I love this truck but GD!

[RickLightning]

The photo you posted showed 1.2 m/kWh. With an extended range battery (131 kWh) that's a full charge range of 157 miles. That's about a 50% range loss from best case scenario.

I don't know what your "best case scenario" is, but it's useless.

The valid comparison to calculate winter drop is to compare to driving at 77 degrees on the same route.

I get 1.7 to 1.8 in warm weather. I get 1.3 in cold weather. While that's rounded numbers, the drop is pretty clearly 24 to 28%. No where near 50%.

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[StevenC56]

Sorry I have nothing to offer.
I was all in on a Lightning. 100%
After joining this forum and reading all about the truck, I ended up ordering a 2025 Ford Maverick AWD hybrid for 34k loaded.
I just couldn‘t buy the lightning.

And I really gotta laugh when people suggest a fuel operated heater or carrying a generator to charge the truck. It’s at that point that you need to get rid of your truck. Sorry.
Like I said, I have nothing to offer.

I’m ready to jump in on an EV when they are ready for me. I live in MN so there’s that.
Tom

Just the opposite for me. I'm in California. I had a 2025 Maverick Lariat Hybrid 4WD on order that was going to be about $42.5K out the door. I had full sized trucks all my life and thought I wanted to downsize. But every time I went to a lot and sat in the Maverick I just wasn't feeling it. So I changed my mind and went for the Lightning instead. Yes, it's was quite a bit more money, but way more truck at the same time.

 

[Henry Ford]

I don't know what your "best case scenario" is, but it's useless.

The valid comparison to calculate winter drop is to compare to driving at 77 degrees on the same route.

I get 1.7 to 1.8 in warm weather. I get 1.3 in cold weather. While that's rounded numbers, the drop is pretty clearly 24 to 28%. No where near 50%.

I try to be precise in my writing but I failed in this case. When I said "best case scenario," I meant "EPA estimated range." I was using it as a baseline since everyone's personal range will vary.

 

[Dfair]

I'm a new Lightning owner so have limited knowledge, but have to ask the OP what charger he uses at home? The reason I ask is that I have a 3rd party level 2 charger which will not power the battery pre-conditioning. When I contacted Ford support, they said that most 3rd party chargers won't supply 240V power when not actually charging the battery. Is that consistent with your experience?

 

[TaxmanHog]

I'm a new Lightning owner so have limited knowledge, but have to ask the OP what charger he uses at home? The reason I ask is that I have a 3rd party level 2 charger which will not power the battery pre-conditioning. When I contacted Ford support, they said that most 3rd party chargers won't supply 240V power when not actually charging the battery. Is that consistent with your experience?

What brand / model EVSE are you using?
Does it allow you to program charging time frames?

 

[Dfair]

What brand / model EVSE are you using?
Does it allow you to program charging time frames?

My charger is an EVIQ. It does allow schedued charges.

 

[TaxmanHog]

My charger is an EVIQ. It does allow schedued charges.

If you have a time frame limitation on the EVIQ device, adjust it such that charging energy is available during the time frame(s) that you would anticipate needing to do a shore powered pre-conditioning with departure times or remote start. Hopefully that doesn't affect any TOU limitations if applicable by your utility.

 

[Dfair]

Yeah, that's the way I'd have to do it. Kind of a pain if you're wanting to hit 100% and then leave on the exact departure time with 100%.

Another option is to charge on a schedule that stops well short of the departure time, but then plug the 120v charger in about an hour before departure. This is the way I plan to do it.

 

[TaxmanHog]

Yeah, that's the way I'd have to do it. Kind of a pain if you're wanting to hit 100% and then leave on the exact departure time with 100%.

Another option is to charge on a schedule that stops well short of the departure time, but then plug the 120v charger in about an hour before departure. This is the way I plan to do it.

I'd recommend charging to 95%, if you happen to hit your 100% early enough, I've experienced issues where departure time won't draw shore power even without TOU limitations in play.

If you're in cold climates powertrain (battery warming) kicks in about 30 to 60 minutes prior to departure time.

Hopefully you don't need the last 5% to make your daily rounds, if needed, manually change to SOC 100% 30 minutes before roll out, all activities will coincide.

 

[Dfair]

The good news is that I really don't need pre-conditioning at all. My daily use is under 40 miles. I just wanted to figure this all out just in case one day I need a long road trip.

I was thinking the 120v charger takes less guess work, but I'll have to try it both ways.

 

[luebri]

You haven't even documented a "60%+" reduction in efficiency. The photo you posted shows 1.2 m/kWh. That is the efficiency you actually got. You need 2.4 m/kWh to hit the EPA range.

EPA range is pointless in my opinion, because it includes city driving. No one cares what your range is driving around town. I want to know what the highway range is.

Someone actually did the math on this and put it in a handy spreadsheet. I apologize to the person who did the work; I don't recall who it was and can't give attribution.

No worries @Henry Ford , this my work and my hope is to just help educate people on the effects hopefully before they buy! There is nothing more valuable to prospective buyers than existing buyers raw and unfiltered feedback. I cant help them if they dont go to interwebs and seek it out. I do get oddly triggered at people that whine about range loss... its just laziness / lack of research before purchase IMO.

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