A 2022 Ford F-150 Lightning has been independently dyno-tested for the primary time. The check, which proved difficult to conduct, confirmed that Ford’s all-electric pickup truck comes near its factory-rated output.

An extended-range mannequin was used within the check, which was performed by the Texas Truck Present with help from dyno producer Dynocom. Ford charges that model at 580 hp and 775 lb-ft of torque, and the dyno confirmed 565 hp and 784 lb-ft of torque on the wheels. That represents a 3% loss in horsepower from the motors to the wheels, however barely extra torque than the printed specs.

Simply getting that end result was troublesome, Brian Raupe, host of the Texas Truck Present, defined in an e-mail to Motor Authority. At 145.5 inches on the hub facilities, the Lightning’s wheelbase exceeded the boundaries of most all-wheel-drive dynos testers had entry to. These are typically used for smaller sports activities automobiles and max out at a 125-inch wheelbase.

With efficiency vans, the answer would usually be to run in rear-wheel drive on only one set of rollers. However that wasn’t an possibility with the dual-motor Lightning. Dynocom ended up modifying one in all its DC-6000 dynos to accommodate the Lightning’s longer wheelbase. The DC-6000 makes use of a gearbox to synchronize the 2 rollers. That is extra correct than typical belt techniques, that are vulnerable to stretching, Raupe famous. 

Dyno checks additionally usually depend on engine pace, however that is not a related determine for EVs due to their on the spot torque. Dynocom measured wheel pace as a substitute. A last drive ratio can be wanted for calculations, however Ford would not publish one for the Lightning. Utilizing wheel pace and tire top, testers estimated a last drive of two:1 for every of the Lightning’s motors.

Lastly, the Lightning initially reduce energy right down to lower than 200 hp round 70 mph, then would ramp again as much as full energy on the way in which to an indicated 107-mph prime pace. This was on account of extreme acceleration with out real-world weight and wind resistance, Raupe stated. Mainly, the truck thought it one thing was incorrect and restricted energy. The workaround was utilizing software program to use added resistance to the dyno rollers, simulating real-world situations.