The idea of an electric pickup truck might be appealing to some, but for most American buyers, it’s still a pretty niche thing that requires some level of compromise. Recent sales data from Cox Automotive reflects that fact, showing that even as electric vehicles have their best quarter in history, pickup EVs remain just a tiny drop in the bucket of that success.
There are six electrically powered pickup trucks for sale in America right now, with only one of those cars—the F-150 Lightning—breaking the 10,000-unit mark in the third quarter. That’s a big milestone, but it represents just 4% of all F-150 sales (Ford sold over 200,000 examples of its flagship pickup in the past three months).
Out of those six pickups, four saw sales increases versus the same period last year. The other two, meanwhile, saw pretty big decreases.
The Lightning Wins Big (If You Consider These Numbers Big)
The F-150 Lightning’s 10,005-unit quarter is a massive 39.7% increase over the same period in 2024, according to Cox. It’s nearly double the second-biggest EV truck seller, the Tesla Cybertruck. But it’s important to put that number into more context.
It’s easier to compare F-150 Lightning sales to the Toyota Tundra, the worst-selling half-ton pickup on the market right now. The Tundra has outsold the Lightning 4 to 1 this year so far, which should give you an understanding of the exceedingly small scope of the pickup EV market.
The Ford’s price probably has a lot to do with its success amongst its peers. The Lightning is the cheapest EV truck out there right now, with a starting MSRP of $51,975 including destination. It’s also the most normal-looking of the bunch, using much of the same design as the gas-powered F-150. By comparison, its most direct competitor, the Silverado EV, is a roundish, swoopy thing, which could turn off some buyers.
What Happened To The Cybertruck?
Tesla CEO Elon Musk promised big sales for the Cybertruck, touting over 1 million reservations received and the capacity to build up to 250,000 units per year. Except sales have absolutely collapsed this year. The company sold just 5,385 units in the third quarter, compared to 14,416 in the same period in 2024, according to Cox, a drop of 62.6%. Tesla has sold just over 16,000 units this year, a significant drop from the 26,000 units it had sold by this time in 2024.
Out of all of the EV trucks on sale, the Cybertruck carries the most baggage. It had an initial launch date of 2021, but deliveries didn’t start until the end of 2023. When it did eventually go on sale, it was delivered without the promised features, with a far higher pricetag (the cheapest Cybertruck you can buy right now is $82,235, more than double the original promised base price of $39,900). As of this writing, the truck has been hit with eight recalls, the latest relating to a piece of trim that can detach and fly off the car while driving.
The Cybertruck’s monolithic looks are certainly interesting, but they also push the truck further into niche territory, which is not something that benefits volume. Furthermore, the design has become a rolling symbol for Musk, who has become a controversial figure.
Whoever wanted a Cybertruck has already bought one. The result is that now, it’s the second-worst-selling Tesla in the company’s lineup behind the absolutely ancient Model S.
Even without all that baggage, it’s proving tough to sell electric pickups if you’re not from one of the Big Three. Rivian’s R1T came in dead last, with just 5,857 units sold so far this year, according to Cox (down 32.5% versus 2024).
GM Is Making Progress, But It’s Tough Out Here
Three of the six electric pickups on sale, the Silverado EV, the Sierra EV, and the Hummer EV pickup, come from General Motors. The Hummer has been around for a few years now, but the Silverado and the Sierra are fairly new to the game, having just gone on sale in 2023 and 2024, respectively.
Though neither of these trucks has come close to touching the F-150’s sales, there’s at least progress being made. Chevy moved 3,940 Silverado EVs in the third quarter, according to Cox, a massive 97.5% jump over the same time last year. The Sierra faired similarly according to Cox, despite its higher base price, moving 3,374 units. Cox doesn’t break down Hummer sales by pickup and SUV bodystyles, reporting 5,246 combined sales for the quarter.
You could say GM beat Ford in electric pickup sales if you combined all of these numbers together (that’s definitely what I’d be doing if I were presenting these numbers to GM execs, anyway). With the federal tax credit dead, these numbers will likely level out for the time being, barring any drastic changes to pricing.
The Big EREV Question
According to Cox’s data, pickups make up just under 7% of the electric vehicle market. Things like towing and hauling greatly reduce range (see our story EVs Are Just The Wrong Tool For Serious Towing In 2024), and with charging infrastructure the way it is right now, I don’t see attitudes changing drastically any time soon. Range extenders are likely the key to unlocking more volume, at least going by one brand’s data.
