Last Updated: April 2026
No other electric sedan sold in America goes 512 miles on a full battery.
Not the Mercedes EQS, not the BMW i7, not the Tesla Model S, not any Porsche.
The 2026 Lucid Air Grand Touring owns that number alone, and it owns it by a margin of 112 EPA miles over the next car down the list.
Five hundred and twelve.
On the standard 19-inch Aero Range wheels, rated by the EPA. It drops to 480 on 20s, 446 on 21s.
Lucid‘s 2026 Norwegian Automobile Federation cold-weather result landed the Air at 520 km (323 mi) at −31°C, beating the next-place competitor’s 421 km by nearly a hundred kilometers. That matches the EPA direction, and the press release is public.
This is the buyer’s guide for the shopper skipping mid-size sedans entirely.
At $114,900, the Grand Touring sits in full-size luxury flagship territory, priced against Mercedes EQS, BMW i7, Porsche Taycan Turbo, and Tesla Model S Long Range.
The buyer is usually a household with a garage, a Level 2 at home, a specific road trip they take twice a year, and a number in mind for annual charging-stop minutes they would like to reduce. The GT is the sedan that reduces them.
Key Takeaways
- Base MSRP: $114,900 for model year 2026, destination excluded. Priced $35,000 above the Air Touring and $134,100 below the Air Sapphire.
- Drivetrain: Dual-motor all-wheel drive, 819 horsepower, 3.0 seconds to 60, 168 mph top speed.
- EPA range: 512 miles on 19-inch wheels. 480 on 20s, 446 on 21s. The EPA range champ among electric sedans sold in America, by a 112-mile margin.
- Charging: 200 miles in 12 minutes on a 350 kW DC fast charger. Four minutes quicker than the Touring’s 16-minute session and the fastest DC fast-charge among shipping Air trims.
- Platform voltage: Lucid’s 900V+ architecture, third-party teardowns measuring 924V nominal across the 22-module pack. The Pure’s 16-module pack sits at 650V+, a lower-voltage architecture.
- Alternatives: Mercedes EQS 580 4MATIC, BMW i7 xDrive60, 2026 Porsche Taycan Turbo, Tesla Model S Long Range. The GT out-ranges all four on EPA and undercuts the i7, EQS, and Taycan Turbo on sticker.
- Recall exposure: The GT sits on the broader 17-campaign Air NHTSA ledger. It is not named in the two Pure-RWD-only half-shaft hardware campaigns. See the reliability section below.
What it is
The Air Grand Touring is the third rung of the four-trim Lucid Air ladder, between the $79,900 Touring and the $249,000 Sapphire halo. It shares the Air’s 195.9-inch body, 116.5-inch wheelbase, and 0.197 drag coefficient with the rest of the line. What separates the GT from the trims below it is the battery, the charging architecture, and the range.
The GT runs a 22-module battery pack with approximately 112 kWh of usable capacity, Lucid’s furthest-going configuration, wired to a 900V+ system that peaks around 924V on third-party teardown measurements and charges at 350 kW class rates.
A meaningfully different hardware layout from the 16-module 650V+ pack in the Air Pure.
The power ladder lands at 819 horsepower dual-motor, 199 more than the Touring’s 620. The weight penalty is real.
Curb weight on the GT rises to roughly 5,203 pounds on the 19s and 5,236 on the 21s per Lucid’s owner’s manual, because the 22-module pack weighs what a 22-module pack weighs.
Who is it for.
A cross-country driver who wants the shortest charging-stop total on a 1,200-mile week. A luxury-flagship buyer looking at Mercedes EQS 580 or BMW i7 and tired of the 300-to-371-mile EPA ceiling in that class.
A second-car household with a Porsche or a BMW M in the garage and an EV slot for long road trips. A buyer who does not need the Sapphire’s 1,234-hp hypercar tier but wants the 512-mile figure.
Design and interior
Body, wheelbase, and cargo numbers are shared across the Air line. What the GT adds over the Touring is the wheel package, the interior content, and the trim level of the details buyers care about when they are writing a $115,000 check.
The 19-inch Aero Range wheels deliver the 512-mile EPA rating.
The 20-inch Aero Sport wheels drop the rating to 480 miles. The 21-inch Aero Blade wheels drop it further to 446 miles, with a Pirelli P Zero setup that reviewers and owners have flagged for sidewall-bubble incidents on GT factory 21-inch rubber.
