Ford will take a $19.5B charge tied to its EV shift in 2026.
F-150 Lightning sales dropped as prices climbed past $50,000.
CEO says high-end EVs aren’t selling at expected volume levels.
Rewind a few years and Ford, like most of its rivals, charged full speed into the electric future. The goal was clear: catch up to Tesla and help turn the U.S. into a thriving hub for EV innovation. Fast forward to today, and the future looks very different.
Much of Ford’s early EV effort hinged on the F-150 Lightning. Promoted by some as a cornerstone of the brand’s future, and initially the most affordable electric pickup in the States, the Lightning carried a lot of weight on its metaphorical bed.
But just three years after it launched, Ford has pulled the plug. CEO Jim Farley recently confirmed that part of the reason comes down to simple economics: buyers aren’t lining up for EVs priced north of $50,000.
Are Expensive EVs the Problem?
During an interview with CNBC, Farley addressed Ford’s announcement that it will take a $19.5 billion charge in 2026, tied to its decision to pivot away from EVs and refocus on internal combustion models. According to him, the company’s electric lineup simply wasn’t aligned with what buyers actually want.
“More importantly, the very high-end EVs, the $50,000, $60,000, $70,000, and $80,000 vehicles, they just weren’t selling,” Farley said.
Back in 2021, when the F-150 Lightning was first revealed, the base price came in at a relatively digestible $39,974. But that didn’t last for long, as the Blue Oval made a series of price hikes. By 2025, the base model had swollen to $54,780, an increase of nearly 37 percent, pushing it out of reach for many of the truck buyers it was originally meant to appeal to.
Hybrids In Focus
While Ford is now shifting its focus away from EVs, that doesn’t mean it’s done with electric motors and battery packs. During the same interview, Farley said that the company is committed to “following customers to where the market is, not where people thought it was going to be, but to where it is today.”
As such, Ford will start to prioritize hybrid and extended-range EV models. There will be a “whole lineup” of new hybrid models, including a hybrid Bronco. Farley also pointed out that Ford has quietly secured the number three spot in U.S. hybrid sales, and dominates the hybrid truck space with an estimated 80 percent market share.
Farley added that the company expects its electric Model E division to reach profitability in 2029, three years later than initially expected. By 2030, he still expects half of Ford’s global sales to be electrified vehicles. But most of those, he clarified, will be hybrids and extended-range electrics, not pure battery EVs.
Ford ended a $6.5B battery deal with LG due to EV demand.
LG disclosed cancellation in a regulatory filing this past week.
The deal was set to power over 500,000 Ford EVs per year.
Just days after dialing back its electric vehicle plans, and barely a week after abandoning its $11.4 billion battery venture with South Korean firm SK On, Ford has now cancelled another high-stakes battery deal. The automaker has scrapped a $6.5 billion agreement with LG Energy Solution, citing shifting market conditions and a cooling appetite for electric vehicles.
The cancellation came to light in a regulatory filing made by LG in South Korea. It lands shortly after Ford outlined a sharp pullback in its EV rollout, including the decision to shelve the all-electric F-150 Lightning. The $6.5 billion figure represents roughly a third of LG’s total revenue from the previous year.
The Scale Behind the Deal
Ford and LG originally signed the deal in October 2024. Under its terms, LG committed to supplying Ford with 34 GWh of batteries between 2026 and 2030, enough to power around half a million EVs annually, assuming each one carries a 75 kWh battery pack.
Beyond that, LG was also set to deliver an additional 75 GWh of batteries for Ford’s commercial vehicle lineup between 2027 and 2032. These packs were to be built at LG’s manufacturing plant in Poland, then fitted into vehicles destined for the European market.
In its regulatory filing, LG said, “this matter concerns the counterparty’s [Ford’s] decision to discontinue the production of certain electric vehicle (EV) models due to recent policy changes and shifts in EV demand forecasts, and the subsequent notice of contract termination.”
EV Demand Runs Cold
Since President Donald Trump returned to the White House for his second term, the EV market has quickly undergone a significant shakeup. Demand for EVs in the US remained strong through the first nine months of the year, but sales collapsed the moment the $7,500 federal EV tax credit was axed.
More recently, the Trump administration has loosened fuel economy regulations, encouraging carmakers like Ford to build more ICE models. On top of that, the European Commission softened its stance on zero-emissions mandates, most notably by proposing a 90 percent CO₂ reduction target for new vehicles by 2035, rather than a full ban on internal combustion engines.
Ford chief executive Jim Farley recently said he expects EV sales to fall by as much as 50 percent in the US due to these key policy changes.
Ford developed the Bronco Basecamp with its Chinese joint venture partner.
Both fully electric and range extender versions of the SUV are available.
Right and left-hand drive builds could allow exports to Australia and beyond.
Given Australia’s long-running affection for off-roaders and the popularity of models like the Ford Ranger and Ranger Raptor, it’s somewhat surprising that the Ford Bronco has never officially made it over there. That may soon change.
But rather than bringing in one of the two American-market Broncos, Ford could instead be planning to import a new, unrelated version just launched in China.
Known as the Ford Bronco Basecamp, or Bronco New Energy, this model is the result of Ford’s joint venture with Jiangling Motors Corporation (JMC). It’s styled like a mash-up of the full-size US Bronco and the more compact Bronco Sport, yet it’s larger than both.
Importantly, unlike the Bronco sold stateside, Ford will build the Bronco Basecamp in right-hand drive configuration. According to the team from Wheelsboy, it will be exported to markets like Australia, as well as throughout Southeast Asia, the Middle East, and South America.
A New Angle on the Bronco
Unlike the American Bronco, which sits on a ladder-frame chassis, the Chinese version uses a unibody construction. That suggests it won’t be quite as competent in hardcore off-road situations, though it could be more agreeable on sealed roads.
And it’s no small thing, literally, as it measures 5,025 mm in length, or just over 197 inches, which makes it 101 mm longer than the Ford Everest already sold in Australia.
This shift in construction doesn’t just affect handling. It also reflects a different sort of appeal, likely aimed at buyers who want rugged looks with more livable day-to-day driving dynamics. As such, it feels less like a direct rival to traditional 4x4s and more like a large SUV with outdoorsy credentials.
