Thread regarding Ford layoffs

ChatGPT going off the road here

Oh no Mr. Bill!😂

time to jump through some hoops mr bill

AIM? Personally back in the day, but possibly relevant.. I prefer Skype, which allowed threat actors to use a recompiled 5.x version client that was still backwards compatible with communication with the same servers of
the modern client despite being far past that which would hilariously leak my ip during communication with another party without requiring me to be on voip with the said party when on the modern compatible version thinking I’m secure for years and years meanwhile sniffing / giving a whiff would give off a large aroma despite not being close physically. But let’s not focus on that let’s focus on the script kiddie commercialized Skype resolver era and think we had solved the problem. Let’s think about how we knew and were aware but didn’t address both problems first one not really being resolved but regardless both years and years. I heard Skype is closing. Would be smart to coordinate and think of data retention because it was prone to an era of concern that may be important to learn from as case study. Some of those kids could be looked at as potential precarious talent that doesn’t fit in systems. Skype isn’t talent but it’s a larger net. Would be a smart to tap in to nurturing a path for them that doesn’t fit in a system

@gx+1jr44wddd sometimes we can get so busy or passionate in the process of creating something interesting, we need to ask if something should be created in the first place. A dilemma of sorts. Ben Parker was the real one with the spidey sense.

We could make something for a game and it could end up being reversed into being used for something else. Send the ethical contract scoobs

AIM bot... lol

Is there AI AIM yet? We're waiting.

Whoa, AI bot went off the rails last night.

@bd+1jr44wddd slow down. My friend only taught me one line (for inappropriate lang) and I had to think very hard to make sure I conjugated the verb correctly and then had ptsd from my conjuguemos days. I’m assuming you’re saying something nice about my mother.

Hasta luego!

@ac+1jr44wddd Wow, JF, I didn't know you could curse in Spanish like a Mexican. I can do it also...

Boludo, deja de joder a la Ford y vete pa' la puta de tu madre...

@ab+1jr44wddd Chinga tu Madre pendeja

Hire Commerce Secretary to replace JF

This is getting complicated!

If MSNBC could understand this thread they would use it this coming week to blast the tariffs... but they will have plenty of other examples and they will make up plenty of other stories.

What happened to that one guy sh-----g on the dude in the thread for having a Toyota and supporting Japan? He needs to see this thread

@a6+1jr44wddd The F-150 Lightning (electric model) had even lower domestic parts content, around 29% U.S./Canada, likely due to its battery and electronics sourcing.

What this means is that the F-150 cannot meet a strict “Made in USA” standard – because a large portion of its components (engine parts, transmissions, interior electronics, metal castings, etc.) come from outside the United States. For example, the F-150’s 5.0L V8 engine is made in Canada, many F-150 transmissions are made in the U.S. but some in Mexico, and components like infotainment systems, semiconductors, and even basic hardware can be imported.

Ford F-150’s parts are produced by suppliers like Rassini for springs, plus others for shocks, bushings, axles, etc. (some in the U.S. and some abroad). They are not generic unrelated parts – they correspond to actual Ford designs (leaf-spring or link-coil suspensions) that Ford uses in production.

For example, shock absorbers and other suspension links in the F-150 are often supplied by third parties (Ford’s performance Raptors, for example, use Fox shock absorbers as part of their suspension package – indicating outside suppliers for those components).

Or springs boing boing from mexico

Ford’s supply chain for the F-150 is global, so parts of the rear suspension (whether traditional leaf packs or new coil/link setups) are sourced from various suppliers but ultimately used in Ford’s current

Analysts at Wolfe Research projected that broad 25% tariffs on Canadian and Mexican parts would add about $3,000 to the cost of an average vehicle – and up to $7,000 on higher-value models imported from Mexico/Canada.

Even Ford’s U.S.-built F-150, which has a high domestic assembly footprint, could see price increases due to its imported engines, axles, and numerous small components.

There is also the issue of parts that cross borders multiple times. Automotive supply chains often involve components shuttling between plants in Mexico, the U.S., or Canada for various stages of production (e.g. machining, assembly, finishing). Under a tariff regime, such parts risk being taxed repeatedly on each crossing, compounding costs. A Reuters analysis highlighted an example of a ZF transmission for trucks that involves about 30 sub-components zig-zagging across the U.S.–Mexico border during manufacturing. If every crossing incurred 25% duty, the cost explosion would be dramatic. This could force companies like Ford to consider re-engineering supply lines – potentially moving more production onshore in the long run, but at a high upfront cost and with efficiency trade-offs. In the near term, Ford and others would likely either pay the tariffs (passing costs to consumers) or face production disruptions if they attempted to source all-new domestic suppliers overnight.

Ford sources some parts directly from outside North America, such as certain electronics, sensors, raw materials, and specialty components (think of things like German-made machinery in transmissions, Chinese-made electronic chips, Japanese semiconductors, etc.). Under Trump’s tariff strategy, those imported parts would almost certainly become more expensive. Even if a part comes from a country not singled out for extra-high tariffs, it would still hit the baseline 10% import tax. And if it’s from a country targeted for a higher “reciprocal” rate (China, for example), the tariff could be enormous – the policy called for 34% tariffs on Chinese goods in 2025, on top of existing tariffs. That would drastically raise costs for any Chinese-sourced auto electronics, rare earth magnets, BATTERY materials, etc., that Ford uses.

