#2025 Ford Super Duty

[bllsbailey]

Ford pivots from EV plans to heavy-duty trucks at Canada facility

An aerial view shows Ford’s Oakville Assembly Plant in Oakville, Ontario, Canada May 26, 2023.

DETROIT (Reuters) – Ford Motor (F.N) on Thursday outlined plans to use a Canadian plant it had earmarked for a future electric vehicle to instead build larger, gasoline-powered versions of its flagship F-Series pickup truck.

Ford in April had already delayed the launch of the planned three-row electric SUVs at its Oakville Assembly facility from 2025 to 2027, citing slower than expected growth in EV demand. It said on Thursday it remained committed to those EVs and that timeline but did not say where they would now be built.

The Dearborn, Michigan-based automaker plans to add capacity for 100,000 F-Series Super Duty trucks at the facility, including the ability to use what the company called “future multi-energy technology.”

“Super Duty is a vital tool for businesses and people around the world and, even with our Kentucky Truck Plant and Ohio Assembly Plant running flat out, we can’t meet the demand,” Ford CEO Jim Farley said in a statement. “At the same time, we look forward to introducing three-row electric utility vehicles.”

Growth in EV demand globally has slowed, causing market leaders like Tesla (TSLA.O) and BYD (002594.SZ) to cut prices to stimulate sales, and legacy automakers like Ford and General Motors (GM.N) to pull back on many of their lofty battery-powered goals.

Ford, which lost nearly $4.7 billion on its EV business in 2023 and has projected it will lose up to $5.5 billion this year, said in February the next generation of EVs would be launched “only when they can be profitable.”

GM on Monday declined to reiterate its previously announced forecast that it would have 1 million units of electric vehicle production capacity in North America by the end of 2025.

Legacy automakers continue to benefit from long established factories for their gas-powered vehicles, making them more profitable than their EV models, said Sam Fiorani, vice president at research firm AutoForecast Solutions.

Ford has increasingly leaned into production of hybrid vehicles to win over consumers who aren’t ready to go fully electric. The automaker aims to quadruple hybrid production over the next few years.

These lucrative F-150 heavy-duty trucks, which are especially popular for the automaker’s commercial business, are also produced at assembly plants in Kentucky and Ohio.

The company plans to invest about $3 billion to expand Super Duty production, including $2.3 billion to install assembly and integrated stamping operations at the Oakville Assembly Complex.

The expansion will initially secure approximately 1,800 jobs at Oakville, Ford said, and result in the addition of about 220 jobs at engine and component plants after that.

Canadian automotive union Unifor was relieved to hear Ford plans to ramp up production at the assembly complex ahead of schedule.

“This new retooling plan for the Oakville plant addresses our union’s concerns with Ford Motor Co’s decision to delay new vehicle production for a period that was too long, too disruptive, and too harmful to accept,” Unifor National President Lana Payne said in a statement.

Ford’s commercial business has been a profit engine, especially as the automaker burns cash on EV production and development. The company is betting on software-related services in its commercial division to drive profits in the coming years. The unit had operating profit margins of almost 17% last quarter.

Ford and GM are scheduled to release second-quarter results next week.

Reporting by Nora Eckert and Nathan Gomes; Editing by Mark Potter

[motorvibez]

The Ford F-Series Super Duty, particularly starting from the F-250 model, stands as the cornerstone of Ford's approach to offering robust hauling and towing capabilities in its truck lineup. Since its introduction in 1999, the F-250 has set a high standard with its powerful V-8 and turbodiesel engines, marking a significant milestone in the evolution of heavy-duty pickups.

[alicecharlotte]

The 2025 Ram 2500 Heavy Duty Truck

The 2025 RAM 2500 is the epitome of an NFL quarterback with a good personality: powerful and capable when needed, but relaxed most of the time. The RAM HD can be matched with attractive interior trim and a large number of options that make it a comfortable hauler capable of competing with strong HD competitors such as the Chevrolet Silverado HD and Ford Super Duty.

Of course, this is also supported by information that is often reported, one of which is by the leading automotive media CarsAuthority, which thanks to the 2025 RAM 2500 V-8 engine and optional Cummins diesel inline-six is refined and powerful; The diesel can tow more than 37,000 pounds and carry a payload of more than 7,600 pounds.

Standard acoustic glass and active noise cancellation reduce cabin noise, while an optional rear air suspension setup improves ride comfort. Customers can customize the spacious interior with desired amenities such as a large infotainment screen and three 115-volt outlets capable of powering electrical equipment up to 400 watts.

Off-road fans will love the Power Wagon and Rebel versions, which feature skid plates, larger tires and an off-road suspension, making them ideal for off-road activities.

