With the entire Lincoln lineup set to be electrified by 2027, FoMoCo is also working on developing the brand’s very first all-electric vehicle. The luxury brand teased a shadowy image of a future Lincoln EV last summer, which possesses some Zephyr-like qualities, along with a few conceptual drawings of the vehicle’s interior. Now, a new global Lincoln EV concept has been teased ahead of its official reveal on April 20th, and it looks a bit different from the previously-teased EV.
This new Lincoln EV concept will serve as inspiration for future vehicles from the brand, which is often the case with concepts. However, there’s precious little to go by from these dark, vague images, save for a couple of discernible details. For starters, the front features an illuminated Lincoln logo, though seemingly no full-width light bar, as was the case with the previously-teased EV. Or, at the very least, it isn’t lit up.
Additionally, we get to see the lines of the concept from a front three-quarters view, which shows us another Lincoln badge on the front fender, along with an outline of the front fender, wheel well, side mirror, and roof, which slopes dramatically toward the rear. Additionally, there’s a protrusion of some sort at the very front of the roof.
This new Lincoln EV concept comes as Ford Motor Company continues to invest heavily in EVs as it aims to produce two million units annually by 2026, though it doesn’t expect its first-generation EVs to be profitable. The automaker’s future lineup will soon include all-electric versions of the Ford Explorer and Lincoln Aviator, though both of those models were recently delayed from 2023 to a late 2024 launch.
We’ll have more on Lincoln’s future electric vehicle soon, so be sure and subscribe to Ford Authority for more Lincoln news and continuous Ford news coverage.
A new effort to keep those special machines alive.
Sales increased 7.2 percent to 1,658,908 units during the first nine months of 2025.
It'll field a total of 12 teams this year.
The popular program most recently ended at the conclusion of September.
Those that do will get a pretty nice perk, too.
The electrified pickup just entered production back in March.
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For as little as it shows. I am very excited. Please let there be an EV sedan soon as well.
Indeed signs that FORD/LINCOLN may be finally seeing the light as far as sedans are concerned. It will take time for them to earn my confidence.
We have a Lincoln on order now. Not going to jump on the EV bandwagon. Not going to worry about range, poor heat, no chargers in certain regions, software issues. Battery prices are not going down and there will be a shortage of material needed for 1000 pound battery packs if they plan to ramp up production. We will keep our new Lincoln 4 years and order another ICE powered one in 2026.
The folks who want EVs will buy them, and the ones that don't, wont. Why is there some scrooge on every EV article stating how much they don't want and won't buy an EV?
You don't like change. You don't understand progress. We get it. No one is forcing you to beta test or forcing you to buy an EV.
Simple don’t buy an EV. It’s ok to buy products outside the FORD family. Over time there will be more support structure for EV’s
The scrooge would be someone who takes the choices away from the consumer. Not everyone will buy a EV. Many people don't have a place to charge them, drive more than the range can go and need to stop, poor winter range and heat, or can afford them. Just look at the recent price increases on the Mach E. These vehicles are not affordable. This is the second price increase already for the 2022 model year. Another Price Increase is on the way, Effective April 13, 2022.
Mustang Mach-E
Increase Select RWD series prices $2,000 MSRP
Increase Select AWD series prices $3,000 MSRP
Increase Premium RWD series prices $2,000 MSRP
Increase Premium AWD series prices $3,000 MSRP
Increase California Route 1 RWD series prices $4,000 MSRP
Increase California Route 1 AWD series prices $5,000 MSRP
Increase GT series prices $4,000 MSRP
Increase 997/99U Extended Range Battery for Premium prices $2,000 MSRP
Increase Destination & Delivery prices $100 MSRP
EFFECTIVE DATE
Dealer Invoice changes will be effective April 13,, 2022.
PRICE PROTECTION
2022 model units invoiced prior to April 13, 2022 will not be re-invoiced.
Automatic price protection will be provided on:
• Firm 2022-model fleet, retail, and demonstrator orders signed and dated on or before April 12, 2022, and received by Ford Motor Company on or before April 18, 2022.
It's natural to be skeptical at this juncture. The technology will improve but for now, there still needs to be a choice. FORD/LINCOLN needs something to compete with GM/CADILLAC with their pending and seemingly tenative roll out of their two crossover and sedan.
