[jconley]

Can confirm. I have an F-150 Lightning. The UI sucks and is slow. Much worse than my Teslas. It takes like 30 seconds when I get in the truck and turn it on before it's even usable. Switching between CarPlay and the native interface is ridiculous. It's a great truck though. Love it. :) AMA.

[rootusrootus]

One of these days we will have big enough batteries to power a superduty a reasonable distance. I can't wait. I've loved my EVs, now I want that for my F250.

[jconley]

A bigger concern for me is the charging speed/infrastructure for what an F250/350 might want to do. For me, that's tow a 5th wheel or trailer a UTV for hundreds of miles. Need better infrastructure and much higher voltage packs to make that viable without spending hours at the chargers blocking parking lots.

[misiti3780]

What is the real range vs EPA range?

[jconley]

This is highly dependent on how you drive, elevation changes, weather conditions, load/trailer weight/aerodynamics, and average speeds. So... I've seen both better than EPA ratings and worse than EPA ratings. It's rated at 320 miles on the 131kwh battery, which is about 2.4 mi/kwh. I've driven at times ranging from 1.5mi/kwh to 3.5 mi/kwh. So, I think it's accurate for their mixed highway/city test. If you're doing pure highway and thinking about a road trip, that is worst case scenario. At like 70 mph it's going to be around 2-2.1 mi/kwh unladen, so it'll be less than EPA rated, faster speeds get worse due to aero. At 2 mi/kwh that's 262 miles of range.

On a road trip I'd also keep the truck between 10-80% state of charge for optimal charge speeds, so I'd only get 70% of the range, or 183 miles. So I'd plan to stop every 150 miles or so.

This is actually similar to my real world results driving a Tesla Model 3 and Y. For the most optimal total trip time you're usually stopping every 150-200 miles or so.