There’s two things that keep this world moving: trucks and compromises. It’s easy to see the value of the truck part, but the compromise part may be more subtle. But the truth is, compromises are just accepting reality and doing your best to make the most of what you have. That’s what an EREV (Extended Range Electric Vehicle) is: a great compromise. An EREV gives you all the benefits of electric drivetrains – high torque from takeoff, fewer moving parts, great acceleration, quiet, all that – but also you’re not tethered to an EV charging infrastructure that, let’s be honest, still isn’t really done. It’s the best of both worlds, and now Ford is building EREV F-150 Lightning trucks.
Ford is ending production of the battery-electric F-150 Lightning and replacing it with the F-150 Lightning EREV, which is something we’ve suspected would happen for a while. You know why we thought that? Because it makes a hell of a lot of sense, that’s why. You know how trying to tow with most battery-electric trucks means you can go, like 100 miles or so, and then you’re screwed? Or what about losing a full quarter of your range if you have a full payload? Who wants that? Nobody, that’s who.
Adding a combustion motor that can act as a generator for the electric motors and battery changes the game completely. Here’s what Ford’s press release has to say about it:
Leveraging advanced Extended Range Electric Vehicle (EREV) technology, the next-generation F-150 Lightning will offer the best of both worlds: the seamless, instant power of an electric powertrain and the freedom of a generator-backed estimated range of more than 700 miles.
Unlike a traditional hybrid, the F-150 Lightning EREV is propelled 100 percent by electric motors. This ensures owners get the pure EV driving experience they love – including rapid acceleration and quiet operation – while eliminating the need to stop and charge during long-distance towing. Like the current F-150 Lightning, the next-gen version will also offer exportable electricity that can power everything from work sites to camp sites to homes during a power outage.
The current battery-electric F-150 Lightning has a range between 240 and 320 miles. The EREV more than doubles that to 700 miles, and, even better, if you drive it somewhere out in the sticks, you don’t have to worry about trying to find some nonexistent charging station. You know you can find a gas station.
EREVs make so much damn sense; for most of the time, you can use this like a pure battery EV, but when you’re hauling or towing or on a long trip, you can free yourself from the restrictions of an EV. Sure, in a perfect world maybe we wouldn’t need the combustion motor, maybe we’d be running these things on fusion reactors that use pollution for fuel and the exhaust is giggles. But that’s not reality. For reality, an EREV makes a hell of a lot of sense.
I’m curious to see where Ford will package the combustion engine, and what engine they’ll use. Will it consume the entire cavernous frunk of the F-150 Lightning? Just part of it? Will they cram it under the bed, somehow, an inline engine laid sideways, like a Fiat 500 Giardiniera? I’m very excited to see.
This is a good move on Ford’s part. About time.
The other announcement Ford made was that it would turn some of its planned battery production into commercial Energy Storage Systems (ESS), which is to say giant batteries for industrial use, which seems like another good compromise.
I so want an EREV for overlanding. I want all plug in electric in town and daily driving and when I want to I want to drive 200 miles to a trail head and then go logging road for a week and back out and home again and only need gas to do it. Cannot wait for more EREV 4x4s.
Imagine pulling a trailer, or driving a fully-laden series hybrid truck up hill. You’ll deplete the battery quickly, then be at the mercy of a small motor to power the genset. Come on, Ford. Run the performance prediction on this. This will be a very compromised truck.
That’s not how this works unless the engineers are dumb or you have an infinite hill. The motor only has to make the average power required to move the truck. When not outputting a lot of power, it can charge the battery.
All they have to do is have a tow mode that doesn’t let the battery drop below a certain level, and have that level be sufficient to get you up i70 in Colorado with the generator running.
If you end up in a situation where you can’t drive up a hill it’s either poor software design or user error.