Mining for batteries is even worse and Toyota has already said if their country switched to EVs they could generate the power to charge them, by they way they use coal plants. 500,000 Pounds: Total Materials Extracted and Processed per Electric Car Battery
A lithium EV battery weighs about 1,000 pounds.(a) While there are dozens of variations, such a battery typically contains about 25 pounds of lithium, 30 pounds of cobalt, 60 pounds of nickel, 110 pounds of graphite, 90 pounds of copper,(b) about 400 pounds of steel, aluminum, and various plastic components.(c)
Looking upstream at the ore grades, one can estimate the typical quantity of rock that must be extracted from the earth and processed to yield the pure minerals needed to fabricate that single battery:
• Lithium brines typically contain less than 0.1% lithium, so that entails some 25,000 pounds of brines to get the 25 pounds of pure lithium.(d)
• Cobalt ore grades average about 0.1%, thus nearly 30,000 pounds of ore.(e)
• Nickel ore grades average about 1%, thus about 6,000 pounds of ore.(f)
• Graphite ore is typically 10%, thus about 1,000 pounds per battery.(g)
• Copper at about 0.6% in the ore, thus about 25,000 pounds of ore per battery.(h). In total then, acquiring just these five elements to produce the 1,000-pound EV battery requires mining about 90,000 pounds of ore. To properly account for all of the earth moved though—which is relevant to the overall environmental footprint, and mining machinery energy use—one needs to estimate the overburden, or the materials first dug up to get to the ore. Depending on ore type and location, overburden ranges from about 3 to 20 tons of earth removed to access each ton of ore.(i)
This means that accessing about 90,000 pounds of ore requires digging and moving between 200,000 and over 1,500,000 pounds of earth—a rough average of more than 500,000 pounds per battery. The precise number will vary for different battery chemistry formulations, and because different regions have widely variable ore grades. It bears noting that this total material footprint does not include the large quantities of materials and chemicals used to process and refine all the various ores. Nor have we counted other materials used when compared with a conventional car, such as replacing steel with aluminum to offset the weight penalty of the battery, or the supply chain for rare earth elements used in electric motors (e.g., neodymium, dysprosium).(j) Also excluded from this tally: the related, but non-battery, electrical systems in an EV use some 300% more overall copper used compared with a conventional automobile.(k)
(a) Helena Berg and Mats Zackrisson, “Perspectives on Environmental and Cost Assessment of Lithium Metal Negative Electrodes in Electric Vehicle Traction Batteries,” Journal of Power Sources 415 (March 2019): 83–90.
(b) Marcelo Azevedo et al., “Lithium and Cobalt: A Tale of Two Commodities,” McKinsey & Company, June 22, 2018; Matt Badiali, “Tesla Can’t Make Electric Cars Without Copper,” Banyan Hill, Nov. 3, 2017; Amit Katwala, “The Spiraling Environmental Cost of Our Lithium Battery Addiction,” Wired, Aug. 5, 2018.
(c) Paul Gait, “Raw Material Bottlenecks and Commodity Winners,” in Electric Revolution: Investing in the Car of the Future, Bernstein Global Research, March 2017; Fred Lambert, “Breakdown of Raw Materials in Tesla’s Batteries and Possible Bottlenecks,” electrek.co, Nov. 1, 2016; Matt Bohlsen, “A Look at the Impact of Electric Vehicles on the Nickel Sector,” Seeking Alpha, Mar. 7, 2017.
(d) Hanna Vikström et al., “Lithium Availability and Future Production Outlooks,” Applied Energy 110 (2013): 252–66.
(e) John F. Slack et al., “Cobalt,” in Critical Mineral Resources of the United States—Economic and Environmental Geology and Prospects for Future Supply, USGS Professional Paper 1802, Dec. 19, 2017.
(f) Vladmir I. Berger et al., “Ni-Co Laterite Deposits of the World—Database and Grade and Tonnage Models,” USGS Open-File Report 2011-1058 (2011).
(g) Gilpin R. Robinson Jr. et al., “Graphite,” in Critical Mineral Resources of the United States.
(h) Guiomar Calvo et al., “Decreasing Ore Grades in Global Metallic Mining: A Theoretical Issue or a Global Reality?” Resources 5, no. 4 (December 2016): 1–14; Vladimir Basov, “The World’s Top 10 Highest-Grade Copper Mines,” mining.com, Feb. 19, 2017; EPA, “TENORM: Copper Mining and Production Wastes”: “Several hundred metric tons of ore must be handled for each metric ton of copper metal produced.”
(i) DOE, Industrial Technologies Program, Mining Industry Bandwidth Study, prepared by BCS, Inc., June 2007; Glencore McArthur River Mine, “Overburden.” The seven tons of overburden per ton of ore mined is highly variable.
(j) Jeff Desjardins, “Extraordinary Raw Materials in a Tesla Model S,” visualcapitalist.com, Mar. 7, 2016; Laura Talens Peiró and Gara Villalba Méndez, “Material and Energy Requirement for Rare Earth Production,” JOM 65, no. 10 (October 2013): 1327–40.
(k) Copper Development Association, “Copper Drives Electric Vehicles,” 2018.
Sustainability: Hidden Costs of Materials