EV And Range-Extender Power
The powertrains are particularly interesting. All-electric versions of the Bronco Basecamp are equipped with a sizeable 105.4 kWh battery pack and two electric motors that combine to deliver 445 hp and 424 lb-ft (575 Nm) of torque. This gives it more horsepower than the ICE-powered Bronco Raptor, and almost as much torque.
In China, the Bronco Basecamp is also available as a range-extender, featuring a 1.5-liter turbocharged four-cylinder engine with two electric motors and a 43.7 kWh battery pack. It delivers a combined 416 hp and 442 lb-ft (600 Nm), all while being able to travel up to 220 km (137 miles) on a single charge.
It’s not yet clear if Ford could bring both of these powertrain options to Australia, or if it’ll limit the range to just one. While this won’t be the American Bronco that many locals have been clamoring for, it could be the next best thing.
Ford cancels Lightning EV and planned electric vans worldwide.
Automaker shifts focus to hybrids and range-extended EV trucks.
It will also build a new van in Ohio with gas and hybrid engines.
Ford’s bad bet on electric vehicles continues to have brutal repercussions, so they announced plans to rationalize their “U.S. EV-related assets and product roadmap.” This will come with a steep price tag as the automaker announced plans to record about $19.5 billion in special items on their financial results.
Aside from wasting a ton of money, Ford revealed they no longer plan to “produce select larger electric vehicles where the business case has eroded due to lower-than-expected demand, high costs and regulatory changes.” This likely references today’s decision to axe the F-150 Lightning EV and eventually revive it as a range-extended pickup truck.
The company also announced they will no longer build a previously planned electric commercial van for Europe. Plans for an electric van in North America have also been dropped, but they’re being replaced by an affordable commercial van that will offer gas and hybrid engines. This model will be built at Ford’s Ohio Assembly Plant in Avon Lake starting in 2029.
Ford previously abandoned three-row EVs, but they’re still committed to new electric vehicles based on the Universal EV Platform. These will be small and affordable, with the first variant arriving in 2027 for around $30,000.
Besides hitting the brakes on most BEVs, Ford confirmed they’ll “expand powertrain choice” by offering more hybrids and range-extended electric vehicles. The company expects the mix of these three powertrains will be approximately 50% of its global volume by 2030, which would be up from 17% this year.
To help fuel this projected jump in demand, Ford is planning a range of different hybrids. Some will focus on fuel economy, while others chase performance. We can also expect hybrids with exportable power, which has become popular with customers.
On the range-extended side of things, Ford implied the second-generation F-150 Lightning will be joined by range-extended versions of their larger SUVs. This likely means we can expect to see electrified versions of the Expedition and Navigator.
Ford went on to say that by the end of the decade, nearly every vehicle will offer a hybrid or “multi-energy powertrain choice.”
Given the shift away from EVs, Ford is renaming the Tennessee Electric Vehicle Center as the Tennessee Truck Plant. It will build new, affordable gas-powered trucks starting in 2029. This is a departure as the plant was originally supposed to build the next-generation F-150 Lightning.
Ford Battery Business
Despite throwing in the towel on most EVs, Ford announced plans to launch a battery energy storage system business. It will provides sales and service to support the electric grid and growing demand from data centers.
The pivot can partially be explained by the transition away from EVs as Ford has a lot of excess battery manufacturing capacity. As a result, they’re repurposing their Glendale, Kentucky plant to manufacture 5 MWh+ advanced battery energy storage systems. As part of the change, the facility will build “LFP prismatic cells, battery energy storage system modules, and 20-foot DC container systems.”
Ford also announced their BlueOval Battery Park in Marshall, Michigan will make residential energy storage solutions. They’ll be built alongside LFP prismatic battery cells for models based on the Universal EV Platform.
In a statement, Ford CEO Jim Farley said “This is a customer-driven shift to create a stronger, more resilient and more profitable Ford.” He added, “The operating reality has changed, and we are redeploying capital into higher-return growth opportunities: Ford Pro, our market-leading trucks and vans, hybrids and high-margin opportunities like our new battery energy storage business.”
Ford has killed off the fully electric F-150 Lightning.
The model will return as a range-extended electric truck.
It promises over 700 miles of range using a gas generator.
Ford had high hopes for the F-150 Lightning, but demand didn’t live up to expectations. As a result, production was indefinitely halted earlier this year so employees could focus on building more profitable and popular pickups at the Dearborn Truck Plant.
This left the fate of the F-150 Lightning up in the air and now we know it’s already dead. In a rather matter of fact way, Ford announced “production of the current F-150 Lightning ends this year.” They then clarified production has already “concluded.”
However, this isn’t the end of the story. Quite the opposite as Ford announced a second-generation F-150 Lightning, which will be an extended-range electric vehicle. In effect, Ford is admitting going fully electric was a mistake and they’re now following in the footsteps of the Ram 1500 REV, which used to be known as the Ramcharger.
The Blue Oval hasn’t disclosed much about the new model, but the headline figure is hard to miss: more than 700 miles (1,127 km) of total range. To put that number into perspective, the current F-150 Lightning maxed out at 320 miles (515 km).
Ford went on to say the model will deliver the “pure EV driving experience” that customers love, while eliminating the need to stop and charge during long-distance trips. This will be made possible by an engine, which acts as a generator to recharge the truck’s battery pack.
The new model will presumably have a smaller and cheaper battery, but Ford confirmed the next Lightning will continue to offer “exportable electricity that can power everything from work sites to camp sites to homes during a power outage.” They added the new model “reinforces the F-Series legacy of innovation, giving owners the electric benefits they want with the reliability they need.”
In a statement, Ford’s Doug Field said “Our next-generation F-150 Lightning EREV will be every bit as revolutionary [as the original]. It delivers everything Lightning customers love – near instantaneous torque and pure electric driving. But with a high-power generator enabling an estimated range of 700+ miles, it tows like a locomotive. Heavy-duty towing and cross-country travel will be as effortless as the daily commute.”
The second-generation F-150 Lightning will be assembled at the idled Rouge Electric Vehicle Center in Dearborn. There’s no word on when it will arrive, but it could be a ways off.
