Braving the Cold: Solutions for Ford F-150’s Winter Charging Issues
As electric vehicles (EVs) like the Ford F-150 Lightning gain popularity, their performance in varying conditions becomes a focal point of discussion. Especially in colder climates, understanding how these vehicles fare becomes crucial for potential buyers.
Evaluating Cold Weather Impact on EVs
Electric Truck Cold Weather Performance is a vital aspect of EV ownership. The F-150 Lightning, rigorously tested in extreme conditions, still faces the inevitable reduction in efficiency due to cold temperatures affecting battery chemistry. The phenomenon, where temperatures below 40°F lead to sluggish electrolyte fluid, limits power availability and charging speed, is common across EVs.
Strategies to Combat the Cold
Ford’s tips for maximizing range include parking the F-150 Lightning in a garage, keeping it plugged in, using heated seats and steering wheels instead of the full HVAC system, and conservative driving. These recommendations are practical but also highlight the need for adaptation by users in colder regions.
A Closer Look at EV Truck Competitors
Understanding how the F-150 Lightning compares with other electric trucks is crucial in assessing its cold-weather capabilities. Below is a table comparing key features of popular EV trucks, including the F-150 Lightning, Rivian R1T, GMC Hummer EV, and Tesla Cybertruck:
| Feature/Truck Model | Ford F-150 Lightning | Rivian R1T | GMC Hummer EV | Tesla Cybertruck |
|---|---|---|---|---|
| Starting Price | $41,769 | $68,575 | $79,995 | $39,900 |
| Range (miles) | 230-320 | 230-400 | 329 | 250-500 |
| Horsepower | 452-580 hp | Up to 835 hp | Up to 1,000 hp | Up to 690 hp (est.) |
| Torque | 775 lb-ft | 908 lb-ft | 1,045 lb-ft | 824 lb-ft (est.) |
| Towing Capacity | Up to 10,000 lbs | Up to 11,000 lbs | Up to 7,500 lbs | Up to 14,000 lbs |
| Payload Capacity | 2,235 lbs | 1,760 lbs | 1,300 lbs | 3,350 lbs (est.) |
Real-World Experiences and User Perspectives
User experiences from online forums present a mixed but insightful picture. Some F-150 Lightning owners note a considerable decrease in range during cold weather, while others emphasize the vehicle’s overall capabilities and reliability with proper planning and adaptation.
“I was able to conduct my first trip yesterday, a 560 mile round trip from Kansas to Nebraska. I wanted to get some experience with the cold weather before I had a critical need. I am glad I did. I left preconditioned and at 100% charge with 323 miles of range, theoretically enough to nearly make it to my destination. My range quickly dropped as expected. Navigation indicated a need for a 20 minute charge 100 miles up the road to get to destination. I made it 100 miles up the road and luckily there was a EA charger as I was at 15% battery. No big deal, I charged to 86%, about 30% over what the trip recommended to make it to my destination. Another 100 miles down the road and I was at 10% and the only charger along the road was a 50 kw charger (which I am grateful for otherwise I would have been stranded). A solid hour got me to 60% and we took off, again, about 30% over what the trip meter recommended. I costed into the EA charger near my destination with 4% battery remaining, with the last 40 miles with heat and accessories shut off and slowing down to 60 mph. Much much too close for me, especially when the temp is hovering around 0 F with a 20mph wind. The return trip calculated the range much closer, but was still about 20 miles off at each charge. A normal 8 hour round trip took us 14 hours with the three 150kw EA charges and the two stops at the 50KW charger along the way. Moral, error on the side of caution and make sure there is an option to charge at least every 100 miles in cold weather. I absolutely love the truck, but the cold weather range and the calculations the truck used were disappointing at best and almost a little dangerous at the temps we were driving in. 14 to 0 degrees F with a 15-20mph headwind going north driving between 60 and 70 mph. Average 1.1 Mile/kwh against wind and 1.3 on the return with wind. No load, no towing. Lariat ER. The other item to note is that the gas stations where the chargers were located all closed at 8PM, so a bathroom break, or warm place to sit or snack was not an option. Again, love the truck, but there is a great deal of additional planning needed for cold weather trips.”
