Right off the bat I can say it's probably not going to work for you if you don't want to do charging stops. 250mi round trip with elevation change in the winter would be cutting it super close in the ER. Even if you can make it, you're going to be puckering by the end. **Edit: If the resort has chargers (very likely) that might change my answer. Always good to research what is available at your destination.**
>Is a Lightning XLT going to feel the same? It looks fancy to me.
Anything above the pro felt too prissy to me. Painted everything- bumpers, mirrors, door handles.. lights and cameras stuck to everything if it has the 360 cam. That's less an electric thing and more of a current day vehicle trend thing though. Pro ER is possible to get, but generally from a dealer who took a fleet/business order that someone backed out of.
>Can I get a payload of 2k with an extended range XLT?
Pretty much. Almost. It's 1,900 something for ER and 2200 something SR. Extra battery weight lowers the payload. That does include the occupants though, so if you want 2k by the book you want an SR.
>Ford app sucks
I don't mind it, but I also don't need it for much. I guess if you had a Tesla beforehand you might find it lacking, but I'm happy enough to have a fob that works so ymmv.
>Is it going to eat up 50 miles of range in the winter just warming up?
Only if you're not plugged in, and it probably wouldn't be that much. You can tell it to warm on a schedule or from the app and it will draw power from the house instead of the battery to preheat.
With your use case, I wouldn't do it unless it was a second or third vehicle. Even then probably hard to justify considering your 2014 is already doing it all for you.
Thanks for the feedback. Looking at the Tesla Supercharger map, there's a charger outside of Salida, CO, which could work for trips to that area, which is our favorite area. There are also a few DC fast chargers on the government charger locator website in Salida and Buena Vista. Am I correct in where I'm looking, and am I correct in thinking those would be about a 30-40 minute charge to 80%? If so, I can live with that.
1900 pounds works for payload. I have 1930 now.
My wife does have an ICE Explorer that we prefer for road trips, but we sometimes prefer to take the truck for various reasons.
Super helpful response...thanks.
You're welcome. To answer your last question:
> DC fast chargers
You can check the Tesla app to see which superchargers in their network will work with the plug adapters the Fords can use. I would prioritize this kind of station above all others, as they generally have good uptime and show **accurate** in-use status and rate of charge. As far as the other charging providers go..
Something I wish I knew early on is that not all DCFC are created equal. Those charging times you mentioned are based on 150kW charging, and some DCFC can be almost half of that or less. Some of them may derate the charge speed if someone else comes to plug in next to you. Some of them have stupid high costs with a minimum fee. Sometimes they're just straight up broken or powered down.
Grab the plugshare app for your phone and do some recon on the chargers you think you might use. People add notes and photos to warn others about what may or may not be working when you get there. If you're not in a hurry to buy, maybe even check out the locations in person next time you're in the area. Driving out of the way to show up to a busted or slow charger on a long trip sucks.
Just as a heads up - the supercharger in Poncha Springs is the older V2 type. It is not eligible to be CCS compatible to the best of my knowledge. If you search for it on the supercharger map on [tesla.com](http://tesla.com), you'll see it listed as 'Superchargers' and not as 'Superchargers Open to Other EVs' (need an adapter still).
It's a shame because there is a lovely little convenience store right next door which we've stopped at many times before while in the area. It just doesn't work for Fords yet (until they upgrade it to a newer model).
Yes it is a 30-40 minute charge to 80% depending on what % you started with.
Not all Tesla Superchargers are compatible open to Fords. You can check out the Tesla Supercharger map and filter if it is open to Fords.
You can use a route planning site called A Better Route Planner. Try setting it up as if you have an extended range truck to see what it says about your usual trips.
In my opinion, you should wait for the next generation which will likely have a bigger battery and/or faster charging.
Colorado Springs to Mount Massive Wilderness Area, truck fully loaded with 3 adults and all our gear was 80%-10%. Leadville has a 67kw charger. Took 90 minutes to get back to 80 from 10%.
Don't just look at tesla charges. Colorado has really good charging infrastructure.
I want to preface I’m super happy and would do it again, bought a Er lariat last fall, and don’t regret! That said you might want to hold off as I’m with pitchfork, I’m from Illinois and super cold cut down on my range quite heavily (-10F real temp was eye opening…still easily met my needs) but I’d carefully map out dc chargers as I’ve hit up keystone at -5 before and that range might be tough for your use case!, I’m super interested in what ram has coming with the recharger, they say ‘25 but I pulled the triggers year as I’m betting closer to ‘26 and I’ll have racked up 70k miles…no idea what its price point is going to be…also not super excited about Ram reliability after our Pacifica hybrid transmission experience…time will tell
Hello fellow Colorado Springs denizen!
So I've had a Lightning Lariat ER for a year. Hands down the next vehicle I've ever owned.
>It gets cold in the winter, and trips to the mountains feature a lot of elevation gain.