Note: Sketch of the current F-150 Lightning pictured in the opening image.
A Ford designer created a Lexus EV concept using AI tools.
Two sketches and prompts led to full photorealistic renderings.
Futuristic design combines supercar lines with hatchback form.
Artificial intelligence is quickly reshaping the way cars are designed, cutting down development time and simplifying once-complex workflows.
Curious to see how far the tech can stretch, one professional designer set himself a challenge: create an entire concept car in a single day, starting with a handful of loose hand-drawn sketches and ending with high-res, photorealistic renderings generated entirely by AI.
The man behind this experiment is Antonin Cohen (@space_sketch on Instagram), a French automotive designer currently working for Ford Europe in Cologne, Germany. Before that role, he was employed by Kia, where he contributed to the design of the pre-facelifted fifth-generation Sportage.
We spoke to Antonin, who admitted to Carscoops that he wasn’t initially a fan of AI, but his perspective shifted after spending some time exploring what the tools could actually do.
The technology allows him to generate strikingly realistic renderings from multiple angles and quickly explore different colors, materials, and environments. It’s a faster way to communicate and assess early concepts without getting dragged into the time-intensive process of building them out manually.
Shaping a Digital Lexus
Antonin Cohen
Cohen put the new technology through its paces on a personal project developed in his own free time, a futuristic, Lexus-badged EV. He started with a pair of quarter-view sketches showing the front and rear of a sleek, low-slung three-door hatchback. From there, AI took over, generating a complete set of visuals based on his creative prompts.
The car takes the form of a compact three-door hatchback with a streamlined, aerodynamic stance. A short nose, paired with a steeply raked supercar-style windshield and low-mounted LED headlights, gives the front end a planted, athletic look.
The side profile sharpens that impression, with prominent fender flares and sculpted intakes that suggest a degree of performance. At the back, there is a glass canopy, slim LED taillights and an aggressive diffuser made of carbon fiber.
Cohen told us he always tries to give his designs an “impactful face”, describing the look of the concept as “a little robotic”. He imagined the C-pillars like arms that hold the volume together, and the rear end as “practical, upright, and solid”.
Details That Sell the Illusion
Antonin Cohen
Even for trained eyes, it is hard to distinguish the AI-made renderings from actual photos. The reflections and the texture of the materials is top notch, while the setup is close to what you’d expect from a professional photographer.
Cohen also generated “behind-the-scenes” images showing AI humans prepping the car for an imaginary press shoot. The concept looks particularly striking in a deep orange shade paired with contrasting black roof, pillars, accents, and wheels.
Some images even reveal the interior, featuring a sweeping digital cockpit and angled center console. One version pairs white leather-style materials with minimal trim, while another opts for a more textured feel, combining blue upholstery with wood accents.
The Real Benefit for Designers
The prototype Lexus might be purely digital, but the process behind it highlights how AI tools can support, rather than replace, a designer’s vision. When used thoughtfully, they allow ideas to take shape faster and in greater detail, making it easier to pitch or refine early concepts.
Cohen put it this way: “AI allows us to focus purely on the creative side instead of spending time on rendering. I love illustration work – I’ve done sketches that took me three days – but sometimes you just don’t have that kind of time.”
He also offered a piece of advice to young designers: “No sketch is ever chosen for the quality of its reflections or how many hours you spent drawing the wheels. What really matters are the first few lines, regardless of the technique you use.”
We’d like to thank Antonin Cohen for sharing his project with us.
Average transaction price hovers near $50K with no slowdown.
Affordable cars fade as luxury trucks and SUVs dominate sales.
EV prices soften slightly but rely heavily on rising incentives.
If you were hoping falling interest rates, bigger incentives, or sheer consumer exhaustion might finally drag new-car prices back to Earth, number-crunching industry experts have some bad news.
According to the latest Kelley Blue Book data, the average transaction price of a new vehicle in the US hit $49,814 in November, and it’s showing no real sign of dropping.
That figure is up 1.3 percent year over year and effectively unchanged from October, suggesting the industry has settled into a comfortable rhythm where fifty grand is the new normal.
Cox Automotive says prices usually peak in December, meaning the holiday season could push things even higher as buyers gravitate toward well-optioned trucks, luxury SUVs, and vehicles that require six figures of income and very little financial anxiety.
Fewer Incentives
Incentives are still around, but they are not doing the heavy lifting they once did. In November, incentives averaged 6.7 percent of average transaction prices, down from nearly 8 percent a year ago.
Automakers simply do not need to discount aggressively when buyers keep selecting expensive trims with panoramic roofs, giant screens, and fancy wheels.
The data makes one thing clear. Cheap cars are disappearing from the sales mix. Vehicles with MSRPs under $30,000 accounted for just 7.5 percent of November sales, down sharply from 10.3 percent a year earlier.
Meanwhile, more than one in 10 vehicles sold cost over $75,000. The most popular sub-$30K survivors remain familiar names like the Toyota Corolla, Chevrolet Trax, and Hyundai Elantra, clinging on like endangered species.
While transaction prices may have leveled off for now, average MSRPs, commonly known as the asking price, are still inching upward, reaching $51,986 in November. That marks a 1.7 percent increase over last year.
Blame Pricey Trucks
Trucks continue to be a major contributor to price inflation. Full-size pickups now average more than $70,000 for the third month in a row and accounted for over 14 percent of all sales in November, with nearly 183,000 units delivered. That helps explain why the industry average keeps floating upward even when compact and midsize segments remain relatively stable.
Electric vehicles add another twist. The average EV transaction price fell slightly month over month to $58,638, but remains up 3.7 percent year over year. Incentives jumped to over 13 percent of prices as sales softened again, dropping more than 40 percent compared with last year.
Tesla’s average transaction price rose to $54,310 in November, even as sales fell 22.7% year over year, largely due to sharp declines in Model 3 demand. Prices for the Model Y, the best-selling EV in the U.S., edged up slightly. Cybertruck sales fell to 1,194 units, their lowest monthly total of 2025, though its average price rose to $94,254.
Who’s Really to Blame?
According to Cox Automotive Executive Analyst Erin Keating, today’s prices aren’t just the result of inflation or supply hangovers, but they reflect what consumers are choosing to buy.
