Torsens make aggressive drifting harder than, say, a clutch rear diff (like the Focus RS) or a welded rear axel (like that crazy guy you know with his project car).    You just need to be a bit more aggressive with brake/clutch. Its still much easier than with an open diff.    For the price point they are hitting, the only option would be going with some kind of clutch diff or manual locker, but those are very expensive and not an easy off the shelf add on to a road legal mustang. They wouldn't be able to hit their price target if they tried to add in some kind of lockable rear gearset. 

Without derailing the thread, I hear you Theres a ton of small things that Ford could/should be doing.   I blame being laser focused on a few big projects often causing Ford to lose perspective of all the other things…..  

I can say that if E-Transit was a thing back when Dad had his TV store, I would have advocated for one as a service van for the business....it would have been a perfect fit. Use it for service calls during the day (lucky to put even 50 miles total on daily), van gets put away in warehouse at night, just plug it in before you leave and set up charging for low kWh price charging time.  

Well, with Ford Pro doing so well, maybe they could now give F750 a Cummins/Allison combo alternative or air brakes on the gas version

I think this is Zero Emission vehicle mandates not  CAFE.

I'm surprised by the figure - I thought that F-series had become CAFE positive a few years back?  Or maybe I'm making things up?

Right in line with what Ford normally makes a quarter when there’s no charges for this and that.     I noticed this point too:   With the Trump Administration getting rid of regulatory fines for missing zero emission vehicle mandates, Ford will see a big financial benefit. Prior to that change, Ford was going to have to buy $2.5 billion of ZEV credits this year, but now expects most of that to go away.   I wonder how much that regulation change will impact Tesla’s bottom line

Definitely a step in the right direction. Now it's all about keeping the momentum going, and baking the systems responsible for good quality into the core of Ford's culture so they stop relapsing every few decades. 

Lol, you really think we'd actually get on you about correcting something like that?

Back on 2027 Bolt, a Munro Live video with GM engineers disclosed a couple of details.  They confirmed battery capacity of 65 kWh is useable rating, and also that making car more affordable was primary goal, hence why they borrowed from other GM EVs.  Braking is now controlled such that driver is not aware between regenerative and friction braking.  This was done to simplify operation and improve efficiency.  Car goes after regenerative braking first if possible and switches to friction when needed.   Also of interest is that bidirectional charging allows for up to 9.6 kW of power to be provided by a 240-Volt inverter powered by car battery.  The V2H capability can be augmented further with stationary battery capacity that can kick in automatically if vehicle is not connected to bidirectional charger at the time that grid power is interrupted.