6:43.482. This is the time that places the Ford F‑150 Lightning SuperTruck among the fastest prototypes ever timed on the Nordschleife. More than just a record, it’s a rolling laboratory that points to the future of efficiency, robustness, and thermal management in high-performance EVs.
How did the SuperTruck become the fastest electric pickup?
Extreme engineering design: three electric motors delivering over 1,400 hp (with peaks reported up to 1,600 hp and, during tests, exceeding 2,200 hp). In 13 miles and 73 turns, stability comes from the aerodynamic package that glued the assembly to the pavement and allows for late braking and aggressive acceleration.
The track is unforgiving to poorly tuned cars. The SuperTruck’s consistency puts it alongside pure track machines that also shine there, such as the Mustang GTD on its reference lap.
What are the motor, battery, and cooling system details?
Tri-motor with aggressive torque vectoring; roughly 50 kWh battery that loses about 60% during a high-effort lap; up to 1.43 g of lateral acceleration recorded in test sections. The brake system utilizes carbon-ceramic discs and forged magnesium wheels with Pirelli P Zero slick tires for maximum grip.
To maintain delivery under heat and stress, the assembly employs a dry ice cooling system between runs, stabilizing the temperature of the battery and inverters. This approach stems from the know-how of extreme programs by the brand, such as the Super Mustang Mach‑E with over 2,200 hp at Pikes Peak.
What explains 5,940 pounds of downforce at 150 mph?
Track-ready aerodynamics: front splitter with three elements, functional air intakes, side diffusers, a large-volume rear diffuser, and a multi-element wing. The result is approximately 5,940 pounds of vertical force at around 150 mph, transforming the pickup into a “ground-effect car.”
This setup doesn’t come out of nowhere. Ford has been gathering high-speed data in demonstrators like the SuperVan, which also chased extreme lap times — see how the electric SuperVan shattered stopwatch times at the ‘Ring.
What impact does this record have on serial EVs and utility vehicles?
Where the track pushes limits, the street benefits. Thermal maps, inverter management, traction control, and high-speed aero efficiency are migrating into real-world applications: highways, towing, severe weather, and consistent regeneration.
This validation aligns with the company’s strategy to reduce costs of electric platforms and accelerate technological maturity. In other words: less talk and more data, as the brand itself has been signaling in its shift toward EVs — learn about the move in how Ford shifts its focus to electric vehicles.
How does it compare to extreme rivals on track and road?
The SuperTruck focuses on short, intense stints: high G-forces, late braking, intense battery discharge, and racing aero. Meanwhile, hypercars prioritize range and daily versatility, balancing comfort, noise, and tire/brake durability.
In the electric demonstrator universe, Ford also tests radical concepts beyond pickups, such as the NASCAR Mustang Mach‑E with 1,200 hp, reinforcing a modular approach to motors, inverters, and torque vectoring software.
Technical highlights in 10 seconds
- 6:43.482 at Nordschleife
- Tri‑motor, 1,400+ hp
- Downforce ~5,940 lbs
- 50 kWh, ~60% per lap
- 1.43 g in testing sections
- Carbon-ceramic brakes
- Magnesium wheels + P Zero slicks
- Dry ice cooling system
Quick comparison: SuperTruck vs. extreme competitors
- Focus: short track stint
- Aero: race car level
- Weight: balanced by downforce
- Battery: small, high discharge
- Brakes: carbon-ceramic
- Tires: racing slicks
- Use: EV laboratory
FAQ — Questions You Might Have
- Is the 50 kWh battery small? For quick lap recovery, yes: lighter weight, better thermal response, and high discharge. On the street, the learning translates into efficiency and improved thermal control.
- Are those 1,400+ hp always available? Not continuously. Peaks depend on thermal window and charge state. Management aims to preserve useful power for longer periods.
- Does 5,940 pounds of downforce increase drag? Yes. For cornering speed, load is prioritized. In real-world use, aero adjustments can favor efficiency.
- Why magnesium wheels and carbon-ceramic brakes? To reduce unsprung mass and resist thermal fatigue, enabling repeated high-energy braking.
- Does this reach work vehicles? Partially. Torque software, thermal management, and passive aero are the first to migrate.
Enjoyed seeing an electric pickup becoming a track benchmark? Leave your comment: would you prefer more battery capacity or more downforce in this setup?
Author: Fabio Isidoro
Founder and editor-in-chief of Canal Carro, he dedicates himself to exploring the automotive universe with depth and passion. A car and technology enthusiast, he produces technical content and in-depth analyses of national and international vehicles, combining quality information with a critical eye for the public.