4200blu

PARIS --For French President Emmanuel Macron, it was a light-bulb moment. In an ornate ballroom at the Palace of Versailles last July, the head of Taiwan's ProLogium took out a pair of scissors and cut one of its solid-state batteries the size of a credit card in half. The small bulb it was powering continued to shine. Macron was amazed by the demonstration of the safety and durability of the next-generation technology many automakers hope will soon power electric vehicles, according to two people at the meeting. "We will make your life easier and help you set up shop here," he told ProLogium's CEO Vincent Yang. Ten months later, Macron and Yang stood side-by-side in Dunkirk to announce that ProLogium had picked the northern French port ahead of sites in Germany and the Netherlands for its first EV battery gigafactory outside Taiwan. It is one of four such gigafactories Macron hopes will transform the poor, former coal mining area near Belgium into a hub for the EV battery industry, creating jobs and helping to put France at the forefront of Europe's energy transition. It did not happen by chance. Interviews with 10 government officials and executives involved in the investment decisions show that France rolled out the red carpet, offering battery makers generous subsidies thanks to a relaxation of EU state aid rules for green energy projects - along with some personal lobbying by Macron. The people said changes since Macron became president in 2017, such as cuts in corporate tax, measures to make hiring and firing easier, and reductions in a production tax based on the size of factories, also played a role in the decisions. Besides ProLogium, China's Envision AESC, local startup Verkor and the ACC consortium including Mercedes-Benz and Stellantis are setting up gigafactories in the same area - and officials said France is courting Chinese EV giant BYD and Tesla to build car plants too. "Results do not just fall from the sky," Macron told Reuters in Dunkirk. "It's in line with what we have been doing for six years. France is adapting to the world." 'Race within Europe' Automakers are racing to stay ahead of rivals by producing cleaner vehicles, securing greater control over their supply chains and bringing plants making EV batteries - an industry dominated by Chinese, South Korean and Japanese companies - closer to their manufacturing sites. At the same time, European governments have been fretting that the $430 billion U.S. Inflation Reduction Act (IRA), which includes big tax subsidies to cut emissions while boosting domestic manufacturing, would divert investment to the U.S. at Europe's expense. That is why France is presenting the conversion of its once-industrialized north into a gigafactory hub as a victory for European economic and manufacturing sovereignty in the face of stiff U.S. and Chinese competition. But Macron's activism also highlights the growing rivalry between European governments to land high-profile investments from car companies and their suppliers. "The president fights for Europe whenever possible. But it's also a race within Europe," said a French diplomat familiar with Macron's thinking who declined to be named. With the ProLogium deal and the inauguration of ACC's plant last month, Macron also hopes to show a disgruntled public that his business-friendly reforms are paying off and shift the narrative away from months of protests over his decision to raise the retirement age. At the moment, however, France lags well behind Germany when it comes to attracting battery makers. Including ProLogium's 48 gigawatt-hour (GWh) plant, it has 169 GWh of planned or existing sites, way short of Germany on 545 GWh and Hungary with 215 GWh, according to a snapshot of projects co-authored by Heiner Heimes, an academic specializing in battery production at RWTH Aachen University in Germany. Playing catch up But France is catching up, partly thanks to its largesse in funding projects upfront. To win the ProLogium solid-state battery plant, which is expected to involve a total investment of 5.2 billion euros and create 3,000 jobs over time, France offered incentives worth more than 1 billion euros ($1.1 billion), one source with knowledge of the deal told Reuters. French officials and ProLogium executives declined to comment on the level of support as it is still pending European Commission approval and the final amount could differ. For the 2.3-billion-euro plant opened by ACC (Automotive Cells Company) - the battery manufacturer involving Stellantis, Mercedes-Benz and French energy company TotalEnergies - France provided about 840 million euros in subsidies, including funds for research and development, according to the finance ministry. ACC plans to build two similar plants in Germany and Italy, with the help of 437 million euros and 370 million euros in public funds respectively, according to the German and Italian governments. Ola Kallenius, CEO of Mercedes, said it was taking a region by region approach to ensure EV batteries were made near its auto manufacturing plants around the world - so having gigafactories in Europe was inevitable. "Now that you have additional economic incentives on top of that, it is something you have to take into your business case calculation, there is no doubt about that," he told Reuters. To roll out the public support France is using to entice battery makers, Macron lobbied Brussels to let EU member states match the kind of subsidies Washington is throwing at the EV industry under the IRA. The EU agreed in February to loosen state aid rules, paving the way for France to unveil a green tax credit package, which can be worth up to 40 percent of a company's capital investment in wind, solar, heat-pump and battery projects. "The usual level of support to major industrial companies is around 10 to 15 percent. Here, it's higher than usual," said Marc Mortureux, the head of the PFA French car lobby. "We are now at support levels in line with those of the U.S. IRA." 'A charming guy’ Xavier Bertrand, head of the region home to the battery hub, told Reuters it could fast-track projects in less than half the time it takes other French regions as it gets all the necessary approvals done in parallel, rather than one after the other. France is also making a cash incentive of up to 5,000 euros for buyers of new electric cars conditional on the manufacturers meeting tough low-carbon standards, effectively shutting out many non-European automakers using dirtier energy. Still, the IRA almost threw ProLogium's investment in France off course, one French presidential adviser told Reuters. In April this year, Macron advisers and ProLogium held a crunch meeting in Paris after the company said it needed a "little extra" to convince its board to invest in France. According to the adviser, what sealed the deal was a promise by Macron that he would attend the signing ceremony in person and give ProLogium a welcome publicity boost. "Macron is a charming guy," ProLogium's Yang told Reuters, when asked about the French version of events. He added, though, that the cheap electricity from the nearby Gravelines nuclear power plant was just as important, if not more so. French officials say the gigafactories are just one example of a country that is starting to open factories on its soil after two decades of offshoring to lower-cost sites - thanks to the government's supply-side reforms. Some opposition politicians say, however, that Macron is just exposing France to the whims of companies that are playing governments off each other to win more public money. "Dunkirk has Chinese and Taiwanese investors," Fabien Roussel, head of the French Communist Party told Reuters. "These shareholders can pull out for a number of reasons. What happens if the state has no guarantees or a share in the business?" (Reuters)