“It’s important to remember that the KBB ATP reflects what consumers choose to buy, not what’s available,” she explained.
“Many new-car buyers today are in their peak earning years and are less price-sensitive, opting for vehicles at the higher end of the market to get the features and experiences they value most. In November, sales of vehicles priced above $75,000 outpaced those below $30,000, underscoring this preference for premium products” Keating added.
The takeaway is simple. Prices are high because buyers keep buying high. Until that changes, the average US driveway will continue to look alarmingly expensive.
We just have to hope the trend doesn’t discourage automakers from developing and building the more affordable models that less affluent Americans still need.
SK On takes over Tennessee plant as Ford gets two in Kentucky.
Trump administration will cut a loan up to $9.6 billion total.
Ford CEO says U.S. EV sales could fall by as much as 50 percent.
In 2021, Ford and South Korean battery manufacturer SK On committed to a massive $11.4 billion investment aimed at building several joint-venture electric vehicle battery plants across the United States. It was a huge business decision that showed Ford’s commitment to the EV market.
That was then. As 2025 winds down, the two companies are pulling the plug on the battery partnership altogether, a sharp turn that underscores how turbulent the EV landscape has become.
The move follows two key developments. First, the rollback of the federal EV tax credit, which has hit sales across the board. Second, the U.S. administration’s recent decision to revise fuel economy standards, a move expected to favor gasoline-powered vehicles over electric ones.
Disruption in the Battery Game
Through the high-profile breakup, SK On will take over the joint venture factory that’s already been established in Tennessee, known as the BlueOval plant. Ford will then take control of two factories in Kentucky located next to each other.
SK On was the one to formally dissolve the partnership, although the company maintains that it intends to continue working with Ford around the Tennessee facility.
It believes that ending the joint venture will allow it to enhance productivity and improve operational flexibility. Additionally, it notes the split will allow it to accelerate its North American energy storage system business.
One of the more immediate consequences of the split is a reassessment of a government loan approved near the end of the Biden administration. Originally pegged at up to $9.6 billion for the joint venture, the loan will now be reduced under the Trump administration’s oversight.
Exactly how much it will be cut remains to be seen. According to Bloomberg, the loan will be restructured to “reduce exposure to taxpayers and ensure its prompt repayment.”
It’s understood that Ford is working voluntarily with the Energy Department to repay the loan more quickly than originally planned.
Bleak Outlook for EV Sales
In the background, Ford’s local EV sales are falling, and chief executive Jim Farley expects further carnage. He recently said that because of the Trump administration, EV sales could fall by as much as 50 percent in the US.
Ford also lost $5.1 billion before interest and taxes on its EV business in 2024 and expects to lose even more this year.
“We believe the writing was on the wall this partnership was not going to work moving forward,” WedBush securities managing director Dan Ives told the Detroit Free Press.
“Ford has to make some difficult moves and this was a smart strategic one to rip the band-aid off. The EV market is dramatically scaled down for Ford now and they have to adjust accordingly.”
Dealers say Ford only paid $600 per EV battery replacement.
They claim the real cost should be $22,600 per battery.
More lawsuits are reportedly being prepared in other states.
As more legacy automakers navigate the shift to electric vehicles, the complexity of servicing and supporting them is beginning to reveal fault lines, especially when it comes to who pays for what.
Ford is now facing allegations that it underpaid two New York dealerships for comprehensive EV battery replacements, according to a lawsuit filed in US District Court.
And the trouble may not stop there, as attorneys say similar legal actions are in motion and could eventually be consolidated into a class action, raising the stakes for the company.
Jericho Turnpike Auto Sales and Patchogue 112 Motors allege that Ford has sidestepped state warranty reimbursement laws by issuing low flat-rate payments for full battery pack replacements, rather than covering the actual costs of the repairs.
The dealer says it has completed 15 EV battery replacements on Ford models since early 2024. Of those, Ford allegedly reimbursed the dealer just $600 per battery for 13 jobs that should have cost $22,600 each, leaving a gap of $286,200. In the remaining two cases, the dealer received $13,000 per battery. Even so, the lawsuit claims Ford still failed to pay the full amount.
Patchogue 112 Motors reports a similar pattern, stating it was paid only $600 per battery instead of the expected $22,600.
What Are Ford’s Responsibilities?
At the heart of the lawsuit is the question of how franchised dealerships are compensated for warranty and service contract repairs.
The filling alleges that Ford ignored legal requirements despite a state statute requiring manufacturers to reasonably cover repairs and manufacturer service contracts not “less than the price and rate charged by the franchised motor vehicle dealer for like services to non-warranty and/or non-service contract customers.”
That includes the cost of parts plus a 40 percent markup. Dealers are also allowed, under the law, to apply their typical non-warranty retail markup on labor, which can range from 70 to 200 percent depending on the service. The lawsuit claims Ford has not followed these provisions.
Leonard Bellavia, one of the attorneys representing the dealerships, told Auto News that Ford isn’t alone. His firm is pursuing similar claims against other automakers in multiple states, all centered on what he describes as a pattern of failing to meet warranty payment obligations
Jim Farley wants EV rules aligned with real customer demand.
Ford’s CEO says Europe’s EV share has stalled at 16 percent.
Farley warns Chinese brands could soon dominate the market.
Not long after carmakers caught a break from former US President Donald Trump, who relaxed stringent fuel economy standards, Ford chief executive Jim Farley has written an op-ed urging the European Union to adopt more pragmatic EV targets. Without them, he warns, the region could be swallowed up by fast-moving Chinese entrants.
In a Financial Times op-ed, Farley accuses European policymakers of crafting unrealistic regulations, only to revise them late in the year, creating what he calls a “recipe for turmoil.”
Ford’s CEO argues this approach costs automakers billions in investment by interrupting the “complex cycle of product design, engineering, and supply chains.”
A New Approach is Needed
While speaking in the White House last week, Farley noted that Biden-era policies were unreasonable and not in line with consumer demand. He’s drawn a direct comparison to the situation in Europe, pointing out that EV market share across the EU has stalled at around 16 percent, well short of Brussels’ 25 percent goal for 2025.
