4200blu

In un intervista qui in Germania Blume ha detto molto chiaro, che non ci sara una espansione della gamma verso il basso, ne in versione ice ne in bev. L‘allargamento della gamma sara sopra direzione lusso.

...per potenza (Europa) ..il botto non era solo nel mercato italiano..

Sono assolutamente d'accordo con la prima parte, non sono d'accordo con la seconda parte: C'e un motivo molto forte per chiudere un centro delle due - i costi e le sinergie del lavoro quando hai solo un centro. Quale altro OEM ha due centri di sviluppo diversi m abbastanza vicono, uno in Europa, uno in Asia, un in America naturalmente altra discussione, ma due europei non fa nessun senso a medo e lungo termine se voi risparmiare costi. Naturalmente potresti anche il centro francese e lasciare quello italiano, ma con Tavares non lo so so questa e molto probabile.

Ferrari’s electric supercars will feature distinctive engine noise created through a new amplification system, according to a patent filed by the automaker and cited by analysts at Oddo BHF. The patent covers a “reproduction device for the realization of a sound that can be associated with an electric motor,” Oddo BHF wrote in a note. Ferrari declined to comment when contacted by Bloomberg News. That would allow the carmaker to amplify sound from one or more onboard electric motors before rerouting the roar out through the rear of the car, the broker said. Ferrari is set to start production of its first-ever electric supercar in 2025. Ferrari CEO Benedetto Vigna told investors at the company’s capital markets day in June that sound is one of the “essentials that characterizes a Ferrari.” Every engine has its own “signature” sound, Vigna said, adding that he expected Ferrari’s electric cars to have their own signature engine roar, too. Ferrari’s research into electrification supports Oddo’s view that the carmaker should be able to offer “a compelling and innovative EV product when it comes to the market in 2025,” according to a note on Tuesday. The Maranello, Italy-based carmaker “is not a laggard in that respect,” Oddo said. “A successful sound-reproducing technology could somewhat compensate for the loss of engine sound,” Oddo wrote in the report, as it rated Ferrari shares outperform. (Bloomberg)

