for f150 2 lcd monitors in the front pricelist

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Turn the volume up on the 2023 Ford F-150 Lightning"s audio system and you might well miss that this pickup truck is powered by electricity. With the tunes pounding you wouldn"t notice the absence of the gasoline engine"s sound. But floor the accelerator and you"ll know that the Lightning is not your standard gasoline-powered F-150; the electric motors" instant, massive torque slams you into the seat as if you got run into from behind by a Peterbilt. Otherwise, the Lightning delivers just about everything the regular F-150 does in a package that is close to a mirror image. Inside and out, the Lightning looks like other F-150s—though it"s totally different underneath, of course. All models come with two electric motors juiced by either of two battery packs. With the larger Extended-Range battery, the powertrain makes a whopping 580 horsepower, and with it the Lightning blasted to 60 mph in just 4.0 seconds at our test track. The EPA-estimated driving range varies between 230 miles with the base battery to 320 miles with the larger one, but towing a trailer quickly depletes the battery and requires frequent stops to charge. That drawback is common among EV pickup trucks, and rivals such as the GMC Hummer EV SUT and the Rivian R1T don"t fare any better. But if you"re a truck owner who tows infrequently or only for short distances, the F-150 Lightning will serve your needs well. It is an EV workhorse that can be equipped in a variety of ways, all of which require few compromises compared to the standard gas-powered F-150.

The only thing that"s changed on the F-150 Lightning this year is its price, which has shot up by $12,000 for the entry-level Pro model. Pricing revisions for higher-end trims are less drastic, but still dramatic: the loaded Platinum now costs $6000 more, the XLT is up $6500, and the mid-range Lariat has increased by $7000. A representative from Ford told Car and Driver that these price changes are due to "ongoing supply-chain constraints, rising material costs, and other market factors." In other words, more people want Lightnings than there are Lightnings to go around so prices are going way up.

Despite the leap in price over last year"s model, we"d still go with the more desirable and better-equipped XLT trim. The Extended-Range battery pack adds a $10,000 lump sum to the bottom line, but if you"re planning to drive long distances or use the Lightning to tow, it could be a good investment. Unfortunately, to add that bigger battery to the XLT model, you must also add the expensive 312A High package. Luckily, that package includes a very long list of desirable equipment to justify its price, including adaptive cruise control, Ford"s Pro Power Onboard generator feature, heated front seats and steering wheel, a power-operated tailgate, in-dash navigation, and a lot more.

All F-150 Lightning models come standard with two electric motors and all-wheel drive. With the Standard-Range battery, the motors combine to make 452 horsepower but with the Extended-Range battery the horsepower rating rises to 580; peak torque is an impressive 775 pound-feet with either setup. Performance is impressive for a truck this heavy. The Lightning Platinum we tested reached 60 mph in a scant 4.0 seconds and covered a quarter-mile in 12.7 seconds at 107 mph. Not only were we pleased with the Lightning"s, ahem, lightning-quick acceleration but we were also pleasantly surprised that it managed to maintain the normal F-150"s refined road manners. If anything, the Lightning"s ride-and-handling are slightly more agreeable, thanks to a lower center of gravity that helps keep body roll in check and independent rear suspension in place of the gas model’s solid rear axle.

Ford staged an event in July 2019 to prove that a prototype of the EV pickup could tow a 1,000,000-pound line of train cars loaded with F-150s. The official maximum towing capacity of the production model is a mere 10,000 pounds, but only trucks with the optional Extended-Range battery are capable of such feats. Standard-Range battery models are limited to a 7700-pound capacity. Payload capacity is as high as 2000 pounds for the Standard-Range model and as low as 1800 pounds for the Extended-Range. During our tow test pulling a 6100-pound double-axle camping trailer, the range of our Lightning Platinum dropped to just 100 miles at 70 mph.

With the smaller 98.0-kWh battery, Ford claims a driving range of 230 miles per charge; upgrading to the larger 131.0-kWh pack boosts the driving range to 320 miles. During our 75-mph highway range test, the Lightning Platinum managed 230 miles of range. Buyers will be able to charge their F-150 Lightnings at home via 110- and 220-volt outlets but the truck is also capable of juicing at public DC fast-charging stations, and Ford says it can charge from 15 percent to 80 percent of battery capacity in 44 minutes. Ford also engineered the F-150 Lightning to serve as a backup generator and says a fully-charged truck can supply up to three days of electricity for the average household in the event of a power outage.

The EPA has rated the F-150 Lightning Extended-Range for up to 78 MPGe city and 63 MPGe highway; the Standard-Range models are slightly less efficient at 76 MPGe city and 61 MPGe highway. During our time with the Lightning Platinum, we observed just 54 MPGe. For more information about the F-150 Lightning"s fuel economy, visit the EPA"s website.

Like the truck"s exterior, the F-150 Lightning"s cabin is much the same as the gasoline-powered F-150 with a few key differences such as an extra-large infotainment display and a voluminous front-trunk cargo bay. The F-150 Lightning is offered only as a crew cab with a 5.5-foot bed. Speaking of roomy, the F-150 Lightning offers a large front trunk (frunk) that utilizes the space where the normal F-150"s engine would sit to carry additional cargo weighing up to 400 pounds.

A 12.0- inch touchscreen infotainment system with Ford"s latest Sync 4 software is standard, but Lariat and Platinum models come with an even larger 15.0-inch display. Apple CarPlay, Android Auto, in-dash navigation, and a Wi-Fi hotspot, are all standard. Ford will leverage its partnership with Bang & Olufsen to deliver two different optional premium stereo systems, one with eight speakers in the Lariat and one with 18 speakers in the Platinum.

A host of driver-assistance features are standard, with Ford"s new BlueCruise semi-autonomous driving mode offered as an option. For more information about the F-150 Lightning"s crash-test results, visit the National Highway Traffic Safety Administration (NHTSA) and Insurance Institute for Highway Safety (IIHS) websites. Key safety features include:Standard automated emergency braking with pedestrian detection

The F-150 Lightning is protected by Ford"s basic warranty package but also includes an eight-year/100,000-mile policy for electric vehicle components. This additional warranty matches that of other EV rivals.Limited warranty covers 3 years or 36,000 miles

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The 2022 Ford F-150 is available in eight trim levels: XL, XLT, Lariat, Tremor, King Ranch, Platinum, Raptor, and Limited. While the XLT is the popular trim, we prefer the Lariat. We"ll explain why.

