Ford pauses F-150 production in Michigan

Ford has temporarily halted F-150 production at its Dearborn Truck Plant in Michigan because of a supply problem.

According to a company memo, all production crews at the facility were canceled from September 24 through September 29, 2026. The disruption affects one of Ford’s most important truck factories in the United States.

Ford’s Dearborn facility currently builds the F-150 and F-150 Raptor. The factory had around 4,995 employees as of June 2026, according to Ford’s plant information.

F-150 pickups move through the Dearborn Truck Plant, one of Ford’s key U.S. production facilities.

The exact supplier involved has not been identified.

People familiar with the situation told Reuters that the shutdown is linked to a supply problem. They also said the issue is unrelated to the aluminum shortage that affected Ford’s truck production after a fire at a supplier last year.

That distinction matters.

Ford had already been working to recover production lost during the earlier aluminum disruption. The latest shutdown creates another interruption as the company tries to increase F-Series output.

Kansas City also cuts some shifts

The impact is not limited to Michigan.

Ford’s Kansas City Assembly Plant in Missouri also canceled some F-Series shifts during the week because of the same supply issue, according to people familiar with the situation.

Kansas City builds both the F-150 and Ford Transit. Ford lists the facility as one of its current U.S. production sites for the F-150.

The company is also adjusting production elsewhere.

The Kentucky Truck Plant near Louisville increased truck production to help offset some of the lost output from other facilities.

The F-150 moves through Ford’s manufacturing process before final delivery.

The changes show how closely connected Ford’s truck factories are.

A shortage at one supplier can affect several plants at once. Ford then has to move production between facilities to limit the impact.

This becomes especially important for the F-Series.

F-150 remains central to Ford’s truck strategy

The F-150 is the core of Ford’s U.S. pickup business.

Ford had planned to increase F-Series production in 2026 after the earlier aluminum-related disruption. The automaker said it intended to add more than 50,000 trucks of production capacity and create up to 1,000 jobs across its truck manufacturing operations.

At Dearborn, Ford planned to add a third crew capable of producing more than 45,000 additional F-150 gas and hybrid trucks in 2026.

The current production halt therefore comes at an inconvenient time.

The company is trying to restore output while also managing a complex supply chain for its highest-volume truck line.

Rows of F-150 pickups inside the Dearborn Truck Plant highlight the scale of Ford’s truck operation.

Ford’s overall sales performance also adds context.

Through August 2026, Ford’s vehicle sales were down about 10% year over year, while F-Series sales were down 11%, according to the latest figures cited in the report.

The F-Series therefore remains important not only for production volume, but also for Ford’s broader U.S. sales performance.

The latest disruption is different from the aluminum shortage

Ford has spent much of 2026 recovering from the effects of the earlier aluminum supply disruption.

The company previously announced plans to raise F-Series production and add workers after a fire at a supplier’s aluminum facility reduced output.

The latest problem is different.

The supplier behind the September disruption has not been identified publicly. The available information only confirms that it is a separate supply issue.

That leaves Ford with limited room for error.

A production shutdown of several days can quickly reduce vehicle output. It can also force the company to move workers, parts and production schedules between plants.

Ford faces another test for its truck supply chain

The Dearborn shutdown is currently scheduled to run through September 29 based on the memo cited in the report. Other Ford facilities are making adjustments to compensate for the lost production.

The company has not publicly detailed the supplier problem or provided a full estimate of the number of F-150s affected.

For now, the situation is being managed through production changes at several U.S. plants.

The Ford F-150 production halt in Dearborn highlights how quickly a supply problem can spread through a large truck manufacturing network. With Kansas City also affected and Kentucky increasing output, Ford is using its U.S. production footprint to limit the disruption while it works to restore normal F-150 assembly.

The new Jensen Interceptor GTX brings back the famous British name with a 960-hp supercharged V8, rear-wheel drive and a track-focused design.

Jensen brings back the Interceptor with a new GTX

The Jensen Interceptor GTX has entered its next phase of development.

The new model is not a restoration of the classic Interceptor. Instead, Jensen International Automotive has created an entirely new car that uses the historic name as inspiration. The GTX is currently a track-only prototype and serves as the engineering base for future road-going models.

Jensen says the car is being developed and handcrafted in the United Kingdom. It combines modern engineering with proportions inspired by the original Interceptor, which first appeared in 1966.

The GTX keeps the long hood and fastback profile associated with the original Interceptor while adding modern aerodynamic hardware for the track.

The result is a much more aggressive machine than the classic road-going Jensen.

The body uses hand-formed aluminum panels over an aluminum chassis. Jensen also adds a large rear wing, a deep rear diffuser and extensive carbon-fiber aerodynamic elements.

A supercharged V8 sits at the center

The biggest change is under the hood.

The Interceptor GTX uses a 6.8-liter supercharged V8 based on a General Motors engine architecture. Jensen sent the engine to Texas-based Late Model Engines, where it received extensive modifications.

Jensen quotes 960 bhp for the GTX.

The company also says the engine has the potential to reach up to 1,200 bhp with additional tuning. That gives the GTX a very large performance margin for a car developed primarily for track use.

The engine sends its power exclusively to the rear wheels.

That is combined with a six-speed sequential transmission and a carbon-fiber driveshaft. Future road cars could use different transmission solutions, including a conventional automatic or manual gearbox.

The supercharged 6.8-liter V8 gives the GTX its extreme output while Jensen continues testing the complete powertrain.

The engine is not the only part designed for serious performance.

