Ford Skunkworks (EVDC) - first ever behind-the-scenes tour

[ChasingCoral]

Last week I was one of a select group of Mach E and Lightning owners who Ford brought in to see the Electrical Vehicle Development Center (aka EVDC, aka Skunkworks). I’ll roughly follow the same order as the chapters in @The Electric Duo's YouTube video found here:



For those who haven’t seen them yet, two videos from the last couple of months provide real insight into the philosophy of the UEVP and I recommend them for your viewing:
The Bounty Hunters (14 minutes) describes how the team at EVDC is working to chase down any and all efficiencies in the new vehicles.

This interview (86 minutes) of Alan Clarke by Motor Trend provides amazing insights into where the UEVP and Ford are heading.

00:00 Introduction: Our Secret Trip to Ford's EVDC

Several folks from the MachE Forum and F150 Lightning Forum were there (@Mach-Lee, @Kamuelaflyer, @jacecraftmiller, @Liv, @The Electric Duo, and me @ChasingCoral).

After our tour Wednesday morning April 29, there was a similarly-sized tour for select dealers. Thursday there were tours for select journalists. I’m sure you’ll be seeing posts and articles coming from the journalists. Everything was under embargo until 09:00 ET on Cinco de Mayo.


00:50 The "No Cameras" Rules

We weren’t allowed to photograph or film anything within the facility, so all photos and videos you will see were either provided by Ford or outside of the two EVDC buildings. Everyone was itching to pull out their cameras. Folks took a number of “air selfies” in jest. You can just imagine how much I wanted to take picture after picture!

02:21 Inside EVDC 1 & 2: Meeting the Team

The start and end of the tour provided two options to meet with Alan Clarke, Vice President, Advanced Development Projects. He provided an introduction and initial briefing for our tour and at the end answered questions. We also heard from Jolanta Coffey, Vehicle Programs Director, Universal EV Platform.

03:24 Ford’s 12 Principles: Fail Fast, Learn Fast

Right in the lobby of the EVDC were the 12 UEV Cultural Commandments adapted from the principles established at the Lockheed Skunkworks facility. Not only did Alan emphasize these at the start, we heard pieces of them over and over from the rest of the team. More importantly, we saw them in action. The key point is for the EVDC to contain all the people, tools, and processes to fully develop the Universal EV Platform and its vehicles. Fighting silos, making everything your job, rapid integration, and failing fast were repeated over and over. There’s no passing the buck in this place – only finding answers.

Other key nuggets we heard over and over included “The best part is no part” and “The second best part is one that does multiple jobs”. Ford has gone a long way to implement ideas we had heard about recently, including patents for "vehicle chassis with interchangeable performance packages" and the “E-box”. If recent shakeups at the top of Ford raised any concerns Ford is backing away from EVs, this facility makes it clear that is not the case. More on this later.

06:11 Collaboration & Visualization Spaces
Offices here are open-space. Workstations run almost wall-to-wall. Fortunately, they did think to include conference facilities and non-reservable quiet spaces where anyone could go if they need to work in isolation. Folks were working together as we wandered past.

Workstations were directly connected to assets. Designers could immediately produce anything from small 3D printed parts to fabrications of unicasting prototypes.

07:32 The Assembly Tree: A Revolution in Production
11:05 Designed for Repair: Rivets over Welding

When we walked into the design studio we were met with large unicast vehicle components, some covered with installed components. Here Kevin Young, Advanced Manufacturing Program Chief, and Vladimir Bogachuk, Chief Engineer of Advanced Vehicle Structure Architecture walked us through the assembly tree Ford will use for the UEVP vehicles. Assembly of the body will occur on one branch of the line, assembly of the floor with battery pack and seating on another, and assembly of the dash and major electrical components on the front firewall on the third branch. The assembly tree is where one of the huge changes to the entire production approach will occur. Kevin had just returned from a trip to oversee the development of the prototype assembly line in Dearborn and the construction of the new UEVP production line in Louisville (former Escape line). Look for production in about a year for the first product. About 100 prototypes of the UEV truck are being produced now.

Screens and controls can be mounted on the dash without bending and leaning into the vehicle. At the same time, major electrical components and the cooling system can be installed on the other side of the firewall.