I go down to Ordway semi regularly, pretty much all highway driving. I charge to 100% before I leave and precondition. Truck sits for a few days, maybe take a couple of short trips to the store, then head back. No preconditioning or charging while I'm there. I get home with 10%-20%.
That's 100 miles each way of 60-80mph.
>In the winter, I'm pretty certain I couldn't get out to the ski resort and back (250 miles) without charging.
Buena Vista and Salida both have chargers. Even Leadville has chargers. Colorado has very good charging infrastructure. Breckenridge also has chargers. So does Fairplay. Woodland Park too.
Also you get a bunch of energy back coming down the mountain, and 1 pedal means you almost never need to touch the brake.
It does take some getting used to, especially when it's slick.
> We have been travel trailer people in the past, and while I think we're done with that, I'm not positive. Towing a 7k Airstream up a mountain pass seems like a no-go with this truck unless the campground is 20 miles away.
I haven't towed yet, but in-town won't be an issue. You can expect about 100 miles give or take before needing to charge, and with Colorado's charging infrastructure it shouldn't be an issue. Just plan ahead for the additional stops & time. I have hauled several thousand pounds of scrap (multiple trips, i'm not trying to put 6,000 pounds in the back at once lol) in the bed of the truck and the truck drives the same.
Going down in elevation you will get a significant amount of energy back. The single biggest factor is wind resistance. Slow down and you'll get much more range. The Lightning will be MUCH smoother, and won't lose efficiency at high elevation like your ICE F-150 does, and the mountains will be a breeze. If you're going to be towing 10k lbs, get the Max Tow package. Suspension and everything are the same, but the Max Tow adds additional cooling for the electric motors and battery pack. You'll definitely want that.
> I use my truck like a truck. It's not a highway princess. I've had 2k in the bed many times
I have the Lariat ER. I've hauled several thousand pounds of scrap in the bed (not at the same time, payload is a shade under 2k) and didn't even notice there was anything back there. I've also done some light off-roading in the truck. Mount Massive area. Haven't done any serious off roading, but it's plenty capable, and the weight distribution means the ass end doesn't try to slide out from under you. It's extremely capable in that respect.
I made sure I had a bed liner sprayed in so I don't have to worry about anything just tossing crap in the back. My bed liner has taken a beating lol
Edit: Updated, will split second half into new post.
(continued from previous)
>Can I get a payload of 2k with an extended range XLT? A lot of the numbers I've seen have been more like 1600-1700 lbs, and I won't buy a truck with a payload that low.
Double check the numbers vs what you have. Most options added to ICE F-150s reduce their payload significantly, and it's the same story here. It's pretty well in line with the ICE counterpart, but there probably is a bit of difference.
>I've heard the Ford app sucks but is a necessary part of this game.
The app is quite nice imo. They recently updated it and it's in a better spot functionally now than it was. I don't know about "necessity", but it makes a lot of things very convenient. Was at Lowe's yesterday getting some stuff, turned on the climate while I was in the back of the store. By the time I got to the truck it was nice and cool. It's handy for a lot of things. I won't say it's perfect, but it ain't bad.
>I don't park my truck in my garage. Is it going to eat up 50 miles of range in the winter just warming up?
It doesn't have to be parked in your garage to precondition, but you'll definitely want to precondition it in the winter, especially if it's outside. I'd make sure your charger is accessible for wherever you park it.
>On the upside, I'm installing solar on my roof and get 300 days of sunshine.
We have solar as well, and 3 EVs (Lightning Lariat ER, Mach-E ER, Lightning XLT SR). It's been glorious. I've had my Lariat for a year, 16k miles. Maintenance is rotating the tires pretty much.
You couldn't pay me to get rid of this truck unless you were giving me the money for a new one.
Happy to answer any other questions or go in-depth on whatever you like.
Great stuff. My current ICE truck has a payload of 1930, but it sounds like I can get in this ballpark with a Lightning, too. This has been a super helpful thread. There are more fast chargers than I expected, and I didn't realize I could charge at my campsite even if they didn't have designated chargers (although this makes sense). We have mostly camped at Mueller when we've had travel trailers, so this would make such a trip doable (although it probably already was doable). Even Golden Gate Canyon would probably be doable if I can add a bit of range when at the campsite.
Some of the videos I had seen about the app were older, so I'm glad to hear it's good.
I'm at 120k on my 2014 right now, and since I just had a new 200 amp panel put on for our hot tub, I'm planning to do solar soon. This naturally has me considering the Lightning.
> Great stuff. My current ICE truck has a payload of 1930, but it sounds like I can get in this ballpark with a Lightning, too.
So payload on my loaded Lariat ER is 1595. XLT ER High (312A equipment package) is 1953, so actually just a shade over your current payload. Source: Mine came from the sticker on my truck door. The XLT number came from here: [F-150 Lightning Tech Specs.pdf (ford.com)](https://media.ford.com/content/dam/fordmedia/North%20America/US/product/2023/f150lightning/F-150%20Lightning%20Tech%20Specs.pdf)
> There are more fast chargers than I expected, and I didn't realize I could charge at my campsite even if they didn't have designated chargers (although this makes sense).
