Archive Drive: Our Original Ford F-150 Lightning Long-Term Wrap!

Ford F-150 Lightning XLTLightning struck the performance scene in 1993 when an intimidating, lowered, 5.8-liter/240-horsepower F-150 pickup rolled out of Ford's Special Vehicle Team (SVT) shop and onto the street.

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Lightning struck the performance scene in 1993 when an intimidating, lowered, 5.8-liter/240-horsepower F-150 pickup rolled out of Ford’s Special Vehicle Team (SVT) shop and onto the street. Hot on the heels of assembling the ’93 Mustang Cobra, SVT applied the Cobra’s parts-sharing approach to build 10,000 limited-edition trucks with the looks and performance to earn a bad-boy reputation.

Ford’s speed gurus started with a basic F-150 (half-ton) shortbed pickup equipped with the XLT package. As they did with the Cobra, the engineers at SVT built their own version of a production engine: A 5.8-liter V-8 was improved with a pair of GT-40 aluminum cylinder heads, originally developed for competition. An aggressive cam profile was used to take advantage of the increased valve and port sizes. Airflow was optimized through a tuned aluminum intake manifold, larger-than-stock throttle body, tubular headers, and dual exhaust system. High-silicon aluminum pistons with lighter rings were fitted in the Windsor small-block to reduce internal friction. The engine computer was reprogrammed to take advantage of these modifications, providing crisp throttle response without affecting emissions.

Knowing that the truck would be driven hard by performance enthusiasts, SVT tweaked the E40D electronic four-speed automatic transmission to remain durable under the stress of the additional torque. The power is delivered down a 4.0-inch-diameter aluminum driveshaft to a limited-slip differential with low 4.10:1 gears. Under full throttle, upshifts come crisply at 5000 rpm. Due to its extra 49 cubic inches, the Lightning V-8 produces five horsepower and 55 pound-feet of torque more than the ’93 SVT Cobra.

As soon as we heard that this special truck was in the pipeline, we were on the phone with Ford. Our first test pitted the Lightning against the Chevrolet 454 SS in our June ’93 issue. The two muscle trucks proved to be closely matched, with identical 0-60-mph times and 60-0 braking distances (7.2 seconds and 143 feet). The Lightning managed to edge out the 454 SS in the quarter mile (15.6 seconds/87.4 mph versus 15.8/84.7), skidpad (0.84 g versus 0.78), and slalom (62.2 mph versus 60.7). Because of its better fuel economy and lower base price, we gave the nod to the Lightning.

A few months later, we welcomed a bright-red Lightning into our long-term test fleet. Building on a $19,023 base price for the 4×2 F-150 Styleside pickup, the Lightning package added an extra $2,846. Order number 509A included the high-performance 5.8-liter engine, SVT-tuned suspension, limited-slip differential, bucket seats, center console, front air dam with foglamps, four-speaker AM/FM/cassette stereo, power windows and locks, air conditioning, electronic speed control, and a leather-wrapped steering wheel. We also ordered a sliding rear window, electric side mirrors, and a tubular rear bumper for an additional $432. Just in case, we included the towing package. The total came to $22,600, about $1,800 more than the Mustang Cobra we tested in our June ’93 issue, but the difference in sticker price would be nullified by the lower insurance premiums for the Lightning. And besides, we also like fast pickups.

As a member of our long-term fleet, the Lightning drew a loyal group of supporters. Even non-truck enthusiasts are drawn to the modern, monochrome appearance highlighted with black window and bumper trim. Lowered by 1.0 inch up front and 2.5 inches in the rear, the Lightning has an aggressive stance, bolstered by large 17×8.0-inch cast-aluminum wheels shod with 275/60HR17 Firestone Firehawk GTA tires. While these changes enhance the sinister look, their primary goal is to improve handling.

A blast down a deserted, curvaceous road reveals the Lightning’s handling prowess, which contradicts its 4,313 pounds and formidable size. Monroe Formula GP gas-pressurized shocks and a 1.0-inch diameter anti-roll bar working with a 4×4-spec Pitman arm and unique radius arm up front, and leaf springs with a single half leaf in the rear, provide a road-hugging ride when matched with the low center of gravity and large tire contact patches. The sport-coupe handling, surprising in such a large vehicle, has the driver searching for open roads where the Lightning really can be pushed. Our survey respondents flagged handling as the most liked attribute of the truck, with overall performance grabbing a close second.

