Questo forum utilizza dei Cookie per tenere traccia di alcune informazioni. Quali notifica visiva di una nuova risposta in un vostro topic, Notifica visiva di un nuovo argomento, e Mantenimento dello stato Online del Registrato. Collegandosi al forum o Registrandosi, si accettano queste condizioni.

Tutti gli orari sono UTC+01:00




Apri un nuovo argomento  Rispondi all’argomento  [ 926 messaggi ]  Vai alla pagina Precedente 127 28 29 30 31
Autore Messaggio
MessaggioInviato: ven feb 28, 2020 2:00 pm 
Non connesso
Avatar utente

Iscritto il: ven apr 28, 2006 6:03 pm
Messaggi: 13263
 (Reuters) - Volkswagen (VOWG_p.DE) and a major German consumer group said on Friday that they had reached an 830 million euro ($902.04 million) agreement in a class action lawsuit over the carmaker's rigging of diesel emissions tests.

FILE PHOTO: The logo of Volkswagen is pictured at the LA Auto Show in Los Angeles, California, U.S., November 20, 2019. REUTERS/Lucy Nicholson/File Photo

The deal marks a further step in the German carmaker’s efforts to make amends after it admitted in 2015 to using illegal software to cheat U.S. diesel engine tests.

The effort has cost Volkswagen more than $30 billion in vehicle refits, fines and provisions.

In the deal announced Friday, the 830 million euros will be divided among about 260,000 members of the class action. The exact amount depends on the age and model of the owner’s car.

Volkswagen AG165.24

VOWG_P.DEXETRA

-1.18(-0.71%)

VOWG_p.DE

Nearly all U.S. owners of affected cars agreed to take part in a $25 billion settlement in 2016 in the United States, but VW has said there was no legal basis for consumers in Germany to seek compensation due to differences in law.

An initial attempt to reach the 830 million euro settlement with VZBV failed this month, for which VW blamed demands for 50 million euros in fees by lawyers representing the consumer groups



830 milioni di euro per la class Action tedesca contro Vw, in America hanno preso 14,7 miliardi.


Top
   
Disable adblock

This site is supported by ads and donations.
If you see this text you are blocking our ads.
Please consider a Donation to support the site.


MessaggioInviato: ven feb 28, 2020 2:14 pm 
Non connesso
Avatar utente

Iscritto il: ven lug 13, 2007 3:17 pm
Messaggi: 4193
Se avessero dovuto pagare anche solo in Germania la stessa somma procapite pagata negli States, sarebbero falliti.


Top
   
MessaggioInviato: ven feb 28, 2020 4:03 pm 
Non connesso
Avatar utente

Iscritto il: ven apr 28, 2006 6:03 pm
Messaggi: 13263
Giusto per far capire le proporzioni Vw ha venduto 495.000 diesel taroccati negli Usa e ha pagato 10,4 miliardi ai consumatori, 2 ai vari stati e 2 per la costruzione di una rete di ricarica per veicoli elettrici. Nello stesso arco di tempo Vw ha venduto in Europa 8,5 milioni di veicoli truffaldini. Questo accordo riguarda circa 400.000 denuncianti.


Top
   
MessaggioInviato: ven feb 28, 2020 9:33 pm 
Non connesso
Avatar utente

Iscritto il: ven apr 28, 2006 6:03 pm
Messaggi: 13263
Diess non è molto amato all’interno di Vw, solo i Porsche-Piech lo sostengono apertamente eppure il manager bavarese sta portando a casa risultati eccellenti.
Il 2019 non è stato per niente un anno positivo per l’auto, il mercato globale è sceso del 4%, soprattutto a causa della Cina dove Vw bede il 40% del totale. Nonostante questa fortissima dipendenza le vendite mondiali di Wolfsburg sono salite dell’ 1,3%.
Il fatturato supera i 250 miliardi di euro, l’utile operativo è a 19 miliardi di euro a cui si devono aggiungere i 4,4 provenienti dalla Cina. In un anno Vw ha creato un cash flow da 10 miliardi di euro, si possono pensare anche a delle acquisizioni.


Allegati:
FED1B049-C3DF-4308-A8D9-1BC5D9A48C63.jpeg
FED1B049-C3DF-4308-A8D9-1BC5D9A48C63.jpeg [ 621.47 KiB | Visto 590 volte ]
Top
   
Disable adblock

This site is supported by ads and donations.
If you see this text you are blocking our ads.
Please consider a Donation to support the site.


MessaggioInviato: ven feb 28, 2020 11:17 pm 
Non connesso
Avatar utente

Iscritto il: ven lug 13, 2007 3:17 pm
Messaggi: 4193
daimlerchrysler ha scritto:
Diess non è molto amato all’interno di Vw, solo i Porsche-Piech lo sostengono apertamente eppure il manager bavarese sta portando a casa risultati eccellenti.
Il 2019 non è stato per niente un anno positivo per l’auto, il mercato globale è sceso del 4%, soprattutto a causa della Cina dove Vw bede il 40% del totale. Nonostante questa fortissima dipendenza le vendite mondiali di Wolfsburg sono salite dell’ 1,3%.
Il fatturato supera i 250 miliardi di euro, l’utile operativo è a 19 miliardi di euro a cui si devono aggiungere i 4,4 provenienti dalla Cina. In un anno Vw ha creato un cash flow da 10 miliardi di euro, si possono pensare anche a delle acquisizioni.
Se non ci fosse stato il dieselgate, cosa sarebbero ora? :shock:


Top
   
MessaggioInviato: ven feb 28, 2020 11:41 pm 
Non connesso

Iscritto il: ven gen 11, 2019 2:47 pm
Messaggi: 1276
Località: Bologna
Chissà, forse ci sarebbe ancora winterkorn a komandare..


