C'è il Grand Cherokee, Wagoneer, GW, tutti in arrivo tra il 2020 e il 2022.

8 ore fa, GL91 scrive:

Si ma quali robe nuove Usa? Non mi pare ci sia niente in programma o che giri nemmeno oltreoceano, FORSE solo un facelift della Pacifica potrebbe esserci quest'anno, e non ci metterei la mano sul fuoco. Giulia e Stelvio sono le uniche su cui siamo certi ci saranno aggiornamenti.

Si parla di UConnect, Giulia e Stelvio non lo hanno, quindi sicuramente le ultime RAM e Jeep.

1 ora fa, nucarote scrive:

C'è il Grand Cherokee, Wagoneer, GW, tutti in arrivo tra il 2020 e il 2022.

21 ?? per una volta non allunghiamo i tempi ????

On 30/4/2019 at 09:01, SoUlSnAkE scrive:

comunque tra manley e l’altro ********** degli elkan non so chi sta messo peggio cioè almeno con il golfino sentivi cose sensate....

beh beh, anche il golfino ne diceva delle belle, poi se le rimangiava, poi ricambiava idea. Cerchiamo di ricordare bene.

6 ore fa, KimKardashian scrive:

Si parla di UConnect, Giulia e Stelvio non lo hanno, quindi sicuramente le ultime RAM e Jeep.

Vero, avevo dimenticato che il sistema Alfa è diverso. Il mistero allora si infittisce, su cosa debutterà il nuovo sistema, visto che parlano di 2019? Le candidate potrebbero essere Pacifica (per la quale mi aspettavo un FL il prossimo anno) o le Dodge, il cui ultimo aggiornamento ormai è del 2015, ma sono pure speculazioni del sottoscritto. Oppure potrebbe debuttare su modelli già in vendita, senza che questi siano aggiornati in altri dettagli, semplicemente come MY2020, però forse la novità passerebbe un po' in secondo piano.

Modificato 2 Maggio 20196 anni fa da GL91

https://www.fcagroup.com/it-IT/media_center/fca_press_release/FiatDocuments/2019/may/FCA_RISULTATI_PRIMO_TRIMESTRE_2019.pdf

L’EBIT adjusted e il margine del primo trimestre, come anticipato,sono in calo rispetto allo scorso esercizio principalmente per effetto della produzione concomitante della Jeep Wrangler dinuova e precedente generazione nel primo trimestre 2018 e della transizione verso una nuova strategia commerciale in EMEA. L’impatto dei minori volumi a livello globale è stato parzialmente compensato dalla costante crescita dei volumi di Ram, da miglioriprezzi netti, soprattutto in Nord America e dal miglioramento del mix di prodotti e canali di vendita in diversi mercati. Di rilievo nel trimestre è l’ottima performance del Ram 1500 che ha conquistato la seconda posizione nel remunerativo segmento USA dei pickup leggeri, con una quota di mercato del 23,3%, in aumento di 4,5 punti percentuali rispetto al primo trimestre 2018.Nel primo trimestre abbiamo implementato diverse azioni volte al rafforzamento del business, tra cui il rinnovo del contratto di lavoro in Italia e le costanti iniziative sui costi in tutte le Region. Inoltre, abbiamo annunciato il prolungamento della nostra collaborazione con Groupe PSA in base al quale FCA aumenterà la capacità produttiva della JV Sevel, favorendo la nostra crescita futura nel segmento ad alto margine dei veicoli commerciali leggeri in Europa.Le altre azioni intraprese includono l’arrivo di nuovi senior leader per guidare la crescita delle performance, un focus aggressivo sul marketing e sulla rete di distribuzione di Maserati, e il proseguimento della ristrutturazione della nostra JV in Cina. Inoltre, i lanci del nuovo Ram Heavy-Duty e della Jeep Gladiator proseguono come previsto e stanno ricevendo risposte entusiastiche dal mercato. Questi prodotti contribuiranno alla crescita di margini e volumi in Nord America, soprattutto nel secondo semestre dell’anno. In occasione del Salone Internazionale dell’Auto di Ginevra, il Gruppo ha presentato due modelli ibridi plug-in (PHEV) del marchio Jeep, la cui commercializzazione inizierà in EMEA a inizio 2020, oltre a un nuovo concept di SUV compatto di Alfa Romeo e un concept di auto elettrica modulare high-tech a marchio Fiat.Negli Stati Uniti, abbiamo annunciato un importante piano di investimenti industrialiche permetterà l’introduzione di due nuovi SUV a marchio Jeep in segmenti in cui il brand non è attualmente presente, offrendo in entrambi i casi anche la variante elettrica. Analogamente, la conferma dell’investimento produttivo precedentemente annunciato in Italia accelererà l’introduzione di cruciali prodotti PHEV e BEV nei mercati EMEA.Infine, il 2 maggio 2019 è stata completata la vendita di Magneti Marelli con un incasso di 5,8 miliardi di euro. Il Consiglio di Amministrazione ha approvato una distribuzione straordinaria in contanti di 1,30 euro per azione, ovvero 2,0 miliardi di euro circa,in pagamento il 30 maggio 2019 agli azionisti a libro il 21 maggio2019e dataex-dividend il 20 maggio 2019.

