Ford F-150 Lightning Real-World Range and Fast-Charging Test: How Far, How Fast?

You have the right to remain electric. Anything you put in the bed or rear seat can be used against your driving range. You have the right to a charger. If you cannot find one, one may be installed for you. Consider these the new Miranda rights for police forces across America, which soon will have access to Ford's new F-150 Lightning Pro SSV police truck. The new cop pickup is spun off the all-electric Lightning, and while that part is novel, the package is, for the most part, modeled after the regular F-150 Police Responder rig.One thing the Lightning Pro SSV is not is pursuit-rated. This is purely a patrol and response vehicle, even though the standard-range battery version's dual electric motors combine for 452 hp and 775 lb-ft of torque, and the big-battery, long-range model gets 580 hp and the same mighty torque figure. In that latter configuration, Ford claims the Pro SSV (that's Special Service Vehicle) can hit 60 mph in under four seconds, a claim largely backed up by our test figures for the new Lightning. In extended-range battery form, but without the range-topping Platinum trim's bigger wheels and extra equipment, an F-150 Lightning Lariat model scooched to 60 mph in 3.8 seconds.Okay, so "technically" the police Lightning won't be used for chases or other action. For those tamer missions, it's well equipped. Take the "Pro" part of its name. That's a reference to the entry-level Pro trim level on the civilian F-150 Lightning, which already is geared toward work duty with vinyl seats and flooring and a more basic interior layout. Ford swaps in cloth-wrapped front seats for the SSV, which also include steel "anti-intrusion" plates in the seatbacks and slimmer bolsters to make it easier for cops and their nifty tool belts to slide in and out.And then there is the frunk, which offers 14.1 cubic feet of space under the power-opening hood in the truck's nose for storing cop things. There also is a 220-amp DC-DC power source under there, which any number of upfitter attachments can be wired to. Oh, and the top of the dashboard is reinforced so it can withstand use as a mounting point for various add-ons.Ford also will install the requisite red-and-blue or white-and-amber roof lights for departments that request it. And beyond the lighting on the truck itself, Ford points out that the ProPower Onboard power sources in the frunk and bed can be used to power accident-scene lighting, emergency equipment, or mobile doughnut makers just as easily as the welders, fridges, and other stuff ProPower can handle for civilian Lightning customers.So far, the police Lightning's range figures are TBD. Regular Lightnings can travel between 230 and 320 miles on a charge, depending on which batteries they come with. We've found that that range can vary wildly depending on what the truck is being used for (i.e., just noodling around, or towing a heavy trailer). More details will arrive later this summer, both for the Pro SSV and, it seems, the 2023 model-year Lightning generally. That gives you a few more months of police vehicles that can't sneak up on you silently.

We've seen concept cars featuring four-wheel-steering that makes it possible to pull up next to a parking space and drive sideways right into it, thanks either to four-wheel 90-degree steering or spherical tires that can just roll sideways. Don't hold your breath for these sideways parking car concepts, but supplier ZF recently showed off a front suspension design capable of steering the front wheels 80 degrees—enough to drastically reduce the amount of surplus parallel-parking space required for easy insertion/extraction and to tighten U-turn diameters considerably.The Missing LinkIn most front suspensions, a tie-rod connects the suspension knuckle directly to the steering rack. ZF proposes inserting a second link. This one runs roughly parallel with the tire, connecting the lower control arm in front to the knuckle at the other end. The traditional tie-rod then connects to this link, a bit closer to the control-arm pivot. The mechanical advantage this creates can more than double the range of tire pivot rotation from a typical 35 degrees in either direction to 80 degrees without extending the travel or dimensions and functionality of the steering rack.Why Has Nobody Produced This Yet?Swiveling the wheels and tires 80 degrees either way requires a lot of packaging space that is typically reserved for crash-structure frame rails, and their spacing has generally been dictated by a front-mounted combustion powertrain. Another problem is the lack of any sort of constant-velocity joint capable of transmitting drive torque over such an extreme angle, which makes the concept impractical for traditional front-drive vehicles. Finally, implementation would require a means of limiting the max allowable steering angle to parking-lot speeds, because suddenly dialing up 80 degrees of steering at speed could roll a tire off the rim and flip the vehicle.Enablers: Electronics and Electric DriveModern electronics are more than up to the task of limiting steering angles to certain speeds, and this obviously means any rear-engine, rear-wheel drive vehicle could adopt this steering setup today and begin seeking out incredibly tight parallel parking spaces and hanging U-turns inside their garage or on their neighborhood street. Indeed, ZF demonstrated the concept on a rear-motor, rear-drive electric BMW i3. Another key enabler will be in-wheel electric drive motors, which eliminate the need for shafts and CV joints. These have yet to find favor with mainstream automakers, but advances we've covered by Orbis and Indigo address the technology's limitations in ways that could bring them to market—especially in ride-hailing and delivery vehicles, which stand to gain maximum benefit from the improved maneuverability.When and How Much?ZF's EasyTurn Suspension is so simple that it can be implemented quickly, whenever a manufacturer signs on the dotted line, but as of press time ZF had yet to announce any such contracts. And no supplier ever talks specifics on cost, but clearly this design adds a couple of ball joints, a link, and a bit of extra machining, so this won't be a budget-buster. Consider our fingers crossed for this cool concept.

