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FFord Motor Company

Consumer discretionary · Automakers · NYSE

Ford Motor Company was incorporated in Delaware in 1919. 10-K, Item 1

Headquarters
Dearborn, MI
Next results
around Feb 9, 2027
Compare with peers → Embed

10-K 0000037996-26-000015 (2026-02-11) vs 10-K 0000037996-25-000013 (2025-02-06)

SectionCompared textWords nowChanged
Risk FactorsItem 1A13,876 26.2%
MD&AItem 721,962 19.3%
Legal ProceedingsItem 31,530 27.1%
Accounting Policies10-K text, Note 2 – SUMMARY OF SIGNIFICANT ACCOUNTING POLICIES4,309 12.7%

The redline: what was cut and what was added

In each section, the paragraph that changed most, marked against last year's 10-K: cut words struck through, new words highlighted and underlined.

Risk Factors 341 words changed in this paragraph; it is 34% similar to last year's version.
Changes in international trade policy can also have a substantial adverse effect on our financial condition, results of operations, or our business in general. To the extent governments in various regions implement or intensify restrictions or barriers to trade, such as tariff or non-tariff barriers, export controls, currency manipulation, or policies that otherwise favor domestic companies, there can be a significant negative impact on manufacturers based in other markets. Steps taken by governments to implement local content requirements requirements, restrict export and import activities, or apply or consider applying additional or new tariffs on automobiles, parts, and other products and materials have the potential to disrupt existing disrupted supply chains, impose imposed additional costs on our business, and could lead led to other countries attempting to retaliate by imposing tariffs, tariffs or other barriers, which would make our products more expensive for customers, and, in turn, could make our products less competitive. The new, substantial tariff increases on imports competitive, and this trend may continue. Tariffs implemented to the United States from Canada and Mexico (in addition to China) announced on February 1, 2025, should they be implemented and sustained for an extended period of time, would have a significant adverse effect, including financial, on the overall automotive industry, Ford, and our supply chain. Further, any additional tariffs date in the United States and elsewhere have caused significant disruption, increased costs, and uncertainty in the automotive industry, including for Ford, other OEMs, suppliers, and dealers, as well as customers. Moreover, tariffs implemented or retaliatory increased in the United States and elsewhere in the future may exacerbate these impacts. The U.S. government has implemented limited tariff relief for qualifying parties based on certain criteria, which could include prospective avoidance and retroactive relief through refunds. This relief is subject to periodic approval by the U.S. Department of Commerce and may be revised based on factors such as U.S. production and import content levels. Although we may be entitled to relief under these programs, and we may carry a receivable on our balance sheet reflecting tariffs imposed by other governments would exacerbate paid but for which we expect, but have not yet received, refunds, the impact. timing of our receipt of these amounts (and whether we will ultimately receive a refund) is uncertain and is subject to changes in trade policy. Accordingly, any delay in receiving the refunds could have a negative impact on our cash flow, and in the event we do not ultimately receive a refund, it could have an adverse impact on our financial condition or results of operations.

Source: Item 1A, 10-K 0000037996-26-000015 vs Item 1A, 10-K 0000037996-25-000013

MD&A 178 words changed in this paragraph; it is 70% similar to last year's version.
(f)Purchase obligations under existing The terms of the offtake agreements for we have entered into, and those we may enter into in the future, vary by transaction, though they generally obligate us to purchase a certain battery raw materials are not percentage or minimum amount of output produced by the counterparty over an agreed upon period of time. The purchase price mechanisms included in our offtake agreements are typically based on the table above. market price of the material at the time of delivery. The terms also may include conditions to our obligation to purchase the materials, such as quality or minimum output. Subject to satisfaction of those conditions, we will be obligated to purchase the materials or otherwise compensate the supplier in the amount determined by the contract. As of December 31, 2024, 2025, our estimated expenditures for the maximum quantity that we are committed to purchase under these offtake agreements through 2035, subject to certain conditions, consist of total approximately $1.8 $4.7 billion of purchase obligations and approximately $4.9 billion of contingent purchase obligations based on our present forecast. However, forecast; however, our forecast could fluctuate from period to period based on market prices, which may result in significant increases or decreases in our estimate. The actual price paid for these materials will be recorded on our balance sheet at the time of purchase. In the event that we do not expect to consume all of the materials we are obligated to purchase pursuant to the terms of these agreements, we may sell the excess materials back to the supplier or another party. The resale price may or may not be the same as the original purchase price, depending on then-current market conditions and negotiated terms. As a result, we have recorded, and may in the future record, accruals related to either the resale when the purchase price mechanism under our agreements is higher than the expected resale price of the excess materials or when we are required to otherwise compensate the supplier. Accruals recorded to date for such items have been immaterial. As market conditions dictate, we have entered, and may in the future enter, into additional offtake agreements with raw material suppliers or renegotiate existing agreements. For additional information, see the discussion of our offtake agreements below on page 62.

Source: Item 7, 10-K 0000037996-26-000015 vs Item 7, 10-K 0000037996-25-000013

Accounting Policies 139 words changed in this paragraph; it is 35% similar to last year's version.
The We have investments in entities not accounted for under the equity method for which fair values are not readily available. We record these investments at cost (less impairment, if any), adjusted for observable price changes in orderly transactions for the identical or a similar investment of the same issuer. We report the carrying amount value of intangible assets and goodwill is reported these investments in Other assets in the non-current assets section of our consolidated balance sheets. Intangible assets are comprised primarily of advertising agreements and land rights. The net carrying amount of our intangible assets was These investments were $ 80 256 million and $ 69 531 million at December 31, 2023 2024 and 2024, 2025, respectively. The net carrying amount of goodwill was $ 683 million and $ 658 million at increase from December 31, 2023 and 2024, respectively. For 2024 primarily reflects an adjustment to the periods presented, we did not record any material impairments fair value of one of our investments for indefinite-lived intangibles or goodwill. an observable price event of $ 276 million recognized in December 2025.