Come si senti qui, ci sara una GTS con V8 significante sopra 500CV e poi due altre e-hybrid, per la turbo S ehybrid come modello top si parla di 750CV potenza complessiva. L'altra ehybrid come potenza sara tra ehybrid gia presentata e quella turbo S ehybrid.

Futuro del sito Rennes: Stellantis invests $173M to build electric Citroen SUV in France The upgrade of the factory in Rennes, France, includes a battery assembly area to supply packs to the C5 Aircross compact SUV's successor, which will debut in 2025. The Citroen C5 Aircross (shown) was launched in 2017. Its replacement will debut in 2025 on the STLA Medium platform, which is heavily focused on full-electric powertrains, although it can accommodate combustion engines. Stellantis will invest 160 million euros ($176 million) to prepare its factory in Rennes, western France, to build the next Citroen compact SUV, which will be mostly sold as a full-electric vehicle when it is launched in 2025, the automaker said. Stellantis will use the investment to set up a battery assembly workshop as well as one dedicated to plastic injection molding, it said in a statement, adding that the vehicle's launch will happen on the future STLA Medium platform. The molding area will be used for front and rear modules, Stellantis said. The car, code-named CR3, will succeed the current C5 Aircross, which offers gasoline, diesel and plug-in hybrid powertrains. Stellantis in November 2021 announced it would invest 152 million euros in the factory ahead of the new model, as part of a plan to boost EV production in France. Stellantis plans to sell only electric cars in Europe by 2030. Asked whether the new vehicle would be available as anything other than a full-electric model, CEO Carlos Tavares told the press on Thursday: "In principle, no." The STLA Medium platform can accept internal-combustion powertrains. A production line at Stellantis' factory in Rennes, western France. The factory employs about 2,300 people and last year built about 73,000 vehicles. The factory currently builds the Citroen C5 Aircross and the Peugeot 5008 midsize SUV. Both models entered production in 2017; the C5 Aircross is available as a plug-in hybrid, while the 5008 does not have any electrified options. The 5008 is due to be replaced in the next 18 months, along with the smaller 3008 compact. Its successor is expected to be built at Stellantis' factory in Sochaux, eastern France, with the 3008. The Rennes facility dates to 1960, when it was set up by Citroen. Peugeot models were added in the 2000s, including the 407, 508 and the 5008, which entered production in 2017. It has an annual capacity of about 100,000 vehicles, and about 2,300 employees. Last year it produced about 73,000 vehicles. (ANE)

Una BMW E12 trovata di un pescatore nel fiume di Isar a Bassa Baviera 😝 Secondo le ricerche della polizia di stato la macchina (ancora targata) era ca. 35 anni sul fondo del fiume.

