To answer Fordmantpw’s question, we were told Oakville will be a multi energy plant for Super Duty production.  We won’t even be back til mid 26 and we will not be building any EREV Super Duty yet. It’s a contract year and with all the trade crap and Ford changing plans all the time like Sherminator said I take everything Ford says with a grain of salt now. I assume we will be whatever overflow refreshed for 26 Super Duty to start maybe some 250s?? We don’t even know what Super Duties we will be building. Stamping plant shell is completed now installing systems inside retool roughly 70 percent complete. That is my update. 

I share that same concern. In North America conventional hybrids far outsell plug-in hybrids. An EREV F-150 may solve the range anxiety problem but it is still a very heavy pickup with a large expense battery pack. Buyers love the F-150 Powerboost but I don’t think the EREV will get the same response from buyers. 

The Shark 6 also uses a 1.5L turbo.

Billy Boy ain't a CEO, he's chairman of the board. I don't agree with author's claim While the CEO on paper is Jim Farley, Bill Ford has run the company since 1999.   Jimbo is Ford's real head honcho when it comes to operations, he doesn't merely sign off on 10-K and 10-Q documents like a CEO on paper.

Yep, and that's why I'm concerned. A lot of this is good on paper, the new production system, skunkworks approach, relying on smaller, lighter vehicles than don't need massive batteries, hiring F1 aero people to have world class aero.    All of that is genius. Where I'm concerned is the execution, seeing how all of this comes together. Will the CE1 stuff be really captivating products with great quality, design, and range? Or will they look like eggs on wheels and go 180 miles? That's gonna be the deciding factor. You can't get so lost in innovation that you lose the customer.

You didn't miss anything.  I could only get through it with a pretty serious ad blocker.

https://finance.yahoo.com/news/worst-ceo-bill-ford-ford-151500541.html

Making a derivative product off an existing platform is only feasible  if more than 50% of the components are shared and even then the  savings are only about 10% compared to a dedicated platform. Holden learned this when it was commissioned to develop the Camaro which had to be way more than a two door commodore sedan. (Pontiac G8)

Only during production trials for the Lincoln. Fusion was gone before Continental began full production 

I am not too sad to see the Escape go, but the Corsair is a competitive vehicle for the class. Hopefully the import plans for the Corsair come to fruition.