[1079mixfm]

New Post has been published on https://mix1079.net/the-commercials-of-super-bowl-53/?utm_source=TR&utm_medium=1079mixfm+on+Tumblr&utm_campaign=SNAP

The Commercials of Super Bowl 53

Super Bowl 53 will go down as one of the least exciting and lowest scoring games in Super Bowl history.  So you could say the commercials were more interesting, but that’s not saying much.   Overall, this year’s crop was uneventful, just like the game.  Companies brought more of the funny and creative starting in the second quarter, but then the quality dipped again.  Politics and celebrity cameos were down, robots were in.   Fewer companies released their ads online before the game . . . maybe they finally realized it hurts the impact of the commercial to leak it BEFORE the Super Bowl.  The upshot is that more of them felt like a surprise.   Here’s what stood out, in no particular order.  Remember . . . $5 million for 30 seconds.

1.  T-Mobile ran with a series of ads about awkward texting moments.  They were short, funny, captured current communication problems we can all relate to, and had great music choices.

2.  Bud Light went with their medieval theme, and busted on Miller Lite and Coors Light for using corn syrup in their recipes.

Then they surprised everyone by turning the second ad in the series into an actual promo for “Game of Thrones“.  There was an appearance by the character ‘the Mountain,’ and one of the dragons, with the level of CGI you expect from the show.

3.  Audi got some buzz with their commercial about a guy’s near-death experience, where he sees the future of electric cars . . . then realizes he’s just choking on a cashew.  It was funny, but the message was that a third of Audi’s new cars will be electric by 2025.  That’s six years from now.  Get excited?

4.  Amazon went with the celebrity cameo thing, and had FOREST WHITAKER and HARRISON FORD using products that didn’t make the cut.  Not all of it worked.  In Harrison Ford’s case, his dog had a collar that ordered from Alexa, and bought tons of dog food.  They should have just stuck with that part.  Keep it simple.

5.  We liked JASON BATEMAN as a smug elevator operator in the Hyundai ad, where they compared the pain of buying a car to jury duty, going to the dentist, and sitting in the middle seat.  Again, it was relatable.

6.  Olay did an ad for skin cream where they parodied horror movies, and SARA MICHELLE GELLAR couldn’t unlock her phone with facial recognition . . . because her skin was so amazing.  It was creative, but could have been funnier.

7.  Same with the Colgate ad about close talkers with LUKE WILSON.  It just felt like there was a ton of potential there.  Also, where has Luke Wilson been?

8.  People liked the Doritos ad with CHANCE THE RAPPER and the BACKSTREET BOYS.  But it also seems a little lazy for Doritos to throw the Backstreet Boys in an ad, and just hope our nostalgia for them will do the trick.  Also, did Chance lose any street cred by doing it?

9.  Pepsi did a mashup type of thing too, by throwing STEVE CARELL in with CARDI B and LIL JON.  Carell is always funny.  Lil Jon just feels annoying . . . especially when they did the intro to the halftime show.

10.  Stella Artois had JEFF BRIDGES as ‘the Dude’ from “The Big Lebowski” meeting up with SARAH JESSICA PARKER as Carrie Bradshaw from “Sex and the City”.  And their characters ditched their usual cocktail choices for a beer.

‘The Most Interesting Man in the World’ from Dos Equis made a cameo too.  Like the Doritos ad and the Pepsi commercials, it made a splash in the news last week.  And some people didn’t like how it uses iconic characters to sell beer.

11.  We liked the random ad by a wireless internet company called Mint Mobile, which had a typical American family drinking ‘chunky milk,’ which “just isn’t right.”  It was weird and different, and felt like a lost sketch from “SNL”.

12.  At halftime, the NFL did a salute to what seemed like every living NFL legend, with a goofy commercial that had them all fighting over a football at some fancy event.  If anything, it was just impressive for how many big names they got to appear in it.

The all-time greatest, most competitive NFL players gathered for the #NFL100 gala. What could possibly go wrong? pic.twitter.com/pvE0fKuSye

— NFL (@NFL) February 4, 2019

13.  “The Washington Post“ did an ad toward the end of the game about journalists who’ve been killed in the line of duty.  And TOM HANKS narrated, since he played a famous Post reporter in the movie “The Post”.  It was powerful.

We also couldn’t help thinking . . . $5 million for 30 seconds.  And this thing was a minute.  Think about that the next time you try to read a “Washington Post” article online, and you can’t because of the paywall.  (???)

14.  Other ads went the emotional route too.  It doesn’t always work.  Microsoft talked about the Adaptive Controller for the Xbox One, and kids with disabilities showed how they use it.  It was simple, powerful, and moving.

On the other hand, Kia did a thing about how the normal people who make the Telluride SUV are incredible . . . without really saying why.  They’re nice, normal Americans, sure.  But it looked like an ominous movie trailer.

That kind of thing just can’t hold up when compared to kids with disabilities who are, well . . . literally incredible.

There were plenty of other good examples of companies tugging on the heartstrings with emotional or patriotic pleas too, some of them well done.  We’re thinking of the Verizon ads about first responders.