GM issued a TSB for the Volt for the very situation I describe. It’s not a matter of engineers being dumb. It’s the tradeoff of system sizing for the limits of the duty cycle you are optimizing for. Pick ups that haul things are going to stress that task. Perhaps there is a reason that Ram cancelled their series hybrid pick up.
Ram did not cancel the hybrid Ramcharger. They cancelled the full EV version.
Jeep is also getting a series hybrid version of the Wagoneer.
When TFL truck did their “Ike gauntlet” with the Lightning (maxed towing capacity, 7% grade) they averaged 0.5 miles/kWh uphill. At 70 mph, that’s 140 kWh every hour.
If you could get a 140kW generator and start running it at the beginning of your trip (with a tow/range mode), you could start with a 100% charged battery and run all day without ever discharging the battery, since every hour you generate 140kWh. You’ll have times you spike above 140kW where you have to draw from the battery, but you’ll also have periods where you drop below 140 kW and charge. In the end it’s all about the average as long as you have charge in the battery.
140 kW is ~190hp, so not a small motor by any means, but the old NA 3.5 V6 made something like 250 hp so you don’t necessarily need something huge.
Most “real life” towing tests have put the Lightning at around 1.2-2 miles/kWh, so at 70 mph you really only need something like a 60 kw generator. For reference, the Highlander/Sienna system with the 2.5 liter NA 4 cyl has a 60kW motor generator.
In the end I’m sure they’ll target around 100kW for the generator since there aren’t any hills long enough to need the full 140kW but it would still give some cushion above minimum so you can run the generator like 50% of the time in tow/range mode and improve mpg.
That is why this vehicle will have a large ICE like the Ramcharger. (Ramcharger has a 271 hp V6)
I suspect Ford will use the 2.7L from the base F-150.
Its a long time coming. Ford should have probably launched one the model year after the lightning launch. ESS is only getting bigger especially with the data center and ai bubble. Those LFP batteries would be great in both the slate and telo.
My biggest question is how much their target is to reduce the battery size – hopefully reducing cost in the process?
Best luck for EREV. This is gonna be interesting to see, especially if they’re first to market. Most of all, I’m super excited on how this will be adapted to Expedition.
Rant/ramble but those Rex i3 bmws seemed like they were 1 generation away from the perfect platform. Until they had to shrink the gas tank to meet some stupid US rule where gas range couldn’t exceed electric range.
The range extender really just needs to have sufficient hp to maintain steady interstate cruise which I remember used to be 40-60hp for 1970s American cars. Plenty of proven reliable engine designs in the 120hp range to choose from. Until recently my uncles idi ford towing truck had 160ish hp and towed tractors in the mountains. Let the electric motors post up the big hp and torque figures.
Hopefully these can maintain 10hours of driving with the ac on at 90mph across west Texas or from Moab to Denver over the passes or New Jersey to Orlando without a charging station being involved. I know those are edge cases but it’s what people in my extended network would expect. All those trips occur a couple of times a year.
And while I’m rambling hopefully whatever engine ford chooses doesn’t have a wet oil pump belt or a wet timing belt or an internal water pump or a turbo and is just as serviceable as an old sbf. Then make the truck for 20 years, so parts are cheap and plenty of shops can work on them/ stock parts.
People rag on tesla’s designs being old but that will be a benefit in years to come. We need an American beetle. Or an American 1980-97 fseries. Or a model t. A stable platform that sees only small incremental changes if any.
BMW did not have to make the changes they did for the US market. It was legal to sell the EU version here. They chose to do that so they could harvest CARB ZEV credits.
Does anyone know what the first EREV (or something very similar) design was? The first place I ever saw something like it was Top Gear when they plugged a diesel generator into their homemade electric ‘car’
It’s literally what a diesel-electric train is, which have been around forever. As for cars, I’m sure there were prototypes and maybe some super low volume stuff, but I think the i3 was the first
And submarines etc.
Oh yeah I didn’t even think of that but you’re right
Volt/ELR, Fisker Karma, I’m probably forgetting some but those two are the mainstream ones that come to mind.