Top
   
MessaggioInviato: sab feb 29, 2020 9:46 am 
Non connesso
Avatar utente

Iscritto il: ven apr 28, 2006 6:03 pm
Messaggi: 13263
mauro65 ha scritto:
daimlerchrysler ha scritto:
Diess non è molto amato all’interno di Vw, solo i Porsche-Piech lo sostengono apertamente eppure il manager bavarese sta portando a casa risultati eccellenti.
Il 2019 non è stato per niente un anno positivo per l’auto, il mercato globale è sceso del 4%, soprattutto a causa della Cina dove Vw bede il 40% del totale. Nonostante questa fortissima dipendenza le vendite mondiali di Wolfsburg sono salite dell’ 1,3%.
Il fatturato supera i 250 miliardi di euro, l’utile operativo è a 19 miliardi di euro a cui si devono aggiungere i 4,4 provenienti dalla Cina. In un anno Vw ha creato un cash flow da 10 miliardi di euro, si possono pensare anche a delle acquisizioni.
Se non ci fosse stato il dieselgate, cosa sarebbero ora? :shock:



Se non ci fosse stato il dieselgate avrebbero avuto in pancia una liquidità da 50 miliardi di euro invece che di 21, ma sarebbe stato molto più difficile tagliare i posti di lavoro e non avrebbero abbracciato con tanta determinazione l’elettrico.
Alcuni analisti suggeriscono a Vw di scalare Ford o Daimler, per ora non ci sono avvisaglie però i mezzi ci sarebbero.


Top
   
MessaggioInviato: sab feb 29, 2020 12:13 pm 
Non connesso
Avatar utente

Iscritto il: ven apr 28, 2006 6:03 pm
Messaggi: 13263
Audi with enhanced role in Volkswagen Group
CEO of Volkswagen AG, Dr. Herbert Diess: “We are pooling strengths for Audi’s competitiveness”
Audi headed by its new CEO Markus Duesmann to lead research & development in the Volkswagen Group
Ingolstadt to be organizational focus of Car.Software organization
Volkswagen AG plans to take over all Audi shares via a squeeze-out according to German stock corporation law
Resolution on the squeeze-out at this year’s Annual General Meeting of AUDI AG, which is to be postponed until July or August 2020
Volkswagen AG is enhancing the role of Audi in the Group. To that end, Audi headed by its new CEO Markus Duesmann will take over the lead for research & development in the brand alliance. Furthermore, Ingolstadt is to be the organizational focus of the Car.Software organization. In the context of more efficient steering, Volkswagen AG plans to take over the 0.36 percent of Audi free-float shares. Volkswagen AG is currently the majority shareholder, holding approx. 99.64 percent of the subscribed capital of AUDI AG.

The Volkswagen Group is responding even more proactively to the challenges of the transformation with an optimal positioning and effective structures. Dr. Herbert Diess, CEO of Volkswagen AG and Chairman of the Supervisory Board of AUDI AG, said: “Given the strong dynamics of change in our industry, we are pooling our strengths in the Volkswagen Group and positioning ourselves competitively for the future. Going forward, the Audi brand with Markus Duesmann as its new CEO will take over the lead for research & development in the Volkswagen Group and thus swiftly assume technical leadership.”

With reference to the start of the new PPE electric platform, Ingolstadt is also to become the organizational focus of the Group’s new unit, the Car.Software organization. The newly-founded company centralizes the software development activities at the various locations in the Volkswagen Group. The aim is to boost the in-house share of car software development to at least 60 percent by 2025.

As part of the realignment of competences and responsibilities, Volkswagen AG is planning a squeeze-out according to German stock corporation law to increase its shareholding in Audi from the present 99.64 percent to 100 percent. To that end, Volkswagen AG today transmitted to AUDI AG a request for the transfer of minority shares under which the squeeze-out according to German stock corporation law is to be completed by resolution at this year’s Annual General Meeting of AUDI AG. In light of this, the Annual General Meeting of AUDI AG is to be postponed to a date in July or August 2020.


Nel contesto dell’annuncio dei risultati per il 2019 Vw ha annunciato che Dusemann, da aprile ceo di Audi, diventerà anche capo dell’ R&D di tutto il gruppo. È una nomina importante perché aumenta a dismisura le possibilità di Dusemann di diventare l’erede di Diess e riduce le chance di Blume, ceo di Porsche e capo della produzione di tutto il gruppo.
Vw vuole inoltre effettuare lo squeeze out di Audi (lo 0,36% è flottante) e di Man SE (flottante del 6%), inoltre viene confermata la scalata a Navistar.
Saranno necessari almeno 5-6 miliardi di euro per tutto ciò.


Top
   
MessaggioInviato: dom mar 01, 2020 4:33 pm 
Non connesso
Avatar utente

Iscritto il: ven apr 28, 2006 6:03 pm
Messaggi: 13263
VW-Chef Herbert Diess ist ein Freund klarer Worte. Er ist aber vor allem auch ein Freund von Taten. Als er vor einigen Wochen vor seinen 120 wichtigsten Führungskräfte in Berlin auftrat, erklärte er nicht nur den Elektropionier Tesla zum größten Wettbewerber, gegen den es zu bestehen gelte. Fast in einem Nebensatz versteckt kündigte er bei der Gelegenheit auch den Abschied von gasbetriebenen Autos an.
Erdgasautos werden vor allem von der Kernmarke VW sowie den Konzerntöchtern Skoda und Seat verkauft. Die vergleichsweise sauberen Fahrzeuge galten lange Zeit als Mittel, um die Abgasziele der Behörden zu erreichen. Die Kunden allerdings haben die Technologie nie wirklich angenommen. Mit dem angekündigten Aus macht der Konzernchef von Volkswagen nun klar, wie ernst er es mit der Fokussierung auf die Elektromobilität meint.
Auch andere alternative Antriebsarten haben im VW-Konzern keine großen Zukunftschancen. Dazu gehören synthetische Kraftstoffe und der Wasserstoffantrieb mit der Brennstoffzelle. „Da gibt es nur einige kleinere Forschungs- und Vorentwicklungsaktivitäten bei Audi„, sagte VW-Entwicklungsvorstand Frank Welsch dem Handelsblatt. „Wenn wir die Mobilitätswende und die Umweltziele ernst nehmen, müssen wir uns auf den batterieelektrischen Antrieb konzentrieren. Alles andere ist Verschwendung der begrenzten regenerativen Energie.“
Wegen deutlich geringerer Wirkungsgrade ist es aus VW-Sicht nicht sinnvoll, mit Wasserstoff oder synthetischen Kraftstoffen die Kohlendioxidemissionen senken zu wollen. „Der Wirkungsgrad bei rein batteriegetriebenen Autos ist wesentlich größer“, sagte VW-Chefentwickler Welsch.
Mit 100 Kilowattstunden an regenerativer Energie komme ein Batterieauto rund 500 Kilometer weit, ein Brennstoffzellenfahrzeug 200 Kilometer, und ein Auto mit Synfuel-Einsatz schaffe 80 Kilometer. „Es wird deshalb auf absehbare Zeit keine Brennstoffzellenfahrzeuge von unseren Pkw-Marken in Serienfertigung geben“, lautet sein Fazit.
Nur wenige Alternativen zugelassen
Volkswagen will sich in den nächsten Jahren unwiderruflich auf den Elektroantrieb und die rein batteriegetriebenen Fahrzeuge konzentrieren. Konzernchef Diess hat das gesamte Unternehmen auf diesen Weg eingeschworen. Auf dem Topmanagement-Treffen im Januar in Berlin waren seine Vorgaben eindeutig.
Die Brennstoffzelle und andere alternative Kraftstoffe betreibe Volkswagen auf Grundlevel, hatte Diess gesagt. Diese Antriebe seien während eines absehbaren Zeithorizonts von mindestens einem Jahrzehnt keine Alternative zu Pkw-Motoren. „Wir brauchen die volle Konzentration auf den Durchbruch der Elektromobilität.“ Volkswagen könne es sich nicht erlauben, sich bei seiner Fahrzeugentwicklung zu verzetteln. Der Konzern müsse seine finanziellen Möglichkeiten gezielt einsetzen. Und damit sind Alternativen bis auf Weiteres in Wolfsburg nicht zugelassen.

