4200blu

Non vedo qualcosa eccezionale, 40sec ciclo sono 90 unite/ora, insieme con le fabbriche a 60/ora una delle capaciza classica nel automotive. Altri lavorano con questa frequenza da anni.

Primo semestre 2023 (Ferrari media )

Parlano per le berline non piu vendibile di UK non globale. Per Cina continuno sicuramente con le berline ma versione guida a destra molto probabile fa poco senso come volume.

...per lo smart working.... 😜

...boh...cosa cambia? Invece di essere KdF-Wagen (sorry Volkswagen) ricarrozzati come oggi saranno in futuro Saic/IM ricarrozzati....ma restano veicoli ricarrozzati 😜

boh...non lo so, Germania si e anche una targa rossa/di prova tedesca, quindi forse anche una macchina provata di un fornitore o simile.

No, non hanno tutto il tempo e sopratutto non hanno capito (i conservatori del passato, Winterkorn e Diess) che il futuro di una macchina nel mercato globale non sono piu i valori di una macchine classica, stesso comportamento come i manager di Nokia nel settore dei telefonini.

nuova Crossland elettrica 2024

...una fusione tra due ammalati non genera un sano ... avranno dovuto pulizie nel settore, ma questo e normale e neccessario nella economia, nuovi vengono, altri vadano, principio che ha gia descritto l'economista austriaca Joseph Schumpeter piu di 100 anni fa.

Nient'altro e il piano. Hanno investito una somma pazzesca in MEB e questa idea di centralina/software integrata ma purtroppo senza conoscere i desideri dei Cinesi. Questo si correggia con la collaborazione con il partner cinese sopratutto sotto l'aspetto tempo, perche il tempo in cina finisce..o offrono prodotti che vendono nel mercto cinese molto veloce (1-2 anni) o sono fuori mercato e senza cina tutta la baracca non va piu. Ma un mondo di automotive sicuramente esistera anche senza Vw, niente motivazione per piangere.

Credo che IM L7 e LS7 come bev del segmento 5m / luxury sono lontani anni di luce di una Chery ice come base per una Dr. I cinesi per le bev sicuramente sono in piu veloci in cicli di sviluppo, sono con batterie e elettronica abbastanza avanzati. E per un prodotto esclusivo per il mercato cinese con i suoi gusti specifiche e completamente diversi dei gusti italiani, cosa potrebbe essere adatta meglio di una piattaforma cinese di segmento alta?

...perche...per le bev (ecetto Tesla) i cinesi sicuramente sono piu avanti rispetto le Europei e SAIC e partner di VW in Cina da decenni..sicuramente non piu scandaloso di un Alfa su base di un cesso francese.......

Tutti i vecchi OEM nel futuro perderano sempre piu quota di mercato a Tesla e BYD.

Volkswagen bought XPeng G9 E/E architecture, meeting records show The cooperation is focused on intelligent technology, and electronic and electric architecture (E/E architecture) in XPeng’s SUV, G9. XPeng will not be Tier 1 supplier of smart software, but will sell the E/E architecture, smart software and hardware solution packages to Volkswagen. In the following years, XPeng should receive technical service fees and once the production of the two models starts in 2026, the Chinese EV maker will receive part of the profit for each unit sold, records of meetings obtained by the Chinese media show. Earlier, it was revealed that the deal with the Chinese electric car maker and Volkswagen was signed by 100% TechCo headquartered in Hefei, which is considered to be the largest R&D center outside Germany. The Hefei center will be responsible for development, engineering design and production chain for the two models, the records of the talks that lasted eight months show. The reason why XPeng sold E/E architecture and software was because without E/E it would take a lot of engineers to help adjust the software. We could not follow Huawei’s mode as in our case the efficiency would not be high, XPeng’s person responsible for finance and investment said to the local media. The words are in line with the rumor that XPeng has abandoned the development of the new SUV model due to lack of resources. The part of the deal, SUV G9, was a flop for XPeng. Since the market entry in September the model sold around 12,000 units and has caused trust issues with suppliers as XPeng promised a bestseller. The car’s powertrain uses China’s first 800 V mass-production Silicon Carbide (SiC) platform and incorporates the industry’s first full-scenario ADAS. Featuring 31 lidar sensors, dual NVIDIA DRIVE Orin-X intelligent assisted driving chips, and Gigabit Ethernet communication architecture, the G9 has up to 508 TOPS of computing power. (CNC)