The base XL starts at $31,685 (including a $1,695 destination fee). Standard features include a 3.3-liter V6 engine and rear-wheel drive, automatic high beams, forward-collision warning, automatic emergency braking with pedestrian detection, and a backup camera. There are 17-inch steel wheels, cloth upholstery, air conditioning, an 8-inch LCD touchscreen, a digital owner"s manual, Bluetooth, Apple CarPlay, Android Auto, remote engine start, and Wi-Fi connectivity. Options include four-wheel drive, 2.7-liter or 3.5-liter V6 engines, a 5.0-liter V8 engine, or a 3.5-liter V6 hybrid engine. Also optional are trailer reverse guidance, backup assist, an auto-dimming rearview mirror, Sync 4, an eight-way power-adjustable driver"s seat, and an onboard mobile generator.

The XLT is priced from $38,325 and adds lane-keeping assist, rear parking sensors, blind-spot monitoring, and rear cross-traffic alert. It also comes with fog lights, power windows, heated power-adjustable side mirrors, keyless entry, and cruise control. Options include a remote tailgate release, LED exterior lighting, 20-inch wheels, and a 10-way power-adjustable driver"s seat.

The Lariat starts at $48,335 and includes a 2.7-liter turbocharged V6 engine, 18-inch aluminum wheels, trailer tow coverage, a remote tailgate release, LED mirror-mounted spotlights, fog lights, dual-zone automatic climate control, an auto-dimming rearview mirror, and leather seating surfaces. Options include active parking assist, a heated steering wheel, wireless smartphone charging, and a premium B&O sound system. This trim is our pick for most buyers. It provides a more responsive turbocharged engine, additional safety and comfort features, plus the new 12-inch infotainment screen.

Priced from $52,430, the Tremor has a standard 3.5-liter V6 engine, dual exhaust outlets, off-road shocks, special control arms and front knuckles, a distinctive hood, Tremor exterior decals, and halogen fog lights, headlights, and taillights. Options include TrailControl with one-pedal driving and trail turn assist and an integrated brake controller.

The western-themed King Ranch is priced from $58,805 and comes with a 5.0-liter V8 engine, adaptive cruise control, and rain-sensing wipers. The cabin features a heated tilt-and-telescoping steering wheel, King Ranch logos, wood trim, a navigation system, and an eight-speaker Bang & Olufsen audio system. Options include a satin aluminum tailgate applique, power-deployable running boards, and 20-inch chrome wheels.

The Raptor ($67,070) is off-road focused. It gets a high-output twin-turbocharged V6 engine, 35- or 37-inch off-road tires, skid plates, an off-road-tuned suspension, and a terrain management system with seven drive modes. Options include Recaro front seats with leather and Alcantara trims, Rhapsody Blue interior accents, and a Raptor exterior graphic package.

The top Limited trim, priced from $76,030, comes with a 3.5-liter turbocharged V6, 22-inch wheels, a panoramic moonroof, a power-operated liftgate, an 18-speaker premium Bang & Olufsen audio system, and an around-view monitor.

Ford is reopening orders for existing reservation holders on its wildly popular F-150 Lightning EV truck – the new models will feature an upgraded standard range, new colors, and more. There are also some expected yet significant price increases.

Starting Thursday, consumers that convert an order for the new Ford F-150 Lightning will get a host of new features. Ford’s prices are also going up from $6000 – $8500 depending on the trim.

So far, Ford is seeing incredibly strong demand for its EV models. In fact, sales of the popular Ford F-150 Lightning are surging; Ford has sold over 4,400 year to date.

Furthermore, the legacy automaker has secured 70% of the battery capacity needed to reach its 2 million units by 2026. Next year, Ford looks to hit a run rate capacity of 600,000 units.

Ford has ambitious goals for the EV market, and so far, it’s been paying off. The legacy automaker is now second in EV sales in America, only behind EV leader Tesla. With this in mind, Ford hit 10.9% EV market share in July – its highest percentage yet. That’s with massive supply constraints on its three EVs, the Mustang Mach-e, E-Transit and F-150 Lightning.

The automaker still expects a 90% CAGR, which would be more than double the forecasted industry growth. Will Ford’s new F-150 Lightning upgrades help it achieve its goal?

Several recent upgrades are featured in Ford’s new F-150 lighting upgrade. For one thing, new models come with an EPA estimated range of 240 miles, an increase of 10 miles from the previous version. We’re told that there isn’t anything new mechanically, but because the heated seats are now standard, the EPA stated range is slightly affected.

New colors – two new colors will be available, Avalanche Gray and Azura Gray. The new colors will replace Atlas Blue, Ice Blue Silver, and Smoked Quartz Metallic, which will no longer be available.

Pro Trailer Hitch Assist – an industry first, Ford’s new F-150 Lightning will feature automatic steering, throttle, and brake inputs to make hitching trailers easier.

The new Ford Pro Special Service Vehicle Package is now available on F-150 Lightning Pro models for fleet customers. The package includes police-grade heavy-duty cloth front seats, built-in steel intrusion plates and available roof-mounted LED warning beacons.

You had to know price increases were coming, and for those who plopped down $100 to get in line, this is going to sting. But realistically, inflation and supply chain issues have hit prices across all EV lines. Ford’s price increases generally lie about at the current federal tax rate of $7,500.

We’re told these orders that are placed starting Thursday will begin deliveries in the fall. Undoubtedly some order holders will balk at the new prices, but judging by the fact that you can usually sell your electric pickup for about double MSRP on secondary markets, I don’t think many people will give up their orders. Nor should people be surprised by the price hikes.

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The Ford F-150 full-size pickup truck is one of the best-selling vehicles on the planet—not just the U.S. The long-running American icon challenges rivals from across town: the Ram 1500 and Chevrolet Silverado or GMC Sierra.

