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MessaggioInviato: mar nov 17, 2020 10:16 am 
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daimlerchrysler ha scritto:
eitere Personalentscheidungen im VW-Konzern:
Winkelmann kehrt zu Lamborghini zurück

Bugatti-Chef Stephan Winkelmann kehrt an seine alte Wirkungsstätte zurück: Er wird CEO von Lamborghini.

Von Georg Kacher

Umzug nach Italien: Stephan Winkelmann. (Foto: Bugatti)
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Nach fast drei Jahren als Präsident von Bugatti kehrt Stephan Winkelmann, 56, vermutlich bereits am 1. Dezember als CEO zu Lamborghini zurück. Dort war er in gleicher Funktion schon von 2005 bis 2016 tätig. Das erfuhr die Automobilwoche.
Der Aufsichtsrat von Audi – Lamborghini ist der Ingolstädter Premium-Marke zugeordnet – soll schon am 17. November über die Nominierung entscheiden, die einen Tag darauf in Sant´Agata von den Gesellschaftern verkündet werden soll. Der bisherige Lamborghini-Lenker Stefano Domenicali verlässt das Unternehmen auf eigenen Wunsch und wechselt am 1. Januar 2021 zum Formel 1-Vermarkter Liberty Media.
Winkelmann leitet Lamborghini und Bugatti zunächst in Doppelfunktion. Eine ähnliche CEO-Doppelfunktion hatte einst Wolfgang Dürheimer inne, der 2011 an die Spitze von Bugatti und Bentley berufen wurde und diese Position nach einem Abstecher zu Audi ab 2014 wieder einnahm.
Stephan Winkelmann hat mit den Kleinserien Divo (40) und Centodieci (10) sowie mit dem Einzelstück La Voiture Noire (für Ferdinand Piech) und der Leichtbaustudie Bolide die Marke lebendig gehalten und gleichzeitig den Absatz des Chiron angekurbelt, von dem 500 Einheiten geplant sind. Die Versuche, eine zweite Baureihe auf die Räder zu stellen - die Rede war unter anderem von einem Frontmotor-Coupé und einem CUV – scheiterten nicht an mangelnder Kreativität und fehlendem Einsatz, sondern am hartnäckigen Veto aus Wolfsburg.
Wenn der in Berlin geborene Kosmopolit an seine frühere Wirkungsstelle zurückkehrt, erntet er zum Teil noch jene Früchte, die er selbst gesät hat, vor allem in Form des erfolgreichen Luxus-SUVs Urus.
Im Schulterschluss mit dem Konzernvorstand, Markus Duesmann und seinem Team vor Ort muss Stephan Winkelmann in den nächsten zwölf Monaten wichtige Weichen stellen. Während der Aventador-Nachfolger so gut wie in trockenen Tüchern ist, stehen die Zeichen für den Huracan 2.0 auf Anfang. Gleiches gilt für die Neuauflage des Urus und für eine vermutlich voll elektrifizierte vierte Baureihe, über die noch nicht entschieden wurde. Nachdem sich Audi wiederholt zu seiner italienischen Luxus & Sport-Tochter bekannt hat, dürfte die technisch näherliegende Querverbindung zu Porsche mittelfristig auf die Komponente beschränkt sein.
Winkelmann wird wohl ein begeisterter Empfang in der Emilia Romagna beschieden sein – schließlich hat der alte und neue Chef mit CTO Reggiani, Personalchef Tussini und dem Einkaufsverantwortlichen Foscini starke Verbündete, mit denen er über lange Jahre erfolgreich zusammengearbeiten durfte.
Was genau plant VW mit Lamborghini? Wie aus Wolfsburg verlautet, sind die Überlegungen, mit Lamborghini, Ducati und Italdesign an die Börse zu gehen, relativ weit gediehen. Wegen Covid und weil die Märkte noch Luft nach oben haben, will man diesen Schritt angeblich erst Anfgang 2022 vollziehen, wobei die Aktienmehrheit im Konzernbesitz verbleiben soll. Die Zeit bis dahin gilt es zu nutzen, um Lamborghini im Markenverbund noch wettbewerbsfähiger zu machen – Stichwort R Next als mögliches Audi-Schwestermodell des nächsten Huracan –, Car.Software.org als markenübergreifende digitale Klammer, und die modular aufgebaute Elektrifizierung im Premium-Segment. Ob dadurch im Bermuda-Dreick zwischen Sant´Agata, Zuffenhausen und Ingolstadt Ruhe einkehrt, wird sich zeigen