But there’s something else we noticed . . . after a few years of unheard-of levels of political bitterness in reality, maybe we’re all a little more cynical, and just not as hungry for the big, epic pleas for unity and togetherness?  Just a thought.

There was also the usual round-up of TV and movie promos.  Highlights included the teaser for season three of the “The Handmaid’s Tale“ on Hulu, which looked like a political ad, complete with Reagan’s old slogan, “It’s morning again in America.”

“Avengers: Endgame” probably had the most anticipated teaser trailer for movies.  But we still didn’t learn whether all the characters in the previous movie really died.

Overall, the consensus online is that the game, the halftime show, and the commercials were all horrible.  Is that really true?  Maybe for the game.

It might also be true that criticism online tends to be overly critical . . . because that’s how you get attention, score easy points, and get a quick rush of empty validation.

You know how we know?  Because different sites that listed the absolute best and worst ads this year often used the same examples . . . but some called them the best ads, and some called them the worst.  Creativity and comedy are subjective.

(You can see all the commercials in the order they aired here, a snarky subjective ranking here, and USA Today’s ranking of them here.)

[automotivemarketanalysis]

High-Performance Trucks Market Expected To Rise At A Steady 4.06 % CAGR From 2018 - 2025

The High-Performance Trucks Market, by volume, had a market size of 1.7 Million units in 2016 and is projected to reach 2.5 Million units by 2025, at a CAGR of 4.06% during the forecast period. Increasing demand for special application trucks with high engine power requirement and increasing focus toward fuel economy standards have triggered the growth of the high-performance trucks market. Also, increase in demand for long-haul trucks for efficient transportation of goods has also boosted the demand for high-performance trucks globally.

Browse 74 market data Tables and 61 Figures spread through 181 Pages and in-depth TOC on "High-Performance Trucks Market by Type (Pickup, M&HDV), Power Output (250–400, 401–550, >550 HP), Application (Dumping, Distribution, Refrigeration, Container, Tanker, RMC), Fuel Type, Transmission Type, and Region - Global Forecast to 2025"

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The 250–400 hp segments are estimated to hold the largest share in the high-performance trucks market by power output.

The 250–400 hp power output segments register the highest market in Asia Oceania followed by North America. In China, around 70–75% of the high-performance trucks have power output between 250–400 hp with key models such as FW 5000 Class 8 trucks, Dayun Group 4000 series trucks, CNHTC Howo trucks, and others. This power output segment includes most of the pickup trucks, such as Toyota Tundra, Chevrolet Silverado 1500, Ford-150, Ford F-250 Super Duty, Chevrolet Silverado 2500 HD, and others. These are used for commercial purposes, military fire services, towing purposes, also well suited for towing boats, cars, utility trailers, and campers. High-performance trucks with a power output of 250–400 hp is more useful for rigid trucks application, such as in-city distribution, where freight load is not high. As the organized retail market is growing, and many major players are coming up in the market, the demand for distribution trucks is also rising. Hence, this is leading to the growth of high-performance trucks with 250–400 hp power output, globally.

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The LNG-fueled high-performance trucks segment is estimated to be the fastest growing among the high-performance trucks market.

The increasing stringency in emission norms across the globe has forced OEMs to develop low-emission alternative fuel trucks. For instance, under the Euro III norms, the NOx emission level was set at 5.0 g/kWh, which then declined by around 92% to reach 0.4 g/kWh under Euro VI norms. Governments of many regions such as Europe and the US are focusing on the deployment of more alternative fueling station and promoting alternative commercial vehicles. According to European Alternative Fuel Observatory, LNG stations increased significantly in Europe from 2008 to 2015. A total number of LNG fueling stations in Europe was 33,282 in 2008, which has increased by 20.32% from 2008 to 2015. As LNG allows transporters to store more fuel in trucks in a smaller space, the demand for LNG-powered trucks in long-run applications is increasing significantly nowadays. This growing demand for LNG trucks for long-run applications would boost the development of large-capacity LNG engines. Hence, the demand for high power output LNG trucks is increasing.

Access Complete Report with TOC, Tables and Figures and Major Companies Profile:

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Asia Oceania is estimated to be the leading market for high-performance trucks.

Transportation plays a significant role in Asia’s economy. Hence, the heavy-duty trucking industry is flourishing continuously in this region. The booming logistics sector and a strong shift toward high-load freight transport are expected to drive the growth of high load capacity trucks in this region. Also, owing to revised regulatory norms for fuel economy standards and axle loading, OEM and Tier I suppliers are focusing toward the development of high-performance engines with high torque capacity. The governments of developing nations such as India and China have favorable policies and provide subsidies to European and American OEMs to set up their manufacturing plants in the countries. For instance, in 2017, Scania has planned to establish an assembly plant for trucks and bus chassis as well as a manufacturing facility for truck cabs in Bangkok (Thailand). Also, German Players such as MAN and Daimler are collaborating with regional players to strengthen their operations in this region. Significant investments of foreign OEMs in the Asian region play an important role to boost the market for high-performance trucks in Asia Oceania.

