The truck has a three-speaker sound emulator that mimics the two banks of a V8 engine in the back, and induction in the front. It automatically adjusts to gear changes, and can even emulate different engines that include a generic V8 as well as two versions of the LS7 Z28 (tuned for touring and the track). You can also choose a “futuristic” sound or plain silence if you’re more comfortable with electric power.

This isn’t a completely from-scratch design. Chevy borrowed both the power electronics and two battery packs from the Bolt EV. That saved the automaker development time, of course, but the independent arrangement of the batteries promises both more power and longer range. The company won’t say what that range is, but it’s safe to presume you’d have enough range to get home after showing off your ride at the local meetup.

It won’t surprise you to hear that there’s no plans make a production E-10. What you see here was up and running in less than five months. This does, however, illustrate the potential future for both electric crate motor tech and hot rod trucks. And this early experimentation might be necessary. When numerous governments both in the US and abroad expect to ban sales of fossil fuel cars in the next two decades, it may become increasingly difficult to source gas engines for hot rods.

It’s heavier, but balanced

Webasto used a 2019 Ford Mustang EcoBoost as the base for its electric conversion. Stock, that car weighs in at 3,542 pounds. According to the Webasto rep, the complete Lithium Mustang weighs about the same as a GT500, which tips the scales at 4,171 pounds. But most of that weight is in the batteries, which can be spread out. Webasto put about a third of the batteries under the hood with the motor, and the rest over the rear axle, which resulted in a perfect 50/50 front/rear weight balance. With the weight sitting over the rear axle, the Webasto representative explained that they felt it was unnecessary to have some sort of wing or spoiler to provide downforce for grip at the back.

The battery and motor system is advanced, but has an odd limitation

As we’ve mentioned, the Lithium Mustang EV has an 800-volt battery system that can rapidly discharge power, which is necessary for the beastly motor under the hood. Part of what makes that possible is the liquid cooling and heating system that can keep the batteries an an optimum temperature. The potent motors are of the axial flux design, which places magnets on the faces of the rotors, rather than on the periphery, allowing for a compact and power-dense package. One odd feature absent from the Lithium Mustang is DC fast-charging capability. It only supports Level 2 AC charging, but the Webasto representative said the company is working on DC charging support.

The power is possible in part due to some cutting-edge tech. Like the Porsche Taycan, the Mustang Lithium has an 800-volt battery system that delivers more performance (up to a megawatt of electrical discharge) even as it reduces weight and heat. You can even fine-tune the output on a 10.4-inch touchscreen, choosing between torque settings that range from a modest “valet” through to “beast.”

Don’t get your hopes too high. Ford stressed hat this is a “one-off” that’s designed both for bragging rights as well as a test mule for battery and heat control technologies that will reach production cars. You probably won’t roll out of a dealership with a toned-down Mustang EV any time soon.

With that said, it won’t be long before Ford shifts its attention to more practical designs. It’s revealing its Mustang-inspired electric SUV on November 17th ahead of a 2020 debut, and there will be a production electric F-150 within a few years. The Mustang Lithium is really just an early taste of an electrification push that could dramatically change Ford’s lineup over time.