Stellantis CTO Ned Curic: 'You don't buy software, you buy the car' The automaker's technology chief says that the bottom line is to build cars that buyers are excited to own and drive. Ned Curic, Stellantis' chief technology officer, has deep experience both inside and outside of the auto industry. Before joining the automaker in 2021, he was vice president, Alexa automotive, at Amazon and had also worked at Toyota and Microsoft. As of July 1, Curic's responsibilities have expanded to include engineering and R&D. Curic spoke to Automotive News Europe News Editor Peter Sigal on the sidelines of the ANE Congress in Paris on June 14 about the technological challenges ahead. You will take on more responsibilities with the retirement of Harald Wester, who was head of engineering. What will your job entail? So before, I was responsible for all future technologies, future platforms, in some cases things we were working on eight to 10 years out. But after July 1, it will include all existing platforms and vehicles, everything from engineering to actually shipping the vehicles. So the job got immensely bigger. We decided to reorganize the team a little bit, with Sebastien Jacquet as my deputy taking more operational responsibility for existing programs so I can continue to spend time on future programs. Speaking of future technologies, how is Stellantis going to manage the decline of the combustion engine market and the rise of electric vehicles? We have to respond to market conditions. We see Europe moving really, really quickly, so our goal is that by 2030 100 percent of our vehicles in Europe will be electric, while in North America we see very big growth, but it's not going to be 100 percent electric. Our goal there to be 50 percent electric, and we believe there will be enough demand for that level. There are certain markets where electric vehicles are not going to sell as much, such as the Middle East, Africa and South America. But we’re well prepared for that sort of a balance between different market conditions and we’re ready to respond to any changes. Would Stellantis consider setting up an entity just to build combustion engines, similar to what Renault and Geely are planning? Carlos Tavares [Stellantis CEO] has been asked that question, and his answer is consistently no. I think it's a distraction, so [we] don’t have people who stay in internal combustion feeling obsolete. It's very disruptive for organizations to do those kind of carve-outs. In many ways, it looks good on paper, but I think from the perspective of operational responsibility and ability to scale, it's actually not conducive to the business. One of the most talked-about new technologies is generative AI. How could it affect the buying and driving experience for Stellantis vehicles? Let’s say you are researching a vehicle like the Jeep Wrangler. With generative AI, you could imagine a scenario by which you go to the Jeep website and say, Tell me what the Wrangler can do for me. You can have a conversational interaction, for example I want to see what the Rubicon Trail looks like with me in the Jeep Wrangler. And on the in-vehicle experience, we already have decided to have an ambient agent inside the vehicle with our new [SmartCockpit] platform. Now, that ambient agent just became far more powerful with generative AI. Do you mean an avatar? Yes, like an avatar, but it’s ambient, so you can't see it, like Siri or Alexa, but more powerful with generative AI. Mapping would be a use that comes to mind. Yes, mapping or entertainment. Today you can do a lot of things with Alexa or Siri, but you cannot have a really deep conversation. Those agents forget about intent. And generative AI doesn't. It remembers your intent and it sort of just follows up naturally in conversation. You can give the agent personality, ask it to speak to you in a funny tone or a scary tone. I think we'll have a lot of fun and remove friction for customers. It will give them plenty of delights but also usefulness. One of the catchphrases in the automotive world is the “software defined vehicle.” What does that mean to you? There's so many different definitions. For me, at the end of the day, we actually build a vehicle -- let’s call it hardware -- that goes 100 mph if you want it to. It's a very sophisticated piece of machinery, and then inside the vehicle is sophisticated software that controls the functions of the vehicle, with a lot of computing power on one side. On the second side you have the ability in the cloud to create a version of that vehicle that manifests itself in a very simulated environment, a digital twin. Then to close the circle, you can design the vehicle in a completely simulated software environment, and experiment with what works and what doesn’t. And then you say, OK, I'm going to produce this vehicle now. I'm going to have a physical manifestation of this vehicle. And now it's defined by this simulation, by the software and the software that goes in this vehicle. So that's sort of what it is. So the software is defining the perimeter of the vehicle? The software