Winkelmann pronto a ritornare alla Lamborghini, reuters parla di un polo italiano (Italdesign, Ducati e Lamborghini) da portare in borsa. Non credo sia un’idea molto redditizia.

E perché? Perché è italiano? Italdesign mi sa che però è un po' una palla al piede...
Winkelmann ma come? :-)

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MessaggioInviato: mar nov 17, 2020 10:31 am 
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Allora, Diess è stato nominato ceo di Vw nel 2018 perché i Porsche/Piech e il sindacato non erano contenti di Müller giudicato troppo prudente.
Per farsi eleggere Diess ha promesso ai Porsche/Piech di elevare il valore borsistico di Vw. N.b. i Porsche-Piech possiedono solo Vw, non hanno nessun altra società di valore come gli Agnelli.
Da almeno il 2017 il management sta cercando di staccare pezzi del gruppo per venderli/quotarlo in borsa in modo non dissimile da quanto fatto da Marchionne con FCA.
Tutti puntano a Ferrari come esempio da seguire, c’è un piccolo problema: Ferrari è un gioiello, Lamborghini industrialmente parlando non è che 1/10 della grandezza di Ferrari. Grazie ad Urus è stabilmente in attivo con margini dell’11% ma sempre un nano rimane.
Ducati è redditizia ma parliamo sempre di una realtà industriale di scarsa rilevanza per un colosso come Vw.
Italdesign è pochissima roba.
Alcuni analisti suggeriscono un valore per Lamborghini pari a 10 miliardi di euro, mi domando su quale pianeta.
Vw è in salute nonostante la crisi COVID, ma deve affrontare investimenti enormi soprattutto nel software dove rimane assai indietro.
Il management sa che deve tagliare in modo importante per investire nel futuro.


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MessaggioInviato: mar nov 17, 2020 12:22 pm 
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Skoda will gain the production capacity it has been lacking in recent years when production of the Superb midsize car moves to parent Volkswagen Group's multibrand plant in Bratislava, Slovakia, in 2023.

The Superb is currently built in Skoda's Kvasiny plant in the Czech Republic alongside the Karoq and Kodiaq SUVs. The success of those SUVs has led to increased waiting times as Skoda struggled to find alternative production locations.

VW Group's latest five-year investment program includes shifting Superb production to Bratislava. The Superb's sister model, the VW Passat, currently built in Emden, Germany, will be also moved to Bratislava.

Moving the Superb to Bratislava will allow Skoda to build more SUVs and also give the brand capacity for a new, unnamed model, Skoda said. "Customers will benefit from the overall increase in production capacity as they will be presented with shorter lead times," Skoda said in a statement.

Skoda has previously said an entry-level electric car underpinned by a new, low-cost platform will be built at Kvasiny.

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Skoda built 79,013 Superbs at Kvasiny last year, the brand's own data shows. It also produced 101,586 of the Kodiaq midsize SUV.

Production of the smaller Karoq SUV is currently split between Kvasiny and Skoda's flagship Mlada Boleslav plant in the Czech Republic, and the automaker did not separate out production numbers.

Skoda also builds the Ateca SUV for VW Group's Seat brand at Kvasiny, but it did not say whether that model would continue to be produced there under the new plans.

Skoda's need for extra production began a search for an additional VW Group plant, with Turkey initially chosen as the location for production of the Superb and Passat.

