Scelte strategiche FCA (Piano industriale 2018 da pag 97)

[Davialfa]

1 ora fa, lukka1982 scrive:

 

Le Maserati BEV saranno quelle costruire su Giorgio.

Delle attuali, Ghibli e QP saranno PHEV e la prima anche MHEV. @TONI diceva che non è prevista Levante elettrificata per questa generazione. E a posteriori credo di capire anche il perché: probabilmente con la massa in gioco, il L4 PHEV non garantirebbe prestazioni all’altezza.

 

 

 

In realtà i modelli completamente nuovi hanno un’arco temporale più prolungato, per cui non mi stupirebbe che almeno fino alla D-UV i tempi vengano rispettati.

QP e Ghibli furono presentate a breve distanza tra di loro. Levante arrivo più tardi, ma dovettero anche adattare la piattaforma ad una SUV ed al powertrain 4WD su tutta la gamma.

In questo caso, dalla D-UV in poi la piattaforma è la medesima, probabilmente modificata in ottica sportiva per le eredi di GT/C, per cui il lavoro da fare sarebbe minore.

E poi questo piano ricalca in linea di massima il precedente al ‘22, dove si perde la sportiva più piccola in cambio della supersportiva PHEV. 

Anche in questo caso, probabilmente ci lavoravano già da un po’ per il progetto 8C, e quindi ci sarebbe solo la ridefinizione del design in ottica Maserati, che tra l’altro, mi par di aver capire nel thread apposito, la progettazione è affidata o comunque supportata da terzi (Cecomp).

 

P.S.: da questo profilo LinkedIn, che ho screenshottato e postato nell’altro thread Maserati, nessuno si è accorto che... 

 

 

Infatti come vedi ho scritto fino al 2021, proprio l'anno previsto per il D suv

[Nico87]

Nel piano manca la nuova ghibli. Considerato che è uscita un paio d'anni prima della Levante dovrebbe uscire prima insieme alla QP. Non è previsto che la rinnovino o se ne sono dimenticati?

[__P]

35 minuti fa, Nico87 scrive:

Nel piano manca la nuova ghibli. Considerato che è uscita un paio d'anni prima della Levante dovrebbe uscire prima insieme alla QP. Non è previsto che la rinnovino o se ne sono dimenticati?

 

Ghibli mancava anche nel piano precedente.

Credo che su questa vedremo un restyling più profondo che su QP e Levante e che l’erede, se ci sarà, la si vedrà al ‘24.

 

[Alain]

FCP - Fiat Chrysler PowerPoint 

[Bare]

  https://seekingalpha.com/article/4281209-fiat-chrysler-automobiles-n-v-fcau-ceo-michael-manley-q2-2019-results-earnings-call?part=single   

 

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Michael Manley

 

Actually just before – thanks [indiscernible]. I just want to say before we open up to Q&A, I just want to quickly talk about compliance in terms of CO2 emissions standards in Europe because, obviously, last quarter, on the Q&A, we discussed that strategy to reach compliance with European emission standards through a combination of continued deployment of more fuel-efficient traditional technologies. And then I talked a little bit about the progressive rollout of electrified vehicles and, obviously, the use of pooling arrangements within EU. And I just want to add a little bit clarity before we go to the Q&A session.

 

So, in 2019, we'll, obviously, continue to roll out additional technology improvements, but we'll have fuel efficiency of our vehicles, and that does include our new combustion engines. So, the latest GSE engines are now being rolled out progressively across Europe, which will give us a significant help.

 

And these actions, combined with the credit pooling agreement with Tesla that I discussed before, will mean that FCA will not pay fines this year.

 

Now, in 2020, we are going to launch the Fiat 500 BEV that I mentioned earlier, along with the Jeep Compass Renegade and Wrangler plug-in hybrids, which I think will probably get to the sales mix somewhere in the order of around 5%.