Source: 10-K text, Note 2 – SUMMARY OF SIGNIFICANT ACCOUNTING POLICIES, 10-K 0000037996-26-000015 vs 10-K text, Note 2 – SUMMARY OF SIGNIFICANT ACCOUNTING POLICIES, 10-K 0000037996-25-000013

Legal Proceedings 67 words changed in this paragraph; it is 74% similar to last year's version.
All of the outstanding assessments have been appealed to the relevant administrative court of each jurisdiction. jurisdiction and some appeals are now pending in the judicial court system. To proceed with an appeal within the judicial court system, an appellant may be required to post collateral. To date, we have not been required to post any collateral. If we are required to post collateral, which could be in excess of $1 billion, billion for all the cases in the aggregate, we expect it to be in the form of fixed assets, surety bonds, and/or letters of credit, but we may be required to post cash collateral. To date, we have received collateral waivers for most of the cases that have been appealed to the judicial court system, although we have been required to post less than $100 million of collateral. Although the ultimate resolution of these matters may take many years, we consider our overall risk of loss to be remote.

Source: Item 3, 10-K 0000037996-26-000015 vs Item 3, 10-K 0000037996-25-000013

Every change, by type

Sentences and paragraphs of F's Risk Factors and MD&A, 10-K 2026-02-11 against 10-K 2025-02-06. Each links to the text at sec.gov.

Quiet changes are sentences kept from last year with one to four words changed, at least one of them a hedge, a modal or a qualifier (may, could, will, not, significant, material…). A year or date rolling forward is not counted.

The full word listadverse, adversely, all, although, anticipate, anticipates, any, approximately, believe, believes, can, cannot, certain, could, expect, expects, generally, however, if, intend, intends, largely, likely, many, material, materially, may, might, most, must, never, no, not, possible, primarily, probable, should, significant, significantly, some, substantial, substantially, unlikely, will, would

AddedRisk Factors
Ford is also subject to environmental regulatory compliance requirements, and in many jurisdictions (including the United States), we are required to report on and correct certain emissions-related defects. Similarly, where required by regulation, we are obligated to honor certain warranties on emissions-related components, which can impose additional obligations beyond our standard warranties and increase our costs.

Read it in 10-K 2026-02-11 at sec.gov ↗

AddedRisk Factors
and caused disruptions in our production operations, increases the risk of future production disruptions, and has increased and may further increase costs (e.g., premium freight and expedited shipping costs to make up for delays in component availability). Moreover, as the industry evolves, suppliers of traditional or EV-specific components may face financial distress or choose to exit certain lines of business, further narrowing our sourcing options and potentially leading to higher prices or supply shortages that could have a substantial adverse effect on our results of operations and reputation.

Read it in 10-K 2026-02-11 at sec.gov ↗

AddedRisk Factors
incentives); disrupt our operations; distract management from current operations; or harm our reputation. Further, we may not realize the expected benefits of such restructuring actions (e.g., anticipated cost savings), such benefits may be delayed, or market dynamics or other factors may have evolved such that we cannot obtain the original intended results of an action.

Read it in 10-K 2026-02-11 at sec.gov ↗

AddedRisk Factors
While we continue to invest in direct-to-consumer sales methods for our connectivity, digital and physical services, and integrated software services offerings, we are dependent on the efforts of third-party dealers for the majority of our sales in this space. We have invested and will continue to invest in programs to enhance sales through dealers, including education programs for dealership employees on the benefits of our services offerings and developing and making available digital marketing assets to dealers. These efforts may require a substantial investment of time and capital while providing no assurance of incremental sales.

Read it in 10-K 2026-02-11 at sec.gov ↗

AddedRisk Factors
Changes in international trade policy can also have a substantial adverse effect on our financial condition, results of operations, or our business in general. To the extent governments in various regions implement or intensify restrictions or barriers to trade, such as tariff or non-tariff barriers, export controls, currency manipulation, or policies that otherwise favor domestic companies, there can be a significant negative impact on manufacturers based in other markets. Steps taken by governments to implement local content requirements, restrict export and import activities, or apply or consider applying additional or new tariffs on automobiles, parts, and other products and materials have disrupted supply chains, imposed additional costs on our business, and led to other countries attempting to retaliate by imposing tariffs or other barriers, which make our products more expensive for customers, and, in turn, our products less competitive, and this trend may continue. Tariffs implemented to date in the United States and elsewhere have caused significant disruption, increased costs, and uncertainty in the automotive industry, including for Ford, other OEMs, suppliers, and dealers, as well as customers. Moreover, tariffs implemented or increased in the United States and elsewhere in the future may exacerbate these impacts. The U.S. government has implemented limited tariff relief for qualifying parties based on certain criteria, which could include prospective avoidance and retroactive relief through refunds. This relief is subject to periodic approval by the U.S. Department of Commerce and may be revised based on factors such as U.S. production and import content levels. Although we may be entitled to relief under these programs, and we may carry a receivable on our balance sheet reflecting tariffs paid but for which we expect, but have not yet received, refunds, the timing of our receipt of these amounts (and whether we will ultimately receive a refund) is uncertain and is subject to changes in trade policy. Accordingly, any delay in receiving the refunds could have a negative impact on our cash flow, and in the event we do not ultimately receive a refund, it could have an adverse impact on our financial condition or results of operations.

Read it in 10-K 2026-02-11 at sec.gov ↗

AddedRisk Factors
In addition, instability in the supply chain exacerbated by tariffs and other industry concerns, such as China’s restriction on the export of rare earth minerals and various components, has resulted in production disruptions and increased costs and heightens the risk of future production disruptions and further cost increases. Although there is uncertainty regarding the application, scope, and duration of tariffs, those that have been implemented have had a significant adverse effect, both operationally and financially, on the overall automotive industry, Ford, and our supply chain. Any additional tariffs or other measures that are implemented in the United States and any retaliatory tariffs or other measures or restrictions that are implemented by other governments, and the potential related market impacts, should they be sustained for an extended period of time, may have a significant adverse effect.

Read it in 10-K 2026-02-11 at sec.gov ↗

AddedRisk Factors
manufacturing efficiencies, which may reduce margins. In the event of a shortage of available products, customers may elect to purchase from our competitors and may not return to Ford in the future.