Coil Spring

• Country of Origin: Mexico (Coahuila)
• Supplier / Manufacturer: Rassini (Mexican suspension parts maker)

Spring Isolator (rubber mount)

• Country of Origin: USA (Indiana)
• Supplier / Manufacturer: Likely a U.S. rubber parts supplier (e.g. Cooper Standard)

Rear Differential Bushing

• Country of Origin: Mexico (Monterrey)
• Supplier / Manufacturer: Mexican rubber/metal bushing supplier (e.g. Trelleborg Automotive)

Stabilizer (“Stab”) Bar

• Country of Origin: USA (Michigan)
• Supplier / Manufacturer: U.S. supplier of sway bars (e.g. Thyssenkrupp or similar Tier-2)

Stabilizer Bar Bracket

• Country of Origin: Canada (Ontario)
• Supplier / Manufacturer: Martinrea or subsidiary in Ontario (metal stamping)

Link Assembly (suspension link)

• Country of Origin: USA (Illinois)
• Supplier / Manufacturer: U.S. chassis hardware supplier (e.g. MacLean-Fogg)

Upper Control Arm

• Country of Origin: Canada (Ontario)
• Supplier / Manufacturer: Martinrea (Ontario plant)

Lower Control Arm

• Country of Origin: Canada (Ontario)
• Supplier / Manufacturer: Martinrea (Ontario plant)

Toe Link

• Country of Origin: Canada (Ontario)
• Supplier / Manufacturer: Martinrea (Ontario plant)

Trailing Arm Bracket (“Blade”)

• Country of Origin: Canada (Ontario)
• Supplier / Manufacturer: Martinrea (Ontario plant)

Rear Subframe Cradle

• Country of Origin: USA (Kentucky)
• Supplier / Manufacturer: U.S. frame supplier (e.g. Magna’s Cosma or Tower International)

Parking Brake Cables (L/R)

• Country of Origin: USA (Michigan)
• Supplier / Manufacturer: Hi-Lex Cable Systems (Japanese-owned, MI plant)

Brake Hose Assembly

• Country of Origin: USA (Illinois)
• Supplier / Manufacturer: Flexitech (Japan-owned, IL plant)

Brake “Corner” (Rotor & Hub)

• Country of Origin: Mexico (Puebla)
• Supplier / Manufacturer: Rassini (Mexican brake disc and suspension co.)

Politically, Ford’s extensive use of Canadian and Mexican parts has occasionally drawn scrutiny from “America First” advocates. During Trump’s first term, Ford was pressured (via tweet and rhetoric) into scrapping some Mexico expansion plans for small cars. The F-150, being America’s top-selling vehicle and assembled domestically, largely kept Ford out of Trump’s direct line of fire in 2017-2020 – and Ford even touted new U.S. investments. But if the new tariffs make every foreign part a target, even the F-150’s supply chain could become a talking point. In March 2025, commentators noted that Trump’s tariff push was unusual in that it treated Canada and Mexico almost like overseas importers, despite their integration with U.S. manufacturing. Canadian officials and industry leaders (like Flavio Volpe of APMA) sounded alarms that these U.S. moves could “crash the U.S. auto sector” by upending the joint supply base.

F-150’s parts content is not exclusively American. According to the 2024 Cars.com American-Made Index data (which draws on AALA reports), the Ford F-150 contains about 45% domestic (U.S. or Canadian) parts content. In other words, roughly half of its parts by value are from the U.S. and Canada, and the rest are sourced from other countries (particularly Mexico, and also various overseas suppliers for electronics, etc.). The F-150 Lightning (electric model) had even lower domestic parts content, around 29% U.S./Canada, likely due to its battery and electronics sourcing. What this means is that the F-150 cannot meet a strict “Made in USA” standard – because a large portion of its components (engine parts, transmissions, interior electronics, metal castings, etc.) come from outside the United States. For example, the F-150’s 5.0L V8 engine is made in Canada, many F-150 transmissions are made in the U.S. but some in Mexico, and components like infotainment systems, semiconductors, and even basic hardware can be imported. With only ~45% U.S/Canadian content, the F-150 is far from “all or virtually all” U.S.-made.

To further clarify the percentage thresholds: There isn’t a single official percentage that universally separates “made” vs “assembled” for marketing (since, again, the FTC uses a qualitative “virtually all” standard). But there are a few reference points worth noting:

75% Content Threshold (AALA/CAFÉ): The U.S. government (for CAFE fuel economy regulations) considers a vehicle “domestic” if it has at least 75% North American content. Vehicles below 75% North American parts content can be treated as “import” for certain regulatory purposes, even if built in the U.S. The F-150’s ~45% U.S/Canada content would be higher once you include Mexican content as well (since AALA separates U.S/Canada vs. others). If, say, an additional ~30% of F-150 parts by value are from Mexico, the total North American content might be around 75% – likely the F-150 does meet the USMCA trade requirement of 75% North American content for tariff-free status (discussed below). But still, from a consumer labeling standpoint, no Ford F-150 model is 100% U.S.-made in parts. It is “Built in America (with domestic and imported components).” Ford’s own marketing carefully uses phrases like “assembled in America” for its vehicles.

Notes: All above parts are considered “North American” for USMCA, contributing to >75% regional value content. However, from an FTC perspective, only the U.S.-made portions count toward a “Made in USA” claim – since significant components (springs, brakes, etc.) are from Mexico/Canada, the completed vehicle is “Assembled in America” (USA) rather than purely made in USA. Trade-wise, the USMCA protects these NA-made parts from tariffs, but the new tariffs threaten extra costs if parts aren’t substantially transformed in the U.S.