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When it comes to trucks, few automakers do it better than Ford. The company is now carrying that status as the auto industry shifts to electric vehicles. If you’re shopping for your next pickup, check out the list of Ford electric trucks broken down by price below.

2022 Ford electric pickup trucks list

Since introducing the Model T to the world in 1908, the name Ford has been almost synonymous with the automobile industry. As the automaker transitions to the new era of electric vehicles, Ford has wisely chosen to convert several consumer favorites to electric.

Ford celebrated 100 years of making trucks in 2017, from the Model TT, released in 1917, one of the first pickup trucks, to the new all-electric Ford F-150 Lightning.

The Ford F-150 Lightning is Ford’s first 100% electric pickup that customers began receiving in May 2022. Since then, the EV truck has received a warm welcome, quickly becoming one of the best-selling electric trucks, although there are only a few others (GMC Hummer EV, Rivian R1T) on the market currently.

Although Ford has a rich history in making trucks, the automaker calls its electric truck the “smartest, most innovative F-150” it’s ever built. See a full review of it here.

Ford F-150 Lightning

Starting Price Battery (kWh) Standard/ Extended Range EPA Range Towing(lbs) Torque (lb-ft)
Pro $39,974 98 Standard 230 5,000 775
XLT $52,974 98/
131
Standard/
Extended
230/
320
5,000/
7,700
775
LARIAT $67,474 98/
131
Standard/
Extended
230/
320
5,000/
7,700
775
PLATINUM $90,874 98/
131
Extended 320 7,700 775
2022 Ford F-150 Lightning electric pickup trucks list

An important thing to note, if you decide to go with the extended range battery: It will run you an extra $10,000 in the LARIAT model and $19,500 for the XLT (due to requiring a 312A package upgrade).

Although its a base model, the F-150 Lightning Pro still comes loaded with features such as a comfortable, spacious interior, a Mega Power Frunk with 400 liters of volume, and four Pro Power Onboard 120V outlets for a total of 2.4 kW power, perfect for a laptop or potentially a workstation.

The instant 775 lb-ft of torque (the most of any F-series) gives the F-150 Lightning rapid acceleration and 0 to 60 ability in four seconds. And for those worried about towing with EVs, Ford’s electric pickup has several features that will make you nearly forget you have something attached behind you.

The Ford F-150 Lighting is one of the largest passenger vehicles to get an electric upgrade. As such, it has a massive battery that can be used as a backup generator for your home during an outage (Ford claims a fully-charged Lighting can power an average home for three days) with vehicle-to-grid (V2G) capabilities or to charge another EV.

Meanwhile, for those looking to travel long distances, you may want to consider the extended range battery in the XLT, LARIAT, or Platinum models.

F-150 Lightning XLT

Ford-F-150-lightning-XLT
Ford F-150 Lightning XLT Source: Ford

The XLT model comes with 18-inch black accent wheels with 20-inch grey optional, adaptive cruise control, and navigation. You can also choose to upgrade the onboard power to 9.6kW and tailgate work surface.

F-150 Lightning LARIAT

Ford-f-150-lightning-LARIAT-1
Ford F-150 Lightning LARIAT Source: Ford

On the other hand, the LARIAT comes standard with 20-inch grey wheels, a tailgate work surface, and signature front Lightning grille. It also comes standard with the 9.6kW onboard generator and larger 15.5-inch touchscreen infotainment.

F-150 Lightning PLATINUM

Ford-f-150-lightning-platinum
Ford F-150 Lightning PLATINUM Source: Ford

Ford’s F-150 Lightning PLATINUM is the top-of-the-line model that comes standard with 22-inch black accent wheels, an extended range battery, a 9.6kW backup generator, maximum recline front seats, and a 15.5-inch touchscreen.

Does this list of Ford electric pickups qualify for the EV tax credit?

The Ford F-150 Lightning meets the criteria to be eligible for the tax credit. However, for electric pickups, the price must be less than $80,000, so you can go over the price threshold with added features.

At the same time, due to overwhelming demand, Ford is currently sold out of the 2022 version with several years worth of reservations as the automaker works to scale production.

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Hyundai Ioniq 9 first drive: Stylish SUV outside, spacious and versatile 3-row minivan inside

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Hyundai Ioniq 9 first drive: Stylish SUV outside, spacious and versatile 3-row minivan inside

Hyundai flew us out to Savannah, Georgia, a few weeks ago to get our first impressions of the much-anticipated Ioniq 9 three-row SUV. The vehicle uses the same E-GMP platform as the Kia EV9 and some smaller HMG EVs but the real question is: how is the Ioniq 9 different? Let’s take a look…

Size matters

This is a big EV with spacious three rows that seat six or seven adults comfortably. As far as I am concerned,the Ioniq 9 is Hyundai’s flagship vehicle.