 

And these vehicles along with the increased use of mild hybrids, combined with our Tesla credit pooling agreement, means that we're forecasting to be compliant in 2020 with a combination of those things.

 

Now, in 2021, we'll add another battery electric vehicle to our fleet, another plug-in hybrid and four more mild hybrid applications. And that will be as we transition to meeting emissions standards in 2022 with our own products, rather than in combination with carbon credits.

 

 

So, what we're looking at is really a transition from where we sit today, progressive transition, I think, with the right investments in our electrified vehicle fleet to back end of 2021, 2022 where we will through our own products, as I just mentioned, be completely compliant.

 

 

 

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Rod Lache

 

Great, thank you. And just switching to North America, two questions. One is, did the new Ram heavy-duty production ramp kind of come in as you had been expecting it to in terms of the trajectory of that launch?

 

And, secondly, looking at the light duty, you said that the DS Ram Classic will run for as long as it makes business sense and it seems to be doing quite well. Can you just talk about, longer term, how you're thinking about product planning for Warren? Eventually, I presume you're expecting something is going to replace that line. How should we be thinking about the timing of that and how you're thinking about what could replace that contribution margin?

 

Michael Manley

 

So, with regard to the ramp-up of heavy-duty, yes, very much on track. And same with Gladiator. In fact, ahead of where we thought they would be. So, I'm very pleased with the team and thank them for the work they did getting ready for that. Obviously, we learned a lot with the light duty ramp-up and we're determined not to repeat it.

 

 

In terms of the Classic, the intention is, as you said, as long as it makes business sense for us to continue to run it. In Warren, we're facilitated – that line is being facilitated to be able to run a production line for light duty into the future because if I look at overall volume demand that we have today and the three sources that we had, even though it's true the combined volume of those three sources is slightly in excess of what I would call today's forward-looking demand, we seem to the growing at a relatively good pace. So, I think keeping flexibility going forward is important, which means that if we make changes to the Classic, it may well stay as a classic, but updated classic, if you know what I mean. Because the dynamic between that on our entry level and then DT, as we call it, on our mid and high level, seems to be working well in our showroom now. So, that's kind of how we're thinking about it.

 

 

 

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Stephen Reitman

 

Yes. Good afternoon, everybody. Looking at the margins, obviously, North America, about 102% of the overall results. So, it's really all about North America with the optionality, I guess, in the other operations. How much do you think you can recover – or how much you're going to be delivering – sounds like you had mentioned that the cost savings will be more constrained in the second half of the year in the other regions. So, [indiscernible]?

 

And looking at the margins in North America, we see a very strong acceleration between Q1 and Q2. I think the guidance is very much that we'd see that much more in the second half of the year. So, we've seen 10% margins in the third quarter of last year. Do you think that's a consistent run rate we might see in Q3 and Q4? Thank you.

 

Richard Palmer

 

Hello, Stephen. Yes. So, as we look at the progression into second half of the year, I think, as you mentioned, the margin performance in Q2 in NAFTA is very supportive of our second half guidance. We expect to progress up to 10% margin in both Q3 and Q4 in NAFTA.

 

The drivers are the things we have been talking about. So, we will have more heavy-duty trucks in the second half, more Gladiators in the second half, actually more light duty as well. We would also have probably a better retail fleet mix, seasonality wise, improvement in pricing from the model year launch in Q3.

 

So, all of those things, together with continued focus on industrial costs, while it's true that we had launch issues through the beginning of – in the middle of last year, but we also had a lot of launch costs while continued issues in the plants also through the end of last year. So, I think we'll see industrial costs continue to be positive also in NAFTA through Q4. So, all of those elements are focused for us to get to 10-plus-percent margin in the second half for North America.

 

I think, for Latin America, we also expect to continue to see improvements. I think our business in Brazil has been performing very well. We are not counting on an improvement in Argentina, but I think the Jeep brand, the Pernambuco installation, the Fiat Toro as well, the team down there is doing a very good job. We have opportunities, I think, to continue to improve margin in Latin America, also outside of Brazil.