As popular with fleet buyers looking to get the best bang for their buck from a rugged truck and those who want something flashy that won’t look at out of place driving up to, say, the tony Ritz-Carlton in Dallas, the F-150 has one of the broadest buyer bases imaginable.

The redesigned 2021 Ford F-150 embraces the digital age with a complete tech overhaul headlined by a standard 8.0-inch touchscreen or available 12.0-inc touchscreen and digital instrument cluster, over-the-air updates, and a hands-free driving system. Subtle design tweaks such as an active air dam and softened edges underscore the biggest change for Ford"s bestseller: A hybrid powertrain offered across the XL, XLT, Lariat, King Ranch, Platinum, and Limited lineup.

Available only with the crew cab in rear- or four-wheel drive, the hybrid system consists of the same 3.5-liter turbo V-6 standard on Limited trim but supplements it with a 47-hp electric motor packaged within the 10-speed automatic transmission to enable electric-only driving at speeds up to about 10 mph. The briefcase-sized 1.5-kwh lithium ion battery pack mounts on the frame under the floor at the rear of the cab, so cargo room isn’t compromised. Total output is 430 hp and 570 lb-ft and gets an EPA-rated 24 city, 24 highway, 24 combined mpg with four-wheel drive.

A 2.4-kw onboard generator is included with the hybrid, but it can be upgraded to a 7.2-kw generator with four 12-volt and one 240-volt outlets. It can tow up to 12,700 pounds; the turbo V-6 can tow up to 14,000 pounds. Five other powertrains largely carry over from 2020, but with a 10-speed automatic standard across the board.

Subtle updates to the exterior include C-shaped daytime running lights that extend into the lower bumper and fog lights, metal stamping replacing the cladding over the wheels, and a kink in the rocker panel that mirrors the front window kink. An available power liftgate doubles as a work surface with a built-in ruler, cupholder, phone holder, C-clamp pockets, and tie-down cleats with a bottle opener. Inside the mobile workroom occupies an available center console that can flip out into a hard flat surface over a collapsible gear shifter, but it still has the deep center console storage of any pickup. An available collapsible storage locker under the rear seats completes the clever packaging. Should owners need a siesta from the long work day, available power reclining front seats fold down nearly 180-degrees.

Those optional features show the wide use case of the 2021 Ford F-150, but even the base XL welcomes the digital age with an 8.0-inch touchscreen with wireless smartphone compatibility. The windows still require a manual crank. Additional features standard on some higher trims or optional across the board take the F-150 into the luxury class, ranging from a B&O sound system with 18 speakers to massaging bucket seats and a power tonneau cover.

Standard safety features include automatic emergency braking with pedestrian detection, active lane control, and automatic high beams, while options such as adaptive cruise control, a surround-view camera system, blind-spot monitors and other driver assist systems make the truck safer and easier to operate. It"s made even easier with an available system called Active Drive Assist that includes a driver-facing camera to enable hands-free driving over at least 100,000 miles of mapped divided highway in North America. Self-parking features are also included with that system.

Although Ford had previously built passenger-car-based trucks, the company sold its first true full-size pickups in 1948. Throughout much of the next decades its F-Series pickup trucks came with 6- or 8-cylinder engines; 3-, 4- and 5-speed manual transmissions; and a single two-door body style. By 1960, the "F-100" had been christened at the entry level, with F-250 and F-350 versions available with an early kind of four-wheel drive. As most trucks of the era were designed as "flareside" models, Ford added a plain-sided Styleside version that would dominate sales from then on.

For the fourth-generation F-100, Ford added a "Ranger" trim level and briefly built some trucks with unibody construction, returning to body-on-frame designs in the mid-1960s. Four-door models were offered, as were versions that adopted camper tops easily. A fifth generation arrived in 1967, with plainer sheet metal but the essential truck features intact: V-8 or inline-6, two- and four-door body styles, and payload capacity into heavy-duty territory. The sixth-generation truck is known primarily for adding the 302 V-8 to the lineup, spawning a new two-door Bronco SUV, and bringing the F-150 badge to the lineup; the latter was a higher-payload version of the existing F-100.

The F-150 grew more upright and more capable in the next three generations of trucks sold from 1980 to 1996. Diesel engines and new automatic transmissions joined the lineup, and the Ranger name was split into its own compact-pickup truck lineup. An "Explorer" trim level joined the F-150 lineup and would be spun off into its own SUV range in the same decade. In the eighth-generation truck that arrived in 1987, fuel injection became the norm, and flareside bodies went away for a time; rear anti-lock brakes were standard, for the first time on a full-size pickup truck. The ninth-generation truck went on sale in 1992 and brought with it a driver-side airbag and slightly smoother styling.

The 10th-generation F-150, sold from 1997 to 2004, marked a sea change in pickup trucks. Ever more the choice of commuters and daily drivers, the F-150 grew far more shapely and rounded in this generation—mimicking the lines of some of Ford"s passenger cars. The old, squared-off truck was continued for a while, until Ford could tell if pickup-truck drivers would approve of the new looks. They did: The F-Series retained its best-selling title and grew even more popular. New engines came with the new body style, including versions of the Ford "modular" 4.6-liter and 5.4-liter V-8 that would prove very durable. The usual two- and four-door and extended-cab versions were available, as were four-wheel drive and a 4-speed automatic, along with heavy-duty F-250 versions. Special editions introduced in this generation included the SVT Lightning, the Harley-Davidson F-150, and the King Ranch edition. Safety ratings were poor, though, and while this F-150 had good reliability, its cruise-control system was involved in a major recall for the potential of causing a fire. This F-150 spawned a short-lived Lincoln Blackwood version, along with the longer-living Ford Expedition and Lincoln Navigator SUVs.

The 11th-generation F-150 arrived in 2004 and began to revert the truck"s shape to its more angular past. A more upright grille, and more squared-off window openings were the hallmarks of the design. While it didn"t change much mechanically, it did introduce standard curtain airbags and stability control to the full-size pickup range at Ford. The company put special attention into reducing the truck"s cost and complexity, making it easier to build—and even more reliable. By some measures, it was considered the most reliable pickup truck ever built. Ford attempted another Lincoln pickup from this generation—the Lincoln Mark LT, which like the Blackwood before it, was a sales flop.

