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They are less energy-dense, that’s also true. For the same size/weight as the Lightning’s present NMC (nickel manganese cobalt) pack, an LFP pack will have fewer kWh. But if you can routinely charge the LFP to 100%, compared to an NMC’s say, 80%, there really isn’t a proportional penalty in...

LFP batteries have longer lives, can be routinely charged to 100% without longterm degredation, and perhaps best of all: there’s less rapid release of energy from a cell puncture…. in other words, they don’t catch fire! I have an LFP pack in one of my Teslas, and it’s performance and...

Charge rates are in kW, not kWh. The units of electricity added to the battery (and purchased on your credit card) are kWh.

I don’t regret buying the truck I don’t regret buying the truck. I would not have paid over MSRP to a dealer, even for a truck I’d waited for and wanted for a long time- my dealer’s policy was to sell customer-ordered Lightnings at MSRP. You write as though this happens every day, but in my...

Maybe you remember, maybe you don’t, but Ford actually LOWERED the price of a new Lightning after the details of the new EV rebates were known (lowered so more ER battery vehicles would qualify for the EV tax credit). Instant $10 depreciation hit for all earlier purchasers. Ford could have...

It would seem that every size battery pack could have significantly faster DCFC, if the pack could be divided into two equal (400v architecture) modules, coupled in parallel for driving, but in series for charging (higher voltage for charging, resulting in more kW for the same acceptable level...

I think the ER battery pack is overrated as a solution for those with range insecurity: 1) it’s only about 30% more kWh than the SR. This is not insignificant, but it’s not like it’s going to provide vastly more range. (it’s also downright puny compared to the 210kWh GM packs in those 9000lb...

Right?? So like Ford, to withhold that information. It’s about as transparent as last year’s White House press briefings.

Pardon my ignorance, but does cold weather actually 1) reduce drivetrain efficiency? or 2) reduce battery capacity and output? (thereby reducing range) I always assumed it was the latter, not the former. (I’ve never used an EV in cold weather.) I guess I would have expected the only difference...

Wow! I guess “real world” conditions vary according to the real world we drive in. There’s almost always traffic all around me, so “drafting” on the highway boosts efficiency. Our 70mph highways are often clogged with traffic doing 50-60 or less, depending on time of day, and unknown to most...

Just curious about your annual average 1.47 MPK. Do you tow, often, with your Lightning? Or is that an effect of cold weather driving? Here in FL, my longterm average is 2.4 MPK (pretty much corresponding to EPA-rated efficiency); but I never tow, and in our crazy dense traffic, it’s hard to...

It’s not what’s “outstanding,” if by that you mean a check your write to IRS on 4/15. It’s your total tax liability for the year (line 24 on your 1040).

Who, with a taxable income greater or equal to the price of a new Lightning, does not pay at least $7500 annually in income taxes?? I can imagine very few examples.

All that needs to happen is for the price of gasoline to again reach toward $5/gal, and there won’t be enough Lightnings available to satisfy the demand.

What happens after the “departure time” is reached, but you haven’t yet departed? Does it cease battery preconditioning and cabin comforting? Or does it continue, even after the set departure time, until you unplug? (seems like this should be a toggle option, to continue preconditioning after...

There‘s a tendency for us to blame lower range in extreme cold on the use of cabin heating (and focus on trying to improve its efficiency). But isn't range loss mainly the impact of extreme cold on battery capability, rather than loss of efficiency (caused by use of cabin heating, whether...

Excellent post, imho. Access to reliable and convenient DCFC is more important than longer range (especially for those of us who like to stop every couple of hours anyway). And (just saying), I’m not sure I’d want a truck that weighs 2000lbs more, and costs $20k+ more, than my Lightning even...

Monitoring your trip’s mi/kWh, while driving, factors in everything. Your range depends mostly on only one of those factors: how much air you’re pushing out of the way (truck speed + wind speed). Though very cold temperatures also reduce your battery capacity (mitigate by plugging in at...

Wrong. Under the conditions you state, I’d expect full range of 440+ miles (3.4 mi/kWh driving 34mph, no decline necessary). All you have to do to get 320mi is average 2.4mi/kWh on a 100% to 0% trip - but in the real world most people run on less than the whole battery pack (charge to 90%, run...

Then why not base range on only 70% of the battery pack? Operating between 20% and 90% is reality for most customers. And with worst-case range scenarios for ER trucks about 180mi (85mph highway, even less for towing or extreme cold!) and best case over 400mi (nothing but low speed stop-and-go...