is what makes the vehicle today easier to build, easier to manage and easier to operate. That’s what it means to me. But there are other definitions, where it means something completely different, such as what software can do for the vehicle. But you don't buy software, you buy the car -- nobody goes out and says, I want to get a virtual version of the Peugeot 2008. No, they buy a 2008 to drive themselves. And so I'm still still a big believer that you need to build an amazing car and the software is there to make it more amazing. With digital twins you can potentially start the development and industrialization process at the same time, and they can mesh together to produce a better car. That’s it exactly, and tying it all together is everyone's dream. I wish we could go faster, but we're not there completely. We still build a lot of prototypes. I would like to build fewer prototypes so we can move faster. How can Stellantis avoid software issues that can delay launches of important models, such as what happened to Volkswagen? Simplicity is a main principle. I mentioned this earlier -- why build functions that people are not going to use? We have eliminated probably over 100 functions from the digital cabin [in STLA DigitalCockpit], or we’re integrating functions in a smaller set of modules. What can you do operationally to ensure that software doesn’t become a problem? From the get-go, we decided that we can’t do all the software ourselves. It’s a steep learning experience for a company that hasn't really owned software and software development. Yes, we need to have a lot of software engineers and to do some development ourselves, but we have a lot of good partners, Amazon, Foxconn and Qualcomm, as well as BMW and Waymo [for self-driving]. These partnerships are key to our success, you know. These companies have been doing software for a long, long, long time. A Waymo self-driving Chrysler Pacifica van. Waymo and Stellantis are partners in autonomous vehicles. You mentioned BMW and Waymo, who are partners in self-driving. Stellantis’ short-term target is so-called Level 3 autonomy, in which the driver is free to do other things but needs to be ready to take control, by 2024. Is that on track? We’re still on track to to deploy Level 3 autonomy in 2024. I don’t like using those terms, but you can have some time where you can actually do other things. We will have that in a number of our premium vehicles and as an option in other vehicles. Beyond that, we're learning, we’re experimenting. Completely driverless autonomy will come at some point in the future. I don't know when,. but it will be in a constrained environment, for example, in a city on specific roads, probably in trucking or in robo-taxis. You talked about simplifying the cockpit experience. How do you do that, when so many cars are adding inputs like voice, touch, haptic touch, gestures? All cars today on the market, except a few, are immensely complex. You can do one thing in three different ways. And so we are eliminating that, but it's ongoing battle, I have to admit. But we're staying pretty firm. You might introduce something that feels like a novelty at the beginning, but after two or three times it becomes a friction, and people don't like it. And so I think its so important to focus on removing the unnecessary steps to do things and making it easy and natural. I hope we get it right the first time in the first car [to use STLA SmartCockpit]. When will this seamless, frictionless, intuitive interface appear? We’re introducing it in 2024. User benefits aside, will it help to pull some of the costs out of the vehicle? The cost of more features is exponential. If you add more functions or buttons, you have to validate a lot more things. So you do remove a lot of validation cost, a lot of complexity costs in the software and hardware. There's a lot of smart savings that can come with reducing complexity. But that's not a driver for me. For me, it’s what makes driving enjoyable? What makes the customer experience enjoyable so you want to come back for more? What is the most challenging issue for you right now, either on the engineering or technological side? Weight. it's frustrating for me how heavy cars have become. Very few people talk about it, but cars that used to weigh a ton and a half are now three tons. It’s not good for the environment, it’s not good for resources, it’s not good for efficiency. So I have a challenge for my team: Let's figure out how we can take the weight out of these systems. If we are committed to sustainability, we really need to tackle weight. We say we want to leave this planet in better shape, but we as an industry are still adding a lot more weight to the cars. Not to point out the obvious, but Stellantis is going to produce an electric Ram pickup with an optional 229 kilowatt-hour battery. That must weigh a lot. Yes, it frustrates me that all of our cars – for the industry as a whole -- are just too heavy. The cost is becoming unaffordable for the middle classes. So we need to remove that type of cost from the system. (ANE)