The 12th generation of the Ford F-150 arrived in 2009, with its sheet metal even more crisply folded than earlier models—bearing many cues of a Ford F-350 Tonka concept truck from the late 2000s. The 12th-generation F-150 wore a very large, very bright, very tall grille to emphasize its "truck"-ness. It"s somewhat redundant, since the F-150 was one of the most capable towing and hauling light-duty trucks available in America.

In 2011, the F-150 received its most comprehensive powertrain update. To go with its cutting-edge technology—including Bluetooth, SYNC voice control, even ventilated front seats—the F-150 gained four new engines, all teamed with a 6-speed automatic transmission. A 302-horsepower V-6 rejoined the lineup for the first time in more than a decade, and delivers the F-150"s best gas mileage, at 17/23 mpg; turbocharging a version of the engine created the EcoBoost, with 365 horsepower and a towing capacity of 11,300 pounds. A 5.0-liter V-8 with 360 hp brought Mustang-style engine noises to the full-size truck, along with 15/21-mpg fuel economy. Finally, there was a 6.2-liter V-8, with 411 hp and 13/18 mpg fuel economy, offered in the most upscale F-150s as well as the off-road Raptor.

For the 2012 model year, Ford added a new automatic all-wheel-drive mode to some 4x4 F-150s, and swapped out limited-slip differentials for an electronically simulated limited-slip function. Then on the 2013 Ford F-150, the automaker added MyFord Touch"s suite of voice, steering-wheel, and LCD touchscreen controls to the pickup, with other minor changes to the front end, including high-intensity discharge headlights to some models. The King Ranch model returned as well, with a new black interior choice and standard MyFord Touch, for a base price of more than $44,000.

In this generation, the F-150 came in a host of cab, bed, powertrain, and suspension variations. Three cab configurations with multiple wheelbases and box lengths each were offered, providing choices to satisfy just about any trucker"s need with the F-150. Properly outfitted, this F-150 could tow 11,300 pounds—while earning top crash-test scores (including IIHS Top Safety Pick status and a "Good" rating in the roof-strength test). Unlike GM"s pickups, there was no Hybrid edition, and the F-150 fell behind the Ram"s excellent ride quality. However, this F-150 had a well-built cabin, excellent shift quality and comfortable seats—as well as the off-road-ready Raptor model and some of the most up-to-date luxury features found on any truck.

Over the years, the F-150 has been mechanically related to the Ford Expedition and Lincoln Navigator, though those SUVs now only share powertrains with the trucks.

It may not have looked all that different from the outgoing F-150, but in 2015 Ford updated its truck with an aluminum body designed to save weight—and thus increase fuel economy. It was one of the boldest moves ever made in the pickup segment. In many ways, the 2018 is a major update of the 2015.

Inside, the look was not a great departure from previous versions of the pickup, though there was a new level of upscale design and nicer materials on premium trims. Blocky shapes and sturdy structures were the visual theme to back the F-150’s chosen mission. Ford also added a long list of standard and optional features, including massaging seats, a surround-view camera system, and several nifty in-bed storage solutions.

Engines were another area of innovation for the F-150. Four engines were available from the start, and while three were familiar, the new 2.7-liter EcoBoost V-6 was an unusual choice; Ford saw it as the go-to for gas mileage in the new F-150. Also available was an updated 3.5-liter V-6 engine, which replaced the outgoing truck"s 3.7-liter, as well as the familiar 3.5-liter EcoBoost V-6 and 5.0-liter V-8.

The F-150’s front suspension is a coil-on-shock independent arrangement, while the rear retains the Hotchkiss-type solid axle riding on leaf springs and outboard shock absorbers. The rear suspension got a significant rework, however, with a switch to staggered shock placement among other changes. Improved electric-assist power steering and four-wheel-vented ABS disc brakes round out the key mechanical specs.

Ford used the 2015 Detroit auto show to announce a new Raptor based on the aluminum F-150. The new super-truck, which arrived in the 2017 model year, featured an upgraded suspension, a new four-wheel-drive system, and a high-output Ford Performance 3.5-liter EcoBoost V-6 that makes more power and torque than the outgoing 6.2-liter V-8 engine. Ford says the second-generation truck weighs 500 pounds less than the previous Raptor, as well.

Ford also announced that the F-150 is be available with natural-gas and propane fuel options. Beginning with the 2016 model year, the F-150 equipped with the 5.0-liter V-8 is available with a gaseous-fuel prep package. Vehicle upfitters will then be able to install the necessary tanks and other hardware to convert the truck after sale.

For 2017, Ford outfitted its top-end F-150 models with a next-generation version of its 3.5-liter EcoBoost engine, which added 10 hp and 50 lb-ft of torque. It paired the new engine with a new transmission too: a 10-speed automatic jointly developed with General Motors.

Refreshed for 2018, the Ford F-150 got new gas and, for the first time, diesel engines, and it brought a bunch of big safety upgrades to the table. The 3.0-liter turbodiesel V-6 engine returned up to 30 mpg on the EPA cycle, which helped the F-150 compete with Ram"s  mild-hybrid and GM"s turbodiesel V-6.

In 2019, a new 3.3-liter V-6 replaced last year’s 3.5-liter as the truck’s base engine. A new 2.7-liter twin-turbo V-6 made 325 hp and 400 lb-ft of torque and got an EPA-rated 20 city, 26 highway, 22 combined mpg in rear-wheel drive.The automaker also revised the optional 5.0-liter V-8, which although declining in popularity against the boosted V-6s has been a solid choice for many buyers. The 3.5-liter twin-turbo V-6 carried over into 2018.

Since 2018, all of those engines except the base V-6 were mated to a new 10-speed automatic transmission co-developed with General Motors. Rivalries only go so far, it turns out.

If you haven’t heard yet, the Ford F-series of trucks has been the number one selling vehicle in the United States for decades. America loves its trucks, and especially. Many of those trucks are actually modern workhorses. They’re used by contractors, landscapers, farms, in large fleets, and are an important tool for many small businesses.

