I can’t wait to learn more about Ford’s part in it.īecome a TTAC insider. It’s the most curious I’ve been about a Ford since - last year, when I was intrigued to drive both the Bronco and Maverick.
#FORD LIGHTNING FULL#
More wheel time is needed before I can render a verdict on the Lightning, but the more time I spend around the truck, the more curious I am to see what a full loan will reveal. My second spin came on a very hot day, and it was interesting to see how much the climate control (and ambient temperature) were part of the energy usage. I also liked that Ford’s Sync system can show you a breakdown of energy that was used on your last trip. Speaking of tailgating, the presence of electrical outlets (4) and USB ports (2) in the frunk make the Lightning an intriguing choice for your next SEC football game. There’s a useful space in the frunk for cooling beverages - I took note as someone who likes to tailgate at concerts - or for luggage or two golf bags. But you might not know that the truck can estimate your payload size to help you adjust your driving style - and to make sure the range estimate is accurate. You know about the front trunk (“frunk”), the onboard chargers that can power tools (or other EVs), and even the ability to power your home. This truck’s greatest tricks have little to do with driving, though. The steering does feel distant at times while feeling nicely weighted at others. The Lightning rides well enough on good pavement, feeling not too different than any other full-size truck with an unladen bed. Pay attention to the road ahead, be aware of yellow lights, and you’ll be able to coast down to a stop with the one-pedal action. The one-pedal driving experience kept me from having to use the brakes too much - I mostly only needed to apply the binders when traffic in front of me came to a sudden stop. One-pedal driving can be activated if you so choose. There’s no engine sound - just the silence one associates with EVs. Lightning’s driving experience is obviously different, of course. But the overall profile still screams “F-150.”
Yes, the truck has some styling cues that differentiate it from ICE-powered F-150s. What I find most interesting about the Lightning is how much like a traditional F-150 it is, despite the electric powertrain and all the other Lightning-only features Ford likes to advertise. The estimated horsepower on this model is 563 and peak torque is 775 lb-ft from the front and rear traverse-mounted dual electric motors. I drove a Platinum with the extended-range battery both times - I didn’t check the VIN, but I think it was the same truck. I do have at least one Lightning loan scheduled, so look for a full review down the road. Still, this won’t be a deep dive - I got maybe 35-40 minutes of wheel time, combined.
The more I mulled it over, however, the more I realized I had some thoughts on the Lightning, thoughts that merited sharing. I might not review, say, a BMW X3, but I will know it drives, which is useful when comparing it to a competitor I am writing about. Sometimes, I consider the drive to simply be providing background information. I initially thought of these quick trips as a way to learn about the truck on background.įor those unfamiliar, I don’t write up every vehicle I test.
I wasn’t going to write about my experience, because these short drives aren’t as informative as a full day of driving on a press trip or a week-long press loan, and because our own Matt Guy had covered the first-drive event for us. Over the past two months, I’ve had two chances to take a Ford Lightning for a quick spin - once around the scenic village of Elkhart Lake, Wisconsin (which you probably know as the home of the famed Road America racetrack) - and once around the block in a part of Chicago dotted with strip malls.
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