However, group CEO Herbert Diess recently told Automobilwoche, a sister publication of Automotive News Europe, that the coronavirus pandemic had forced the automaker to reassess its production requirements, leading to cancellation of the Turkey plant and the increased investment in Bratislava.

The Bratislava plant builds the Volkswagen Touareg, Audi Q7, Audi Q8 and Porsche Cayenne SUVs, alongside the VW Up, Skoda Citigo and Seat Mii minicars, according to Automotive News Europe's Assembly Plant Map. Bodies for the Bentley Bentayga SUV are also built at the factory.

VW will build a new assembly line and a new body shop at Bratislava as part of the expansion, which will cost nearly 1 billion euros ($1.18 billion). The production of the minicars is expected to end as VW Group exits the segment because of falling sales

All’interno del gruppo Vw Skoda è stata più volta criticata perché non riesce a occupare segmenti pseudo low cost, soprattutto contro i coreani.
Le Skoda sarebbero troppo premium per quello che è il posizionamento del marchio.
Pare che qualcosa si stia muovendo in quella direzione, a seguito del piano 86 (il piano quinquennale che Vw ogni novembre attualizza) Skoda sposterà la produzione della Superb in Slovacchia, in tal modo Ksvany avrà più capacità per produrre Kodiaq e Karoq, ma la casa ceca vuole produrre un nuovo modello su una piattaforma low cost.
Ritengo che sarà una citycar elettrica su un pianale MEB molto impoverito, parliamo di un’autonomia di al massimo 250 km. Vedremo.


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MessaggioInviato: mar nov 17, 2020 12:42 pm 
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Iscritto il: lun mar 13, 2006 8:29 pm
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Peccato perché secondo me le ultime skoda sono davvero centrate (prezzi non proprio bassi, ma ottimi in rapporto ai contenuti e alla qualità).
La nuova Octavia darà parecchio fastidio a Passat e Superb secondo me.
D'altronde, i prezzi di Vw e di Audi sono saliti, alla fine non vedo la necessità di spostare Skoda più in basso. Piuttosto, dovrebbero decidere cosa fare con Seat, dato che come marchio sportivo non è che abbia mai funzionato granché.

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MessaggioInviato: mar nov 17, 2020 1:07 pm 
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Iscritto il: mer ott 03, 2012 10:51 am
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Multiplone ha scritto:
Peccato perché secondo me le ultime skoda sono davvero centrate (prezzi non proprio bassi, ma ottimi in rapporto ai contenuti e alla qualità).
La nuova Octavia darà parecchio fastidio a Passat e Superb secondo me.
D'altronde, i prezzi di Vw e di Audi sono saliti, alla fine non vedo la necessità di spostare Skoda più in basso. Piuttosto, dovrebbero decidere cosa fare con Seat, dato che come marchio sportivo non è che abbia mai funzionato granché.

Infatti secondo me il problema è seat non skoda, appena rivista ultima octavia a differenza di golf 8 qui su che veramente a livello estetico il cambiamento in meglio è netto, niente fa invidiare a una a4 business...
Winkelmann....

_________________
ALFA ROMEO GIULIETTA jtdm-2 20 170cv- distinctive-pack premium-pack sport 18 - Luglio 2010 -si va verso i 260.000 KM!!!


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MessaggioInviato: mar nov 17, 2020 1:33 pm 
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Iscritto il: ven apr 28, 2006 6:03 pm
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La scelta di spingere verso il basso Skoda è solamente politica, non dettata da logiche aziendali.
Il marchio Vw vuole continuare ad essere inefficiente, in qualsiasi altra azienda si punirebbe il marchio Vw per favorire Skoda (che bei inteso fa margini lievemente inferiori a quelli di Audi).
Seat sotto Stackmann e De Meo ha avuto assai più successo che prima, il marchio sembra avere trovato un suo posizionamento, anche se nessuno all’interno di Vw si aspetta che riesca ad avere margini superiori al 5%.
L’idea (imho folle) di trasformare Seat in Cupra è stato bloccato, vedremo come andrà la Formentor, che imho ha grosse potenzialità.