“On my first trip in the Lightning, road tripping it from Iowa to Colorado, I averaged about 1.6mi/kWh and it kinda sucked. Clear roads and average traffic speeding along at 85+ MPH on I-80. I wanted to keep up with traffic, the truck wanted to keep up too, but couldn’t if I wanted to make my intended charging stops. So I spent most of my time at 75MPH or below, in the right lane, getting passed, honked at, etc.. Pushing past 80MPH and my consumption was right at 1.0mi/kWh…
Conditions were somewhat windy, about 35 degrees F. And you don’t realize it on the drive, but that route is all up-hill the whole way. My biggest frustration the whole time was EA chargers not working properly. I found a couple properly operational ones along the way, but most of my stops were made much longer by slow chargers that were throttled back or struggling with the “cold” as per EA customer support. Ford’s navigation, especially where charging is concerned, is totally brain-dead. Almost got me stranded outside Omaha because I took a detour to look at something and the only charger I could get to was a 50kW ChargePoint. It’s infuriating to spend an hour at a 50kW station to get enough charge to get to the next EA station, which then only ran at 37kW. A one day trip turned into a two day trip because of EA chargers.
I found leaving the heat on auto, set about 68 with seat heaters on level 2 and both my wife and I were comfortable. That’s about where I’d set things in my ice trucks or Expedition. Wish I had the heated steering wheel… Fine once things warmed up, but starting out on a cold morning without the heated wheel… meh.
Biggest factor working against range is speed. The truck has the aerodynamic prowess of a brick. My daily driving around town I early get 2+ mi/kWh, even in sub zero temps like today. As long as I start with a warm battery and I’m not stomping on the accelerator at every intersection.
Second road trip I took in the Lightning was similar. EA chargers still suck. Traffic was heavier and not moving as well, so didn’t have to worry about speed, truck performed as I expected. Overall downhill one way, uphill on the way back. 2+ mi/kWh one way, 1.6 mi/kWh on the way back. Temps ranging between 30 and 40 degrees F.”
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Conclusion: Balancing Innovation and Practicality
The Ford F-150 Lightning is an innovative step in the electric pickup truck market. However, its performance in colder climates, alongside that of its competitors, underscores the broader challenge facing all EVs in such conditions. As technology evolves, these issues may diminish, but for now, they remain a critical consideration for potential buyers in colder regions.
The journey of the F-150 Lightning is more than a story of a single vehicle; it’s about the progress and challenges in the broader EV landscape. Acknowledging these challenges and advancements is key to understanding and embracing the future of electric mobility.
Essential Cold Weather Tips for Ford F-150 Lightning Owners
- Precondition Your Vehicle: Use the FordPass app or the truck’s center screen to precondition your F-150 Lightning while it’s plugged in. Preconditioning the battery and cabin before departure can significantly improve range and comfort.
- Keep It Plugged In: Always plug in your F-150 Lightning when parked, especially in cold weather. This keeps the battery at a more optimal temperature and ensures it’s ready for your next drive.
- Park Indoors When Possible: If available, park your F-150 Lightning in a garage or undercover to protect it from extreme cold. This helps in maintaining the battery temperature and reducing the energy needed to warm up the vehicle.
- Minimize Heater Use: Rely more on heated seats and steering wheel for warmth rather than the vehicle’s HVAC system. Heating the entire cabin consumes more battery power.
- Drive Conservatively: High speeds and aggressive driving can drain the battery more quickly. Maintain moderate driving speeds and utilize smooth acceleration and braking.
- Check Tire Pressure Regularly: Cold weather can cause tire pressure to drop, leading to increased rolling resistance. Regularly check and maintain the correct tire pressure for better efficiency.
- Use Eco Mode: If your F-150 Lightning has driving modes, use Eco Mode to optimize battery usage, especially in cold weather.
- Limit High-speed Charging in Extreme Cold: The Battery Management System might limit charging speeds in severe cold to protect the battery. Plan your charging schedule accordingly, allowing more time for charging if necessary.
- Reduce Excess Weight: Remove unnecessary items from your truck. Extra weight requires more energy to move, reducing overall efficiency.
- Monitor Regenerative Braking: In cold temperatures, the regenerative braking system may be less effective as cold batteries can’t accept as much energy. Be aware of this change in braking behavior.
- Battery Warm-Up Strategy: For long trips, start with a shorter drive or allow the vehicle to idle for a bit to warm up the battery before hitting the highway.
- Snow and Ice Removal: If your truck is covered in snow or ice, clear it off before driving. Extra weight and aerodynamic drag from snow and ice can decrease range.
