Ford's battery storage push is incremental at best, yet it added 40%, or $20B, to the market cap since the May 18 announcement. Using Tesla Megapack economics, Ford's hoped-for 20 GWh a year from 2028, after a $2B investment, would mean $3-5B revenue and $1-1.5B gross profit, raising gross profit dollars only 6-10%. That assumes full demand, Tesla-like efficiency and no price erosion, unlikely given battery history, Tesla's new 60 GWh Houston plant and Ford's lack of scale or balance sheet. … Show more

Tesla could take a huge share of traditional automakers' market as autonomous driving, software and manufacturing efficiency become more important. A lot of traditional automakers are going to struggle to survive over the next 10–20 years. Most people still underestimate how dramatically the industry could change and how well-positioned Tesla is to capitalize on it. x.com 

Ford is setting up for a breakout as it expands beyond autos into energy storage for AI data centers and utilities. Together with its 2026 rollout of cheaper LFP batteries, that points to EV margin expansion the street has not priced in. The chart supports it: a confirmed golden cross, with the 50-day moving average above the 200-day, and price bouncing off heavy $14 support on accelerating volume, signaling accumulation. x.com 

Ford fired experienced engineers before testing its AI strategy, a misstep that makes the stock tempting to short. Per Polymarket, Ford has rehired more than 300 veteran human engineers after saying AI failed to deliver the same level of expertise. x.com 

BYD looks like the safer value play because its vehicle sales and revenue exceed Tesla's while its valuation is much lower. The comparison puts BYD at about $111 billion of sales and market cap, versus Tesla's $94.8 billion sales and $1.45 trillion cap; BYD delivered 2.26 million battery EVs against Tesla's 1.64 million in 2025. China's price war still keeps BYD's margins thin. x.com  x.com  x.com  x.com  x.com  x.com 

Ford's shift toward its high-margin Ford Pro commercial platform is changing how markets value its long-term cash flow. Ford Pro's paid software subscriptions rose 24% year over year, and aftermarket services now provide nearly 20% of its segment profit, stickier and more recession-resistant than vehicle making. A tentative deal with Canada's Unifor union for 5,150 workers, plus supply pacts such as with Micron, eased production and cost fears, and the stock reclaimed its 50-day average. x.com 

Ford would never pass a thorough research process because its strategy and product platform are inadequate. Comparing P/E ratios alone is too simplistic; valuation should weigh P/E against forward earnings growth. x.com 

Tesla's move to open-source Model S and Model X software points to a race to zero in a crowded EV market where it needs higher margins instead. Tesla is also a small producer compared with China, Japan and Korea. x.com  x.com  x.com 

Ford is set to become a legacy blue chip that quietly turns into a growth stock on the AI capex boom, as Nokia did. It is already announcing multi-year supply deals with energy facility developers for its new US-assembled battery energy storage business, which serves utilities, data centers and large industrial and commercial customers. x.com 

Car companies make great products but terrible businesses because competition kills margins. A great car keeps a customer away for two decades and a mediocre one sends him to a rival, so there is no recurring revenue. The industry is capital intensive, cyclical, union-heavy and lacks pricing power, with a hundred competitors cutting prices, adding capacity and buying share. That applies to BMW, Mercedes-Benz, Tesla, BYD, Toyota and Volkswagen alike. x.com