4200blu

Ma dai.....50 unità, è un'operazione a livello di alcuni tuner, ma non di produzione automobilistica.

Stellantis holds off on megacasting, championed by Tesla and Volvo The technique replaces many small welded pieces with a single structure. Stellantis doesn't yet see the benefits in assembly, capital expenditures and aftersales. Stellantis sees "no benefit" to using Tesla-pioneered megacasting to create large sections of its future vehicles, Arnaud Deboeuf, the automaker’s chief manufacturing officer, said. Several other automakers including Volvo, Toyota, Nissan, Ford and Hyundai are either using or planning to use the massive diecasting machines to produce larger sections of the car, replacing multiple parts. However, the presses are expensive and the aluminum diecast sections can be difficult to repair in the event of a crash. "We have done some internal studies and today we don't see the benefit," Deboeuf said. "We don't see the benefit in manufacturing, we don't see the benefit in CapEx [capital expenditure], and we don't see the benefit in aftersales." Deboeuf spoke on the sidelines of Stellantis’ 2024 Factory Booster Day held in Turin at Fiat’s Mirafiori plant, where the automaker showcased manufacturing innovations. "What we are sharing today is step-by-step improvements that are super pragmatic and based on the problems we have," he told journalists. Examples of innovations shown at previous Factory Booster Day events and currently being tested at Stellantis plants include: AI-enabled robot guidance from France’s Inbolt; autonomous wheels from wheel.me, a Norwegian robotics startup; and the Autodesk Construction Cloud, which creates a "digital twin" of a manufacturing facility to allow teams to visualize potential changes before they happen. Pioneered by Tesla Megacasting was pioneered by Tesla, which first used machines from Italy’s Idra. The supplier debuted its Giga Press casting maching in 2019. It is used to create a single aluminum diecast section of the rear underbody of the Model Y that encompasses the trunk floor, inner wheel arches and rear chassis members. The single casting replaces about 100 separate metal pieces. Volvo expects a similar 100-to-1 reduction when it starts megacasting rear floors at its factory in Torslanda, Sweden, for future EVs starting next year. Model Ys built at Tesla’s U.S. plant in Texas also use diecast front underbody sections. Chinese automakers have been quick to follow Tesla’s lead, including Geely-owned Volvo sister brand Zeekr as well as Xpeng and Nio. Zeekr’s megacasting press at its Hangzhou Bay plant creates rear sections for the 001 station wagon, 007 sedan and 009 minivan. The Volvo EM90, a luxury minivan based on the 009, also uses the castings. Zeekr plans to install three gigapresses at its plants in China "in the coming years," the company told Automotive News Europe on a visit to the plant in April. VOLVO CARS A Volvo rear substructure produced by megacasting. Volvo says a single die-cast piece can replace up to 100 smaller pieces that need to be welded together. Volvo told Automotive News Europe that it would install a third megapress in Torslanda as well as add one to a Slovakia factory that is scheduled to open in 2026. Nissan, meanwhile, has indicated it will move to megacasting in 2027 as it works to reduce the weight and cost of its upcoming EVs. Nissan is targeting a 30 percent reduction in manufacturing costs, it said. Toyota’s Lexus division will use megacasting — also known as gigacasting — for EVs, starting with the new LF-ZC midsize sedan due in 2026. "Gigacasting will play a very big role in the LF-ZC, as we want to drastically simplify the manufacturing process of our next-generation EVs," Lexus President Takashi Watanabe said last year. Tesla, however, has reportedly backed away from plans to build entire underbodies using megacasting, opting to stick with its more proven method of casting vehicle underbodies in three pieces. Efficiencies touted Proponents of megacasting say that using large die castings speeds up manufacturing, reduces vehicle weight and brings cost efficiencies, skeptics say they are difficult to repair after a crash. The German Insurance Association (GDV) criticized Tesla last year, saying that cracks can form in castings "even with slight deformation." The inability to easily repair underbody sections can push up insurance costs because cars are more likely to be written off even in light crashes. Volvo disputes the finding, saying that it takes a lot of crash force to destroy a megacasting. "If you crack it, it's possible to repair it to some extent. You can weld it, or you can bridge," said Mikael Fermer of Volvo, whose title is solution architect vehicle platform, "but if you have a really severe crash, then you will break it. Then the car will be scrapped, but it is the same for a traditional car with a steel structure." Stellantis’s Deboeuf is not the only one skeptical about megacasting. A top executive at Magna International, which is a world leader in metal body parts, believes that megacasting carries risks. "We have got to be careful. It's not as easy as it seems," Magna International's head of Europe, Uwe Geissinger, told Automotive News Europe. While Deboeuf is cool on megacasting, he said that Stellantis remains open to investing in expensive manufacturing innovation, citing recent investment in new paint shop technology. He said the company chose not to communicate that investment to focus on cost-cutting initiatives instead. (ANE)

Si sopratutto Cina e altri zone di Asia vendite per regione

BMW Q3/24 globale

esatto, era gia cancellata ma al ultimo momento hanno cambiato direzione.

che non esiste.

