Volkswagen Group subsidiary Italdesign wants to expand its customer base after becoming too reliant on work from Europe's largest automaker. The top targets include a couple of well-known technology companies and a fast-growing electric-car maker.

"Frankly, I would go to them," new Italdesign CEO Joerg Astalosch said when asked what he would do if approached by Google or Apple. "It can be Tesla as well. And I think there will be many more startups, especially in America."

Astalosch, who joined the Italian design and engineering firm after four years as chief financial officer at VW-owned truckmaker MAN, wants to boost the company's U.S. business to balance revenue it gets from its two main markets, Europe and China.

To help increase brand awareness, Astalosch and his design boss, former Lamborghini stylist Filippo Perini, are talking with various companies about producing one-off series of vehicles bearing the Italdesign name.

"Our definition of a one-off is from one to below 100 units," Astalosch said, declining to share further details. At Lamborghini, Perini oversaw the creation of models such as the 1.8 million euro Sesto Elemento, which was limited to 20 units; the Veneno (12 units) and the Centenario (40 units).

'Major players' sought

Italdesign became part of the VW Group in 2010 when the German automaker took 90.1 percent of the company, which was founded in 1968 by Giorgetto Giugiaro and Aldo Mantovani. VW Group purchased the remaining 9.9 percent of Italdesign last year, at which time Giugiaro resigned.


New Italdesign CEO Joerg Astalosch started with VW in Wolfsburg age 16.

Since 2010 the bulk of Italdesign's work has come from VW Group's 12 brands, Astalosch said. He declined to say how many non-VW Group clients the company has but he did say his goal is to "establish new cooperations with major players in all relevant markets" to have a “more balanced” split between projects.

Last year, non-VW Group revenues accounted for about 5 percent of Italdesign's 197 million euros in sales, which was the highest annual revenue total in the company's history.

Another Italdesign aim is to boost sales from the industrial design sectors, which accounted for just 5 percent of its revenue last year with the other 95 percent coming from what it calls transportation-related projects. About 15 percent of Italdesign's 2015 revenue came from design and models, 60 percent from engineering and the remaining 25 percent from prototyping, the company said.

With roughly 1,000 employees, Italdesign is capable of annually producing a combined 500 to 600 prototypes and pre-production units, as well as show cars. It's most recent creation is the GTZero, an electric-powered sports car concept that debuted at the Geneva auto show earlier this year.

Since VW Group's takeover, Italdesign's core competencies have risen. Engineers have developed new skillsets and the existing design team has been working with virtual reality technology to enable the avant-garde digital design methodologies Perini was instrumental in instigating during his 11 years at Lamborghini.

Because of the deep investments the parent company has made in the Italian firm, Astalosch believes Italdesign should be perceived as a brand within the group portfolio. "We have to take care of our brand integrity [and] make sure this brand can perform," he said. "If we are not faster, more connected in the process and [provide] more value for money [than our competitors], I'm doing something wrong. I have to offer something better. That is our task."


Italdesign sta cercando maggiore indipendenza dal gruppo Vw, imho tra non molto i tedeschi la venderanno.

Ci vado il 29 ad incontrare il loro CEO (di Italdesign).
magari mi porto dietro 50€... non si sa mai...

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Alla guida di una KIA SPORTAGE 1.6 Turbo Benza Ibrida
Guidavo una Stelvio senza Apple CarPlay
Guidavo una sorprendente svedese - V90 D4
Guidavo una bella A6 SW TDI Grigio Floret. Veloce Comoda Bella Anonima
Guidavo una anonima e puzzolente 320d Touring MSport...
Guidavo una splendida Range Rover Evoque... Si, si girano tutti al semaforo...
Guidavo una fantastica A5 Sportback S-Line, 2.0 TDI 170cv...

