Originally, I would have thought it would evolve with GE2 developments but if it’s only got a othe year or two left, Ford will probably keep everything the same.   Sales ae down to a dribble in China so not surprised if it’s axed there sooner. Sad for me because it’s a likeable vehicle, Ford just went the long way around developing it.

AK You make my point.  The fleet buyer sure does.  In particular if he goes  back to the old days and bought Louisvilles and then committed to HN-80..and then found out the new trucks he had recently took delivery of or had on order were gone..or maybe he was relieved that Daimler was the buyer and they would be serious about heavy trucks.  And they were for 10 years until they came out with F'liners that duplicated the "Fords".   Now go to today's market.  In Mass a very large distributor of recovery trucks-wreckers, roll backs, rotators- keeps a big inventory of completed  units ready to go in service.  Up to class 5, I would say Ford rules followed by Ram.  Class 6 and 7?...International followed by F-liner, Paccar and lately Hino.  Ford a minority. Do 650/750 meet basic specs?  Yes, but if a buyer wants air brakes and a gas engine?  No luck -and do you think some buyers may view Ford's ever diminishing order guides a sign of things to come.  Could be.   Remember, blowing up Bluediamond IMO was in part a "bone" thrown to UAW when production of 650/750 moved from Mexico to OAP.  Yesterdays newspaper.

might be a little late for this but I had the same problem......installed a dexter magnet from drum brakes to the trailer and let the truck sense the high load...just mounted the magnet to the frame and ran a wire from the brake controller to the magnet.fixed my problem

Well I don't trust the owners manual in my 2016 F250, which I bought new....no where in the manual does it mention crankcase filter, which I found out about the hard way...and it says to reset after an oil change press pedal etc etc etc....not so...you reset it from the display on the instrument panel....

Had the same problem with "trailer disconnected" when I changed the 5th wheel over to disc brakes........Took it to a shop that makes goose neck trailers and they installed a Dexter magnet from old drum brakes onto the camper...problem disappeared.  Prior to this the brake controller would show a fault...Electronics can be tricky...and I'm not sure if you can plug the 7 pin connector to the truck, hot (or while its running)...so now I make sure to plug and unplug with the engine off

Of course but he's specifically talking about tv ads.

I think promotion and frequent face contact are important in medium/heavy. The rep from the Kenworth dealer where my company bought their T680s was at our shop a couple-three times a year with the latest Paccar and KW-specific info, and often a bunch o' logo caps for the drivers and mechanics. 

You keep saying this but do you really think a fleet buyer doesn't already know about 650/750 and already does comparison shopping?  These aren't impulse buys or buyers who don't know trucks.

Probably but I doubt they would recover those costs.  Better to build a new one with all the ce1 improvements.

Here is a question that I am interested in. Lets say Ford continues to build Mach E on the GE1 chassis for other markets. Could the upgraded electrical from CE1 Universal Electric Vehicle be adapted for use on GE1 chassis? I know GE1 is an older design, but would a CE1 electrical architecture sustain it for further use?