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MessaggioInviato: gio nov 19, 2020 2:44 pm 
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Iscritto il: ven apr 28, 2006 6:03 pm
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Alla recente conferenza per l’annuncio del nuovo piano quinquennale di Vw il nome di Tesla è stato ripetuto ben 31 volte. Segno che ormai Diess, Witter e soci sono ossessionati dal costruttore californiano.
Nella tabella che posto qui sotto Tesla vale 4 volte più di Vw eppure vendite e profitti non sono per niente paragonabili.
Il mercato può giustificare tali valutazioni solo se Tesla dominerà il mercato elettrico come adesso di fronte ad un’esplosione delle vendite. Vedremo.


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MessaggioInviato: mer nov 25, 2020 8:07 am 
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Herbert Diess

 Photographer: Krisztian Bocsi/Bloomberg

Volkswagen AG’s chief is struggling to win support for his picks to fill top executive posts and is pushing the carmaker’s board to back more significant reforms, according to people familiar with the matter.

The automaker’s works council is opposing Herbert Diess’s candidates to succeed Chief Financial Officer Frank Witter and fill the vacant purchasing chief position, said the people, who asked not to be identified because the discussions are confidential. The two roles are key to Diess’s efforts to cut costs and boost efficiency at VW, which just approved a 150-billion euro ($178 billion) investment plan.

PUBBLICITÀ

Diess, 62, is running into fresh internal resistance after making tepid progress untangling the company’s unwieldy conglomerate structure and focusing on its main car operations. In talks with key stakeholders, the CEO has raised the prospect of lengthening his contract past 2023, but winning support for a required two-thirds voting majority from VW’s supervisory board would be an uphill battle, according to the people. Usually the contract would be up for renewal a year before it expires.

Spokespeople for VW and the works council declined to comment. Representatives for the Porsche and Piech family, who own the majority of the company’s voting shares, didn’t respond to requests for comment.

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The infighting could bog down VW’s efforts to challenge Tesla Inc.’s electric-car leadership with a record 73 billion euros of spending on technology over the next five years. Diess has said the company’s survival rests on undergoing a massive transformation to run its cars on batteries and sophisticated software.

Read more: Diess Warns VW Not to End Up Like Nokia

VW’s CFO Witter, 61, plans to step down from the post at the end of June 2021 for personal reasons. The carmaker has been looking for a purchasing chief since announcing in June of this year that Stefan Sommer would leave after less than two years in the job.

Some investors have questioned VW’s commitment to change after past pledges were delayed or watered down. Diess has frequently clashed with the influential unions that often are backed by the German state of Lower Saxony, the company’s second-largest shareholder with a 20% stake. The board took away the CEO’s direct control of the namesake VW brand in June following a dust-up over his request for a contract extension and other issues.

The Porsche and Piech family generally supports Diess’ overhaul efforts. But the billionaire clan that holds a 53% voting stake tends to avoid direct conflicts with the unions and Lower Saxony, which have far-reaching veto rights cemented by company bylaws.

Sanford C. Bernstein analyst Arndt Ellinghorst wrote an open letter to family leaders Wolfgang Porsche and Hans Michel Piech last week, urging them to clarify if Diess still enjoys their full support.

“It is very disturbing to see the ongoing public infighting between the workers council and management,” Ellinghorst wrote, without being specific. “It is impossible to run a company when every controversial management decision is being undermined from within the organization.”