L'attuale Ceo è un uomo di finanza, proviene da MAN, di design non capisce nulla ; Wolfgang Porsche a proposito di possibili cessioni ha detto : "Vw ha aziende belle ma non indispensabili".
I costi del diesel gate sono ancora aperti, per adesso le multe pagate riguardano solo gli USA, dei processi penali sono partiti in tutto il mondo.
Bisogna vedere quanto l'influenza di Piech sarà ancora pesante, il vecchio aveva voluto fortemente Italdesign così come Ducati ma per un gruppo con un'enorme necessità di liquidità nei prossimi anni di deve pensare ai fondamentali.

Per quello porto 50€ con me...

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Alla guida di una KIA SPORTAGE 1.6 Turbo Benza Ibrida
Guidavo una Stelvio senza Apple CarPlay
Guidavo una sorprendente svedese - V90 D4
Guidavo una bella A6 SW TDI Grigio Floret. Veloce Comoda Bella Anonima
Guidavo una anonima e puzzolente 320d Touring MSport...
Guidavo una splendida Range Rover Evoque... Si, si girano tutti al semaforo...
Guidavo una fantastica A5 Sportback S-Line, 2.0 TDI 170cv...

http://m.manager-magazin.de/unternehmen ... 04342.html

Secondo Manager Magazin Müller vorrebbe tagliare il numero complessivo di varianti e modelli dei marchi del gruppo Vw da 350 attuali a 250.
I modelli di cui è già stata decisa la cancellazione sono A3 3 porte e cabrio, Golf cabrio, Polo 3 porte, Eos, Scirocco,Skoda Roomster, Phaeton.
A rischiare molto sono Sharan/Alhambra, Seat Toledo, Seat Mii, Vw beetle cabrio e coupe', TT.

Diciamo che sono tutti modelli che diesel-gate o no non hanno un gran senso sopratutto i rimarchiamenti seat come toledo-mii, spiace forse solo per maggiolino e la tt ma ormai non tirano più da anni a dire il vero però a me il proto di qualche anno fa di tt 4porte piaceva molto, sinceramente forse più che togliere a3 3 porte avrei tolto golf 3 porte ieri mi sono sorpreso ad aver visto una golf 7 a 3porte:-)...ma forse in Germania qualche estimatore golf 3porte c'è l'ha ancora.

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ALFA ROMEO GIULIETTA jtdm-2 20 170cv- distinctive-pack premium-pack sport 18 - Luglio 2010 -superati i 313.333KM!!!

Questo grafico mostra quanto siano pesanti i problemi di costi per il marchio Vw, nonostante un mercato europeo più che robusto non riesce a raggiungere il 2% come margine operativo , si fa battere persino da Seat.
Non parliamo poi di Skoda che umilia Wolfsburg.

Grazie al cavolo, non investono nulla in ricerca e sviluppo...

Quindi Porsche ha un MOL alto perché investe poco in R&D?

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Esiste una quantità di oggetti meccanici che aumentano gli stimoli sessuali di certe donne: primo fra questi è la Porsche 911.

Guidare di traverso è una delle cose più belle che un uomo possa fare da vestito.

Più he altro se gli calano ancora un po' le vendite o i margini cominciano ad essere fottuti

Parlavo di Skoda

in effetti tocca vedere come vengono allocati i costi di R&D per progetti trasversali:
MQB - DSG - propulsori - ibrido/elettrico, ecc.... chi paga? tutto vw?

in quel caso i dati sarebbero molto falsati.

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non posso aspettar l'Ateca...

Esattamente, mi chiedevo proprio questo.

I dati di Vw fanno così schifo anche perché non contengono i mega profitti della Cina ( sono delle Jv e quindi sono calcolate nell'EBIT) e perché il marchio ha al suo interno gran parte delle fabbriche tedesche di componentistica in house con perdite vicine ai 500 milioni di euro all'anno.
Skoda inizialmente investiva poco ma adesso buona parte dello sviluppo di piattaforme pseudo low cost ( la Rapid), i motori a 3 cilindri, i cambi per le auto di segmento A e B per tutto il gruppo provengono da Mlada Boleslav.

sinceramente ogni azienda ha una metodologia di allocazione costi fissi propria, e comunque non esiste una scienza esatta in materia.
i dati del gruppo vw sono abbastanza strani, motivo per cui suppongo (anche) ci sia un problema di allocazione costi fissi attribuiti a vw più che agli altri.