The powertrain concept for the new BMW M3 CS teams a 405 kW/550 hp six-cylinder in-line engine with an eight-speed M Steptronic transmission and the M xDrive intelligent all-wheel-drive system. These combine to produce a 0 to 100 km/h (62 mph) time of 3.4 seconds and supreme driving talents that can be enjoyed from each of its four seats. The new BMW M3 CS will be built in a limited run at BMW Group Plant Munich from March 2023, with its phased launch getting underway the same month. The USA, Germany, the UK and Japan are the most important sales regions for the new special-edition model. More power, less weight, compelling performance. A more power/less weight formula instils the new BMW M3 CS with compelling performance qualities and an exclusive aura. It draws its power from a specially upgraded version of the high-revving six-cylinder in-line engine with M TwinPower Turbo technology developed for the BMW M3 and BMW M4 models. This 3.0-litre unit also forms the basis for the engine that powered the BMW M4 GT3 to the DTM touring car title at the first time of asking in 2022. The engine under the bonnet of the new BMW M3 CS therefore also boasts a wealth of technological details derived directly from the race-car unit. Its crankcase has a sleeve-free, closed-deck construction and is extremely rigid, making it suitable for very high combustion pressures. Weight-saving cylinder bores with a wire-arc sprayed iron coating reduce frictional losses. The forged lightweight crankshaft aids power build-up with its exceptionally high torsional resistance while also feeding the engine’s high-revving instincts. Its cylinder head has a 3D-printed core, allowing the coolant ducts to be routed in an optimum arrangement for temperature management that would be impossible to achieve using conventional metal casting methods. The system of oil supply is designed to handle the specific challenges of track use, as is the cooling system. Straight-six engine produces 405 kW/550 hp. These carefully tailored modifications reflect the unwavering focus on achieving high rev speeds and maximum power delivery with the engine in the new BMW M3 CS. The unit’s considerable upgrade potential paved the way for a 30 kW/40 hp hike in peak output compared with the BMW M3 Competition Sedan with M xDrive (fuel consumption combined: 10.1 – 10.0 l/100 km [28.0 – 28.2 mpg imp]; CO2 emissions combined: 230 – 228 g/km in the WLTP cycle; figures for the NEDC cycle: – ), resulting in 405 kW/550 hp. This increase in power was achieved courtesy of targeted revisions to the engine’s M TwinPower Turbo technology and required no concessions in terms of stability or durability. The adjustments primarily involved raising the maximum charge pressure of the two mono-scroll turbochargers from 1.7 to 2.1 bar and making some model-specific tweaks to the engine management. In addition, a specially designed engine mounting with increased spring rates creates an extremely rigid connection between the power unit and the vehicle’s structure. A press of the accelerator is therefore greeted by even sharper engine response and direct transmission of its power to the drivetrain. The engine in the new BMW M3 CS puts peak torque of 650 Nm (479 lb-ft) on tap from just 2,750 rpm and sustains it all the way to 5,950 rpm. It generates maximum output at 6,250 rpm and tops out at 7,200 rpm. The unit’s specific performance characteristics are dominated by its unabated power delivery through to the upper echelons of the rev range. This is accompanied by the emotionally stirring soundtrack produced by the dual-branch exhaust system featuring electrically controlled flaps, a titanium rear silencer with weight-minimising design and – in customary M fashion – two pairs of tailpipes painted in matt Black. Selecting the SPORT or SPORT+ modes for the engine setting in the M Setup menu dials up the drive sound to produce a note with unmissable racing car undertones. This injects real aural drama into proceedings, particularly with gear changes and the accompanying adjustments in rev speed. Feeding standout power onto the road to optimum effect: eight-speed M Steptronic transmission, M xDrive, Active M Differential. The drive torque unleashed by the engine in the new BMW M3 CS is relayed via an eight-speed M Steptronic transmission with Drivelogic. This is operated using either the M-specific selector lever on the centre console or the carbon-fibre shift paddles on the steering wheel. The driver can use the Drivelogic button integrated into the selector lever to alter the transmission’s shift characteristics, with the choice of comfort-oriented, sporty and track-optimised settings. The traction and agility of the new BMW M3 CS are both enhanced by the presence of M xDrive all-wheel drive, which uses an electronically controlled multi-plate clutch in the transfer case to ensure fully variable and super-smooth distribution of the engine’s power between the front and rear wheels. The multi-plate clutch’s oil supply has been optimised to keep the all-wheel-drive system performing effectively even under hard driving on the track. The system’s rear-wheel bias and the way it teams up with the Active M Differential at the rear axle – whose operation is also fully variable – add to the signature M feeling when accelerating or powering