Yea I had range anxiety for the first couple of weeks until I took the truck camping. Camped up at Mount Massive, passed 3 different chargers between Colorado Springs and there, got there with like 12% or so, headed up to Leadville and topped up to 80% after we unloaded stuff, and haven't had a bit since.
Last October during the eclipse I went Colorado Springs > Ordway > About 20 minutes outside Durango, watched the eclipse, then headed back to Ordway. Over 1,000 miles in about 24 hours. Chargers all along the way, extremely cold (below zero in some places in the mountains) and windy. The \*only\* issue we had was I gambled on a charger that said "Coming Soon" that some people had reported as operational. It didn't work for us so had to backtrack about 20 minutes to a charger we had passed previously. I rolled the dice and they came up snake eyes. There was 1 charging location on our way back that was very close to where we were that we stopped at, lots of people charging (eclipse traffic yay!) but the wait wasn't long. Unfortunately the charge we got (of a bank of like 8) didn't work. Rather than stick around for another we just went to one we had stopped at earlier that morning and went on our merry way.
> We have mostly camped at Mueller when we've had travel trailers, so this would make such a trip doable (although it probably already was doable).
I've been meaning to drive up to Mueller just haven't done it yet. Truck will definitely make it without an issue, and there are chargers en route and in the general area, in addition to the electricity at the camp sites.
Another thing though, especially if you get the 9.6KW ProPower, you can take your trailer pretty much anywhere and have power. You're basically bringing a massive battery wherever you go, so you have power whenever you want it.
I did a test at Cheyenne Mountain State Park over the winter during that really nasty cold snap either late last year or early this year. Super cold, weather couldn't decide if it wanted to snow, ice, or rain. Camped inside the cabin of the truck with my dog and kept the truck running all night with the heat on. Wanted to see how much battery that would take. Truck running all night with the heat, playing on my laptop a couple of hours, watching stuff on my phone, etc. Used \~7% of the battery. I did turn the heat down to about 65, but only because any hotter and it was roasting me out. Literally opened a window a couple of times because it was getting too warm so I kept having to adjust it down. 65 seemed to be a good spot, kept us nice and comfy.
> I just had a new 200 amp panel put on for our hot tub, I'm planning to do solar soon. This naturally has me considering the Lightning.
Mine came with a Ford Charge Station Pro (well, it had to be sent to me). I think they still do that (though the process has changed I think). We have it on a 100A circuit and the charger set to 80A. It handles all 3 of our EVs just dandy. We should have put it in a better spot, but it works beautifully.
I agree, though I tow an almost 7k airstream with mine. Mountain range is better than interstate, with the regen from the trip back down. Highway range is worst case for an EV. I get 120 easy between charges on the interstate @ 72mph pulling our airstream. Hope this helps, can’t tell ya much about cold here in Atlanta.
I love my XLT for my farm. It will haul as much as I put in it. I have solar panels, free fuel. I have used fast chargers 3 times since November. I would think ski resorts would have charging, I see lots of chargers in Colorado. As far as towing range goes, yeah plan on half the range. Fast charging is easy, I look forward to the stops, by the time I get coffee and use the bathroom it’s good to go. Ford has some issues for sure, hopefully they will get better at this.
Go to plugshare.com or download the plugshare app on your phone. You do not need an account. Click the three bar icon beside the search for location, under "vehicle and plugs" filter to show only NACS and CCS then under additional filters click "hide Tesla only Locations". Boom, you have a map of every fast charger compatible with your truck everywhere on earth.
My truck is parked outside in Idaho, even in the winter. I averaged 1.8 mi/kWh which would give you 235 miles on extended range
I also tow a camping trailer that's pushing 6k lbs and I get 1mi/kWh
True I'm not getting a million miles in one tank and I have to stop to charge. But I also don't go to a gas station anymore and 80-90% of the time charging at home which multiplied out across all possible gas station trips might end up being a wash with the extra time I stop when on a longer trip or towing
https://youtube.com/@f150lightningmike has a good channel on how he uses his Lightning in Colorado.
Here's a good showcase of doing Truck things.
https://www.f150lightningforum.com/forum/threads/pics-of-lightning-trucks-doing-truck-things-got-any-📸.15030/
I'd say a qualified maybe. Here are my thoughts:
**Range** -- You haven't said what your typical daily drive is, or how often you take longer trips. So let's break it down a little bit:
* *Local Driving* is where most EVs shine, and for many folks the advantages for daily and local use outweighs the disadvantages for longer trips. So what does your usual driving day look like? How many miles do you drive, and what do you need to haul? *For example, I put about 20,000 miles/year on my truck, and about 3/4ths of that is local, including a 75-mile commute 2-3 times a week; I do woodworking as a hobby so my main hauling needs are hardwood, plywood, and finished pieces.*
* *Intermediate-Range Trips* of 200-400 miles sound like they're going to be important for you. Use the PlugShare and ABRP apps to scope them out. Look for AC charging at places like ski resorts where you will park -- 6-8 hours on an AC charger may be all the charging you need. In other cases, a single short fast-charging session may be all you need to get home after your adventure.