..e chiaro perche ca. 80% delle Avenger bev del 1°sem sono immatricolate fuori Italia

Tesla created secret team to suppress thousands of driving range complaints, report says Tesla rigged algorithms about a decade ago to exaggerate in-dash driving range estimates. AUSTIN, Texas — In March, Alexandre Ponsin set out on a family road trip from Colorado to California in his newly purchased Tesla, a used 2021 Model 3. He expected to get something close to the electric sport sedan’s advertised driving range: 353 miles on a fully charged battery. He soon realized he was sometimes getting less than half that much range, particularly in cold weather – such severe underperformance that he was convinced the car had a serious defect. “We’re looking at the range, and you literally see the number decrease in front of your eyes,” he said of his dashboard range meter. Ponsin contacted Tesla and booked a service appointment in California. He later received two text messages, telling him that “remote diagnostics” had determined his battery was fine, and then: “We would like to cancel your visit.” What Ponsin didn’t know was that Tesla employees had been instructed to thwart any customers complaining about poor driving range from bringing their vehicles in for service. Last summer, the company quietly created a “Diversion Team” in Las Vegas to cancel as many range-related appointments as possible. The Austin, Texas-based EV maker deployed the team because its service centers were inundated with appointments from owners who had expected better performance based on the company’s advertised estimates and the projections displayed by the in-dash range meters of the cars themselves, according to several people familiar with the matter. Inside the Nevada team’s office, some employees celebrated canceling service appointments by putting their phones on mute and striking a metal xylophone, triggering applause from coworkers who sometimes stood on desks. The team often closed hundreds of cases a week and staffers were tracked on their average number of diverted appointments per day. Managers told the employees that they were saving Tesla about $1,000 for every canceled appointment, the people said. Another goal was to ease the pressure on service centers, some of which had long waits for appointments. In most cases, the complaining customers’ cars likely did not need repair, according to the people familiar with the matter. Rather, Tesla created the groundswell of complaints another way – by hyping the range of its futuristic EVs, raising consumer expectations beyond what the cars can deliver. Teslas often fail to achieve their advertised range estimates and the projections provided by the cars’ own equipment, according to Reuters interviews with three automotive experts who have tested or studied the company’s vehicles. Neither Tesla nor CEO Elon Musk responded to detailed questions from Reuters for this story. Tesla years ago began exaggerating its vehicles’ potential driving distance – by rigging their range-estimating software. The company decided about a decade ago, for marketing purposes, to write algorithms for its range meter that would show drivers “rosy” projections for the distance it could travel on a full battery, according to a person familiar with an early design of the software for its in-dash readouts. Then, when the battery fell below 50 percent of its maximum charge, the algorithm would show drivers more realistic projections for their remaining driving range, this person said. To prevent drivers from getting stranded as their predicted range started declining more quickly, Teslas were designed with a “safety buffer,” allowing about 15 miles of additional range even after the dash readout showed an empty battery, the source said. The directive to present the optimistic range estimates came from Musk, this person said. “Elon wanted to show good range numbers when fully charged,” the person said, adding: “When you buy a car off the lot seeing 350-mile, 400-mile range, it makes you feel good.” Tesla’s intentional inflation of in-dash range-meter projections and the creation of its range-complaints diversion team have not been previously reported. Driving range is among the most important factors in consumer decisions on which EV to buy, or whether to buy one at all. So-called range anxiety – the fear of running out of power before reaching a charger – has been a primary obstacle to boosting electric-vehicle sales. At the time Tesla programmed in the rosy range projections, it was selling only two models: the two-door Roadster, its first vehicle, which was later discontinued; and the Model S, a luxury sport sedan launched in 2012. It now sells four models: two cars, the 3 and S; and two crossover SUVs, the X and Y. Tesla plans the return of the roadster, along with a “cybertruck” pickup. Reuters could not determine whether Tesla still uses algorithms that boost in-dash range estimates. But automotive testers and regulators continue to flag the company for exaggerating the distance its vehicles can travel before their batteries run out. Tesla was fined earlier this year by South Korean regulators who found the cars delivered as little as half their advertised range in cold weather. Another recent study found that three Tesla models averaged 26 percent below their advertised ranges. The U.S. Environmental Protection Agency has required Tesla since the 2020 model year to reduce the range estimates the automaker wanted to advertise for six of its vehicles by an average of 3 percent. The EPA told Reuters, however, that it expects some variation between the results of separate tests conducted by automakers and the agency. Data collected in 2022 and 2023 from more than 8,000 Teslas by Recurrent, a Seattle-based EV analytics company, showed that the cars’ dashboard range meters didn’t change their estimates to reflect hot or cold outside temperatures, which can greatly reduce range. Recurrent found that Tesla’s four models almost always calculated that they could travel more than 90% of their advertised EPA range estimates regardless of external temperatures. Scott Case, Recurrent’s chief executive, told Reuters that Tesla’s range meters also ignore many other conditions affecting driving distance. Electric cars can lose driving range for a lot of the same reasons as gasoline cars — but to a