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non posso aspettar l'Ateca...

FRANKFURT -- Volkswagen Group will take a 19.9 percent stake in U.S.-based Navistar International for around $16 per share as part of a partnership deal, a person familiar with the matter said on Monday.

VW's commercial vehicles division is trying to build itself into a global truck manufacturer having absorbed Germany's MAN and Sweden's Scania. Navistar is looking for a technology partner to build engines that can meet tightening emissions rules.

Navistar is seen as an attractive target for VW because it has a large North American dealer network, something the German automaker lacks. Andreas Renschler, head of Volkswagen commercial vehicles, has wanted to get a strategic foothold in North America as a way to challenge Daimler, his former employer.

The deal will be announced as soon as Tuesday, sources said.

Volkswagen declined to comment, while Navistar was not immediately available for comment.

Navistar has a market value of around $1.15 billion and has been on the lookout for an engine partner since 2010 when it failed to get approval from the U.S. Environmental Protection Agency for its heavy-duty diesel truck engine.

VW has agreed to supply engines to Navistar in exchange for a stake in the truckmaker, one source told Reuters.

Contact Automotive News

Finalmente a Wolfsburg è arrivata una buona notizia dopo 1 anno di catastrofi: domani dovrebbe essere annunciata una partnership con il costruttore di camion americano Navistar.
Piech e Winterkorn erano convinti di poter creare il più grande costruttore al mondo di veicoli commerciali pesanti per sfidare Daimler e Volvo trucks, l'azienda tedesca ha finora speso 15 miliardi di euro con ritorni minimi perché Man è poco sopra il pareggio mentre Scania non è più redditizia come una volta.
In più i 2 marchi sono presenti in forze in Europa, sud America, Cina ma sono assenti in Nord America il mercato più ricco al mondo.
Prima del diesel gate Vw stava studiando la scalata di Paccar ( valore in borsa 15 miliardi di euro), adesso le mire espansionistiche si sono assai ridotte e prevedono una quota del 20% in Navistar quarto produttore locale.

Volkswagen Group and Anhui Jianghuai Automobile (JAC) aim for joint development of electric vehicles in China
• Memorandum of understanding on long-term partnership for joint development
of innovative battery-powered electric vehicles in China
• Discussions on the establishment of a new joint venture company have started
• Zero-emission mobility solutions crucial for the sustainable development of
China’s environment and society
Volkswagen AG and Anhui Jianghuai Automobile Co., Ltd. (JAC) yesterday signed a Memorandum of Understanding (MoU) in Wolfsburg to define the next phase of negotiations between the two companies in order to achieve long-term cooperation in the joint development of all-electric vehicles in China.

“As we aim to be at the forefront of e-mobility, Volkswagen Group is looking forward to explore all options to set up a close and mutually beneficial partnership with JAC. We believe this cooperation would not only benefit our two organizations, but would also be of great value to our customers, a sound environment and the Chinese society in general,” said Matthias Müller, Chairman of the Board of Management of Volkswagen AG.

According to the MoU the parties intend to enter into discussions to evaluate the perspectives and feasibility of a new joint venture company (“JV”), focusing on new energy vehicles (NEV), to carry out full scope cooperation in areas including research and development, manufacture, sales and mobility services in the field of NEV and parts in order to improve fuel efficiency. The top priority will be to develop zero-emission mobility solutions.

Commenting on the agreement, Mr. An Jin, Chairman of the Anhui Jianghuai Automobile Co., Ltd, said, “We look forward to a full scope cooperation together with Volkswagen Group, focus on new energy vehicles, to provide Chinese consumers with highly cost-effective battery-powered electric vehicle (BEV) products that promote the development of the Chinese new energy vehicle sector as well as the Chinese auto industry’s transformation and upgrading. The intended cooperation between JAC and Volkswagen Group can be called a ‘Creating Together’ model, which embodies mutual benefit and a win-win situation. We hope to develop this cooperation into a brand new business model during the process of Chinese auto industry’s opening up.”

