Ford F-150 Electric: The Iconic F-150 – The 2022 Ford F-150 Lightning is not an evolution in design or concept, but the success of an electric pickup truck could be revolutionary.
When the Tesla Model S was launched, every car manufacturer took notice. The Rivian R1T has a similar effect in rethinking what a pickup truck can do. To a lesser extent, but no less important, the Hyundai Ioniq 5 and Kia EV6 have had a similar effect in reimagining what a passenger vehicle can be.
Ford F-150 Electric: The Iconic F-150
Ford took a different approach with the Lightning. Don’t reinvent the wheel. The most daring thing about Ford’s electric engine is its familiarity. It looks like an F-150, it feels like an F-150, it runs like an F-150, but it’s better by almost every measure.
Ford F 150
In fact, the two main obstacles to enjoying the F-150 Lightning, compared to the gasoline version, have nothing to do with the truck itself: preload planning, and the ability to deliver the Lightning sometime before 2023. Ford has announced that it will almost double the production to 150,000 Lightnings for 2023. If you are not one of the first 200,000 subscribers, you will have to wait until the 2023 reservation system reopens, sometime in the summer. If you are, and you have changed to order, F-150 Lightning is better.
Last week, in advance of the first media unit, Ford announced the final horses and payloads higher than originally expected. The Lightning version with an extended 131 kWh battery produces 580 hp, down from the original estimate of 563 hp. Those with the standard 98-kwh battery pack make 452 hp, up from 426. Maximum payload with the standard battery increases 235 lb to 2,235 lb, which is more than all but the base Silverado 1500 Work Truck and Ram. Rear wheel dealers.
Ford says the increase in power comes from the latest engine adjustments and the increase in payload comes from weight reduction at every stage of the truck’s development. Curb weight for the extended model I tested was estimated at 6,590 lb for the preproduction model, although Ford did not confirm it. On the road most of my experiments came in the upper, heavier platinum cut. It weighs slightly less than the Rivian R1T, and is a feather in the cap against the 9,000+ lb GMC Hummer EV.
The F-150 Lightning zips from 0-60 mph in the mid-four seconds, according to Ford, and feels like it could be faster because Ride height and large, boxy truck environment. Both sizes of batteries produce 775 lb-ft of torque, more than any other F-150, and all the torque will immediately give you, punch you in the gut. Tore the tires on the 22 inch wheels more than once.
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Not likely to surpass the speed is the quiet ride quality. The large side mirrors and big wheels make for some road and wind noise, but the overall intrusion into the cabin is nothing like other trucks. Also, a large battery pack suspended in a frame built for the center of gravity, and an independent rear suspension with trailing-arm coil springs keep unladen, 5 feet six planted bed, even at high speed. No jumping out of bed, no jumping over bumps in the road. Despite the many turns, it drove through the Texas hills outside San Antonio like a crossover SUV, despite the platform on its frame.
In fact, the platform is different from gas and hybrid F-150s. The frame is wider to accommodate the battery pack suspended between it, and thicker cross members made of high-strength steel line and shield the package. An independent rear suspension with coil springs is new—a first, but certainly not the last, for the F-150.
“The bottom of the truck is new,” said Darren Palmer, Ford’s vice president of electric vehicle programs. “The engine is located deep in the frame, and the steering and braking systems are completely adapted to suit the surrounding area.”
Palmer says the new frame is the strongest Ford has ever built. Pulling a 9,500-pound trailer loaded with wine barrels demonstrated its strength, as well as the engine’s excellent capabilities. There was no denying the weight behind me, but it never strained uphill or felt like it was pushing downhill.
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The same is true for a solid load of 1,500 lb of 4×8 plywood. Onboard dimensions weigh 2,036 lbs through the touchscreen, 200 lbs shy of the Lightning’s payload capacity. I will not think otherwise. The weight is sent to the cloud and used to calculate the level, in a function that alone can influence the competition. Tow Range also collects real-time data and factors in terrain, driving style, temperature and altitude, and gets smarter about its predictions, especially when you use different tow profiles. With a heavy load, the back does not collapse.
The top half is similar to the other F-150 in look and feel. “Only the A-Pack poles are common,” Palmer explained.
The step of the front window remains, fold over the door sills pass between the wheels from 18 to 22 inches, room The standards of the entertainment crew, and the box with ties, the light of the bed, the steps Retractable and all handles remain. So is Ford. Owners can use their sleeper and roof from their F-150 with it. The only visual difference at the top is the rear light bar that connects the wiring, and connects two thick tail LED lights in the shape of a question mark, and is home to the innovative dashboard bar. Then there is the badging. And the frown.
People at Ford already like to point out that this is not just a frunk, it is a Mega Power frank. The large front bay where the engine can be an excellent storage solution with an area of 14.1 cubic feet and a weight of 400 lb. The hood is rounded to the bumper, like the nose of a Mega power tapir, but the lightbar extends through the middle from the LED headlights, which also look like those question marks, or the futuristic 7, depending on the angle.
Ford F 150® Truck
Inside it felt more familiar. Aside from the requisite electric battery indicator, it looks and feels like the F-150, right down. Go to the fold gear lever in the console. I like the Pro and its 12.0 inch touch screen. The horizontal display integrates with the dashboard better than the 15.5-inch touchscreen, with a vertical orientation, and a large volume dial in the lower half and most of the other controls on the screen. The Pro and XLT models have the familiar climate and audio dials and buttons. For half the price of the $90,874 Platinum, I chose the Pro with the Tow Tech package and the Pro Power Onboard 9.6-kw backup system.
But here’s the frequency, and it’s a big one: The Pro is sold to non-sailing customers with a standard battery and a range of about 230 miles.
For an extended battery and four-wheel drive, as well as for a distance of 320 km (300 km in Platinum) it will cost at least $ 72,474 for the XLT. That’s a whopping $19,500 difference between the battery sizes in the XLT. The Lariat price difference is $10,000, the extended-range Lariat costs $77,474, which is almost double the base Pro. Writing this breaks my heart.
Ford EVs are also eligible for a $7,500 federal EV tax credit, depending on what you owe in taxes. But still.
Things You Need To Know About The Ford F 150 Lightning
Fleets don’t need a special scope, but I expect most customers will like it. That’s a huge and obvious price jump.
On a casual 46-mile trip, averaging a hair under 60 mph, the Pro averaged 2.0 mph, according to the trip computer. In other trips less forgiving, with a / c on, very difficult start, and general beating on the road, F-150 Lightning Platinum with a battery of a wide range, not really different. Over 95 miles at about 36 mph, it averaged 2.1 miles per kilowatt, according to the trip computer.
This calculation, based on the battery 131 kwh, this means about 260 kilometers of distance – if you really feel confident using almost all the last on the way to your destination.
By the way, Ford Lightning points to own the first 250 kw in Electrify America’s DC fast charging network, good for about three or four charges, by Ford’s estimate. DC fast charging up to 150 kw will go from 15-80% charge in less than 45 minutes, with a pack size.
Electric Ford F 150 Lightning Rendering Brings Sporty Body Kit And 2000s Vibes
At home, the charging time varies depending on the amperage. In a basic Level 2 240-volt outlet rated at 30 amps, it takes about 15 hours to charge a standard pack from 15% to full, and 20 hours with a larger pack. Ford estimates a charging range of 13 kilometers per hour. With a 48 amp circuit, the time is reduced to 10 hours and 13 hours respectively, with a distance of about 20 kilometers per hour.
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