Die Niedersachsen stehen wie BMW , Daimler und andere Autohersteller vor einer gewaltigen Aufgabe. Um ihre Autos sauberer zu machen und mit ihrer Umgebung zu vernetzen, muss jede der Firmen zweistellige Milliardenbeträge aufbringen. Das Geld verdienen sie mit konventionellen Fahrzeugen – diese sollen während der nächsten zehn Jahre durch E-Autos abgelöst werden.
Alle Hersteller müssen sich daher fokussieren – VW ist da konsequenter, wie selbst Vertreter von Wettbewerbern einräumen. Treiber dürfte auch der Dieselskandal sein, der das Unternehmen rund 30 Milliarden Euro gekostet hat.
So manchem Entwickler dürfte es dennoch nicht gefallen, was Diess in Berlin verkündet hatte: „Die Gasantriebe werden wir auslaufen lassen“, hatte der Vorstandsvorsitzende gesagt. Den wichtigsten Grund für diese Entscheidung lieferte Diess gleich mit. Die Erdgasfahrzeuge leisteten keinen hinreichenden Beitrag zum Klimaschutz. „Aufwand und Ertrag stehen nicht im Verhältnis.“
Bemerkenswert sind die Worte vor allem, weil doch Thomas Sedran als Chef der Van-Sparte noch vor wenigen Tagen den Gasmotor als wichtigen Antrieb bezeichnet hat. Das neue Caddy-Modell in der fünften Generation werde es auf jeden Fall auch mit CNG („Compressed Natural Gas“) – also Erdgasantrieb – geben, sagte Sedran bei der Vorstellung des neuen Modells. Die Transportertochter von Volkswagen starte beim neuen Caddy zunächst mit Dieselmotoren, CNG komme später dazu.
Aus VW-Sicht ist das nur ein scheinbarer Gegensatz: Sedran und Diess beziehen sich auf unterschiedliche Zeiträume. Der aktuelle Caddy bekommt den CNG-Antrieb noch, danach ist Schluss. Die Entwicklungsvorläufe in der Automobilindustrie sind vergleichsweise lang. Etwa fünf Jahre dauert es, bis aus ersten Designskizzen ein fertiges Serienmodell geworden ist. Ein Konzern wie Volkswagen muss schon heute vorausschauend entscheiden, welche Autos in fünf bis zehn Jahren verkauft werden sollen.
Wenig Resonanz für Erdgas am Markt
Wenn es um die Entwicklung neuer Autos und Antriebe geht, ist VW-Vorstand Welsch eben der wichtigste Manager bei VW. Er verantwortet im gesamten Konzern die Fahrzeugentwicklung und hat als solcher wesentlichen Anteil daran, dass VW in den zurückliegenden Wochen den langsamen Rückzug aus dem Erdgasantrieb intern beschlossen hat.
„Die Resonanz am Markt ist nicht gewachsen“, sagte Welsch, „und es werden auch absehbar nicht signifikant mehr verkaufte Fahrzeuge“. Im vergangenen Jahr hatte der Konzern noch eine CNG-Initiative gestartet und neue Modelle ins Programm aufgenommen. Insgesamt 19 CNG-Modelle warten im Konzern auf Käufer.
Die Resonanz am Markt ist nicht gewachsen, und es werden auch absehbar nicht signifikant mehr verkaufte Fahrzeuge.