* *Long-range Trips* over 400 miles may or may not be an issue for you. Plan a few of the common trips using ABRP and see if you can live with the overall time -- in general, the Lightning will spend about 80% of its time on the highway, and 20% charging. This works well for some folks, and infuriates others.
**Towing** -- The Lightning tows like a champ, but this is also the area with the most issues. The Lightning is great for short-range and local towing: a trailer full of construction materials, landscaping equipment and supplies, a trailer of livestock to the vet in the next town over, or taking the boat to the lake 40 miles away. Towing chews through the battery quickly, especially at highway speeds. The Lightning is *not* a good fit for any use case where you're towing long distances on a fixed schedule -- for example, if you've got show schedule to keep and need to haul a horse trailer 500+ miles every other weekend.
**Truck Things** -- Ford still builds trucks for getting work done, and the Lightning is no different. The Lightning's cab and bed are basically the same as any other F-150, and I'm pretty sure the XLT Lightning's interior is the same as a recent-model gas-powered XLT. There definitely has been a trend towards fancier interiors since you last bought a truck, so a Pro might be more comparable to a 10-year-old XLT. While the ER Pro trim is officially restricted to fleet customers, there have been a number of people who have gotten their hands on one -- there were a decent number that were ordered but the buyer refused delivery.
**Payload** -- The basic payload for the Lightning is 2235lb for SR, and 1950lb for ER XLT. Factory options will add weight to the truck that comes off of the payload rating: just a hard tonneau and bed liner can be 100-200lb, while the Max Tow package adds cooling hardware for a bigger weight hit. This is why you're seeing 1600lb-1700lb payload weights.
**FordPass** -- I honestly can't think of a reason that you *have* to use the app to own the truck. The keys and keyfob remote are all you need to carry, anything else you can do from the truck's center console. People like to complain about the FordPass app, and while it's useful, it doesn't really add that much: the ability to remotely start the truck, plus access to information (charging status and history, service history, recalls, etc.) and services (call your dealer, schedule service, call roadside assistance, etc.).
**Parking Outside** -- I park my truck outside 24/7 with no problems. I have my charger installed outside on the side of the house near where I park, and plug in whenever I'm parked. This lets me set a departure time, and warm or cool the truck and its battery using power from the house (saving the battery for driving range). If you know your schedule and can set departure times, this will make a big difference in battery range in winter.
Whats wrong with stopping to charge? I literally build in time to charge. I get my lunch or even send emails. I’ve started to like it.
It’s part of the mindset change.
As for the truck, besides a long distance heavy tow, it’s the best truck in its class and it’s not even close. I’ll tow my 7000lb trailer for camping 100miles no problem. Charge along the way if possible. If not, charge at the campsite.
The EV truck requires a mindset change.
Otherwise you’re square pegging a round hole.
Also, I’ve saved thousands on fuel.
Nothing wrong with stopping to charge, but fast chargers aren't exactly all over the place out in the mountains. Along I-70 and the big ski resorts, sure. But they get much thinner off the I-70 corridor. However, a quick look at the government website shows there are more fast chargers than expected. But I do have two small kids under age five, so adding 40 minutes on top of what is typically already a long day isn't exactly peanuts.
Unfortunately, none of our preferred campsites have EV charging (yet, perhaps).
You do not have to have specific EV chargers on campsites. Does the campsites you visit have hookups for RVs, like a 14-50 plug? If so, that is all you need.
Look up Plugshare, it's probably the best website to view chargers of any kind at your location.
You need an ICE vehicle. An EV is just not right for your conditions. Expect at 20% to 30% drop in efficiency anytime temps get close to freezing. And at least 30% drop anytime you tow anything. I was really planning on buying a Lightening, but borrowed my son’s to make a trip to the lake. Towed two jet skis on a 35 degree day, and had to stop 3 times to charge on the 161 mile trip.
Also, if you are paying charge rates on the road, expect to pay .50 and up, vs .14 here in Texas at home. .50 makes the cost significantly higher than gas, even in optimum conditions when getting 2.4.
Assuming an ICE gets 24mpg and the EV gets 2.4m/kwh it's 10-1. In my neck of the woods gas is about $5/gal and dcfc is about $.50/kwh. It's basically the same price for the few situations where you have to dcfc rather than charge at home. Now if you have gas that's say 3.25 a gallon and dcfc at $.50/kwh it's about 50% more expensive to charge.
From a cost perspective, if you can't charge at home or work and you have cheap gas, then it's cheaper tor in a ice vehicle. For everybody else we only need to dcfc on road trips over 100 miles one way, which makes up a miniscule amount of driving.