Despite the numerous other modifications, the brakes remained stock F-150 fare, with 11.7-inch front discs and 11.0-inch rear ABS-equipped drums. The measured stopping distance of 143 feet came within a foot of the conventional 5.8-liter F-150 XLT. Aside from this spec and its EPA mileage ratings, the Lightning blew the tailgate off its more pedestrian stablemate in every other measure of performance.

Overall, the interior is standard F-150, with an all-business dash, easy-to-read gauges, and switches within the driver’s reach. The leather-wrapped steering wheel offers not only extra grip and beautification, but also a measure of isolation from steering-column vibration. An extra 12-volt power plug is convenient for radar detectors-essential equipment for this ticket magnet. The most notable interior element of the Lightning package is the pair of cloth bucket seats with adjustable lumbar and thigh supports. The rugged, soft-burlap-bag-like upholstered seats are embroidered with a striking Lightning logo. Between the seats of our test vehicle was a large center console complete with a pair of cupholders. Several staffers would have preferred a bench seat to increase seating capacity to three, likely in response to the number of people asking for rides in the red rocket. For ’94, Ford began offering a well-bolstered bench seat that features a fold-down center console-the perfect compromise.

Many surveyed owners desired more room; more than 10 percent wanted that room to come in the form of a Super Cab, probably figuring that if the smaller Ranger Splash can have an extended cab, why can’t the Lightning? Most Motor Trend testers found that the interior, supplemented by the numerous storage nooks and useable cargo space behind the seats, suited our lifestyles just fine.

Most owners bought the Lightning to haul something other than cargo, so SVT compromised the maximum payload and trailer weight to improve handling. Cargo capacity was cut in half from the F-150 XLT 5.8L, from 1485 to 745 pounds. The Lightning’s 5000-pound towing capacity, however, falls only 600 pounds shy of the F-150’s standard maximum. Properly equipped, an F-150 can pull up to 12,000 pounds; in contrast, the work-limited Lightning could rightfully be thought of as a Mustang with a cargo bed.

Fans of this muscle truck found it to be a fun-loving daily companion, and our logbook notes recorded an undying passion for the Lightning even after months of driving. Owners mirrored these sentiments: “The Lightning has lived up to all of my expectations. After two years of ownership, I still find myself making excuses just to get out and drive it,” wrote a man from Missouri. Many others supported the high ratings for this vehicle with similar words of praise, such as “There isn’t a better truck available.”

Our only complaint, as succinctly worded by an MT staff member, was that the Lightning “slurps fuel like a whale eats plankton.” Fuel economy measured in gallons per yard is forgivable for a purpose-built performance vehicle that does its job so well, but it still has drivers digging deep in their pockets. Dual fuel tanks with a combined capacity of 35 gallons, however, stretch out intervals between gas stops enough so that it doesn’t feel as if the Lightning spends more time at the filling station than on the road.

Performance enthusiasts are drawn to the Lightning, as illustrated by the number of surveyed owners who brought their hot-rodding ways to the truck. Over 80 percent of these owners bolted on aftermarket go-fast components in an effort to make a good thing even better. The most popular mod, adding a K&N air filter, is also the easiest. From there, trucks were improved with bed covers, Borla exhaust systems, high-performance computer chips, running boards, bug deflectors, and stereo upgrades. A significant percentage of the Lightning legion tested their modifications at the dragstrip, especially those whose modifications included engine work, aftermarket ignitions, headers, and other serious upgrades.

Whether stock or modified, the limited-production Lightning offers an exclusive American muscle experience. Its custom looks, agile feel, burbling V-8 sound, and real-world performance offer a privileged ownership experience for those with gas in their veins and a heavy right foot. Sadly, ’95 marks the last year for the Lightning as the Ford truck-production facilities switch over to building the new F-Series. Termed a success with high owner satisfaction and strong corporate image boosting, the Lightning concept may be applied to the new-generation trucks in the not-too-distant future. A more-refined suspension, modular engine, and added safety features would be worth the wait. We’d like to put our request in now for a ’97 Lightning V-10.

This article was originally published October 2, 1995.

The post Archive Drive: Our Original Ford F-150 Lightning Long-Term Wrap! appeared first on MotorTrend.