NHTSA ODI filings, Lucid owner forums, and a reported Pirelli redesign-in-progress all point at the same pattern.
The 21s look best at the curb and cost the most on range; the 19s go the farthest and sit flush enough to avoid the look-small problem a less confident design would have.
Interior content is where GT buyers walk in with expectations.
The 34-inch curved Glass Cockpit is standard across the Air line; the 20-speaker Surreal Sound Pro audio that was an upgrade on the Pure and standard on the Touring stays standard on the GT.
Santa Monica and Tahoe themes ship standard, with Santa Cruz, Mojave, and an all-black scheme in the options list.
The front seats pick up ventilation and massage on top of the heat, and the Executive Rear Seating Package extends the same three-way treatment to the outboard rear positions. The panoramic glass canopy is standard overhead.
Cargo volume stays put: 22 cubic feet in the rear plus a 10-cubic-foot frunk, more usable trunk space than a Model S. Three adults across the back row fit comfortably on the 116.5-inch wheelbase. The GT’s roughly 5,200-pound curb weight does not show up in the interior; it shows up in the way the car rides and in the tire bills.
Driving impressions
Disclosure up front: TWD has not yet had a Grand Touring press loaner. The impressions below are built from Lucid’s published specs and from the published-review consensus on the GT across our approved source list. No TWD seat time. We will update this section after a proper week with the car.
Three seconds flat to 60.
The 819-horsepower dual-motor GT doing what a dual-motor GT should do.
On the 0-60 scoreboard it is quicker than a base Mercedes EQS 580 by more than a second, quicker than a BMW i7 xDrive60 by a second and a half, and within tolerance of a Porsche Taycan Turbo.
The delivery character is the linear, single-stage, no-drama Air-platform acceleration that reviewers have been consistent on from Pure through Sapphire.
The GT’s extra 199 hp over the Touring pushes the 0-60 from 3.4 down to 3.0, which reads big on a spec sheet and registers mostly as a margin in practice.
Chassis is the Air’s quiet story, and the GT keeps the platform’s balance without the Sapphire’s track-tuned hardware.
Published-review consensus describes the GT as composed on the highway, tolerant of mid-corner throttle adjustments, and firm but not harsh on most surfaces.
The weight is managed by the long wheelbase and by Lucid’s air suspension tuning; what it cannot do is hide, and reviewers have noted that on tight canyon sequences the car weighs what it weighs.
Range is the beat the GT owns outright.
On a steady-state 70-mph highway run, independent tests on the 19-inch configuration have landed close to the 512-mile EPA figure.
Lucid’s 2026 Norwegian Automobile Federation cold-weather result, 520 km (323 mi) at −31°C against a next-place 421 km, confirms the Air keeps most of its summer range under winter conditions.
For a Midwest or Northeast buyer that means cold-weather degradation absorbs a smaller percentage of a larger pie than segment buyers may be used to. A 30 percent winter-range hit from a 300-mile EQS is a different problem than a 30 percent winter-range hit from a 512-mile GT.
The range story
This is the section that justifies the sticker.
Translate 512 EPA miles into a specific trip. San Francisco to Los Angeles on I-5 is 383 miles. The GT does it on one charge with margin. Los Angeles to Las Vegas is 270 miles; same answer, one charge, with enough reserve for the climb over Baker.
Denver to Salt Lake City is 525 miles. That clears the EPA rating by 13 and so requires one fast-charging stop. On a 350 kW DC fast charger that stop costs 12 minutes for 200 miles of added range, which is less time than a conventional fuel-and-coffee break.
Not an edge case.
On a shopping list where the next-longest-range EV sedan stops at 400 miles, the 112-mile buffer collapses the charging-stop count on a weekly long-haul trip.
A buyer running 600-mile days finishes those days on one mid-afternoon stop instead of two. A buyer running 1,200-mile weekends finishes the round trip on two stops instead of four.
The total time saved, summed across a year, is the argument for the GT over the Touring.
Wheel-size trade.
Choosing 20-inch wheels over 19s costs 32 miles of range, and that is not a small penalty. It is the difference between finishing a 480-mile road leg on one charge and needing a 10-minute top-up.
Choosing 21s costs 66 miles against the 19-inch baseline and puts the owner on the Pirelli GT setup most flagged by forum and NHTSA signal.
