Ford F-150 Lightning Extended Range
131 kWh usable, peaks at 182 kW. Every figure below comes from the same engine as the calculator, run on this car's own charge curve. Charge curve estimated from published charging reports, last checked 2026-09-15. Not independently dyno-verified.
Fast charging, 10% to 80%
DC intake power against state of charge, 0 to 100%.
Highway range
The 80% to 10% window is the range most drivers plan a road trip around: you rarely arrive at a charger empty, and you rarely wait for 100%. Cold weather costs range twice, through denser air and the cabin heater; the 20°F figure has both.
Where these numbers come from
Tuned against InsideEVs' real-world 10%->80% test after Ford's charging software update (~39.5 min, peak >180kW). A full-size truck's frontal area makes the highway range model matter more than most. Highway baseline fitted to InsideEVs' 70 mph test (2022 Extended Range, 270 mi) - pinned in tests/test_highway_road_tests.py.
The charge session is integrated across 1% state-of-charge steps on the curve above. In each step the rate is the lowest of the car's curve, the charger's power, the charger's current times this 400 V pack's voltage, and a cold limit that lifts as charging warms the pack. Highway range is road load: rolling resistance on 2,950 kg, drag on a 0.44 drag coefficient and 3.60 m² of frontal area, the always-on electrical load, a cold penalty and a cabin heater that works as hard as the weather asks (344 Wh/mi at 55 mph and 72°F). Formulas and their limits: how it works.
Pack age matters. These figures assume a new pack. The calculator takes a model year and odometer reading and derates both charging and range for an older one.