through corners. The M Setup menu lets the driver switch from the default 4WD setting to 4WD Sport mode, which directs an even greater proportion of the engine’s torque to the rear wheels. Drivers can also switch off the DSC (Dynamic Stability Control) system altogether and engage 2WD mode. By sending drive power solely to the rear wheels and suppressing any intervention from the control systems to stabilise the vehicle, this setting engages skilled drivers in the driving experience to an even more intense degree. The engine, transmission and M xDrive join forces to produce stunning acceleration times. The new BMW M3 CS takes just 3.4 seconds to power from 0 to 100 km/h (62 mph) and 11.1 seconds to reach 200 km/h (124 mph) from rest. The midrange surge from 80 to 120 km/h (50 – 75 mph) is over in 2.6 seconds (in 4th gear) or 3.3 seconds (in 5th gear). The BMW M3 CS comes with the M Driver’s Package as standard and has an electronically limited top speed of 302 km/h (188 mph). Bespoke tuning for chassis technology and the DSC system; track tyres as standard. The chassis technology in the new BMW M3 CS has been tuned precisely to the engine’s performance characteristics, the overall vehicle concept and its weight distribution. The model-specific settings for the DSC system and M Dynamic Mode have also been purposefully geared to the specific demands of high-speed circuit driving. The individually tuned axle kinematics and bespoke wheel camber settings, dampers, auxiliary springs and anti-roll bars serve to optimise steering precision, transmission of lateral control forces when cornering, spring and damping response and wheel location. The electronically controlled dampers of the adaptive M suspension on the new BMW M3 CS likewise come in a model-specific setup, as do its electromechanical M Servotronic steering with variable ratio and its integrated braking system. Standard specification for the special-edition model includes M Compound brakes with brake callipers painted in a choice of Red or Black. There is also the option of M Carbon ceramic brakes whose brake callipers are available in matt Gold or Red. Also on the standard equipment list for the new BMW M3 CS are forged M light-alloy wheels in an exclusive V-spoke design with a Gold Bronze finish. These particular M light-alloy wheels can also be ordered in an optional matt Black finish. Measuring 19 inches in diameter at the front axle and 20 inches at the rear, the wheels are fitted as standard with track tyres that have been purpose-developed for the special-edition model and measure 275/35 ZR19 at the front and 285/30 ZR20 at the rear. As an alternative to these tyres, which are specially designed for circuit driving, customers also have the no-cost option of high-performance tyres with the same dimensions. Lightweight construction with extensive use of carbon fibre; improved body rigidity. Extensive, model-specific lightweight design measures play a major part in moulding the performance qualities and exclusive character of the new BMW M3 CS. The use of components made from carbon fibre-reinforced plastic (CFRP) both inside and out is of key importance here. Besides its carbon fibre roof, the special-edition model also uses this lightweight, high-tech material for its bonnet, front splitter, front air intakes, exterior mirror caps, rear diffuser and rear spoiler. Its centre console, the shift paddles on the steering wheel and its interior trim strips are likewise all manufactured from CFRP. The standard M Carbon bucket seats also do their bit to keep weight down in the cabin. The titanium rear silencer, meanwhile, shaves more than 4 kilograms off the weight of the exhaust system fitted on the new BMW M3 CS. The various lightweight design measures bring about a total weight saving of some 20 kilograms compared to the BMW M3 Competition Sedan with M xDrive. Body rigidity can be further increased by specifying a package of high-precision strut braces for the engine compartment that have also been engineered for lightness. The cast aluminium elements connecting the spring strut towers to the front end feature a weight-optimised geometry that has been precisely matched – with the help of numerical models – to the forces applied in various driving situations. Exclusive design features promise thrilling performance. The new BMW M3 CS instantly announces its sharper character with a series of individual design features. The Frozen Solid White metallic paint finish available for the exterior is exclusive to the latest special-edition model from BMW M GmbH. Exposed carbon-fibre surfaces for the roof, the two indents chiselled into the bonnet, the front splitter, front air intakes, M exterior mirror caps, rear spoiler and rear apron combine with the Black side skirts and M gills to provide a stunning contrast to the new paint finish. Signal Green solid, Brooklyn Grey metallic and Sapphire Black metallic are available as alternative exterior colours. The vehicle’s front end sports a weight-saving, frameless BMW kidney grille with a stripped-back air reminiscent of racing machines. Designed especially for this model, identifying features include red contour lines and the “M3 CS” badging on the upper of the two horizontal grille bars. Both the model badge at the front and its counterpart on the