For buyers who road-trip seriously, the 19s are the right pick and the look is cleaner than the 21-inch photography implies.
Charging arithmetic matters too. The GT pulls 200 miles of range in 12 minutes at a 350 kW DC fast charger, Lucid’s fastest Air session, four minutes quicker than the Touring’s 16-minute number. On a two-stop day, the GT’s charging advantage plus its range advantage compounds: fewer stops, shorter stops.
The 900V+ platform is doing the work. A 400V car on the same 350 kW charger cannot pull the same current, which is the architectural reason a Rivian R2 on 400V, designed deliberately for cost and simplicity, trades the GT’s charging speed for a simpler and cheaper drivetrain. Both choices are legitimate; the GT’s choice lives on the highway.
Cold weather degrades every EV.
On the GT, the degradation starts from a higher baseline. A 25 percent winter range loss from a 512-mile rating lands at 384 miles. A 25 percent loss from a 371-mile EQS 580 lands at 278 miles.
The NAF 2026 result puts real numbers behind the marketing: Lucid’s 520 km (323 mi) at −31°C came in nearly 100 km clear of the next-place car.
That is the buffer that moves winter cross-country trips from anxious to ordinary.
Features and technology
Standard equipment on the 2026 Grand Touring reads long because Lucid prices most of what a flagship buyer expects into the sticker rather than the configurator:
- Twenty-speaker Surreal Sound Pro audio (Pure: optional, Touring: standard, GT: standard)
- Santa Monica or Tahoe interior theme standard, with Santa Cruz, Mojave, and an all-black theme among the options
- Massage-capable front seats with heat and ventilation; Executive Rear Seating Package extends massage, heat, and ventilation to the rear outboards
- 19-inch Aero Range wheels as the standard EPA-rating configuration
- Panoramic glass canopy roof and 34-inch curved Glass Cockpit
- Wireless Apple CarPlay and Android Auto, surround-view cameras with camera-wash, DreamDrive driver-assist, soft-close doors, and adaptive air suspension
DreamDrive Pro remains a $2,500 option on top of DreamDrive standard. It adds Highway Assist, automatic lane-change, and more aggressive ADAS capability.
The NHTSA complaint record on Pro across 2022-2025 builds includes adaptive-cruise and lane-keep drift reports.
The GT inherits the same ADAS software stack as the rest of the Air line, and buyers planning to use hands-off highway mode heavily should test the specific software version at delivery and read Lucid’s OTA release notes actively.
Features shift between OTA updates.
Lucid’s 900V+ charging architecture is the GT’s hardware signature, not just a marketing line.
Where the Pure’s 16-module 650V+ pack sits a tier below, the 22-module GT pack has been measured at 924V nominal on third-party teardowns. The higher voltage is the reason the 200-miles-in-12-minutes figure exists.
It is also the voltage advantage the Air platform holds over the Hyundai E-GMP 800V cars (Ioniq 5, EV6, GV60), the Porsche Taycan’s 800V architecture, and any 400V platform in the segment.
Home charging tops at 19.2 kW with a dedicated 100-amp circuit and a Lucid Home Charging Station, enough to refill the pack overnight from near-empty. A conventional 48-amp 11.5 kW Level 2 setup takes closer to 10 hours on the 112 kWh pack, which is still an overnight session for any household not routinely running the battery to single-digit percentages.
Competition
The GT’s competition set is the full-size luxury flagship tier, not the sport sedan class. A Mercedes EQS, a BMW i7, a Porsche Taycan Turbo, a Tesla Model S. Everything here has a range, a price, and a reason to exist that is different from the trim above it.
| Model | Base MSRP (approx.) | Power | 0-60 | EPA Range | Drivetrain |
|---|---|---|---|---|---|
| Lucid Air Grand Touring | $114,900 | 819 hp | 3.0 sec | 512 mi | AWD |
| Mercedes EQS 580 4MATIC | $123,900 | 536 hp | 4.2 sec | 371 mi | AWD |
| BMW i7 xDrive60 | $124,200 | 536 hp | 4.5 sec | 311 mi | AWD |
| 2026 Porsche Taycan Turbo | $184,600 | 871 hp | 2.5 sec | 292 mi | AWD |
| Tesla Model S Long Range | $86,630 | 670 hp | 3.1 sec | 410 mi | AWD |
The Mercedes EQS 580 4MATIC is the GT’s most direct competitor in the traditional-luxury lane.