 

On 2/5/2019 at 09:41, Felis scrive:

beh beh, anche il golfino ne diceva delle belle, poi se le rimangiava, poi ricambiava idea. Cerchiamo di ricordare bene.

Sinceramente era un gran paraculo e un mago della finanza però è stato un ceo con i contro che ha saputo risollevare un marchio morto come Fiat e farlo diventare internazionale pur con grandi sacrifici da parte della nostra classe operaia, Manley non mi sembra abbia lo stesso carisma anzi pare più uno zerbino del elkann che non è mai stato il professore (per essere buoni)

In paragone a Q4/18 le KFM del Q1/19 sono in caduta libera

 

Quote

 

Mike Manley

...

So now let me turn to the business and have a quick look at some of the other highlights from the quarter. The launch of the all-new RAM heavy duty pickup is underway and production is ramping up as planned. That's actually slightly ahead of plan. We expect this vehicle to build on the positive momentum we have in the truck business in North America.

We also announced the investments to facilitate the launch of the next generation Grand Cherokee and two new whitespace products for the Jeep brand and these vehicles will enter high margin segments and will start production late 2020 early 2021.

The Jeep Renegade and compass plug in hybrid vehicles were revealed at the Geneva Auto Show in March and these will start production early 2020 and represent the initial ramp up of high voltage vehicles for our European fleet and they'll be followed by the all new Fiat 500 bat and ten additional launches of heavy - heavily electrified vehicles over the following two years.

 

Now in line with our previously announced compliance strategy for both the US and EMEA, we also executed agreements to buy regulatory credits. These credit purchases are designed to minimize FCAs cost to compliance and provide us with a strong hedge against the potential for a lower price recovery in the market than the cost of the technology.

 

Now this is a complementary action to our continued investment, development and deployment of our electrified fleet which will reach 17 nameplates by 2022 and it will bridge the period until we see the combination of market acceptance, technology cost and infrastructure development reaching the point that makes sales of heavily electrified vehicles more financially rational. The cost of these combined actions was envisaged and embedded in our guidance and our business plan

...

 

 

Quote

 

Patrick Hummel

...

My second question would be on Europe and the profitability outlook. Taking into account the steep step down in CO2 emissions that's required to comply, plus the money you have to pay to Tesla. I'm just wondering if from today's perspective you would expect EMEA to be profitable in 2020? And very lastly, can you just give us an update on the remaining supplier businesses in your portfolio, any update on the strategic plans for those two assets? Thank you.

 

Richard Palmer

...

In terms of your last - in terms of the second question, the compliance costs for EMEA for this year we target - we're expecting at around €120 million, going into next year we would expect that to increase. However, the fact that we've brought - we've entered into the pooling [ph] agreement with Tesla, will significantly mitigate the increase.

So we think - I think it's a bit early to give you a number on that, given as we're working on this and we'll obviously keep you updated as we work through the launches of the vehicles for the heavy electrification strategy which we have launching the Renegade, the Compass and Fiat bat [ph] next year.

And obviously our focus is on launching vehicles and being compliant through selling those EVs, but it's also true to say that I think we believe the strategy to augment that with the use of the pooling agreement will help us to be more flexible as we launch those vehicles and wait for the market acceptance more generally of EV vehicles and the volumes that we all need to hit.

 

Mike Manley

Let me just add something on top of that Richard, in terms of - in terms of EMEA obviously what we saw even though it was masked [ph] really by the volume as we saw, the effect of reducing our central [ph] zero kilometre vehicles and other low margin channels, but we did see the increase now in our dealer retail channel which is positive and obviously that's going to continue as we get through the year.

In addition to a series of restructuring actions that will begin to give us traction, I think the second half is - second quarter and through the balance of this year with increased shipments we were positive that by the time we get to the end of the year you're going to see EMEA return to margins in the order of around 3%.

...