287esima puntata delll scontro tra Diess e Osterloh. Il manager austriaco vorrebbe nominare il nuovo direttore finanziario e il responsabile dei componenti (l'ex capo Stefan Sommer proveniente da ZF è stato cacciato pochi mesi fa perché aveva la pretesa assurda di tagliare i costi, non sapeva che l'unico scopo di esistenza in terra di Vw è quello di creare il paradiso socialista in terra ?).
Diess non era riuscito ad ottenere un rinnovo del contratto questa primavera e a giugno era stato praticamente defenestrato dai sindacati. Solo i Porsche-Piech lo salvarono.
Oltre alle miserabili avventure di Diess ed Osterloh c'è la necessità per Vw di tagliare in modo pesante per sopravvivere alla rivoluzione tecnologica. Già prima del dieselgate il gruppo Vw funzionava con un enorme freno a mano azionato a causa della produzione in house di troppi componenti.
Adesso questo svantaggio competitivo rischia di diventare schiacciante. Osyerloh è riuscito ad ottenere la conversione di Salzgitter in impianto di produzione di batterie ma Vw non riuscirà ad evitare massicce riduzioni di personale.


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MessaggioInviato: ven nov 27, 2020 5:49 pm 
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Tensions at the top of Volkswagen Group are spilling over into public view, with CEO Herbert Diess criticizing opponents within the company who are standing in the way of radically transforming the automaker.

Writing in the German business newspaper Handelsblatt, Herbert Diess said that the company is highly influenced by labor unions who sometimes have different interests than shareholders.

"When I took office in Wolfsburg, I had firmly resolved to change the VW system," Diess said. "That means: breaking up old, encrusted structures and making the company more agile and modern. Together with many companions with the same level of motivation, I have succeeded in doing this in many places, but not in some, especially not yet at our corporate headquarters in Wolfsburg."

The latest call to speed up VW's overhaul reflects the challenges Diess, 62, has had pushing through more dramatic reforms.

Diess has struggled to win support from key stakeholders for his picks to fill top executive posts, people familiar with the matter said earlier this week, and is angry at the slow progress the company has made untangling its conglomerate structure and narrowing its focus to key brands.

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The comment about persistent inefficiencies at VW's headquarters echoes remarks supervisory board member Wolfgang Porsche made at the Geneva auto show last year, which upset labor representatives. In a rare moment of candor, the leader of VW's reclusive owner family criticized the amount of sway unions have over the company.

Diess wrote that VW's management is "conditioned on internal competition, shaped by Ferdinand Piech," referring to Wolfgang Porsche's deceased cousin who shaped the industrial giant over two decades as CEO and chairman.

Diess said the company's scale, history and prowess at engineering and manufacturing traditional vehicles do not protect the organization from disruption and "can even turn into a burden in a time of dramatic change."

The changes sweeping the auto industry "will happen in the next ten years, with or without Volkswagen," Diess wrote.

Diess has mounted an aggressive push into electric vehicles that analysts see becoming a competitive advantage, but his hard-nosed management style has irritated people across the organization. He joined VW from BMW five years ago and pushed aside several executives in a sweeping shakeup of management this summer.

Renewed infighting with unions could drag down VW's efforts to challenge Tesla's electric-car leadership by spending a record 73 billion euros ($87 billion) on technology over the next five years.

Diess has repeatedly clashed with VW's unions that often are backed by the German state of Lower Saxony, the company's second-largest shareholder with a 20 percent stake. The board took away the CEO's direct control of the namesake VW brand in June following a disagreement over his request for a contract extension and other issues.

Diess si è appena sparato nelle palle (metaforicamente parlando).
Ha criticato apertamente Osterloh e ha chiesto un rinnovo del contratto di 5 anni, richiesta già rifiutata a maggio.
Deciso a farsi cacciare.


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MessaggioInviato: ven nov 27, 2020 5:55 pm 
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daimlerchrysler ha scritto:
Diess si è appena sparato nelle palle (metaforicamente parlando).
Ha criticato apertamente Osterloh e ha chiesto un rinnovo del contratto di 5 anni, richiesta già rifiutata a maggio.
Deciso a farsi cacciare.
Vuole trattare la buona uscita?