Un po‘ piu di moderno e cosi

Per la Germania ti posso dare una cifra per il parco circolante per 1.1.2023: In tutta la Germania erano registrato 98.670 moto con quattro ruote. Non so esatto come son o registrato tutti questi Quad, perche ci sono Quad in Germania con targa "piccolo" (come motorini fino a 50ccm), ma ci sono anche Quad con targe "grosse" come un moto piu grande, auto, trattore ecc. Quindi potrebbe essere che in questi 98000 quad sono contenuti anche quelli con targa standard che sono in grado di arriva a vmax molto superiore di 45km/h q per cui hai bisogna di un patente moto/auto. In ogni caso almeno in germania e una nicchia molto stretta.

Esiste molto probabile ma non ho una statistica per questo mercato.

...sicuramente no, perche Topolino non apparisce nella statistica delle auto...

Le quote bev dei mercati europei per Gen-Apr 2023

BYD sold 240,220 EVs and PHEVs in May, breaking historical records

...hanno lavorato per tre anni a questo nuovo logo..chiaro che i prodotti costano come costano... E non ha cambiato pocchissimo, ha cambiato tutto, l'unico dettaglio invariara e il codice del colore nero, tutto il resto e nuovo.

Con bell' tempo, soleggiato quasi in tutta la Germania, funziona con le rinnovabile - sta mezzogiorno quasi 37GWh con le impianti PV con una quota totale rinnovabile di 85%

Nuovo logo per le Porsche, debutera con la Panamera a fine anno. confronto nuovo - vecchio

Nuovo record mensile in Germania - Maggio 2023 erano 66,2% della elettricita prodotta di fonte rinnovabile secondo una statistica della "Bundesnetzagentur".

Mercedes, Stellantis don’t see eye to eye on Chinese cars As Chinese automakers including BYD and Nio look to expand in Europe, the region’s incumbents are divided over how Brussels ought to respond. "In the very intense competitive environment of the auto industry, I don’t think that it will be primarily protectionism that will help us protect our competitive position," Mercedes-Benz CEO Ola Kallenius said. As Chinese automakers including BYD and Nio look to expand in Europe, the region’s incumbents are divided over how Brussels ought to respond. Carlos Tavares, who heads Fiat and Peugeot maker Stellantis, warned Tuesday that competition will be fierce given the head start China has jumped out to in building batteries and affordable electric vehicles. During the inauguration of a battery factory in northern France, he reiterated his view that Europe’s political leaders ought to come to the aid of homegrown manufacturers that are struggling to keep pace. “Whether the European car industry must be protected during the catch-up period, that’s a question that should be asked,” Tavares told reporters. “I think it would be reasonable to do so, at least in a degressive manner, so that we are on a real equal footing, given that the imbalance has been caused by the fact that the European regulation has been set exactly on the strongest skills of our Asian rivals.” Unlike Stellantis -- which shuttered its only Jeep factory in China last year -- Germany’s automakers have much more to lose if trade relations between Europe and China deteriorate. Take Mercedes-Benz Group, for example. China accounts for about 40 percent of its deliveries, with the luxury brand selling more than twice as many vehicles there as it does in the U.S. In an interview on the sidelines of the same event Tavares attended in France, Mercedes CEO Ola Kallenius said Europe should resist the urge to take protectionist measures. While the two CEOs’ differences aren’t surprising, considering how their respective companies are positioned, their opposing views are notable since Stellantis and Mercedes are co-shareholders in Automotive Cells Company, the venture that opened the French battery factory this week. Dissension on trade policy hasn't gotten in the way of ACC marshalling €7.3 billion ($7.5 billion) worth of investment in France, Germany and Italy. Here are highlights from Bloomberg’s conversation with Kallenius, which have been edited for length and clarity: China’s automakers are moving aggressively into the European electric vehicle market. Should Europe take measures to protect its manufacturers? If we look at the success of the World Trade Organization over the last 30 years -- even if it’s not been perfect in terms of execution -- globalization, reducing trade barriers and promoting free trade has driven an enormous amount of economic growth and wealth generation. So whatever we do, we need to protect that framework and not turn back to what in some cases looks like an easy solution toward protectionism. In Europe, and especially in Germany, as it relies on exports as part of its successful business model, we should not increase protectionism. On the contrary, we should try to build on free trade. If you look at what we have done in China over the last 20 years, we have significantly built up our position there and took advantage of a growing market. We also believe in investing there in the future and taking advantage of growth to come. So, it’s not surprising that Chinese car companies try to make their luck on the world markets, as well. I think it’s important to carefully protect the market economy and free trade, and not to overreact. So, there is no concern on your side that imports of Chinese cars into Europe would create an uneven playing field? My concern is to do the job that we have done for more than 100 years: to invest in innovation and new technology, and to make sure our products are the most desirable in the market, wherever we are -- in Europe, North America and China. In the very intense competitive environment of the auto industry, I don’t think that it will be primarily protectionism that will help us protect our competitive position. I think that will, on a worldwide basis, harm our competitive position. What will protect us is innovation, investing into new technologies and making sure that we delight and surprise the customer. That competitive factor is by far the most important. Can Europe’s battery makers be competitive with China’s, despite rising costs associated with switching to cleaner energy generation? In the mid- to long-term, that must be possible. Many of the Asian players are also dependent on energy imports. But I think we have to massively build up our renewable-energy capacity in Europe. If you look at the wind projects with the best return on investment in terms of power generation, you can get down to the low single-digit cents per kilowatt-hour. So as we continue to scale in wind-rich and offshore areas, it must be possible for Europe to do that. What about the price war we are seeing in some EV segments? Chinese brands, in particular, have affordable EVs on offer. Are you considering price cuts? There is no doubt that when an industry goes through a transformation and new entrants come in that the competitive intensity is higher. That is what we are seeing in the automotive market today, mainly in the volume segment. It’s not so much in our premium-luxury segment, even though the complete competitiveness of the market is felt by all players, us as well. I would rather look at the upper end of the segments we are in, and not venture into competition with the volume players. So we will be very careful not to get sucked into a price war there. (ANE)

