4200blu

…vero?? I cinesi ci regalano gli impianti solari ed eolici di cui già controllano il 90% della produzione mondiale (solare) o che presto controlleranno (eolico)?? Non credo proprio, e qui ci ritroviamo nella prossima dipendenza, decisamente peggiore di quella dal petrolio e dal gas.

…se prendi non „Settentrione“ ma „Italia“ poi e gia peggiore e se prendi non Italia ma Germania oppure Polonia poi la situazione e ancoro molto peggiore. Guidare una Bev in Polonia e una cosa piu sporca che un 2.0l diesel con la elettricita di Polonia. Naturalmente in Francia con corrente pulita nucleare la cosa e diversa.

Brabus G800

Versione 85-kW e 99-kW-Versionen di serie batteria a 37 kWh (netto) LFP con DC-max 90 kW versione 155-kW e 166-kW (GTI) di serie NMC a 52 kWh (netto) con DC-max 130 kW

Chinese lithium battery material suppliers announced price increase as high as 15% Several Chinese lithium battery material suppliers have recently issued price increase notices due to rising upstream raw material costs and a surge in demand driven by the convergence of global energy transition. For consumers, this means that the price of new energy vehicles may also be higher in 2026. Hunan Yuneng New Energy, a major Chinese supplier of lithium-ion battery cathode materials whose customers include CATL and BYD, announced that effective January 1, 2026, the processing fee for its entire range of lithium iron phosphate products will be increased by 3,000 yuan/ton (425 USD), excluding tax. And that if significant fluctuations occur in the market or raw material prices, product prices will be renegotiated. Another lithium battery manufacturer, Dejia Energy, announced that starting December 16, 2025, the selling price of battery products will be increased by 15% based on the current catalog price due to the significant increase in the raw material cost. The price of lithium hexafluorophosphate, a raw material used primarily as the conducting salt in liquid electrolytes for rechargeable lithium-ion batteries, surged from 55,000 yuan/ton (7,800 USD) to 120,000 yuan/ton (17,000 USD) in just two months, an increase of over 118%, according to tech-focused Chinese news outlet OFweek. The price of lithium cobalt oxide, used as the cathode in rechargeable lithium-ion batteries, soared from 140,000 yuan/ton (198,50 USD) at the beginning of the year to 350,000 yuan/ton (49,600 USD) in November, an increase of over 150%. The current price of battery-grade lithium carbonate has exceeded 94,000 yuan/ton (13,300 USD), with a single-month increase of over 16% in November. For every 10,000 yuan/ton (1,400 USD) increase in its price, the cost of lithium iron phosphate cathode material increases by approximately 2300 – 2500 yuan/ton (326 – 354 USD). Currently, lithium iron phosphate batteries account for 81.5% of the installed capacity in the power battery market in China. According to public reports, due to the continued tight supply and demand for power batteries, some automakers are flocking to leading battery manufacturers to secure supplies to overcome battery supply bottlenecks and ensure minimal impact to their vehicle production schedules. He Xiaopeng, chairman of Xpeng Motors, even publicly stated that he had “had drinks with all the battery manufacturers’ bosses.” (CNC)

Un italiano con gusto ( ?? 😝🫣) in visita a Monaco di Baviera…..

il problema non sono le terre rare se stesso Il problema principale non è la presenza di terre rare a livello mondiale ma la distribuzione della capacità di raffinazione mondiale che incluso il know how e a 90% in mani cinesi. (Vontobel markets)

Hmmm, sicuro? Le cifre del parco circolante in Germania parlano un altro risultato: Durante gli anni fino fine 2024 erano immatricolate ca. 4100 Levante in Germani, al 1.1.2025 il KBA ha registrato un parco circolante di Levante di 1490 unita. Dove sono finite gli altri? Tutti venduti al estero o forse anche rottamate o smontato e venduto in parti? Perche quasi 2/3 sono spariti? Per qualita alta e possessori contentissimi? Mah….dubito….. (per paragone: della Z8 erano immatricolate 1760 in Germania per gli anni del epoca, al 1.1.25 erano ancora in circolazione 1490)

Bellissima, in perfetta sintonia con la vecchia…….. Perche? Lucid va avanti e naturalmente poi Aston puo prendere il pwt Lucid aggiornato.

La domanda fondamentale è però perché sia così: un'auto usata che nessuno vuole ha di solito un motivo: mancanza di potere del marchio, scarsa qualità a lungo termine, servizio di assistenza scadente, prezzi esorbitanti dei ricambi, indisponibilità dei ricambi o altro, ci deve essere un motivo.

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.