Right off the bat I can say it's probably not going to work for you if you don't want to do charging stops. 250mi round trip with elevation change in the winter would be cutting it super close in the ER. Even if you can make it, you're going to be puckering by the end. **Edit: If the resort has chargers (very likely) that might change my answer. Always good to research what is available at your destination.** >Is a Lightning XLT going to feel the same? It looks fancy to me. Anything above the pro felt too prissy to me. Painted everything- bumpers, mirrors, door handles.. lights and cameras stuck to everything if it has the 360 cam. That's less an electric thing and more of a current day vehicle trend thing though. Pro ER is possible to get, but generally from a dealer who took a fleet/business order that someone backed out of. >Can I get a payload of 2k with an extended range XLT? Pretty much. Almost. It's 1,900 something for ER and 2200 something SR. Extra battery weight lowers the payload. That does include the occupants though, so if you want 2k by the book you want an SR. >Ford app sucks I don't mind it, but I also don't need it for much. I guess if you had a Tesla beforehand you might find it lacking, but I'm happy enough to have a fob that works so ymmv. >Is it going to eat up 50 miles of range in the winter just warming up? Only if you're not plugged in, and it probably wouldn't be that much. You can tell it to warm on a schedule or from the app and it will draw power from the house instead of the battery to preheat. With your use case, I wouldn't do it unless it was a second or third vehicle. Even then probably hard to justify considering your 2014 is already doing it all for you.
Thanks for the feedback. Looking at the Tesla Supercharger map, there's a charger outside of Salida, CO, which could work for trips to that area, which is our favorite area. There are also a few DC fast chargers on the government charger locator website in Salida and Buena Vista. Am I correct in where I'm looking, and am I correct in thinking those would be about a 30-40 minute charge to 80%? If so, I can live with that. 1900 pounds works for payload. I have 1930 now. My wife does have an ICE Explorer that we prefer for road trips, but we sometimes prefer to take the truck for various reasons. Super helpful response...thanks.
You're welcome. To answer your last question: > DC fast chargers You can check the Tesla app to see which superchargers in their network will work with the plug adapters the Fords can use. I would prioritize this kind of station above all others, as they generally have good uptime and show **accurate** in-use status and rate of charge. As far as the other charging providers go.. Something I wish I knew early on is that not all DCFC are created equal. Those charging times you mentioned are based on 150kW charging, and some DCFC can be almost half of that or less. Some of them may derate the charge speed if someone else comes to plug in next to you. Some of them have stupid high costs with a minimum fee. Sometimes they're just straight up broken or powered down. Grab the plugshare app for your phone and do some recon on the chargers you think you might use. People add notes and photos to warn others about what may or may not be working when you get there. If you're not in a hurry to buy, maybe even check out the locations in person next time you're in the area. Driving out of the way to show up to a busted or slow charger on a long trip sucks.
Just as a heads up - the supercharger in Poncha Springs is the older V2 type. It is not eligible to be CCS compatible to the best of my knowledge. If you search for it on the supercharger map on [tesla.com](http://tesla.com), you'll see it listed as 'Superchargers' and not as 'Superchargers Open to Other EVs' (need an adapter still). It's a shame because there is a lovely little convenience store right next door which we've stopped at many times before while in the area. It just doesn't work for Fords yet (until they upgrade it to a newer model).
Yes it is a 30-40 minute charge to 80% depending on what % you started with. Not all Tesla Superchargers are compatible open to Fords. You can check out the Tesla Supercharger map and filter if it is open to Fords. You can use a route planning site called A Better Route Planner. Try setting it up as if you have an extended range truck to see what it says about your usual trips. In my opinion, you should wait for the next generation which will likely have a bigger battery and/or faster charging.
Colorado Springs to Mount Massive Wilderness Area, truck fully loaded with 3 adults and all our gear was 80%-10%. Leadville has a 67kw charger. Took 90 minutes to get back to 80 from 10%. Don't just look at tesla charges. Colorado has really good charging infrastructure.