Hopefully they grab a little diesel motor and mount that thing under the bed somewhere, I’d been wanting a Scout, but happy to see some competition here.
Would also be interested to see the cost/performance difference between them and an Edison Conversion for an older truck
On the west coast, diesel has consistently been $1 more per gallon (roughly 20% more than regular fuel) so, I am not sure diesel is the way to go. More so if you factor in the cost and complications of having to use DEF.
I’m not anti-diesel. My ’01 Jetta TDI got ~50 mpg on long trips and my ’17 Accord V6 gets ~39 mpg on the same trips. Yes, I’m OCD enough to track stuff like that. The TDI was very efficient around town. The Accord is not. The worst mpg I got on a tank with the Jetta was 38. And that was all cold starts and taking my son to and back from his school in the chilly months after 9/11. I can easily achieve (ha!) <20 mpg in the Honda with similar driving patterns. But they were/are great cars to drive.
The delta of the cost of fuel makes that almost a wash these days. And the Accord has effortless power when (rarely) needed. And I have a scooter that has a lifetime mpg of 88, so far, for short trips when the weather cooperates. I don’t like to ride in the rain or corner over wet leaves.
This. Diesel makes no sense in light duty vehicle today. At the end of the day there is no cost savings and lots of headaches.
(I’ve had 3 in the last 20 years and my current will be my last)
I think cost of fuel would be an issue (but so is living on the west coast). The bean counters will make that call, and I’m assuming they’ll land on gas gen so they don’t have to build/buy a new tiny diesel.
A diesel generator though would be thrilled to only kick on after warmed up by the battery, and then just hum along happily in it’s powerband.
My 50 year old badly neglected diesel tractor has proven diesel doesn’t have to be finicky.
Zero chance they use a diesel and have to deal with the extra cost and emissions.
My bet is the 2.7L V6 from the base F-150
Me: We want the frunk
Ford: Give up the frunk.
Me: Ow, we need the funk. We gotta have that funk.
Obviously the right move, but the Lightning moves off my list if there is no frunk.
This is the way it should have been from the beginning. I have a truck to pull our camper about 4,000-5,000 miles a year, but I hate all the gas it uses to commute to and from work. I hope it has an option for a smaller battery for weight and cost savings. I really only want/need 80-100 miles of electric range. Honestly, the 40 mile range of the first gen Volt was enough for me on most days.
I’m down for this. The Scout Terra EREV was on my radar but if Ford beats them to the punch that’s very intriguing
Wait, isn’t EREV just a new way of saying, a Hybrid?
Which I find kind of hilarious that the F150 EREV might become the poster child for hybrids in the truck community. Ya’know considering how most F150 bros have made fun of hybrids for 2 decades now.
EREV is a specific form of hybrid, where the engine is ONLY a generator and cannot power the wheels directly. Most, if not nearly all, hybrids in the US are not EREVs.
Yes. It is a type of series hybrid.
Ford already has a hybrid F-150 that makes up 25% of their sales.
Now if VW would put that in the Bus (buzz?)…it still isn’t worth >$60k
I’m on the fence about this decision. I bought a new Mach E last December because I needed a good commuter car (70-mile round trip daily) and can charge for free at my office. I looked at the F-150 Lightning at the time because I would have loved a truck to do truck things on the weekend but at the time, the price was too high to justify what I needed.
I understand the need for the EREV F-150 for those that actually use a truck for truck things a lot. But I would still love to see a BEV truck option, maybe a little smaller than an F-150. The Ranger is too big/tall these days. The Maverick wasn’t bad, but just a touch too small inside for my liking.
I know I’m probably an outlier. But, a small BEV truck (Frontier size maybe??) that’s under $50k would be great for my wants and needs.