boot lid have black surfaces with a red border. The BMW Laserlight headlights included in standard specification add another particularly striking flourish to the front end of the new BMW M3 CS. By illuminating yellow instead of white – both during the Welcome sequence when the vehicle is unlocked and while low beam or high beam is switched on – they reference successful GT racing cars. M Carbon bucket seats with exclusive surfaces and seam patterns. Inside the new BMW M3 CS, a sports car cockpit designed with concentrated driving pleasure and maximum performance in mind is brought together with advanced digital technology and exclusive design elements. The driver and front passenger are welcomed as standard by M Carbon bucket seats in a model-specific design. Fully electric and heated, they feature integral head restraints along with an illuminated model badge, resulting in a unique blend of racing flair and long-distance comfort. The use of CFRP in the structural elements of the seat cushion and backrest as well as the eye-catching cut-outs in the side bolsters and below the head restraints are testimony to the seats’ weight-minimising construction. The M Carbon bucket seats in the new BMW M3 CS are upholstered in Merino leather and feature an exclusive design in a Black/Red colour scheme with distinctive contrast stitching. This bi-colour finish is repeated for the two seats in the rear compartment of the sedan. The door panels are trimmed entirely in Black leather in both the front and the rear, while red “CS” lettering adorns the lightweight-design centre console. The standard equipment roster for the new BMW M3 CS also includes M seat belts with a woven stripe pattern in BMW M GmbH colours, door sill plates bearing the inscription “M3 CS”, an Anthracite-coloured headliner, interior trim strips in Carbon Fibre finish and an M Alcantara steering wheel with CFRP shift paddles and a red centre marker. Setup button for customising the car’s configuration. The M-specific control/operation system includes the Setup button on the centre console, which enables direct access to the settings options for the engine, chassis, steering, braking system and M xDrive. Two individually configured setup variants can be stored permanently, together with the preferred settings for the engine note, the DSC system, the Automatic Start/Stop function and the shift characteristics of the eight-speed M Steptronic transmission, and then retrieved using the M buttons on the steering wheel. Also fitted as standard in the new BMW M3 CS is the M Drive Professional system. Consequently, not only does the special-edition model benefit from the M Drift Analyser and M Laptimer functions for evaluating and recording driving skills and performance at the track, it additionally comes with M Traction Control, whose ten stages provide the ideal tools for pushing the car hard on closed circuits. The M Mode button on the centre console – also part of the M Drive Professional package – can be used to adjust both the level of driver assistance system activity and the content shown in the information display and optional Head-Up Display, with a choice of ROAD, SPORT and TRACK settings. BMW Curved Display with M-specific read-outs. The new BMW M3 CS boasts the latest-generation BMW iDrive vehicle experience based on BMW Operating System 8, which includes the BMW Curved Display for the cockpit. This is formed by a 12.3-inch information display and a control display with a screen diagonal of 14.9 inches, which are housed together behind a curved glass surface. With its ergonomic driver-centric positioning, the BMW Curved Display makes the already intuitive touch control even more user-friendly. The information display’s graphical layout and the M‑style content shown there lend themselves to a focused, performance-led driving experience. All driving-related data as well as vehicle status and settings information are neatly arranged within it. The familiar M Shift Lights appear at the top of the information display, while the driving stability system, M xDrive and traction control modes are all indicated at the lower edge. Special widgets containing information on the current vehicle setup, as well as tyre pressure and temperature can be added to the control display’s home screen. Top-class options for added pleasure and comfort during everyday driving. The standard BMW Live Cockpit Professional comes with functions including the BMW Maps navigation system, the BMW Intelligent Personal Assistant, smartphone integration, telephony with wireless charging and a WiFi interface. The BMW Head- Up Display with M-specific readouts and the BMW Drive Recorder are both available as options. The new BMW M3 CS additionally offers customers a select choice of comfort features and driver assistance systems, with the focus placed firmly on the enjoyment of unadulterated driving pleasure. It is equipped as standard with the latest version of Comfort Access, two-zone automatic climate control, the Harman Kardon Surround Sound System, Park Distance Control, Front Collision Warning, Lane Departure Warning and the Speed Limit Info system. An alarm system, automatic boot lid operation and the Driving Assistant and Parking Assistant systems can be added as options Prezzo base in Germnai 146.000.- (BMW Group)