...quale prossima esatto?

....da dove proviene l'informazione di un margine più elevato per la convertibile??

Sul sito Skoda non ci sono dati per la 50, la ADAC di Germania scrive 1945kg DIN per la 50.

Elroq 85 Mlada Boleslav

Chinese car accounted for 67% of the world’s new energy vehicles sales, January – August 2024 For the first eight months of 2024, the world’s automobile sales were 58.24 million units; specifically, the new energy vehicle (NEV) sales were 9.39 million units, accounting for 16.1% of the total sales. Breaking it down further, pure electric vehicles accounted for 10.4%, while plug-in hybrid vehicles accounted for 5.7%, and hybrid vehicles accounted for 5.6%. During this period, China’s NEV sales accounted for 67% of the global share, of which July to August was as high as 73%. In the pure electric vehicle and plug-in hybrid markets, China’s share has stabilized at 62% and 77%, respectively. Pure electric vehicle market share For the global pure electric vehicle market share, China’s share was around 60% in 2017-2018, declined slightly in 2019-2020 in which the share was 48% in 2020, rebounded to 65% in 2022, and reached 62% in 2023. For the first eight months of 2024, the share of 62% was maintained. (CNC)

….con i tempistiche famose di Stellantis significa dopo inizio delle vendite e ramp up, che forse forse sara a regime a fine 2027😝, poi 2028 inizierano di ridurre le variante per risparmiare costi 😂.

asslutamente ridicolo, BMW non fusionera con nessuno ma ancora molto di meno con due malatti europei. Forse in un futuro lontano con Toyota o Kia-Hyundai.

sicuramento no perche hanno un problema grave con la media di Co2. E il contrario, Id3 in Germania adesso e disponibile sotto 30k Euro per abbassare il Co2 della flotta venduta.

Il problema dei europei non e la hardware, uguale ice o bev, i probnlemi veri sono la software e la data back bone/la connessione e la velocita/tempistiche dello sviluppo. Ma con 35ore lavorative alla settimana ed una bella work live balance non si fa tempo e sviluppi veloci.

Non solo Voi, Germania esattamente nello stesso modo, sono economie al loro fine del ciclo.

…perche no? Anche i poveri vogliono griglie e loghi illuminati… 😂

neanche Tesla 3 ha il portellone. Per i4 su base Ncar al momento non e deliberato niente finale.

--fixed--

https://www.eqs-news.com/de/news/adhoc/mercedes-benz-group-ag-adjusts-full-year-guidance-for-the-year-2024-based-on-current-market-outlook/2133499

...no, alla BMW c'e la F70, nient'altro che una F40 con LCI pesante per soddisfare la GSR'24.

...la cifra che lo riteneva necessario Herbert Diess gia qualche anni fa. Wolfsburg è un gigante dell'inefficienza come tutti aziende statale e semi-statale.

vedi - ed io parlo di una guida adeguata, almeno in caso di una XM - nessuno compra un mostro di 650CV per poi andare con 110 sulla autostrada. Rispettare i limiti dove sono, certo senza dubbio, ma dove e libero con una XM fai molto comodo 160-180, su tre corsie anche 200-220 senza nessun stress e anche una statale con sorpassi fai diverso con un auto di 650CV, se no hai la macchina sbagliata. Con 110 sulla Autobahn in Germania sei ostacolo al traffico sempre un po' qualcosa in pericolo - conosco molto bene questa situazione con le macchine storiche.

si si lo so, sono cazzate peggiore che i consumi WLTP - lontano da ogni realtà della vita quotidiana.

Sono consumi assurdi dietro un TIR o simile, ma non il stile di guida di un consolente che deve andare da un cliente a Stoccarda ad un altro a Colonia in situazione con traffico che non permette una guida costante e non ha tempo di mettere il tempomat a 105. XM con 6,45l/100 ...... 😂🤣