4200blu

No.

...secondo me e un pretesto...non mancano i motori, mancano i clienti, i piazzali sono pienissimi di diverse id.

In Austria 20.000 di sconto (incluso 3k incentivi statali) per id4 pronto consegna

Perche?? Fisker neanche ha un stabilmento proprio e esiste, la produzione per loro fa Magna-Steyr. Stesso per Lotus, esiste ma la produzione fa Geely ecc. ecc. Oggi non e piu il punto di avere un stabilmento proprio.

...in cifre assolute naturalmente verso le soliti grandi mercati come Cina e Usa, Corea. Ma per tutti questi mercati, la quota delle X2/4/6 e piu piccolo come la quota dell mercato per tutti i BMW. Facciamo un esempio - di 100 BMW prodotte totale 6 vanno in Germania, ma di 100 X6 prodotte solo 4 vanno in Germania. Invece in Italia vanno di 100 BMW ( tutti modelli) prodotti in media solo 2, ma delle 100 X6 prodotte 6 vanno in Italia, simile per X4 e molto probabile anche per X2nuova. Questo fenomeno non hai per Usa, non per Cina e nemmeno UK e Francia.

il secondo.

...potrebbe essere tutto giusto...ma rimane il FATTO, che queste bruttezze X2/4/6 in Italia vendono significante in maniera sproporzionata...sembra che azzeccano esattamente la propensione in Italia di fare lo sbruffone......

..favoloso..per questo hanno ridotte le variante per aumentare il margine ancora....

Conce - Avalon oppure Bierschneider? 😉

Per me X2 e in perfetta linea con X6 e X4 - sono tutti cessi assolutamente brutti ed inutili, ma c'e un mercato per queste cose, ergo....

semplicemente versione base, non Msport? costa 4k meno

...potrebbe esser, ma.....

si, detto perfetto! Piccola aggiunta: "sterili ma perfette fino alla noia" 😉

Dipende...se sei vecchio (come io) poi hai (almeno in Germania) una patente Klasse 3 che poi era diventata B che permette fino a 7,5to 😝, quindi basterebbe anche per la cybertruck in pieno carica. Ma chi vuole guidare un cesso cosi..