Read it in 10-K 2026-02-11 at sec.gov ↗

AddedRisk Factors
manufacturer’s vehicle using autonomous or driver assist technologies may negatively impact the perception of such technologies and erode customer trust.

Read it in 10-K 2026-02-11 at sec.gov ↗

AddedRisk Factors
Additionally, as noted above, U.S. federal tax incentives for purchasers of plug-in vehicles have changed in recent years. In 2022, Congress established these incentives and many retail and commercial vehicle purchasers were eligible for a tax credit of up to $7,500 per vehicle, increasing market demand for plug-in vehicles. Further, to make vehicles eligible for the tax incentive for retail purchasers, Ford and other manufacturers structured battery supply chains to comply with the “foreign entity of concern” criteria, which were aimed at reducing dependence on China and companies based in or operating in China. In 2025, Congress eliminated these credits, ending the incentives for purchasers and likewise changing the business rationale to use and create battery supply chains with less control by China.

Read it in 10-K 2026-02-11 at sec.gov ↗

AddedRisk Factors
The 2025 legislation preserved the advanced manufacturing production tax credit for the domestic manufacture of batteries and battery components (first established in the 2022 legislation), but restricted the eligibility criteria going forward, most notably by imposing criteria for “prohibited foreign entities,” which concern China and other countries. As a manufacturer that intends to engage in large-scale production of batteries in the United States for vehicles and energy storage, this tax credit influences our decisions concerning the location, scale, supply chain, and operations of our domestic battery manufacturing business. Such decisions involve substantial lead time, and it may take years before Ford can satisfy any new or changed eligibility criteria. Accordingly, the termination of or a change to such incentives could have a significant impact on our financial condition, results of operations, or the operation of our business.

Read it in 10-K 2026-02-11 at sec.gov ↗

AddedRisk Factors
Government investigations against Ford or Ford Credit have resulted in, and may in the future result in, fines, penalties, orders, customer remuneration, or other resolutions, through litigation, administrative proceedings, settlement, or otherwise, which have in the past had, and could in the future have, an adverse impact on our financial condition, results of operations, or the operation of our business, including oversight by regulators or a government-appointed monitor or independent third party. For example, as part of a consent order we entered into with NHTSA in 2024, we have retained an independent third party selected by NHTSA to assess the Company’s adherence to the consent order and Safety Act over the term of the consent order and to report on Ford’s progress to NHTSA.

Read it in 10-K 2026-02-11 at sec.gov ↗

AddedRisk Factors
and investor litigation could give rise to de facto changes in the interpretation of existing emission laws and regulations, thereby imposing new burdens on manufacturers. For more discussion of the impact of standards on our global business, see the “Governmental Standards” discussion in “Item 1. Business” above.

Read it in 10-K 2026-02-11 at sec.gov ↗

RemovedRisk Factors
Changes in international trade policy can also have a substantial adverse effect on our financial condition, results of operations, or our business in general. Steps taken by governments to implement local content requirements or apply or consider applying additional or new tariffs on automobiles, parts, and other products and materials have the potential to disrupt existing supply chains, impose additional costs on our business, and could lead to other countries attempting to retaliate by imposing tariffs, which would make our products more expensive for customers, and, in turn, could make our products less competitive. The new, substantial tariff increases on imports to the United States from Canada and Mexico (in addition to China) announced on February 1, 2025, should they be implemented and sustained for an extended period of time, would have a significant adverse effect, including financial, on the overall automotive industry, Ford, and our supply chain. Further, any additional tariffs in the United States or retaliatory tariffs imposed by other governments would exacerbate the impact.

Read it in 10-K 2025-02-06 at sec.gov ↗

RemovedRisk Factors
With increased consumer interconnectedness through the internet, social media, and other media, mere allegations relating to quality, safety, reliability, fuel efficiency, sustainability, corporate social responsibility, or other key attributes can negatively impact our reputation or market acceptance of our products or services, even where such allegations prove to be inaccurate or unfounded. Further, our ability to successfully grow through capacity expansion and investments in the areas of electrification, connectivity, digital and physical services, and software services depends on many factors,

Read it in 10-K 2025-02-06 at sec.gov ↗

RemovedRisk Factors
The U.S. Inflation Reduction Act (“IRA”) provides, among other things, financial incentives in the form of tax credits to grow the domestic supply chain and domestic manufacturing base for electric vehicles, plug-in hybrid vehicles (“PHEVs”), and other “clean” vehicles. The law likewise incentivizes the purchase of clean vehicles and the infrastructure to fuel them. The IRA authorizes tax credits to manufacturers for the domestic production of batteries and battery components for EVs and PHEVs, and this credit is expected to improve the financial performance of domestic battery manufacturers, including the new operations at our upcoming facility in Michigan and BlueOval SK’s facilities in Kentucky and Tennessee. Further, the degree of success of some of our investment strategies depends upon IRA tax credit eligibility and for those credits to continue to remain available through the currently contemplated expiration.

Read it in 10-K 2025-02-06 at sec.gov ↗

RemovedRisk Factors
The IRA also authorizes tax credits for purchasers of qualified commercial and retail clean vehicles. Ford expects that most commercial customers that purchase an EV or PHEV will be eligible for the commercial clean vehicle credit, although it is unclear at this time how many commercial vehicle purchasers will have the underlying federal tax liability that is necessary to actually monetize this credit. In their current form, the IRA’s tax credit and the commercial clean vehicle credit would, together, likely influence commercial fleets, governmental fleets, and other vehicle purchasers in their evaluation of a transition from internal combustion engine vehicles to EVs and PHEVs.

Read it in 10-K 2025-02-06 at sec.gov ↗

RemovedRisk Factors
To claim the retail tax credit, the IRA establishes numerous and complex prerequisites, including that the vehicle must be assembled in North America; the vehicle must be under specified limitations on manufacturer suggested retail price (“MSRP”); purchaser income limitations; any vehicle that contains “battery components” that were “manufactured or assembled” by a “foreign entity of concern” will be ineligible; and, starting in 2025, any vehicle that contains battery materials that were “extracted, processed, or recycled” by a “foreign entity of concern” will be ineligible. A “Critical Minerals Credit” is available for those vehicles that have a specified percentage of critical minerals that are “extracted or produced” in the United States, in a country with which the United States has a Free Trade Agreement, or that is “recycled” in North America. A “Battery Components Credit” is available for those vehicles that have a specified percentage of “value” of its battery “components” that are “manufactured or assembled” in North America.