Seating assemblies are no longer limited by what can be lifted through a door or dropped in through a sunroof. They can be installed atop the battery pack, which is then attached to the body. If Ford builds four vehicles with the same central battery and seat system, they can be married to the rear bed / hatchback body / sport coupe body, etc.

Once all three sections are finished, they are married together.

Of course, with unicastings come concerns over repairability. Vladimir discussed how they are designing replacement components that will speed repair. Parts of the casting can be cut off and glued in (not welded!). They are working with major repair shop partners to test the ability to repair systems and then other labs in the EVDC test these to make sure they meet strength and safety requirements.

13:36 The Secret Warehouse: Seeing Covered Vehicles
15:32 Speculation: Analyzing the Truck’s B-Roll

While we were told we would not be seeing or discussing any products, we saw the body segment (partially draped), multiple product models (fully draped and partially concealed with boxes to hide lines),

an “accidental drive-by” (see below), and a gift (see below) all point to the first vehicle on the UEVP will be an aerodynamic “Ranger” many have guessed will be called the Ranchero (no one on the tour revealed any clues on that theory). However, it will clearly take the unibody approach of the Maverick and will produce a Ranger-size pickup with a more aerodynamic shape. This is consistent with designs we’ve seen in materials Ford has dripped out over the last two years.

18:34 Component Design: "The Best Part is No Part"
21:52 Startup Culture Meets the Might of Ford
For now, I’m going to skip some of the cool details of parts fabrication and component design but will drop in a few of Ford’s images below. Importantly, by having all the various “shops” in house, means the interior, the castings, the wiring, the batteries, the electrical modules, etc. are all being prototyped, fitted, and tested together. While there are mini-silos within the facility, they are so well integrated that everything is being built and tested together. Throughout the dog and pony show of the various components, we were treated to great descriptions of each area of the facility but the entire group was limited to one or two questions in each area. While not as frustrating as not being able to photograph or film, we regularly ran out of time before questions.

24:19 The Model T Moment: History Repeating?
26:14 Prototyping Tools: From Clay to 3D Prints
28:05 The Dyno: Simulating Extreme Conditions
31:12 Rapid Mockups: The 3-Row SUV in Plywood
34:44 Metrology: Testing with "Six Elephants" of Strength

36:55 Battery Lab

The LFP battery system is being prototyped in-house. We saw thermal testing of battery modules and an entirely new thermal test facility for full packs is still being constructed.

38:48 The Star of the Show: The eBox Explained

The “E-box” is the guts of the EV electrical control. It controls major systems, steps down voltage from 400v nominal to the 48v that will run the systems. It sits on or in the battery pack and takes power from the J-3400 charge port and controls battery charging. It sends power out to each of the four regional zonal controllers.

Sad news for the Ranchero: It will be saddled with the same problem most EV trucks have. The J-3400 charge port is conveniently integrated into one of the zonal controllers. Unfortunately, it’s the left-rear zonal controller. That means charging while towing a trailer will be a pain. I was disappointed to see this as the Lightning and R1-T are the only trucks whose designers realized the importance of placing the charge port near the nose of a vehicle meant to tow. Charging while towing is hard enough for Lightnings and Rivians. There are very few pull-through or even quasi-pullthrough chargers out in the wild and I don’t see that changing very quickly based on most new charge installations I’ve seen.

41:43 Thermal Lab: Heat Pumps & Zonal Architecture
46:34 The Lab Car: Testing the "Veins" of the Truck
51:05 Harness Lab: Custom Wiring & Connectors

The Lab Car is a model construct of the full wiring harness and is used to test the components throughout the system. Here I was able to learn that 12v will be available for those systems that need it, as well as to power 12v and USB ports for accessories. However, rather than adding wiring to run a redundant 12v harness, each of the 4 component zones will have their own 48 to 12v step down circuits.
Appropriately, the harness lab is located next door to the Lab Car. When the lab car decides they want to change the wiring, the harness lab whips up a new one to test.

55:06 Fleet Center: Managing the Test Fleet
57:01 Sighting the $30k EV Truck: Our 3-Second First Look

Unfortunately, no photos or video of the Ranchero in the flesh. One “accidentally” drove into EVDC-2’s fleet center just as we walked outside on our way to go back to EVDC-1. Somehow the same accident occurred when the dealer group took their tour in the afternoon .