greater degree. The cold is a particular drag on EVs, slowing the chemical and physical reactions inside their batteries and requiring a heating system to protect them. Other drains on the battery include hilly terrain, headwinds, a driver’s lead foot and running the heating or air-conditioning inside the cabin. Tesla discusses the general effect of such conditions in a “Range Tips” section of its website. The automaker also recently updated its vehicle software to provide a breakdown of battery consumption during recent trips with suggestions on how range might have been improved. Tesla vehicles provide range estimates in two ways: One through a dashboard meter of current range that’s always on, and a second projection through its navigation system, which works when a driver inputs a specific destination. The navigation system’s range estimate, Case said, does account for a wider set of conditions, including temperature. While those estimates are “more realistic,” they still tend to overstate the distance the car can travel before it needs to be recharged, he said. Recurrent tested other automakers’ in-dash range meters – including the Ford Mustang Mach-E, the Chevrolet Bolt and the Hyundai Kona – and found them to be more accurate. The Kona’s range meter generally underestimated the distance the car could travel, the tests showed. Recurrent conducted the study with the help of a National Science Foundation grant. Tesla, Case said, has consistently designed the range meters in its cars to deliver aggressive rather than conservative estimates: “That’s where Tesla has taken a different path from most other automakers.” Failed tests and false advertising Tesla isn’t the only automaker with cars that don’t regularly achieve their advertised ranges. One of the experts, Gregory Pannone, co-authored a study of 21 different brands of EVs, published in April by SAE International, an engineering organization. The research found that, on average, the cars fell short of their advertised ranges by 12.5 percent in highway driving. The study did not name the brands tested, but Pannone told Reuters that three Tesla models posted the worst performance, falling short of their advertised ranges by an average of 26 percent. The EV pioneer pushes the limits of government testing regulations that govern the claims automakers put on window stickers, the three automotive experts told Reuters. Like their gas-powered counterparts, new EVs are required by U.S. federal law to display a label with fuel-efficiency information. In the case of EVs, this is stated in miles-per-gallon equivalent (MPGe), allowing consumers to compare them to gasoline or diesel vehicles. The labels also include estimates of total range: how far an EV can travel on a full charge, in combined city and highway driving. EV makers have a choice in how to calculate a model’s range. They can use a standard EPA formula that converts fuel-economy results from city and highway driving tests to calculate a total range figure. Or automakers can conduct additional tests to come up with their own range estimate. The only reason to conduct more tests is to generate a more favorable estimate, said Pannone, a retired auto-industry veteran. Tesla conducts additional range tests on all of its models. By contrast, many other automakers, including Ford, Mercedes and Porsche, continue to rely on the EPA’s formula to calculate potential range, according to agency data for 2023 models. That generally produces more conservative estimates, Pannone said. Mercedes-Benz told Reuters it uses the EPA’s formula because it believes it provides a more accurate estimate. “We follow a certification strategy that reflects the real-world driving behavior of our customers in the best possible way,” the German carmaker said in a statement. Ford and Porsche didn’t respond to requests for comment. Whatever an automaker decides, the EPA must approve the window-sticker numbers. The agency told Reuters it conducts its own tests on 15-20 percent of new EVs each year as part of an audit program and has tested six Tesla models since the 2020 model year. EPA data obtained by Reuters through the Freedom of Information Act showed that the audits resulted in Tesla being required to lower all the cars’ estimated ranges by an average of 3 percent. The projected range for one vehicle, the 2021 Model Y Long Range AWD (all-wheel drive), dropped by 5.15 percent. The EPA said all the changes to Tesla’s range estimates were made before the company used the figures on window stickers. The EPA said it has seen “everything” in its audits of EV manufacturers’ range testing, including low and high estimates from other automakers. “That is what we expect when we have new manufacturers and new technologies entering the market and why EPA prioritizes” auditing them, the agency said. The EPA cautioned that individuals’ actual experience with vehicle efficiency might differ from the estimates the agency approves. Independent automotive testers commonly examine the EPA-approved fuel-efficiency or driving range claims against their own experience in structured tests or real-world driving. Often, they get different results, as in the case of Tesla vehicles. Pannone called Tesla “the most aggressive” EV manufacturer when it comes to range calculations. “I’m not suggesting they’re cheating,” Pannone said of Tesla. “What they’re doing, at least minimally, is leveraging the current procedures more than the other manufacturers.” Jonathan Elfalan, vehicle testing director for the automotive website Edmunds.com, reached a similar conclusion to Pannone after an extensive examination of vehicles from Tesla and other major automakers, including Ford, General Motors, Hyundai and Porsche. All five Tesla models tested by Edmunds failed to achieve their advertised range, the website reported in February 2021. All but one of 10 other models from other manufacturers exceeded their advertised range. Tesla complained to Edmunds that the test failed to account for the safety buffer programmed into Tesla’s in-dash range meters. So Edmunds did further testing, this time running the vehicles, as Tesla requested, past the point where their range meters indicated the batteries had run out. Only two of six Teslas tested matched their advertised range, Edmunds reported in March 2021. The tests found no fixed safety