Read it in 10-K 2025-02-06 at sec.gov ↗

RemovedRisk Factors
Although we ultimately expect the IRA to benefit Ford and the automotive industry in general, this would be the case only insofar as the IRA remains in place in its current form. Some policymakers have expressed an intent to repeal or restrict eligibility for elements of the IRA, however, including those credits discussed above, which would adversely affect Ford and the industry. To the extent these elements remain in place or are replaced with new laws that provide benefits using comparable eligibility criteria, the availability of such benefits to Ford will depend on the further development and improvement of the U.S. battery supply, sufficient access to raw materials within the scope of the IRA, and the terms of the regulations and guidance (and the limitations therein) the U.S. government issues for such benefits, which will ultimately determine which vehicles qualify for incentives and the amount thereof. Further, battery and electric vehicle manufacturing and the corresponding supply chains involve substantial lead time, and it may take years before Ford can satisfy any new eligibility criteria. Automakers that better optimize eligibility for their vehicles, as compared to their competition, will have a competitive advantage.

Read it in 10-K 2025-02-06 at sec.gov ↗

RewordedRisk Factors
As described below under “To facilitate access to the raw materials and other components necessary for the production of electric vehicles, Ford has entered into and may, in the future, enter into multi-year commitments to raw material and other suppliers that subject Ford to risks associated with lower future demand for such items as well as costs that fluctuate and are difficult to accurately forecast” as well as in the Liquidity and Capital Resources section in Item 7 below, and elsewhere herein, we have entered into and we may, in the future, enter into offtake agreements and other long-term purchase contracts that obligate us, subject to certain conditions such as quality or minimum output, to purchase a certain percentage or minimum amount of output from certain raw materials suppliers.

Read it in 10-K 2026-02-11 at sec.gov ↗

RewordedRisk Factors
This trend Low EV adoption rates may continue, persist, including as a result of the regulatory framework in various markets shifting away from supporting the rapid adoption of electrified vehicles, if there is a vehicles (as was the case in the United States in 2025); any negative perception of our electrified vehicles or about electric vehicles EVs in general, if we are unable general; an inability to or are delayed delay in developing or embracing new technologies or processes, processes; or if consumers prefer our competitors’ vehicles, and there could be an adverse impact on our financial condition or results of operations. shifts in consumer preference.

Read it in 10-K 2026-02-11 at sec.gov ↗

RewordedRisk Factors
Those factors primarily relate to the cost and effectiveness of available technologies; consumer acceptance of new technologies and their costs; changes in industrial policy, including incentives for electric electrified vehicles and battery manufacturing and requirements for battery supply chains; changes in trade policy, which may affect the profitability of certain products; changes in vehicle mix (as described in more detail above under “Ford’s new and existing products and digital, software, and physical services are subject to market acceptance and face significant competition from existing and new entrants in the automotive and digital and software services industries, and Ford’s reputation may be harmed based on positions it takes or if it is unable to achieve the initiatives it has announced”); elsewhere herein); the appropriateness (or lack thereof) of certain technologies for use in particular vehicles; the widespread availability (or lack thereof) of supporting infrastructure for new technologies, including charging for electric electrified vehicles; the availability (or lack thereof) of the raw materials and component supply to make affordable batteries and other elements of electric electrified vehicles; and the human, engineering, and financial resources necessary to deploy new technologies across a wide range of products and powertrains in a short time.

Read it in 10-K 2026-02-11 at sec.gov ↗

RewordedRisk Factors
Furthermore, launch delays, recall actions, and increased warranty costs have generated negative publicity and adversely affected and could continue to adversely affect our reputation or the public perception and market acceptance of our products and services as discussed below under “Ford’s new and existing products and digital, software, and physical services are subject to market acceptance and face significant competition from existing and new entrants in the automotive and digital and software services industries, and Ford’s reputation may be harmed based on positions it takes or if it is unable to achieve the initiatives it has announced. elsewhere herein.

Read it in 10-K 2026-02-11 at sec.gov ↗

RewordedRisk Factors
We spend substantial resources to comply with governmental safety regulations, mobile environmental regulatory obligations concerning our products and stationary source emissions regulations, operations, consumer and automotive financial regulations, labor and employment regulations and practices, and other standards, but we cannot ensure that have experienced employees, contractors, agents, or and other individuals affiliated with us will not violate violating such laws or regulations, regulations from time to time, which could at times has resulted in civil or criminal liability, and we cannot ensure that any such violations have not occurred or will not occur in the future, which may further result in civil or criminal liability.

Read it in 10-K 2026-02-11 at sec.gov ↗

RewordedRisk Factors
Based on our current contracts Our recent labor contracts, including those with the International Union, United Automobile, Aerospace and Agricultural Implement Workers of America (“UAW”) in the United States and Unifor in Canada ratified Canada, have resulted in 2023, we expect to have a significant increase in labor costs through the life of the contracts, and if we are unable to offset those costs, it could have a significant adverse effect on our business. cost increases.

Read it in 10-K 2026-02-11 at sec.gov ↗

RewordedRisk Factors
This could include governmental takeover (i.e., nationalization) of our manufacturing facilities or intellectual property, restrictive exchange or import controls, changes to international trade agreements, disruption of operations as a result of systemic political or economic instability, social unrest, outbreak of war or expansion of hostilities (such as the ongoing conflicts between Russia and Ukraine and between Israel and Hamas, heightened tensions in the Red Sea, and potential tensions in the South China Sea), hostilities, and acts of terrorism, each of which could impact our supply chain as well as our operations and have a substantial adverse effect on our financial condition or results of operations.