The Tier-I suppliers profiled in the report include Cummins (US), ZF (Germany), Allison (US), and Eaton (Ireland). These systems and components are supplied to automotive OEMs such as Volvo (Sweden), Daimler (Germany), Scania (Sweden), Ford (US), GMC (US), and others.

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[robertkstone]

The 2019 Power List – and the Person of the Year Is…

This is the 14th year Motor Trend has scoured the automotive landscape to produce its Power List. We discern the most influential and transformative people of the past year, the ones that make this elaborate industry hum and whirl, speed up and bog down.

As the powertrains of tomorrow transition away from diesels, optimizing gas-engine efficiency and adding electrification, so too do the faces change with the times. There are always CEOs and other C-suite executives on our list, but we look for the people further down in the trenches whose efforts create a buzz. We love this industry and want to reward a job well done. And we try to find the new faces that reflect the trends, new tech, and sometimes new companies that populate the automotive landscape.

This year there were a few big business moves: Aston Martin went public; Tesla pondered going private. There was boardroom drama with a Volkswagen coup, the untimely death of FCA CEO Sergio Marchionne, and the punitive stripping of the chairman’s title from Elon Musk. But largely it was a year of solid product development, with some remakes of classics and launches of a healthy batch of new nameplates.

These are the people behind those successes. Topping the list is the Person of the Year who left an oversized imprint. But the 49 others are the ones to watch in 2019.

50. KLAUS BUSSE

FCA

HEAD OF DESIGN FOR ALFA ROMEO, MASERATI, FIAT, ABARTH, LANCIA

2018 RANK: UNRANKED

Busse spent 10 years with Mercedes in Germany then moved to the U.S. during the DaimlerChrysler years. He chose to stay after the corporate divorce. Now back in Europe and designing FCA’s European brands, he has shaped cars as disparate as the Jeep Grand Cherokee and Alfa Romeo Giulia Quadrifoglio. His next task? Shoring up Maserati’s styling.

49. TOTO WOLFF

MERCEDES-AMG PETRONAS MOTORSPORT

TEAM PRINCIPAL AND CEO

2018 RANK: UNRANKED

The former racing driver is the managing partner of the Formula 1 team and also leads the Mercedes motorsports program. He has a 30 percent stake in Mercedes-Benz Grand Prix. Teamed with Niki Lauda, Wolff has produced results exceeding expectations with drivers Lewis Hamilton and Valtteri Bottas.

48. DAVID FREIBURGER

MOTOR TREND GROUP

CO-HOST OF ROADKILL

2018 RANK: 47

Freiburger is a former editor-in-chief of Hot Rod magazine and one of the stars of the breakout Motor Trend original series, Roadkill. Under his direction, the unscripted reality series, now shown on Motor Trend’s SVOD channel and the Motor Trend Network (nee Velocity), Roadkill has built a huge fanbase on the strength of its authenticity and credibility.

47. THOMAS DOLL

SUBARU OF AMERICA

CEO

2018 RANK: 35

After posting a decade of growth for Subaru, Doll was promoted to CEO while unveiling the Ascent three-row SUV, launching the Crosstrek, and introducing the next-generation Forester. Subaru continues to cater to its loyal buyers and sell cars as fast as it can make them.

46. ALEJANDRO AGAG

FORMULA E HOLDINGS

CEO

2018 RANK: 10

As the auto world goes electric, the Formula E founder sees a future where his series overtakes Formula 1 as the leading motorsports series. Formula E is starting its fifth season with faster Gen2 cars. More automakers are planning to participate with big-name drivers in the years ahead.

45. KEVIN CLARK

APTIV

PRESIDENT AND CEO

2018 RANK: UNRANKED

Aptiv was spun off from Delphi to focus on electronics and software for autonomous driving, connectivity, and active safety systems. Under Clark, Aptiv has grown its market cap and partnered with Hertz to get autonomous vehicles on the road and with Lyft to test a fleet in Las Vegas.

44. PAM FLETCHER

GENERAL MOTORS

VICE PRESIDENT OF INNOVATION

2018 RANK: 16

Fletcher, a top engineer, takes on a new role identifying and accelerating new growth opportunities as GM works to transform. She now reports directly to CEO Mary Barra. Fletcher has distinguished herself in managing teams bent on bringing industry-leading electric and autonomous vehicles to market.

43. DAVID HALL

VELODYNE LIDAR

FOUNDER AND CEO

2018 RANK: UNRANKED

Everybody seems to be working on smaller, lighter, and less expensive autonomous vehicle lidar systems. Fighting off the myriad startups is Velodyne, which dominates in this crucial field. Hall invented 3-D lidar in 2005 and turned his vision into a thriving company that continues to lead the field.