It was a fleeting pass. However, in the few seconds it looked ranger-size and looked like it may have had a 5’ bed.

01:01:05 The Secret 3D-Printed Mini Truck Reveal

However, what we do have the ability to look at and examine were these great little 3D printed toys. Delivered to us after we had returned to the hotel, these were literally being printed on 3D printers as we toured the fabrication area.

No guarantees were given that it was to scale, but my ruler shows that the bed is proportional to the body width and cab in ways that further confirm a 5’ bed and ranger-like cab size.

This agrees with images from Ford that we’ve seen over the last year suggest that indicate the “Ranchero” will be Ranger-size but most likely the cab roof will be more aerodynamic than either the model or Ford’s existing trucks.
Insert B-roll photo

01:03:39 Final Thoughts: Is Ford Truly Dedicated?

In our final discussion with Alan Clarke and Jolanta Coffey I was able to slip in two questions regarding things many of us have been concerned about.

Firstly, we’ve all just seen Ford’s reorganization. I’m sure I’m not the only one who was concerned that Ford’s new structure might be downgrading Ford’s EV efforts. Fortunately, Alan thought that the new structure places the UEVP into a better defined role in Ford. Rather than the EVDC being an anomaly off to the side of most of Ford’s vehicle production, the recent move elevates the UEVP work. The new Product Creation and Industrialization organization will now take changes in platforms and assembly methods developed in EVDC and apply them across Ford, not just within the EV silo.

Secondly, those of us who have been following Ford’s EV development through the Mach E and Lightning heard Ford say these would be software defined vehicles in which every component could be updated to continuously improve the vehicle’s performance and features long after purchase. Unfortunately, Ford found the reality of buying parts from hundreds of vendors, each with their separate software made the reality of building a truly software-defined vehicle an elusive goal. Unlike the Mach E, eTransit, and Lightning, the UEVP will be much more vertically integrated with in-house control over component design, component software and their integration. Alan thought carefully before responding to this one and he sees the work at EVDC really laying the groundwork to deliver fully integrated vehicles to their customers.

One thing was very clear throughout this tour. Ford is truly committed to developing EVs that will stand the test of time and deliver through long duty cycles in a platform that is as affordable and serviceable as possible. Ford is truly committed to their next generation of EVs.

@Mach-Lee filled in some gaps above with more on the technical tour stops along the way in his post below.

 

[Furai]

Here's another great writeup by @mach-lee at Macheforum: https://www.macheforum.com/site/thr...orks-fords-evdc-behind-the-scenes-tour.55039/


Last week Ford held an event at their Electric Vehicle Development Center (EVDC) in Long Beach, CA. You’ll hear from a few regulars here, we were able to tour their new facilities that are busy developing the new Universal Electric Vehicle (UEV) platform. The current work is focused on finalizing the design of the new midsize electric truck.

The tour was focused on the facilities rather than the vehicle itself, although we “happened” to catch a brief glimpse of a camouflaged test mule truck near the end. More on that later. We were not allowed to take photos during the tour, but Ford gave us unprecedented access to their facility, colloquially known as the “Skunkworks”.

The tour began with opening remarks from Alan Clarke, the director of the EVDC. He spoke about adapting Kelly Johnson’s 14 rules of running a Skunk Works which famously designed the U-2, SR-71, and F-117 stealth aircraft for the EVDC.

I will describe what I saw chronologically. This will be a long post, but that’s my style.

Design Studio

Overall, it was a very nice, brand-new facility inside. On our way in, we saw a few employees “coding” at workstations. The first “stop” was the design studio, where we saw a front unicasting, structural battery back with seats, and a firewall-back body-in-white (rear was covered). Ford’s goal is to build the vehicle in a completely different way that minimizes components, wasted assembly line space, and production time. In order to build the vehicle differently, it has to be designed differently from the start. The legacy way is to weld the body together first, then put all the interior components and trim in through the door openings. The new way is to do as much of the assembly in parallel as possible, then put together big, almost fully complete pieces. A good example of this are firewall components, such as the blower housing and the accelerator and brake pedals. These can now be easily installed on the front casting subassembly before it’s mated to the rest of the car. Same with the seats, they can be bolted on top of the battery pack rather than having to go in through the door openings. This also is far more ergonomic for assembly workers.