 

 

Quote

 

Aileen Smith

Great. That's helpful. And can you talk a bit about your broader macro assumptions, particularly flattish in APAC and EMEA for the full year that incorporates an inflection and improvement in the back half. If alternatively the macro environment remains volatile and weak in those regions, what types of actions can you take from a price or cost perspective to offset potential volume pressure?

 

Mike Manley

...

I think in EMEA you're going to progressively see the benefits of the strategy that we've got in place. And part of reducing those central zero kilometre sales is that they tended - they always ended up back in the dealer channel clogging up and replacing new vehicle sales.

 

Aileen Smith

Great. That's helpful. And one last one if I may, I realize it's very early days in the Jeep Gladiator launch, but can you talk about some of the traction you're seeing at the dealer and consumer level. And in terms of the consumer you're pulling in on Gladiator. Are they primarily coming to trading on Wrangler or are you pulling in more traditional pickup buyers?

 

Mike Manley

I can tell you - I can't answer the second question yet. What I can tell you is when we - when we opened the vehicle for orders we now set and it's a very short space of time, something like 25000 orders from our dealers for the vehicle, which is probably one of the quickest order ramp ups that I can I can remember. And obviously as it gets into the market we’re able to profile where our customers are coming from. We in subsequent quarters we have to give you more information.

 

 

Quote

 

Brian Johnson

Yes. Good morning, Mike and Richard and team. Just following up on the last set of questions, one thing concerning to some observers over here is the high levels of Ram inventory and the high levels of Wrangler inventories. What does that mean for 2Q - how did it get there, what does that mean for 2Q production levels? And are you comfortable you're running the operations with kind of a tied eye that at dealers stock has [indiscernible]?

 

Mike Manley

...

With Wrangler, what - remember what's happening with Wrangler is the plant is going to go down for a period of time now in preparation for the plug in hybrid. So that was with an eye for that, that obviously was embedded in our forecast and our plans for the second quarter.

...

 

Brian Johnson

Okay. And any kind of thoughts following up on that - on continued two truck strategy or legacy Ram, new Ram. How long you might continue to follow that and what kind of volume mix you might be thinking about, because it's hard to tell outside in between the two platforms?

 

Mike Manley

I think the strategies worked well for us. We've really thought about which models, as you know the Classic really is the - what I would call the real traditional workman's truck in our Express and our tradesmen side. That's where we intend to keep it, which means we can focus our new truck with all of its technology on the mid to high price band. I see no reason at this moment in time in the foreseeable future to change that strategy.

We saw a big swing of course from Classic to the new truck. As we continue to work to develop our fleet sales, you're going to see DS volume which is our internal code for Classic to increase.

You know we made very big gains in total share and very big gains in retail share, but where we still sit with a big opportunity is in government and commercial sales. To some extent last year our fleet business teams were not able really to address that because all of the supply was dedicated to other channels. We think there's an opportunity for us to grow and I think that the Classic truck will be one of the areas that enables us to do that.

 

 

Quote

 

Adam Jones

Okay. Thank you. All right. Just a couple other questions. Has FCA made a decision to reintroduce the Dakota process there?

 

Mike Manley

No I don't think it will, maybe the Ram team and FCA professional team are very focused on solving a metric ton midsized truck solution for us because it's a big part of the portfolio and the growth that we want to achieve.

It's an interesting question and it's an easy question dilemma for them because on the paper they may look at the same vehicles, but in reality they're very, very different vehicles. So us being able to find a cost effective platform in a region where we can build it with low cost and its still being very applicable in the markets is what they're struggling within the moment.

I want that problem solved frankly, because it's a clear hole in our portfolio. It will not be filled with Gladiator, because Gladiator has a very, very different mission. But trust me on that, they're focused on it. We need to get it fixed in.

 

 

Quote

 

Mike Manley

 

Demian, this is Mike. I'm going to answer your first question because I actually – its obviously on many people's minds, so I'm going to try and be as accurate as explicit as I can on this area.

 

If I think about 2019, as we came into the year with 2019 with the fleet that we had without making dramatic changes that would have impacted our profit, I estimate and I'm looking at - I'm looking at Richard, I estimate we probably would have picked up a fine of around 350, 375 something like that, 390, 390 in the marketplace.

 

The route that we've taken is dramatically, dramatically reduced that number and we will achieve compliance. So in 2019 what you're going to see in terms of my split and obviously it's not going to be - it is going to be close, but it's not going to be exact. I would say we will achieve compliance roughly with 20% of conventional technology because we're in the process of now rolling out a high efficiency energy and other technologies areas reduce vehicle demand.