“The approach to regulation – mandate it and they will buy it – has failed,” he writes. “We must align carbon targets with actual market adoption and provide automakers with a realistic and reliable 10-year horizon. This includes giving consumers the option to drive hybrid vehicles for longer, bridging the gap rather than forcing a leap to EVs they aren’t ready to take.”
Farley also notes that Europe’s automakers have already poured hundreds of billions into electrification. In return, he believes governments need to step up with serious purchase incentives and support for charging infrastructure that goes well beyond affluent urban neighborhoods.
China Looms Large
The Blue Oval’s boss isn’t just concerned with government policy. He’s also keeping a close eye on the momentum of Chinese automakers. With massive overcapacity and a strong foothold in battery tech, China is now in a position to flood the European market. Over the past year alone, Chinese EV brands have doubled their market share in the region.
“EU vehicle production is now 3mn units below pre-Covid levels,” Farley notes. “Plants are going dark. In 2024 alone, 90,000 jobs in the automotive industry evaporated. These are the kinds of jobs that sustain European social stability”.
This isn’t a hypothetical threat. Farley argues that a combination of subsidized Chinese EVs and rigid carbon mandates could upend the local industry faster than policymakers anticipate.
“To be clear, the industry is not asking for a bailout,” he adds. “We are not asking for protectionism to shield inefficiency. At Ford, we will continue to do the hard work of restructuring. We have closed legacy facilities, reduced our workforce and slimmed down costs to become more agile….But if Europe wants to avoid becoming a museum of 20th-century manufacturing, we need an urgent reset and a long-term plan.”
“This is not a transition,” he warns. “It’s more like a wind-down of Europe’s automotive industry.” Without immediate course correction, Farley argues, Europe’s industrial backbone could slip into long-term decline.
The two automakers have announced a new strategic partnership that will see Ford launch at least two electric cars for Europe using Renault’s Ampr EV platform, the same architecture used in the Renault 4 and 5.
What’s Replacing the Fiesta?
One of Ford’s upcoming EVs is expected to become a spiritual successor to the Fiesta, a car Ford unceremoniously killed off in 2023 after eight generations and nearly five decades.
The new electric supermini is due to arrive in early 2028 and will be built alongside the Renault 5 at Renault’s ElectriCity complex in Douai, France.
The second model will likely be a compact electric crossover based on the Renault 4, potentially replacing the Puma Gen-E somewhere down the line.
Given Ford’s Explorer EV is based on VW’s ID.4 you might have expected Ford to borrow the upcoming ID.Polo and ID.Cross’s MEB platform for its new small cars, but instead it turned to Renault.
Crucially, Ford is insisting these won’t be lazy badge-engineering exercises. Unlike the new Nissan Micra, which is essentially a rebodied Renault 5, Ford says its new EVs will be “distinct Ford-branded vehicles” designed in-house.
Expect unique styling, bespoke interiors, and chassis tuning aimed squarely at delivering the driving feel Ford fans expect.
Under the skin, though, the shared EV hardware will be identical. That likely means front-mounted motors producing 121 hp (122 PS / 90 kW) in regular versions and 215 hp (218 PS / 160 kW) in a reborn Fiesta ST, plus battery options of 40 kWh and 52 kWh.
For Ford, time is of the essence. With Focus production ended, the Fiesta long gone and its Explorer and Capri electric SUV and crossover underperforming, the brand’s market share has cratered.
A Fiesta-sized EV priced close to the Renault 5’s expected €25,000 (£22k/$29k) mark could be exactly what Ford needs to regain relevance.
But a new lineup of subcompact EVs isn’t all we’ll see as a result of this partnership. The duo has also agreed to explore the possibilities of joining forces for new light commercial vehicles.
All 2026 Mach-E trims gain a design tweak owners asked for.
California Special package returns with Rave Blue accents.
Pricing drops slightly for 2026, with the GT starting at $53,395.
The 2026 Ford Mustang Mach-E has quietly introduced a change that’s small in size but significant in everyday use. Every trim level now comes with real rear door handles.
For owners who spent years pressing a tiny electric pad and awkwardly tugging at the door edge, this is a big quality-of-life upgrade. In fact, it might be even more noteworthy than the new California Special package.
The Blue Oval brand has long faced criticism over its rear door handle situation. Until now, entering the rear seats required touching a small electric door popper on the C-pillar.
Once the door was popped open, a second mechanism would keep it from closing fully until someone opened it up to get into the car or put something in the second row. It was a complex system, now made slightly simpler.
A spokesperson from Ford confirmed the change for the 2026MY to InsideEVs saying:
“All 2026 Mustang Mach-Es get the rear door handle as standard equipment. This was a change as part of our always-on approach that we made due to feedback from our customers who wanted a physical handle on both front and rear. The rear door still uses the same electronic latch release with the button on the door, but now the door can be pulled open with the handle.”
So, for clarification, the majority of the mechanism is unchanged. Users just don’t have to put their hand in the door jamb to open it. We’ve reached out for more information from Ford regarding whether or not this design change had anything to do with critiques over rear-door safety.
We also asked if it has any plans to make ingress easier should the 12-volt battery die. We’ll update this piece if we hear back.
In addition to the new door handles, Ford announced that the California Special package is coming back in a new way. While there aren’t any performance benefits over the GT trim it’s built on, the package features a lot of visual enhancements.
The star of the show is Rave Blue, a color-shifting blue/violet shade meant to echo the Pacific coastline. 20-inch wheels get unique GT/CS lettering and aero inserts. There are blue and silver interior accents and special Navy Pier ActiveX + Miko performance seats, too.
Pricing for 2026 also nudges downward. The Mach-E GT now starts at $53,395, about $1,100 less than last year, while the California Special package adds $2,495. The broader Mach-E lineup starts at $37,795, down $200.
Trump refuses to repay automakers for EV-related spending.
Rollback removes key EV incentives from future planning.
Ford and GM support looser fuel economy requirements.
The Trump administration is rolling back fuel-economy standards in the United States, encouraging car manufacturers to build more combustion-powered vehicles and reducing their impetus to build EVs. It’s a move that’s been a long time coming.
While companies like Ford, Stellantis, and GM have thrown their support behind the new “common sense” rules, they shouldn’t expect any handouts from the government to offset the billions they invested in EVs under Biden-era regulations.