Ford is in talks with China's BYD to sell German plant, report says Ford is gauging interest from around 15 potential investors for its plant in Saarlouis, which builds the Focus compact car, the Wall Street Journal reported. Ford is in talks with Chinese electric-vehicle maker BYD over the sale of its plant in Saarlouis, Germany, the Wall Street Journal reported, citing people familiar with the matter. Ford will end production of the Focus compact car at the plant in 2025 as the company shrinks its vehicle lineup in Europe to concentrate on full-electric cars and light commercial vans. The future of the Saarlouis factory has been unclear since last June when Ford picked its plant in Valencia, Spain, to build its next-generation electric vehicles over the German plant. Ford executives plan to travel to China next week to discuss the potential sale with BYD, the Journal reported. Talks are still in a preliminary stage and may ultimately fall through, the report said. Ford said last June it is seeking alternatives for vehicle production at Saarlouis, including involving other manufacturers. The factory employs 4,600 workers. The Journal report said Ford is also gauging interest from about 15 potential investors, but the terms of any deal are not known. Ford and the regional government of Saarland agreed last September to cooperate on finding new investors for the plant, with a final decision on a buyer to be approved by both parties. Saarland's regional economy minister, Juergen Barke, said in December that buyers were interested, without providing detail. A spokesperson for the ministry declined to comment on ongoing negotiations. BYD, the world's biggest seller of battery-electric vehicles and plug-in hybrids in 2022, told Reuters in October it was looking to produce electric cars in Europe. It currently makes electric buses at a plant in Hungary. Chinese automaker Nio also has a factory in Hungary, near Budapest, where it makes power products for its battery-swapping stations. Separately, Ford said on Tuesday that it intends to decide by mid-February on how many jobs will be cut in Europe after announcing plans to layoff up to 3,200 people at its factory in Cologne, Germany, where it builds the Fiesta small car. Management figures presented a worst-case scenario of up to 2,500 job cuts in product development and a further 700 in administration. Ford has committed to an all-electric lineup in Europe by 2030 and its U.S. leadership has repeatedly flagged that EVs require less labor. Its European staff last saw a wave of job cuts in 2019 and 2020 as the carmaker pursued a 6 percent operating margin in the region, a goal thrown off course by the coronavirus pandemic, with pretax profit margins in Europe in the first nine months of 2022 at just 2.2 percent of sales. (Reuters)