Read it in 10-K 2026-02-11 at sec.gov ↗

RewordedRisk Factors
As described above under “Ford is highly dependent on its suppliers to deliver components in accordance with Ford’s production schedule the Liquidity and specifications, Capital Resources section in Item 7 below, and a shortage of or inability to timely acquire key components or raw materials can disrupt Ford’s production of vehicles,” elsewhere herein, to facilitate our access to such raw materials, we have entered into and we may, in the future, enter into offtake agreements and other long-term purchase contracts.

Read it in 10-K 2026-02-11 at sec.gov ↗

RewordedRisk Factors
Accordingly, as we have experienced in the past, and may again experience in the future, a significant disruption to our production schedule could have a substantial adverse effect on our financial condition or results of operations and may impact our strategy to comply with fuel economy standards as discussed below under “Ford may need to substantially modify its product plans and facilities to comply with safety, emissions, fuel economy, autonomous driving technology, environmental, and other regulations.” elsewhere herein.

Read it in 10-K 2026-02-11 at sec.gov ↗

RewordedRisk Factors
In particular, China The continued strain in U.S.-China relations presents unique risks to U.S. automakers due to the strain in U.S.-China relations, automakers, as does China’s unique regulatory landscape, the level of integration with key components in our global supply chain, the limited availability of various components and materials (including certain rare earth minerals and related products from China), and the rapid development of the Chinese electric vehicle EV industry, with Chinese electric electrified vehicle manufacturers exporting their products to some key markets in which we operate.

Read it in 10-K 2026-02-11 at sec.gov ↗

RewordedRisk Factors
Changes in commodity and energy prices (from tariffs and the actions taken by Russia in Ukraine, as discussed above under “With a global footprint and supply chain, Ford’s results and operations could be adversely affected by economic or tariffs, geopolitical developments, including protectionist trade policies such as tariffs, or other events,” or otherwise), currency exchange rates, and interest rates cannot always be predicted, hedged, or offset with price increases to eliminate earnings volatility.

Read it in 10-K 2026-02-11 at sec.gov ↗

RewordedRisk Factors
Additional New, additional, and changing regulations, changes in regulatory interpretations, legislation, executive orders, directives, and enforcement priorities, or changes in consumer preferences that affect vehicle mix, as well as any non-compliance with applicable laws and regulations, which, in some jurisdictions, may include criminal liability due to the absence of civil or administrative enforcement regimes, could have a substantial adverse impact on our financial condition or condition, results of operations. operations, operations, or reputation.

Read it in 10-K 2026-02-11 at sec.gov ↗

AddedMD&A
Trade Policy. To the extent governments in various regions implement or intensify restrictions or barriers to trade, such as tariff or non-tariff barriers, export controls, currency manipulation, or policies that otherwise favor domestic companies, there can be a significant negative impact on manufacturers based in other markets.

Read it in 10-K 2026-02-11 at sec.gov ↗

AddedMD&A
Tariffs implemented to date in the United States and elsewhere have caused significant disruption, increased costs (both directly and indirectly), and uncertainty in the automotive industry, including for Ford, other OEMs, suppliers, and dealers, as well as customers. Moreover, tariffs implemented or increased in the United States and elsewhere in the future may exacerbate these impacts. Further, instability in the supply chain exacerbated by tariffs and other industry concerns, such as China’s restriction on the export of rare earth minerals and various components, has resulted in production disruptions and increased costs and heightens the risk of future production disruptions and additional cost increases. Tariffs have affected and will continue to affect all OEMs, to various degrees.

Read it in 10-K 2026-02-11 at sec.gov ↗

AddedMD&A
In 2025, Ford’s gross costs related to tariffs implemented or revised in 2025 was about $3 billion, including the impact of tariff relief, and the net EBIT impact was about $2 billion after offsets. This relief is subject to periodic approval by the U.S. Department of Commerce and may be revised based on factors such as U.S. production and import content levels. As of December 31, 2025, we recognized a receivable of $974 million reflecting tariffs paid but for which we had not yet received refunds. Although we have started to receive refunds, the timing for our receipt of refunds is uncertain and is subject to changes in trade policy. Tariffs, particularly on auto parts for U.S. assembly, if sustained for an extended period of time, will have a significant adverse effect on U.S. production and the overall automotive industry.

Read it in 10-K 2026-02-11 at sec.gov ↗

AddedMD&A
For additional information regarding the impact and potential impact of trade policy and tariffs on our business, see the Outlook section on page 74 of this Report and Item 1A. Risk Factors.

Read it in 10-K 2026-02-11 at sec.gov ↗

AddedMD&A
In September 2025 and November 2025, fires at a Novelis Inc. plant in New York disrupted operations at the facility. Novelis is a major aluminum supplier to Ford, and since the initial fire occurred, we have been working closely with Novelis to address the situation and exploring potential alternative sources of aluminum. We have also sought mitigating actions to minimize potential disruptions to our operations. Although the ultimate impact on Ford is uncertain, we experienced lower production in the fourth quarter of 2025 driven by the Novelis fires, which we expect to recover partially in 2026. For more information regarding the impact and potential impact of the Novelis fires on our business, see the Outlook section on page 74 of this Report.

Read it in 10-K 2026-02-11 at sec.gov ↗

AddedMD&A
See Item 1A. Risk Factors for additional discussion of the risks related to disruptions to Ford’s and Ford’s suppliers’ production and operations.

Read it in 10-K 2026-02-11 at sec.gov ↗

AddedMD&A
Electric Vehicle Market. Although we are investing in our EV strategy, we anticipate that the EV market will continue to evolve. To date, we have observed lower-than-anticipated industrywide EV adoption rates due to changes in consumer sentiment, competitive dynamics, legal and policy changes, and significant developments in vehicle pricing dynamics, among other factors that we continue to monitor. The trend may be further exacerbated as policy changes in the United States have reduced or eliminated supply- and demand-side EV incentives, which may further slow the adoption of EVs. Moreover, potentially significant reductions in the stringency of federal emissions and fuel economy standards and federal legislation that eliminated the authority of California and other states to implement and enforce their most stringent emissions standards and zero-emission vehicle sales requirements, and other actions that may be forthcoming, may add to the disruption of the market for EVs in the United States, our largest market. These developments, which may continue to affect the pace of EV adoption, could extend the period of underutilization of EV production capacity across the industry.

