2022 revolutionizes the Ford F-150 Lightning pickup truck

While the 2022 Ford F-150 Lightning is not evolutionary in design or concept, the success of the electric pickup truck could be revolutionary.

When the Tesla Model S was launched, every automaker took notice. The Rivian R1T had a similar effect on rethinking what a lifestyle pickup truck could and could do. To a lesser extent but less important, the Hyundai Ioniq 5 and Kia EV6 have had a similar effect in rebuilding what could be a passenger car.

Ford takes a different approach with Lightning. It does not reinvent the pickup truck. The boldest thing about Ford’s electric gambit is its introduction. It looks like an F-150, looks like an F-150, works like an F-150, but is better in almost every measure.

In fact, there are two basic hurdles to enjoying the F-150 Lightning, vs. the petrol version, has nothing to do with the truck: plan to charge in advance and be able to take the Lightning delivery sometime before 2023. Year Ford has announced that it will nearly double production to 150,000 Lightning for the 2023 model year. If you’re not one of the first 200,000 reservation holders, you’ll have to wait until the 2023 reservation system reopens this summer. If you were, and you converted it into an order, the F-150 Lightning would only get better.

Last week, just before Media First Drive, Ford announced higher final horsepower and payload specs than initially expected. Versions of the Lightning with 131-kwh extended-range battery pack deliver 580 hp, which is higher than the original 563-hp estimate. Those who have a 98-kwh standard-range battery pack produce 426 to 452 hp. Maximum payloads with standard-range batteries have risen from 235 pounds to 2,235 pounds, the highest except for the base Silverado 1500 work truck and the Ram Tradesman. Rear wheel drive

2022 Ford F-150 Lightning

2022 Ford F-150 Lightning

Ford said the latest motor calibration has resulted in increased power and significant payload gains from weight loss throughout the truck’s development phase. The extended-range model I tested for the preproduction model had an estimated carb weight of 6,590 pounds, although Ford would not confirm this. The on-road portion of most of my test drives came at the top, the heaviest platinum trim. It weighs slightly less than the Rivian R1T and is a feather compared to the 9,000+ pound GMC Hummer EV.

Probably zippy

The F-150 Lightning zips from 0-60 mph over a four-second range in the middle, according to Ford, and it probably seems faster due to the height of the ride and the large and boxy truck surrounds. Both battery pack sizes produce 775 lb-ft of torque, more than any other F-150, and all of that instant torque will get you, punching you right in the gut. It chirps more than once on 22-inch wheel tires.

Impossible quality of quiet and secluded ride than speed. Large side mirrors and large wheels made for some road and wind noise, but the overall intrusion into the cabin was nothing like the other trucks. Further, a large battery pack suspended in a frame designed for low center of gravity, and independent rear suspension with coil-over springs with rear arms planted unloaded, 5-foot-six beds, even at highway speeds. There was no jumping from the bed, no shaking from the street bump. Despite the sheer inclination to take turns, it revolves around the mountainous country of Texas like a crossover SUV outside of San Antonio, despite having a body-on-frame platform.

The platform is actually different from the gas and hybrid F-150s. The frame is wide enough to fit with a suspended battery pack, and thick cross members made of high-strength steel make the pack both a guard and a shield. The independent rear suspension with coil-over springs is new – it’s the first but certainly not the last for an F-150.

2022 Ford F-150 Lightning

2022 Ford F-150 Lightning

“The whole bottom of the truck is new,” said Darren Palmer, VP of Ford’s electric vehicle program. “The motors are located deep in the frame, and the steering and braking system was completely modified to fit in the space around the franc.”

Palmer said the new frame is the strongest made by Ford. A 9,500-pound trailer has proven its power in loading towing wine barrels, as well as the great power of motors. There was no denying the weight on my back, yet it was never pushed up and down or felt like it was pushing down.

The scales are in the clouds

The same was true of a tightly protected payload of 1,500 pounds of 4×8 plywood sheets. The weight of the onboard scales via the touchscreen display is 2,036 pounds, while the lightning’s payload capacity is 200 pounds shy. I had no idea otherwise. Weights are sent to the cloud and used to calculate the range, a feature that alone can affect me in the competition. The towing range also collects real-time data and factors such as terrain, driving style, temperature and altitude, and becomes smarter about estimates, especially when using different towing profiles. With the heavy payload, the back didn’t get depressed or look depressed, it seemed happy.

The upper half looks and feels the same as the other F-150s. “Just behind the A-column is normal,” Palmer explained.