Come ho sentito io da un amico (conce Fiat) la versione 105 del Twinair ha avuto molti problemi al motore stesso, invece la 85 funziona senza problemi. Un amico ha avuto una Twinair 85 4 anno come macchina per lo studio medico, senza problemi. Poi la macchina era passata per altri 2 anni ad il figlio, che studia a Vienna, cosi tanti trasferimenti per la macchina tra Vienna e Monaco su autostrada anche con velocita tra 180 e 190Km/h (o detto in altro modo "full"), forse non il modo di uso adeguatissimo per un bicilindro di 900ccm, ma ecetto un consumo alto a questi condizioni il motore non ha fatto problemi fino a 85.000km, d'altra parta la frizione a queste 85k era rotto la seconda volta entro due anni, motivazione di cambiare la Twinair per una Abarth. Il motore e divertente e va forte quando gira (e gira molto veloce come un motore moto), tuttavia sotto 3000U/min non succede molto. Non conosco i prezzi per Italia, ma 13k per una 2017 a me sembrano altissima, il "trade in" del Twinair 85 (2016) del amico per la Abarth era 6900.- qui in Baviera (in stato frizione riparata).

..che sostituisce 500X oppure la prossima 500X addizionale? ..so something like the Dacia Jogger?

Ford job cuts in Europe: Where the ax will fall Ford's plans to cut thousands of jobs, mostly in product development, triggered a union threat of Europewide disruption. Ford plans to restructure in Europe as the automaker drops its traditionally high-selling but low-margin passenger cars including the Focus and Fiesta to switch to crossovers, SUVs and all-electric vehicles. The company wants to ax thousands of jobs in product development and hundreds of administrative roles, with German locations most affected, the IG Metall union said on Monday, vowing action that would disrupt Ford production if the cuts go ahead. At Ford's technical center in Merkenich, 2,500 of the 3,800 jobs could go. The center does development work for the Fiesta small car and Focus compact model, which are being phased out. Ford currently employs 6,250 people in product development in Europe. About 700 jobs, or 20 percent of the workforce, could be cut at Ford's European headquarters in Cologne and about 1,200 jobs will be axed at the spare parts business, also in Cologne, local press reports said. Jobs will also be cut at Ford's research center in Aachen, Germany, the Ford technical center in Dunton in the UK and at the Lommel Proving Ground in Belgium, reports said. Ford will need fewer people working in product development in Europe as it switches to selling only battery-electric cars in the region by 2030. The company is spending $2 billion to convert its Cologne plant to build two battery-electric cars based on Volkswagen Group's MEB platform. The EVs will launch this year and next year. Ford has a partnership with VW to produce 1.2 million vehicles on the MEB electric platform over six years. As part of its EV push, Ford plans a total of seven new electric models in Europe, along with a battery-assembly site in Germany and a nickel cell manufacturing joint venture in Turkey. Its next-generation EVs sold in Europe, due after 2030, will use a new, software-defined architecture developed in the U.S., which means less work for its engineers in Europe. Ford warned in June last year of "significant" job cuts to come in the near term at its factory in Valencia, Spain and its plant in Saarlouis, Germany, as the shift to EV production meant it would require fewer labor hours to build cars. A spokesperson at the automaker's headquarters in Michigan said on Monday that discussions with the German works councils were continuing and that the company needs to be "more competitive" as it transitions to EVs. He would not comment on specific job plans. Workers were told to expect concrete numbers of job losses from the automaker in mid-February, according to Cologne's daily paper, the Kölner Stadt-Anzeiger. Industrial action threat Ford's plans triggered a union threat of Europewide disruption. "If negotiations between the works council and management in coming weeks do not ensure the future of workers, we will join the process. We will not hold back from measures that could seriously impact the company not just in Germany but Europe-wide," IG Metall said. Ford of Europe produces, sells and services Ford brand vehicles in 50 markets, employing around 45,000 people at its own facilities and consolidated joint ventures, according to its website. The latest cuts come three years after Ford's last big jobs cull. In 2019 Ford announced that it was axing 12,000 jobs in Europe, about 20 percent of the overall workforce, and reducing its manufacturing footprint in the region to 18 facilities from 24. It ended production at three plants in Russia, closed an engine factory in Bridgend, Wales, and shuttered a transmission plant near Bordeaux, France. Ford also closed its UK headquarters in Warley, Essex, and consolidated operations in Dunton, where it has a technical center. (ANE)

...per commercializzazione molto probabile sara cosi, produzione della G65 parte un po' piu prima.

...vuol dire? Tutti i due macchine noiose e senza nessun bellezza come tutti gli altri VW.........ma niente espressione di un disegno geniale o wow. Tutto e ognuno ha il suo tempo/periodo e il tempo della DeSilva e nel tempo passato, per il futuro in un mercato globale totalmente cambiato bisogna altre, nuove idee, non pensionati.

...mah lascia stare il vecchio uomo DeSilva in pensione, sopratutto oltre in Alfa la 156 e in Audi il single frame, cosa erano i suoi altri grandi lavori e meriti? Non vedo molto altro....

...forse non solo per la qualita del lavoro ma piu come consguenza, che Blume pulisce il gruppo dalle uomini e donne del entourage Diess (spesso qualche venuti con lui dalla BMW) e invece installa i confidenti suo dalla Porsche e suoi tempi passati alla VW. Gioco normale in un grande gruppo quando cambia il CEO.