The drive was similar to the Kia EV9, which is obviously a good thing. The big vehicle has solid electric acceleration, and Hyundai has done great work with the suspension to make this heavy car feel light on its toes. But Hyundai has made efforts to make the drive even smoother and quieter. The foam-filled tires, soft suspension, acoustic glass, and active noise cancellation all make the ride feel like floating rather than driving.

Front-row seats are not only spacious but also offer ample comfort and legroom. Also, there’s plenty of legroom in the second row (42.8 inches) and spacious third row (32.0 inches). Did I mention this is a big vehicle?

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What stands out to me on the interior is the flat floor enabled by the E-GMP battery and remarkably long wheelbase (3,130mm / 123.2 inches). It doesn’t feel like an SUV inside, it feels like a big minivan (oxymoron noted). While many folks are embarrassed to be seen in a minivan, nothing beats the configuration internally for trips and driving more than 4 people around – so the comparison is fully complimentary.

Hyundai obviously kitted us out with their top-end interiors, and they definitely felt sporty and luxurious.

Frunk

The Frunk o the Ioniq 9 isn’t anything to write home about and one of the few downsides to this vehicle. Hyundai of course says that their customers don’t want it, just like the bigger Frunk-maker’s say that their customers love it. For better or worse, it is a great place to put some charging cables, a tire inflator kit or some valuables but don’t expect it to be used frequently like a Tesla/Rivian or F-150/Silverado Frunk for groceries and general purpose cargo.

I really love the look of the Ioniq 9, which the company says is shaped like a sailboat hull with its big taper at the back. That also gives the Ioniq an otherworldly low drag coefficient of 0.259. That, along with the big 110kWh battery and Hyundai’s always efficient EVs, gets this thing to 335 miles for the RWD version. The performance AWD variant only drops down to 311 miles, a hit worth taking.

That range and the spacious interior mean that this is a great road trip EV. AWD versions can even tow up to 5000lbs. HMG’s software adjusts range predictions based on towing. Aerodynamics and efficiency of the trailer will all determine how much range is sacrificed but with over 300 miles to start with, odds are it will get you where you are towing.

NACS charging

The Ioniq 9 is one of the first non-Tesla EVs to come standard with a NACS charger, meaning it can natively charge at most Tesla Superchargers. Hyundai also includes an adapter so it can charge at CCS Combo stations and use a J-1772 Level1/2 charger.

Exterior

I am torn on the exterior look of the Ioniq 9. I love the shape, which Hyundai says is reminiscent of the aerodynamic hull of a sailing ship. I love the pixel lights that have become iconic in Hyundai’s EV lineup. Even the overall silhouette, something that Hyundai calls “Aerosthetic”—a harmonious blend of aerodynamics and aesthetics— is pretty incredible.

But I don’t love some of the design ornaments–like the cutout pieces over the front and back wheels. While I realize that seems like a nit-pick, I can’t unsee it. It is more subdued in the darker colors, however.

Pricing: starts at $58,955 for the RWD S trim and goes up to $76,490 for the Performance Calligraphy Design AWD trim. Eligible for $7500 Federal tax credit and various state/local and utility discounts.

Electrek’s take

I really love this take on the 3rd row electric SUV. Would I take the Ioniq 9 off-road like a Rivian? No. Does it accelerate like a Telsa Model X? No.

However, it does everything most third-row SUV owners expect, and it does it quietly and effortlessly. For those looking for a luxurious 3-row electric SUV with an interior that rivals the comfort of a minivan, you have to put the Hyundai Ioniq 9 at the top of your list.

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Honda pulls the plug on its larger electric SUV, but that’s not all

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Honda pulls the plug on its larger electric SUV, but that's not all

That larger Honda electric SUV may be a pipe dream after all. Honda follows Ford, Toyota, and other automakers in adjusting major EV plans in the US.

Honda scraps plans for a larger electric SUV

Although Honda’s first electric SUV, the Prologue, was one of the top-selling EVs in the US last year, the Japanese automaker is preparing for a slowdown.

Thanks to the Trump Administration’s recently passed “Big, Beautiful Bill,” which kills off the $7,500 federal tax credit at the end of September, Honda expects lower demand for EVs.

According to a new Nikkei report, Honda is now scrapping plans for its larger electric SUV in the US, its largest market. Instead, the company will focus on hybrid vehicles, similar to recent moves from Ford, Toyota, and others.

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Honda’s larger electric SUV was due to be released around 2027, about the same time as Ford and Toyota’s three-row EV SUVs. The upcoming Honda 0 Series electric SUV and sedan are still set to arrive starting next year.

