Detroit — Ford Motor said on Feb. 17, 2026, that its next-generation electric pickup, built on a new Universal Electric Vehicle (UEV) platform, will use a 48‑volt electrical architecture similar to the system Tesla introduced on the Cybertruck in 2023. The company described the move as part of a $5 billion investment to redesign vehicle electrical and manufacturing systems and to deliver a small electric pickup aimed at a $30,000 price point in 2027. Ford officials said the architecture shifts many accessory loads from legacy 12‑volt systems to the high‑voltage battery, promising efficiency gains, reduced wiring and lighter components. Management framed the package of changes as central to closing the cost and capability gaps with rivals including Tesla and rapidly expanding Chinese EV brands.
Key takeaways
- Ford committed $5 billion to its next-generation UEV platform through 2027, targeting a $30,000 small electric pickup on sale in 2027.
- The automaker will adopt a 48‑volt electrical architecture, a system first commercialized in the U.S. consumer market by Tesla on the Cybertruck in 2023.
- Ford projects 20% fewer parts, 25% fewer fasteners, 40% fewer dock‑to‑dock workstations and 15% faster assembly for UEV vehicles versus typical models.
- Wiring harnesses on the new midsize truck are expected to be more than 4,000 feet shorter and 22 pounds lighter than Ford’s first‑generation electric SUV harness.
- Aluminum castings for the new EV are described as more than 27% lighter than comparable castings on a Tesla Model Y.
- U.S. EV market share peaked at 10.3% in September (ahead of federal incentive changes) and fell to a preliminary 5.8% in the fourth quarter, per Cox Automotive data cited by Ford.
- Ford recorded $19.5 billion in write‑downs tied largely to a pullback in earlier EV plans but will continue to fund the $5 billion UEV program.
Background
The automotive industry historically has relied on a 12‑volt electrical subsystem, fed by a small lead‑acid or 12‑volt battery, to power lights, infotainment, actuators and other accessories. As vehicle functionality expanded, that 12‑volt network has been stretched to its limits, prompting recalls and reliability concerns on several electric vehicle models. Automotive engineers have discussed moving to higher‑voltage accessory systems for decades; the innovation lies in integrating mid‑voltage architectures such as 48‑volt systems into mass‑market EV designs.
Tesla was the first major manufacturer to put a consumer vehicle with a 48‑volt accessory architecture into U.S. showrooms in 2023 with its Cybertruck, and the move accelerated supplier readiness for mid‑voltage components and electronic control units (ECUs). At the same time, manufacturers have pursued manufacturing innovations—like gigacasting and platform modularity—to cut complexity and cost. Ford’s program ties electrical redesign to broader manufacturing and parts reductions, aiming to make EVs closer in price to internal combustion models.
Main event
At a plant in Kentucky and in supporting materials released Feb. 17, 2026, Ford outlined technical and production targets for vehicles based on its UEV platform. Company executives said the platform will centralize vehicle control on higher‑voltage systems and use ECUs to step down power to 12 volts where legacy components remain necessary. Ford emphasized that the 48‑volt system reduces wiring gauge and weight while providing greater electrical bandwidth for future features.
Ford CEO Jim Farley framed the initiative as a transformational moment—calling it a “bet” and likening the effort to a new Model T‑level shift—while noting the program follows significant corporate restructuring and prior EV write‑downs. Alan Clarke, Ford’s executive director of advanced EV development and a former Tesla executive, said the 48‑volt architecture was selected before competitor correspondence but that Tesla’s 2023 guidance helped accelerate supplier preparedness.
Ford also detailed manufacturing steps including broader use of gigacastings to replace dozens of smaller stamped parts, claiming the upcoming pickup will use only two major structural front and rear parts versus 146 on the current gas‑powered Maverick. The company reported castings on the new EV that are more than 27% lighter than those on a Tesla Model Y and highlighted reductions in parts, fasteners and assembly time to hit aggressive cost targets.