Read it in 10-K 2026-02-11 at sec.gov ↗

AddedMD&A
This environment has led us, and may in the future lead us, to adjust our investments, spending, production, and product and future technology launches to better match the pace of EV adoption. As a result of the lower-than-anticipated adoption rates, near-term pricing pressures, and other factors, we have recorded and may continue to incur charges related to payments to our EV-related suppliers (battery, raw material, or otherwise), inventory adjustments, impairments, or other matters.

Read it in 10-K 2026-02-11 at sec.gov ↗

AddedMD&A
For example, in 2024, we announced the cancellation of an all-electric three-row SUV program. The impact of that cancellation also resulted in changes to future technology and product launches. Through December 31, 2025, we incurred expenses of $2.4 billion related to these actions, all of which we reported as special items. Although we do not expect to incur significant additional expenses, cash payments related to these actions will continue through 2026.

Read it in 10-K 2026-02-11 at sec.gov ↗

AddedMD&A
In December 2025, we announced our decision to rationalize our EV manufacturing capacity and product roadmap, including cancelling three previously planned EVs and ending production of the current generation F-150 Lightning EV. As a result of the challenges facing the EV market and the decisions we made in response to those challenges, we recorded the following charges as special items: an $8.4 billion pre-tax non-cash impairment charge, including goodwill, for our Model e long-lived assets; $1.1 billion of non-cash asset write-downs related to the EV program cancellations described above; and $1.2 billion of other charges to be paid in cash (primarily related to contractual commitments related to those programs). We may incur additional expenses and cash expenditures of up to about $4 billion related to these actions and will recognize those charges in the quarter they are incurred as a special item.

Read it in 10-K 2026-02-11 at sec.gov ↗

AddedMD&A
In addition, in December 2025, Ford, SK On Co., Ltd., and SK Battery America, Inc., and BlueOval SK, LLC (“BOSK”) entered into a Joint Venture Disposition Agreement (“JVDA”), pursuant to which our membership interest in BOSK will be redeemed, and a Ford subsidiary will receive BOSK’s two Kentucky plants and related assets, and will assume the related liabilities. The value of the liabilities assumed is expected to exceed the value of the assets received; accordingly, we do not expect to recover the carrying amount of our investment in BOSK. Therefore, in the fourth quarter of 2025, we recorded a $3.2 billion pre-tax non-cash impairment charge as a special item.

Read it in 10-K 2026-02-11 at sec.gov ↗

AddedMD&A
Upon closing of the transactions contemplated by the JVDA (expected in the first half of 2026), we expect to recognize additional special item charges of about $3 billion, which includes about $500 million of cash expenditures. For additional information about BOSK and the JVDA, see Note 23 of the Notes to the Financial Statements.

Read it in 10-K 2026-02-11 at sec.gov ↗

RemovedMD&A
Trade Policy. To the extent governments in various regions implement or intensify barriers to imports, such as erecting tariff or non-tariff barriers or manipulating their currency, and provide advantages to local exporters selling into the global marketplace, there can be a significant negative impact on manufacturers based in other markets. In addition, as governments consider an expanded use of tariffs as a lever in achieving a balance of trade, this new dynamic could have a substantial adverse effect on our business and the automotive sector. The new, substantial tariff increases on imports to the United States from Canada and Mexico (in addition to China) announced on February 1, 2025, should they be implemented and sustained for an extended period of time, would have a significant adverse effect, including financial, on the overall automotive industry, Ford, and our supply chain. We will continue to monitor and address the developing role that geopolitical, climate, and labor concerns are playing in trade relations.

Read it in 10-K 2025-02-06 at sec.gov ↗

RemovedMD&A
Electric Vehicle Market. Although we continue to invest in our electric vehicle strategy, we have observed lower-than-anticipated industrywide electric vehicle adoption rates and near-term pricing pressures, which has led us, and may in the future lead us, to adjust our spending, production, and/or product launches to better match the pace of electric vehicle adoption. In 2024, we recorded $1.2 billion of expenses related to the cancellation of a previously announced all-electric three-row SUV program. We may incur additional expenses and cash expenditures of about $700 million related to the cancellation, the majority of which we expect to record by the first half of 2025. Further, significant unexpected changes in the EV demand environment have led, and may in the future lead, to incremental competitive pricing actions, and we may continue to incur expenses related to payments to our electric vehicle-related suppliers (battery, raw material, or otherwise), asset write-downs, or other matters. These market dynamics may continue to occur, which could have a substantial impact on our business, including our investments in supply and production capacity. In addition, policy change in the United States could reduce or eliminate supply- and demand-side incentives, resulting in slower adoption of EVs. Further, the pace of EV adoption could force Ford to take various product-led actions (e.g., curtailing the production and sale of certain internal combustion vehicles) that could have substantial adverse effects on our sales volume and operations. See Item 1A. Risk Factors for additional discussion of the risks related to lower-than-anticipated electric vehicle volumes and our planned transition to a greater mix of electric vehicles.

Read it in 10-K 2025-02-06 at sec.gov ↗

RemovedMD&A
In 2024, the Ford Next segment primarily included expenses and investments for emerging business initiatives aimed at creating value for Ford in vehicle-adjacent market segments. As of January 1, 2025, Ford Next is no longer a reportable segment, and those expenses and investments are reflected in either the reportable segments that benefit from those expenses and investments or Corporate Other.

Read it in 10-K 2025-02-06 at sec.gov ↗

RemovedMD&A
Our Ford Next segment EBIT loss in 2024 was $50 million, an $88 million improvement from a year ago. Ford Next has evolved from primarily investing in the development of autonomous vehicle capabilities to focus exclusively on incubating and launching new businesses creating strategic value for Ford.

Read it in 10-K 2025-02-06 at sec.gov ↗

RemovedMD&A
We recorded $5.1 billion of pre-tax special item charges in 2023, driven primarily by pension and OPEB remeasurement, restructuring actions in Europe and China, and the Transit Connect customs matter.

Read it in 10-K 2025-02-06 at sec.gov ↗

RemovedMD&A
(b)Long-term debt may have fixed or variable interest rates. For long-term debt with variable-rate interest, we estimate the future interest payments based on projected market interest rates for various floating-rate benchmarks received from third parties.