The EQS brings the S-Class interior story, the three-pointed star, and the certified dealer ecosystem Lucid is still building.
The GT undercuts it on sticker by $9,000, out-ranges it by 141 EPA miles, and runs more than a second quicker to 60.
The case for the Mercedes is the dealer network, the long-term depreciation curve the S-Class has earned over decades, and the badge itself. The case for the GT is everything on the window sticker.
The BMW i7 xDrive60 is the closest thing to a luxury-first argument against the GT, though it no longer prices below it.
At $124,200, the i7 lands $9,300 over the GT and brings the 7-Series interior-quality pedigree and the Panoramic Sky Lounge LED roof that nothing else in the segment has.
Against the GT on numbers: the i7 gives up 201 EPA miles, 283 horsepower, and 1.5 seconds on the 0-60.
The i7 is a better formal limousine. The GT is a better car to drive, considerably longer-ranged, and now the lower sticker.
The refreshed 2026 Porsche Taycan Turbo is a different argument entirely.
At $184,600 it prices $69,700 above the GT, runs 2.5 seconds to 60 against the GT’s 3.0, and is a Porsche-built driver’s car in a way the Air is not trying to be.
What it trades for that driver’s-car character is 220 EPA miles of range.
A buyer who cares first about how a car corners and last about how far it goes should probably be driving a Taycan Turbo. A buyer who wants nearly the acceleration, materially more range, and $70,000 left over should be in a GT.
The Tesla Model S Long Range is the value argument against the GT.
At $86,630 it comes in $28,270 below the GT, runs 3.1 seconds to 60 (essentially tied), and delivers 410 EPA miles. A meaningful range number in a class where everyone except Lucid is under 400.
Where the Model S loses is interior quality, software fit-and-finish, and a cabin Tesla has not meaningfully updated in four years. The GT is a 2026-grade luxury interior; the Model S is a 2021-grade interior with 2026 software.
The buyer willing to accept that gap saves $28,000; the buyer who will not, pays for the GT.
If three rows or cargo are on the list, the answer is not a sedan. The GT has a segment cousin in the Lucid Gravity Grand Touring, Lucid’s first SUV, with up to 450 EPA miles and seven-seat availability on a 926V platform that charges at 400 kW peak on 1000V-capable NACS equipment. The three-row alternative readers who need the body style should consider.
Reliability and recalls
The Air line sits on a 17-campaign NHTSA recall ledger through March 2026.
The GT-specific exposure is narrower than the Pure RWD’s exposure, because the two half-shaft-bolt hardware campaigns (25V669 filed October 2025 and its expansion 26V193 filed March 2026) affect only 2024-2026 Air Pure RWD.
The GT does pick up the broad-Air software campaigns: rearview camera display (23V520, 25V670, 26V017), adaptive cruise control software (24V076), thermal management (24V011, 24V495), and the 2022-2023-era contactor and inverter fixes (23V110, 23V523).
Consumer Reports‘ 2025 Air verdict at consumerreports.org/cars/lucid/air/2025/reliability is blunt: “The 2025 Air is much less reliable than other cars from the same model year.”
That verdict applies to the platform as a whole; CR did not publish trim-specific reliability data for the GT because the sample size is too thin.
Owner-forum and NHTSA-complaint patterns that are relevant specifically to GT buyers include the Pirelli 21-inch factory tire sidewall-bubble pattern (ODI 11594522, 11547517, 11595841), which lands disproportionately on GT configurations because the 21s are a GT-tier option, and the Drive System Fault / total-power-loss cluster that spans 2022-2025 Air builds across trims.
The GT reliability picture is different from the Pure RWD picture because the buyer profile is different.
A GT buyer is usually not the first Lucid they have interacted with, the service-center relationship is typically established, and the car is often a second vehicle rather than a daily.
None of that removes the brand-level service-network exposure that comes with any 2026 Lucid. It does change how the 17-campaign ledger weighs against the sticker.
A buyer writing a $115,000 check for a long-range flagship is making a different bet than a buyer writing a $71,000 check for an efficient daily, and the risk tolerance conversation sounds different at each trim.
For the full reliability picture including complaint patterns, owner-forum signal, and the Gravity sibling, see our 2026 Lucid reliability deep-dive and the engine-specific data on the Lucid Air reliability page in our database.