Germania attuale e in recessione....

Si si certo, esattamente questi centri storici italiani sono pieni di colonnine pubbliche e tutti gli abitanti vivono in casa singola con ampio garage dove c'e posto per parcheggiare un terzo mezzo cosi accanto la macchine normale e dove c'e la possibilita per ricaricare a casa...

...ma resta invariata molto probabile la tecnica con 50km di autonomia con una vmax di 45km/h....A cosa serve un mezzo cosi? meglio la bici per questo uso.

Audi has reached an agreement with its dealers in Germany to introduce a direct sales system for electric vehicles starting Jan. 1, 2024, Automotive News Europe sister publication Automobilwoche reported. After this date, dealers will only be allowed to offer EVs on behalf of Audi under the new terms and will no longer buy them from the automaker to sell to end customers. For customers, the so-called agency model means an end to dealer rebates, as sales partners will no longer have any influence on the final price. The agreement doesn't apply to vehicles with internal combustion engines. After strong resistance from its dealers, Audi agreed to give its retailers in Germany a fixed commission of 6 percent and a flexible payment of between 1.5 and 2.5 percent. The flexible part is of the payment plan is expected to gradually decrease in 2025 and 2026, with the final number expected to be 1.5 percent, according to dealer sources. By comparison, VW brand dealers currently receive a 4 percent fixed commission plus a 2 percent flexible remuneration for each EV sold. At VW Group subsidiaries Skoda and the commercial vehicles division, dealers are still in negotations with the brands on the terms of the switch to the agency model for EVs. Audi rivals Mercedes-Benz and BMW are also converting to the agency model. In Germany, Mercedes is launching direct sales this month. Mercedes has agreed to pay its dealers in Germany a fixed rate of 6.5 percent for the first two years and then 6 percent thereafter. The automaker also uses the new model with the Smart brand, which it jointly owns with Geely. BMW has said it does not plan to switch its sales model until 2026. It will offer dealers a fix rate of 5.5 percent plus variable bonuses that would take the total compensation to 7.4 percent, according to research from Automobilwoche. Renault Group, by contrast, has said the risk of holding hundreds of millions of euros in inventory under the new system outweighs any potential gains possible from transitioning away from the current model. 'Good result' "This is a good result," an Audi dealer told Automobilwoche. The dealer said he expects an average of 7.5 percent in the next few years. Sales of full-electric Audis reached 28,322 last year in Germany, the KBA federal motor transport authority said. Audi European sales chief Jens Puttfarcken is currently introducing the agency system for EVs in other European countries including France, Sweden and the U.K. (ANE)

In effetti S e X non sono piu in vendita in questi mercati da meta 2021

....non e finito al momento questo temporaneamente...

...pero 75% di margine..... 😜

?????? Tesla 3 mi sembra piu una fast back, non una 3volumi tradizionale.

Io mi chiedo solo chi paga tutti questi investimenti enormi - nuovi centraline eoliche e PV, nuove rete per distribuire, nuovi stoccaggi e tutti gli nuovi punti ricarice hoc piu tutti i nuovi pompe di calori per tutte le case … sono milliaie di milliardi per pagare tutto e il kWh non deve diventare piu caro…scusate, ma per me e assurdo sopratuuto fino 2040 quando la EU (che gia oggi ha solo debiti) vuole essere CO2 neutrale…🤣

Sicuramente i modelli sulla Ncar non avranno OS9.