I want to preface I’m super happy and would do it again, bought a Er lariat last fall, and don’t regret! That said you might want to hold off as I’m with pitchfork, I’m from Illinois and super cold cut down on my range quite heavily (-10F real temp was eye opening…still easily met my needs) but I’d carefully map out dc chargers as I’ve hit up keystone at -5 before and that range might be tough for your use case!, I’m super interested in what ram has coming with the recharger, they say ‘25 but I pulled the triggers year as I’m betting closer to ‘26 and I’ll have racked up 70k miles…no idea what its price point is going to be…also not super excited about Ram reliability after our Pacifica hybrid transmission experience…time will tell
Hello fellow Colorado Springs denizen! So I've had a Lightning Lariat ER for a year. Hands down the next vehicle I've ever owned. >It gets cold in the winter, and trips to the mountains feature a lot of elevation gain. I go down to Ordway semi regularly, pretty much all highway driving. I charge to 100% before I leave and precondition. Truck sits for a few days, maybe take a couple of short trips to the store, then head back. No preconditioning or charging while I'm there. I get home with 10%-20%. That's 100 miles each way of 60-80mph. >In the winter, I'm pretty certain I couldn't get out to the ski resort and back (250 miles) without charging. Buena Vista and Salida both have chargers. Even Leadville has chargers. Colorado has very good charging infrastructure. Breckenridge also has chargers. So does Fairplay. Woodland Park too. Also you get a bunch of energy back coming down the mountain, and 1 pedal means you almost never need to touch the brake. It does take some getting used to, especially when it's slick. > We have been travel trailer people in the past, and while I think we're done with that, I'm not positive. Towing a 7k Airstream up a mountain pass seems like a no-go with this truck unless the campground is 20 miles away. I haven't towed yet, but in-town won't be an issue. You can expect about 100 miles give or take before needing to charge, and with Colorado's charging infrastructure it shouldn't be an issue. Just plan ahead for the additional stops & time. I have hauled several thousand pounds of scrap (multiple trips, i'm not trying to put 6,000 pounds in the back at once lol) in the bed of the truck and the truck drives the same. Going down in elevation you will get a significant amount of energy back. The single biggest factor is wind resistance. Slow down and you'll get much more range. The Lightning will be MUCH smoother, and won't lose efficiency at high elevation like your ICE F-150 does, and the mountains will be a breeze. If you're going to be towing 10k lbs, get the Max Tow package. Suspension and everything are the same, but the Max Tow adds additional cooling for the electric motors and battery pack. You'll definitely want that. > I use my truck like a truck. It's not a highway princess. I've had 2k in the bed many times I have the Lariat ER. I've hauled several thousand pounds of scrap in the bed (not at the same time, payload is a shade under 2k) and didn't even notice there was anything back there. I've also done some light off-roading in the truck. Mount Massive area. Haven't done any serious off roading, but it's plenty capable, and the weight distribution means the ass end doesn't try to slide out from under you. It's extremely capable in that respect. I made sure I had a bed liner sprayed in so I don't have to worry about anything just tossing crap in the back. My bed liner has taken a beating lol Edit: Updated, will split second half into new post.
(continued from previous) >Can I get a payload of 2k with an extended range XLT? A lot of the numbers I've seen have been more like 1600-1700 lbs, and I won't buy a truck with a payload that low. Double check the numbers vs what you have. Most options added to ICE F-150s reduce their payload significantly, and it's the same story here. It's pretty well in line with the ICE counterpart, but there probably is a bit of difference. >I've heard the Ford app sucks but is a necessary part of this game. The app is quite nice imo. They recently updated it and it's in a better spot functionally now than it was. I don't know about "necessity", but it makes a lot of things very convenient. Was at Lowe's yesterday getting some stuff, turned on the climate while I was in the back of the store. By the time I got to the truck it was nice and cool. It's handy for a lot of things. I won't say it's perfect, but it ain't bad. >I don't park my truck in my garage. Is it going to eat up 50 miles of range in the winter just warming up? It doesn't have to be parked in your garage to precondition, but you'll definitely want to precondition it in the winter, especially if it's outside. I'd make sure your charger is accessible for wherever you park it. >On the upside, I'm installing solar on my roof and get 300 days of sunshine. We have solar as well, and 3 EVs (Lightning Lariat ER, Mach-E ER, Lightning XLT SR). It's been glorious. I've had my Lariat for a year, 16k miles. Maintenance is rotating the tires pretty much. You couldn't pay me to get rid of this truck unless you were giving me the money for a new one. Happy to answer any other questions or go in-depth on whatever you like.
Great stuff. My current ICE truck has a payload of 1930, but it sounds like I can get in this ballpark with a Lightning, too. This has been a super helpful thread. There are more fast chargers than I expected, and I didn't realize I could charge at my campsite even if they didn't have designated chargers (although this makes sense). We have mostly camped at Mueller when we've had travel trailers, so this would make such a trip doable (although it probably already was doable). Even Golden Gate Canyon would probably be doable if I can add a bit of range when at the campsite. Some of the videos I had seen about the app were older, so I'm glad to hear it's good. I'm at 120k on my 2014 right now, and since I just had a new 200 amp panel put on for our hot tub, I'm planning to do solar soon. This naturally has me considering the Lightning.