You’re being way too logical. 🙂
Supposedly, you’ll be able to buy a BEV Ford truck that might meet your specs in 2027.
https://www.theautopian.com/ford-is-building-a-30000-electric-pickup-as-part-of-a-5-billion-investment-into-affordable-electric-cars/
I remember this. Is it still in the plans, do you think, with Ford dialing back on EV’s? I sure hope so…
Yes. The small EV project is still a go. Ford is giving up on the BOF EVs not all EVs.
Yep, still in the plans on the Universal EV platform..
Dec 15, 2025:
“Ford isn’t abandoning EVs entirely, and the company’s EV investments for North America will center around smaller, affordable vehicles built on the Universal EV platform announced in August. The Universal EV platform will spawn a family of vehicles, starting with the previously announced mid-size truck that will go into production at the Louisville Assembly Plant in 2027.”
Car and Driver
Yes, we have been seeing a lot of quote/sourcing activity for this program. Ford’s currently calling it “F-100 Lightning” and it has an anticipated SOP date of June 2027.
Interestingly, IHS is forecasting a “Bronco Lightning” on the same CE1 platform launching in 2028.
Wish you were able to share other bits about the F-100 Lightning’s program…
Me too! CE1 is managed by Ford’s skunkworks team in California and is seemingly completely independent from Dearborn. They are very tight lipped!
If something changes, please let me/us know!
EREV the Mach-E and I will be very interested in that as my next daily driver. Hell, if the EREV F150 is capable enough I might consider it to replace my 7.3 gas F250 as my tow vehicle and my Bronco Sport as my daily driver. I was never sold on pure EV, but the EREV concept is solid. I’ve been saying this for years.
It does make the most sense, right now, for a large amount of truck owners.
The majority almost never haul anything, almost never tow anything, and drive it the same they would a sportscar. Of the few who do actually tow or haul something large more than once a year, their ego is safe and they can be proud of doing truck things with their super expensive truck.
At the end of the day it’s another very expensive EV truck, but can actually do truck things decently. It still won’t replace all the road construction work trucks, or contractor trucks, or farm trucks. But it might be the new hip thing in cities where income is high and owning a truck is not much more than a status symbol.
I lived in TX for six years and the vast majority of the F-150s around Houston weren’t doing anything but hauling one guy around. And thinking he was a NASCAR driver.
I visit family in rural CA often now, because my 89-year-old mom has Alzheimer’s, and watching pickups going by on a busy country road in front of the farmhouse, more than 50% of them are pulling trailers or carrying stuff in the bed.
On thing I noticed on a recent trip through western oregon, Idaho, and Wyoming was the number of trucks with flat beds. That is the bed you want on a truck doing actual work.
Why wouldn’t one just buy a regular ol F150 if you need to do the towing/hauling stuff?
I’m a perfect use case for an EREV. I commute 30 miles per day, and have access to charging at work. I need and use my truck bed nearly every Saturday and Sunday. But, what rules out an EV truck is that I tow a boat 3 hours each way (without charging access at our destination) every other weekend in the summer.
As such, I’ve been waiting for the Scout, but I will be keeping an eye on this Lightning EREV.
I’m similar, but with a 70 mile commute. My issue with EREV is while you have the BEST of both worlds, you also have the WORST of both worlds in that you have to maintain the ICE engine (although not as much or often, granted) and have the “worry” about the battery possibly dying after ~decade and being an expensive replacement or nullifying any possible resale or trade-in value.
Both technologies are pretty well proven. I had a 2016 PHEV Sonata, no issues over the ~75k miles I owned it. Honestly, really no issues in anything new that I have bought since 2012, whether gas powered, diesel powered, PHEV or full BEV. The only issue was a thermostat on the 4cyl turbo car. Since you are basically on the second or third generation of hybrid tech and all of the updates that make modern engines more bullet proof, this isn’t something I would worry about today nearly as much as I would have a decade ago.
Good points. What’s the servicing schedule like for an ICE that is in an extended range EV? Since it’s not running full time and can’t exactly say “service after 5,000 miles” since the ICE itself isn’t running for those 5,000 miles, is there maybe an hours meter?
