4200blu

Mah….solo VW per esempio ha un piano di investimenti (2026-2030) di 120 miliardi per le elettriche e 60 miliardi per l'ulteriore sviluppo dei motori a combustione interna, questi 60Mrd non sarebbero stati necessari senza le esitazioni della Bruxelles. ora con questo forse un po' hai quasi costi doppi…complimenti.

…diciamo 2,7to simile iX M70

…che sicuramente non riducono le emissioni per 90%. Non certo come ridicole City-SUV con un elevato coefficiente di resistenza aerodinamica.

…oppure 90% bev per tutto i plebei e 10% 911-12C-RS Q8-SL63 ecc. per questi che sono in grado pagare, simile il settore dei orologi….. 😁 (anche perche con i volumi piccolissimi per le ice queste diventerano molto piu caro come oggi, quindi una nicchia per gli appasionati ricchi)

Facile…con i soldi, 10.-€ per un litro carburante contro 50ct per una kWh 😝

Se così fosse come scrivono, si tratterebbe solo di una facciata e di un inganno: in linea di principio non cambierebbe nulla, perché non ci sarebbero le enormi quantità di e-fuel necessarie, quindi sarebbe solo una possibilità teorica senza alcun riferimento alla realtà. Il futuro purtroppo è bev, punto.

Will the EU Commission allow plug-in hybrids until 2040?The EU Commission is expected to present its new 'Automobile Package' next week. According to a recent report, the strategy may include a five-year extension for new registrations of passenger cars with internal combustion engines for plug-in hybrids and range-extender vehicles—until 2040 instead of 2035. The discussion hinges on several key points. Firstly, from 2035 onwards, new cars with internal combustion engines (ICE) in the European Union will only be eligible for first-time registration if they form part of a plug-in hybrid (PHEV) or range-extender (EREV) powertrain. Conventional ICE vehicles, as well as mild or full hybrids with minimal electric support, are reportedly excluded from these considerations, according to Bloomberg’s sources. Another critical aspect is that the proposed extension is limited to just five years. The report also outlines additional conditions. As EU Transport Commissioner Apostolos Tzitzikostas hinted in early December, these vehicles must run on ‘advanced biofuels’ or ‘e-fuels’. However, it remains unclear how authorities will ensure that PHEVs and EREVs use only these fuels and not fossil petrol. Equally uncertain is the availability and cost of these fuels by 2035. Bloomberg also reports another requirement: the production of these vehicles must use green steel. Yet, it is unclear what quantities of this material will be available to the automotive industry in a decade, or at what cost. Even if these practical challenges are overcome, such vehicles are unlikely to enter the market in unlimited numbers. The proportion of PHEVs and EREVs permitted for registration in the EU after 2035 ‘still needs to be decided,’ according to the report. Bloomberg notes that ‘key technical details’ regarding the fuels are still being finalised, and discussions within the Commission are ongoing. Given this interim status, further changes remain possible—or even likely. However, amid the multitude of conditions and restrictions being discussed to soften the existing 2035 targets, one outcome seems increasingly unlikely: a complete U-turn by the EU Commission. This would involve—as requested by German Chancellor Friedrich Merz in his letter to Commission President Ursula von der Leyen (both CDU)—allowing new plug-in hybrids, range-extenders, and ‘highly efficient combustion engines’ without any restrictions after 2035. Instead, the result is likely to be a typical political compromise: some conditions may be relaxed as a concession, while the other side accepts certain fundamental changes. The final agreement could be revealed as early as next week, with sources suggesting the 16th or 17th of December as possible dates for the presentation of the ‘car package’. In addition to Germany, six other EU countries, including Italy and Poland, have recently advocated for softening the original, stringent CO₂ targets for 2035. Their governments argue that the targets and the associated technological shift are too radical, warning that the industry is at risk. However, opponents of this view also highlight a danger for the industry: if companies continue to invest heavily in two parallel technology pathways rather than committing to a clear transition, they risk falling further behind China in battery-electric vehicle development. Environmental groups, as reported by Bloomberg, also fear loopholes that could undermine Europe’s climate goals. The decisive factor will likely be how precisely the requirements for e-fuels and biofuels are defined. E-fuels can be CO₂-neutral on a lifecycle basis if CO₂ is captured from the atmosphere during production and only renewable energy is used. However, no large-scale CO₂ capture or e-fuel production facilities currently exist, and the energy requirements remain unresolved. Biofuels also face criticism: they could compete with food production and place additional strain on agricultural land. bloomberg.comThe discussion hinges on several key points. Firstly, from 2035 onwards, new cars with internal combustion engines (ICE) in the European Union will only be eligible for first-time registration if they form part of a plug-in hybrid (PHEV) or range-extender (EREV) powertrain. Conventional ICE vehicles, as well as mild or full hybrids with minimal electric support, are reportedly excluded from these considerations, according to Bloomberg’s sources. Another critical aspect is that the proposed extension is limited to just five years. The report also outlines additional conditions. As EU Transport Commissioner Apostolos Tzitzikostas hinted in early December, these vehicles must run on ‘advanced biofuels’ or ‘e-fuels’. However, it remains unclear how authorities will ensure that PHEVs and EREVs use only these fuels and not fossil petrol. Equally uncertain is the availability and cost of these fuels by 2035. Bloomberg also reports another requirement: the production of these vehicles must use green steel. Yet, it is unclear what quantities of this material will be available to the automotive industry in a decade, or at what cost. Even if these practical challenges are overcome, such vehicles are unlikely to enter the market in unlimited numbers. The proportion of PHEVs and EREVs permitted for registration in the EU after 2035 ‘still needs to be decided,’ according to the report. Bloomberg notes that ‘key technical details’ regarding the fuels are still being finalised, and discussions within the Commission are ongoing. Given this interim status, further changes remain possible—or even likely. However, amid the multitude of conditions and restrictions being discussed to soften the existing 2035 targets, one outcome seems increasingly unlikely: a complete U-turn by the EU Commission. This would involve—as requested by German Chancellor Friedrich Merz in his letter to Commission President Ursula von der Leyen (both CDU)—allowing new plug-in hybrids, range-extenders, and ‘highly efficient combustion engines’ without any restrictions after 2035. Instead, the result is likely to be a typical political compromise: some conditions may be relaxed as a concession, while the other side accepts certain fundamental changes. The final agreement could be revealed as early as next week, with sources suggesting the 16th or 17th of December as possible dates for the presentation of the ‘car package’. In addition to Germany, six other EU countries, including Italy and Poland, have recently advocated for softening the original, stringent CO₂ targets for 2035. Their governments argue that the targets and the associated technological shift are too radical, warning that the industry is at risk. However, opponents of this view also highlight a danger for the industry: if companies continue to invest heavily in two parallel technology pathways rather than committing to a clear transition, they risk falling further behind China in battery-electric vehicle development. Environmental groups, as reported by Bloomberg, also fear loopholes that could undermine Europe’s climate goals. The decisive factor will likely be how precisely the requirements for e-fuels and biofuels are defined. E-fuels can be CO₂-neutral on a lifecycle basis if CO₂ is captured from the atmosphere during production and only renewable energy is used. However, no large-scale CO₂ capture or e-fuel production facilities currently exist, and the energy requirements remain unresolved. Biofuels also face criticism: they could compete with food production and place additional strain on agricultural land. (electrive / Bloomberg)