 

Maserati, in this first half, is taking a few impacts, not least of which the residual value impact we had this quarter, which we don't expect to repeat in the second half. It's also true that Maserati will continue to have some level, I think, of stock reduction in the second half. But I think we'll see some level of improvement first half to second half.

 

And, EMEA, obviously, the issue on EMEA is also seasonality because, as you know, Q3 has low seasonality in terms of volumes. We expect, though, Q4 to start to show some level of improvement in terms of margins. So, all of those things will contribute to seeing a second-half margin for the group which should exceed around 7% to get to our guidance.

 

 

 

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Martino de Ambroggi

 

Thank you. Good afternoon, everybody. I have a follow-up on the previous question. So, it requires just a qualitative answer. But do you perceive any change in the attitude of the sector after your very detailed proposal for the merger deal with Renault? I'm not asking you is someone else is proposing itself. But do you perceive the doors are more open, more closer, locked compared to the recent past? Because this move would radically – well, not radically, but significantly change the competitive landscape. So, maybe – so, it's putting a bit of pressure on other players.

 

 

Michael Manley

 

Yes. Hi, this is Mike. I think my assessment of the situation is – and it is just recently, many people have let us know that in Europe, in particular, partnerships, corporations and even mergers are going to be necessary going forward to maintain some people's profitability in the marketplace, particularly if you're very, very heavily exposed to the European market. And you've seen a number of companies announce different corporations or announce that they're open to corporations or partnerships or platform sharing.

 

So, I think, in general, partly because the concept of global volume has probably been replaced now with a bigger focus on regional volume because the regions are obviously developing very, very differently. Means, a number of people are open to looking at those things, if you like. It's more common.

 

Martino de Ambroggi

 

Okay. And if I may have a more specific question because, if I look at the public statements coming from Renault, it seems they're still interested in restart negotiations with you. And I should pose my personal feeling, this is also the case for you in certain circumstances. But what are the minimum conditions required for you in order to potentially restart a negotiation with Renault?

 

Michael Manley

 

Martino, this is Mike. I'm not surprised people are interested on both sides. The synergies were very compelling, weren't they, in the industrial logic. I think it's still the right industrial logic for today. If you don't mind, what I don't particularly want to do is get into negotiation in terms of what conditions may or may not be the right conditions on this course. So, I'm going to be as polite as I can, but refrain from answering that question, apart from saying I have no doubt why they'd still be interested in it.

 

 

 

 

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George Galliers

 

Okay, thank you. And then, Mike, another area I know you're very focused on is improving the sales channel mix in Europe. Could you perhaps talk to kind of what level of opportunity do you see that as? Is it sort of tens of millions of euros or more than that? And when should we expect to see it start to flow through? And will it be in the sort of volume and mix buckets or net pricing or a combination of the two?

 

Michael Manley

 

Let me just talk, if I can, George, in general a little bit more about EMEA. And I'll expand on some of the things that I told you about before. At this moment in time, we can't really see an income statement because, as Richard detailed there, quite a lot of moving pieces in their income statement. But they have done, I think, some very good and significant work on the cost side of their business and in terms of their efficiency. So, if I look at that ratio, for example, of people, vehicle sales, I think that's been a huge focus in that area.

 

 

EMEA, historically, partly because of the segments that they're in, have used a lot of lower margin channels. Making the move from those into higher margin channels is something that is taking a little bit longer than I had expected at the beginning of the year. And I think we'll benefit from some of the new products that they'll receive in the next two years because, obviously, today we sit with relatively old showing in EMEA.