Change the oil when the service light comes on.
We tow a camper basically every other weekend for 9 months out of the year. It would be great to not use any gas during the week without having to buy an additional vehicle.
“I’m curious to see where Ford will package the combustion engine, and what engine they’ll use”
I’d like to see them use the 2.5L Akinson cycle 4 cyl already in use in the Escape hybrid. Take that engine, turn it on its side and mount it in the rear under the bed.
I’m also very curious about the engine. When the batteries are dead after 100 miles or so, you’ll be relying on that ICE. If it’s a 2.5 Atkinson making 160hp or so, converted to battery power then sent back to the motor, you’re probably looking at 110 – 120hp to drive your 6 ton vehicle + trailer.
Yeah it’s going to require good software programming to avoid the problems the BMW i3 REX had. Like as long as the engine can keep up when doing steady state 70mph on the highway it will be ok. Any hills would need to pull from the reserve. And hopefully they will give you an option like “towing” that holds the battery at 50% state of charge so you always have boost available
They can certainly find some efficiencies in the software, but 110hp is still 110hp. It would be enough to hold the vehicle at 70mph, although that engine will be screaming and guzzling as much fuel as it possibly can.
That’s why in “long range” or “tow” mode you need to turn on the generator long before the battery is dead. As long as you have sufficient charge in the battery (say, 20kWh or something) you can always boost hp by pulling from both the battery and the generator.
With the excess kW available from the battery to smooth out the peaks, you just need enough from the generator to hit your average usage. 110 hp is 80kW, so every hour you get 80kWh.
If you’re getting at least 1mi/kWh efficiency, you can travel indefinitely on gas at 80 mph without ever reducing the battery charge. Towing tests for the BEV Lightning have yielded 1.2-2 miles/kWh, so that’s about right. If you’re closer to the 2 miles/kWh, you only have to run the generator 50% of the time.
In the end, Ford will probably put a bigger generator in there for excess capacity and have something like 120 kW peak available from the generator. In that case you could cruise along indefinitely at 60 mph even if your efficiency is only 0.5 miles/kWh (which is what TFL got in their uphill Lightning towing test).
That makes sense. I’m very interested to see what kind of range and mileage TFL can get out of this thing.
“When the batteries are dead after 100 miles or so”
That’s not how it works. The motor would kick in long before the batteries were dead.
The only way you could possibly have that situation is if you were continuously driving with the throttle to the floor driving continuously at top speed. 99 percent of driving isn’t like that.
And as soon as you let up, the motor/gen starts recharging the battery.
It’s rare that you would ever have the situation you describe. And I speak from first hand experience as an owner of a Ford C-Max Energi plug in hybrid where I have done high speed drives with it fully loaded with gear and 3 bicycles hanging off the receiver hitch bike rack.
Your rig would weigh less than half of what an F150 lightning with a trailer would, yet Ford saw fit to equip it with a 140hp range extender. That’s enough engine to power your Cmax even if it were ICE only.
As per your testimony, that works, even when hauling more than a couple bicycles.
If you car only had a 75hp range extender, you wouldn’t be doing “high speed drives” unless that battery was topped up.
That’s all I’m saying. This thing will need to have closer to a 300hp ICE to have comparable performance to your Cmax.
“, yet Ford saw fit to equip it with a 140hp range extender. ”
Nope. The Atkinson cycle version of the 2L 4 cyl is only about 110HP.
“As per your testimony, that works, even when hauling more than a couple bicycles.”
3 bicycles, 3 adults and lots of luggage and misc stuff. It was pretty loaded.
” This thing will need to have closer to a 300hp ICE to have comparable performance to your Cmax.”
Nope. I figure around 150-200hp would do it. Consider that in the past when the F-series still had the old 300cid inline 6, that engine never made more than 150hp. And it did just fine right into the 1990s powering trucks that weighed 4000-5000lbs.