How much is that used EV worth? Maybe less than you think Electric vehicles trail internal-combustion models in residual value because of purchase incentives, fast-changing technology and battery costs, experts say. The Audi E-tron full-electric SUV (later renamed the Q8 E-tron) has a lower residual value than its combustion-engine equivalent, the Q7, says Fintan Knight of Automotive Equity Management. Residual values for electric vehicles are falling behind those of internal-combustion engine cars, experts say, a trend that could threaten faster EV adoption as well as automakers’ profit margins. Purchase incentives for new electric cars, changing technology and the cost of batteries mean that EVs are less attractive on the used car market, experts say. "This is probably the single biggest economic effect that is going to hit the industry," said Fintan Knight, co-founder and CEO of Automotive Equity Management, a startup that benchmarks mobility assets and indexes. Knight, a former Audi, Rolls-Royce and BMW executive, pointed to studies showing that residual values, expressed as depreciation, are more than 50 percent of the cost of mobility (with the rest being running costs, insurance and energy). "It’s central to the business model of mobility," he said. Automakers can offer attractive lease terms if residual values are strong, an especially important point for EVs, which are more expensive to build and sell. Buyers who balk at high list prices -- and the fear of spending tens of thousands of euros to replace a battery -- can be persuaded to switch to EVs by low-cost monthly leases and low running costs, they say. "The higher the residual value, the more attractive leasing rates can be offered, and the more vehicles can be sold," said Martin Weiss, the head of valuations at DAT, an automotive data provider based in Germany. In an example of how strong residual values can make EVs more affordable, Peugeot is able to offer leases for its e-208 small hatchback starting at 130 euros a month in France (with incentives) because the brand’s resale value is high, CEO Linda Jackson said last month. "This positioning, which includes a high level of technology and brand value, gives us high residual values," she said at the launch of the e-3008 compact SUV, adding that Peugeot had worked for 10 years to price itself in the "upper mainstream" segment. It is critical that residual values accurately reflect the cost of depreciation during a lease, experts say. If the value of a 3-year-old EV is much lower than anticipated, automakers, lease companies and dealers will be facing a financial hit when they resell the car, as will owners who bought the car through traditional financing or an all-cash purchase. "To sell the vehicle at this point, it needs to be discounted to match the current market level," Weiss said. "In addition to the holding costs, there are also costs associated with price reductions, leading to reduced profit margins." Buyers will eventually notice lower prices for used cars, Weiss said, affecting projected residual values for new vehicles -- and eventually leading to higher leasing rates. Cost is a major hurdle for EV adoption. A 2022 survey by DAT found that 53 percent of potential EV owners cited "high initial purchase costs" as a reason they bought an internal combustion car instead, an equal number to those who pointed to range anxiety. Tesla has sharply cut prices on the Model Y, Europe's best-selling car overall, and other cars. That could have an effect on residual values for all EVs. Automakers have been optimistic about the residual values of EVs, Knight said, but with supplies of both new and used cars increasing after pandemic- and semiconductor-related supply constraints eased, it is becoming apparent that used EVs have lower value relative to internal-combustion models. Knight says the gap in residual values for EVs compared with equivalent internal-combustion models is about 10 to 12 percentage points. He said the Audi Q7 SUV, a combustion-engine model, will hold its value 11 percentage points better than a Q8 E-tron, the brand's similarly sized EV. "The market for EVs is changing very quickly," Knight said. When EVs first reached the market in significant numbers around 2020, he said, supply was scarce, fuel costs were rising and there were abundant incentives for buyers. "Automakers were bullish on their expectations for [residual values]," he said. "That has faded completely now." According to figures from the U.S., he said, the average new car will depreciate about 28 percent in the first three years of ownership, but for EVs that figure rises to 41 percent. This disparity in residual values "should have happened from Day 1, but the market has not been normal since 2020," said Emmanuel Labi, the president of Autobiz, a French company that provides trade-in and valuation services for automakers. "Every car has been able to sell in recent years. From the moment the market went back to normal, EVs were the first to depreciate." Measuring the gap Data providers use different metrics to compare residual values, but they all point to a clear trend, they say. Among their findings: Autobiz’s research found that the rate of depreciation for EVs is speeding up in Western Europe, especially in the U.K., where EVs two years old or newer are depreciating 1.9 times faster than other powertrains in 2023, compared with 0.7 times faster in 2022. DAT found that residual values for three-year-old EVs began trailing those of gasoline cars in January 2021. As of July 2023, EVs held 60 percent of their value after three years, while for gasoline models that figure was nearly 70 percent, with diesel around 67 percent. A report in May by Glass’s, a unit of Autovista, found that residual values of EVs in the U.K. began falling in September 2022, while those of other fuel types, including plug-in hybrids, continued to rise. By May 2023, EV residual values were down 14 percent, as measured in the percentage of list price for 3-year-old cars. Glass’s found that residual values of EVs, at just 47 percent of the list price, were 25 percentage points lower than the best-performing powertrain, full hybrids. It also takes dealers longer to sell used EVs -- an average of 53 days, according to Glass’s, compared with 36 days for gasoline models. "It’s easy to understand why dealers have become cautious" about stocking them, the report said. In Sweden, where EVs make up about 33 percent of new-car sales, the trend in residual values is similar: EVs have lost 10 percent of their value since February 2020, while all other fuel types have gained. Values of used gasoline cars are 23 percentage points higher than those of EVs, according to a different study by Autovista. Peugeot executives say they can offer the e-208 small EV (shown) at a lease rate as low as 130 euros a month (with incentives) because of the brand's high residual values. Faster obsolescence There are a number of reasons that EVs’ residual values are low, relative to internal combustion cars, experts say. For one, government incentives for EVs both distort the original price and hurt the used EV market. Most incentives are aimed only at new cars, giving used-car buyers "little to no encouragement" to buy an EV, Christof Engelskirchen, chief economist at Autovista, wrote in a report in May. Incentives and tax benefits can reduce high EV list prices, but in the used car market, "it's ultimately the buyer or the market that determines the actual value of a vehicle," Weiss of DAT said. Another reason EVs suffer on the used-car market is that new models become obsolete much faster than other powertrains, experts say. Knight of Automotive Equity Management said that EVs don’t need to follow the traditional pattern of a mid-cycle face-lift. "It used to be a model would be updated every three years, but part of the advantage for new car consumers is that [EVs] are innovating faster -- and at the same time speeding up the obsolescence of the old cars," he said. Those upgrades can take the form of improved or larger batteries, more efficient electric motors or power electronics, or over-the-air software updates. They can increase range and lower charging times. EVs launched in 2020 had an average range of about 330 km; just two years later, that figure had jumped to 496 km, Autovista says. Used EVs "are simply inferior in terms of daily suitability," Engelskirchen said. DEPRECIATING ASSETS According to data providers who study residual values, these are the main reasons that EVs are at a disadvantage after a typical three-year lease: Incentives: Most are aimed at new EVs, creating artificial demand for those models. Used EVs generally are not eligible for them, meaning that buyers do not see those benefits. Technology: New EVs have more range and faster charging times; making older models much less attractive; used internal-combustion engine cars lose very little performance after several years. Batteries: Consumers have no way of knowing how a battery was used, which has an impact on its efficiency. And the prospect of replacing a battery at a potential cost of tens of thousands of euros adds to the risk of buying a used EV. Battery health a risk The main unknown for used EVs is their battery health, Knight and others said, especially with batteries making up about 30 percent of the cost of an EV. Batteries may degrade a few percentage points each year, with 70 percent efficiency generally being the cutoff for factory warranties, but how they have been treated is equally if not more important. Too many fast-charging cycles to 100 percent, repeatedly letting the battery run down to zero or failing to preheat before charging can all shorten a battery’s life significantly, Knight said. "If someone forgets to fill up a tank of gas, the consequences are zero," he said. "If you forget to charge an EV and you go away on holiday, it's likely that that battery condition is significantly different than others on the market." Used-EV buyers currently have no way of knowing this history, Knight said. Uncertainty in a market generally means lower prices, he said. "You have to look at all [used EVs] with a high degree of suspicion," he said. "Then, it’s about at what price do I take the risk of a bad battery. That’s how residual value falls." Shifting EV market affects values As EVs move from expensive models bought by early adopters to more price-sensitive mainstream offerings, Autovista, Autobiz and other valuation services expect they will continue to lag other fuel types in residual values. "Consistently across Europe, BEVs will suffer more than ICE vehicles as price pressure increases in used-car markets," Engelskirchen of DAT said. That is partly because the used-EV market is highly volatile, but also because the first wave of EVs sold in Europe were mostly premium models or cars needed for compliance that might not have been optimized for efficiency and cost. "Automakers had no choice but to underprice [overestimate] residual values for electric vehicles," Labi said. "They had to sell cars" to meet the EU’s CO2 emissions requirements starting in 2020. New models, especially from Chinese brands, will offer better technology at lower prices, depressing prices for both new and used EVs. Huge price cuts from Tesla this year, in some cases more than 10,000 euros, have had a significant impact on new EV prices, with a knock-on effect for the used market. The extent of that depends on how automakers react, Engelskirchen of Autovista said. A simple price cut will "wash through" quickly to the used-EV market, he said, while other strategies such as offering lower-priced but better equipped entry-level models or reducing leasing rates through captive banks will have less impact on residual values. His advice to automakers that might want to match Tesla cut for cut? "Don’t do it." How to improve residual values Given the importance of EV residual values to automakers’ future financial health, what can be done to improve them? Experts say the market will naturally stabilize as EVs make up a greater percentage of the used-car market and the technology becomes the default. "Hyundai and Toyota had the same issue in their first years in Europe," Labi said. "The market didn't know how to value them. Once they proved themselves, used-car values went up." Citroen executives said they have simplified the option sheet on the New e-E3 with the goal of improving residual values. Citroen is purposely simplifying the option sheet on the New e-C3, a sub-25,000 euro small hatchback, with the goal of making residual values more predictable. There are just two trim levels, You and Max, with only color and a few other choices within each. “In the end, it gives a lot more transparency at the resale point,” said Federico Goyret, head of marketing and communications at Citroen. “When you have vehicles that were configured three years before, customers seeing them for the second time don’t know how much the options are worth. “You don’t get the residual value of the options you choose,” he continued. Altelium, a British engineering company, is launching a platform that it says will accurately evaluate the state of an EV battery. The idea is to offer extended warranties on used EVs. “As the traditional sign of product confidence, extended warranties help drive sales and the absence of them for used BEVs has been a brake on the market,” Altelium said last week in a news release announcing the service. To remove uncertainty and risk from the used-EV market, automakers can move to centralize the ownership model, starting with the direct-sales or “agency” model, Knight said. When cars are returned after a lease, automakers are best placed to accurately evaluate the battery condition, refresh the vehicles in-house -- perhaps even with new batteries -- and then resell them, he said. “If they can refurbish the cars precisely and they don’t have to worry about middlemen [taking] margins, then they can make the whole process more efficient,” he said. (ANE)