“Together, Volkswagen Group and JAC will thoroughly explore all options how to concentrate our resources, including existing and future model platforms, technologies and other expertise, to achieve a competitive product strategy as soon as possible,” said Prof. Dr. Jochem Heizmann, Member of the Board of Management of Volkswagen Aktiengesellschaft as well as President and CEO of Volkswagen Group China. “We at Volkswagen Group China are enhancing our efforts in terms of e-mobility to meet the demands of the customers.”

As part of its comprehensive new Group Strategy “Together – Strategy 2025” Volkswagen is also intensifying efforts for sustainable mobility worldwide. The Group will be launching a broad-based initiative for electro-mobility and intends to develop more than 30 new, purely battery-powered electric vehicles (BEVs) over the next ten years.

Anhui Jianghuai Automobile Co., Ltd (JAC) is a comprehensive automobile company encompassing R&D, production, sales and service and other businesses related to the production and sale of commercial and passenger vehicles, including powertrains. It has two vehicle brands, “Jianghuai” and “Ankai”.

JAC delivered 333,639 vehicles and chassis in the first six months of 2016 (+14.15%), with new energy vehicle sales increased massively compared with last year (+261%), while SUV sales maintained stable growth (+30%).

JAC’s main products include: heavy, medium, light and miniature trucks, multi-function commercial vehicles, SUVs, sedans, buses, and core components such as chassis, gearboxes, engines and axle assemblies.



Vw ha firmato un accordo con la società automobilistica cinese JAC per la produzione di veicoli elettrici.
È un cambiamento piuttosto radicale rispetto agli anni di Piech e Winterkorn quando Vw non stringeva accordi con nessuno. Si parla anche di una possibile alleanza in comune per i veicoli low-cost.

E´ stata confermata l´uscita di Stephan Knirsch da capo dello sviluppo del marchio Audi, e´piuttosto umiliante scoprire che cacciano Hackenberg nel 2015 sospettato di truffa e lo sostituiscono con un altro truffatore.
E´un ulteriore riprova che anche Audi era pesantemente coinvolta, ci sono email in cui manager di Ingolstadt che dicevano chiaramente che senza imbrogli non sarebbero mai riusciti a rientrare nelle normative americane.

Si può aggiungere anche un'ulteriore perla.
VW che ha appena vinto il premio IG-Nobel, ha problemi nella omologazione della Seat Ateca 2.0 TDI 2WD.
Il motivo è che sfora i limiti di NOx (un'altra volta), visto che hanno voluto risparmiare sul sistema SCR, che invece è di serie sulla 4WD.
Infatti gli ordini della 2WD sono rimandati alla primavera, e a chi ha ordinato la 2WD offrono la 4WD( non è chiaro se allo stesso prezzo o no).

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Seat Leon 1.4 E-Hybrid Phev 204 cv

Ma c'è ancora qualcuno che riesce a difendere questi cialtroni? Che Audi ci fosse dentro fino al collo è evidente, la storia dell'Ateca è meravigliosa, tanto per cambiare hanno provato a risparmiare soldi come ai tempi del software truffaldino. Non hanno più manco il senso del ridicolo

Beh è giusto, se bisogna fare una figura di mierda bisogna farla per bene

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Dopo 3 anni di quadrilatero adesso passo all'integrale...

BERLIN -- Volkswagen's works council chief said the company could cut up to 25,000 staff over the next decade as older workers retire to help the carmaker achieve cost-cuts needed to revive the VW brand.

VW's top executives have been in talks with works council leaders representing staff since June in an attempt to agree cost savings to fund the carmaker's shift to electric vehicles after its diesel emissions scandal.

VW is under pressure to make cuts at high-cost operations in Germany to fund this transformation, while still grappling with billions in costs for its emissions scandal.