Analysis & implications
Technically, shifting accessory loads from a separate 12‑volt battery to a 48‑volt system lowers conversion losses and lets manufacturers run higher‑capacity devices on smaller conductors, trimming weight and cost. That extra electrical bandwidth also supports more advanced comfort, safety and convenience systems without proportionally increasing wiring complexity. In practice, the architecture relies on robust ECUs to manage power distribution and to provide 12‑volt service for legacy subsystems during the transition.
Economically, Ford’s stated reductions—20% fewer parts and significant assembly efficiencies—are aimed at narrowing the cost premium of EVs versus internal combustion vehicles. If realized at scale, those savings could materially reduce battery pack and manufacturing premiums that have made electrification expensive. However, hitting a $30,000 starting price for a new EV will depend on battery costs, supplier margins and sustained production yields.
Strategically, Ford is explicitly positioning the UEV program to contest Tesla on technical features while also preparing to counter lower‑priced offerings from Chinese manufacturers in global markets. The combination of electrical re‑architecture, gigacasting and platform commonality is intended to create both product differentiation and unit‑cost advantages—but competitors are adopting similar efficiency levers, so timing and execution will be decisive.
Comparison & data
| Metric | Ford UEV target / claim | Comparable reference |
|---|---|---|
| Investment | $5 billion through 2027 | — |
| Target base price | $30,000 (small pickup, 2027) | — |
| Parts reduction | 20% fewer parts | Typical prior vehicle |
| Fasteners | 25% fewer | Typical prior vehicle |
| Workstations | 40% fewer dock‑to‑dock | Typical prior vehicle |
| Assembly time | 15% faster | Typical prior vehicle |
| Wiring harness | >4,000 ft shorter; 22 lb lighter | Ford first‑gen electric SUV |
| Castings weight | >27% lighter | Tesla Model Y (comp.) |
| U.S. EV market share | Peak 10.3% (Sept 2025); Q4 preliminary 5.8% | Cox Automotive data |
These figures show the scale of Ford’s intended structural change: electrical redesign is coupled with broad manufacturing simplification. The sales share numbers underline why the company feels urgency—EV demand in the U.S. has swung sharply after policy changes and consumer response to incentives.
Reactions & quotes
“We’re taking the fight to our competition, including the Chinese,” said Ford CEO Jim Farley, framing the UEV program as a companywide push to regain competitive edge.
Jim Farley / Ford (company statement)
“If you want to future‑protect this platform to exist for more than a decade … it’s very clear that 48 made the most sense,” said Alan Clarke, Ford’s executive director of advanced EV development, describing technical motivations for the mid‑voltage architecture.
Alan Clarke / Ford (technical briefing)
Industry analyst commentary noted that execution risk remains central: suppliers and plants must translate design changes into repeatable, low‑cost production to make the price targets credible.
Independent industry analyst (comment to media)
Unconfirmed
- Whether Ford will hit the $30,000 starting price for the small EV pickup in 2027 remains unconfirmed and depends on battery costs and supplier pricing.
- The precise timing and volume ramp at the Kentucky plant for the unnamed pickup have not been independently verified beyond Ford’s announced targets.
- Quantitative third‑party validation of the claimed 20% parts reduction and related assembly gains is not yet publicly available.
Bottom line
Ford’s announcement ties an electrical architecture shift to a broad manufacturing reset designed to reduce cost and complexity across a new family of electric vehicles. The 48‑volt move is technically pragmatic—offering more electrical bandwidth, lighter wiring and easier scaling for future features—and mirrors steps already taken by competitors such as Tesla.
Execution will determine whether these design and manufacturing claims translate into lower sticker prices and stronger market share. With U.S. EV market share volatile after recent policy and demand shifts, Ford faces both a technical and commercial test: the UEV program must produce reliable vehicles at targeted costs while meeting consumer expectations in a rapidly evolving competitive landscape.
Sources
- CNBC — news report summarizing Ford’s Feb. 17, 2026 announcement (media).
- Ford Media Center — official Ford materials and technical briefings on the UEV platform (company/official).
- Cox Automotive — market share and sales data cited by Ford (industry data).