Also, the production costs (6.0M) if assigned over sold units (624) are near equal at current sold units.
Your numbers are inflated ...
Orders so far for A220-100 / 300 as per https://en.wikipedia.org/wiki/List_of_Airbus_A220_orders_and_deliveries
(-) 82 ordered by leasing and without customers so far;
(-) 10 for Odissey Airliners (are they still rising funds ?);
(-) 5 for Iraqi Airways (not confirmed so far if they will take this planes);
(-) 10 for Gulf Air (not confirmed so far if they will take this planes);
(-) 60 for Moxy (Neeleman still rising funds).
Now it stands at 349 ...
And people speculate a lot here for a long time what Republic Airways could do with their order for 40 A220-300.
And guess what: Airbus just removed it ...
You cannot say one thing without reflecting on all of it.
Lets take out the E2 leasing company orders:
Aer caps 50, Aircastle 25 and Chinese lessors 10
- E2 has 85 orders left.
Then take out Air peace whose CEO just got arrested for fraud and money laundering
- E2 has 75 orders left
Then you look at the longevity of the airlines whose ordering each A220/E2.....
- A220 has Delta, Air Canada, Air france (Dare you to try and say its not firm yet) Swiss, Korean air, Jetblue, Egypt Air etc, all massive airlines, building the worldwide support base for the parts, and able to top up orders etc.
The E2 has KLM of any note, and Azul maybe, the rest are very small orders i.e Binter etc.
Then you have to agree, A220-500, already being touted by Air france and others and very well could be around the corner, then you have a family of planes that the E2 doesnt come close to nor can it expand to compete.
That being said - I believe the E2 is more of a regional jet, the A220 is a mainline Jet and people need to stop comparing the two.