I know what you're thinking, if the platform is halfway decent, what's the point in developing a new one, especially for such a niche product? I get you, I do.    But we're seeing a world where the days of the 30 grand brand new V8 mustang are gone forever, by decades end, a gt is almost certainly gonna be starting in the 50s or even getting into the 60s. The best way to help mustang survive is to make it more evocative and seductive to warrant that sort of price point.    The car I'm envisioning is like a 1967 gt 500 fastback with modern surfacing, and proportions between the current mustang and something like a lexus lc 500. Lower roofline, lower beltline, bigger wheels, longer wheelbase, longer hood, more extreme fastback, etc. Something that still looks like a mustang, but takes it to a whole nother level.    That sort of radical change means significantly different hard points, which is something Ford can probably only achieve by developing a ground up platform.

I understand as a lower volume model there isn't much of a business case for allocate the level of capital needed to develop an all new platform, especially if you want to keep the vehicle relatively affordable.    I do wonder through, pricing was leaked for the GTD, not confirmed, but there are claims the starting price is around $325,000 and fully loaded models are around $425,000.    Basic clean math here, but if you figure an average transaction price right down the middle of $370,000 per car, at 2,000 units, that's what? Around 750 million in revenue?   Maybe the plan is to use the substantial amount of revenue generated from very high end models like the GTD to fund some sort of newer mustang platform. Offering these expensive models with what I'd imagine are very substantial profit margins could be a way to justify making something like a new mustang platform economy feasible without making the base price absurdly expensive. 

Yes, a reliable source says that the project was completed but the PHEV model was delayed and quietly dropped from discussion.  

A hypothetical Lincoln variant doesn't necessarily have to have a unique body as the Mustang's surface language can pass a Lincoln. A unique front and rear clip would do the job just fine.   The Mustang's proportions are absolutely perfect for a Mark coupe. Interestingly, the proportions of the original Mustang were inspired by the Continental Mark II.

They don’t sell enough to warrant a huge investment,  But they did do dark horse.  I just don’t subscribe to the change for the sake of change  when the vehicle is already best in class with 350-500 hp.  The exception for higher volume vehicles is to make enough visual changes to attract repeat buyers se who lease.  But on a low volume icon I don’t think it’s as important.

Farley secured a similar investment in Brazil a few years ago. The money was used to close its production operations all together, covering taxes and labour costs. I have little hope for their factories in Germany, unfortunately.

Well Cummins announced availability of the gasoline version -87 octane- of the 6.7.  660lb-ft of torque.   I'm sure it will be far more costly than a 7.3 Ford but checknout this response from Paccar;   Cummins says the engine has undergone 2 million miles of testing. It was the first B Series engine built on the HELM platform, designed to reduce emissions, increase fuel efficiency and able to be modified to run on alternative fuels. HELM stands for “Higher Efficiency, Lower emissions and Multiple fuels” and was launched in 2024 to help customers adapt to future emissions requirements and meet emissions-reduction goals. “The engine was validated against the same standards as Cummins diesel B6.7 engine,” said Kevin Haygood, Kenworth’s assistant general manager for sales and marketing manager. “With environmental regulations changing, it spurred us to offer another engine option to our customers. The new Cummins B6.7 Octane engine will meet stringent emission regulations, so we expect it to be a popular option in California and other states that have adopted CARB’s standards. It can be a great fit for many of our customers’ applications, especially in P&D (pickup and delivery) and towing applications. We also see it being popular for the lease and rental markets, as well as for landscapers, where those behind the wheel are used to driving gas-powered vehicles.”    As I've said more than once, Ford was in a good position to push the 650/750 7.3 on the west coast.  But no-  I'm afraid those that say Ford is done with class 6 and 7 are correct.  The move of class 6 and 7 from Bluediamond to OAP was just to placate UAW during last negotiations.   The air brake debacle and the fact they wouldn't spend any money on that but just offer BS excuses says they are done.   Fordman...guess I'm done standing on the hill🤔

Made appt at dealer.  stay tuned

Same chassis, same basic powertrains, exterior styling that's basically s550 with some additional edges, etc. It's not bad, but we know enthusiasts unlike conventional buyers tend to want significant changes in styling and performance with each generation. 

I don’t know if it’ll work on your generation of truck, but it’ll take a little while if it does. The problem on the 12th Gen trucks was that the BMS wasn’t allowing the charging system to sufficiently charge the battery (maybe because of short trips, I don’t remember), so it was legitimately turning the system off to save battery. After disconnecting the BMS, it took a few trips for the charging system to get the battery back up to full capacity, and that’s when the truck stopped turning everything off right after killing the ignition.    Also, on the 12th Gen trucks, there were sensors on both power leads from the battery. One was the BMS that was safe to unplug, but the other one had to stay connected. I’ve long forgotten what the “other one” was, if I ever knew at all.