To this point they’ve been unwiling to do what’s needed in Europe.  It was so mismanaged for 20+ years……

And this is why Farley basically had Dearborn take direct control of European operation, the previous heads have run up so much debt that the BU only survives on Transit sales. While the commercial business is still strong, the retail / passenger vehicle side is in trouble.   Leveraging vehicles that are being developed in USA and Chinese operations would seem to be the most cost effectuive solution here as well as CE1 vehicles and modules for Europe.   Strange how Ford seems to be at its best when fighting for survival…..

Regarding Cummins 6.7L Octane inline-6 engine, specifications are interesting in that design is more advanced/modern than I expected from Cummins for commercial trucks.  The engine is GTDI (gasoline turbocharged direct injection), and uses DOHC head with dual independent cam phasing.          

May not be as bad as it sounds even when towing, provided of course that RAM is not exaggerating capabilities by publishing BS specs.  I’ll be curious to see actual towing tests.  Most owners probably won’t tow the maximum 14,000-pound-trailer rating anyway; though realistically trailer weight won’t be what challenges this EREV the most.   We should keep in mind that intermittent power is 647 HP from electric drive motors, so acceleration and hill climbing is not limited by generator/engine’s continuous power rating of only 174 HP.  As long as batteries have some level of minimum charge, which seems to be their intent by not using more than 70 kWh of battery capacity, the electric motors can provide lots of power.   Steady-state cruising while towing at Interstate speeds on long trips will definitely be much more of a challenge.  However, if the powertrain’s electrical efficiency is fairly good, the 174 HP generator may be adequate.  You mentioned 21,500 pounds gross combined weight, which is no doubt high, but by comparing to large gasoline motorhomes of similar weight, and similar aerodynamics, that get roughly around 8 MPG on longer trips, we can do a little reverse engineering and estimate that average power from motorhome engine is no more than roughly 120 HP.  “Average” power doesn’t work on an ICE motorhome, but should work much closer on an EREV powertrain due to inherent differences.   If RAM are being honest and accurate, and generator can indeed produce at least 174 HP of electricity continuously, towing may work acceptably.  Having said that, I believe fuel consumption will be poor compared to regular ICE pickup when towing.  On the other hand if owner only tows a large camper long distances once or twice a year, the added fuel cost may not matter as much.   The other concern I have is noise.  At 174 HP of electricity (130 kW), the Pentastar V6 may be working close to 200 HP, and that may “sound” like it’s screaming if held there continuously.

Hopefully this summer!😍

The small Cummins V-6 and V-8 were interesting engines, they started as a joint venture between Cummins' British subsidiary and Chrysler of Europe.  Chrysler used the engines in their British and Australian trucks, eventually offering the small V-8 in some of their medium duty U.S. trucks.  One of the largest users of the V-6 was Ford, as it was one of the first diesels available in the F series in the mid-60's.   https://www.bigmacktrucks.com/topic/31209-when-the-dodge-boys-sold-trucks-down-under/    

Let us know when you hit the Autobahn....

I had this issue constantly on the 23 Nautilus Black Label I just traded. The welcome sequence and interior lights only worked for a day or 2 after driving it. I'd then get the remote features turned off message. In my case, I don't drive much. U brought it to the dealer for it's first service and battery test showed 100%. While I was there, I decided to trade for a 25 Aviator. Haven't had it long enough to see if it will do the same thing.

I didn't wait , so it probably will and I'll kick myself. Had it a month and just got it out of the shop. They replaced the star in the grill. it was loose and rattling. There is an issue that you can't use voice commands for USB. They had it a week and and gave up. There are others posting on The Lincoln Forum having that issue and others that seem related.

Ranger PHEV is AWD only and has a kerb weight ranging from  2527kg for XLT to 2692kg for StormTrak which is well above the estimate for the Mach 4