Frank Welsch, VW-Entwicklungsvorstand
Doch auch damit sind die Verkaufszahlen nicht sonderlich in die Höhe gegangen. 110.000 CNG-getriebene Autos hat der Volkswagen-Konzern im vergangenen Jahr weltweit verkaufen können. Viel zu wenig, um das CNG-Programm auch in weiterer Zukunft unverändert laufen zu lassen. „Es kommt beim Kunden nicht so richtig an“, so Entwicklungsvorstand Welsch.
In Deutschland sind 2019 gerade einmal 7700 CNG-Autos von allen Herstellern verkauft worden – bei 3,5 Millionen Pkws insgesamt. Trotz aller Bemühungen und Lobbyaktivitäten in den vergangenen Jahren ist eines klar: Der Gasantrieb für Pkws ist ein Flop, gerade nach Meinung von VW.
Aus Volkswagen-Sicht gibt es einen ganz wesentlichen Grund dafür, warum sich ein größeres Engagement bei CNG-Modellen nicht mehr lohnt: Wegen der verschärften Emissionsgrenzen in Europa muss VW den Durchschnittswert seiner Fahrzeugflotte bei Kohlendioxidemissionen deutlich reduzieren. Allein in diesem Jahr muss der Konzern um mehr als 20 Gramm Kohlendioxid je gefahrenen Kilometer beim eigenen Flottenverbrauch einsparen, um Milliardenstrafen zu vermeiden.
Der CNG-Antrieb ist zwar sauberer als konventionelle Verbrenner, die Werte sind 15 bis 20 Prozent besser als etwa beim Benziner. Aber mit den wenigen verkauften Erdgasfahrzeugen kommt VW bei der Abgasreduzierung kaum voran. „Wir haben damit gerade einmal 0,3 Gramm pro Kilometer in der Flotte geschafft. Damit leistet er keinen Beitrag zu den Flottenzielen“, so Welsch.
Ein weiteres Problem ist das CNG-Tanknetz. Im Jahr 2018 gab es in Deutschland 867 Erdgas-Tankstellen, mit 837 liegt der aktuelle Stand sogar darunter. Deutlicher lässt sich die Zurückhaltung der Kundschaft kaum beschreiben.
Rückzug ist auf die nächsten Jahre angelegt
Volkswagen will die Produktion der aktuell verfügbaren CNG-Modelle zwar nicht sofort einstellen. Der Rückzug des Konzerns aus der Erdgastechnik wird aber in den nächsten Jahren spürbar werden. „Diese Autos bekommen keine Nachfolger mehr“, sagte der Entwicklungsvorstand. Normale Pkws kommen in der Autoindustrie auf einen durchschnittlichen Modelllebenszyklus von etwa sieben Jahren. So lange sollte es die aktuellen CNG-Modelle von Volkswagen also voraussichtlich noch geben.
Eine sichere Überlebensgarantie ist das allerdings nicht. Sind Modelle dabei, die nur einige Hundert Mal pro Jahr verkauft werden, könnte der VW-Konzern die Produktion schon früher aufgeben. In etwa fünf Jahren wird in Europa zudem die neue Abgasnorm Euro 7 eingeführt. Möglicherweise werden einzelne CNG-Motoren aus dem VW-Konzern dann nicht mehr entsprechend den künftigen Vorgaben aktualisiert und fallen aus dem Programm heraus. Volkswagen spart dadurch einen Entwicklungsaufwand in zweistelliger Millionenhöhe. Konkrete Entscheidungen habe der Konzern noch nicht getroffen, heißt es dazu in Wolfsburg.
Die wirtschaftliche Situation wird in nächster Zeit nicht einfacher für Volkswagen. Der Wolfsburger Konzern hat im Unterschied zu den meisten Konkurrenten im vergangenen Jahr zwar noch sehr ordentlich verdient. Doch schon jetzt ist absehbar, dass sich dieser Trend 2020 kaum fortsetzen wird.
Die Unsicherheiten wachsen von Tag zu Tag, allen voran durch die Corona-Epidemie. 252 Milliarden Euro Umsatz (plus sieben Prozent) und ein operatives Ergebnis von 19,3 Milliarden Euro (plus 12,8 Prozent) für 2019 sind Rekordwerte. Doch die Elektrooffensive, größere weltweite politische Risiken und eben die Corona-Krise machen es unwahrscheinlicher, dass der VW-Konzern auch für dieses Jahr wieder verbesserte Finanzdaten präsentieren wird.

Vw dice addio ai motori a metano, saranno offerti in sempre meno modelli fino al 2021.


Top
   
MessaggioInviato: dom mar 01, 2020 11:27 pm 
Non connesso
Avatar utente

Iscritto il: ven lug 13, 2007 3:17 pm
Messaggi: 4193
Ci sta che si abbandoni il metano perché i clienti non lo hanno apprezzato: ma se i clienti non gradiranno la svolta elettrica, che si fa dopo aver orientato tutto il conglomerato VW all'elettrico?


Top
   
MessaggioInviato: lun mar 02, 2020 6:19 am 
Non connesso
Avatar utente

Iscritto il: ven apr 28, 2006 6:03 pm
Messaggi: 13263
I soldi che Vw ha investito nel metano impallidiscono rispetto agli investimenti per l’elettrico, tutti sanno che è una scelta molto rischiosa ma la dirigenza Vw sembra convinta di ciò che sta portando avanti. Vedremo.


Top
   
MessaggioInviato: lun mar 02, 2020 11:18 am 
Non connesso

Iscritto il: ven nov 01, 2019 10:30 am
Messaggi: 121
Località: Milano
In parole povere dicono che in Germania, nel 2019, hanno venduto solo 7700 auto a metano su 3,5 milioni di veicoli, tanto che la rete di distribuzione è scesa da 867 punti a 837.
L'apporto alla riduzione della Co2 della gamma è bassissimo, quindi non ha senso investire sul metano, anche in vista delle normative Euro 7 :shock: in vigore tra 5 anni.
Imho, la differenza tra metano ed elettrico è che il primo poteva essere scelto per risparmiare; tra scomodità e limiti nel rifornimento, costi maggiori d'acquisto e di manutenzione, quasi tutti preferivano acquistare il modello a gasolio o a benzina.
L'elettrico ci viene imposto quindi si venderà quello o niente.


Top
   
MessaggioInviato: lun mar 02, 2020 11:24 am 
Non connesso
Avatar utente

Iscritto il: dom mar 12, 2006 7:02 pm
Messaggi: 26258
Località: Ovunque ci sia una birra ghiacciata
Mr.Civic ha scritto:
L'elettrico ci viene imposto quindi si venderà quello o niente.


Mi sa che ci hai visto giusto


Top
   
MessaggioInviato: ven mar 13, 2020 7:23 pm 
Non connesso
Avatar utente

Iscritto il: ven apr 28, 2006 6:03 pm
Messaggi: 13263
Febbraio ha chiaramente mostrato i primi danni del Coronavirus sul mercato dell’auto. Ecco i numeri del gruppo Vw.