This is speculation, but it defiantly looked like something is up with the structure at the back of the cab, also considering the rear unicasting design with buttresses. Possibly a folding bulkhead or midgate.

Adjacent was a gigantic open room for clay model design (complete with a vehicle turntable). Yes, they still sculpt shapes out of clay to get them just right. There were large tracks in the floor for laser scanning machines, they also had a CNC milling machine to sculpt shapes into clay. Basically, they can go both directions with shapes—clay to computer, and computer to clay.

We were also teased by several covered prototype models of the midsize truck in this room.

Trim shop

Next stop was the trim shop where they make seats. We saw a large pattern cutter, sewing machines, pattern making software, and prototype seat covers. With this shop, Ford can rapidly prototype various seat profiles and cover variations in only a week, rather than a 3+ month process with an outside supplier. There was a focus on eliminating material waste by optimizing pattern cutting with computer software. A small change in a seat shape can sometimes make a large difference in scrap waste if the pieces can be packed more closely together on the pattern cutter.

Fabrication Shop

Down the hall in the fabrication shop, the centerpiece was a huge foam milling machine. They said it had the ability to make any size and shape part out of pink foam, from a small switch all the way up to an entire foam vehicle for aerodynamic testing. Foam examples shown were an entire hood and a tailgate. They also had about a dozen Bambu Labs 3D printers, and a larger SLA machine. Not shown to us, but they also have a complete metalworking shop including a waterjet cutter, multiple CNC machines, press brake, and welding tables. The paint shop allows them to test any color combination or surface finish (matte, gloss) on interior or exterior parts. Basically, in this part of the budling they can rapidly make whatever shape and size material they need to for mockup and prototyping purposes.

To demonstrate the past, they had a plywood mockup of a generic prototype vehicle with real seats installed. This was the “old” method to test spacing, roominess, and sightlines. The new method involves the use of 3D foam cutting, painting, and fabricated metal parts to make mockups that are more accurate than ever before. Small design changes can be precisely iterated.

Battery Lab

This area was still under development, but had several environmental chambers for battery cell testing. They also had a laser welder (for welding cell tabs), and a glove box (inert atmosphere) for dissembling cells. The centerpiece was a large overhead crane assembly, this would be used to lift cell modules and battery packs. They said this is where they can explore different battery pack assembly methods.

Thermal Lab

This area has several large environmental test chambers for testing the extremes of temperature on components. Some of the chambers was large enough to contain an entire battery pack or subassembly. One was large enough to contain an entire vehicle, and has solar lighting installed (to simulate the heat of the sun). They said they will test the vehicles in temps ranging from -40ºC to +60ºC.

The crown jewel here was a very large (small house size) environmental chamber being built around a rolling AWD dynamometer. The car sits in the center with wheels spinning on the rollers. This high-precision dynamometer is capable of simulating whatever speed and road load profiles they want. Other features are a gigantic fan for simulating wind, and there will be a full solar array installed near the ceiling of the chamber to simulate solar loads. There will also be a high-power DC fast charger installed immediately adjacent to recharge vehicles on the dyno, with high-fidelity energy monitoring. For example, they can simulate the road load of driving up a mountain on a hot day and then immediately DC fast charging to stress the vehicle thermal systems. This dyno will also be certified for EPA range testing (it will run the EPA test cycles, every Wh measured), so Ford can determine the MPGe and range that goes on the window sticker.

High Voltage and Electrical Lab

This lab was the most technologically advanced. There were racks of electronics equipment, wires going everywhere. Lots of test equipment and soldering stations for working on circuit boards. More environmental test chambers with battery cells inside. They were currently running an EPA discharge cycle on a test cell, monitoring voltage and current. On a table they had a few high voltage components out on display us, a motor inverter, the Ebox, and the charge port. The Ebox contains the high voltage contactors, as well as the on-board charger, DC/DC converter (48V output), and inverter for AC output/bidirectional charging. There are liquid cooling ports on the end of it for the power electronics, it’s essentially an extra-long HVBJB but overall much smaller than the size of the legacy parts it would replace. The charge port was very interesting—it’s a NACS port with a locking mechanism, but they have also integrated a local body module on the backside of it, a 2-in-1. There are wire harness connectors at the bottom back of it, these might be used to power nearby body components such as the charge port door and the taillights. Interesting design choice for sure.

