Ford launches secretive Long Beach 'skunkworks' to engineer $30,000 electric pickup
The new Electric Vehicle Development Centre targets a midsize truck at a fraction of current EV prices, though its viability faces headwinds from policy shifts and market realities.
Ford has inaugurated a highly autonomous Electric Vehicle Development Centre (EVDC) in Long Beach, California, tasked with engineering a modular 'Universal Electric Vehicle' (UEV) platform. Operating as a secretive 'skunkworks', the facility grants its small team of approximately 350 staff the authority to develop a midsize electric truck targeting a price point of $30,000. The project represents a significant shift in strategy, aiming to disrupt the current market landscape where tariffs and the rescinded federal tax credit have made EV adoption increasingly difficult for consumers.
The facility is physically isolated from Ford's main headquarters in Dearborn and its electric vehicle office in Palo Alto to ensure operational independence. Located in a tilt-up concrete building near the Long Beach Airport, the centre houses three types of 3D printers, a CNC mill, and various workshops to enable rapid iteration without external contractors. Leadership includes Alan Clarke, vice president of Advanced Development Projects and a former Tesla executive, alongside Jolanta Coffey, who brings extensive experience from Ford's European Transit and USDM Expedition programmes.
To achieve the aggressive cost target, the design utilises lithium iron phosphate (LiFePO4) battery chemistry, which avoids rare-earth minerals like cobalt to reduce expenses. Despite the lower energy density of this chemistry compared to standard lithium-ion cells, engineers aim to deliver approximately 300 miles of range by integrating the battery pack as a stressed member of the chassis. This approach reduces the amount of sheet metal required and streamlines assembly, while large castings are used for front and rear clips to further lower part counts and increase rigidity.
Engineering decisions also include a 'zonal architecture' to minimise computer modules and wiring harnesses, supported by a 48-volt system rather than the traditional 12-volt setup to reduce copper usage. Vlad Bogachuk, Ford's chief engineer of advanced vehicle structure, confirmed that collision repair for the new castings will involve cutting through the casting at designated lines and bonding a new repair casting, rather than replacing the entire component. This method prioritises cost efficiency while maintaining structural integrity, a strategy Ford believes is viable even without government subsidies.
However, the future of the UEV platform remains contingent on market viability in an environment where the current administration has shown little desire to push for electric vehicle adoption. With manufacturers like Honda recently cancelling nearly production-ready EVs, the success of Ford's initiative depends on whether the $30,000 price point can attract buyers despite the lack of federal tax credits and the lingering effects of tariffs on components.
While the secretive nature of the Long Beach facility marks the first time outsiders have been granted access to the programme, the ultimate decision to continue or cut the project rests with Ford CEO Jim Farley. The company remains pragmatic, and if the business case for the UEV does not materialise due to customer disinterest or policy headwinds, the autonomous development centre is likely to be dismantled.