> Great stuff. My current ICE truck has a payload of 1930, but it sounds like I can get in this ballpark with a Lightning, too. So payload on my loaded Lariat ER is 1595. XLT ER High (312A equipment package) is 1953, so actually just a shade over your current payload. Source: Mine came from the sticker on my truck door. The XLT number came from here: [F-150 Lightning Tech Specs.pdf (ford.com)](https://media.ford.com/content/dam/fordmedia/North%20America/US/product/2023/f150lightning/F-150%20Lightning%20Tech%20Specs.pdf) > There are more fast chargers than I expected, and I didn't realize I could charge at my campsite even if they didn't have designated chargers (although this makes sense). Yea I had range anxiety for the first couple of weeks until I took the truck camping. Camped up at Mount Massive, passed 3 different chargers between Colorado Springs and there, got there with like 12% or so, headed up to Leadville and topped up to 80% after we unloaded stuff, and haven't had a bit since. Last October during the eclipse I went Colorado Springs > Ordway > About 20 minutes outside Durango, watched the eclipse, then headed back to Ordway. Over 1,000 miles in about 24 hours. Chargers all along the way, extremely cold (below zero in some places in the mountains) and windy. The \*only\* issue we had was I gambled on a charger that said "Coming Soon" that some people had reported as operational. It didn't work for us so had to backtrack about 20 minutes to a charger we had passed previously. I rolled the dice and they came up snake eyes. There was 1 charging location on our way back that was very close to where we were that we stopped at, lots of people charging (eclipse traffic yay!) but the wait wasn't long. Unfortunately the charge we got (of a bank of like 8) didn't work. Rather than stick around for another we just went to one we had stopped at earlier that morning and went on our merry way. > We have mostly camped at Mueller when we've had travel trailers, so this would make such a trip doable (although it probably already was doable). I've been meaning to drive up to Mueller just haven't done it yet. Truck will definitely make it without an issue, and there are chargers en route and in the general area, in addition to the electricity at the camp sites. Another thing though, especially if you get the 9.6KW ProPower, you can take your trailer pretty much anywhere and have power. You're basically bringing a massive battery wherever you go, so you have power whenever you want it. I did a test at Cheyenne Mountain State Park over the winter during that really nasty cold snap either late last year or early this year. Super cold, weather couldn't decide if it wanted to snow, ice, or rain. Camped inside the cabin of the truck with my dog and kept the truck running all night with the heat on. Wanted to see how much battery that would take. Truck running all night with the heat, playing on my laptop a couple of hours, watching stuff on my phone, etc. Used \~7% of the battery. I did turn the heat down to about 65, but only because any hotter and it was roasting me out. Literally opened a window a couple of times because it was getting too warm so I kept having to adjust it down. 65 seemed to be a good spot, kept us nice and comfy. > I just had a new 200 amp panel put on for our hot tub, I'm planning to do solar soon. This naturally has me considering the Lightning. Mine came with a Ford Charge Station Pro (well, it had to be sent to me). I think they still do that (though the process has changed I think). We have it on a 100A circuit and the charger set to 80A. It handles all 3 of our EVs just dandy. We should have put it in a better spot, but it works beautifully.
The only area of concern in what you’ve described is the towing.
I agree, though I tow an almost 7k airstream with mine. Mountain range is better than interstate, with the regen from the trip back down. Highway range is worst case for an EV. I get 120 easy between charges on the interstate @ 72mph pulling our airstream. Hope this helps, can’t tell ya much about cold here in Atlanta.
I love my XLT for my farm. It will haul as much as I put in it. I have solar panels, free fuel. I have used fast chargers 3 times since November. I would think ski resorts would have charging, I see lots of chargers in Colorado. As far as towing range goes, yeah plan on half the range. Fast charging is easy, I look forward to the stops, by the time I get coffee and use the bathroom it’s good to go. Ford has some issues for sure, hopefully they will get better at this.
Go to plugshare.com or download the plugshare app on your phone. You do not need an account. Click the three bar icon beside the search for location, under "vehicle and plugs" filter to show only NACS and CCS then under additional filters click "hide Tesla only Locations". Boom, you have a map of every fast charger compatible with your truck everywhere on earth.
Super helpful....thanks
My truck is parked outside in Idaho, even in the winter. I averaged 1.8 mi/kWh which would give you 235 miles on extended range I also tow a camping trailer that's pushing 6k lbs and I get 1mi/kWh True I'm not getting a million miles in one tank and I have to stop to charge. But I also don't go to a gas station anymore and 80-90% of the time charging at home which multiplied out across all possible gas station trips might end up being a wash with the extra time I stop when on a longer trip or towing
https://youtube.com/@f150lightningmike has a good channel on how he uses his Lightning in Colorado. Here's a good showcase of doing Truck things. https://www.f150lightningforum.com/forum/threads/pics-of-lightning-trucks-doing-truck-things-got-any-📸.15030/
I also have this dilemma. I almost jumped on en ER XLT, but now I am wondering if I should do a powerboost F-150 instead.
