for f150 2 lcd monitors in the front price

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The new electric F-150 Lightning is a big deal for Ford and, really, for the car industry at large. The F-150 has been the bestselling vehicle in America for over 40 years now, which means an EV F-150 is a big step toward electrifying cars, period.

But it’s mainly a big step for Ford, which is rapidly undergoing a massive transformation into an electric car maker. Ford CEO Jim Farley recently restructured the company into two divisions: Ford Blue, which will focus on gas-powered cars, and Ford Model E, which will be led by ex-Apple and Tesla exec Doug Field and develop EVs and software. Farley is cutting jobs from the gas division and investing in the EV division; it’s no secret where he thinks the future lies.

But there are a lot of steps from here to there, and Ford still has to handle some of the basics, like expanding the charging network for the Lightning and Mustang Mach-E so it can compete with the Tesla Supercharger network. It’s also completely resetting its software strategy in a partnership with Google, with a big transition to Android Automotive and Google services coming in the future. And, of course, there’s the little problem of convincing American truck buyers that an electric F-150 is still… an F-150.

Happily, the F-150 Lightning is a terrific F-150 — and a terrific truck. If you can find one to buy for a reasonable price and you’ve got a handle on charging for how you’ll use it, it’s clearly a better choice than a gas-powered truck.

But the Lightning is not without its issues — Ford can’t make enough to meet demand, just raised prices, and is still trying to get dealers to stop marking available units up by tens of thousands of dollars. And then there’s the software. This is a very fast truck that is also a maddeningly slow computer.

I talk to a lot of car CEOs on the Decoder podcast, and there’s a big idea that comes up consistently in all of those conversations: the notion that cars are becoming smartphones on wheels. Ford’s Farley was explicit about it in his last Decoder appearance, saying that his goal was “a fully networked vehicle… like you said, a computer on wheels.”

Reviewing the Lightning like a computer on wheels makes it clear that while there might be a lot of code in modern cars, there still isn’t a lot of thought about what makes a great user experience for a rolling computer. The Lightning is in some ways a dazzling technical achievement — a reliable mass-produced EV pickup truck that claims 300 miles of range and acceleration that let me keep up with a new Corvette Stingray in an impromptu highway showdown — but also a stopgap as Ford resets its entire software strategy around Android in partnership with Google.

That new Android-based software isn’t shipping on any Ford vehicles until sometime next year, though, and probably not on this generation of F-150s at all. That means, for now, we’re looking at Ford Sync, which, well, it’s Ford Sync. Regular F-150s have a 12-inch landscape center screen running Ford Sync 4; the Mustang Mach-E and the Lightning have a 15.5-inch portrait center screen running Sync 4A, which is the same as Sync 4 with the addition of touchscreen climate controls and widgets that fill out the vertical height of the display.

The result is that the software experience of the Lightning often feels trapped in the past, with no clear path to the future because Ford’s real software efforts lie elsewhere. The instrument cluster features the same cryptic icons and fundamental menu layout Ford has used in its cars forever. That huge portrait infotainment screen is woefully underutilized and the menu layout can feel like a randomly generated maze with no destination. (I’m serious: the top two menu panels are labeled “Controls” and “Settings” but then the screens for individual tabs under “Controls” have buttons labeled “Settings,” as though Ford’s designers all attended a seminar about the relative and evolving nature of all language.)

The screen is laid out into four zones: there’s a menu bar area; what you might call the app window; those widgets; and then the climate controls. Once you start using Sync 4A in the Lightning, you quickly encounter two main issues: one, the whole thing can feel extremely slow; and two, the screen is wildly underused compared to how big it is. You can do one thing at a time on the 15.5-inch screen, and that’s really it. There are oceans of pixels here, but for some reason, you can’t have the map and the radio open at the same time.

There’s a quick action button to navigate back home on the map widget, but it just opens the map app full-screen, defeating the purpose of the widget entirely. I’d love to have CarPlay open to handle my phone and messaging alongside the radio, but that’s not possible, even though the display is clearly big enough to show both at once.

All of that is made worse by how slow everything is. Switching between the radio and the map or the map and CarPlay is… slow. Swiping along the cards is pretty slow. The display canbe responsive, and the games are certainly playable, but in most instances, it’s just slow.