There was a brief stop with a Faraday tent and dipole antenna for testing spurious RF emissions of electronics. Basically, they can make sure the power electronics are not going to cause interference to AM/FM radio, broadcast, or military radio frequencies.

The next station was my favorite—it showed the new heat pump and thermal/HVAC system installed in the front unicasting. All the coolant hoses were hooked up for testing in an environmental chamber. The big news here is Ford has designed an integrated coolant manifold that is the size of a large textbook (contains several pumps and valves in one). This would be Ford’s equivalent of the Tesla Octovalve. This manifold is the consolidated solution to all the crazy coolant piping and pumps everywhere in the current generation Ford EVs. All the inputs/outputs are consolidated on the left side (looks like about four loop pairs), and the run to heater core is much more direct. There were two plate heat exchangers or chillers, I presume one for water-to-refrigerant and the other for water-to-water heat transfer. They said with this setup they can basically transfer heat to and from whatever components they need to (e.g. motor to cabin, charger to battery, etc.)

Closeup of new coolant manifold:

The compressor is mounted right next to the coolant manifold on the same frame, EEVs right there too. Another big new feature they announced is the heat pump is capable of vapor injection or hot gas bypass. This is a feature of cold weather heat pumps, and allows the heat pump to continue operating and essentially generate its own heat down to a colder ambient temperature. They said this will allow the elimination of the PTC heater, although the prototype still had a PTC heater installed. Hopefully this new thermal system is up to keeping the cabin and battery warm even in harsh Canadian arctic temps, while being more efficient.

The thermal system was packaged nicely along the firewall, this should allow there to be a small frunk space in front of it. Probably not much bigger than medium duffle bag, but that’s the tradeoff for having a heat pump.

Wiring Integration Lab

There were several body components from the truck connected together with wiring harnesses (headlights, taillights, window regulators, switches, steering wheel, touchscreen) on a test grid. This is used to test for any mistakes in a device’s pinout (such as swapped signal and ground pins) and to integrate all the modules together and make sure they talk to each other as expected.

I saw some interesting things here. Speculation warning, none of this is confirmed. The center touchscreen was covered, but is horizontal, about a 13” screen. There was not a separate instrument cluster screen (but perhaps it had been removed). The steering wheel was there, and the buttons on it seem to be a new layout for Ford. Rather than defined buttons, there was a small scroll wheel on each side, and also a left and right arrow button on each side. Still had stalks on both sides as well. That’s about it. That would support the presence of a more software defined UI experience. The thumbwheels and screen remind me of a Tesla Model 3/Y (also sans instrument cluster?).

The NACS charge port was in the left rear of the vehicle. Next to it was another module, my best guess is this is an AC outlet panel for the bed. Likely powered off the Ebox. That fits with what Ford would likely do with their history of Pro Power Onboard on their trucks.

The wiring mockup was being powered by a power supply installed in the location of the Ebox (backseat area). I did not see any low voltage battery in the setup. Nor did I see any provisions for one. The DC/DC is in the Ebox, so ideally the LVB would be located close by. Wonder if they figured out a way to eliminate a LVB, we’ll see.

Harness Lab

Here they can build whatever wire harness they need, with whatever connectors they need. Pretty self-explanatory. Spools of wire, bins of connectors and pins, soldering/test station. They were building a harness on a board with nails for each intersection.

Metrology Lab

Metrology is the science of measurement. This lab has several machines for measuring dimensions and properties of materials. First shown was a handheld 3D laser scanner which can measure and verify part dimensions. A center console was scanned for a demo. They had a universal testing machine or tensile tester. They pulled a piece of metal plate apart with it to measure the stress-strain curve. They also had a large industrial CT scanner, which can see inside parts. This can be usual for finding voids or electrode defects, also for examining for cracked solder joints, among many uses. They also had a measuring microscope, turntable 3D scanner and a laser-induced breakdown spectrometry (LIBS) machine for determining elemental composition.