 

Now remember most of our competitors have already done that. We chose to do it this year. That will bring us about 20% there, the rest 80% will be through credit pooling. So then I think then through 2021 for example, obviously in 2020 we'll have the two plug in hybrids and the battery electric vehicle.

 

In 2021, I think that conventional tech will give us about 40% of our compliance, electrification by that time we will then have five vehicle. We'll have more than that, we'll have three from 2020, plus another six coming on stream.

 

In Europe 45% of our compliance will probably come from electrification, about 15% from purchase credits and then as we get into 2022, I think electrification roughly 50% to 60% conventional tech 40% and if there is a need for pooling it will be very, very small.

 

So I think we have a picture and a strategy that will do two things. One, I think it will be a good hedge for us in terms of - if pricing is not available to fully recover the cost of that technology and obviously there is still some work to do to roll our infrastructure and drive consumer demand.

 

And secondly, I would stress that, that we are continuing and have continued with the investment and development of our electric vehicle, so we have flexibility in terms of how we achieve over that period of time and that's how I'm thinking about it. That's how I'm thinking about the part of our compliance strategy that involves credit purchasing in Europe. Is that helpful?

 

 

 

https://seekingalpha.com/article/4259690-fiat-chrysler-automobiles-n-v-fcau-ceo-mike-manley-q1-2019-results-earnings-call-transcript?part=single 

 

 

https://seekingalpha.com/article/4259690-fiat-chrysler-automobiles-n-v-fcau-ceo-mike-manley-q1-2019-results-earnings-call-transcript?part=single

 

Cita

....

We also announced the investments to facilitate the launch of the next generation Grand Cherokee and two new whitespace products for the Jeep brand and these vehicles will enter high margin segments and will start production late 2020 early 2021.

The Jeep Renegade and compass plug in hybrid vehicles were revealed at the Geneva Auto Show in March and these will start production early 2020 and represent the initial ramp up of high voltage vehicles for our European fleet and they'll be followed by the all new Fiat 500 and ten additional launches of heavy - heavily electrified vehicles over the following two years.

Now in line with our previously announced compliance strategy for both the US and EMEA, we also executed agreements to buy regulatory credits. These credit purchases are designed to minimize FCAs cost to compliance and provide us with a strong hedge against the potential for a lower price recovery in the market than the cost of the technology.

Now this is a complementary action to our continued investment, development and deployment of our electrified fleet which will reach 17 nameplates by 2022 and it will bridge the period until we see the combination of market acceptance, technology cost and infrastructure development reaching the point that makes sales of heavily electrified vehicles more financially rational. The cost of these combined actions was envisaged and embedded in our guidance and our business plan.

So now I'd like to turn to the commercial performance of the business. Sales volume in North America was slightly down year-over-year, driven in the main by reductions in our Chrysler and Dodge brands, particularly in passenger car and minivan.

Volume in our Jeep brand remained in line with the segment movements with the exception of Renegade where we chose to improve price rather than chase share. Ram continued its momentum in the quarter increasing total volume by over 200,00 units which enabled the brand to capture the number two position in the coveted us full sized truck segment.

....

Ram heavy duty gained 1.4 points of total share and a significant 4.8 points of retail share. So I don’t think its bad for a vehicle that's just about to be replaced. Ram 1500 is also performing particularly well gaining 4.5 points of total share and 4 points of retail share and transaction prices are up 10% year-over-year.

In Asia Pacific volume was down reflecting continued challenges in China where we experienced further industry contraction, as well as significant competition in our segments.

Passenger car volumes were down primarily as a result of discontinued models and the decision we have made to reduce dependence on low margin channels in the main central zero kilometre sales. We're already seeing the results of this move with improvements in our dealer retail channel which will have increasing benefits during the year.

In Latin America our sales volume and share was up reflecting continued improvement in the Brazilian market more than offsetting the weakness in Argentina.

Now you'll see significant focus on improving net price and reducing costs. These actions are being progressively embedded in our brands and operating units and we’ll clearly benefit from these. During the remainder of the year, the shipment volume ramps up.

Now in China, we've made progress to address our operating performance. We've recently announced actions to streamline our joint venture structure and bring in new experienced leadership.

 

Our cost reduction and quality efforts are making good progress. We now need to regain sales traction and continue to work on our product portfolio. So the market remains a work in progress, but I think we have a clear understanding of what needs to be done.

When I think about China though, we do expect the market to see significant price impression the second and third quarters as the industry transitions to China six standards. But our expectation is the region will show a significant improvement over last year.