 

So, I think the upside opportunity is very significant. And I believe that we have opportunity within our portfolio to make that move. And that move, by the way, is not just channel, it's also country where we need to become less reliant on Italy and improve our sales in, obviously, some of the other major markets within EMEA. And we'll be helped significantly as we get into new model launches in the coming 12 and 18 months for the marketplace. But if you look at some of our competitors, we've had a much better cadence of model launches in segments that are outside of the A segment – and that, by the way, is our strategy – you will see that they've had fairly significant success. And it isn't just about new vehicles and driving up their average transaction price. It is obviously controlling the variable costs. So, it's always that balance between driving down our variable costs and making sure our brands are positioned correctly. So, our strategy is not complicated. I think the teams are very clear on what they need to deliver, but they will get significant help once we start renewing that fleet for them.

 

George Galliers

 

Great. And if I can just sneak in a final one on Maserati which seems to be the flavor of the call. There was a quote from Harald Wester in one of the auto magazines where he said, you don't want to go down, you want to go up, referring to vehicle size. And I think some journalists may have interpreted that as Maserati backing away from the midsize UV which was presented in last year's Capital Markets Day. Could you just clarify that the midsize UV does remain part of the product plan at Maserati?

 

Michael Manley

 

Not only does it remain part of the product line for Maserati, it's very important then that product is under development as we speak.

 

 

 

[Davialfa]

Interessante...

Certo la parte dove dice che vogliono diventare meno di dipendenti dall’italia mi spaventa un po’... non vorrei che lasciassero un mercato per loro facile in mano a psa e vag

[steve61]

2 ore fa, Davialfa scrive:

Interessante...

Certo la parte dove dice che vogliono diventare meno di dipendenti dall’italia mi spaventa un po’... non vorrei che lasciassero un mercato per loro facile in mano a psa e vag

Non lo hanno forse già fatto ?

[GL91]

Manley risponde chiaramente ai rumors di cancellazione del D-Suv, bene così (anche se erano rumors costruiti sul nulla).

 

La parte veramente interessante è quella relativa ai modelli in lancio per il 2021: Manley parla di una BEV, una PHEV e 4 mild-hybrid, le prime due mi sento di dare per certo che siano Maserati (D-Suv e/o varianti della supersportiva), le 4 mild-hybrid lasciano aperte più ipotesi, ovvero potrebbero essere Giulia e Stelvio, potrebbero essere sempre Maserati, potrebbero essere Panda, 500 o addirittura Ypsilon. Penso addirittura che i modelli elettrificati in rampa di lancio potrebbero essere di più e che non abbiano voluto scoprire tutte le carte, o che abbiano parlato solo di modelli globali, visti i progetti in sviluppo di cui si parlava sul forum e le norme che entreranno in vigore in quel periodo.

[Marco1975]

Dimentichi la Tonale phev, sicuramente nel 2021.

[vince-991]

1 hour ago, GL91 said:

Manley risponde chiaramente ai rumors di cancellazione del D-Suv, bene così (anche se erano rumors costruiti sul nulla).

 

La parte veramente interessante è quella relativa ai modelli in lancio per il 2021: Manley parla di una BEV, una PHEV e 4 mild-hybrid, le prime due mi sento di dare per certo che siano Maserati (D-Suv e/o varianti della supersportiva), le 4 mild-hybrid lasciano aperte più ipotesi, ovvero potrebbero essere Giulia e Stelvio, potrebbero essere sempre Maserati, potrebbero essere Panda, 500 o addirittura Ypsilon. Penso addirittura che i modelli elettrificati in rampa di lancio potrebbero essere di più e che non abbiano voluto scoprire tutte le carte, o che abbiano parlato solo di modelli globali, visti i progetti in sviluppo di cui si parlava sul forum e le norme che entreranno in vigore in quel periodo.

Se l'obiettivo e' di ridurre la media della CO2 emessa in tempi relativamente rapidi, avrebbe senso andare a elettrificare i modelli che consumano di piu' e quindi che emettono piu' CO2. Panda e Ypsilon non le vedo tra queste almeno nell'immediato