Fleet Center

Last was a large garage with about six two-post lifts. They said these are used to work on prototype vehicles and test mules. For example, they can raise or take apart vehicles to install extra instrumentation sensors. The technician recalled recently installing over 500 thermocouples at various places in the vehicle for real-world thermal testing.

Conclusion

On our walk back to the entrance, we were surprised by a camouflaged test mule of the truck. To put some things in perspective, it looked bigger than a Maverick but smaller than a Ranger. Similar ground clearance, probably around 8”. The front looked more like a rounded SUV nose rather than the boxy truck (but not ugly). Roof had the distinctive curved down slope and the bed looked about the same length as the maverick (4.5’). They supposedly have stated test production and final validation with about 100 units scheduled. They still anticipate a mid 2027 release for the truck.

Overall, this was an impressive tour that showcased Ford’s investment in EVs and the future of the company. There were a lot of expensive machines here. But overall, the EVDC feels much like a smaller start-up engineering firm. I guess that’s the best of both worlds, small company vibe with the freedom to do things their way, but backed by the major capital of Ford. I liked what I saw, overall these guys should have to tools at their disposal to make a great EV.

 

[Furai]

And some other outlets too:

Autoblog
https://www.autoblog.com/news/ford-gave-us-an-inside-look-at-its-plan-to-build-30000-evs

InsideEVs
https://insideevs.com/features/794859/ford-ev-development-center/

Road & Track
https://www.roadandtrack.com/news/a71204394/ford-ev-skunkworks-lab-affordable-electric-pickup-truck/

Bloomberg
https://www.bloomberg.com/news/arti...tric-pickup-aims-to-win-over-skeptical-buyers

 

[ChasingCoral]

and

https://www.theverge.com/transportation/923704/ford-ev-skunkworks-lab-long-beach


And this official post from Ford:
https://www.fromtheroad.ford.com/us/en/articles/2026/inside-ford-electric-vehicle-development-center

 

[ChasingCoral]

Here's a WSJ article about the other end of things: the prototype line in Detroit and the actual assembly line being built in Louisville.
https://www.msn.com/en-us/autos/gen...e-to-make-a-30-000-electric-truck/ar-AA22o5gu

 

[Furai]

Here's a good one by The Drive. They always have great writeups

https://www.theautopian.com/what-it...electric-truck-for-america-before-china-does/

 

[ChasingCoral]

Here's the first-hand report from @Kamuelaflyer on the Mach E Forum:

Since the cat got me up early, I'll add my thoughts about the tour and what we saw. It was a great experience, and I think we're in for an interesting year.

A Visit to Ford’s EV “Skunk Works” (EVDC)

TL;DR (Quick Takeaways)

• Visited Ford Motor Company’s EV Development Center in Long Beach
• Yes, saw a camouflaged midsize EV pickup (details limited)
• Bigger story: Ford is rethinking how EVs are designed and built from the ground up

Key themes:

• No process is untouchable
• Every step has to justify itself
• Legacy processes don’t get tenure

What stood out:

• Assembly “tree” (modular build) instead of traditional line
• Unicasting (large structural castings) to reduce parts and cost
• Zonal architecture → fewer modules, much less wiring
• Wiring harness example: ~4,000 ft shorter, ~22 lbs lighter
• Advanced environmental dyno replacing some extreme-condition testing
• New E-box consolidating multiple electrical functions
• Heat pump system targeting the elimination of resistive heating
• Native NACS port expected

The truck (brief sighting only):

• Clearly midsize
• Bigger than Maverick, smaller than Ranger
• Definitely not full-size and not an updated Ranchero
• Beyond that = guesswork

Why it matters:

• Potential for lower-cost EVs
• Faster updates and improvements
• Better reliability at launch
• Fewer early adopter headaches

Full Write-Up

On April 29, I had the opportunity to visit Ford Motor Company’s Electric Vehicle Development Center (EVDC) in Long Beach.

Yes, we saw a heavily camouflaged midsize EV pickup.

But the truck itself isn’t the main story.

The real story is how Ford is rethinking how EVs are designed, tested, wired, assembled, and repaired.


A Different Kind of Operation

The EVDC operates very differently from a traditional automaker environment. Engineering, design, testing, and manufacturing are co-located, enabling faster iteration and real-time problem solving.