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MessaggioInviato: ven nov 27, 2020 6:42 pm 
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Secondo me lo cacciano su due piedi. Altro che buonuscita.


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MessaggioInviato: ven nov 27, 2020 7:12 pm 
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daimlerchrysler ha scritto:
Secondo me lo cacciano su due piedi. Altro che buonuscita.
Ma a quel punto non avrebbe più vincoli di non concorrenza e forse è proprio questo che vuole


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MessaggioInviato: ven nov 27, 2020 8:04 pm 
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Possibile.

Non collegato alla cacciata di Diess, VW potrebbe cancellare la Passat Berlina in Europa, rimarrebbe solo la variante sw.


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MessaggioInviato: ven nov 27, 2020 10:00 pm 
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-- Volkswagen will discontinue the Passat sedan in the U.S. and Europe as the automaker increases its focus on electric vehicles and SUVs, company sources familiar with the plans said.

In Europe, VW will keep only the Passat station wagon when a new generation of the midsize car is due toward the end of 2023, the sources told Automotive News Europe. The wagon will continue in markets such as Germany where the body style remains popular.

U.S. sales of the Passat increased 25 percent during the first three quarters, according to VW of America data, but were low at just 16,190 units.

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The Passat is Europe's No. 1-selling midsize model, with a volume of 88,478 through October, according to JATO Dynamics market researcher. Its closest competitor at No. 2 and platform mate, the Superb from sister brand Skoda, had sales of 47,889 during the same period.

Management has no plans to replace the current U.S. version because of the continued shift away from sedans to crossovers such as the Atlas.

"Going forward, the size of this market in the United States will be negligible," said a senior VW manager briefed on the brand's future product rollout.

The U.S. version of the Passat is built at VW's plant in Chattanooga, Tenn., where the automaker also produces the Atlas crossover. The Atlas is VW brand's No. 2-selling model in the U.S. after the Jetta. Atlas sales fell 37 percent to 37,927 in the first three quarters. VW tallied an additional 17,990 sales of the newly introduced Atlas Cross Sport over the same period.


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VW builds the Passat for Europe in Emden, Germany. Production of the midsize car will move in 2023 to the company's factory in Bratislava, Slovakia, where it will be built alongside the Superb, VW said in a statement on Nov. 13.

The Superb will target midsize buyers in central and eastern Europe, where sedans are preferred. The move will reduce internal competition between VW brand and Skoda, another VW source said.

VW is freeing up its Emden plant to build only battery-electric vehicles including the ID4 crossover and a midsize electric sedan codenamed Aero B. The ID4 is also scheduled to be built in Chattanooga starting in 2022. Company sources say it would make sense to produce the Aero in Tennessee as well.

The popularity of midsize sedans has been dropping fast in Europe, largely due to buyers gravitating either toward SUVs for greater cargo space and towing volume or to fastbacks that have a sportier silhouette.

Business fleets are now the main European purchasers of midsize sedans. In Germany, nine out of 10 Passats are registered to corporate buyers, who usually choose the wagon version for its greater functionality.

U.S. buyers have become even less enthusiastic about the midsize sedan segment, sealing the fate of the Passat. U.S. sales of midsize cars, once a cornerstone of industry volume, have steadily dropped in recent years, with volume down 27 percent in the first three quarters this year, after dropping 7.8 percent in 2019.

Some brands -- notably Ford, Chrysler, Buick and Dodge -- have already abandoned the segment.


Only the station wagon version of the Passat will be available in Europe after 2023.
The Arteon, a midsize fastback variant priced above the Passat and built in Emden in sedan and shooting brake versions, will also not be replaced. VW will focus on the production version of the coupe-styled Aero in sedan and wagon body styles.

Whether the production version of the Aero will be built in Chattanooga or imported from Germany, remains unclear.

VW sold 11,234 Arteons in Europe through October and 2,641 units of the car in the U.S. in the first three quarters

Articolo completo. Sarà cancellata anche la Arteon, che sorpresa. :?


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