Waiting for staff to retire is a more attractive option for VW workers than actual layoffs. "We have the huge benefit of the baby boomer age groups," VW labor boss Bernd Osterloh told Handelsblatt today in remarks confirmed by the works council. "That's why we can also say the jobs of VW workers are safe."

VW has said tens of thousands of staff from the 1950s and 1960s baby boomer generation will come up for retirement in coming years. VW declined to comment on Osterloh's 25,000 target, which would represent about a fifth of the company's workforce in Germany.

Analysts said the cost savings from staff cuts of up to 25,000 would be a solid start, but must be accompanied by a reduction in purchasing costs and r&d spending to ensure a turnaround of the carmaker's operations.

"VW has no choice but to bring down costs massively if it wants to put its business on a sound footing," Evercore ISI analyst Arndt Ellinghorst said. VW must achieve cost savings of about 22 billion euros ($24.64 billion) globally in coming years, three quarters of which must be invested in its transformation, said Ellinghorst.

Ellinghorst also said VW could reap up to 2.5 billion euros by moving workers into early retirement, a "massive" gain for the VW brand which may only make operating profit of about 2 billion euros in 2016 after 2.1 billion in 2015.

There appears to be common ground on opting for retirement to cut staff, two sources at VW familiar with the talks said today, but VW management and the workers were at odds over other issues.

Management wants to trim back white-collar staff which account for about two thirds of Wolfsburg's 60,000 jobs including administration, r&d, sales and marketing, one of the sources said.

But workers are angry about management attempts to outsource services such as plant security, IT support and catering at a division in Wolfsburg, they said. Workers also oppose moves to scrap a longstanding practice of allowing foremen to switch to higher-paid non-production jobs, the sources said.

VW declined to comment.

Osterloh is seeking to raise pressure on management. He has invited workers and executives to a special staff conference on Oct. 20 in Wolfsburg to brief the rank and file on the talks, which are due to be concluded in November.

Secondo il capo del sindacato Vw nonché vice presidente del gruppo ha sostenuto in un'intervista che potrebbero esserci 25.000 lavoratori in meno impiegati in Germania.
Potrebbe sembrare un numero elevato in realtà per diventare efficiente Vw dovrebbe licenziare ( e non spingere al prepensionamento, mossa che costerà almeno 4 miliardi di euro) almeno 60.000 dipendenti.
Da più di un decennio Vw ha soddisfatto qualsiasi richiesta dei sindacati e della Bassa Sassonia, non tenendo in alcun conto la salute dell'azienda, finche' i profitti continuavano a gonfiare la liquidità non è stato fatto nulla ma adesso con i costi del dieselgate che sembrano infiniti è fondamentale ritornare ad una discreta redditività soprattutto per il marchio Vw.
Già escludendo le multe il marchio Vw raggiungerà una redditività di solo 2 miliardi di euro rispetto alle aspettative di 8.

