the best of any EV, and tore to 60 mph in 3.0 seconds. The new back tire drive Air Unadulterated can't match its more fabulous kin on those two measurements, yet it adds a new righteousness: esteem.
At $78,900, the back tire drive Unadulterated is $5000 not exactly the all-wheel-drive adaptation and looks enticingly valued against rivals that incorporate the Porsche Taycan and the Tesla Model S.
The passage level Unadulterated is the main back driver in the Air arrangement and isn't close to as speedy as its multi-engine partners. However, it's still bounty quick by mortal norms, flashing to 60 mph in 4.3 seconds and through the quarter-mile in 12.7 seconds at 113 mph (numbers almost indistinguishable from the ones we extricated from the V-10-controlled E60-age BMW M5). In spite of the fact that there's little show from the back tires during a hard send off, the foothold control framework is endeavoring to get every one of the 430 pull to the ground; for examination, the 480-hp all-wheel-drive Unadulterated dealt with a 3.5-second 60-mph run and a 11.7-second quarter-mile.
One justification for the back drive Unadulterated's lower cost is its more modest 88.0-kWh battery pack. It doesn't convey the gigantic reach asserted for the Air models fitted with the 112.0-kWh pack, yet all things being equal, this Unadulterated flaunts an EPA-assessed scope of up to 419 miles on the standard 19-inch wheels. With the discretionary 20s, we went 300 miles in our 75-mph roadway range test — still a noteworthy figure — during which the Air found the middle value of a parsimonious 109 MPGe.
HIGHS: Sporty performance, more agile than all-wheel drive, luxury cabin.
The entry-level Pure is the only rear-driver in the Air lineup and is not nearly as quick as its multi-motor counterparts. But it's still plenty swift by mortal standards, zipping to 60 mph in 4.3 seconds and through the quarter-mile in 12.7 seconds at 113 mph (numbers nearly identical to the ones we extracted from the V-10-powered E60-generation BMW M5). Although there's little drama from the rear tires during a hard launch, the traction-control system is working hard to get all 430 horsepower to the ground; for comparison, the 480-hp all-wheel-drive Pure managed a 3.5-second 60-mph run and an 11.7-second quarter-mile.
One reason for the rear-drive Pure's lower price is its smaller 88.0-kWh battery pack. It doesn't deliver the huge range claimed for the Air models fitted with the 112.0-kWh pack, but even so, this Pure boasts an EPA-estimated range of up to 419 miles on the standard 19-inch wheels. With the optional 20s, we went 300 miles in our 75-mph highway range test—still an impressive figure—during which the Air averaged a frugal 109 MPGe.
Beyond efficiency, rear-wheel drive brings dynamic benefits. On the road, this Pure feels more agile than the all-wheel-drive versions. One gets the sense of the rear end rotating under power, although stability control prevents significant oversteer. There's also a useful weight reduction. At 4536 pounds, our test car was 415 pounds less portly than the all-wheel-drive Pure and 676 less than the Grand Touring. Steering feel is limited, but the rear-wheel-drive Pure responds keenly and grips impressively. Its 0.94 g of lateral acceleration on Michelin Pilot Sport EV rubber is 0.04 g better than its all-wheel-drive counterpart managed on the same tires.
Awkward entry under low roofline, little switchgear, may use coast mode.
Refinement is excellent, as the rear-wheel-drive Pure's ride stays smooth over bumps and highway ridges despite our test car's upsized wheels, and yet there's little lean when cornering. At highway speeds, the most noticeable disturbance was the whisper of wind around the driver's door mirror.
As before, the Air's cabin is impressively spacious, especially in the back seat, where the smaller battery pack allows for a lower floor, enhancing rear legroom. But the rakish roofline makes getting in a squeeze, with taller occupants often bumping their heads.
Past effectiveness, back tire drive brings dynamic advantages. Out and about, this Unadulterated feels more spry than the all-wheel-drive adaptations. One gets the feeling of the backside turning under power, despite the fact that soundness control forestalls huge oversteer. There's likewise a valuable weight decrease.
At 4536 pounds, our test vehicle was 415 pounds less corpulent than the all-wheel-drive Unadulterated and 676 not exactly the Stupendous Visiting. Guiding feel is restricted, however the back tire drive Unadulterated answers acutely and holds astonishingly. Its 0.94 g of parallel speed increase on Michelin Pilot Game EV elastic is 0.04 g better than its all-wheel-drive partner oversaw on similar tires. The 164-foot prevent from 70 mph was four feet better as well.
Slowing down, however, isn't without issues. The Unadulterated's brake pedal has a dead spot at the highest point of its movement; it takes an awkward measure of development before the feeling of easing back increments over that conveyed by the consistently present regenerative slowing down. There are just two regen settings, Standard and High, the last option filling in as a forceful one-pedal mode. We would see the value in a coast capability.
Refinement is amazing, as the back tire drive Unadulterated's ride stays smooth over knocks and parkway edges in spite of our test vehicle's upgraded wheels, but there's little lean while cornering. At thruway speeds, the most perceptible aggravation was the murmur of wind around the driver's entryway reflect.