During the recent CAFE standards announcement at the White House, a reporter from the Detroit Free Press asked President Trump whether automakers deserved compensation for those investments, given that they were made under policies assuming continued federal support for EV sales.
“No, I’m not doing it,” President Trump quickly replied, triggering laughter among those standing behind the Resolute Desk. “Nope, no, I’m not letting them recoup, they’re going to do just fine. You know how they recoup? From this point forward they’ll do very well.”
During the same presentation, the President suggested that thanks to his controversial tariffs, Stellantis, Ford, and GM are all coming back to the United States.
“The people that are up here from Stellantis and Ford and General Motors, great companies … they wouldn’t be here today if we didn’t have tariffs,” Trump claimed.
“They’d be building their plants in Mexico and other places. They’re leaving Mexico and they’re leaving Canada. They’re leaving because they ripped off our country, they took our businesses away from us. And now because of tariffs they’re all coming back, so it’s a great thing,” the president added.
Ford CEO Thrilled With Changes
According to Ford chief executive Jim Farley, previous CAFE standards “was totally out of touch with market reality,” claiming that “we were forced to sell EVs and other vehicles.”
He noted that Ford wants to give customers the freedom to choose, noting “we have a lot of EVs and a lot of hybrids at Ford, but now customers get a chance to choose what they want, not by what we force on them.”
Farley added that the rollback will allow it to “offer more affordability on our popular models, and we’ll be able to launch new vehicles built in America that are more affordable because of this rule change.”
Farley says tougher fuel rules made low cost cars harder to build.
Ford expects lower prices as new standards cut compliance costs.
The CEO says the reset lets customers choose their preferred models.
Ford CEO Jim Farley has joined several of his American counterparts in supporting the Trump administration’s decision to reset federal fuel-economy standards.
The move, Farley says, gives automakers the breathing room to produce more affordable vehicles in the United States without walking away from electric innovation or efficiency goals.
Farley’s core argument seems to be that regulations were so strict that they effectively squeezed automakers out of the low-cost segments so many buyers still rely on.
Speaking at a press conference with President Donald J. Trump on Thursday, Farley called the update “a victory for affordability and common sense,” adding that Ford will now be able to offer cheaper versions of its most popular models and launch new price-focused products.
“We believe that people should be able to make a choice, as you said, Mr. President,” Farley said. “And we will invest more in affordable vehicles. This allows us to invest in affordable vehicles made in the U.S., which we will take the lead on and will allow us to make vehicles more affordable.”
Trump, sitting beside him, said, “People were brainwashed. This is a ‘green new scam.’ And people were paying too much for a car that didn’t work as well. And now they’re gonna have a great car that’s gonna be environmentally friendly, but it’s gonna cost you a lot less and it’s gonna work great. All of the nonsense is being taken out of the cars.”
Political Theater or Market Reality?
Farley stopped short of framing the move as an ideological shift, instead focusing on the economics. He argued that the tightened CAFE standards under the previous administration imposed costs that made entry-level vehicles much harder to justify.
That pressure, he said, pushed automakers toward higher-margin EVs and hybrids simply to meet fleet targets.
“What you should know is that this is a victory for affordability and common sense. As the president said, we will be able to offer more affordability on our popular models, and we’ll be able to launch new vehicles built in America that are more affordable because of this rule change,” Farley said later in an interview on “Fox & Friends” Thursday.
Farley added that the earlier fuel-economy system “was totally out of touch with market reality.” Automakers, he said, were forced to sell EVs and other vehicles to stay compliant, even when customer demand wasn’t there.
“We were forced to sell EVs and other vehicles. We’re not going back to gas-guzzlers,” he continued. “We have a lot of EVs and a lot of hybrids at Ford, but now customers get a chance to choose what they want, not by what we force on them.”
Balancing Choice and Compliance
Ford’s CEO also clarified that the company isn’t returning to inefficient gas models, noting it already sells a wide range of EVs and hybrids. GM’s CEO Mary Barra recently made similar comments.
The reset rolls back the steep increases introduced under the Biden administration, which raised fuel-economy requirements by 8% for 2024 and 2025 and 10% for 2026. Federal officials previously estimated those rules would add nearly $1,000 to the average new-car price.
By contrast, the new standard lowers compliance costs and, according to the White House, will save American families a combined $109 billion. Now, the market waits to see if automakers really do deliver on their promises of rolling out more affordable models.
Combustion Mustang sales almost doubled to 4,207 units in November.
Ford only sold 4,247 F-150 Lightnings, Mustang Mach-Es, and E-Transits.
EVs look healthier YTD, but they’ve dropped harder than the pony car.
Is the now 61-year-old gas-powered Mustang still relevant in 2025? American drivers clearly think so, judging by fresh sales figures. The pony car Ford has been building since the Beatles were still together is now going toe to toe with the company’s entire electric lineup in a race that’s closer than a Z28 vs Boss 302 quarter-mile grudge match.
According to Ford’s newly released November sales report, the gas-powered Mustang racked up 4,207 sales while Ford’s three EVs combined only reached 4,247. That is a margin of only forty cars.
Mustang sales exploded by 78.6 percent compared with the previous November’s stats, while the EVs lost almost as much ground.
What Happened to the EVs?
Mach-E plunged almost 50 percent to 3,014 units, the F 150 Lightning cratered 72 percent to just 1,006, and the poor E Transit dropped more than 80 percent to 227, figures no doubt deeply affected by the loss of federal tax credits, which expired at the end of September.
To be fair to the EVs, the comparison is more embarrassing in the short term than across the whole year. Year to date, Ford EVs have achieved 78,556 sales while the Mustang trails at 40,870.
Even so, the electric lineup is down 7.3 percent compared with the same period last year, while the Mustang held relatively steady, falling by a less worrying 1.6 percent.
But US drivers didn’t snub their noses at electrification entirely. Hybrid sales climbed 13.6 percent to 16,301 units in November and are up 19.4 percent to 206,497. That means Ford has sold three times as many hybrids so far during 2025 as it has EVs.
Any Bright Spots Beyond the Mustang?