The front window step remains, the crease at the top of the door rocker moves from 18-inch to 22-inch wheels, the standard crew carries the cab and the tie-down, bed lighting, retractable step and handle are all the same so Ford owners can use their gas F-150 in it. Can apply their bed and roof accessories. The only visual difference above is that the rear lightbar bridges the power tailgate and connects two thick LED taillights shaped like a question mark and accommodates innovative on-board scales. Then there’s the badging. And Frank.

The people of Ford already like to point out that this is not just a franc, it is a mega power franc. The large front bay where an engine can be is an excellent storage solution with 14.1 cubic feet of space and a 400 pound payload. The hood is rounded to the bumper, like the nose of a mega power tapir, yet extends from an LED headlight to the center of the lightbar, depending on the angle of the question mark or the shape of the future 7s.

2022 Ford F-150 Lightning

2022 Ford F-150 Lightning

2022 Ford F-150 Lightning

2022 Ford F-150 Lightning

2022 Ford F-150 Lightning

2022 Ford F-150 Lightning

Inside it seems more familiar. In addition to the necessary electric battery gauges, it looked and felt like an F-150 up to the console’s collapsible gear shifter. I like the Pro and its 12.0-inch touchscreen. The horizontal display integrates better with the dashboard than a 15.5-inch touchscreen, with a vertical orientation, and a larger volume dial in the lower half, and other controls within the screen. The Pro and XLT models have a band of climate and audio dials and buttons that were freshly known. For half the price of $ 90,874 Platinum, I would choose the Pro with Tou Tech package and Pro Power Onboard 9.6-kW backup power system.

But here’s the rub, and it’s a big one: the Pro is only sold to non-Fleet customers with standard-range batteries and its approximate range of 230 miles.

2022 Ford F-150 Lightning

2022 Ford F-150 Lightning

The XLT will cost at least $ 72,474 for an extended-range battery and four-wheel drive, as well as a 320-mile range (300 miles in platinum). This is a complete $ 19,500 difference in battery size on the XLT. The Lariat price difference is $ 10,000, the Lariat Extended Range is priced at $ 77,474, which is almost double that of the Base Pro. My heart sank as I wrote this.

Ford EVs still qualify for a $ 7,500 federal EV tax credit, depending on your taxes. But still.

Extra range of fleets may not be required, but I hope most customers will like it. That’s a huge and obvious price jump.

Range, some indicators of efficiency

According to the onboard computer, on a quiet 46-mile trip, hair averages below 60 miles per hour, with Pro-Standard-range averaging 2.0 miles per kilowatt. On another much less forgiving trip, a / c running, a much harder start, and a simple on-road pounding, F-150 Lightning Platinum with extended range battery, it didn’t really change. At about 36 miles per hour, more than 95 miles per hour, according to Trip Computer, this averages 2.1 miles per kilowatt.

Calculating it based on 131 kwh of battery, that means about 260 miles — if you feel really confident using almost every end on the way to your destination.

On the road, Ford Spot Lightning owners electrify the first 250 kilowatts on America’s DC fast-charging network, which Ford estimates is good for about three to four charges. Up to 150 kW DC fast-charging will be 15-80% charge in less than 45 minutes, including any one pack size.

At home, the charging time varies depending on the amperage. Rated 30 amps at a Basic Level 2 240-volt outlet, the standard pack will take about 15 hours to fully charge from 15% and the larger pack will take 20 hours. Ford approximately charges 13 miles per hour. With a 48-amp circuit, the time drops to 10 hours and 13 hours, respectively, in the range of about 20 miles per hour. Each Ford EV comes with a 20-foot charge cord.

2022 Ford F-150 Lightning

2022 Ford F-150 Lightning

Ford Lightning encourages owners to install an 80-amp Charge Station Pro in their home that comes with a larger pack (this will cost Standard-Pack owners an additional $ 1,310). Charging time for the extended range drops to 8 hours or about 30 miles per hour, but it does not differ from the standard range of 48 amp. This is a must have item for any home integration system – an additional $ 3,895 plus installation, including an inverter, disconnected switch and battery pack. Through Ford’s app, it helps Lightning its own power ecosystem এবং and a battery backup for your home. Lightning became its own power ecosystem.

There are many things that could become the 2022 F-150 Lightning. At its core, however, is a damn good truck that can be electric. The future looks much brighter if you can afford it.

Ford has arranged airfare and accommodation for Green Car Report to bring you this firsthand report.

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