Scout, the revived truck brand now owned by Volkswagen, is launching an electric pickup and SUV in 2027. Realizing that EV pickups aren’t exactly flying off shelves, it made the call last year to also offer a version with a gas-powered range extender. That move proved popular with reservation holders, the majority of whom opted for the hybrid model over the purely electric version.
This is perhaps the same reason why Ram decided to cancel its electric 1500 REV altogether, and forge ahead with its highly anticipated Ramcharger, a 1500 EV with a V6-powered range extender. This type of setup just makes sense for the average American buyer. I have a feeling this will be the way forward, at least this decade.
[Update: A previous version of this article claimed the F-150 Lightning outsold the Tundra last quarter, but that wasn’t correct—I misread Toyota’s sales data. The numbers have been updated. My bad! – Brian]
Top graphic image: Ford; DepositPhotos.com
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I realize, range-extenders actually do make perfect sense for large electric pickups. None of the factors that make me hate EREVs would matter to someone buying a 9000 lb truck in the first place.
Cost, complexity, bulk, weight, maintenance, redundancy, etc.
These trucks aren’t optimized economy or performance vehicles, they’re landships that do everything 3 times over.
The point is to have 50% too much of everything, and I’m fine with that being an option for people who can afford it.
Besides, we lost Natron (sodium-ion) last month, so at least if the mega-trucks are EREVs they’ll achieve 900 miles of range without hoarding all the lithium.
Many people probably expected this, however the take rate is much lower than where I thought it would be. However, the US auto industry has options galore, and the market shows gas & diesel trucks are what most people want to purchase.
Sadly, I expected all the tired old tropes in the comments about how gender/politics/etc is what somehow makes people buy full size ICE trucks. Right.
Back in reality the tens of thousands of 4 door crew cab models that continuously sell are a great ‘do it all’ vehicles for folks like me, and many others. Some of my usage is below and far from uncommon for a large swath of people in the states.
Haul a quad, kayaks, coolers, EZup & chairs for some summer fun? – no problem. Plow the driveway? – fun. Tow a 20′ travel trailer down south for family winter vacation? – lets go. Home Depot run to buy a shed kit? – throw it in the back – done. Haul busted concrete & rotten wood to the dump? – easy. Pull shrubs out of the ground with a choke strap and 4wd low? – piece of cake. Load a 1/2 yard of topsoil and fresh rolls of sod for the new shed?? – check. Cleans up nice after a vacuum and wash to take the family out to the fine dining at Applebees?? – of course.
But 85% of the time I drive it to the office with nothing under the tonneau cover. Its like a big 70s sedan with a huge trunk. Oh well, most people are not hauling items in the trunk or hatch of a car either. I’m fairly confident that the negativity is mostly isolated to internet comment instigators.
Lastly. Funny enough, my left leaning wife is the one who wanted me to install a lift kit and all-terrains because she stated “it looks bad ass.”
Great, well-balanced comment. Thank you.
I agree with your statement here. I live in a left leaning area and there are just as many trucks here as anywhere else I’ve been in the US.
People just like them, and they’re good, it’s as simple as that.
I really love the r1t and think its the perfect size and range, unfortunately it has a price I can only afford used.
I maintain, going to all the effort to make an efficient battery-based vehicle and slapping a truck body with the aerodynamic properties of an aircraft hangar is the single dumbest way to make an EV.
Just started a lease on a Lightning a couple of weeks ago. Originally echoed what a lot are saying here: too big, too pricey, I want a cheap truck and nice car, etc. What sold me was 1) cost with the lease (50k is much more palatable than 65k) and 2) road manners. This is a silent, easy to drive behemoth that is purpose built for suburban tasks.
I’m interested to see how the Slate and Ford $30k trucks do. My (EV optimist) opinion is that you will see volume increases at the inexpensive side of the market, especially if the 3000 cycle times of LFP batteries is repeatable with fast charging, etc.
Our household has 2 evs and a 15yo truck. The cheaper EV (2013 leaf) and the truck makes way more sense than an electric truck that could replace both and are worth ~$12k together. We use the truck for towing a camp trailer, house projects and crappy roads, the leaf for errands and the long range ev for everything else
I think the mistake was going full size first. The r1t is about the size of a Tacoma and that’s probably as big as an Bev truck should be at this point. The Silverado EV is probably the truck that can do the most truck things but that’s because it weights 9000 lbs and is chocked full of batteries. It’s more of a 1ton then a 1/2 ton but I guess in a way it is with the increased towing capacities. A k3500 crew cab was rated at about 6.5k gmt800 3500 crew cab 12.5k the Silverado ev 12.5k.