Ford transforming its number one selling vehicle into an EV doesn’t just give the automaker electric-vehicle cred, it’s part of a huge push by the automaker, and others, to electrify the fleet vehicles of the world. For the rest of us, it’s a way to satiate our desire for big American trucks. Going green shouldn’t interrupt our desire to sit above all the people in sedans.

The F-150 Lightning isn’t alone, and the electric truck market is the newest battleground of the auto industry. Every automaker seems to have an electric pickup on the horizon. It should end up as a crowded field, with all the hype around the segment, especially with the Tesla Cybertruck on the horizon. But the reality is that, right now, the Lightning’s main competitor is the Rivian R1T.

While both are pickups, they tend to appeal to different demographics. The R1T is geared toward the more outdoorsy truck buyer while the F-150 hits the traditional and business buyer.

To that end, the Lightning is available for both business and private customers. The less expensive (but business-centric) Pro model starts at $51,974, and for the rest of us it starts at just under $60,000. A huge price tag, but not that big of a deal for pickup buyers. In December of 2021, the average transaction price for a full-size pickup was $60,000(opens in new tab). That’s the average amount people paid for a new truck in December 2021.

After a week behind the wheel of the F-150 Lightning, putting it through its paces as a pickup, we found the truck to be more than worthy of its name. In fact, this is likely the best F-Series truck on the market. It’s certainly the best F-150.

Thanks to an all-wheel-drive drivetrain and electric powertrain, the Lightning felt more planted to the asphalt than its gas counterparts and far smoother while driving around town and on the highway. In fact, it’s the best riding pickup on the market right now. Even better than the current king of pickup-ride quality, the Ram 1500.

The pickup is a treasure chest of technology that people will actually use. Power outlets are available everywhere and the vehicle’s ability to power a home from its battery pack is a huge draw for those that live in areas with frequent power outages. In addition to the cargo space in the bed, the Lightning’s frunk has enough space to store tools, groceries, and other items that a driver wants out of sight.

On the consumer side, the automaker’s Sync infotainment system is housed in either a portrait-oriented 15.5-inch touchscreen with a volume knob near the bottom of the screen or the standard 12-inch landscape display that ships with the XLT trim. Our XLT test vehicle had a 12-inch display and it was more than adequate for our needs. Regardless of display size, the system supports wireless Apple CarPlay and Android Auto.

Outside of some badging, the F-150 Lightning’s exterior is essentially the same as its gas counterpart. But despite looking like every other F-150 on the road, the Lightning delivers a better experience for most drivers. It drives better, has more cargo space, can power your home, and has an impressive range. Just don’t ask it to tow large loads for long distances.

The fleet and business Pro model starts at $51,974. For the rest of us, the XLT trim level starts at $59,474. The mid-level Lariat starts at $74,474 and the high-end Platinum variant is just shy of $100,000 starting at $96,874. These prices do not include a $1,795 destination charge.

Adding the 131-kWh larger battery to the mid-level XLT and Lariat trims costs extra, ranging from $11,500 (Lariat) to and insane $21,500 (XLT), with the benefit being more range. The EPA rates our XLT test vehicle at 320 miles of range with the larger battery. In our tests, we secured 322 miles of range from the pack. With the standard battery, the EPA rates the vehicle’s range at 240 miles.

But you get more than range, since Ford throws in its Charge Station Pro as well. This home charger supports the bidirectional charging feature that allows the truck to power a home. The larger battery also has a faster onboard charger, charging at up to 19.2 kW compared to the standard battery’s 11.3 kW. Ford says that with the Charge Station Pro, the Extended battery pack can be charged from 15 percent to 80 percent in eight hours instead of 10.

The big question for buyers is if 80 additional miles of range, quicker at-home charging, and a charging station that supports powering your home are worth the additional $12,500.

Not so hot on the heels of GM’s Super Cruise, Ford has its own hands-free driver assistance system, BlueCruise. We’ve tested the system on other Ford vehicles and while it’s not as robust as GM’s offering, it’s getting better with each drive. Adding it to the Lariat trim F-150 Lightning costs an additional $2,200. It’s standard on the Platinum and not available on the XLT model.

Our range test is a 50/50 combination of highway driving with very little traffic and surface street driving with usual mid-day traffic. The test was conducted on a day with mild weather (between 65 and 70 degrees) and with little to no wind. Based on our experience with other Ford EVs that have also met or slightly exceeded their EPA range numbers, we expect that the smaller 98 kWh Standard range battery will have no issues hitting its EPA-stated range.

Where things do get disappointing is Ford’s use of a 400-volt electrical architecture, which limits how quickly the Lightning can be recharged. All trim and battery capacity versions of the pickup support DC fast charging up to 170 kW. Considering the size of the battery packs, especially the Extended range version, 170 kW feels slow when you consider that the Hyundai Motor Group is outfitting its E-GMP vehicles with 800-volt systems with charge rates above 200kW.

Fortunately, level 2 charging for the Extended range battery is 19.2kW. For the regular battery pack, it’s 11.3 kW. So overnight charging of the Lightning shouldn’t be a problem with charging stations that can output that much energy.

The F-150 Lightning has an enormous frunk, offering 14.1 cubic feet of space and the ability to hold up to 400 pounds. During a video shoot, we were able to shove tripods, tools, and multiple backpacks full of gear into the frunk and still have room for additional items. It even has a drain for those looking to fill a section with ice for tailgating and camping.

In addition to more space, it’s also somewhere to place items that you would want out of sight. Something that can be difficult with a pickup without a bed cover.

The electric powertrain also offers up opportunities for working on the go and keeping your lights on during blackouts. For those out in the field, the Pro Power Onboard can be used to deliver electricity to tools, lights, even other EVs with either 2.4 kW or 9.6 kW of power. Ford even threw in a few EV charging adapters in case you need to help a stranded vehicle, and we used it to charge a Ford Mustang Mach-E. Power is available in the bed, frunk and in the cabin.

More impressive is that the electric F-150 supports vehicle-to-load (V2L). It can be used to charge your home when coupled with a supported home charging station. For those that opt for the larger Extended range battery, Ford includes the station needed to make this a reality. If you live in a region with irregular power supply from utilities, the F-150 can replace at-home battery solutions like Tesla’s Powerwall.