Also consider that back in the day, to tow 10,000lb trailers, people got by with the Ford 460 V8 (230hp) or the 7.3L Diesel (with as little as 175hp)
AAAAAND… consider that the Ram 1500 REV (with a 7500lb curb weight) has an Atkinson cycle version of the 3.6L V6 that only makes 174hp.
You are among many people who have inflated ideas of how much horsepower you actually need.
The 2027 Ramcharger has a 271 hp V6. I doubt the Ford will have much less if for no other reason than bench racing. Can’t let a Ram have a bigger engine.
“According to Ram, that 130 kW figure is its continuous output, with peak output reaching 190 kW.) ”
https://www.edmunds.com/ram/1500-rev/
Yes, and 130 kW (175 hp) continuous is plenty
There’s no way your cmax only has 110hp. If you had 4 bicycles in it, you would never be able to reach highway speeds.
Once again, you’re not reading what I wrote. Are you doing that deliberately to troll me or is your reading/comprehension really that bad?
The ICE on its own is 110hp. Add the power of the electric motor/battery pack, then it’s up to 188hp.
But if the battery were to be just completely depleted, then I’m down to just 110hp.
But the circumstances where that would happen are very rare. I would have to drive full out at top speed with the throttle continuously to the floor for a long period of time.
And I drive like that exactly ZERO percent of the time.
Ok, so you say you don’t need much power to drive, then you go driving around in a hot hatch shredding tires with 188hp.
I drive a big huge suv with 158hp.
Pardon me ManSan, but you’re starting to sound like a hypocrite.
“then you go driving around in a hot hatch shredding tires with 188hp”
Which is yet another thing I never said.
Did you fall and hit your head or something?
“I drive a big huge suv with 158hp.”
And which big huge suv is that?
This just makes sense. What I’m really curious about is how quickly Ford will turn this around and if it’ll be fast enough to take the wind out of Ram and Scouts sales.
It’s absolutely hilarious that just a few months ago pure EVs were the inevitable, indisputable future. Any well-reasoned question was slapped down as evil denial. Now exactly the same thing “just makes sense”. Hil-freakin-larious.
EVs are awesome for some use cases; Not practical for others. Large pickups that tow 7000 lbs for 100s of miles are NOT practical EVs with the current US infrastructure, and / or anyone that doesn’t have access to level 2 charging at home. For others, if you can recharge at home with simple 120v) a plug,in hybrid, or plug in erev makes a great choice. If you plan towing 7000 lbs the Erev design is great for the large vehicles like the ram or scout.
EVs have instant torque, and 90-95% efficient, and are about 3-5 cheaper to drive per mile depending upon electricity costs. The displaced emissions are also better for the planet.
6 months ago if you said the same thing you were a climate denier who loved rolling coal in a Carolina squatted diesel brodozer.
EV Trucks don’t make sense at all for towing, and won’t until there’s a huge breakthrough in battery tech. Maybe it’ll take cold fusion to make it rational. EVs regardless of battery tech make the most sense for short daily distance, low speed, personal transportation. The more mass or speed you add, the more ICE/Hybrid catches up.
If common-sense prevailed, 200+ mile range EV sedans in the sub-$25k price range from multiple manufacturers would be the “budget” option for a pure EV in the USA 20+ years ago, predating that bloatware tech abomination of a truck. But Ford offered up the bloatware EV truck first, a vehicle I don’t recall anyone actually asking for, and now Ford is so deathly afraid of the Chinese undercutting them that they’re lobbying both political parties to keep them out, as cash-strapped Americans complain about the cost of a new car. China is so ahead of the curve regarding the need for sensible/inexpensive EVs it’s not even funny.
Auto Engineer here, who works on domestic EVs.
The Chinese cars and prices are largely a joke, mainly being due to the ongoing price wars in China. In 5 years they might be a honest threat, but by that point there will be a handful of manufacturers, not 100+.