In EMEA we face a number of headwinds due to negative market pricing, adverse exchange rates and higher compliance costs, including the incorporation of our new powertrain technologies. We've made progress, reduced our inventory with data stocks down 13,000 units. So more to be done, but good progress so far and the effects of improving our channel makes us more than offset by the volume shipments increase will come through to the bottom line.

We have our compliance costs contained and other restructuring actions will progressively yield benefits throughout the year. And our expectation is subsequent quarters will see a return to profitability with the region recovering to around a 3% margin by the fourth quarter.

Now the Latam post another solid quarter with Brazil and rest of the Lataam offset in the significant headwinds from Argentina, and that team there also continues to focus on net price and cost, and with Brazil expected to be strong for the remainder of the year, we think the Lataam strong performance will continue.

Lastly, let me talk about Maserati. Maserati had a tough quarter and for us regaining sales momentum is our key focus. So we have now bought in additional marketing and sales resources to help the brand do that. What's clear is with the luxury brand rebuilding a sales pipeline takes longer than a mass market brand. But we are seeing positive signs that sales are recovering.

China will continue to be a drag though as we transition to China 6, during the second and third quarter as I previously mentioned. But we're also making good progress on improvement of our vehicle margins in North America and in EMEA.

The first half will be a low point in Maserati’s performance with improvements coming in the second half. So when I stand back and look at the underlying strength in North America the actions in EMEA to address performance and the continued strength in the Tam, we expect to see sequential quarters improving throughout the year and as a result we have confidence in our guidance and believe that 2019 will be another solid year for FCA.

....

Demian Flowers

Thank you. Yeah. And my first question is on going back to EMEA CO2 compliance, so you've got to make up around 30 to 35 grams in order to hit your target. And on my math the polling agreement with Tesla will get you, let's say a quarter of the way there. So while my first question is does that sort of square roughly with the way that you think about the benefit that you get from that?

And then secondly of the remainder that you've got to make up, what's the split that comes from plug ins and EVs that you're going to launch versus the part that comes from improvements that you can make to the traditional part of the rest of your fleet? So the first part.

 

And then just one additional question on CapEx, so it seems like your CapEx was running at quite a low level in Q1 even relative to the normal back end loaded seasonality that you have. So is the 8.5 billion that you talked about for the full year, till the right assumption?

Mike Manley

Demian, this is Mike. I'm going to answer your first question because I actually – its obviously on many people's minds, so I'm going to try and be as accurate as explicit as I can on this area.

If I think about 2019, as we came into the year with 2019 with the fleet that we had without making dramatic changes that would have impacted our profit, I estimate and I'm looking at - I'm looking at Richard, I estimate we probably would have picked up a fine of around 350, 375 something like that, 390, 390 in the marketplace.

The route that we've taken is dramatically, dramatically reduced that number and we will achieve compliance. So in 2019 what you're going to see in terms of my split and obviously it's not going to be - it is going to be close, but it's not going to be exact. I would say we will achieve compliance roughly with 20% of conventional technology because we're in the process of now rolling out a high efficiency energy and other technologies areas reduce vehicle demand.

Now remember most of our competitors have already done that. We chose to do it this year. That will bring us about 20% there, the rest 80% will be through credit pooling. So then I think then through 2021 for example, obviously in 2020 we'll have the two plug in hybrids and the battery electric vehicle.

In 2021, I think that conventional tech will give us about 40% of our compliance, electrification by that time we will then have five vehicle. We'll have more than that, we'll have three from 2020, plus another six coming on stream.

In Europe 45% of our compliance will probably come from electrification, about 15% from purchase credits and then as we get into 2022, I think electrification roughly 50% to 60% conventional tech 40% and if there is a need for pooling it will be very, very small.

So I think we have a picture and a strategy that will do two things. One, I think it will be a good hedge for us in terms of - if pricing is not available to fully recover the cost of that technology and obviously there is still some work to do to roll our infrastructure and drive consumer demand.

And secondly, I would stress that, that we are continuing and have continued with the investment and development of our electric vehicle, so we have flexibility in terms of how we achieve over that period of time and that's how I'm thinking about it. That's how I'm thinking about the part of our compliance strategy that involves credit purchasing in Europe.

 

https://www.motor1.com/news/348146/jeep-compass-mercedes-benz-diesel/

secondo questo articolo stanno girando dei muli del Compass con motori diesel Mercedes

 

Cita

Our source tells us that 14 of the small Jeepcrossovers were fitted with Mercedes-Benz diesel four cylinder engines at an independent supplier contracted by FCA. These converted crossovers will test the viability of a diesel-engine option for European and Asian markets.

 

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Modificato 6 Maggio 20196 anni fa da lukka1982