China EV maker BYD to build first Europe plant in Hungary, paper says BYD has picked Hungary as the site for a factory to support its expansion in Europe, a German newspaper said. FRANKFURT -- Chinese electric vehicle giant BYD plans to build its first European car factory in Hungary, a German newspaper reported. BYD has made the decision, the Frankfurter Allgemeine Sonntagszeitung reported, citing unnamed sources close to the automaker. A government website in Shenzhen, where BYD is headquartered, posted an article last month saying that Hungary's Prime Minister Viktor Orban met BYD Chairman and President Wang Chuanfu on a visit to the company. BYD, contacted by Reuters, said that it was still looking for the right location and would make an announcement at the end of the year. The Hungarian government did not immediately respond to requests for comment. BYD Executive Vice President Stella Li said in February that the automaker wants to build cars in Europe and is carrying out feasibility studies. BYD's European markets include Germany, France, the U.K., Spain and the Scandinavian countries. The company has an electric bus factory in Hungary, which opened in 2016. (ANE)

Mah...Taycan GTS fa Recklinghausen - Ischgl (Tirolo), ca. 850km, nel inverno con partenza SOC 100 e due ricarice HPC 10-80, con velocita guidata tra 130 e 150, senza problemi, anche se a Ischgl lo SOC e ancora 10-15.