As for the grid, Ford and California energy provider PG&E have begun a pilot program to determine how the Lightning can be used to help alleviate the pressure placed on the grid during high-energy usage days.

In addition to grabbing the asphalt more consistently, it also contributes to quicker acceleration combined with a more confident feeling of control over the vehicle. Steering isn’t as tight as the power delivery, but it’s far tighter than you would expect for a pickup.

The ride quality also gets an upgrade. Previously the best riding pickup was the Ram 1500 pickup. The Lightning with its low center of gravity and lack of engine vibration now beats it offering a smooth experience that when combined with the structural rigidity afforded to the body-on-frame pick by the inclusion of a large battery pack.

The biggest downtown is also an issue without the entire large pickup truck market and that’s lack of forward visibility. Current truck design includes a more squared off hood which reduces what you can actually see right in front of the Lightning. In parking lots, around town, in drive throughs, and in gridlock, it can be difficult to determine how close you are to smaller vehicles ahead of the pickup. I would have gladly given up a few cubic feet of space in the frunk for the ability to see what’s happening directly in front of the Lightning.

On the road, the Lariat and Platinum versions of the vehicle support Ford’s BlueCruise hands-free driver assistance system. Our test vehicle was the XLT trim level so we were unable to test the system on the pickup. Although we have used the driver assistance system on the Mach-E and found it to be adequate but not nearly as robust as GM’s Super Cruise hands-free offering.

All three consumer trim levels come standard with Ford’s Co-Pilot safety suite that includes a 360-degree camera, cross traffic alerts, reverse sensing system, pre-collision assist with emergency braking, reverse brake assist, and lane keeping alerts. It’s a robust standard system that should give drivers additional piece of mind while driving the rather big vehicle.

Navigation and turn-by-turn directions are on par with offerings from other automakers. It’s likely not enough to get people to switch from Google Maps, but it gets the job done.

The F-150 Lightning is what happens when an automaker realizes that not all EVs need to be outfitted with clever features and minimalist interiors. Instead the company took a proven entity and actually improved upon it without diminishing what actually sells the vehicle.

In fact, thanks to the electric powertrain, Ford has introduced the best F-150 ever. It’s smoother, smarter, quicker, and has an insane amount of cargo space that you can actually hide from the public. It’s done this with the same body we see on the gas version which means all the attachments, cages, and other items that are available to bolt on to the gasoline F-150 will fit without issue on the EV version.

It’s really the best of both worlds which is exactly what Ford needed to introduce to the world. A work truck that is ready for work, but at the same time makes you feel better about your environmental choices with a little pampering thrown in for good measure.

2022 is turning into a transformative year for the American pickup truck. First, there was the rebirth of the compact pickup with the Hyundai Santa Cruz and Ford Maverick. Now, battery-powered trucks like the GMC Hummer EV, Ford F-150 Lightning and Rivian R1T have arrived. Hummer production is still ramping up, but Ford and Rivian are delivering trucks in quantity, which means it’s time to see how they stack up against each other.

Full-size pickup trucks have been the top-selling vehicle type in the U.S. market for decades, with the Ford F-series leading the segment for 44 consecutive years. In 1978, trucks were still primarily for work, but in 2022, a large number also double as family vehicles. Single-cab bench-seaters were, over time, supplanted by extended cabs and ultimately four-door crew cabs. According to Ford, more than 80% of full-size trucks sold today are crews.

While many non-truck vehicles over the last 30 years have shifted to unit-body architecture, the emergence of the electric “skateboard” platform has meant a shift to a new kind of body-on-frame. The F-150 has always been body-on-frame, and so is the Lightning, with its new frame now housing a 131-kWh battery pack (a 98-kWh pack is standard). The R1T’s frame is much larger, stretching to the full width of the truck, and houses a 135-kWh pack. (An optional smaller pack is coming soon).

But that’s where things start to diverge. Ford opted to keep the separate cab and bed structures of the gas F-150, reusing most of the same stampings except for outer skin. Rivian has a unified cab and bed similar to the Honda Ridgeline and the upcoming Chevrolet Silverado EV. The Rivian is also significantly smaller. At 217.1 inches long, the R1T is close to a midsize truck and, in fact, is almost identical to the Jeep Gladiator size-wise. While they have a lot in common, the more time spent with them, the clearer it becomes they are targeted at different buyers.

While automakers love to pitch the go-anywhere, do anything capabilities of trucks and SUVs, the reality is that most of them spend the vast majority of their life on the road. Whether being used as a daily driver, or a work truck, most of the “off-road” use is limited to unpaved rural roads and gravel driveways. Thus, decent ride quality is quite important on modern trucks.

Both the Ford and Rivian feature four-wheel-independent suspensions with similar front control arm setups. At the rear, the Lightning has semi-trailing arms, while the R1T has a more sophisticated 5-link layout. The most notable difference is the springs. The Lightning has classic steel coil springs, while the Rivian has an air spring setup at all four corners that allow for adjustable ride height.

Those that have driven old-school trucks with nothing in the bed will be familiar with how squirrelly and bouncy they can get when driven on slippery surfaces. While modern crew cab trucks have a better weight balance of about 60% front and 40% when empty, standard cabs can be closer to 70/30. The big heavy batteries slung down the middle of the frame means these electric pickups are about 50/50 when empty, making them much easier to drive.

Despite being significantly larger, the Ford is about 500 to 700 pounds lighter than the Rivian, depending on the configuration and equipment. Both are very quiet thanks to the electric powertrains and an emphasis on smoothing out the contours to eliminate wind noise.

On smooth pavement, there’s not much difference in ride quality, but as the surface gets rougher, the Rivian transmits more of the road texture and noise into the cabin while the Lightning feels a bit more supple. Both are shockingly quick and have enough torque to chirp the tires, even pulling nearly 10,000-pound trailers. The Rivian’s 835 horsepower will get it to 60 mph in 3 seconds, but even with a “mere” 580 hp, the Ford gets there in just over 4 seconds. Both are faster than the speed king of gas-powered pickups, the Ram 1500 TRX.