The Mercedes-Benz S-Class has been untouchable, until now. Finally, another flagship sedan stands a chance of intercepting Benz intenders before they default to an S-Class, and that party-crasher sedan is from Mercedes itself. The fully electric EQS aims for the same top end of the market as the S-Class, but does so with a fresher formula than its conventional, almost stagnant counterpart.At the top of the non-AMG EQS range is the EQS580, which keeps up with a Mustang Shelby GT500 in a straight line while suffocating occupants with silence and luxury. But this gas-versus-electricity battle is about more than just numbers and stifling quiet. If you have more than $100,000 for a luxury car that symbolizes wealth and good taste, you're probably going to look for a three-pointed star. Now, there are two choices when you get to the dealer. Both full-size Mercedes four-doors are 2022 Car of the Year finalists, but only one earns a first-place recommendation in this comparison. Which one is it—the gas model, or the new-age EV?Mercedes Luxury, Imagined Very Differently"S580" may literally be a part of the EQS580's name, but the two expensive luxury cars execute six-figure luxury in vastly different ways. The S-Class doesn't stray too far from what's made it a dominating force in its segment. Now available with I-6 and V-8 engines, the S-Class will add a plug-in hybrid model soon for those not ready to plunge into a fully electric future. And thanks to the EQS, loyal Mercedes buyers no longer need to look to the nearly $100,000 Tesla Model S or the spectacular—but barely established—Lucid Air. We're using the term luxury sedan loosely in this comparison; because the EQS580's rear glass lifts with the trunk lid, it's technically a hatchback.Both the S580 V-8 and the EQS580 are far quicker than most owners will expect, yet each car relaxes its occupants with quietness and layer after layer of luxury and technology. Under its long hood, the S580's twin-turbo 4.0-liter V-8 pumps out 496 hp and 516 lb-ft of torque. Acceleration to 60 mph comes in just 4.0 seconds despite an as-tested 4,961-pound curb weight, impressive in most comparisons but not this one.The EQS580 weighs 5,822 pounds, but that heft is propelled by front and rear motors combining for 516 hp and 631 lb-ft. With standard all-wheel drive like the S580, the EQS580 hits 60 mph in only 3.7 seconds (the single-motor, rear-drive EQS450+ model is a bit slower). The Lucid and Tesla are (much) quicker but really, who cares? These are luxury sedans, not dragsters. Numbers aside, the sensation of hushed and near-instant acceleration at any speed is an amusing sensation we enjoy, and it's one the gas-fed S580 can't quite match.Surreal Ride QualityThe S-Class also—shockingly—falls behind in ride quality. The way the EQS580 isolates passengers from what's underneath their feet is simply extraordinary, even when you opt for 22-inch wheels. Compare that with the S580, which delivers a merely decent ride with 21-inch wheels, an experience that improves if you stick with 20s. Still, it's no match for the EQS, and "merely decent ride" is never a phrase we want to use in the same sentence as "S-Class."Four-wheel steering makes both cars more maneuverable at city speeds than you'd expect from four-doors measuring in well over 200 inches in length. Thanks to that technology, the EQS580 has an astoundingly tight 35.8-foot turning radius. We'd recommend considering the option on both cars.The EQS580's light-weighted steering belies its Tahoe-esque curb weight, but don't expect much feel or sports-car-like behavior on a winding road."The EQS580 is a gigantic, electric sofa that moves around under its own power," said deputy editor Alex Stoklosa, encapsulating how the new Mercedes feels.The S580 handles itself better, but you never forget how much car you're hauling around those curves. Unless you're interested in the AMG version of both models, don't expect the EQS and S to beckon you to drive faster.No matter how you drive these dueling flagships, neither is engineered with natural-feeling brakes. The S580's stoppers were described as "mushy," and the more sensitive types out there (hi, Mom and Dad!) may feel the car slow down uncomfortably quickly right before you come to a stop. Brake feel is worse in the EQS. Technical director Frank Markus called the EQS580's brakes "spongy and imprecise." We appreciate the technology behind