Non piu come le strade italiane... 😂

...per esempio un erede per questa..?? 😜

Xpeng officially launched the new Xpeng P7i 550 version on November 6th, with prices starting at 223,900 yuan (30,800 USD). The Xpeng P7i 550 LFP version shares most of its configurations with the previous Xpeng P7i 702 version. The key difference is replacing the ternary lithium battery pack with an LFP battery pack, and the capacity has changed from 86.2 kWh to 64.4 kWh. The battery supplier is EVE, it also supplies batteries to Dongfeng’s brands like Forthing. In 2021, the Xpeng P7 had an LFP option with a range of 480 km from CATL. However, Xpeng discontinued assembly of this trim level because of the low demand among Chinese buyers. Now, they want to come back into the LFP field. This change results in a reduced CLTC range, from 702 km to 550 km, and a corresponding price decrease of 26,000 yuan (3,600 USD). Xpeng P7i Compared to the older Xpeng P7, the new P7i has seen several upgrades: The length has increased slightly to 4888 mm, making it 8 mm longer than the old model. Width, height, and wheelbase remain unchanged. Some minor adjustments have been made to the exterior and interior. In terms of power, the new P7i offers both two-wheel drive and four-wheel drive models. The two-wheel drive model boasts a maximum power of 203 kW, maximum torque of 440 N·m, 0-100 km/h acceleration in 6.4 seconds, and a CLTC range of 670 km and 702 km. The dual-motor four-wheel drive model features a maximum system power of 348 kW, maximum torque of 757 N·m, 0-100 km/h acceleration in 3.9 seconds, and a CLTC range of 610 km. For fast charging, the two-wheel drive model can recharge 240 km of energy in 10 minutes, while the four-wheel drive model can recharge 210 km at the same time. Both models can charge 10% to 80% in 30 minutes. As a mid-term facelift model of the Xpeng P7, the exterior remains largely unchanged. Most of the upgrades are in the interior and technology aspects: A new “interstellar green” paint color has been added. The new P7i has the same driver assistance hardware as the G9 model, including lidar, an 8-megapixel camera, and 2 Orin X chips. The chipset has been upgraded to the Snapdragon SA8155P. It has a standard heat pump, a new electric suction door, and an external trunk switch. The two-wheel drive version sees an improvement in acceleration, going from 6.7 seconds to 6.4 seconds. The four-wheel drive version, on the other hand, improves acceleration from 4.3 seconds to 3.9 seconds. (Xpeng/CNC)

..ma Tavares e solo un impiegato, un uomo vecchio che va in pensione fra poco e decisioni cosi non emette uno come lui ma i azionari/investitori della aziende - e che rapporto con il passato ha uno come Elkann abbiamo gia visto pu volte.

Secondo me molto piu probabile una operazione simile MG e Lotus - solo vendita del marchio ai Cinesi che poi usano il nome per fare qualcosa di nuovo.

Ma l'Alfa e solo banale V6, non V8 con il suo rombo speciale.

SHANGHAI/BEIJING, Nov 3 (Reuters) - China's Nio (9866.HK) plans to trim its workforce by 10% this month as it moves to improve efficiency and reduce costs in the face of growing competition, the electric vehicle maker said on Friday. Demand for EVs has weakened in China as consumers favour more economical plug-in hybrids, sales of which rose 84.5% in the first nine months of the year, helping carmakers such as Li Auto (2015.HK) and BYD to gain market share. Nio has told staff the reduction exercise would be completed in November, it said in a statement to Reuters. "We still have a gap between our overall performance and expectations," it told staff in an email, adding that it needed to improve efficiency and ensure adequate resources. "This is a tough but necessary decision against the fierce competition." A price war started by U.S. auto maker Tesla at the beginning of the year is dragging down profitability of pure EV makers, which have stepped up efforts to prune costs and build partnerships to survive the consolidating competition. Nio, which rebounded from a sales slump in the first half, delivered 109,993 EVs in the first nine months this year, up 33.4% on the year-earlier period to outpace growth of 18.1% in China's EV sector overall. Apart from the layoffs, Nio said it would defer or cut long-term project investments that would not contribute to financial performance within three years. Nio, which sells cars in China and Europe through its self-owned stores, is also considering building a dealer network in Europe to speed sales growth, Reuters reported last month, to ease cash pressure on the loss-making company. (Reuters)