This is the point in any car review where many people are already drafting emails to me about just using CarPlay or Android Auto instead of the stock software, but friends, CarPlay and Android Auto are not good at helping EV owners navigate charging. If you want to plot out a route with accurate range estimates and an effective charging strategy, you have to use the built-in nav — especially since Ford has taken the time to organize charging stations by speed, and seeking out 150kW fast chargers is an important part of the Lightning experience because the battery is so big. Apple and Google are a long way behind on this front.

All of this slowness isn’t so far outside of the realm of car software experiences that it’s a deal-breaker, but Ford’s insistence on using touchscreen climate controls in the Lightning is a real miss. First of all, there are no good touchscreen climate controls on any car; buttons are always better. Second, Ford’s own gas-powered F-150s have physical buttons below the screen for the climate controls, as does the base XLT Lightning and the fleet-oriented Lightning Pro work truck. The problem was already solved, but Ford has taken good and fast buttons and replaced them with a slow and distracting touch interface that is fancy for the sake of being fancy.

Switching on the seat heaters requires multiple taps and swipes. There’s a slider control to change the fan speed. Changing which vents are active opens a detailed render of the truck’s interior, which is not all that useful. Other F-150s let you adjust all of these things with hard buttons, which are vastly simpler to use.

It’s the same with the various cameras. My own late model F-150 has a hard button above the screen to open the cameras, which I use all of the time to park in tight spots and generally navigate the thing, but on the Lightning, opening the cameras takes a few taps on the screen. And once you have the cameras open, the menu to switch between them keeps closing itself for some reason, even though there’s plenty of room on the display to just stay open all the time.

I can keep going. The menu bar at the top of the infotainment screen is littered with unlabeled status icons, like an unloved Android phone. Placing your phone on the wireless charger causes a phone icon to appear in the menubar without any clear indication of what it represents. And using the excellent driver-assistance systems is an exercise in figuring out information the truck doesn’t seem interested in telling you.

Ford’s entire suite of driver-assistance tech is called “BlueCruise,” which is deeply confusing because it means that everything from boring old cruise control to full-on hands-free driving is technically “BlueCruise.” When you turn on adaptive cruise control with active lane assist and it feels like the truck is driving down the highway in hands-free mode, that’s BlueCruise, even though it unhappily beeps at you if you take your hands off the wheel for more than a few seconds. Full hands-free driving is only available on major highways mapped by Ford; the map is fairly comprehensive at this point.

But because it’s all called “BlueCruise,” nothing in the Lightning tells you which specific capabilities are actually available at any particular moment; it just says “BlueCruise.” To figure it out, you just have to switch on the cruise control and see if the little “hands-free” icon appears. I had to email Ford to clarify all of these various modes; nothing on the vast 12-inch instrument cluster or the center screen really made any of them clear.

All that said, the hands-free driving system works great when it’s available. I used it for two 300-mile road trips, and the system is confident and steady and generally made me want to get a Lightning immediately.

Look, some of this makes sense — changing how an iconic vehicle works is tough to do, and the new computer simulating parts of the old system to ease generations of F-150 owners into the future is a safe path. But most of it feels like Ford didn’t know what to do with the massive amount of screen real estate in the Lightning, so it chose not to do very much at all.

Annoyances with the software aside, the Lightning is otherwise a terrific EV and a great truck. I did a bunch of truck stuff with it, including hauling our trash to the dump, and it handled it all with aplomb. In day-to-day use, it acts just like a regular F-150, which is great.

But press the pedal down, and it moves. This is one of the fastest production trucks ever made: the official zero to 60mph time is 4.3 seconds and Car and Driver tested it at just 4. That’s faster than my F-150 Raptor and enough to beat the ridiculous 700-horsepower Ram TRX in some tests. The only consistently faster truck is the Rivian R1T, which can go from zero to 60mph in 3 seconds.

My Raptor is a big truck that can go fast, but the Lightning is something else. It has that instant, smooth EV torque no matter how fast you’re going with none of the downshifts or drama of a gas truck. Driving a regular EV is a fun change from regular cars, but driving the Lightning is a huge change from other trucks: things this big don’t usually move this quickly, and the big battery and lower center of gravity combined with the independent rear suspension keep it planted even over rough bumps that make the rear end of my truck bounce all over the place. It has to be one of the easiest full-size pickups in the world to drive, and you can smoke anyone short of expensive sports cars and other fast EVs basically whenever you want. I love it.

