What’s the real problem with EVs? It’s certainly not performance; they’re fast like nothing else. I don’t even really think it’s range, either. Most now go far enough that, even in adverse conditions, are comparable to a tank of gas—and if you can’t charge at home, you shouldn’t be buying one, anyway. There’s an excuse to be made about a lack of character and that’s very valid, but nullified on an everyday commuter. I think the real problem with EVs is that they’re expensive, and yet no one wants to admit to being cheap, especially when it comes to—allegedly—saving the planet.
I loved the F-150 Lightning Platinum I tested earlier this year. The EV movement may be backpedalling, but the Lightning’s brilliance was and remains undeniable. But at well over a hundred grand, the top-trim Platinum was an expensive truck, even among modern trucks that are more moneyed than ever. But this 2024 Ford F-150 Lightning Flash, starting at $79,995, solves that problem rather neatly.
It almost makes you wonder where the money went on the loaded Platinum. Yes, the Flash has cloth seats, but they’re still heated and power-adjustable. You still get the enormous 15-inch touchscreen display and a wireless charging pad. Like every Lightning, the Flash is a crew cab with tons of room, a short bed, and gobs of power. Said power is provided by the same 131 kWh battery and feeds the same pair of motors. It’s good for the same 580 horsepower and 515-ish kilometres of range.
Honestly, the first time I climbed in, I struggled to spot the differences. I felt like that tired Office meme where Pam tasks Creed with finding the differences between two pictures of their office building, only to reveal they’re the same picture. [You’re clearly in the wrong biznus. —Ed.] Obviously you’re losing a lot of leather; not just on the seats, but also the centre console and dashboard. That’s not a deal-breaker on a truck, right? You also give up ventilated seats, but it’s not such a big deal with cloth.
The wheels are smaller, measuring “only” 20 inches rather than the 22s on the fancier truck, so there’s marginally less rolling resistance. The Flash rides a bit better as a result, but that’s kind of a wash, as the Lightning is already the best-riding pickup by a long-shot with its bespoke rear suspension setup and vastly better weight distribution. Our tester even had BlueCruise—Ford’s excellent hands-free driving system—albeit it’s a $2,750 option.
All that is to say, the Flash is brilliant. The Lightning was already so good at everything, and this new-for-2024 trim level now puts it at a more palatable price point in line with other half-tons. Granted $83,395 as-tested isn’t cheap, but none of these trucks are cheap anymore. Just look at the F-150 STX: it not only had cloth seats, but they weren’t powered at all, it didn’t have adaptive cruise control, and at 72-grand as-tested, you still had to twist a key to start up its gas engine. Like a damned peasant.
OK, in all honesty, I really liked that truck for that exact reason, but I digress. For a few dollars more, you get way more power, vastly better refinement, more tech, more flexibility and capability, but all on the caveat that you don’t cover more than 500 kilometres in a day. Realistically, who does? The Lightning is perfectly suited to commuting and light-duty work, which is how most people buying pickups use them, anyway. If you’re the rare use case that’s regularly hauling over long distances, you’re using the wrong tool for the job—and that’s not the tool’s fault. Besides, even if you did have to tow, the Lightning can still do so quite well.
This mid-grade 2024 Ford F-150 Lightning Flash sits above the more basic Pro and XLT models, and below the leather lined Lariat and Platinum models. It has all the things that matter from the nicer trucks, like the extended range battery, the big screen, and creature comforts like a wireless charging pad and assisted driving tech—minus all the frills. It’s a screaming value for a fantastic truck, regardless of what’s powering it. What a flash of genius.