Electric towing just isn’t there yet. That’s why companies like lightship exist one of their trailers and a r1t is an expensive setup but it would probably work the way most people would need it to. It’s probably not that much more expensive then a f150 platinum and a airstream. E axle trailers are common in Europe I suspect they need to be more common place in the US before electric towing really can take off.
The lighting and Silverado to a lesser extent are really indictive of not listening to the market or at least your target market. I’m sure there are lots of people that said I don’t want a anything less then an 1/2 ton but they aren’t going to buy an ev or ev truck ever if they can help it. Ford has to know this because they are coming out with what they should have come out with from the start.
I agree. The way I see towing (and I just flat-towed a ’43 Willys MB a few days ago) and EVs is more on the charging side. First there weren’t enough fast charging stations. Now there are, but it’s only been recent that they were designed as pull-through (like a gas station) instead of nose-in (like at a shopping mall). Disconnecting a trailer to charge the tow rig as a regular occurrence is a non-starter.
FWIW, we daily a 300+ mile range Hyundai Ioniq5 and love it.
Yes, that’s definitely a big part of it. The rechargery concepts from Iona seem like an interesting approach. Where there are multiple pull thoughs under an awning of a former gas station then normally spots under a cover. Bring in some fancy automatic vending machines in drivers lounge area or do some kind modern of c-store setup with food and maybe they really have something.
I often see the single pull though at a dcfc in parking lots being used by someone not pulling a trailer or blocked by someone for some reason. They often aren’t great to get in and out of with a trailer either.
Anyone questioning whether Tesla is going to have to pull the plug on the Cybertruck at some point? Running the line at less than 8% capacity doesn’t seem all that sustainable
Don’t worry, soon all the other lines will drop to 8% capacity as well.
The big takeaway here is that people need to stop sleeping on the Tundra.
This. They are excellent.
I’m in the market for a new vehicle to compliment my diesel Jeep. I’d like to go EV, but there aren’t many public chargers in my town (many more 25-30 miles away) or many of the towns I drive through out west. I’ve been an advocate for REVs nearly 20 years now. A mid-size REV pickup would tick almost all of my boxes. Except they won’t be available for another year or two at earliest.
You’re right. And it looks like the Scout Tera will be the first EREV, although Chevy/GMC previously announced PHEV options on the Silverado/Sierra around the same time (~2028).
An electric truck can’t roll coal, be really loud when accelerating, or sit and idle for hours on construction sites or at soccer games.
Uh, an electric truck can most definitely sit and idle for hours. Easily. Just sitting “idling” in an EV barely uses any power whatsoever.
It does if you want HVAC, I think that’s why a lot of people idle their vehicles.
Not if the EV is equipped with a heat pump. Most EVs use heat pumps nowadays. I could easily leave my EV on with HVAC on for an entire hot day and still have a lot of range left. Heat pumps are way, way more efficient at cooling than traditional ICE AC systems.
The notable exception is 2024 and earlier F150 Lightings. In an idiotic move Ford used resistive heating and a regular AC unit. It sucks power back heating and cooling. 2025 and newer finally have a heat pump.
If potential truck buyers really appreciated how screwed we are with ever-increasing worldwide carbon emissions, many more of them would want electric trucks. It’s baffling that they aren’t that concerned, after over four decades of dire warnings from Earth scientists with advanced degrees and years of laboratory and field research and experience — and who have been pouring over climate data from incredibly sophisticated instruments.
Lol. It’s baffling to think replacing pickups with EVs would make even a tiny dent in global emissions. I don’t see a ton of rage regarding aircraft and ship emissions (which actually make up a huge percentage of global emissions).
Lol back at you. You would see the “rage” (not really the term that describes the discourse — instead, the concern is expressed very civilly) if you followed related research and frequented the forums — as anyone who has taken climate science issues seriously does, at least occasionally. Planes and ships are common topics — but cars, trucks, and renewables are focussed on because everyday consumers can make a big difference most directly by investing in them.