During the tour, Ford explicitly referenced Kelly Johnson and the original Skunk Works approach—small, focused teams moving quickly and challenging assumptions.

That mindset shows up everywhere:

• No process is untouchable
• Every step must justify itself
• Legacy processes don’t get a free pass

Assembly Is Being Rethought

Ford is exploring a modular “assembly tree” approach rather than a traditional linear assembly line.

Vehicles are built in major sections:

• Rear
• Mid (including battery and floor)
• Front

These sections are assembled separately and joined later in the process.

The goal is fewer parts, fewer workstations, and faster production. The challenge will be synchronizing parallel assembly streams without creating bottlenecks.


Simplification: Fewer Parts, Fewer Wires

Two major shifts stood out:

Unicasting (similar to gigacasting):

• Large structural components replacing many smaller parts
• Reduced complexity, cost, and weight
• Repairability addressed through cut zones and adhesive-based fixes

Zonal architecture:

• Fewer, more powerful centralized computers
• Dramatically reduced wiring
• Easier updates and diagnostics

One example shown:

• Wiring harness ~4,000 feet shorter
• ~22 pounds lighter

Testing and Systems Integration

The EVDC includes an advanced environmental dyno capable of simulating:

• Extreme temperatures (-40°C to 60°C)
• Load, wind, humidity, and terrain

This allows more testing in controlled conditions rather than relying entirely on real-world extremes.

Other highlights:

• E-box consolidating multiple electrical functions
• Heat pump system aiming to eliminate resistive heating
• Native NACS charging integration (port location still not finalized)

The Truck (What We Actually Saw)

We did get a brief look at a camouflaged pickup entering the fleet area.

Based on that short view:

• It is clearly midsize
• Larger than Maverick, smaller than Ranger
• Not full-size

Beyond that, any precise sizing or configuration would be speculation.


Why This Matters

For EV adoption, this approach could lead to:

• Lower costs through simpler manufacturing
• Faster iteration and updates
• Improved reliability at launch
• Fewer early adopter issues

In short, a smoother experience for mainstream buyers.


Bottom Line

This isn’t just about a single vehicle.

It’s about whether Ford can successfully simplify how EVs are built.

If they can, it could influence how the next generation of EVs is designed and manufactured.

 

[ChasingCoral]

It's interesting timing that VW just released this announcement:

VW TESTS ‘GAMECHANGER’ AT WOLFSBURG

Volkswagen Group has started a pilot production process at its Wolfsburg headquarters. The project carries the internal codename Gamechanger. Its aim is simple enough: cut costs, lift manufacturing efficiency and make profitable electric vehicle production in Germany viable.

Volkswagen faces pressure to restructure its European production network, cut overcapacity and reduce costs. At the same time, it is preparing to launch its next-generation SSP electric platform.

The project will widely be expected to include megacasting. That process forms large body sections from a few high-pressure cast parts instead of hundreds of individually stamped components. Volvo has since adopted megacasting on its new EX60.

Also, major modules such as the front-end, dashboard and underbody will get built on separate lines before workers merge them into a finished vehicle.

The appeal is plain. A single bottleneck can stop a conventional production line. Parallel assembly streams remove that single point of failure. According to proponents, that approach can halve both factory footprint and production costs, while also speeding throughput.

Wolfsburg is expected in time to build an electric Golf on the SSP platform, along with an SUV counterpart. The likely names are ID. Golf and potentially ID. Roc, though Volkswagen has not officially confirmed any model names.

https://evne.ws/4tgruSM

 

[Furai]

Writeups by Motortrend and Electrek

https://www.motortrend.com/news/2028-ford-ranchero-ev-truck-everything-we-know

https://electrek.co/2026/05/05/i-to...re-its-designing-an-ev-to-compete-with-china/

 

[onuiebvbevnulib]

Writeups by Motortrend and Electrek

https://www.motortrend.com/news/2028-ford-ranchero-ev-truck-everything-we-know

And now mid-size trucks are being termed as "a trucklet"

I guess motortrend rates R E A L trucks as those that you need a ladder to climb into.

This Ranchero trucklet will be the first “top hat” or body style on Ford’s new UEV platform, and the first product to come from the team Ford rapidly assembled at the EVDC in Long Beach.