Of course, gunning the Lightning all over town eats up range, and that means you have to deal with charging, both at home and out in the wild. You absolutely need a Level 2 charger at home with the Lightning since the battery is huge and trying to charge it with a standard 110 outlet netted less than one mile of range per hour, which might as well be nothing.

Extended-range Lightnings like our review unit come with Ford’s 80-amp Charge Station Pro, which requires professional installation and allows the Lightning to serve as a backup power source for your home in case of a blackout, but since I only had the thing a week, I just plugged Ford’s 30-amp travel charger into my 240-volt dryer outlet and it charged just fine overnight, at around 15 miles of range an hour. Plugged into a 150kW DC fast charger, Ford says you can go from 15 to 80 percent in 41 minutes. The truck maxes out at 155kW, so hunting for the rare 350kW charger isn’t really worth it.

At 100 percent charge, the Lightning reports its range at 325 miles, but that number quickly drops as you drive around, especially where I live in the mountains. You can plan trips in the FordPass mobile app and send them to the built-in nav, which will plot out chargers along your route. Those charging stops are locked in once you set a route; it would be nice if the system would give you more options along the way.

Charging on the road is mostly handled through Ford’s app and charging network; the company has been building out its network since the Mach-E came out last year, and things are improving but still occasionally spotty. You can sort available chargers by charging speed in the app and on the built-in nav. Chargers in the Ford network can be activated on your phone but not in the truck for some reason. Importantly, I had no problems using plug-and-charge at supported stations, which automatically activates a charger and handles billing just by plugging in. And, of course, you can just pay with a credit card if you want. And while I charged at several Electrify America stations that worked well, there were the usual broken chargers and glitches in getting things started. There’s still a long way to go, but things have started improving in meaningful ways since we reviewed the Mach-E.

One of the big advantages and disadvantages for Ford is that it already makes and sells a lot of F-150s, and it can keep the costs of Lightning down by using a lot of F-150 parts in it. Ford doesn’t have to reinvent the wheel: the Lightning uses the F-150 steering wheel. The seats are just the F-150 seats. The wipers have already been designed.

All that part reuse means Ford can theoretically keep the costs of the Lightning down since it’s already scaled production way up. But batteries are still hard to source, and the company just reopened orders with newly raised prices to account for the supply issues. The base Lightning Pro that’s designed to be a work truck now starts at $46,974. The XLT trim, which is the base consumer model, starts at $59,474. Our review unit is a top-of-the-line Platinum, which has every luxury option you can think of and a sticker price of $96,874, which is $20,000 more than a similarly optioned gas F-150 Platinum. Those are Ford’s prices, though; dealers have been marking Lightnings way up to $150,000 and more.

That’s actually the biggest problem with the Lightning: it’s more or less impossible to buy. While some customers are starting to get their early preorders and Ford is ramping up production as fast as it can, Farley told me that the company won’t be able to build enough Lightnings to fill all of the preorders, let alone meet demand. The goal is to build 150,000 Lightnings a year, but right now, there just aren’t enough batteries to get there. Ford is investing in battery plants, expanding the Lightning factory, and hiring more people, but it’s all just going to take time.

Until then, either you’re stuck waiting on the preorder list until next year or you’re fighting it out with dealers. Ford’s trying to get all of those dealers back in line, but there’s a lot of history there and a lot of challenges along the way. But if the Lightning is going to actually be as important of an EV as it should be, Ford’s got to figure all of that out.

In the end, there’s two ways to look at the Lightning. First, it’s a terrific electric F-150 that will ease a lot of truck owners into an EV. And in that way, it’s a huge success. If I could actually find one to buy for a reasonable price, I’d trade in my gas-powered F-150, issues with the software aside. (I would plan to immediately trade it in again once the version with Android-based Sync comes out, though.)

But that software points to Ford’s bigger challenge, which is that the Lightning sometimes feels caught between two worlds. Right now, it’s very much a truck with a slow tablet in it. Letting this thing really be a computer on wheels would take the Lightning from really good to historically great.

Is this the future of the pickup truck? The Ford F-150 Lightning is a stunning achievement that proves that an electric pickup isn’t only possible, it’s actually better in most respects. True, bladder-busting road trips, especially while towing, will be more difficult (though certainly not impossible) and those with off-roading on their minds will find better options under the F-150 umbrella (though the Lightning’s standard skid plates and locking rear differential help for soft-roading duty). It will also likely take you awhile to actually take one home. Still, the Lightning’s robust performance (how does 775 pound-feet of torque sound?), conventional full-size pickup body and general normalness will make truck vets feel sufficiently at home, while innovations like the Pro Power Onboard system, 14-cubic-foot front trunk and independent rear suspension are game changers. Basically, the Lightning is both a bold leap forward and comfortably familiar.