42(0). ELON MUSK

TESLA

CEO

2018 RANK: 2

The mercurial genius got into trouble with the SEC over tweets about going private (never happened), which cost him fines and his chairman title. Model 3 “production hell” led him to sleep in the factory and build cars in a tent. Tesla’s wild ride includes ever-evolving tech, as well as Musk’s promises to build electric big rigs, pickups, and sports cars. More vaporware? Don’t count him out.

41. OLA KALLENIUS

DAMILER/MERCEDES-BENZ

BOARD OF MANAGEMENT, GROUP RESEARCH AND MERCEDES-BENZ CARS DEVELOPMENT

2018 RANK: 27

It’s now official: Kallenius becomes chairman of the board of management at Daimler and CEO of Mercedes-Benz cars next year with the mandatory retirement of Dieter Zetsche. The Swede becomes the first non-German Daimler leader. His clear and transparent leadership style and steady climb up the ranks should make for a smooth transition.

40. KYLE VOGT

CRUISE

CO-FOUNDER AND CEO

2018 RANK: UNRANKED

Vogt’s startup was acquired by GM in 2016 and is the basis for Cadillac’s Super Cruise and a fleet of robotaxis. Cruise received a $2.25 billion infusion from the SoftBank Vision Fund, and Honda will invest a further $2.75 billion over 12 years and take a 5.7 percent stake. Cruise rivals Waymo for autonomous vehicle supremacy.

39. CARLOS GHOSN

RENAULT, NISSAN, MITSUBISHI

FORMER CHAIRMAN, CEO

2018 RANKING: 22

Prior to his sudden arrest on the day the Power List went to press, Ghosn was still chairman of Nissan, Renault, and Mitsubishi and was CEO of the global Alliance he created (as this is written, he retains his titles at Renault). He took three struggling companies and made them stronger than the sum of their parts. Before the allegations, which could end his career, his legacy reflected efforts to create an automotive juggernaut.

38. JOY FALOTICO

FORD

GROUP VICE PRESIDENT LINCOLN, CHIEF MARKETING OFFICER, CHAIRMAN FORD CREDIT

2018 RANK: UNRANKED

The longtime head of Ford Credit has heady new duties—running Lincoln and leading Ford Motor marketing—while remaining Ford Credit chairman. She is proving a quick study as Lincoln gains traction. She’s also shaken up marketing with new advertising partners and a new image for the Ford brand.

37. RALPH GILLES

FCA

GLOBAL HEAD OF DESIGN

2018 RANK: 37

FCA’s five-year plan reads like a to-do list for Gilles, who oversees the design of the varied brands, including tough Ram pickups, iconic Jeep Wranglers, tiny Fiats, family-hauling minivans, American muscle cars, and exotic Italian cars. Gilles continues to deliver the goods, keeping each brand distinct and relevant.

36. ALFONSO ALBAISA

NISSAN MOTOR CO.

SENIOR VICE PRESIDENT FOR GLOBAL DESIGN

2018 RANK: 39

Charged with design for Nissan, Infiniti, and Datsun, Albaisa has been prolific. Infiniti has launched the luxe QX50, and Nissan created the smart Kicks. Infiniti also teased its future with the stunning Q Inspiration, Prototype 9, Prototype 10, and Project Black S.

35. AKIO TOYODA

TOYOTA

CEO AND PRESIDENT

2018 RANK: 13

Why is Toyota bringing back the Supra, sustaining the 86, and supporting Gazoo Racing? Because its CEO loves to drive. But Akio is also positioning Toyota as a player in ride-sharing and autonomous vehicles—while ensuring mainstream best-sellers like the Camry and RAV4 continue to evolve. Most recent negotiation: the joint venture plant with Mazda in Alabama.

34. HERBERT DIESS

VOLKSWAGEN

CEO

2018 RANK: UNRANKED

The Dieselgate coup that ousted CEO Matthias Muller also elevated former BMW veteran Diess. He is orchestrating the expensive plan to launch 80 electric vehicles by 2025—including a resurrection of the iconic Microbus. Diess is restructuring the 12 brands under VW’s aegis and tackling a potential IPO of the heavy truck division.

33. PETER SCHREYER

HYUNDAI MOTOR GROUP

PRESIDENT AND CHIEF DESIGN OFFICER

2018 RANK: 18

This trailblazer is reinventing the world’s view of Korean automakers—in terms of both design and drivability. The Hyundai, Kia, and Genesis brands are gaining sales and acclaim as they add new nameplates and improve existing models at a rapid clip.

32. MARK REUSS

IFTTT

[trendingnewsb]

How Americas Aircraft Carriers Could Become Obsolete

President Donald Trump has been consistent in his argument that the U.S. Navy has shrunk to a woefully inadequate size. The Republican has repeatedly said he wants the service to expand, including a fleet of a dozen aircraft carriers. That plan isnt in the Pentagons current budget, but on July 22 the Navy will formally commission CVN-78, the , its newest, most sophisticated nuclear-powered carrier.