Our on-pavement verdict:While the Rivian is marginally quicker to accelerate, the superior ride quality of the Ford on rough pavement gives it the edge in real-world usability.

Both of these trucks have electric motors at both axles, providing four-wheel-drive on demand. But aside from the size, this is where some of the biggest functional divergences come in. The Lightning is very much a mainstream F-150, lacking the specialized off-road modifications found on a Raptor or even Tremor model.

It does include a standard electronic locking rear differential which helps when grappling for grip on loose surfaces. However, it has only 8.9-inches of ground clearance. The Lightning does fine on muddy trails getting to a cabin or moving across farm fields, and the 775 lb-ft of torque makes climbing steep hills a breeze. But with 145.5-inches of wheelbase, this just isn’t a rock crawler that can chase Jeep Wranglers down the Rubicon Trail.

The Rivian is very different. While we are pitting against the Lightning here because they are both battery-powered pickups, its real competition is the Jeep Gladiator. The Lightning has one motor for each axle, while the R1T has four, one for each wheel. This allows each wheel to be individually controlled with instant torque response as needed.

The air spring suspension allows the Rivian’s ground clearance to be varied between 7.9-inches for its parking mode all the way up to 14.9-inches. In combination with its shorter wheelbase and overhangs at both ends, it has much steeper approach, breakover and departure angles. It can also ford through 42 inches of water compared to the 24-inch limit for the Lightning. The R1T’s 35.5-degree approach angle is a bit short of the 43.4-degrees available in the Gladiator Rubicon, but the 26.4 and 30-degree breakover and departure angles beat the Jeep.

Ford made a conscious decision in designing the Lightning that it would be, first and foremost, an F-150. Ford hasn’t led the truck sales race for four decades by not understanding its customers.

Apart from the larger 15.5-inch center touchscreen adopted from the Mustang Mach-E, the rest of the cabin is exactly what can be found in any other current generation F-150. That includes the available, nearly fold-flat max recline front seats, the same fold-down shift lever, the same physical controls that can be operated using work gloves and the same huge crew cab. There’s ample room for 3 burly construction workers to sit in the back seat.

The Rivian’s Tesla-style minimalist approach to design with a dearth of physical buttons and switches is much more modern. The overall look and feel are very premium, in keeping this truck’s pricing. There is real wood trim on the dash, and the vegan leather on the seats and other surfaces looks and feels luxurious. There’s a large 15-inch central touchscreen and a smaller display in front of the driver for the gauges.

With most controls buried in the touchscreen interface, some functions are challenging to get to, but basics like wiper control and shifting are on stalks where they belong. The shorter wheelbase and body length mostly come out of the rear seat, but there’s still more than adequate legroom back there. Being slightly narrower also means there is less shoulder room for three in the back.

Both Launch edition Rivian and the Lightning Platinum have full panoramic glass roofs, but only the Lightning offers a panel that opens to provide some fresh air. The R1T’s doesn’t open.

Our cabin verdict:While the Rivian looks a bit more modern and premium than the Ford, the Lightning is much more functional, especially for those that plan to use it as a working truck.

Just as the R1T looks more modern inside, the technology also feels more modern in many respects. That doesn’t necessarily mean it works better. The graphics on the center screen look pretty, and changing drive modes show the truck moving into different scenes. However, Rivian has built all of its software from scratch, and the R1T is its first product. As you might expect, there are some bugs and occasional glitches and lags.

It is better than it was when we first drove it eight months ago, but it still has some way to go. For example, the navigation map tiles can sometimes take up to 30 seconds to load.

Like Tesla, Rivian has declined to incorporate support for Android Auto and Apple CarPlay. It does have built-in apps for Spotify and Tune-in, which is fine if you use those particular services. If you prefer streaming from other apps, you’re stuck with Bluetooth. Speaking of Bluetooth, Rivian includes a removable speaker that sits low in the front of the console for use at the beach or campsite.

The R1T features a full suite of external sensors, including 11 cameras and 5 radars. As this is written, Rivian’s Driver+ assistance system provides adaptive cruise control and lane centering, but it’s not yet a hands-free system. On the highway, the system keeps the truck in the lane, but it does still wander between the lines more than the Ford, and on curves, it can sometimes drift out without a tight grip on the wheel.

The Lightning uses the same SYNC 4A infotainment system found in the Mach-E. The top two-thirds of the screen is dedicated to the current application, such as media, navigation or energy use. Below that is a carousel of most recently used app cards. Ford has clearly learned from its problems with MyFord Touch a decade ago and kept the interface clean and provided large touch targets. CarPlay and Android Auto are supported with or without a USB cable. SYNC 4’s performance is smooth and lag-free.

Ford’s hands-free BlueCruise highway driving assist system still isn’t as good as GM’s Super Cruise, but within the limits of what it does, it works reasonably well and does a better job of keeping the truck centered in the lane than Rivian’s Driver+.

Both trucks have solid audio systems with great sound that takes advantage of the quieter environment of an EV, Ford using B&O Play while Rivian uses Meridian. For voice control, Rivian relies on Amazon Alexa voice services. Ford also has built-in Alexa support now but also uses Ford’s own system and the assistants from Google and Apple if a phone is paired. At any moment in time, commands can be issued to change temperature, navigate, play audio or other functions by saying any of four corresponding wake words.

Our tech verdict: Rivian has pretty graphics, but unfortunately, its systems don’t always work as intended. Ford’s setup might be more traditional and less visual, but the Lightning offers more functionality at this time and generally works better.

A pickup truck is first and foremost a utility vehicle. It’s designed to haul stuff and tow and go places. Both of these trucks tackle these challenges based on their design biases. As stated previously, the Lightning is above all an F-150 and does everything an F-150 does and mostly more.

Trucks have a bed to put stuff in, but the F-150’s is a foot longer and significantly wider as well. It has nearly twice the volume of the R1T’s bed. Depending on the configuration, the Lightning has a payload capacity of up to 2,200 pounds, although the Platinum trim that was tested is limited to 1,660 with all of the luxury gear consuming some of that payload. The R1T is limited to 1,464 pounds, which is better than the Gladiator but unimpressive compared even to the Ford Ranger.