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RemovedMD&A
(e)Includes regulatory compliance credit purchase commitments. For additional information on our regulatory compliance credit purchases, see page 10 in the “Government Standards” section in “Item 1. Business”.

Read it in 10-K 2025-02-06 at sec.gov ↗

RemovedMD&A
(b)2022 includes a $7.4 billion loss on our Rivian investment. 2023 includes $2.6 billion of capital contributions to BlueOval SK, LLC. 2024 includes $2.3 billion of capital contributions to BlueOval SK, LLC, offset by a return of capital of $1.4 billion.

Read it in 10-K 2025-02-06 at sec.gov ↗

RemovedMD&A
Pension Plan Contributions and Strategy. Our strategy is to reduce the risk of our funded defined benefit pension plans, including minimizing the volatility of the value of our pension assets relative to pension liabilities and the need for unplanned use of capital resources to fund the plans. The strategy reduces balance sheet, cash flow, and income exposures and, in turn, reduces our risk profile. Going forward, we expect to:

Read it in 10-K 2025-02-06 at sec.gov ↗

RemovedMD&A
•Minimize the volatility of the value of our pension assets relative to pension obligations and ensure assets are sufficient to pay plan benefits; and

Read it in 10-K 2025-02-06 at sec.gov ↗

RewordedMD&A
The following tables provide supplemental cash flow information (in millions):For the Year Ended December 31, 2024 2025 Cash flows from operating activities Company excluding Ford Credit Ford Credit Eliminations Consolidated Net income/(loss) $ 4,638 (10,337) $ 1,256 2,175 $ $ 5,894 (8,162) Depreciation and tooling amortization 5,038 2,529 5,245 2,589 — 7,567 7,834 Other amortization 39 (1,739) 52 (1,891) — (1,700) (1,839) EV asset impairment/program cancellation asset write-downs (including depreciation of $8,140) 9,435 — — 9,435 Provision for credit and insurance losses 13 562 2 614 — 575 616 Pension and OPEB expense/(income) 149 1,062 — — 149 1,062 Equity method investment (earnings)/losses and impairments in excess of dividends received (277) (10) 3,563 9 — (287) 3,572 Foreign currency adjustments 317 (90) 9 (96) — 227 (87) Net realized and unrealized (gains)/losses on cash equivalents, marketable securities, and other investments 45 (3) (317) (29) — 42 (346) Stock compensation 493 492 18 — 511 510 Provision for/(Benefit from) deferred income taxes 74 276 (4,785) 249 — 350 (4,536) Decrease/(Increase) in finance receivables (wholesale and other) — (4,299) 4,992 — (4,299) 4,992 Decrease/(Increase) in intersegment receivables/payables 529 (529) 239 (239) — — Decrease/(Increase) in accounts receivable and other assets (2,230) (267) (2,838) 47 — (2,497) (2,791) Decrease/(Increase) in inventory 27 539 — — 27 539 Increase/(Decrease) in accounts payable and accrued and other liabilities 8,106 319 9,707 396 — 8,425 10,103 Other 211 228 294 86 — 439 380 Interest supplements and residual value support to Ford Credit (5,349) 5,349 (4,011) 4,011 — — Net cash provided by/(used in) operating activities $ 11,823 8,351 $ 3,600 12,931 $ $ 15,423 21,282

Read it in 10-K 2026-02-11 at sec.gov ↗

RewordedMD&A
The following tables provide supplemental balance sheet information (in millions):December 31, 2024 2025 Assets Company excluding Ford Credit Eliminations Consolidated Ford Credit Cash and cash equivalents $ 13,663 14,086 $ 9,272 9,270 $ — $ 22,935 23,356 Marketable securities 14,707 706 14,347 784 — 15,413 15,131 Ford Credit finance receivables, net — 51,850 49,130 — 51,850 49,130 Trade and other receivables, net 5,868 8,855 7,679 7,719 — 14,723 15,398 Inventories 14,951 15,285 — — 14,951 15,285 Other assets 3,339 1,263 3,888 1,299 — 4,602 5,187 Receivable from other segments 1,134 2,285 (3,419) 1,059 2,581 (3,640) — Total current assets 53,662 74,231 (3,419) 124,474 56,344 70,783 (3,640) 123,487 Ford Credit finance receivables, net — 59,786 61,449 — 59,786 61,449 Net investment in operating leases 1,258 21,689 2,038 26,502 — 22,947 28,540 Net property 41,645 283 36,950 338 — 41,928 37,288 Equity in net assets of affiliated companies 6,691 130 2,628 125 — 6,821 2,753 Deferred income taxes 16,196 178 1 16,375 21,438 512 3 21,953 Other assets 11,628 1,237 11,536 2,154 — 12,865 Receivable from other segments 74 — (74) — 13,690 Total assets $ 131,154 130,934 $ 157,534 161,863 $ (3,492) (3,637) $ 285,196 289,160

Read it in 10-K 2026-02-11 at sec.gov ↗

RewordedMD&A
Liabilities Payables $ 23,167 24,845 $ 961 964 $ — 24,128 25,809 Other liabilities and deferred revenue 24,963 2,819 29,118 2,661 — 27,782 31,779 Company excluding Ford Credit debt payable within one year 1,756 5,550 — — 1,756 5,550 Ford Credit debt payable within one year — 53,193 51,752 — 53,193 51,752 Payable to other segments 3,394 25 (3,419) 3,640 — (3,640) Total current liabilities 53,280 56,998 (3,419) 106,859 63,153 55,377 (3,640) 114,890 Other liabilities and deferred revenue 27,165 1,667 29,545 1,357 — 28,832 30,902 Company excluding Ford Credit long-term debt 18,898 16,369 — — 18,898 16,369 Ford Credit long-term debt — 84,675 89,665 — 84,675 89,665 Deferred income taxes 709 364 1 1,074 Payable to other segments — 74 (74) 691 660 3 1,354 Total liabilities $ 100,052 109,758 $ 143,778 147,059 $ (3,492) 240,338 (3,637) 253,180