Looking beyond the gas versus electrons drama, there were a few standout performers. Explorer lit up the SUV side with a huge 41.5 percent November gain and nearly 20,226 sales despite celebrating its sixth birthday this year.
The Ranger also punched well above its weight with a 35.8 percent jump as the midsize truck continues its comeback.
The Maverick is another star performer. Its sales are up 43.3 percent for the month and nearly 12 percent for the year. On the Lincoln side, things were less happy, with November brand sales dropping 12.3 percent, although the Navigator is up 42.9 percent in the first 11 months of 2025.
Ford CEO Jim Farley has hinted at a new electric sedan.
High-performance model could ride on a new EV platform.
The executive believes there’s still a huge market for sedans.
Ford’s future product roadmap has gotten messy as the company has killed or delayed a number of upcoming models. Most of these have been fully electric as the automaker axed their three-row EVs and recently halted F-150 Lightning production – at least temporarily.
Amid this chaos, Ford isn’t throwing in the towel on EVs. Quite the opposite as the company is working on a mid-size truck that will be launched in 2027 and ride on the all-new Universal EV Platform. The latter will eventually underpin a “family of affordable vehicles.”
That family could include a rear-wheel drive, high-performance sedan that would be affordable. Ford CEO Jim Farley hinted at the car in a recently posted video, which was taken a few months ago at Monterey Car Week.
Return of the Sedan?
The executive didn’t say much about it, but implied the mysterious model has a clean silhouette as well as a “cool closure” system in the back, which enables it to carry a lot of stuff. This suggests the car could be a liftback sedan, which would broaden its appeal in the crossover era.
Little else is known about the vehicle, but Ford has been hinting at a Mustang sedan since 2022. The company also reportedly showed dealers a rendering in 2024 and this could presumably be what Farley is talking about.
While that remains unclear, the executive said “There’s definitely a market for sedans, a huge market.” However, he said their previous generations of sedans failed in America because they were built on European platforms to European standards. This resulted in expensive cars, which cost the company a lot of money.
Fusion Died So Bronco and Maverick Could Live
Farley went on to point out that the Bronco and Maverick never would have happened if they continued making the Fusion. As he explained, they took the money from cars to invest it elsewhere. This has proven to be a wise move and Ford has focused on the “sweet zone” with Broncos, Mustangs, and Raptors.
Elsewhere in the interview, Farley shared praise for the Xiaomi SU7. He also talked about his dream of doing an off-road supercar.
We’ve covered the latter before, but in this interview he described it as a WRC [World Rally Championship] car for four people as well as something like a Raptor R without a pickup bed. He went on to say the model would be partially electric and have 1,000 hp (746 kW / 1,014 PS).
Of course, it’s all just a lot of talk at this point and Ford has been having problems executing their vision. Besides botched EV plans in America, the company’s European turnaround has stumbled with rebadged VWs. This is on top of 138 recalls and counting.
Ford is being sued over missing safety tech in 2024 F-150 Lightnings.
Plaintiffs claim Ford misrepresented features listed on window stickers.
Company offered $100 refunds, but owners say that barely covers losses.
Ford’s electric pickup has long been seen as a bellwether for mainstream EV demand, but the latest news surrounding it has little to do with torque or battery range. Instead, the company now faces scrutiny of an entirely different kind inside a courtroom.
Ford is being sued in the United States over claims that certain 2024 F-150 Lightning models advertised with a Forward Sensing System were delivered without it. The lawsuit alleges that customers have “incurred damages” due to the missing safety feature and that the company’s efforts to make amends have fallen short.
Missing Sensors or Missing Disclosure?
The class action, filed in the US District Court for the Eastern District of California, argues that the window stickers on 2024MY F-150 Lightning models clearly state the vehicles are equipped with the Forward Sensing System, which includes several parking sensors on the front bumper.
Ford reportedly notified U.S. dealerships on March 31 that every 2024 F-150 Lightning advertised with the system was actually built without it. The company subsequently began contacting customers, offering a $100 refund to address what it described as a window-sticker error.
What the Plaintiff Claims
The plaintiff named in this new lawsuit, Ibrahim Lunawadawala, contends that the refund offer is negligible, pointing out that installing equivalent aftermarket sensors would cost substantially more. The filing states that Ford “has been unwilling to provide adequate compensation to aggrieved consumers.”
“Plaintiff Lunawadawala has suffered an ascertainable loss because of Ford’s misrepresentations, including but not limited to, diminished value of his vehicle and other consequential damages,” the lawsuit continues, as cited by Carcomplaints.
Production Pause and Broader Troubles
This legal development arrives just weeks after Ford confirmed it had indefinitely paused production of the all-electric F-150 Lightning, redirecting resources toward gas and hybrid models instead.
The decision was made not just to address falling sales of the model, but also because of a huge fire at a Novelis aluminum plant in Canada that supplies Ford with the aluminum it needs for all F-150 models.
Ford F-Line E debuts as an all-electric heavy-duty truck in Europe.
Top-spec 6×2 version packs four 98 kWh batteries and 523 hp.
Smaller 4×2 variant uses three packs with a 315 hp electric motor.
While Ford has walked back some of its more ambitious electric vehicle goals lately, the company is still pushing forward with notable investment and new product launches.
The Ford Truck division’s first-ever, production battery-powered creation, however, isn’t something customers will find parked at their local dealership. Instead, it’s a dedicated all-electric rig called the F-Line E.
Ford Trucks operates as the heavy-commercial arm of Ford Otosan, the long-running joint venture between Ford and Turkey’s Koç Holding. The partnership oversees the design, engineering, and production of tractors, construction vehicles, and heavy-duty haulers serving markets across Europe, the Middle East, and Asia.
Production of the F-Line E will take place under Ford Otosan, with the model making its first appearance at the Solutrans fair in France, displayed in both 4×2 and 6×2 configurations.
The largest of the available models has no fewer than four 98 kWh nickel manganese cobalt batteries, making for a combined 392 kWh or a usable 314 kWh. Ford says this is enough to give the F-Line a driving range of up to 186 miles (300 km).