Jensen says the GTX uses adjustable electronics, double-wishbone suspension and three-way adjustable dampers. The car also uses forged 20-inch Vossen wheels with Michelin Pilot Sport 4S tires.

The braking system is also designed for track use.

Steel brake rotors are paired with a brake-balance adjustment inside the cockpit. This gives the driver more control when preparing the car for different track conditions.

Aerodynamics are a major part of the package

The GTX’s design is much more than a modern interpretation of the classic Interceptor.

The front end features a large splitter and additional aerodynamic surfaces. Air-extraction openings behind the front wheels help manage heat around the brakes.

The rear is even more dramatic.

Jensen has fitted a large adjustable rear wing that can generate more than 771 pounds of downforce, according to the car’s published specifications. A large diffuser also helps manage airflow under the body.

The GTX’s rear combines a full-width lighting signature with a large diffuser and adjustable wing designed to increase track performance.

The cabin follows the same philosophy.

Inside, Jensen uses carbon-fiber seats, an FIA-approved roll cage, six-point harnesses and a fire-suppression system. The layout is focused on driving rather than luxury equipment.

That makes sense for the current GTX.

This version is a development vehicle and a track machine. Jensen is using it to test the architecture, powertrain and chassis before moving toward the road-going Interceptor models.

The GTX is only the beginning

Jensen has already outlined what comes next.

The company plans to develop an Interceptor GTR as a road-legal high-performance model. A more comfort-focused Interceptor GT will follow as the grand-touring version.

Both cars will share engineering DNA with the GTX.

However, their designs will be better suited to road use. Jensen has indicated that the GTR will retain much of the GTX’s aggressive character, while the GT will place greater emphasis on luxury and long-distance driving.

The company has not announced final production dates or prices for those versions.

The GTX itself is also expected to remain an ultra-limited track car while development continues. Jensen says dynamic testing and evaluation are now part of the program.

For now, the Jensen Interceptor GTX is the clearest expression of the company’s new direction.

It combines a British hand-built body with an American-derived V8, rear-wheel drive and modern motorsport technology.

The 960-hp GTX is not yet the road-going Jensen of the future, but it is the machine being used to develop the GTR and GT models that will eventually bring the new Interceptor to public roads.

Oscar Piastri will start third at the 2026 Azerbaijan Grand Prix after McLaren found a late step in performance, although George Russell remained out of reach in the final phase of qualifying.

McLaren found its speed when it mattered

Oscar Piastri will start the 2026 Azerbaijan Grand Prix from P3 after a strong qualifying session at the Baku City Circuit.

McLaren had struggled to show its full potential during practice. The team then unlocked more performance in Q3, allowing Piastri and Lando Norris to briefly move to the front of the timing screen.

Piastri eventually stopped the clock at 1:43.364, just 0.001 seconds behind Charles Leclerc. George Russell claimed pole position with a 1:42.526.

Piastri’s MCL40 looked stronger as qualifying progressed, despite McLaren starting the session on the back foot.

The jump in performance was familiar to Piastri.

“We seem like we’re a bit on the back foot through practice,” the Australian explained after qualifying. He added that McLaren repeatedly finds an extra step once qualifying begins.

The first Q3 runs created even more optimism.

Piastri and Norris temporarily occupied the top two positions. Russell then produced a much faster final run and took pole by 0.837 seconds over Leclerc.

For Piastri, the difference was clear.

He said there was “no hope against George” after seeing the Mercedes driver complete his final lap.

The wind made Baku even harder

Piastri also pointed to the strong and changing wind as one of the biggest challenges around Baku.

The conditions were already noticeable in practice. McLaren reported stronger gusts on Friday, with the wind contributing to several yellow flags during FP3.

The Australian said that keeping the car stable was difficult even on the straights.

A sudden gust could change the balance of the MCL40 from one lap to the next. Piastri also noted that wind-speed differences could be substantial, forcing drivers to adapt constantly.

Piastri will start on the second row alongside Leclerc, with Russell taking pole position in Baku.

That is especially important at a street circuit.

Baku combines long straights with slow corners and very little margin for error. McLaren’s technical team described the circuit as a difficult compromise between straight-line speed and corner performance.

The team also introduced upgrades this weekend.

McLaren said the new package was performing as expected, while an overnight revision to the floorboards proved effective during Friday’s running.

That progress helped Piastri find the final tenths he needed.

McLaren has a strong starting position for the race

Starting third gives Piastri a clear opportunity to fight at the front.

McLaren expects the race to be complicated. The team highlighted tire degradation, Safety Cars and changing race conditions as factors that could alter the order.

That creates an important difference from qualifying.

Russell may have been far ahead over one lap, but McLaren’s own analysis suggests its race pace looked stronger than its qualifying pace during Thursday’s running.

Piastri also has a strong record at this circuit.

He won the 2024 Azerbaijan Grand Prix after a long battle with Charles Leclerc. McLaren is therefore returning to a venue that has already produced one of the Australian’s best Formula 1 results.

The MCL40 takes on the narrow castle section of Baku, one of the most demanding parts of the circuit.

The second McLaren will start further back.

Norris qualified P5 after locking up on his final qualifying lap. He also admitted that McLaren still has some straight-line performance issues to solve.

That leaves Piastri as McLaren’s best-placed driver on the Baku grid.

The Australian’s objective is now straightforward: stay in the leading group and be ready when the race changes shape.

The Oscar Piastri Baku qualifying result gives McLaren a strong starting position after a difficult practice period. Piastri will line up third behind Russell and Leclerc, with the race offering another chance to turn McLaren’s late qualifying pace into a podium challenge.