Allegati:
16C4316F-61FE-4F5F-B3C3-596C0E430978.jpeg
16C4316F-61FE-4F5F-B3C3-596C0E430978.jpeg [ 854.61 KiB | Visto 378 volte ]
Top
   
MessaggioInviato: mar mar 17, 2020 11:38 am 
Non connesso

Iscritto il: ven gen 11, 2019 2:47 pm
Messaggi: 1276
Località: Bologna
Il gruppo Vw chiude le fabbriche in Spagna, Portogallo, Italia e Slovacchia. Restano aperti, per ora, gli stabilimenti tedeschi.

FRANKFURT -- Volkswagen Group will suspend production this week at plants in Italy, Portugal, Slovakia and Spain and is preparing to shut down the rest of its factories across Europe due to the spread of coronavirus.

"Given the present significant deterioration in the sales situation and the heightened uncertainty regarding parts supplies to our plants, production is to be suspended in the near future at factories operated by group brands," VW Group CEO Herbert Diess said on Tuesday.

Production will be halted at VW's Spanish plants, Setubal in Portugal, Bratislava in Slovakia and the Lamborghini and Ducati plants in Italy before the end of this week, Diess said.

Most of the other German and European plants will begin preparing to suspend production, probably for two weeks.

"The individual brands will communicate details of operating plans as soon as possible," Diess said.

VW Group's powerful works council has concluded it's not possible for workers at its plants to maintain a safe distance from one another to prevent contagion and recommended a suspension of production.

VW Group, which owns the Audi, Bentley, Bugatti, Ducati, Lamborghini, Porsche, Seat and Skoda brands, said on Tuesday that the uncertainty about the fallout from the pandemic meant it was impossible to give any forecasts for its performance this year.

"2020 will be a very difficult year. The corona pandemic presents us with unknown operational and financial challenges. At the same time, there are concerns about sustained economic impacts," Diess said.


Top
   
MessaggioInviato: mar mar 17, 2020 5:53 pm 
Non connesso
Avatar utente

Iscritto il: ven apr 28, 2006 6:03 pm
Messaggi: 13263
Però in Cina la riproduzione sta ripartendo, significa che i costruttori soffriranno 3-4 mesi di crollo verticale per poi rivedere la luce. Lo stesso dovrebbe capitare in Europa.


Top
   
MessaggioInviato: mar mar 17, 2020 6:11 pm 
Non connesso

Iscritto il: ven gen 11, 2019 2:47 pm
Messaggi: 1276
Località: Bologna
Dipende da come l'Europa affronterà il Covid, non vedo altrettanta solerzia rispetto alla Cina per cui non mi sorprenderebbe che da noi andasse per le lunghe.


Top
   
MessaggioInviato: mer mar 18, 2020 6:44 pm 
Non connesso
Avatar utente

Iscritto il: ven apr 28, 2006 6:03 pm
Messaggi: 13263
mjazz ha scritto:
Dipende da come l'Europa affronterà il Covid, non vedo altrettanta solerzia rispetto alla Cina per cui non mi sorprenderebbe che da noi andasse per le lunghe.



La mia previsione (che vale pressoché zero) è che l’economia subirà un crollo molto accentuato nel primo trimestre per poi iniziare a riprendersi lentamente, non scordiamoci che a fine 2019 eravamo già entrati in una fase di rallentamento quindi al massimo nella seconda metà dell’anno ci sarà un calo meno pesante.


Top
   
MessaggioInviato: mer mar 18, 2020 9:31 pm 
Non connesso
Avatar utente

Iscritto il: dom mar 12, 2006 7:02 pm
Messaggi: 26258
Località: Ovunque ci sia una birra ghiacciata
Temo che il crollo si sentirà anche nel secondo trimestre, perche ogni stato avrà tempi di uscita diversi dal virus, e questi si protrarranno almeno fino a questa estate


Top
   
MessaggioInviato: ven mar 27, 2020 7:10 pm 
Non connesso
Avatar utente

Iscritto il: ven apr 28, 2006 6:03 pm
Messaggi: 13263
Mr. Witter, it was announced in February that you would be retiring as CFO of Volkswagen in mid-2021. Will this be the case in the wake of the corona crisis, which has intensified since then, and the dimensions of which cannot yet be estimated?
From today’s perspective, there is no reason to reconsider the plan. This corresponds to my personal life plans and the promise to my family. I have agreed to the Supervisory Board’s request to extend my contract by nine months and I am convinced that we will find a good succession arrangement during this time.

How does the coronavirus pandemic impact your work as Chief Financial Officer? Are you working from home?
So far, I’m working from the office. Chief Human Resources Officer Gunnar Kilian and I are in a way the Group’s guardians for the crisis task force set up in January. Of course, many meetings currently run digitally, but in some cases, attendance makes it easier to make quick decisions. There are interruptions in production at numerous plants and an increased proportion of home office-based staff and management. But it’s not as if the corporate headquarters were deserted.

The spread of the coronavirus is presenting the world with the greatest challenges in decades. In many countries, public life has come to a standstill. How do you assess this crisis?
At the age of 60, I have already experienced several crises, but never anything like this pandemic. It presents us in Germany and the world with new challenges. There have already been severe economic and public finance crises. Now, however, there is also the concern and fear for life and limb. That is a new dimension. However, the shutdown of public life, which is imposed on us by the necessary political decisions, also offers us the chance to reflect anew, in addition to the many critical aspects. This crisis enables a grounding which hopefully will have a lasting effect. We can reflect on what is real and not only supposedly important and how we want to live and work together in the future. We are all gaining new and sometimes very painful experiences during this crisis.

In China, signs of recovery from the corona shock are emerging with the ramp-up of production, while in other markets the spread of the virus has not yet peaked. How long do you currently expect the crisis to last?
If I need a psychological and moral energy boost, I call China in the morning and talk to my colleagues. There are clear signs of normalization there, albeit starting from a low level. These signals are currently giving people a lot of courage and hope. We have not yet seen the peak of the spread of the coronavirus in Europe and America. But if the developments are at least close to what is happening in China, that can give us confidence. However, the coming weeks are likely to be difficult and complicated.

