Ford is developing a midsize electric pickup truck on a new Universal EV Platform, aiming for a starting price of $30,000 in 2027. The company focuses on efficiency through smaller batteries and aerodynamic design to make the vehicle affordable. This follows challenges with its full-size F-150 Lightning, which faced high costs and range issues.
Ford's push into affordable electric vehicles continues with a new midsize pickup truck set to debut in 2027 on the company's Universal EV Platform. The project originated from an internal skunkworks team established several years ago, emphasizing fewer components and reduced energy use for equivalent distances.
The automaker has shifted from full-size models like the F-150 Lightning, whose production ended amid buyer concerns over towing-related range drops and prices exceeding $60,000—contributing to nearly $20 billion in losses for Ford. The new truck offers more interior space than a Toyota RAV4 and relies on a smaller battery pack, which accounts for about 40 percent of the vehicle's cost. It will use prismatic lithium iron phosphate cells produced in Michigan and be assembled at Ford's Louisville plant with a process featuring 40 percent fewer workstations.
Efficiency gains target a 15 percent improvement over current midsize trucks. Aerodynamic enhancements include a teardrop-shaped cab to guide airflow past the bed, as explained by Saleem Merkt, head of aerodynamics for Ford's advanced EV development: "To the air, it’s no longer a truck." The team, drawing on Formula 1 expertise, employed early wind tunnel testing with 3D-printed parts for rapid iterations. Redesigned side mirrors, reduced by over 20 percent in size, are projected to add 1.5 miles of range.
Design trade-offs were managed through a "bounties" system to align teams, according to Alan Clarke, executive director of Ford’s advanced EV development. For instance, raising the roof by 1 mm could increase battery costs by $1.30 or reduce range by 0.055 miles. Structural innovations feature just two aluminum castings for front and rear, compared to 146 parts in the Ford Maverick. The battery adopts a cell-to-structure design for higher density, paired with a 48-volt low-voltage system and in-house bidirectional charging at 400 volts. The vehicle will be software-defined, using a zonal architecture with five computers instead of numerous control units.
Further specifics on pricing, EPA range, and sales will be announced later.