Although its number of versions isn’t as extensive as the standard F-150, the Lightning lineup still includes a Pro work truck, XLT entry-level consumer model, Lariat near-luxury trim level and the range-topping, luxurious Platinum (pictured above). You’re also restricted to a SuperCrew cab, 5.5-foot bed and all-wheel drive. Yes, “all” rather than “four.” There’s no transfer case or 4x4 system here: the front wheels are powered by one motor; the rear wheels are powered by another. Although torque is a constant 775 pound-feet, the amount of horsepower differs by battery. The first three trim levels come standard with a battery good for an EPA-estimated 230 miles that helps yield 426 hp, while the available Extended-Range battery ups that total to either 300 or 330 miles, and yields 563 hp.

This electric powertrain, plus the independent rear suspension and a whole lot of battery weight results in a substantially different, and better, driving experience. The Lightning feels more agile and less cumbersome, while its ride is more settled and comfortable. Obviously, its acceleration is like nothing you’ve experienced in a truck before, and the one-pedal driving feature makes navigating traffic far more pleasant (as does the BlueCruise hands-free driving system). Whether you’ve driven trucks for years or you’d be a new adopter, the Lightning makes for a friendly transition. And considering just how much attention it got during our test, it seems like there’s a ton of interest from both groups. We think they’d be well-served to check out the Lightning, because we’re certainly smitten.

The Lightning offers two dash designs. The Pro and XLT come with one you’d find in a regular F-150, complete with a standard 12-inch touchscreen that’s an option on most of its gas-powered siblings. The Lariat and Platinum, meanwhile, get the same 15.5-inch portrait-oriented touchscreen found in the Mustang Mach-E, which necessitated a different dash design. Besides the bigger screen, this upgrade features a different interface (dubbed Sync 4A) that may have a steeper learning curve than the standard Sync 4 system, but it’s generally easy to use and utilizes its extra screen real estate well. By contrast, the standard 12-inch screen has basically the same interface as Ford’s 8-inch unit, but everything’s just blown up.

We can’t say that either design is as visually appealing as what you’d find in a Ram 1500 or the impressively redesigned upper trim levels of the Chevy Silverado and GMC Sierra, nor are the materials quite as premium. The Platinum in particular doesn’t look or feel as luxurious as what you’d find in its competitors’ range-topping versions. We don’t think that’s a deal-breaker: The F-150 Lightning cabin is still a pleasant place to spend time, especially without all that engine noise or live-rear-axle jiggling.

Besides the screen, the interior is pure F-150 SuperCrew. You’d be hard-pressed to know you’re in something other than a regular old XLT, Lariat or Platinum. The F-150’s five-passenger seating layout is standard, which means the Lightning also offers the unique center console with an armrest lid that unfolds forward to become a flat surface to place a laptop, paperwork or road-side picnic. To make this origami possible, the shifter uniquely motors forward into a recess, though only when parked. We’ll be curious to see how much owners utilize and appreciate this functionality. The rest of the center console features useful storage, while the back seat features a unique, flip-up floor bin.

The Lightning is only available with the combination of SuperCrew cab, the five-passenger seating configuration and 5.5-foot bed. That’s a popular combo, and like all full-size crew cabs, it benefits from a vast amount of passenger space, but it obviously limits your choices.

You do gain something immensely valuable with the Lightning, however; something you probably never thought you’d want before: a frunk. You see, removing the engine from an F-150 results in a 14.1 cubic-foot trunk under the hood (or front trunk, hence “frunk”). You no longer have to risk getting things wet or stolen by putting them in the bed, or need to rely on a bed tonneau cover for those same reasons. You also won’t have to rely as much on the flip-up back seat and the flat floor underneath. Being able to put a stroller, camp chairs, groceries and luggage for the airport in the frunk was quite simply a game-changer during our test. It’s also pretty fun to see people’s reaction when you remote-open a truck’s hood to reveal some Target bags instead of a V8.