All over the world, governments and central banks are making immense efforts to counteract the serious consequences of the crisis and a prolonged recession. What consequences do you expect for the economy in the wake of the corona crisis?
The question of whether we will experience a V-shaped or rather a U-shaped economic cycle cannot be estimated at present – this also applies to China. Setbacks are possible, but even there it is still far too early to give the all-clear. In many countries, there are now government programs of measures with huge sums of money. Dealing with high levels of public debt is therefore likely to become an urgent issue again in the foreseeable future. But it is right to try with great strength and determination to ensure sufficient liquidity and stability now. It is unclear how quickly the virus will disappear. The effects of the coronavirus pandemic will certainly still be felt in 2021.

Vehicle production and sales have come to a standstill at many locations. From today’s perspective, how do you assess the sales prospects of your Group in the current year? Industry observers believe that a decline below the 10 million vehicle mark is possible in 2020.
As we said at our annual press conference on March 17, a serious forecast for the year is simply not possible at present. This also applies to deliveries, which are currently subject to considerable monthly fluctuations. In the world’s largest single market, China, for example, the total market in January was 1.8 million vehicles, in February 250,000, and in March it could be in the region of 1 million. Although a significant recovery is emerging. Nevertheless, the March figures are still about 40% below the level normally expected. Where do we go from here? When will traders be able to reopen in other markets as well? When will global supply chains be able to function reliably again? It is not possible to estimate all that at the moment. We are currently hoping that by mid-April some plants that are currently closed will be able to resume production. At the same time of course, the car dealerships should also reopen.

How many Group plants are currently dormant?
The vast majority outside China. In China, all but two plants are back online, although not yet at full capacity. The dealer network is also largely open again, and the supply of parts is up and running.

The production stoppage is leading to short-time working across all industries. How is the situation across the Volkswagen Group?
We are in close coordination with the employment agencies. Short-time work is not available in every country, there are different regulations. In Germany, we have currently registered short-time working for three weeks until April 9 for around 80,000 employees of the Volkswagen Passenger Cars brand, the Group Components and Volkswagen Commercial Vehicles. The other Group brands are following a similar procedure in Germany.

Companies in the aviation and tourism industry are reaching for state aid. Could Volkswagen also be forced to take such a step in the wake of the coronavirus pandemic, or are you ruling it out?
From today’s perspective, I can rule that out. We have laid a good foundation with the 2019 financial year. We have a strong cash flow in the Automotive Division and a respectable net liquidity. The discussion in the coming weeks and months will focus primarily on securing liquidity. We have a substantial network of confirmed, partly syndicated credit lines. We have access to the money and capital markets. The European Central Bank (ECB) is buying corporate bonds. It is intensively examining whether it should also purchase commercial papers from non-financial institutions. We have Volkswagen Bank, which has access to the entire range of ECB instruments for its purposes. It also has deposits of around 30 billion euros. This means that the Volkswagen Group is in a relatively stable position based on the scenarios currently in use. We should have the strength to get through the corona crisis with these instruments and maintain liquidity at the necessary level.

When the diesel emissions manipulations became known in September 2015, your Supervisory Board Chairman spoke of a crisis that could threaten the existence of the Group. As a result of “Dieselgate”, the cash outflows now amount to more than 26 billion euros. You don’t expect the corona crisis to have such effects?
Many smaller companies in the trade and supply sector are currently worried about their existence. The situation is dramatic and cannot be taken seriously enough. Volkswagen Group is fundamentally in a relatively stable position. But of course, no one can feel completely secure. The all-important factor is how long the corona crisis will last and what its extent will be. Even though we are in a good starting position compared with many other companies, we are naturally also very concerned today about those areas that are part of our value chain – such as suppliers and the dealership. But apart from that, I would also like to emphasize how impressive I find the level of helpfulness on the ground in the current crisis situation. The heroes of everyday life in the healthcare system or in the retail trade, who do their indispensable work for us day in, day out, securing basic care and exposing themselves to health risks, cannot be appreciated enough.

How much does the experience in dealing with the diesel emissions crisis help you in the current situation?
The corona crisis must be taken very seriously by everyone, and rightly so it will be. The programs and measures of governments and central banks show that. Against the background of the current challenges, we welcome the powerful measures. Aid must now get to where it is needed quickly. The corona crisis is, however, fundamentally different from the diesel emissions affair, which, unfortunately, was our own fault. So the experience is not directly transferable. But one thing is the same in every crisis: we must pay more attention to our liquidity.

In order to remain fully operational in 2015, bridge financing of up to 20 billion dollars was agreed with banks – which was ultimately not needed. Are special measures planned to ensure liquidity in the wake of the corona crisis?
To emphasize this once again, we have a sound foundation with our net liquidity, confirmed credit lines and our access to various refinancing options, such as through VW Bank. But of course, in the current phase it is also crucial to set priorities correctly. That’s why, in addition to the health of our employees and their families, securing liquidity is now a top priority for us. This also includes reducing disbursements and subjecting all programs, investments, advisory services and other matters to a very critical review. The cash inflow has narrowed considerably due to the lack of vehicle sales, so we must also limit the cash outflow to what is really important at the moment. The Volkswagen Group has proven in previous crises that it is able to respond quickly to critical requirements. We are also building on this now. There is a high level of understanding for the measures taken within the Group.

How does it fit in with the fact that you want to increase the dividend for the past financial year by 35% and distribute around €3 billion to shareholders after the Annual General Meeting in May? Could it be that the proposal will still be changed? Or will it stay as it is?
We made this proposal against the backdrop of a good fiscal year 2019 and the fact that our payout ratio - which was around 20% in 2018 – remained well below the legitimate expectations of investors. The payout ratio of a good 24% now envisaged represents a significant improvement. However, it is still below the internationally customary target level of over 30%. I would like to emphasize that the proposal relates to the past fiscal year and the interests of investors. But in order to pay a dividend, the final decision must be made by the Annual General Meeting.

From today’s perspective, how realistic is it that the current dividend proposal will not take effect?
It is important in planning to separate short and long-term issues. But of course, like all other companies, we are also required to consider all payouts in light of current developments. At the moment, I consider the proposal to be appropriate. But it may take even longer until the Annual General Meeting: We are checking whether it can take place on May 7 as planned or whether we have to find another, later date.

