Not Good! - 2022 Ford F-150 Lightning XLT Extended Range 10% Road Trip Challenge
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- Опубликовано: 18 сен 2024
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I love that the Alpitronics charger shows a curve. Thanks for the test
Giant big box pushing air is inefficient. Duh!
The Lightning is exceptionally efficient compared to gas pickup trucks… more than 60 MPGe vs 16 MPG (coworker’s 2023 F-150 Tremor). And it’s also pretty much as efficient as other EV pickups trucks like R1T, Silverado, and Cybertruck.
@@capt_ramius it's comparable to the quad motor Rivians, but the dual motor ones are noticably more efficient and leave the Lightning in the dust, especially at higher speeds.
Yup, this is about on par for what we should expect out of a fullsize truck. The Silverado EV is closest in size to the Lightning, so no surprise that they have very similar efficiency (within 5% of each other). The Cybertruck compromises a lot on design and functionality to improve its aerodynamics, and the R1T is smaller (with a much smaller frontal area). So both of those trucks have about a 10% efficiency advantage that improves with higher speeds. That advantage could be as much as 15-20% better at 80 mph, so maybe 2.0-2.1 mi/kWh in this test.
The biggest weakness with the Lightning on this test is its charging speed. With similar efficiency, the Silverado EV will go about twice as far at 80 mph on a 15-minute charge thanks to charging at a ~50% higher C rate on a ~50% larger battery than the Lightning.
@@GregMcNamer The Rivian is a smaller truck, so I would hope it is more efficient.
@@advosburgh Don't get me wrong, I think that the F-150 lightning is a better truck for most truck people. But I think that it is inadequate battery capacity and/or charging for its use case if anyone is going to road trip it
Over 70mph, it'll eat up the range. It's a comfy brick on wheels 😅
Sure. But sometimes you want to keep up with traffic
@@GregMcNamer early EV generation life. If you’re road tripping, blue cruise and set it to 70. With charging stations, you’ll be spending time anyway. But around town, it’s great
I hope to see more of those Alpitronic chargers around asap
Three things, from an owner of 2 Teslas and a Lightning:
1) the Lightning’s DCFC charging is acceptable, and it’s driving above 70mph that kills efficiency. This is not unique to Lightnings; all full-size pickups have the same “aerodynamic limitations.”
2) traveling long distances in the Lightning is absolutely more comfortable than in any smaller vehicle (even smaller trucks). High visibility, upright seating position, and large cabin (which also makes an audio system sound amazingly better) mean a whole new definition of luxury. When we have a long distance to drive, we leave the Teslas at home and take our Lightning. It’s like a living room on wheels.
3) Efficiency is so sensitive to aero drag that there’s a huge improvement to be realized by driving in heavy traffic (even at 70+ mph) as opposed to being the only car on the road. You don’t half to ride someone’s bumper to be “drafting”: keep a vehicle in front, and another on the side, and efficiency can easily improve by 10%. Obviously, you can’t be weaving and passing everything and still accomplish this; so, if this is your personality, you’ll probably not be happy making a 4-wheeled brick move through the air with the greatest of ease.
I drove my 2024 Lightning Flash today at our legal limit+ around 66MPH. 2.22 mile / kWh. Three adult passengers. Temp was 55 and heat set to 72.
Lightning's charging performance is better at higher SoC. I bet you would have gotten a few more miles if you had initially plugged in at 30% or 40%.
as expected but great to have the data added to the system. sweet alpi unit though.....
Thanks for the test, Branden. Not a surprising result because truck efficiency at freeway speeds will never be as good as a low-roof sedan or crossover, though I'm still not convinced this test is actually representative of typical road trips. Driving 80 mph simply isn't legal on most interstates (75 mph would be posted or 5 to 10 mph over on most interstates), not to mention typical traffic, and the 15 minutes seem arbitrary (it's too long to compare to gas car fueling stops and too short for most bio-related stops).
I'd also love to see a deeper dive into why you had to leave the split-power Delta EVgo charger. The Lightning is pulling less than half the charger's rated power (just like the Alpitronic), so the Lightning's charging speeds shouldn't have been affected unless the Delta unit was giving a higher priority to the second person who plugged in. How certain are we that it wasn't just the Lightning's derating power for other reasons (e.g. thermal)?
Delta charger can't do full current to both ports when split. They used to do a 500/200A split, but it seems they now do a more even split.
@@brandenflasch Thanks. That's unfortunate. I'd hope that they'd at least give priority to the first person to activate. I also wonder whether it's a voltage cap. These units can only provide 500+ A to 700 V, so it's possible that two lower voltage EVs like the Equinox EV with ~300 VDC nominal could still both see 500 A when sharing power.
@newscoulomb3705 nope, they have max current limited
@@brandenflasch Interesting. According to the Delta spec sheets, these units support 1080 A max output (540 A/540 A max per head when splitting power). I wonder if this is a specific setting by EVgo or possibly just faulty units.
@newscoulomb3705 maybe new ones do. They would need a wiring run sized accordingly
This is a good video, and while I understand that this test is standardized, biut 80 mph as a test speed greatly exaggerates the aero effect. I rarely drive 80 mph in my Lightning , even though I travel a fair bit in states where that is the speed limit.
The test is really intended to measure an EVs effectiveness at low SOC charger hopping, which is a road tripping technique that optimizes for peaky charging curves that charge dramatically better at a very low SOC (Tesla like.)
In my Lightning, I find the most effective way to road trip is high SOC charger hopping. Unless I have to have more juice to make it to the next charger, I always charge to 79%, then move on. I target pulling in to the next charger around 20%, but err on the side of higher, rather than lower SOC at arrival. At higher pack voltage, you get more kWh out of the boost and you take full advantage of the flatness of the charge curve. This technique keeps my AVERAGE charge rate for the whole charge around 125 kW. My rule of thumb is to never unplug when charging above 100 kW and always unplug below 80 kW.
We need more discussion around the Average charge rate when adding 150 miles of range at 70 mph.
It would be cool to develop an alternate version of the test for EVs with a flatter curve like the Lightning.
Ford Mach e charging has gotten better lately but Ford still could improved things more. Better energy control between motors and driver might help.
I think this challenge is particularly hard on these trucks. 80 MPH is just too inefficient with that much frontal area. 70-75 MPH is more practical on this truck.
The test is the test
@@brandenflasch oh, I know. I just wish it wasn’t set at such a high speed.
@@johncutler507180mph is perfect as it does reflect the realistic speed the average person drives on a road trip.
Be amazing if it could hold that charge curve longer...
How was it to drive on the highway. I have heard it's very quiet and comfortable?
Great place to be - comfortable and quiet
You won't get a good result in any truck at 80 mph.
I get 2.4 mi/kw-hr in hot weather on my R1T.
I never use EVGO it is painful and expensive
This is a truck a useful review would be doing things like hauling dart in the bed towing, etc.. I know it’s a rental man, but it’s kind of a useless review.
Most people just drive them with the bed empty.
1.6 miles/kWh? Wow. Supposedly the Tesla Semi has been getting 1.7. And look at the cross-sectional area difference between the two..
No, Semi is 1.7 kWh/mile. Units flipped.