the brake pedal that moves based on the regenerative braking's rate of deceleration, which is supposed to make the entire system feel more natural as the driver adds their own braking input to slow the EQS to a complete stop. Even so, take it from road test editor Chris Walton: "The soft brake pedal is not confidence inspiring in the least."Comparing Electric to Gas, Mercedes-StyleIf the EQS450+ or EQS580 could match the 406-520-mile Lucid Air in EPA-rated driving range, the scales might tip in the favor of the electric Mercedes. But as it is, the EQS580 can drive for 340 miles before needing a full recharge. Compare that with the S580's 442 miles in the same combined city/highway EPA cycle, or the six-cylinder S500's 530 miles. As good as the S580's V-8 is, our experience with Mercedes' mild hybrid I-6 has been so positive, we'd suggest S-Class intenders try an S500 before signing for an S580.Like most electric cars, the EQS580 can be recharged to from 10 to 80 percent in only 31 minutes, but the S580 can refuel to 100 percent in 5 minutes at utterly common gas stations. The EV's disadvantage is only important on a road trip; everywhere else, the EQS wins in the luxury of convenience. It's hard to beat the convenience of pulling into your driveway, plugging in for the night, and never visiting a gas station again except for pit stops.The S580 is quiet most of the time, but the EQS580's EV powertrain takes things to a higher level. There's nothing like the quiet of an electric car to enhance the sound quality of whatever you're enjoying on the highway. That hushed cabin and slick aerodynamics come at a steep price, however. To achieve a drag coefficient of only 0.20 on the EQS, it feels to us as though Mercedes sacrificed too much in terms of design. We can appreciate a new design direction, but the blob-like EQS leaves a lot to be desired, stylistically. The Tesla Model S and Lucid Air manage similar or better EPA-rated efficiency with superior range and arguably more pleasing design.EQS vs. S: Which Executes the Details Better?Neither the EQS nor the S-Class inspired uniform praise among MotorTrend editors, but it's impossible to miss the premium touches everywhere you look. The interiors attempt to mix luxury with technology in such a way that the latter doesn't overwhelm the former. That's a challenge in the EQS580, whose Hyperscreen combines a 12.3-inch digital instrument cluster with a 17.7-inch central touchscreen and a 12.3-inch touchscreen for the front passenger. Spend a little time with the system and its voice commands, and you'll get used to it. The EQS interior feels airier up front than the S-Class and offers exquisitely designed air vents, but we noticed a couple less-than-premium interior materials in both cars. We also found the front seat controls of the EQS and S-Class harder to use than they've been in previous models with similar controls. One unusual advantage for the EQS: Its hatchback design makes loading cargo easier.You sit higher in the EQS than you do in the S-Class, but the high cowl means some drivers may feel claustrophobic inside, as they have a limited view above the dash. That won't be a deal-breaker for most buyers—there is no such thing as a perfect car—but the back seat of the EQS can't compare to the excellent rear quarters of the S. What you'll notice first: The S-Class has a longer and more comfortable seat cushion. The floor of the EQS is also too high for rear passengers, an oddity necessitated by the floor-mounted battery.Where both cars need urgent attention is—and we're not joking—the exterior door handles. They sleekly emerge from their flush housings on the doors so you can pull them out and open the door. The problem comes with the strength you must muster to open the doors. It's a silly issue to have, but it's real, and we hope a fix is on the way, though in the EQS you can option it with power-opening doors that offer up mechanical assist once the doors are unlatched.A Frustrating ConclusionThe EQS and S-Class earned their way to the finalist round of MotorTrend's 2022 Car of the Year competition, despite naysayers in both camps suggesting the Benzes weren't quite up to par. Some suggested the S-Class had lost its way as a tech leader of the brand, while criticism of our S580 test car's ride quality and brake feel didn't help. The EQS has incredible ride quality and a pleasing sense of heft—exactly what