La crisi dell’approvvigionamento delle materie prime

[4200blu]

1 ora fa, SoUlSnAkE scrive:

Colli di bottiglia nella catena, Cina in lockdown e guerra in Ucraina, tutto questo dopo 2 anni di covid… sicuro che vada meglio???

 

l’unica cosa che ci “salverà” è una sempre più probabile recessione  

 

D'accordo totale, la situazione al momento e peggiore e piu complicata come al inizio del covid.

 

 

[ISO-8707]

 

[4200blu]

Chipmakers have a message for automakers: Your turn to pay

Many semiconductor executives point the finger at automakers' lack of understanding of how the chip supply chain works.

 

The shortages of computer chips that forced global automakers to scrap production plans for millions of vehicles over the past two years are easing -- at a new and permanent cost to the car companies.

What had been "war room operations" to manage chip shortages are becoming embedded features of vehicle development, say executives in both industries. That has shifted the risks and some of the costs to automakers.

Newly created teams at the likes of General Motors, Volkswagen Group and Ford Motor are negotiating directly with chipmakers.

Automakers such as Nissan and others are accepting longer order commitments and higher inventories.

Key suppliers including Robert Bosch and Denso are investing in chip production.

GM and Stellantis have said they will work with chip designers to design components.

Taken together, the changes represent a fundamental shift for the auto industry: higher costs, more hands-on work in chip development and more capital commitment in exchange for better visibility in their chip supplies, executives and analysts say.

It is a U-turn for automakers who had previously relied on suppliers -- or their suppliers -- to source semiconductors.

For chipmakers, the still-developing partnership with automakers is a welcome -- and overdue reset. Many semiconductor executives point the finger at automakers' lack of understanding of how the chip supply chain works -- and an unwillingness to share cost and risk -- for a large part of the recent crisis.

The costly changes are coming together just as the auto industry appears to be moving past the worst of an even more costly crisis that by one estimate has cut 13 million vehicles from global production since the start of 2021, AutoForecast Solutions (AFS) estimates.

'Behave like my best friend'

C.C. Wei, CEO of the world's biggest chipmaker, Taiwan Semiconductor Manufacturing, said he had never had an auto industry executive call him -- until the shortage was desperate.

"In the past two years they call me and behave like my best friend," he told a laughing crowd of TSMC partners and customers in Silicon Valley recently. One automaker called to urgently request 25 wafers, said Wei, who is used to fielding orders for 25,000 wafers. "No wonder you cannot get the support."

Said Sam Fiorani, vice president of global vehicle forecasting at AFS: "It's an arrogant industry. Sometimes it just bites them in the rear."

Thomas Caulfield, GlobalFoundries chief executive, said the auto industry understands it can no longer leave the risk of building multibillion-dollar chip factories to chipmakers.

"You can't have one element of the industry carry the water for the rest of the industry," he told Reuters. "We will not put capacity on unless that customer is committed to it, and they have a stake of ownership in that capacity."

Ford has announced it will work with GlobalFoundries to secure its supply of chips. Mike Hogan, who heads GlobalFoundries' automotive business, said more deals like that are in the pipeline with other car makers.

SkyWater Technology, a chip manufacturer in Minnesota, is talking to automakers about putting "skin in the game" by buying equipment or paying for R&D, CEO Thomas Sonderman told Reuters.

Working closer with autoakers and their suppliers has brought onsemi $4 billion in long-term agreements for power management chips made from silicon carbide, a new material gaining popularity, CEO Hassane El-Khoury said. "We're making billions of dollars of investment every year in order to scale that operation," he told Reuters. "We're not going to build factories on hope."

Michael Hurlston, the CEO of Synaptics, whose chips drive touchscreens, which had held up some auto production, said the recent, more direct collaboration with automakers could create new business opportunities as well as managing risks.

Hurlston said the automotive industry has warmed up to using OLED screens, which are less durable than the LCD screens, a factor that many perceived would limit their use in cars despite better contrast and lower power consumption.

"But that perception has changed pretty dramatically over the last two years. And that perception has changed as a direct result of us being able to talk to (the auto industry)," he said. "The paradigm has really, really shifted for us."

Chief executives of Japan's Renesas Electronics and Dutch NXP Semiconductors have both told Reuters they are co-locating engineers to help automakers design a new architecture where one computer would centrally control all functions.

"They have woken up," said NXP CEO Kurt Sievers. "They have understood what it takes. They try to find the right talent. It's a big shift."