buffer. Edmunds has continued to test EVs, using its own standard method, to see if they meet their advertised range estimates. As of July, no Tesla vehicle had, Elfalan said. “They've gotten really good at exploiting the rule book and maximizing certain points to work in their favor involving EPA tests,” Elfalan told Reuters. The practice can “misrepresent what their customers will experience with their vehicles.” South Korean regulators earlier this year fined Tesla about $2.1 million for falsely advertised driving ranges on its local website between August 2019 and December 2022. The Korea Fair Trade Commission (KFTC) found that Tesla failed to tell customers that cold weather can drastically reduce its cars’ range. It cited tests by the country’s environment ministry that showed Tesla cars lost up to 50.5 percent of the company’s claimed ranges in cold weather. The KFTC also flagged certain statements on Tesla’s website, including one that claimed about a particular model: “You can drive 528 km (328 miles) or longer on a single charge.” Regulators required Tesla to remove the “or longer” phrase. Korean regulators required Tesla to publicly admit it had misled consumers. Musk and two local executives did so in a June 19 statement, acknowledging “false/exaggerated advertising.” As sales grew, so did demand for service appointments. The wait for an available booking was sometimes a month, according to one of the sources familiar with the diversion team’s operations. Tesla instructs owners to book appointments through a phone app. The company found that many problems could be handled by its “virtual” service teams, who can remotely diagnose and fix various issues. Tesla supervisors told some virtual team members to steer customers away from bringing their cars into service whenever possible. One current Tesla “Virtual Service Advisor” described part of his job in his LinkedIn profile: “Divert customers who do not require in person service.” Such advisors handled a variety of issues, including range complaints. But last summer, Tesla created the Las Vegas “Diversion Team” to handle only range cases, according to the people familiar with the matter. The office atmosphere at times resembled that of a telemarketing boiler room. A supervisor had purchased the metallophone – a xylophone with metal keys – that employees struck to celebrate appointment cancelations, according to the people familiar with the office’s operations. Advisers would normally run remote diagnostics on customers’ cars and try to call them, the people said. They were trained to tell customers that the EPA-approved range estimates were just a prediction, not an actual measurement, and that batteries degrade over time, which can reduce range. Advisors would offer tips on extending range by changing driving habits. If the remote diagnostics found anything else wrong with the vehicle that was not related to driving range, advisors were instructed not to tell the customer, one of the sources said. Managers told them to close the cases. Tesla also updated its phone app so that any customer who complained about range could no longer book service appointments, one of the sources said. Instead, they could request that someone from Tesla contact them. It often took several days before owners were contacted because of the large backlog of range complaints, the source said. The update routed all U.S. range complaints to the Nevada diversion team, which started in Las Vegas and later moved to the nearby suburb of Henderson. The team was soon fielding up to 2,000 cases a week, which sometimes included multiple complaints from customers frustrated they couldn't book a service appointment, one of the people said. The team was expected to close about 750 cases a week. To accomplish that, office supervisors told advisers to call a customer once and, if there was no answer, to close the case as unresponsive, the source said. When customers did respond, advisers were told to try to complete the call in no more than five minutes. In late 2022, managers aiming to quickly close cases told advisors to stop running remote diagnostic tests on the vehicles of owners who had reported range problems, according to one of the people familiar with the diversion team’s operations. “Thousands of customers were told there is nothing wrong with their car” by advisors who had never run diagnostics, the person said. Reuters could not establish how long the practice continued. Tesla recently stopped using its diversion team in Nevada to handle range-related complaints, according to the person familiar with the matter. Virtual service advisors in an office in Utah are now handling range cases, the person said. Reuters could not determine why the change was made. On the road By the time Alexandre Ponsin reached California on his March road trip, he had stopped to charge his Model 3’s battery about a dozen times. Concerned that something was seriously wrong with the car, he had called and texted with several Tesla representatives. One of them booked the first available appointment in Santa Clara – about two weeks away – but advised him to show up at a Tesla service center as soon as he arrived in California. Ponsin soon received a text saying that remote diagnostics had shown his battery “is in good health.” “We would like to cancel your visit for now if you have no other concerns,” the text read. “Of course I still have concerns,” Ponsin shot back. “I have 150 miles of range on a full charge!” The next day, he received another text message asking him to cancel the appointment. “I am sorry, but no I do not want to close the service appointment as I do not feel my concerns have been addressed,” he replied. Undeterred, Ponsin brought his car to the Santa Clara service center without an appointment. A technician there told him the car was fine. “It lasted 10 minutes,” Ponsin said, “and they didn’t even look at the car physically.” After doing more research into range estimates, he said he ultimately concluded there is nothing wrong with his car. The problem, he said, was that Tesla is overstating its performance. He believes Tesla “should be a lot more explicit about the variation in the range,” especially in very cold weather. “I do love my Tesla,” the engineer said. “But I have just tempered my expectation of what it can do in certain conditions.” (ANE)

