Vermont Lightning Owners Face Uncertainty as Ford Abandons Electric F-150, Shifts $19.5 Billion to Hybrids
Major automaker's strategic pivot leaves 600-700 Vermont truck owners with discontinued vehicles, while new extended-range models clash with state climate regulations
Ford Motor Company announced today that it will stop producing the F-150 Lightning electric truck and take a $19.5 billion charge as it abandons its aggressive push into battery-electric vehicles. The decision directly affects an estimated 600 to 700 Vermonters who own the now-discontinued Lightning, while raising questions about how Ford’s new strategy aligns with Vermont’s strict climate goals.
The Detroit automaker says it will redirect resources toward hybrid vehicles and extended-range electric trucks that combine electric motors with gasoline generators—a design that may prove more practical for Vermont’s winters and rural distances, but one that conflicts with the state’s zero-emission vehicle regulations.
The Scale of Ford’s Retreat
Ford’s $19.5 billion write-down represents one of the largest strategic reversals in automotive history. The charge breaks down into three main components: $8.5 billion for canceled vehicle models including a planned three-row electric SUV, $6 billion for restructuring its BlueOval SK battery joint venture with South Korean partner SK On, and $5 billion in supplier penalties and program expenses.
Production of the current F-150 Lightning ended this month, creating an immediate gap in Ford’s electric truck lineup. A replacement extended-range model won’t arrive until 2027, leaving a one-to-two-year period with no electric F-150 in showrooms.
How Many Vermonters Are Affected
Vermont has been a strong market for the F-150 Lightning despite national softening in electric vehicle demand. According to Drive Electric Vermont data, the state saw 22% growth in EV registrations over the past year, with the Lightning ranking among the top-five selling electric vehicles in late 2024.
State registration records show 280 F-150 Lightnings on Vermont roads in January 2024. With strong sales throughout 2024 and into 2025—including 62 new registrations in the fourth quarter of 2024 alone—the current Vermont Lightning fleet is estimated at 600 to 700 vehicles.
Beyond the Lightning, Vermont also has approximately 500 Ford Mustang Mach-E electric SUVs and around 80 E-Transit electric commercial vans on the road. Ford says both of those models will continue in production, though plans for a next-generation electric van have been canceled in favor of hybrid versions.
Service and Warranty Protections
Lightning owners facing the prospect of driving a discontinued vehicle have significant legal protections under Vermont and federal law.
Vermont’s Lemon Law requires manufacturers to maintain parts availability for vehicles sold in the state. If a Lightning cannot be repaired within a reasonable timeframe—defined as 30 days or more—due to parts unavailability, Ford would be legally required to repurchase the vehicle at full value minus a usage allowance.
Additionally, the federal Magnuson-Moss Warranty Act prevents manufacturers from voiding warranties simply because a model is discontinued. Ford must honor its eight-year, 100,000-mile warranty on high-voltage components including the battery pack and electric motors.
Vermont Ford dealers including Twin State Ford in St. Johnsbury and McGee Ford in Montpelier have invested in electric vehicle certification for their technicians. Since Ford’s new strategy still includes hybrid and extended-range electric vehicles that use similar high-voltage components, these dealers should retain the expertise needed to service Lightnings.
The main long-term risk involves battery pack replacements. The Lightning’s battery cells come from the BlueOval SK joint venture that Ford is dissolving. As Ford converts its Kentucky battery plant to produce different battery types for stationary storage rather than automotive use, the supply chain for Lightning-specific battery modules could become constrained in the 2030s for owners planning to keep their trucks beyond 10-15 years.
The New Extended-Range Strategy
Ford’s replacement for the Lightning represents a fundamentally different approach. The new extended-range electric vehicle (EREV) arriving in 2027 will use electric motors to drive the wheels 100% of the time, but will carry a gasoline generator that charges the battery or powers the motors directly during high-demand situations.
This design offers potential advantages for Vermont’s challenging conditions. In cold weather, the gasoline generator’s waste heat can warm the cabin and battery pack without draining the battery’s driving range—addressing one of the Lightning’s main weaknesses in Vermont winters, where sub-zero temperatures can cut electric range by 30-45%.
For towing—a critical use case for Vermont truck owners hauling boats, snowmobiles, or equipment—Ford claims the EREV will deliver over 700 miles of total range. The Lightning’s towing range typically drops to 100-150 miles, requiring charging stops that can be difficult with a trailer.
The EREV also provides a different type of emergency backup power. While the Lightning’s 131-kilowatt-hour battery can power a home for about three days during an outage, the EREV can run indefinitely as long as gasoline is available—potentially valuable during extended power failures like Vermont experienced during the 1998 ice storm.
The Regulatory Collision
Ford’s shift to extended-range technology directly conflicts with Vermont’s climate regulations. The state has adopted California’s Advanced Clean Cars II standards, which require that 35% of new vehicles sold in 2026 be zero-emission vehicles, rising to 68% by 2030 and 100% by 2035.
The regulations define zero-emission vehicles as those with no tailpipe emissions. While there’s a narrow exception for “range-extended battery electric vehicles,” it only applies if the gasoline range is equal to or less than the electric range. Ford’s new EREV, with over 700 miles of total range but likely only 100 miles of battery-only range, fails this test.
Instead, Vermont regulators will classify the EREV as a plug-in hybrid. Under the Advanced Clean Cars II rules, manufacturers can use plug-in hybrids for a maximum of 20% of their zero-emission vehicle requirement—the remaining 80% must be pure battery-electric or hydrogen fuel cell vehicles.
By canceling the Lightning and replacing it with vehicles that don’t count as zero-emission, Ford loses its primary source of regulatory credits in Vermont. The company may need to purchase credits from competitors like Tesla or Rivian, potentially passing those costs to Vermont consumers through higher prices or reduced vehicle availability.
The situation highlights a tension between Vermont’s climate goals and the practical realities of vehicle use in the state. The EREV design may serve Vermont drivers’ needs better than pure battery-electric trucks, but it undermines the state’s emissions reduction targets under the Global Warming Solutions Act.
What Happens Next
For current Lightning owners, the immediate advice is straightforward: keep the truck. Vermont’s strong warranty laws provide protection, and the Lightning’s status as a discontinued model makes it a unique piece of automotive history that may hold value among collectors.
Service should remain available through Vermont’s Ford dealer network for the foreseeable future, with the Lemon Law providing recourse if parts become unavailable. Owners planning to keep their trucks long-term should consider documenting their vehicle’s condition and service history to support any future warranty claims.
For Vermonters waiting to buy their next truck, the 2027 EREV may offer a practical compromise—electric driving for daily use with gasoline backup for long trips and heavy towing. However, regulatory uncertainty remains around how Vermont will handle vehicles that don’t meet its zero-emission standards, potentially affecting availability and pricing.