ford f150 2 lcd monitors in the front pricelist

When you think “pickup truck” the one that probably comes to mind is the Ford F-150. The perennial best-seller has evolved in the modern era with an aluminum body, turbocharged powertrains, a hybrid option, an all-electric spinoff—reviewed separately—and all of Ford"s best tech. If you want a work truck, the entry-level XL has everything you need and nothing you don"t but move up the trim ladder and you’ll find a lengthening list of desirable features—and price tags to match, of course. For those who want to venture into the wilderness there’s the spunky Tremor model while the upscale Platinum and Limited trims pamper occupants with Lincoln-level luxury. The F-150 does not ride as well as the Ram 1500 or handle as crisply as the Chevy Silverado, but it’s highly capable, multi-configurable, and thoroughly competitive. In other words, it’s accomplished enough to engender the kind of loyalty that has kept it atop the sales charts year after year.

Ford has added the off-road oriented Rattler trim to the F-150 lineup for 2023. Based on the XL FX4, the Rattler adds unique 18-inch wheels, a dual-exhaust system, hill-descent control, a locking rear differential, and an off-road suspension system along with distinctive rattle-snake inspired logos throughout the design. The Rattler"s positioning in the F-150 lineup provides a more affordable option for buyers who want additional off-road capability but don’t want to shell out for the more expensive Tremor or Raptor models.

The F-150 is available with multiple body styles and bed lengths. While the XLT model is a step up from the basic XL work truck, we prefer the additional luxuries on the Lariat. It costs almost $10,000 more than the XLT, which may put it out of reach for some buyers, but it has the best mix of features and affordability.

The 2023 F-150 is available with several engines—a 290-hp 3.3-liter V-6; a 400-hp 5.0-liter V-8; a 325-hp twin-turbocharged 2.7-liter V-6; a 400-hp twin-turbocharged 3.5-liter V-6; and a 250-hp 3.0-liter diesel V-6. No matter which engine you choose, the F-150 comes paired with a 10-speed automatic. For the first time ever, the F-150 is also offered with a hybrid powertrain. Ford claims that the new 400-hp hybrid powertrain—which consists of a 3.5-liter twin-turbo V-6, a 35 kW electric motor, and a 10-speed automatic transmission—will offer up to 700 miles of driving range per tank and can also power an onboard generator for keeping the power flowing at job sites or during power outages. Buyers will be able to choose between rear- and four-wheel drive with any of the F-150"s available powertrains. At our test track, a four-wheel drive Lariat with the hybrid powertrain galloped to 60 mph in a brisk 5.4 seconds. During our test drive, we noted a compliant ride and agreeable handling; high-spec models such as the King Ranch come with a variable-assist steering system that sharpens responses at low speeds for a more agile feeling. The Tremor model promises the most off-road capability; it offers 33-inch all-terrain tires, an upgraded suspension, a locking rear differential and a four-wheel drive transfer case borrowed from the mighty F-150 Raptor. At our test track, the Tremor leapt to 60 mph in just 5.3 seconds, trailing the more powerful Raptor by just 0.1 second.

While the base 3.3-liter V-6 engine"s towing capacity maxes out at 8200 pounds, models equipped with the 400-hp twin-turbo 3.5-liter V-6 can tow up to 14,000 pounds. Going with the venerable 5.0-liter V-8 means maximum towing capacity is just 13,000 pounds; the diesel V-6 is capable of up to 12,100 pounds and the hybrid model can tow up to 12,700. Payload capacity ranges from 1840 to 3250 pounds. These towing and payload capacities keeps the new F-150 in the hunt with key rivals like the Chevrolet Silverado 1500, GMC Sierra 1500, and Ram 1500.

The EPA estimates the F-150 with the turbocharged 2.7-liter V-6 will earn up to 20 mpg city and 26 highway. The twin-turbo 3.5-liter V-6 is rated up to 18 mpg city and 24 highway. The hybrid version has estimates as high as 25 mpg city and 26 highway. On our 75-mph highway fuel-economy route, which is part of our extensive testing regimen,the Tremor model with the twin-turbo 3.5-liter returned 19 mpg. Once we can run the F-150 hybrid, we can evaluate its real-world mpg. For more information about the F-150"s fuel economy, visit the EPA"s website.

Interior appointments in the F-150 nearly match the Ram 1500"s deluxe cabin, particularly in the Ford"s higher-end King Ranch, Platinum, and Limited models. Premium materials are used throughout and the cabin is dotted plenty of storage cubbies. Additional convenience featuresare intended to make things easier for those who use the F-150 as a mobile workspace. For example, the 10-speed automatic"s shift lever can be folded flat with the center console to create a large flat workspace. Similarly, the F-150 can be ordered with fold-flat front seats that can provide a place for sleeping. Passenger space is generous, with the four-door crew-cab body style being the most spacious and family-friendly of the bunch. Out back, the F-150"s bed An optional onboard generator provides up to 7.2-kW of power to support electricity needs at the job site or at tailgate parties.

Ford provides an 8.0-inch infotainment display as standard that runs an improved version of the brand"s Sync 4 software, while a much larger 12.0-inch unit is optional. This matches the Ram 1500"s optional 12.0-inch vertically oriented display, but both the Chevy Silverado and GMC Sierra are available with a larger 13.4-inch screen. Apple CarPlay and Android Auto are both standard, as is a Wi-Fi hotspot; navigation, SiriusXM radio, and a Bang & Olufsen stereo system are optional. Sync 4"s new software provides over-the-air updates for future software releases, traffic-and- weather updates via the optional navigation system, and onboard telematics for fleet customers to help track vehicle location and usage.

Ford is offering a host of driver-assistance features, but few are standard. More features will be available as buyers walk up through the F-150"s trim levels, including a rear-facing camera for monitoring a trailer while on the go. For more information about the F-150"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 comes with three years or 36,000 miles of bumper-to-bumper coverage and five years or 60,000 miles of powertrain protection. Ford doesn"t offer any complimentary scheduled maintenance, but rivals such as the Toyota Tundra and the GM twins do.Limited warranty covers three years or 36,000 miles

POWERTRAINtwin-turbocharged and intercooled DOHC 24-valve 3.5-liter V-6, 400 hp, 500 lb-ft; permanent-magnet synchronous AC motor, 47 hp; combined output, 430 hp, 570 lb-ft; 1.5-kWh lithium-ion battery pack

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

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.

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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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.

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.

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 co