This is despite the Lightning being the most aerodynamic F-150 ever, with its closed-off front grille, underbody panels, and reshaped running boards netting it a 4 percent better coefficient of drag than the regular F-150. Pushing the Lightning along at 75 mph requires 10 percent less power, a substantial decrease.
Maybe part of the appeal is blending in. The Lightning looks like any other F-150. It drives nearly identically to other F-150s, too, even though it gets an independent rear suspension, the first F-150 so equipped. This benefits ride quality in certain circumstances, such as an impact to both rear wheels simultaneously. But mostly the truck feels like any other F-150, with slight imprecision, body-on-frame structural jiggles, and a little floatiness to the ride.
The power delivery is violent. The Lightning will chirp its front tires when the call comes for maximum acceleration at speeds up to 30 mph. It's hilarious. Hammer it from rest, and the Lightning often squawks its front tires two or three separate times as the traction control backs off the power, then feeds in too much again. Mixing acceleration and cornering in the Lightning induces torque steer.
steers better, rides better, and is more structurally solid. Though the R1T is considerably more powerful and quicker, its power ramps up more gingerly to avoid wheelspin and torque steer. That allows the Lightning to hang with it in our passing tests, where their 30-to-50-mph and 50-to-70-mph times are within 0.1 second of each other.The Lightning's brakes are tuned exceptionally well, with none of the all-too-typical wonkiness when blending motor regen and friction brakes.
We never thought we'd be impressed by the mass efficiency of something weighing 6855 pounds. But in light of the smaller Rivian R1T that's 300 pounds heavier and the 9000-pound
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