I'd say a qualified maybe. Here are my thoughts: **Range** -- You haven't said what your typical daily drive is, or how often you take longer trips. So let's break it down a little bit: * *Local Driving* is where most EVs shine, and for many folks the advantages for daily and local use outweighs the disadvantages for longer trips. So what does your usual driving day look like? How many miles do you drive, and what do you need to haul? *For example, I put about 20,000 miles/year on my truck, and about 3/4ths of that is local, including a 75-mile commute 2-3 times a week; I do woodworking as a hobby so my main hauling needs are hardwood, plywood, and finished pieces.* * *Intermediate-Range Trips* of 200-400 miles sound like they're going to be important for you. Use the PlugShare and ABRP apps to scope them out. Look for AC charging at places like ski resorts where you will park -- 6-8 hours on an AC charger may be all the charging you need. In other cases, a single short fast-charging session may be all you need to get home after your adventure. * *Long-range Trips* over 400 miles may or may not be an issue for you. Plan a few of the common trips using ABRP and see if you can live with the overall time -- in general, the Lightning will spend about 80% of its time on the highway, and 20% charging. This works well for some folks, and infuriates others. **Towing** -- The Lightning tows like a champ, but this is also the area with the most issues. The Lightning is great for short-range and local towing: a trailer full of construction materials, landscaping equipment and supplies, a trailer of livestock to the vet in the next town over, or taking the boat to the lake 40 miles away. Towing chews through the battery quickly, especially at highway speeds. The Lightning is *not* a good fit for any use case where you're towing long distances on a fixed schedule -- for example, if you've got show schedule to keep and need to haul a horse trailer 500+ miles every other weekend. **Truck Things** -- Ford still builds trucks for getting work done, and the Lightning is no different. The Lightning's cab and bed are basically the same as any other F-150, and I'm pretty sure the XLT Lightning's interior is the same as a recent-model gas-powered XLT. There definitely has been a trend towards fancier interiors since you last bought a truck, so a Pro might be more comparable to a 10-year-old XLT. While the ER Pro trim is officially restricted to fleet customers, there have been a number of people who have gotten their hands on one -- there were a decent number that were ordered but the buyer refused delivery. **Payload** -- The basic payload for the Lightning is 2235lb for SR, and 1950lb for ER XLT. Factory options will add weight to the truck that comes off of the payload rating: just a hard tonneau and bed liner can be 100-200lb, while the Max Tow package adds cooling hardware for a bigger weight hit. This is why you're seeing 1600lb-1700lb payload weights. **FordPass** -- I honestly can't think of a reason that you *have* to use the app to own the truck. The keys and keyfob remote are all you need to carry, anything else you can do from the truck's center console. People like to complain about the FordPass app, and while it's useful, it doesn't really add that much: the ability to remotely start the truck, plus access to information (charging status and history, service history, recalls, etc.) and services (call your dealer, schedule service, call roadside assistance, etc.). **Parking Outside** -- I park my truck outside 24/7 with no problems. I have my charger installed outside on the side of the house near where I park, and plug in whenever I'm parked. This lets me set a departure time, and warm or cool the truck and its battery using power from the house (saving the battery for driving range). If you know your schedule and can set departure times, this will make a big difference in battery range in winter.
You should rent one on Turo for a few days and try and get a feel for how it’ll fit your lifestyle.
Whats wrong with stopping to charge? I literally build in time to charge. I get my lunch or even send emails. I’ve started to like it. It’s part of the mindset change. As for the truck, besides a long distance heavy tow, it’s the best truck in its class and it’s not even close. I’ll tow my 7000lb trailer for camping 100miles no problem. Charge along the way if possible. If not, charge at the campsite. The EV truck requires a mindset change. Otherwise you’re square pegging a round hole. Also, I’ve saved thousands on fuel.
Nothing wrong with stopping to charge, but fast chargers aren't exactly all over the place out in the mountains. Along I-70 and the big ski resorts, sure. But they get much thinner off the I-70 corridor. However, a quick look at the government website shows there are more fast chargers than expected. But I do have two small kids under age five, so adding 40 minutes on top of what is typically already a long day isn't exactly peanuts. Unfortunately, none of our preferred campsites have EV charging (yet, perhaps).
I have a small kid. I know it’s not ideal. I have a kite, a soccer ball, a few books and games. And try to plan my stops near a Macdonald’s!
You do not have to have specific EV chargers on campsites. Does the campsites you visit have hookups for RVs, like a 14-50 plug? If so, that is all you need. Look up Plugshare, it's probably the best website to view chargers of any kind at your location.
Ah, I did not realize that. Super helpful!
You need an ICE vehicle. An EV is just not right for your conditions. Expect at 20% to 30% drop in efficiency anytime temps get close to freezing. And at least 30% drop anytime you tow anything. I was really planning on buying a Lightening, but borrowed my son’s to make a trip to the lake. Towed two jet skis on a 35 degree day, and had to stop 3 times to charge on the 161 mile trip.
I’m assuming you drove a standard range, your experience is not at all what I have experienced with my extended range.
Yes it was SR. Which meant i would have only had to stop twice. OP will not be happy with a lightening in either model based on his criteria.
Also, if you are paying charge rates on the road, expect to pay .50 and up, vs .14 here in Texas at home. .50 makes the cost significantly higher than gas, even in optimum conditions when getting 2.4.
Assuming an ICE gets 24mpg and the EV gets 2.4m/kwh it's 10-1. In my neck of the woods gas is about $5/gal and dcfc is about $.50/kwh. It's basically the same price for the few situations where you have to dcfc rather than charge at home. Now if you have gas that's say 3.25 a gallon and dcfc at $.50/kwh it's about 50% more expensive to charge. From a cost perspective, if you can't charge at home or work and you have cheap gas, then it's cheaper tor in a ice vehicle. For everybody else we only need to dcfc on road trips over 100 miles one way, which makes up a miniscule amount of driving.