we want in a six-figure luxury car. Even brushing aside its odd brake feel and OK driving range, where the EQS really loses is the rear seat and styling."The EQS is a technological tour de force, and it's an even better sensory deprivation chamber," digital director Erik Johnson said. "It's a masterclass in luxury, and clearly points the way to what cars will eventually be in our [SAE autonomy] Level 4 or Level 5 future, and how the luxury companies like Mercedes intend to set themselves apart. And yet, the cowl is so high that I feel like I'm sitting at the kid's table when I drive it, and it looks like a prescription shoe."Were we comparing E-Class-level cars, this might go a different way. But despite its imperfections, the S-Class provides a good all-around experience without any significant missteps. That's why we're frustrated. We like where Mercedes is headed, but in a segment of cars you want, not need, the EQS can't yet match the mighty S-Class. That legendary nameplate has been continually updated and improved over a half century; we suspect it won't take nearly as long for Mercedes to engineer and design a true S-Class of electric cars.First Place: 2021 Mercedes-Benz S580Pros: Looks expensiveGreat back-seat packagingLonger driving range than EQSCons: Ride quality could be betterEnd-of-travel brake feelFrustrating exterior door handles Verdict: Despite its limitations, this is still the luxury sedan standard-setter, for now.Second Place: 2022 Mercedes-Benz EQSPros: Superb ride qualityQuiet and immediate accelerationHatchback practicalityCons: Knees-high rear seat experienceSpace lozenge stylingEQS580's Hyperscreen may be too much for some Verdict: Intriguing and solid electric luxury sedan from Mercedes let down by a couple tough-to-fix flaws.POWERTRAIN/CHASSIS 2021 Mercedes-Benz S 580 4Matic SPECIFICATIONS 2022 Mercedes-EQ EQS 580 4Matic SPECIFICATIONS DRIVETRAIN LAYOUT Front-engine, AWD Front and rear-motor, AWD ENGINE/MOTOR TYPE Twin-turbo direct-injected DOHC 32-valve 90-degree V-8, alum block/heads Permanent-magnet electric DISPLACEMENT 3,982 cc/243 cu in — COMPRESSION RATIO 10.5:1 — POWER (SAE NET) 496 hp @ 5,500 rpm 516 hp TORQUE (SAE NET) 516 lb-ft @ 2,000 rpm 631 lb-ft REDLINE 6,300 rpm — WEIGHT TO POWER 10.0 lb/hp 11.3 lb/hp TRANSMISSION 9-speed automatic 1-speed automatic AXLE/FINAL-DRIVE RATIO 2.82:1/1.69:1 9.72:1 (front)/9.64 (rear) SUSPENSION, FRONT; REAR Multilink, air springs, adj shocks, anti-roll bar; multilink, air springs, adj shocks, anti-roll bar Multilink, air springs, adj shocks, anti-roll bar; multilink, air springs, adj shocks, anti-roll STEERING RATIO 15.5:1 13.8:1 TURNS LOCK-TO-LOCK 2.0 2.0 BRAKES, F; R 14.5-in vented, drilled disc; 14.1-in vented, drilled disc 14.9-in vented disc; 14.9-in vented disc WHEELS, F;R 8.5 x 21-in; 9.0 x 21-in, cast aluminum 9.5 x 22-in cast aluminum TIRES, F;R 255/35R21 98Y; 285/30R21 100Y Pirelli P Zero MO-S 265/35R22 102H Pirelli P Zero MO-S Elect DIMENSIONS WHEELBASE 126.6 126.4 TRACK, F/R 65.4/66.4 in 65.6/66.2 in LENGTH x WIDTH x HEIGHT 208.2 x 76.9 x 59.2 in 207.3 x 75.8 x 59.6 in TURNING CIRCLE 41.9 ft 35.8 ft CURB WEIGHT (DIST F/R) 4,961 lb (54/46%) 5,822 lb (50/50%) SEATING CAPACITY 5 5 HEADROOM, F/R 42.1/39.4 in 40.4/37.0 in LEGROOM, F/R 41.7/43.8 in 41.7/39.1 in SHOULDER ROOM, F/R 59.6/59.0 in 59.5/57.3 in CARGO VOLUME 12.9 cu ft 22.0 cu ft TEST DATA ACCELERATION TO MPH 0-30 1.6 sec 1.6 sec 0-40 2.3 2.1 0-50 3.1 2.8 0-60 4.0 3.7 0-70 5.2 4.8 0-80 6.5 6.1 0-90 8.1 7.5 0-100 9.9 9.3 PASSING, 45-65 MPH 1.9 1.8 QUARTER MILE 12.5 sec @ 112.9 mph 12.2 sec @ 113.3 mph BRAKING, 60-0 MPH 112 ft 115 ft LATERAL ACCELERATION 0.87 g (avg) 0.88 g (avg) MT FIGURE EIGHT 25.8 sec @ 0.72 g (avg) 25.2 sec @ 0.76 g (avg) TOP-GEAR REVS @ 60 MPH 1,200 rpm Not applicable CONSUMER INFO BASE PRICE $117,350 $119,110 PRICE AS TESTED $143,230 $125,310 AIRBAGS 14: Dual front, f/r side, f/r curtain, rear belt, rear front, driver knee, front pass thigh 10: Dual front, f/r side, f/r curtain, driver knee, rear belt BASIC WARRANTY 4 yrs/50,000 miles 5 yrs/60,000 miles POWERTRAIN WARRANTY 4 yrs/50,000 miles 5 yrs/60,000 miles, 8 yrs/80,000 miles Hybrid/EV battery ROADSIDE ASSISTANCE 4 yrs/50,000 miles 5 yrs/60,000 miles FUEL CAPACITY 22.1 gal 108 kWh Li-Ion EPA CITY/HWY/COMB ECON 17/25/20 mpg To be determined RECOMMENDED FUEL Unleaded premium 240-volt electricity, 480-volt electricity ON SALE Now Fall 2021 Show All