The , hit with delays and technical glitches, is expected to become operational in 2020. One question about its formal readiness, however, rests on whether the Navy will perform “full-ship shock trials,” a test in which the service detonates explosives nearby to demonstrate its fitness. Some in Congresswhich has mandated a carrier fleet no smaller than 11want to move the into duty more quickly to reduce strain on the rest of the carrier fleet.

These massive mobile airports, which can cart as many as 90 aircraft simultaneously, are designed to project U.S. military and diplomatic power around the world. Earlier this month, for example, the Navy posted two carriers, the and the , and their strike groups in the Sea of Japan for joint exercises with Japans Maritime Self-Defense Force as a precautionary signal to North Korean aggression.

The is the first of four planned -class carriers, the Navys first new carrier design in 42 years, although only three of them have names and funding. A shock trial would be deferred until the second carrier, CVN-79, the , arrives in 2020, according to defense funding language being pushed in the House seapower and projection forces subcommittee.

The -class vessels are engineered to launch one-third more sorties per day than their predecessors, employing an array of technologies new to the flattop field, which dates to 1922 when the Navy launched its first aircraft from its first carrier, the . The Navys oldest serving carrier, the , entered service in 1975 and is scheduled for retirement by 2025 at the latest. The Navy plans to maintain its fleet of 11 carriers in coming years by using the new -class carriers to replace retiring boats.

The strike group operates, foreground, with the strike group in the Sea of Japan in May.

Source: Mass Communication Specialist 2nd Class Kenneth Abbate/ U.S. Navy

Beyond the question of how much field testing a new carrier needs, the military-industrial complex is likely to confront a more existential question in the coming decades: Is the aircraft carrier defensible, both physically and in budgetary terms? For the Navy, the future role of its carrier fleet is a critical issue. Do these vessels retain their central role in U.S. foreign power, or will Congress and military leaders find more appealing ways to deploy the immense budgets a carrier group requires?

At roughly $13 billion, the is the Navys priciest ship and arrives with critical performance kinks that contractors are working to remedy by 2019. Two innovations that have thus far induced Navy headaches: an electric catapult launch system that replaces steama decision Trump derided in a magazine interviewand a landing system to arrest planes that saw its cost triple to $961 million, Bloomberg News reported. The catapult cannot yet launch an F/A-18 Super Hornet fully loaded with fuel, which limits the range and performance of the Navys workhorse fighter aircraft. 

The Navy is spending $24.3 billion for the and , with another $17 billion expected for the third -class carrier, the . A General Accountability Office report this month blasted the service over costs on the , which is about half finished. The report concluded that the cost estimate doesnt address lessons learned from the performance of the lead ship. 

When it comes to carrier deployments, the most immediate concern is the security of the more than 7,000 crew members who travel with a carrier strike group, an armada formulated to protect the ship and its aircraft as well as to serve as “a principal element of U.S. power projection capability,” as the Navy terms it.

But this formation is likely to face greater risks due to new missile technology in the coming years. China and Russia are both perfecting more sophisticated missile designs, and both are believed to be developing hypersonic glide vehicles (HGVs), weapons that travel faster than Mach 5, according to a Pentagon report obtained by Bloomberg News.

China already fields a ballistic missile, the Dong Feng-21D, which has been dubbed a “carrier killer” due to its 900-mile range and lethality. Over time, these types of weapons are likely to keep U.S. carriers farther from shore, which will require greater refueling capabilities for their aircraft complements.

The towers of the decommissioned (CVN 65), left, and (CVN 78), right, at Huntington Ingalls Industries Newport News Shipbuilding shipyard in Virginia in 2014. A later -class carrier will also be called the .

Photographer: Andrew Harrer/Bloomberg

For several years, the Pentagon has “admired the problem” of how long-range enemy missiles affect its carrier fleet but has avoided tough decisions about how to increase the fleets aircraft range and provide for more unmanned aircraft, said Paul Scharre, senior fellow and director of the technology and national security program at the Center for a New American Security (CNAS), a nonprofit think tank. Meanwhile, the Navys strike range from its carrier wings has actually dipped by 50 percent, below 500 miles, according to Jerry Hendrix, another CNAS analyst.

Last year, the they recommended scrapping the Ford-class carriers after the s completion and boosting the Navys offensive range with a greater reliance on unmanned aircraft, including a long-range attack platform. The Navys submarine fleet would also grow to 74, from 58, under the authors recommendations, which reflected a 2 percent annual increase in Pentagon funding.

“One of the things we wanted to demonstrate is that you could reorient the force toward future threats,” said Scharre, a former Army Ranger who studies future warfare.

More spending for unmanned platforms, from electronics jamming to surveillance and reconnaissance, would give pilots in F/A-18s as well as the newer F-35Cs more range and effectiveness. But because the Pentagon hasnt developed unmanned platforms, “naval aviators … are accepting a world where the carrier has less relevance in higher-end fights, against high-end adversaries,” Scharre said.