That’s like ECON 101 about price wars in new segments. Lots of players, price war happens, most players fall away leaving a few left, prices stabilize. Funny, something I learned from school actually applies! Wow!
Just came back from Beijing and Shanghai and was blown away at how much the automotive and technology market has evolved. When I last visited in 2019, the landscape was dotted with warmed over technology from the joint ventures but now, the perceived quality, innovation and sophistication are astonishing.
Heavy news. How much will this megalosaurus weigh?
The EV one weights 6000-7000lb so probably near the bottom of that range.
Less than my F-350 Power Stroke
Makes sense, though I think developing a scaleable erev architecture is the best bet. Small batteries and a purpose built ice generator combination with sizes ranging from single motor 2wd for compact cars, suvs and trucks, a mid size variant for larger vehicles and 2 motor AWD applications, and a large setup for performance and truck/towing apps.
F150s like the erev from ram, are just too big for many of us. A AMaveric size or Slate sized erev with modest power and 80/500 mile range would be fine for most. Offer both 1 motor 2wd and 2 motor AWD versions and watch the orders come in.
… you’ll lose your frunk space to engine space.
I’m ok with that. I like having the frunk on my Mach-E, but it’s true most people don’t use them much. I’d gladly trade a frunk for nearly triple the range.
What the farg has happened to us? That is the people of the United States. Reading the comments about Ford’s plans on general media sites, all I comprehend are hateful, bigoted comments in both directions. I understand that these comments are from those on extreme ends of the spectrum, but, never the less, they all disgust me. I am so very tired of divide and conquer media, economics, and politics, I have grown daughters and now a grandchild whom I adore, and worry so much for all of them. How did we get here?
[REMOVED BY EDITORS FOR NOT BEING CHILL]
Wow. Just…….wow.
I’m a gay, liberal, childless gear head.
Happy to do my part to make your life difficult.
Right there with you Brother. I never used to call myself particularly liberal other than on social issues, but the Republicans have gone so Facist that I certainly am now.
Sivad,
I am more conservative than not. I believe common sense and fiscal reality disappeared from political discourse long ago. I have both conservative and liberal friends. When I get the chance to sit and talk with each one for more than an hour, I find that we have much more in common as far as beliefs and ideas than we are led to believe. They are good people. I am good people. And I believe you are good people too as you have the same concerns. My point is that we have been, and are being manipulated by various factions on all sides. Perhaps it was this horrible weekend of news, but I feel it tonight. I wish all readers good health and happiness in 2026. Good night.
These types of comments are not welcome here. I see you’re not a member so just filling you in.
No… more like divisive faux-Conservative politics and BS like calling LIES “alternative facts”, Fox news and other faux-Conservative outlets.
And voting in a President who has bragged about groping women and is well known to be a habitual liar, scammer and cheat sure hasn’t helped the situation either.
I read that in a Regular Car Reviews Corvette Grandpa voice
NO LOW BALLERS I KNOW WHAT I HAVE hurrrhghghblrgh
Disconnect from the internet more. That works for me, at least. Is it burying my head in the sand? Maybe a little, but at this point I’m simply protecting my mental health.
Bots, I would not be surprised if the most hateful comments from either side are bots.
I was just about to say the same thing.
If they’d put a bench in it, I would have already bought one. But this is really the best of both worlds I think
Yeah as someone who formerly owned a Ford plug-in hybrid in California, no thank you!
Maybe the universal vehicle pickup in pure EV, but I’ll pass on carrying around a full gas engine “just in case” that needs to pass CA smog.
Most ICE pick-up drivers tool around 95% of the time hauling a big nothing in the bed.
so the current lightning works for the vast majority of use cases and are price competitive with the ICE trucks spec for spec, but because of some perceived deficiency in towing people don’t buy it because they’re afraid of being seen as “less capable”
the mall explorer hauls a 6×12 trailer that’s 3000lb loaded just fine.