Well, energy consumption is 73% of GHG emissions, transportation is 24% of that, passenger road transportation is 45% of THAT, and electric passenger road transportation produces about 50% the carbon footprint of gasoline powered, making the size of the prize here (.73*.24*.45*.50) slightly under a 4% reduction in the rate of carbon input to the atmosphere.
That’s if every currently existing passenger car on the planet is replaced with a battery electric model and the old cars disappear via magic wand with zero being repurposed and no carbon generated from their disposal/recycling.
Doesn’t mean it’s not a technology worth developing, but I’d argue it absolutely means it’s not one worth spending more than 4% of the money you have available for carbon reduction efforts on.
All transportation and energy consumption you mentioned can and should be replaced with available technologies that greatly reduce carbon emissions. Yes, energy consumption is absolutely the most impactful. If your main concern is cost for a car purchase, the investment is, in actuality, one that pays back nicely in reduced costs for fuel, oil changes, brake pads, smogging, among others. I paid 11 grand more on an EV than I would have with a roughly comparable ICE car almost 8 years ago (the delta has been getting smaller every year since, of course) — and am now at nearly a $15k savings in ownership expenses.
How well does that math work out when you factor in insurance, your electricity costs $0.30/kWhr, gasoline is $3/gallon, and you drive a sensible vehicle with 30MPG, $20 oil changes, and <$100 4-corner pad & rotor kits? How about when it's a hybrid getting 50MPG and half the brake jobs?
Carbon is entire point of all this. If a new car for a 4% reduction is the best cost:benefit we have, can you afford to do that 20 more times? Over the next few decades, several billion people in Africa, India, and China (where despite all the market interventions, 75% of new cars STILL have an ICE on board) are not going to voluntarily remain in poverty because we told them combustion is evil. If we can't find a way to make carbonless and cheapest the same, none of this will matter.
I owned a Prius for 15 years and am definitely doing much better for maintenance and fuel costs with my EV. My insurance hasn’t been any higher (and it dropped slightly when EV crash safety data was later factored in) — and I had included electricity costs in what I wrote about my savings. China is a poor example for an argument. It is at 50% EV new car sales this year — and is approaching cost parity with ICE cars (before incentives and the maintenance savings over time), given their burgeoning battery market. In the next few years, EVs will be cheaper to both buy and maintain — worldwide. The “decades” timescale isn’t necessary to make any valid point.
I was one who bought a Silverado EV WT in the 3Q. I got it nearly $20K under list which included the tax incentive.
I love it. But I could not have afforded it near list. In truth, because of lack of EV truck demand, I benefited. So there’s that.
I have absolutely zero problems finding 350kW chargers, which surprised me.
Also the high-trim RST being nearly $20K more than the WT is flat out bonkers. The WT has a surprising amount of options for a base model (a nod to the price I suppose), but the RST in no way is optioned that much more. And GM made stupid decisions like welding in a wall where the pass-through midgate would naturally go.
That said, 440+ range (I’ve gotten 460) is pretty damn impressive.
Is it ironic that while Cybertruck sales are in the toilet, Musk is still flush with cash?
I think there are several issues that limit the popularity of the EV trucks.
1) Americans buy cars based on emotion more often than rationality. People buy cars for what they can do with them instead of what they actually use them for. Pickups are the biggest poster child for this. Do most people need to tow 10k lbs, 2k lbs in the bed, and have seating for up to 6? No. But it’s pretty cool that it can if needed! And before we talk about men having to compensate, Subaru sells A LOT of wilderness Foresters/Outbacks/Crosstreks to people who will never take them camping/offroad, but they buyers like that they can go fun places.
2) EV trucks are expensive. That would be fine if they held their value, but they depreciate as bad as any EV. The used market will likely warm up to them faster than the new market will.
3) People buy trucks to tow campers/trailers long distances. The great American roadtrip with a camper is a big reason people buy big trucks. EVs make this hard, if not impossible, due to long charging times and poor infrastructure for charging with trailers.
4) People like to buy a do-it-all vehicle and ICE 1/2 tons work pretty beautifully for that (assuming you don’t live in a congested city). They are safe, high off the ground (feeling of safety), can tow, have room for the kids/dogs, all weather performance, can do home depot runs with ease, and (now a days) get reasonable mpgs. If you need to buy a truck for towing and a truck for dailying, that’s a lot of money clogging up parking spots.