One example of the Navys muddled view on range, says Scharre, is the MQ-25 Stingray, an unmanned aerial refueling tanker, thats considered a critical aspect of future carrier operations. The Stingray may be deployed as early as 2019 on two carriers. Yet the Navy hasnt specified whether the MQ-25s precise role would be as a mission tanker to accompany fighters on combat strikes, or merely as a recovery tanker loitering near carriers for pilots who miss approaches and are low on fuel, Scharre said.

Despite these strategic shortcomings, theres still a political reality to wrestle with: The Navys largest ships remain politically untouchable. The carrier retains a mystique throughout the military and Congress; its an 1,100-foot giant thats become a uniquely American symbol of dominating military power. Among the fixed-wing carrier-equipped nations, Italy has two, while Brazil, China, France, India, and Russia each field one. The United Kingdom is building two, including the , which commenced sea trials this week.

An F-35C Lightning II carrier variant joint strike fighter prepares for takeoff aboard the aircraft carrier (CVN 69) in October 2015.

Source: U.S. Navy

The newest -class vessels have a service life of 50 years, but the Pentagon may find itself confronted more forcefully by China and Russia by the 2030s, according to a January 2017 report from the Center for Strategic and Budgetary Assessments (CSBA), a nonprofit think tank that advocates for a Navy reconfiguration.

“The capability and willingness of great powers such as China and Russia to challenge the status quo are increasing, and the U.S. will need to shift the focus of its military operations from maintaining security against these manageable threats to deterring aggression by highly capable adversaries,” according to the detailed report.

The Navys current size is also inadequate for the demands military leaders place upon it, with deployments growing longer and more frequent, according to the CSBAs report. “For example, in 1998 only 4 percent of the Navys deployments were longer than six months; today all are.”

In this view of a more robust, reconfigured Navy, the carrier fleet will also need to evolve to assume new duties, from increasing their own logistics and refueling capabilities to extending their strike range to new surveillance and reconnaissance missions.

“Its never good when we have any part of our military or force structure that is sacrosanct,” Scharre said. “We need to be willing to evaluate all the different components of our military force and our investments in an objective, analytical way.”

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How Americas Aircraft Carriers Could Become Obsolete

President Donald Trump has been consistent in his argument that the U.S. Navy has shrunk to a woefully inadequate size. The Republican has repeatedly said he wants the service to expand, including a fleet of a dozen aircraft carriers. That plan isnt in the Pentagons current budget, but on July 22 the Navy will formally commission CVN-78, the , its newest, most sophisticated nuclear-powered carrier.

The , hit with delays and technical glitches, is expected to become operational in 2020. One question about its formal readiness, however, rests on whether the Navy will perform “full-ship shock trials,” a test in which the service detonates explosives nearby to demonstrate its fitness. Some in Congresswhich has mandated a carrier fleet no smaller than 11want to move the into duty more quickly to reduce strain on the rest of the carrier fleet.

These massive mobile airports, which can cart as many as 90 aircraft simultaneously, are designed to project U.S. military and diplomatic power around the world. Earlier this month, for example, the Navy posted two carriers, the and the , and their strike groups in the Sea of Japan for joint exercises with Japans Maritime Self-Defense Force as a precautionary signal to North Korean aggression.

The is the first of four planned -class carriers, the Navys first new carrier design in 42 years, although only three of them have names and funding. A shock trial would be deferred until the second carrier, CVN-79, the , arrives in 2020, according to defense funding language being pushed in the House seapower and projection forces subcommittee.

The -class vessels are engineered to launch one-third more sorties per day than their predecessors, employing an array of technologies new to the flattop field, which dates to 1922 when the Navy launched its first aircraft from its first carrier, the . The Navys oldest serving carrier, the , entered service in 1975 and is scheduled for retirement by 2025 at the latest. The Navy plans to maintain its fleet of 11 carriers in coming years by using the new -class carriers to replace retiring boats.

The strike group operates, foreground, with the strike group in the Sea of Japan in May.

Source: Mass Communication Specialist 2nd Class Kenneth Abbate/ U.S. Navy

Beyond the question of how much field testing a new carrier needs, the military-industrial complex is likely to confront a more existential question in the coming decades: Is the aircraft carrier defensible, both physically and in budgetary terms? For the Navy, the future role of its carrier fleet is a critical issue. Do these vessels retain their central role in U.S. foreign power, or will Congress and military leaders find more appealing ways to deploy the immense budgets a carrier group requires?

At roughly $13 billion, the is the Navys priciest ship and arrives with critical performance kinks that contractors are working to remedy by 2019. Two innovations that have thus far induced Navy headaches: an electric catapult launch system that replaces steama decision Trump derided in a magazine interviewand a landing system to arrest planes that saw its cost triple to $961 million, Bloomberg News reported. The catapult cannot yet launch an F/A-18 Super Hornet fully loaded with fuel, which limits the range and performance of the Navys workhorse fighter aircraft. 

