When we dive into the numbers, we can see the R1T charged the quickest. This means the trailer is over 1 foot higher than the trucks, making aerodynamics substantially worse. ![]() The cab height of both the Lightning and R1T is just over six-and-a-half feet off the pavement. The floor sits 14 inches off the ground and the interior height is 6 feet, 6 inches, putting the trailer at 7 feet, 8 inches tall. However, the real kicker here is the 16-foot enclosed trailer. The Lightning sat pretty at a gross combined weight rating of 14,165 pounds, the R1T at 14,489 pounds. Adding it all up, the motors on both trucks would be tasked with hauling a total gross combined weight of just over 14,000 pounds. That’s pretty darn close to the Lightning’s 7,700-pound tow rating but far less than the 11,000 pounds the R1T is rated to drag.ĭespite the Lightning being a full-size pickup and the Rivian being more of a midsize, the R1T actually weighs more – 7,069 pounds versus the Lightning’s 6,745 pounds. ![]() Total weight was ballasted and equalized at 7,420 pounds by our crack test team. What did we tow?Įach truck hauled identical payloads: an all-electric Hyundai Ioniq 5 electric SUV in an enclosed trailer. Our plan was to charge in Bakersfield after 87 miles and then again in Mojave after 150 miles and the steep Tehachapi grade. This time, we intentionally swapped the open trailers for loads that were substantially less aerodynamic. On our previous test, the Lightning only had to charge once while towing a Tesla Model 3 on a flatbed – a combination that weighed in at 6,975 pounds. Unfortunately, we have also experienced inconsistent reliability from these outposts in trips past, an all-too-common issue with public charging stations these days. We have found this route to have a good number of public charging stations, including Level 3 DC fast chargers providing anywhere from 50 to 350 kW of charge. We dutifully set our maximum speed to 55 miles per hour, not only for efficiency but also to follow California’s towing laws. This route is often beset by sweltering temperatures, but our March testing made for pleasant weather at all elevations. It’s over 200 miles through the California desert with steep uphill sections that drain battery packs quickly, downhills that allow for plenty of regen, and a few flat sections that require a steady throttle. By the time it goes on sale in the spring of next year there will likely be many other electric truck competitors, but the Lightning is poised to be a more mainstream choice than forthcoming models from GMC, Tesla, and Rivian.This is the same tow-test route we took when we evaluated a different Ford F-150 Lightning, Ram 1500 EcoDiesel, Chevrolet Silverado with a gas V8 and a Ford F-150 Hybrid a few months ago. Ford's electric pickup looks similar to its gas-powered counterpart, should reach 60 mph quicker than any other F-series truck available today, and is targeting a driving range of 300 miles. It's hoping that the F-150 Lightning, the new electric version of the best-selling vehicle in America for 39 years, will have what it takes to convince more people to switch to an electric vehicle. Pricing is expected to range from $42,000 for the soon-to-be-announced base model to up to around $90,000 for a loaded Platinum model.įord knows what American buyers want, and it's the F-series.Two battery packs are available, targeting EPA-estimated ranges of 230 and 300 miles, and all models have a dual-motor all-wheel-drive setup.The 2022 Ford F-150 Lightning is the electric version of the F-150 pickup, and it'll go on sale in the spring of next year.
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