Which consequences would arise for financing in the current crisis phase if rating agencies were now to downgrade Volkswagen’s credit ratings?
A lower rating usually has two consequences. The credit spread that has to be paid will tend to widen. Depending on whether you are still in the investment grade range or not, the circle of investors will also narrow. The pool of funds could therefore narrow. We are in close contact with the rating agencies, where there is complete transparency. The agencies know our liquidity, our credit lines, the quality of the assets we have on our books. Of course, they also have to carry out sector and company-specific analyses to assess how likely a rated company is to be able to service its own debt. We are in a comfortable position – with all due caution in view of the challenges that may still arise – so I am cautiously confident.

What role do possible sales of investments currently play in securing liquidity?
We are not currently planning any further measures apart from the topics we have announced in the Power Engineering area. If you look at the money and capital markets at the moment, you quickly realize that the need and appetite for M&A transactions is very low.

Keyword spending discipline: What specific measures do you have in mind at present to secure liquidity?
We scrutinize all projects with regard to their timing, the fixed cost block, capital expenditure on property, plant and equipment, including investments in research and development. All Group brands are involved. Of course, we will continue to work on the new modular electrification system and on ID.3, which is scheduled to be launched on the market this summer. It goes without saying that we will continue to press ahead with the strategically extremely important expansion of our software expertise. But topics that are not relevant in the short term, such as the two mentioned above, we will examine critically. This may also affect the one or other vehicle project before the perspective changes in the markets.

How great is the danger that the residual values of your leasing fleet will come under pressure in the course of the corona crisis and that adjustments will be necessary in the valuation?
We have to make a distinction between the portfolio that is on the books and for which certain residual values are assumed, and the question of at what residual values new leases are entered into. They are two very different animals. It’s no secret that we have traditionally taken a very conservative view of the setting of residual values. It is difficult to predict how residual values will develop during the crisis. However, we see ourselves as fundamentally solidly positioned in this respect. The need for mobility is not fundamentally put into question.

In Europe, in the EU-5 markets, about half of the business is fleet business, especially corporate fleets.
Yes, but even this need will not fall into the bottomless pit. We also have a solid order backlog. But we will also look at where we can provide new financing in the used car business to make sure that the pipeline is free, that dealers are given financing options for used cars. We know how to manage large used car fleets. We build on this with the quality of our portfolio. Nevertheless, the pressure on loan portfolios and on residual values is expected to increase. But I assume that our conservative policy of the past and the financial stability of our Financial Services Division, including the provisions we have made, will once again prove themselves in the books.

I Ceo delle varie case stanno cercando di rassicurare i mercati e la clientela. Diess e Witter hanno spiegato la serietà della situazione. Vw entra indubbiamente in ottima forma nella crisi però secondo le dichiarazioni di Diess attualmente Vw produce meno del 20% del livello del 2019, è un vero e proprio collasso con fatturati in caduta libera. La Cina è la prima a riprendersi ma il calo previsto è del 50% a marzo. La stessa Vw non può sopportare a lungo un colpo così duro, Diess ha quantificato in 2 miliardi di cassa bruciata ogni mese. Progetti fondamentali come quello della Id3 verranno continuati ma molti altri verranno bloccati per conservare la liquidità.


Top
   
MessaggioInviato: ven mar 27, 2020 10:42 pm 
Non connesso
Avatar utente

Iscritto il: ven lug 13, 2007 3:17 pm
Messaggi: 4193
La Cina nel suo complesso pare essere al 60% della sua normale capacità produttiva, segno che la crisi sanitaria non era localizzata prevalentemente nella provincia di Hubei ma era abbastanza diffusa, per non parlare delle dimensioni reali del contagio e delle vittime. L’interrogativo è se la domanda interna sarà abbastanza forte da coprire il calo di quella estera, per non parlare della rilocalizzazione di certe filiere che probabilmente avrà luogo. I 21 mld di cassa di Wolfsburg potrebbero non bastare (l’uso di linee di credito in fase recessiva rischia di avere un prezzo troppo alto oltre che essere “contro natura”)


Top
   
MessaggioInviato: ven mar 27, 2020 11:36 pm 
Non connesso
Avatar utente

Iscritto il: ven apr 28, 2006 6:03 pm
Messaggi: 13263
La Cina ha adottato misure draconiane ma io non credo neanche per un secondo che siano riusciti a debellare in modo così rapido il Coronavirus. I cinesi sono un popolo che si sposta moltissimo tramite i treni e prima dello shutdown i contagiati potevano spostarsi liberamente.
Secondo Diess e Kållenius le vendite in Cina sono circa il 60% del livello pre Coronavirus, nel resto del mondo parliamo di cali tra il 40% e l’80%. Nell’indistria dell’auto per passare dall’attivo al passivo basta un -5%.
Anche quando la domanda ricomincerà a partire le case costruttrici dovranno avere a che fare con enormi problemi di fornitura dato che molte aziende di componentistica saranno fallite nel frattempo. Molti concessionari saranno spazzati via e non è un caso che le varie case li stiano già aiutando.


Top
   
MessaggioInviato: ven mar 27, 2020 11:40 pm 
Non connesso
Avatar utente

Iscritto il: dom mar 12, 2006 7:02 pm
Messaggi: 26258
Località: Ovunque ci sia una birra ghiacciata
Il rischio di "risvegliarci" in un mondo diverso da come lo ricordavamo, sia dal punto di vista sociale che economico, è tutto tranne che impossibile. Non ho la più pallida idea di come sarà il futuro, ma temo non la abbiano manco gli analisti. La situazione muta di settimana in settimana, fare previsioni anche solo di medio periodo è complicato


Top
   
MessaggioInviato: sab mar 28, 2020 8:01 am 
Non connesso
Avatar utente

Iscritto il: ven apr 28, 2006 6:03 pm
Messaggi: 13263
cometa rossa ha scritto:
Il rischio di "risvegliarci" in un mondo diverso da come lo ricordavamo, sia dal punto di vista sociale che economico, è tutto tranne che impossibile. Non ho la più pallida idea di come sarà il futuro, ma temo non la abbiano manco gli analisti. La situazione muta di settimana in settimana, fare previsioni anche solo di medio periodo è complicato



Perfettamente d’accordo. Guardate Johnson (che attenzione può sembrare ridicolo in certi atteggiamenti ma è tutt’altro che un idiota), prima ha detto che non ci sarebbe stata nessuna restrizione, adesso ha cambiato idea completamente.
Trump ha appena firmato un mega piano di stimolo fiscale completamente privo di dettagli.
Sperare che tutto ritorni come prima è abbastanza vano e concordo con Mauro che costruttori che hanno puntato molto pesantemente sul l’elettrico come Vw rischiano di rimanere assai delusi.