Direi molto piu bella rispetto alla Seat.

sembra cosi...come vedi produzione/logistica e shop floor control e in grado di fornire tutto, il resto sono decisioni fatti in altri ripartimenti della azienda.

Song L praticamente poco prima della SOP ultimi prove di calore (CNC)

....Versione Us...il piccolo e di serie la, il "Panorama" anche li optional..(se ho in mente corretto 😉).

PARIS -- Renault Group posted an operating margin of 7.6 percent in the first half of the year, the automaker’s highest ever and already close to its 2025 target, helped by higher prices for its new cars, improved volumes and cost reductions. The company also returned to a net profit in the six months through June, recording a net income of 2.12 billion euros ($2.35 billion) after posting a 1.68 billion loss in the first half of 2022. The loss was a result of the closure of its Russian operations in the wake of Moscow's invasion of Ukraine. "These results are the outcome of our continuous efforts to reduce costs over the last three years and of our strategy focused on value combined with the first benefits of an unprecedented product offensive," CEO Luca de Meo said in a statement Thursday. "Our fundamentals have never been as sound and robust." The previous margin record was set in the second-half of 2017, when it stood at 7 percent. Renault aims to reach an 8 percent margin by 2025 and 10 percent by 2030. Among vehicles driving the revenue and profit gains was the new Austral compact SUV, which CFO Thierry Pieton said has the highest per-vehicle margin in the company's history. Automakers’ finances are holding up well despite consumers being hit by a surge in interest rates and high inflation at a time when easing supply-chain woes improve vehicle availability. Stellantis and Mercedes-Benz Group both reported better-than-expected earnings. Renault’s order book in Europe is at 3.4 months of sales at the end of June and set to stay above a target of two months through the year, the company said. Sales were up by 13 percent worldwide, and 24 percent in Europe. Headwinds for Ampere EV spinoff De Meo, leading Renault through a turnaround for the past three years, is pursuing a listing of the company’s electric-vehicle and software unit Ampere. The plan is facing some headwinds following aggressive price cuts by Tesla and increasing competition that are weighing on demand for its flagship EV, the Megane E-Tech. First-half sales of the model reached 23,000 units, Renault said Thursday, with the majority of deliveries of higher-end version of the vehicle. Concerns about the sustainability of Renault’s pricing strategy has led to investor pushback on the planned share sale, now more likely to take place in the first half of next year. Still, the manufacturer took a step toward the entity’s initial public offering on Wednesday, when Japanese partner Nissan agreed to spend as much as 600 million euros for a stake in Ampere after months of talks between the two companies. The Nissan investment in Ampere is “modest,” according to Stifel analyst Pierre-Yves Quemener, and the IPO plans remain under scrutiny. Renault is proceeding with Ampere’s carve-out, due to be completed later this year. Renault also is still dealing with some logistics troubles, leaving a high number of cars stranded at factories. Inventory as of June was 569,000 vehicles, slightly down from end-March, and transportation issues should improve during the second half, it said. The company remains focused on efforts to produce more affordable EVs, with a target of 40 percent cost reduction on a car-by-car basis in next-generation vehicles by 2027. (ANE)

...naturalmente no, fanno anche altro in Cina...

Si...per questo la collaborazione con GreatWall e il nuovo R&D center a Shanghai con piu di 3000 impiegati.