Munich. Under an expanded Joint Development Agreement, BMW Group and Solid Power have added a research and development license as a basis for their common next steps. This license enables BMW to establish an ASSB prototype line in its Cell Manufacturing Competence Center (CMCC) in Parsdorf near Munich. The broadened relationship provides significant benefits to both companies, including conducting complementary cell development and manufacturing activities at both Solid Power and the BMW Group to further advance all-solid-state cell design and manufacturing know-how. “BMW remains committed to the pursuit of all-solid-state batteries, a technology which we believe has significant potential for the future,” said Frank Weber, Member of the Board of Management BMW AG, Development. “We look forward to working even more closely with Solid Power and adding the capability to produce solid-state cells based on Solid Power’s designs at our own pilot facility. We expect this agreement to accelerate the installation of our solid-state prototype line and our companies’ mutual goal of commercializing this promising cell technology.” Prior to the installation of the BMW Group’s prototype line, the BMW Group’s personnel will work hand-in-hand with Solid Power to optimize cell manufacturing processes. “Expanding our relationship with BMW is further evidence that both companies believe in Solid Power’s technology development and the value of solid-state batteries. We look forward to working side-by-side with BMW’s world-class battery team,” said David Jansen, Interim CEO, President and Chair of Solid Power. As next step in the long term industrialisation time line, Solid Power plans to deliver full scale automotive cells to BMW Group for testing purposes in 2023. A first BMW demonstrator vehicle featuring ASSB technology is planned before 2025. BMW Group announced next gen of Li-Ion technology already in 2022 Looking at the nearer future and beyond the relationship with Solid Power: In September 2022 BMW Group has announced its Gen6 Li-Ion cell. For the sixth generation of BMW eDrive technology used in the NEUE KLASSE, the company has fundamentally refined the cell format and cell chemistry. With the new BMW round cell specially designed for the electric architecture of the NEUE KLASSE models, it will be possible to significantly increase the range of the highest-range model by up to 30 percent (according to WLTP). The new BMW round cells come with a diameter of 46 millimetres and two different heights of 95mm and 120mm. Compared to the prismatic cells of the fifth BMW battery cell generation, the cell’s volumetric energy density will improve by more than 20 percent. NEUE KLASSE will make major contribution to sales volumes. With a fast-growing product line-up and high demand, the BMW Group aims to have more than two million fully-electric vehicles on the roads by the end of 2025.The all-electric NEUE KLASSE will make a significant contribution to BMW Group sales volumes from mid-decade. The NEUE KLASSE has the potential to further accelerate the market penetration of e-mobility: This means 50 percent of the BMW Group’s global sales could already come from fully-electric vehicles before 2030. The MINI brand will have an exclusively all-electric product range by the early 2030s, while Rolls-Royce will also be an all-electric brand from 2030. All future new models from BMW Motorrad in the field of urban mobility will likewise be fully electric. (BMW Group)

..se il auto arrugginarsi come una Tesla 3 poi di sicuro....

..ma a cosa serve una nuova batteria con tecnica complettamente differente se la software che gestisci il carico/ricarico, il condizionamento della batteria e la inverter sono vecchio? Non funziona. ..e c'e non solo l'auto e la sua batteria, ci sono anche le colonine, una colonnina del futuro con potenza molto piu alte come oggi, con plug and pay ecc ecc sicuramente non funzionera con una bev vecchia, anche a questo punto la software deve stare insieme, e come siti moderni del internet fatto per un browser di ogg, siti di un browser di 5 o 10 anni fa non potrebbe aprire.

..esatto cosi...una bev e sopratutto software....allora...

...ma Renault non ha annunciato una spaccatura in un ramo elettrico e un ramo ice (la "bad bank")? Forse in futuro le R4 e R5 sono prodotti del ramo "green", invece auto come la megane rimangono nella "bad bank".

...e come oggi un iphone 4...completamente senza valore e non piu usabile (per software non piu aggiornabile, funzioni non piu adatte, batteria rotta ecc.) anche se funziona tecnicamente ancora.....

Credo che si ouo aspettare la stessa potenza per CS come ha CSL.

..si si...un pack di 3 paii calzini piu un paio di Birkenstock...

...chi dici che non ci sara...? 😎 E niente paura per la M3CS, con destinazione Italia ci sara solo una decina...

...veicolo sperimentale per le misurazione e per concetti di filtrare/absorbire il particolare della DLR/HWA (Deutsche Luft und Raumfahrttechnik / Hans Werner Aufrecht)

no ci sono anche altri… Tutti questi linee diverse, materiali, superficie e colori diversi sono un mix disastroso senza senso.

Eu/ misura tutto il particolato che una macchina produce - indipente tramite emissioni motore oppure frni, gomme, per questo i limite della EU per particolati sono validi anche per macchine bev.