We got a sneak peek of the midsize electric SUV in April after a camouflaged prototype made its debut on the streets of Tokyo for the first time.

Honda announced earlier this year that it is reducing its planned EV investments by $21 billion through 2030, as it expects lower demand. Like Ford and Toyota, Honda will focus on hybrids in the meantime.

Honda-larger-electric-SUV
Honda 0 SUV (Source: Honda)

In a separate report on June 20, Nikkei claimed that Honda and Nissan were considering a new US partnership just months after their global tie-up fell through.

Electrek’s Take

Honda is one of the few Japanese automakers to gain some momentum in the US EV market, but scrapping plans for the bigger model could put it behind rivals like Hyundai and Kia.

Through the first half of the year, Honda has sold over 16,300 Prologues in the US. In comparison, Toyota sold just over 9,200 bZ4X models.

Even Acura’s EV is seeing significantly more demand than expected. Acura sold 10,355 ZDX models in the first half of 2025, outpacing the Cadillac Lyriq, which is based on the same platform. Earlier this year, Mike Langel, vice president of national sales for Acura, told Automotive News that the company expected to sell around 1,000 ZDX models a month this year.

Honda, like most of the auto industry, is bracing for a shakeup as the Trump Administration rolls back EV incentives, putting the US on track to lag even further behind leaders like China.

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Paris’ popular bike share program has a big sticky finger problem

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Paris' popular bike share program has a big sticky finger problem

Paris’ bike-share system, Vélib has long been considered one of the shining success stories of urban micromobility. With a massive fleet of over 20,000 pedal and electric-assist bicycles around Paris, the service has helped millions of residents and tourists get around the City of Light without needing a car or scooter. But lately, a growing problem is threatening to knock the wheels off this urban mobility marvel: theft and joyriding.

According to city officials and the service operator, more than 600 Vélib bikes are now going missing every single week. That’s over 30 bikes a day simply vanishing from the system – some stolen outright, others taken on “joy rides” and never returned.

“At the moment we’re missing 3,000 bikes,” explained Sylvain Raifaud, head of the Agemob company that currently operates the Velib system. That’s nearly 15% of over 20,000 Vélib bikes across Paris.

The sticky-fingered culprits aren’t necessarily professional thieves or organized crime rings. Instead, they’re often regular users who treat the shared bikes like disposable toys.

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The city estimates that many people have figured out how to pry the bikes out of the system’s parking docks, unlocking one for a casual cruise and then ditching it somewhere far from a docking station.

Once pried free, the bikes are technically usable for the next 24 hours until their automatic locking feature kicks in. At that point, the bikes are often simply abandoned. Some end up in alleyways. Others get tossed in rivers. A few just disappear completely.

And since the bikes are intended to be parked at their many docking stations around the city, they don’t have GPS chips, further complicating recovery of “liberated” bikes.

The issue started small but has grown into more than an inconvenience – it’s beginning to undermine the entire purpose of the service. With bikes going missing at such a high rate, many Vélib docking stations are left empty, especially during rush hours.

Riders looking for a quick commute or a convenient hop across town are increasingly finding themselves without available bikes, or having to walk long distances to find a functioning one.

That kind of unreliability chips away at user confidence and threatens to drive potential riders back into cars, cabs, or other less sustainable forms of transport at a time when Paris has already made great strides to dramatically reduce car usage in the city.

The losses are financially painful, too. Replacing stolen or vandalized bikes isn’t cheap, and the resources spent on tracking down missing equipment or reinforcing anti-theft measures are stretching thin. Vélib has faced theft and vandalism issues before, especially during its early years, but this latest surge has officials sounding the alarm with renewed urgency.

Officials acknowledge that there’s no easy fix. Paris, like many cities with bike-share systems, walks a fine line between accessibility and accountability. Part of what makes Vélib so successful is its ease of use and widespread availability. But those same features make it vulnerable to misuse – especially when enforcement is limited and the consequences for abuse are minimal.

The timing of the problem is especially unfortunate. In recent years, Paris has seen impressive results in reducing car traffic, expanding bike lanes, and promoting cycling as a key part of its sustainable transport strategy. Vélib is a cornerstone of that plan. But if the system becomes too unreliable, it risks losing the very people it was designed to serve.

Meanwhile, as Parisians increasingly find themselves staring at empty docks, the challenge for the city and Vélib will be to restore confidence in the system without making it harder to use. That means striking the right balance between freedom and responsibility, between open access and protection against abuse.

In a city where cycling is supposed to be the future of mobility, losing thousands of bikes to joyriders and sticky fingers isn’t just frustrating; it’s unsustainable.

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