Power is provided by a single electric motor at the rear wheels with 415 hp and 1,010 lb-ft (1,370 Nm) of torque during regular driving, but capable of producing up to 523 hp and 1,821 lb-ft (2,470 Nm). The 6×2 model also supports peak charging speeds of up to 285 kW.
By comparison, the smaller 4×2 version has three battery packs and a combined capacity of 294 kWh or 235 kWh usable. It also relies on a less powerful motor with 315 hp and a peak of up to 389 hp.
Ford says this version can travel up to 155 miles (250 km) on a single charge. Peak charging speeds on the 4×2 are capped at 213 kW. Both the 4×2 and 6×2 models are capped at 56 miles (90 km/h).
Built for Work
Ford Trucks positions the F-Line E as a flexible platform suitable for delivery fleets, municipal operations, and various vocational applications, including garbage collection. The truck’s modular design allows operators to tailor it for specific roles without major reconfiguration.
Alongside the F-Line E, Ford also revealed the updated F-Max at the same event. Significantly larger and powered by a revised 12.7-liter engine for 2025, the F-Max promises to trim fuel costs by 11 percent, showing that Ford’s commercial lineup isn’t going all-in on electrification just yet.
AlixPartners predicts EV battery capacity will triple global demand by 2030.
Ford cuts its planned battery capacity by 35 percent amid lower EV sales.
Panasonic’s expansion stalls as Tesla demand dips in North America.
Many automakers spent the past few years racing to electrify their lineups, betting heavily that global demand for electric vehicles would surge. The industry poured billions into new EV battery plants across the world, particularly in North America.
Now, a new report suggests that much of that production capacity could end up sitting idle by the end of the decade.
Overcapacity Ahead
AlixPartners speculates that global production of EV batteries will be roughly three times greater than demand for EVs in 2030. By that time, EV battery production capacity in North America is expected to roughly quadruple.
According to Nikkei Asia, many manufacturers are already scaling back their ambitious battery production plans. Ford, one of the most aggressive investors in U.S. battery manufacturing, is a prime example. The company is building a $5.8 billion facility in Kentucky with its partner SK On, which is expected to employ about 5,500 people by 2030.
However, the Blue Oval already reduced its planned battery capacity by 35 percent. It also recently halted production of the F-150 Lightning indefinitely due to dwindling demand in North America.
General Motors has also been forced to make changes. It has been confirmed that 1,550 workers at the battery plants it operates alongside LG Energy Solution in Ohio and Tennessee will be sacked due to “slower near-term EV adoption and an evolving regulatory environment.”
Nikkei Asia also reports that Panasonic opened a new battery factory in Kansas in July, but has yet to say when it will reach full-scale production. Initially, it was expected to hit this mark by the end of the 2026 fiscal year. However, as a major supplier to Tesla, it has been affected by the fall in demand for EVs as well.
Slowing EV sales in the States have led to the cancellation of some endeavors entirely. T1 Energy was planning to build a battery plant in Georgia, but has since canned the project.
Changing Policy Winds
The Trump administration’s policies have further tilted the scales toward internal combustion vehicles. By removing the $7,500 federal EV tax credit and scrapping penalties for missing emissions targets, the government has made it easier for carmakers to ramp up traditional ICE production once again.
Ford’s new Bronco Basecamp starts at just over $32,000 in China.
The electric model delivers 445 hp and up to 404 miles of range.
A range-extended version offers 758 miles of total driving range.
Shortly after introducing range-extended and fully electric versions of the Bronco Basecamp in China, Ford opened the order books for its newest off-road offering. While most eyes may still be on the familiar Bronco lineup in the West, this China-market version makes a strong case of its own.
As we’ve come to expect from pretty much all new cars sold in China, the electrified Bronco is affordable by Western standards and is bound to make some US buyers feel stewing.
Although it bears more than a passing resemblance to a scaled-up and refreshed Bronco Sport, the Basecamp wasn’t drawn from the same blueprint. Instead, it was developed through Ford’s joint venture with Jiangling Motors Corporation (JMC), which has increasingly become the brand’s partner of choice for locally tailored models.
Ford’s foothold in China has eroded significantly over the past decade, with annual sales dropping from over 1.2 million units in 2014 to fewer than 200,000 last year. A model like this, combining familiar design cues with drivetrain options built to local tastes, might just help reverse that disastrous slide.
What Do You Get For The Money?
Ford has confirmed the new Bronco Basecamp will start at 229,800 yuan ($32,300), topping out at 282,800 yuan ($39,800). That pricing roughly mirrors the smaller Bronco Sport sold in the US, which starts at $31,695 and tops out at $40,115 before delivery charges and taxes. But in China, buyers get significantly more than just a roomier body.
Where the American Bronco Sport comes with either a 1.5-liter turbo three-cylinder or a 2.0-liter turbo four, the Basecamp goes fully electric with a 105.4 kWh battery and twin motors generating 445 hp. On a full charge, it’s rated for up to 404 miles (650 km).
Then there’s the range-extender version. This alternative setup pairs a 1.5-liter turbocharged engine with dual electric motors and a 43.7 kWh battery pack. The result is 416 hp and a claimed 137 miles (220 km) of electric-only range. Thanks to the engine topping up the battery as needed, total driving range stretches to 758 miles (1,220 km) on China’s optimistic CLTC cycle.
Longer, Wider, Better?
The new SUV shares its 116.1-inch (2,950 mm) wheelbase with the full-size four-door Bronco sold in the US, offering a noticeably longer body than America’s more compact Bronco Sport, which measures just 105.1 inches (2,670 mm) between the axles.
At 197.8 inches (5,025 mm) in overall length, it also outstretches both of its siblings, eclipsing the standard Bronco by over eight inches and the Bronco Sport by more than two feet.
This Chinese model is also laden with other important features. This includes a roof-mounted LiDAR as part of a suite of more than 30 sensors and cameras, enabling advanced driver assistance functions.
The cabin is also a far cry from the American Bronco and Bronco Sport and includes a 15.6-inch infotainment display, a digital gauge cluster, and a 70-inch head-up display.
It might not wear the Bronco badge in quite the same spirit as the American original, but for China’s EV-hungry buyers, that may not matter much. For now, Ford has no plans to export the Bronco Basecamp, and even if that changes, North America almost certainly won’t be on the list.
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