Fixed 😁

Concept per il 80° compleanno di Kia Comunicato stampa Via Kia.

Anche Seltos in Europa con il propulsore ibrido 138CV della Niro sara molto probabile solo FWD. Sembra che questa sara l‘unica versione per Europa.

Con 4,43m <—> 4,42m piu sovraposizione con Niro che con Sportage….😉

solo questa, G51 non ci sara piu.

Ma ha perfettamente senso: invece di avere uno stabilimento Renault e uno Ford entrambi sottoutilizzati, se ne chiude uno e si torna ad averne uno a pieno regime: razionalizzazione.

Uomo molto buono e in tradizione delle altre „A“ come Milberg, Reithofer e Zipse, prima diventare „A“ tutti erano „T“ (capo della produzione).

Ma non sono gli unici, seguono l'esempio di Fiat e Alfa.

I test drive non terminano con la data della presentazione e le auto di prova già camuffate mantengono la pellicola protettiva, nessuno si prende la briga di rimuoverla, sarebbe solo lavoro che costa e non ha senso.

Si certo, ma anche le passat erano/sono 90% aziendale, come anche tutto il resto del seg D e E.

No. Le batterie ad alto voltaggio dell'eDrive Gen6 sono state sviluppate internamente, consentendo all'azienda di Monaco di Baviera di avvalersi dei propri centri di competenza e degli stabilimenti pilota di Parsdorf, Hallbergmoos e del Centro di ricerca e innovazione (FIZ) di Monaco di Baviera, nonché di specificare con precisione ai fornitori delle celle ciò che è necessario e quali prezzi sono realistici. Poi solo la industrializzazione delle celle e ralizzato con insieme con i fornitori, dopo questo step le celle cilindriche della sesta generazione eDrive vengono infine assemblate negli stabilimenti Bmw, garantendo il rispetto dei più elevati standard di qualità.