Before you blow up my post, I have a Ford Maverick personally. It does most of what I need, but I have certainly found the limits of its capabilities. I lust for a larger truck someday, as my little Trucklet is tight for the kiddos in the back and has a limited amount of room in the bed. I would move up to a mid-sizer if they had bigger back seats (they all have less room than the Maverick, shockingly!). My next car will likely be a half ton (split between the F150, Tundra, or diesel GMC).
For those who hate on people who drive trucks, every car has someone who is a jerk driving it. But also, let’s be honest: you’ve probably called a buddy with a pickup truck in the past to help you out once or twice. If you don’t have friends who have trucks, I feel incredibly bad for ya!
I think the Maverick would be perfect with a 2-door extended cab option with a longer bed. 6.5′ if possible. I have 6.5′ bed in my 1995 F-150 and it has moved several houses, carries appliances, kayaks, lumber, trash, whatever I need.
I disagree with 3. A very very small percent of pickup truck drivers actually tow anything ever. But I will admit that 1 kinda negates 3 as most people that buy a truck THINK they will tow something.
I’ll add one.
5) People buy way more expensive/large trucks than they actually need.
Refer to point number 1.
Overkill is vastly underrated. I live in Phoenix, AZ and to get to the nice weather, many go up I17 to Flagstaff. 1200 feet to 7000 feet in roughly 100 miles. I have overheated 2 trucks towing up that grade that had 2-3k more towing capacity than I was towing. Sucks not having enough capacity.
I think you hit most things on their heads. I’ve known several people that try to downsize their truck alot of times because the new smaller class of truck is about the same size as the one they are driving and makes claims it can tow more. Im sure in some cases it works. But when you are towing it rarely does.
The amount of people that bought Ecoboosts because they were supposed to be similar to 3/4 and 1 ton trucks from other brand was astounding. Ford made conquests then lost customers for life on those deals I think.
Alot of the Ford guys won’t call the Maverick a truck and when someone says they are thinking about one will tell them to go to a ranger. I think a big part of that is towing if you are just towing a 4×8 trailer with maybe 500 to 1k lbs of stuff it’s probably fine at least if you aren’t dealing with grade but beyond that it’s probably going to be problematic.
I will say this about the Maverick: based on the forums and my experiences, people use them as trucks more than folks with Rangers do. I tow with mine. I’ve had 1200lbs of pavers in the bed. 30 bags of mulch. I offroad it to get to my house. Bad ass little trucklet. I just wish the transmission wasn’t made out of glass.
Yeah they are useful and a great class of truck for most people. The ranger is in a weird area now they are often more expensive then an f150 on the lots. I know some people that went down to a ranger when they came out but were disappointed with their towing. European trailers are really quite different then American trailers.
The awd hybrid might be the Maverick to have now. Ecvts seem more robust then most modern automatics of the same class.
Words matter. Tracks are not “cars”. They may be “vehicles”, and they’re definitely “trucks”, but they are NOT “cars” (unless, maybe, you’re looking at a Maverick or Santa Cruz).
And tracks are not trucks 😀
Well sure, unless you look at the data. But nah please go on and write thousands of words about nothing
Ford F-150 Lightning: 10,005 (+39% YoY)
Tesla Cybertruck: 5,385 (-62% YoY)
Chevy Silverado EV: 3,940 (+97% YoY)
GMC Sierra EV: 3,374 (+771% YoY)
Rivian R1T: 2,378 (+13% YoY)
Good article. Thanks for letting us know about these.
I’m doing my own personal longitudinal study of this. Population is very small though.
I’ve got 2 neighbors that are both electricians that own their own companies with many employees. Both have nice homes and can afford multiple personal vehicles. For their nice “work trucks” one owns a Ford Lightning and the other a Toyota Tundra that are both a year old or so. They are perfect for comfortably hauling small tools and getting around to work sites. Both use theirs for some light towing. Both are obviously in the electricity business.
I’m curious who will keep his longest in the long run. Gas or electric for essentially the same purposes. I’ll keep y’all posted hehe.
Both replaced in 1-2 years for tax benefits. Though I guess the Lightning is the only one heavy enough to qualify?
The GVWR needs to be 6,000 lbs. Any full size truck and many mid size trucks and SUVs qualify. The X5 for example.
One of this era’s biggest misses in the auto industry is the pivot to luxury and high-end EVs rather than making affordability paramount. Imagine if instead of Cybertruck we had Ford Fiesta EVs putting around. I like that universe better!