Read it in 10-K 2026-02-11 at sec.gov ↗

RewordedMD&A
For the Year Ended December 31, 2024 2025 Company excluding Ford Credit Ford Credit Consolidated Revenues $ 172,706 173,996 $ 12,286 13,271 $ 184,992 187,267 Total costs and expenses 168,721 11,052 179,773 185,315 11,121 196,436 Operating income/(loss) 3,985 1,234 5,219 (11,319) 2,150 (9,169) Interest expense on Company debt excluding Ford Credit 1,115 1,254 — 1,115 1,254 Other income/(loss), net 2,073 378 2,451 1,389 357 1,746 Equity in net income/(loss) of affiliated companies 636 42 678 (3,203) 50 (3,153) Income/(Loss) before income taxes 5,579 1,654 7,233 (14,387) 2,557 (11,830) Provision for/(Benefit from) income taxes 941 398 1,339 (4,050) 382 (3,668) Net income/(loss) 4,638 1,256 5,894 (10,337) 2,175 (8,162) Less:

Read it in 10-K 2026-02-11 at sec.gov ↗

RewordedMD&A
For a description of these causal factors, see Definitions and Information Regarding Ford Credit Causal Factors.2023 2024 Factors.2024 2025 H / (L) GAAP Financial Measures Total Net Receivables ($B) $ 133.2 $ 143.6 $ 10.4 146.3 $ 2.7 Loss-to-Receivables (bps) (a) 35 50 15 59 9 Auction Values (b) $ 30,950 30,510 $ 29,810 (4) 31,475 3 % EBT ($M) 1,331 1,654 2,557 $ 323 903 ROE (%) 10.6 % 9.1 % (1.5) 14.9 % 5.8 ppts Other Balance Sheet Metrics Debt ($B) $ 129.3 $ 137.9 $ 8.6 141.4 $ 3.5 Net Liquidity ($B) 25.7 25.2 (0.5) 24.6 (0.6) Financial Statement Leverage (to 1) 9.7 10.0 0.3 9.6 (0.4)

Read it in 10-K 2026-02-11 at sec.gov ↗

RewordedMD&A
As of December 31, 2024, 2025, our estimated expenditures for the maximum quantity that we are committed to purchase under these offtake agreements through 2035, subject to certain conditions, consist of total approximately $1.8 $4.7 billion of purchase obligations and approximately $4.9 billion of contingent purchase obligations based on our present forecast. forecast; however, our forecast could fluctuate from period to period based on market prices, which may result in significant increases or decreases in our estimate.

Read it in 10-K 2026-02-11 at sec.gov ↗

RewordedMD&A
Worldwide, our Our defined benefit pension plans were underfunded by $0.5 $0.2 billion at December 31, 2024, 2025, an improvement of $1.8 $0.3 billion from December 31, 2023, 2024, primarily reflecting 2024 2025 plan contributions offset partially by a remeasurement loss and the impact of higher discount rates compared to year-end 2023, partially offset by actual asset returns lower than our assumptions. separation costs.

Read it in 10-K 2026-02-11 at sec.gov ↗

RewordedMD&A
Company Excluding excluding Ford CreditDecember 31, 2023 2024 December 31, 2024 2025 Balance Sheets ($B) Company Cash $ 28.8 28.5 $ 28.5 28.7 Liquidity 46.4 46.7 49.8 Debt (excluding finance leases) (19.9) (20.7) (21.0) Cash Net of Debt 8.9 7.9 (excluding finance leases) 8.7 7.7 Pension Funded Status ($B) Funded Plans $ 2.1 3.4 $ 3.4 3.7 Unfunded Plans (4.4) (3.9) (3.9) Total Global Pension $ (2.3) (0.5) $ (0.5) (0.2) Total Funded Status OPEB $ (4.7) (4.4) $ (4.4)

Read it in 10-K 2026-02-11 at sec.gov ↗

RewordedMD&A
Moreover, in order to secure critical materials for production of electric vehicles, to manufacture electrified products, we have entered into and we may, in the future, enter into offtake agreements with raw material suppliers and make investments in certain raw material and battery suppliers, including contributing up to a maximum of $6.6 billion in capital to BlueOval SK, LLC (“BOSK”) over a five-year period ending in 2026. suppliers.

Read it in 10-K 2026-02-11 at sec.gov ↗

RewordedMD&A
The weighted average discount rate used to determine the benefit obligation for worldwide OPEB plans at December 31, 2024 2025 was 5.46%, 5.27%, compared with 5.10% 5.46% at December 31, 2023, 2024, resulting in a minimal impact to our worldwide net remeasurement gain of $112 million, which has been recognized within net periodic benefit cost and reported as a special item. remeasurement.

Read it in 10-K 2026-02-11 at sec.gov ↗

RewordedMD&A
However, production constraints due to capacity and labor shortages remain as As we adjust to shifting market conditions and balance our production mix, continued uncertainty with regard to current and the increased tariffs announced on February 1, 2025 and any additional future levels of tariffs, as discussed above, could have a significant impact on our supply chain and, in turn, our production.

Read it in 10-K 2026-02-11 at sec.gov ↗

RewordedMD&A
Company adjusted EBIT excluding Ford Credit EBT, EBT; capital spending, spending; depreciation and tooling amortization, amortization; changes in working capital, Ford Credit distributions, interest on debt, cash taxes, and all other and timing differences (including timing differences between accrual-based EBIT and associated cash flows). capital;

Read it in 10-K 2026-02-11 at sec.gov ↗

Quiet changesMD&A
In addition, government regulations in certain markets aimed at reducing emissions and increasing fuel efficiency (e.g., ZEV mandates and low emission zones), and other factors that accelerate the transition to electrified vehicles, may increase the cost of vehicles by more than the perceived benefit to consumers and dampen margins.

Read it in 10-K 2026-02-11 at sec.gov ↗

Work on F in a spreadsheet: Excel workbook (a sheet per section, ten years by column, charts, links to the filings) · CSV. For a Google Sheet that stays up to date, paste =IMPORTDATA("https://tickdelta.com/company/F/export.csv") into a cell.