Safety ratings
NHTSA: The 2025 Lucid Air AWD earned a 5-star overall rating (5 driver front crash, 4 passenger front crash, 5 side crash both positions, 5 rollover at a 0.052 rollover probability). The 2024 AWD earned the same. The 2026 Air has not been independently tested by NHTSA as of this writing. NHTSA frequently carries ratings forward on unchanged platform years, but we note the 2026 is formally untested rather than assuming an inherited score.
IIHS: The Lucid Air has not been tested by IIHS as of April 2026. No ratings page exists at iihs.org for the Air. Any outlet implying an inherited or crosswalked IIHS rating for the Grand Touring is wrong.
Value and verdict
The 2026 Lucid Air Grand Touring is the longest-range electric sedan sold in America, by a margin of 112 EPA miles over the next car in the segment.
For $114,900 you get 819 horsepower, 3.0 seconds to 60, a 900V+ charging architecture that pulls 200 miles of range in 12 minutes at a 350 kW station, and a full-size luxury-flagship interior on a 116.5-inch wheelbase.
The competitors (Mercedes EQS 580 4MATIC, BMW i7 xDrive60, Porsche Taycan Turbo, Tesla Model S Long Range) cover a $98,000 spread around it, and the GT goes farther than anything in the set.
The counterweight is the one every Lucid buyer has to sit with.
Seventeen recall campaigns across 2022-2026 Air builds. A Consumer Reports 2025 Air verdict well below the segment average. A service network still growing into the footprint that Mercedes and BMW buyers take for granted.
The GT specifically ducks the Pure RWD’s hardware-campaign exposure, but still ships with the broader software-update dependency, the Drive System Fault pattern, and the Pirelli 21-inch factory-tire issue at the 21-inch wheel option.
We would buy the GT.
Spec the 19-inch Aero Range wheels for the full 512-mile EPA rating, hold on DreamDrive Pro until the ADAS file settles, avoid the Pirelli 21-inch factory setup until the redesign ships, and plan on an active ownership relationship with Lucid Service that includes one or two OTA-driven service events per year.
At $114,900 the GT is the sedan that reduces road-trip charging stops. A specific kind of value, priced where it should be.
For adjacent context, see our Air Touring guide (the sweet-spot trim below the GT), our Air Sapphire deep-dive (the halo above the GT), our Lucid Gravity Grand Touring guide (the three-row cross-shop in the Lucid lineup), our full 2026 Lucid lineup overview, and our Lucid reliability deep-dive.
Frequently Asked Questions
How much is a 2026 Lucid Air Grand Touring?
Base MSRP is $114,900 for the 2026 model year, excluding destination, taxes, and fees. Lucid’s current consumer-page figure as of this writing. The Grand Touring sits $35,000 above the Touring and $134,100 below the Sapphire in the Air ladder.
When will the 2026 Lucid Air Grand Touring be available?
The 2026 Grand Touring is shipping now. Lucid accepts orders through lucidmotors.com and through its studio network, with inventory present at most studios as of spring 2026. Order-to-delivery windows vary by configuration; 19-inch Aero Range GT builds in common colors have been the fastest to deliver.
Does the Grand Touring really do 512 miles of EPA range?
Yes, on the standard 19-inch Aero Range wheels. The 20-inch Aero Sport wheels drop the rating to 480 miles. The 21-inch Aero Blade wheels drop it further to 446 miles. Combined MPGe is 128 on the 19s, with lower MPGe ratings on the larger wheel options. The 19-inch configuration holds the EPA range crown among electric sedans sold in America.
How does the Lucid Air Grand Touring compare to the Mercedes EQS?
The Grand Touring out-ranges the Mercedes EQS 580 4MATIC by 141 EPA miles (512 versus 371), runs 819 horsepower to the EQS’s 536, and hits 60 mph in 3.0 seconds to the EQS’s 4.2. The GT also undercuts the EQS 580 on sticker by $9,000. The Mercedes brings the dealer network, the three-pointed-star resale story, and an interior built around the S-Class reference. For buyers who prioritize range and charging speed, the GT is the numerically better answer. For buyers who prioritize the certified-luxury ecosystem, the EQS remains the safer pick.
What is the real-world range of the Lucid Air Grand Touring?