Top
   
MessaggioInviato: sab mar 28, 2020 10:22 am 
Non connesso
Avatar utente

Iscritto il: ven apr 28, 2006 6:03 pm
Messaggi: 13263
Die spanische Volkswagen-Tochter Seat verschiebt überraschend den Marktstart in China auf unbestimmte Zeit. "Der chinesische Markt ist in den letzten zwei Jahren geschrumpft und kleinere Marken im Volumensegment haben darunter gelitten. Die Corona-Krise ist jetzt noch dazu gekommen", sagte Vertriebschef Wayne Griffiths der Automobilwoche.
Daher verschiebe Seat den Start in China auf einen späteren Zeitpunkt und werde auch nicht dem Joint Venture der Volkswagen Group China und dem chinesischen Hersteller JAC beitreten. Seat sollte dabei die Herstellung und den Vertrieb von Elektrofahrzeugen vorantreiben. "Seat wird aber weiterhin mit diesem Joint Venture in Design- sowie Forschungs- und Entwicklungs-Projekten zusammenarbeiten", erklärte Griffiths. Seat will sich nach eigenen Angaben nun neben dem Kernmarkt Europa auf die Expansion in Lateinamerika konzentrieren.
Die Absage des Comebacks ist ein Rückschlag für die stark wachsende spanische VW-Tochter. Seat verbuchte 2019 ein Rekordjahr bei Ergebnis und Absatz. China ist der größte Einzelmarkt des Volkswagen-Konzerns. Rund 40 Prozent aller Modelle werden hier verkauft. Seat hatte sich 2014 nach zwei erfolglosen Jahren vom chinesischen Markt zurückgezogen.

Seat ha bloccato il suo ritorno sul mercato cinese. Era previsto nel 2022 con modelli esclusivamente elettrici. Diess personalmente si era detto contrario a questa scelta, secondo il ceo già Skoda sta soffrendo troppo su quel mercato, introdurre un altro marchio con aspettative di vendite limitate non sarebbe stata una grande idea.
Nel frattempo il costo per il dieselgate ha sfondato i 31 miliardi di euro e non è finita qui.


Top
   
MessaggioInviato: sab mar 28, 2020 1:46 pm 
Non connesso
Avatar utente

Iscritto il: ven apr 28, 2006 6:03 pm
Messaggi: 13263
Volkswagen AG’s unprecedented move to halt output on both sides of the Atlantic costs the world’s largest automaker 2 billion euros ($2.2 billion) per week, and Chief Executive Officer Herbert Diess said decisive action is critical to overcome the coronavirus pandemic.

Sales outside China have effectively come to a standstill, while demand in the country, VW’s largest single market, has clawed back to about 50% of pre-crisis levels, Diess said during a panel discussion broadcast by ZDF late Thursday.

VW can endure the factory shutdowns in Europe and the Americas for several weeks, “but not indefinitely,” Diess said. The company is in a strong financial position, but he didn’t rule out “structural measures” if the crisis drags on for many months or even years in a worst-case scenario.

“Even for the financially strong company Volkswagen, the current exceptional situation represents an acute economic danger,” Diess, Chairman Hans Dieter Poetsch, and works council chief Bernd Osterloh said Friday in a joint letter to workers. Last year, VW generated 50 million euros in profit daily, money that’s “urgently needed” to fund investments in new technology and products, they added.

Recouping incurred losses will be difficult and take a long time, “much longer than the coronacrisis itself. And with every crisis day, it’s becoming more difficult,” the top executives said in the letter seen by Bloomberg.

Read more: Daimler Seeks Over $11 Billion Credit Line to Weather Crisis

In a separate interview, Chief Financial Officer Frank Witter said that, as things stand, VW won’t need financial support from the German government, beyond tapping into cash for employees on short-time work.

“Seen from today’s perspective, I rule that out,” Witter told Boersen-Zeitung newspaper Friday. “In the car unit, we have strong cash flow and decent net liquidity.”

2020-coronavirus-cases-world-map-cases-since-inline
Witter flagged what he called a “significant network of confirmed, partly syndicated credit lines” of more than 30 billion euros. “Using these instruments, we should have the strength to get through the corona crisis and maintain liquidity at the necessary level,” Witter said.

“The threat of the coronavirus is more punitive to auto credit quality than the Great Recession,” Bloomberg Intelligence analyst Joel Levington said in a note. “Credit profiles can be swiftly decimated during global auto-sector downturns,” he said.

Diess stressed that strict discipline in following medical advice is key to fighting the spread of the virus and said VW is already preparing to resume operations. These efforts include intensified sanitary measures and ensuring more distance between employees in work spaces.

He’s “confident” VW can roll out its important ID.3 electric car this summer as planned but said that business conditions overall remain difficult to predict.

VW shares dropped 8% to 116.85 euros as of 3:00 p.m. in Frankfurt, amid a regional decline in share prices across Europe.

Errata corrige: Vw brucia 2 miliardi di euro a settimana a causa del Coronavirus. Avevo capito 2 miliardi al mese.


Top
   
Disable adblock

This site is supported by ads and donations.
If you see this text you are blocking our ads.
Please consider a Donation to support the site.


Visualizza ultimi messaggi:  Ordina per  
Apri un nuovo argomento  Rispondi all’argomento  [ 926 messaggi ]  Vai alla pagina Precedente 127 28 29 30 31

Tutti gli orari sono UTC+01:00


Chi c’è in linea

Visitano il forum: Nessuno e 13 ospiti


Non puoi aprire nuovi argomenti
Non puoi rispondere negli argomenti
Non puoi modificare i tuoi messaggi
Non puoi cancellare i tuoi messaggi
Non puoi inviare allegati

Cerca per:
Vai a:  
Powered by phpBB® Forum Software © phpBB Limited
Traduzione Italiana phpBBItalia.net