This is still a truck, though, and this seems like a good place to mention the unique bed elements the Lightning shares with other F-150s. One is familiar: the tailgate’s pop-out assist step that makes repeatedly climbing up and down out of the bed a game-changing quick-and-easy process. The second is newer: the Pro Power Onboard electrical system that allows the F-150 to function as mobile generator and power station. A 2.4-kilowatt system is standard on the Lightning, and features multiple 120-volt outlets throughout the truck: two each in the cab and bed, plus four in the frunk. This is the same system that comes standard on the F-150 Hybrid. The 9.6-kW system (optional on Pro and XLT, standard on Lariat and Platinum) adds a second pair of 120V outlets and a 240-volt outlet to the bed. Besides adding some serious power to whatever task you might need when away from home, Pro Power actually gives you the ability to power your home in the event of a power loss. We’ve already seen the Hybrid’s available 7.2-kW system come up big for owners, and the Lightning has even greater capability.

The key element to consider is the battery. Standard on all but the Platinum is a 98-kilowatt-hour battery – which is massive, but then so is the Lightning – resulting in a hardly eye-popping 230 miles of range. With a motor on each axle providing standard all-wheel drive (there’s no 4x4 transfer case here with 4Lo, but then, electric motors don’t need one), combined output with the standard battery is 452 hp and 775 lb-ft of torque. Ford says it will go from zero to 60 mph in 5 seconds. That’s quicker than a Raptor. Max payload is 2,000 pounds, while the towing capacity is 7,700 pounds with the optional Max Trailer Tow Package.

The Extended-Range battery is optional on all but the Platinum, which includes it as standard equipment. This massive 131-kWh pack increases range to 330 miles on the lower three trims, or 300 miles for the Platinum. Output increases to 580 horsepower, but torque remains the same at 775 lb-ft. The 0-60 time falls to the mid-4-second range, which is comparable to a Ram TRX. Max payload lowers to 1,800 pounds (blame the added battery weight), but the Max Trailer Tow Package ups towing capacity to 10,000 pounds.

One other element to consider: charging. The Extended-Range battery has a more powerful onboard charger, meaning it charges at a comparable rate despite the bigger pack. Both max out at a rate of 150 kW, which would in theory allow you to recharge either battery from 10 to 80% capacity in a little longer than 40 minutes at a 150- or 350-kW fast charger. (Learn more about all this newfangled charging business here).

The Lightning is like no other truck you’ve driven before. It’s whisper-quiet, for one, which is pretty bizarre considering many think that pickups are better when louder. Acceleration is neck-snappingly quick, with an immense amount of torque available instantaneously. That goes for either battery pack. The steering sure seems the same as the impressively responsive and well-weighted system introduced for the ‘21 F-150 (including its improved wheel position), and given the independent rear suspension with coil springs, the Lightning feels like it shrinks around you. It feels more agile and planted than any other full-size truck, and it’s easy to forget just how big it is. Well, at least if you’re used to driving a truck. If you’re not, it’ll still feel enormous.

The ride quality also benefits from the independent rear suspension, but as the regular F-150’s ride comfort has become awfully sophisticated, it’s not the advantage we might have expected a few years ago. Still, there’s no hiding a body-on-frame construction. Much like a Ford Expedition with its combination of body-on-frame, independent rear end and coil springs, you still feel shudders through the structure over big impacts and occasional vibrations you wouldn’t feel in a unibody design. This is key difference between the Lightning and a Rivian R1T, in case you’re wondering.

At the time of this writing, the Lightning’s price is a moot point as 2022 order books are closed, 2023 order books aren’t open yet and any sitting on dealer lots will be subject to near-certain dealer markups.

That said, here’s what the MSRP was for each 2022 Lightning trim level, including the $1,795 destination charge. All were/are eligible for the $7,500 federal tax credit.

Every Lightning comes standard with the Ford Co-Pilot360 2.0 suite of driver assistance technologies. This includes automatic emergency braking with forward collision warning and pedestrian detection, blind-spot and rear cross-traffic warning, lane-keeping assist, rear parking sensors, reverse braking assist and auto high beams. Standard on the Lariat and Platinum, and optional on the XLT, is the Co-Pilot 360 Assist upgrade that adds evasive steering assist, built-in navigation, speed sign recognition and adaptive cruise control with stop-and-go capability and lane-centering steering assist. Optional on the Lariat and standard on the Platinum is Ford’s BlueCruise hands-free highway driving assist and an automated parking system.

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.