Independent tests on the 19-inch configuration have landed close to the EPA 512-mile figure on steady-state 70-mph highway runs. Cold-weather range drops, as with any EV. Lucid’s 2026 Norwegian Automobile Federation result put specific numbers on that: 520 km (323 mi) at −31°C, roughly 100 km clear of the next-place car. The practical upshot for a Midwest or Northeast buyer is that the GT absorbs less cold-weather range penalty in absolute miles than shorter-range luxury EVs because the degradation starts from a higher baseline.
How fast does the Grand Touring charge?
The GT adds 200 miles of range in approximately 12 minutes at a 350 kW DC fast charger, with peak pulls in the 300 kW range. A 10-to-80-percent session at a compatible fast charger is roughly 20 minutes. At home, a 48-amp 11.5 kW Level 2 setup refills the 112 kWh pack overnight; Lucid’s 19.2 kW Home Charging Station on a 100-amp circuit shortens that further. The GT’s fast-charge curve is the fastest among shipping Air trims; the Sapphire’s 200-miles-in-15-minutes figure is close, and the Touring’s 16-minute session is the next step down.
What is the horsepower and 0-60 of the Grand Touring?
819 horsepower, dual-motor all-wheel drive, 0-60 in 3.0 seconds, top speed 168 mph. 199 more than the Touring and 415 below the Sapphire halo. Torque is listed at 884 lb-ft in prior-MY spec aggregations; Lucid’s 2026 consumer page does not publish a torque figure, so the 884 lb-ft number is pending direct press-kit confirmation.
Does the 2026 Lucid Air Grand Touring qualify for the federal EV tax credit?
Federal EV tax credits for new-vehicle buyers were eliminated on September 30, 2025, when Congress passed the One Big Beautiful Bill Act. The Grand Touring does not qualify because the credit itself no longer exists for new vehicles. Some state-level incentives remain (Colorado, California, and others) and are the only remaining incentive path for 2026 buyers. At $114,900 the GT sat above prior federal-credit MSRP caps even when the credit existed.
Can I get the Grand Touring with bigger wheels, and what is the range tradeoff?
Yes. The 19-inch Aero Range wheel is the EPA-rating setup at 512 miles. The 20-inch Aero Sport wheel drops the rating to 480 miles, a 32-mile hit. The 21-inch Aero Blade wheel drops it to 446 miles, a 66-mile hit from the 19-inch baseline. The 21-inch Pirelli P Zero setup is also the tire configuration most flagged for sidewall-bubble incidents in NHTSA ODI filings and Lucid owner forums. For buyers who road-trip often, the 19s are the right spec. For buyers whose priority is the curb stance, the 20s are the reasonable compromise.
How does the Grand Touring compare to a Tesla Model S Plaid?
The Tesla Model S Plaid matches the GT’s broad acceleration envelope (Model S Plaid 0-60 in 1.99 seconds per Tesla’s claim versus the GT’s 3.0) but gives up on range (359 EPA miles on the Plaid versus 512 on the GT) and on interior and platform-age. The Plaid is a shorter-range, faster-accelerating hypercar-adjacent sedan; the GT is a longer-range luxury flagship that happens to hit 60 quickly. Different cars for different priorities. If the buyer’s first question is “how fast does it go,” the Plaid is quicker. If the first question is “how far does it go,” the GT wins by 153 EPA miles.
Is the 2026 Lucid Air Grand Touring reliable?
The Lucid Air line has 17 distinct NHTSA recall campaigns across 2022-2026 model years. The Grand Touring specifically is not named in the two Pure-RWD-only half-shaft hardware campaigns. It does absorb the broader Air software campaigns (rearview camera, ADAS, thermal management) and the 2022-2023-era contactor and inverter fixes. Consumer Reports rated the 2025 Air “much less reliable than other cars from the same model year.” Owner-forum signal relevant to GT buyers specifically includes the Pirelli 21-inch factory tire sidewall-bubble pattern and the Drive System Fault cluster spanning 2022-2025 builds. For the full reliability picture, see our Lucid reliability deep-dive.
Sources
Article Last Updated: April 21, 2026.
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Michael Kahn is the publisher of The Weekly Driver, serving as writer, photographer, and content creator. With a keen eye for storytelling and a passion for adventure, he specializes in uncovering the stories and experiences of automobile enthusiasts. Michael’s work is inspired by his love for off-the-beaten-path road trips, global exploration, and the pursuit of exceptional culinary experiences, all captured through the lens of a world traveler and automotive enthusiast.