The Navy is spending $24.3 billion for the and , with another $17 billion expected for the third -class carrier, the . A General Accountability Office report this month blasted the service over costs on the , which is about half finished. The report concluded that the cost estimate doesnt address lessons learned from the performance of the lead ship. 

When it comes to carrier deployments, the most immediate concern is the security of the more than 7,000 crew members who travel with a carrier strike group, an armada formulated to protect the ship and its aircraft as well as to serve as “a principal element of U.S. power projection capability,” as the Navy terms it.

But this formation is likely to face greater risks due to new missile technology in the coming years. China and Russia are both perfecting more sophisticated missile designs, and both are believed to be developing hypersonic glide vehicles (HGVs), weapons that travel faster than Mach 5, according to a Pentagon report obtained by Bloomberg News.

China already fields a ballistic missile, the Dong Feng-21D, which has been dubbed a “carrier killer” due to its 900-mile range and lethality. Over time, these types of weapons are likely to keep U.S. carriers farther from shore, which will require greater refueling capabilities for their aircraft complements.

The towers of the decommissioned (CVN 65), left, and (CVN 78), right, at Huntington Ingalls Industries Newport News Shipbuilding shipyard in Virginia in 2014. A later -class carrier will also be called the .

Photographer: Andrew Harrer/Bloomberg

For several years, the Pentagon has “admired the problem” of how long-range enemy missiles affect its carrier fleet but has avoided tough decisions about how to increase the fleets aircraft range and provide for more unmanned aircraft, said Paul Scharre, senior fellow and director of the technology and national security program at the Center for a New American Security (CNAS), a nonprofit think tank. Meanwhile, the Navys strike range from its carrier wings has actually dipped by 50 percent, below 500 miles, according to Jerry Hendrix, another CNAS analyst.

Last year, the they recommended scrapping the Ford-class carriers after the s completion and boosting the Navys offensive range with a greater reliance on unmanned aircraft, including a long-range attack platform. The Navys submarine fleet would also grow to 74, from 58, under the authors recommendations, which reflected a 2 percent annual increase in Pentagon funding.

“One of the things we wanted to demonstrate is that you could reorient the force toward future threats,” said Scharre, a former Army Ranger who studies future warfare.

More spending for unmanned platforms, from electronics jamming to surveillance and reconnaissance, would give pilots in F/A-18s as well as the newer F-35Cs more range and effectiveness. But because the Pentagon hasnt developed unmanned platforms, “naval aviators … are accepting a world where the carrier has less relevance in higher-end fights, against high-end adversaries,” Scharre said.

One example of the Navys muddled view on range, says Scharre, is the MQ-25 Stingray, an unmanned aerial refueling tanker, thats considered a critical aspect of future carrier operations. The Stingray may be deployed as early as 2019 on two carriers. Yet the Navy hasnt specified whether the MQ-25s precise role would be as a mission tanker to accompany fighters on combat strikes, or merely as a recovery tanker loitering near carriers for pilots who miss approaches and are low on fuel, Scharre said.

Despite these strategic shortcomings, theres still a political reality to wrestle with: The Navys largest ships remain politically untouchable. The carrier retains a mystique throughout the military and Congress; its an 1,100-foot giant thats become a uniquely American symbol of dominating military power. Among the fixed-wing carrier-equipped nations, Italy has two, while Brazil, China, France, India, and Russia each field one. The United Kingdom is building two, including the , which commenced sea trials this week.

An F-35C Lightning II carrier variant joint strike fighter prepares for takeoff aboard the aircraft carrier (CVN 69) in October 2015.

Source: U.S. Navy

The newest -class vessels have a service life of 50 years, but the Pentagon may find itself confronted more forcefully by China and Russia by the 2030s, according to a January 2017 report from the Center for Strategic and Budgetary Assessments (CSBA), a nonprofit think tank that advocates for a Navy reconfiguration.

“The capability and willingness of great powers such as China and Russia to challenge the status quo are increasing, and the U.S. will need to shift the focus of its military operations from maintaining security against these manageable threats to deterring aggression by highly capable adversaries,” according to the detailed report.

The Navys current size is also inadequate for the demands military leaders place upon it, with deployments growing longer and more frequent, according to the CSBAs report. “For example, in 1998 only 4 percent of the Navys deployments were longer than six months; today all are.”

In this view of a more robust, reconfigured Navy, the carrier fleet will also need to evolve to assume new duties, from increasing their own logistics and refueling capabilities to extending their strike range to new surveillance and reconnaissance missions.

“Its never good when we have any part of our military or force structure that is sacrosanct,” Scharre said. “We need to be willing to evaluate all the different components of our military force and our investments in an objective, analytical way.”

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