I do too, but economic realities have prevented it until basically this year. These cars were too expensive to make a mid/economy class model, so the best option was to make them luxurious. The other issue is fear of EVs. The decision to make them extra powerful and luxury level at the start made it completely clear that you didn’t have to compromise on much to buy them…or rather, the power and luxury advantage paid you back for spending 20-30 min more at chargers (which itself is not a compromise for daily driving where most can charge at home).
They’d be selling a lot more if they were still $39k. Too many (real or perceived) compromises at the current price points.
However, it is currently my favorite modern vehicle and I will be purchasing a used one as soon as I can make the numbers make sense.
I’ve driven the Rivian, the Silverado EV, and the Lightning. I enjoyed all of them. I’m excited to see used prices dropping so much. When they’re comfortably into the $25k range on the used market, I will probably buy one. It will be used for various chores, plus towing my electric race car to the track. I’ve tested the towing range, and it’s good enough for me. I know I’m a small demographic (EV nerd towing an EV race car), but it feels like these big companies spent billions to build the right truck specifically for me.
To me this is a ‘No Duh’ moment.
BEVs excel at low speeds and in stop and go traffic.
Where do you find such conditions? Cities and towns.
What do you want in cities and towns? The smallest automobile that works for your use case.
Not to mention that in cities and towns you
1.) Don’t give a shit about towing because you don’t have the room for a trailer in the first place, and with a BEV Truck there’s no good way to charge while towing with the current charging infrastructure
2.) If you can’t have a trailer but need a pickup you’re better off with a single cab or extended cab pickup, even if you end up with a short bed, as you get the more compact length and turning radius.
You get it.
So you are saying Ford should do an Electric Maverick and make tons of money, but will they?
Maverick REV with one of their small 1-liter engines would be fantastic.
Yes.
Seconded. Though I’d change out the belt for a chain, since you can probably eat the MPG hit in an EREV setup.
This no longer applies. I have a Silverado WT EV and it excels at long distance driving better than any ICE vehicle I’ve ever driven. Charging infrastructure is already in place for 90% of the country. I’m even surprised at how many pull through 350kW chargers are on my driving routes.
How much did it cost you?
used the tax credit as down payment, so zero money down…literally signed papers and drove away (I had just bought property, now needed a new vehicle). All in about $58k. 1.9% interest 72 months. Not fond of the loan length but at current inflation rates, I’m getting paid to borrow money.
I recently decided I wanted an EV truck, and bought an F150 Lighting, so this article is timely for me.
I’m in a pretty much ideal situation for an EV. I own my own home so have need to haul things occasionally, have a garage for L2 charging, primarily work from home, and rarely take road trips. I ended up buying the Lightning primarily due to price and vs Rivian at least service center location. Lack of Carplay with Rivian and GM was also a decision factor. Plus I think the GM EV Trucks are hideous (just my opinion.) I would not drive a tesla product even if they paid me.
If Ford offered an all-electric Ranger, or ideally Maverick, I might have bought one of those instead. The F150 Lightning doesn’t fit in my garage, which is a bummer. That being said, I love the Lighting and have found it very easy to live with. It’s fast, has tons of room, is practical, I love being able to refuel it in my own driveway, and most ICE F150 accessories also fit my Lightning. I think reusing the ICE F150 body was brilliant on Ford’s part, even if it was just to get something on the market quicker.
I guess to close this out, since a lot of people are discussing truck masculinity issues and political affiliation, I’m a gay liberal male, and one of the things I like using the truck to haul is my rifles to and from the range, so take what you will from that regarding truck as a socio-political statement.
Had a 2023 Lightning and loved it. Bought it when Ford was throwing big rebates out to make room for the 24 model. It fit my use case very well, towed my boat and tractor as far as I needed, it rode nice, and the huge frunk was awesome. The best part about it is that it’s just a f150 that happens to be electric. Plus it is sneaky fast.
Totally agree. I towed my race car with a Lightning with the big battery, and at the 55mph towing speed limit in CA, I got about 180 miles of range. The track is 170 miles from home. And, plenty of trailer-friendly charging en route if needed. Perfect.
Had? As in no longer have it? Why?
Deer hit at 70mph totaled it. I didn’t buy another one because the prices were substantially higher and less rebates, I couldn’t justify the cost. Replaced it with a used Honda Odyssey and fixed up my old suburban for tow duty. I miss the truck but not the payment.
Thanks for the reply. Makes sense.