When connecting a trailer, the Rivian has a slight edge of 11,000-pound max towing compared to 10,000 for the Ford. Both trucks are extremely capable with heavy trailers and barely feel like anything is connected. The downside of towing with an electric truck is that range may fall by anywhere from 25-50% depending on the shape and weight of the trailer. Since most charging stations aren’t yet configured with pull-through charging bays, this may require disconnecting the trailer to charge on long trips.

Thanks to the absence of an engine up front, electric trucks also offer the ability to have lockable enclosed storage. The R1T has an 11.1 cubic-foot frunk, while the Lightning provides 14 cubic feet. However, the Rivian’s front fascia is fixed in place, while the panel that would be the grille on a gas F-150 is attached to the hood. When open, the Ford has a far lower liftover height to use the frunk.

Ford’s smart hitch and load sensors allow drivers to monitor how much payload they have and the tongue weight of the trailer to prevent overloading, but Rivian doesn’t have an equivalent system, but it does have some things Ford doesn’t.

The unit body architecture of the R1T designers to incorporate an additional 11.7 cubic foot gear tunnel spanning the width of the truck between the cab and bed. This is ideal for storing longer items or even the optional slide-out camp kitchen with an electric induction stove and sink. The Rivian also has a built-in air compressor in the bed to enable tires to be reinflated after air downing for an off-road trek.

The Rivian has a pair of 120V AC outlets in the bed as well, but the Lightning’s ProPower onboard system comes standard with 10 120V outlets and 2.4-kW of power available. Four outlets plus a pair of USB ports are in the frunk, two more in the cab and four in the bad. The optional 9.6-kW system also adds a 240V outlet in the bed for more power-hungry tools on a work site. The Lightning’s bidirectional power capability can also power a home for several days if the power goes out.

Our utility verdict:Very much a case of different tools for different jobs, the Lightning is very much targeted at traditional truck buyers while the Rivian is for adventurers, and each is optimized as such. The gear tunnel is great, but the Ford’s easy-to-use frunk and power output capabilities again give it a slight edge.

When it comes to value, the winner might seem obvious, but as in the other categories, the answer is less simple. The standard range Lightning Pro starts at just $40,000, while the R1T starts at $67,500. However, most buyers will probably prefer the extended-range Ford with up to 320 miles of range.

Unfortunately, the $50,000 Lightning Pro with the bigger battery is only offered to commercial customers despite the fact that it is well equipped enough that a lot of retail customers would probably be more than happy with it. The extended range XLT bumps the price up to $72,500, and a loaded Platinum will be over $93,000. The $85,000 R1T Launch edition is sold out, but even the Adventure trim can be optioned up to prices comparable to the top-end Ford.

Our value verdict: A draw unless you happen to need a basic work truck, in which case that Lightning Pro is the only choice. As luxury trucks, which is the better value depends on how you plan to use your truck.

With four category wins for the Ford to one for the Rivian and one tie, this might seem like a blowout for the Lightning. But despite both being electric pickups, it really comes down to what you want to use the truck for. Considering the job to be done, pick the right tool, and buyers are unlikely to be disappointed. The era of the electric pickup truck is here and off to a bright start.

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Inside a colossal new plant, about 13 football fields long, the employees of SK Battery America are at work 24/7, essential players in the high-stakes early days of a worldwide battle to build the motors of the future.

The sweeping new climate bill just passed in Congress allocates nearly $400 billion over 10 years to encourage the clean energy transition and the growth of factories precisely like this one: A gleaming gray structure, midway through the semirural stretch of Georgia between Atlanta and Greenville, S.C., where the exurbs are encroaching, life is getting more expensive and a job building an electric car doesn’t mean you can afford one, at least not yet.

In green, taupe, teal and navy uniforms color-coded to their specific role — engineer, operator, maintenance, quality control — masked workers shuffle carts filled with half-finished parts between mechanical stations arranged like cavernous grocery aisles.

Supervisors peek at tablet screens, tweaking dials, overseeing the robotic orchestra tucked behind thin, sterile walls of glass. A dizzying range of machines pirouette perfectly around one another, chopping, welding and packaging: an ensemble that turns raw, rhino-size rolls of copper and aluminum coated with nickel, cobalt, manganese and graphite into small but mighty packets — battery cells. Each one no longer or heavier than a hardback book.

All told, once packed and charged together and inside a new Ford F-150 Lightning, these lithium-ion batteries can make that all-electric truck, weighing in at over three tons, lurch forward from 0 to 60 miles per hour in just about four seconds.

“Listen, I drove it home last night, it’s badass,” said Cody Cain, the general manager at Billy Cain Ford, the local dealership owned by his father, Billy, which sits one mile away from the battery plant. “It’s an unbelievable vehicle.”

On a spin down the two-lane roadways of northeast Georgia’s Appalachian foothills, a display model of the Ford Lightning whizzes along. The truck wields the force of a 580 horsepower motor with silent ferocity, and zero carbon emissions — indistinguishable from its gas-powered brethren aside from the absence of exhaust pipes and roars from the front grill.

The Lightning, Mr. Cain noted, also doubles as a mobile generator — able to juice up various tools at a work site, recharge your home if the power goes out in a storm, or plug in anything on a camping trip. Great for big families, contractors or coaches, something Mr. Cain, 41, and a former college baseball player, has been himself.

In the near future, the so-called Rust Belt, along with the Deep South, could become the Battery Belt. And the F-150 Lightning, paired with its growing slate of American-made competitors, could offer an all-around win: manufacturing revitalized, gas money saved, and the potential to curb the transportation sector’s leading 27 percent share of U.S. greenhouse gas emissions. A clean energy transition temptingly driven by strong, spacious, all-American vehicles with cultural cachet. A solution without sacrifice. Carrots, not sticks.

The problem is Mr. Cain and other dealers sell cars and trucks to people in the here and now. And right now, he says, “they’re not buying electric because there are none.”

In terms of availability, it’s barely an exaggeration. The global supply chain crisis has hobbled automotive production, hurting the in