EVE Energy e Catl, BMW non fa piu single sourcing.

E fatta su MEB+, quindi Bev-only. Ma prima id.Polo parte a Marzo il fratello Raval con quale i giornalisti fanno gia test drives

Si vero, ma questi 21% sono il risultato di un output di anche ca. 20% in medi dalla potenza installata totale. questa e esattamente il problema, un rendimento medio del impianto abbastanza scarso, anche in un paese molto solegiato, figurati al nord con spesso mal tempo come Germania o Polonia. (electricitymap)

un millione al anno era una volta……..

…..quindi - lessons learned: 2 fabbriche su 5 in Francia e almeno 3 su 5 in Italia possono e devono essere chiuse per diventare competitive…...

Spain announces $1.5 billion package to boost electric vehicle market MADRID, Dec 3 (Reuters) - Spain will provide nearly 1.3 billion euros ($1.52 billion) to support its electric vehicle market and industry next year as part of a plan to lift the share of EVs produced in the country to 95% by 2035, Prime Minister Pedro Sanchez said on Wednesday. In the first 10 months of 2025, the share of fully electric and plug-in hybrid vehicles made in Spain totalled around 10%, industry data show. Self-charging hybrids accounted for 26.7%. Around 20% of vehicles across the EU last year were fully electric or plug-in hybrids. Spain's plan includes 400 million euros in direct subsidies in 2026 for consumers to buy EVs and another 580 million euros under the country's EU-funded scheme supporting industrial investment. It will also add 300 million euros to install charging points along roads still lacking coverage. Spain is stepping up support for its automotive sector as Chinese EV brands like BYD (002594.SZ), opens new tabrapidly expand, undercutting European rivals and exploiting the country's lack of a strong domestic carmaker. The plan intends to help the domestic auto sector maintain jobs as production shifts to EVs and ensure Spain remains Europe's second-largest car manufacturer, Sanchez said. Foreign battery projects such as Chinese company CATL's (300750.SZ), opens new tab 4 billion euro plant with Stellantis (STLAM.MI), opens new tab are creating jobs in Spain, but without domestic backing the country risks losing know-how and market share. Under the Spanish roadmap, sales of electrified models are targeted to reach 100% by 2035. (Reuters)

China: FAW allegedly ready to invest in LeapmotorThe potential equity investment by the FAW Group in Leapmotor appears to be nearing completion, with signing expected later this year. However, it is becoming clear that FAW will take a smaller stake than initially anticipated. Rumours about the state-owned automaker’s potential investment in the rapidly growing EV startup had already surfaced over the summer. Since spring 2025, the two companies have collaborated on their first joint vehicle project. The progress achieved, Leapmotor’s consistently strong sales figures, and its financial performance appear to have convinced FAW’s decision-makers to invest in the company. Leapmotor’s founder, chairman, and CEO, Zhu Jiangming, has now confirmed the ongoing discussions, stating that the company will not relinquish actual control. According to the latest reports, FAW intends to acquire around 5 per cent of Leapmotor—half the stake previously assumed. Earlier in the summer, the Chinese media outlet Cailian Press had reported that Leapmotor was seeking a 10 per cent investment, though those plans were still in the early stages at the time. Leapmotor’s largest single shareholder is the Stellantis Group, which acquired a multi-billion-euro stake in the company in 2023 and currently holds 21.26 per cent. Zhu Jiangming and other members of the founding team collectively hold approximately 25.8 per cent through ‘direct and indirect holdings,’ according to the portal Car News China. While the founders, together with Stellantis, do not hold a majority stake, they effectively retain control of the company. It remains unclear how much FAW would need to invest for the five per cent stake in Leapmotor—even though the figure now appears to be lower than previously anticipated. Leapmotor does not currently seem to be under significant financial pressure. In the third quarter, the company reported revenue of 19.45 billion yuan (2.36 billion euros), representing an increase of over 97 per cent compared to the same quarter last year and a 36.7 per cent rise from Q2 2025. For the coming year, Leapmotor’s Vice President Li Tengfei has projected a net profit of five billion yuan (currently around 610 million euros). On the other hand, pressure on the FAW Group is mounting to boost its comparatively weak electric vehicle sales. New Energy Vehicles (including battery-electric cars, plug-in hybrids, range-extender vehicles, and fuel cell models) currently account for only around ten percent of the group’s total sales, while the NEV share in the overall market stands at approximately 50 percent. FAW must close this gap and is hoping to gain technical insights and learning effects from Leapmotor, which exclusively offers battery-electric vehicles and range-extender models. (electrive.com)