Part of the chip industry

The average semiconductor content per vehicle will exceed $1,000 by 2026, doubling from the first year of the pandemic, according to Gartner. One example: the battery-powered Porsche Taycan has more than 8,000 chips. That will double or triple by the end of the decade, according to Volkswagen.

"We have understood that we are a part of the semiconductor industry," said VW Group's Berthold Hellenthal, a senior manager for semiconductor management. "We have now people dedicated just to strategic semiconductor management."

Securing -- and keeping -- chip engineers will be a challenge for automakers, which will have to compete against the likes of Alphabet's Google, Amazon and Apple, said Evangelos Simoudis, a Silicon Valley venture capital investor and adviser who works with both established automakers and startups. "I think that that would lead to acquisitions," he said.

Unlike Tesla, which designs its own core chips, Simoudis said traditional automakers will have to juggle production of legacy auto models as they make new investments.

 

(Reuters)

 

 

 

 

 

[Gabri Magnussen]

Spero di non essere OT ma, mio padre con l'occasione del service su Golf8, dovrà sostituire una centralina ma arrivando dall'Ucraina, rischia di volerci più tempo del dovuto.
Quindi tagliando più aggiornamento rischia di avere tempi superiori ad una settimana e ovviamente non avendo auto di sti tempi, manco la sostitutiva gli danno.

[AleMcGir]

 

[nucarote]

1 ora fa, AleMcGir scrive:

..

 

Addio a 500 ICE, 500X, Tipo e forse Renegade prima della fine del 2023? 

[xtom]

19 minuti fa, nucarote scrive:

Addio a 500 ICE, 500X, Tipo e forse Renegade prima della fine del 2023? 

 

500 ICE la vedo dura, vende ancora tanto e la 500e non esiste in versione termica.

 

500X invece secondo me molto probabile, la nuova polacca sarà sia ICE sia BEV e di fatto si sovrapporrà molto all'attuale 500X, la cui produzione a Melfi potrebbe cessare per lasciare spazio alle nuove linee per STLA Medium.

 

Stesso discorso per Renegade e Compass, che però essendo prodotte anche in altre parti del mondo potrebbero rimanere ancora un po' in vita.

 

 

[stev66]

Direi più addio alle versioni base e con poco margine di ogni marca e modello. 

[gilerak]

 

36 minuti fa, stev66 scrive:

Direi più addio alle versioni base e con poco margine di ogni marca e modello. 

Ma è giusto. Che stai a scegliere il ninnolo e la ninnola. Dammi tutto e stop.

Andiamo oltre i giapponesi: invece di fare gli allestimenti blindati senza possibilità di aggiungere dotazioni facciamo proprio i modelli blindati.

1 modello. 1 motore per alimentazione + 1 eventuale motore "sportivo" solo per alcuni modelli. 1 allestimento.

La dotazione e il "mood" (basico, elegante, sportivo, lusso) cambia per marchio e modello.

Così dai un senso anche al fare 10 auto diverse sulla stessa base: ognuna avrebbe il suo carattere e le sue dotazioni.

E semplificheresti enormemente la produzione.

 

Vabbè la sto buttando così per ridere, però....

 

[nucarote]

2 ore fa, xtom scrive:

 

500 ICE la vedo dura, vende ancora tanto e la 500e non esiste in versione termica.

 

500X invece secondo me molto probabile, la nuova polacca sarà sia ICE sia BEV e di fatto si sovrapporrà molto all'attuale 500X, la cui produzione a Melfi potrebbe cessare per lasciare spazio alle nuove linee per STLA Medium.

 

Stesso discorso per Renegade e Compass, che però essendo prodotte anche in altre parti del mondo potrebbero rimanere ancora un po' in vita.

 

 

Mi riferivo solo al contesto EU, Renegade e Compass LATAM avranno una vita lunga, specialmente la prima che ha ricevuto un restyling importante.

500 ICE terminerebbe la sua vita a fine 2023 in quanto non rispetta le GSR24 ed attualmente non in programma alcun tipo di adeguamento in tal senso (cosa invece già di fatto annunciata per Panda). Ad ogni modo Fiat considera la 500e quale erede della 500 ICE. 

58 minuti fa, stev66 scrive:

Direi più addio alle versioni base e con poco margine di ogni marca e modello ad eccezione di Panda, almeno fino al 2026

Fixed.