landscape-1476451416-audi-r18 In 21st-century endurance racing, no manufacturer has been more dominant than Audi. When the open-topped R8 LMP1 debuted in 2000, it paved the way for an astounding 13 Le Mans victories and numerous other endurance-racing wins. Corporate sibling Porsche reentered prototype endurance racing in 2014, and now it could be edging Audi out. That’s according to a report from the German publication Auto Motor und Sport, which says Audi will pull its LMP1 racers out of the World Endurance Championship (WEC) after 2017. Britain’s Autocar also cites anonymous Audi insiders that say there’s an end in sight for the company’s LMP1 program. A mountain of evidence supports these reports. Audi’s WEC withdrawal is said to be a result of cost cutting following Volkswagen’s increasingly expensive diesel-emissions scandal. Both the Volkswagen and Audi brands are hinging their futures on an onslaught of electric cars planned to hit the market within the next decade. The push toward electrification will require significant R&D spending, and Audi’s LMP1 program stands directly in the way of that. There’s also Audi’s LMP1 engine, which is, in the current R18, awkwardly a diesel-powered 4.0-liter V-6. When Audi debuted its first diesel-engined Le Mans racer in 2006, the R10 TDI, the brand sought to push diesel technology. After the fallout of VW’s scandal, though, diesel power is looking increasingly obsolete, and in any case, VW wants to distance itself from the fuel. In addition, the R18’s diesel engine will soon need significant (and costly) revisions if it is to remain competitive in the coming years. Of course, there’s also the matter of Porsche. Back in 2000, VW was said to have blocked Porsche’s entry into LMP1 for 10 years in exchange for giving Porsche the right to use the Touraeg’s platform to underpin the brand-saving Cayenne SUV. Porsche reentered LMP1 competition in 2014, winning Le Mans in 2015 and 2016 and the championship in 2015. Two competing LMP1 programs from brands with the same corporate parent is a hideously expensive, and arguably pointless, endeavor. Considering Porsche’s current momentum and Audi’s increased focus on electrification, the VW Group would be wise to withdraw Audi.
How to Win at Le Mans, Porsche 919–Style
Audi Celebrates Racing Victories with Limited-Run R8 V10 Plus
2016 24 Hours of Le Mans: Photos from the History-Making Race
Although Audi exiting WEC is logical, it’s ultimately disappointing. The brand quickly went from an underdog to a team that seemed impossible to beat, helping turn WEC into the great series it is today. Unfortunately, VW has big problems to deal with, and we should just be happy it has even one brand in endurance racing. This story originally appeared on Road & Track.

Audi lascerà le Mans a partire dall'anno prossimo, scelta inevitabile visti i costi enormi che Vw dovrà sostenere. Piech sarà furioso.

Porsche continua?

Possibile che la cosa non portasse un ritorno economico di una certa entità? Sono anni che vincono (quasi) solo loro, non è proprio una cosa da tutti.

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Toyota RAV4 2.5 Hybrid Lounge - 2019
Abarth 595C Turismo - 2016
Royal Enfield Interceptor 650 - 2022
Saab 9.3 Cabrio 2.0T SE- 1998

Non credo, la presenza di Audi (Bentley e Porsche successivamente) derivava da una fissazione di Piech.
Il nipote di Ferdinand Porsche ottenne i primi successi proprio a Le Mans, porto' la Porsche quasi al fallimento pur di vincere.
Piech ha sempre sostenuto che vincere a Le Mans era più importante della partecipazione in formula 1.
Ora Vw deve tagliare in qualsiasi campo. E' necessario per poter sopravvivere alle multe.

Der Volkswagen-Konzern will bei seiner Kernmarke VW bis spätestens 2025 fünf bis sechs Milliarden Euro einsparen. Darauf haben sich Markenchef Herbert Diess und der Betriebsratsvorsitzende Bernd Osterloh geeinigt, wie das manager magazin in seiner neuesten Ausgabe (Erscheinungstermin: 21. Oktober) berichtet. Diese Summe wäre höher als im 2014 aufgelegten Effizienzprogramm "Future Tracks". Der damalige Vorstandschef Martin Winterkorn war mit dem Programm gescheitert.

Der "Zukunftspakt" stehe damit kurz vor dem Abschluss, berichten Beteiligte. Es gebe allerdings noch einige offene Punkte. Der Pakt basiert auf einer Initiative der Arbeitnehmer. Sie wollen darin nicht nur die Sparziele regeln. Sie wollen auch klären, wo VW künftig welche Produkte fertigt - und in welchem Ausmaß wegfallende Aufgaben durch neue Jobs ersetzt werden können.

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Diess und Osterloh gingen davon aus, dass am Ende zwischen 10.000 und 20.000 Jobs bei VW wegfallen würden, heißt es in Wolfsburg. Basis des Stellenabbaus sei die natürliche Fluktuation. Bis 2019 würden deshalb nur wenige Arbeitsplätze wegfallen, sofern das Unternehmen nicht Frühpensionierungs- oder Abfindungsprogramme auflegen würde.

Auch die Umsatzrendite der Marke werde wohl erst mit Verzögerung auf die seit Längerem versprochene Höhe steigen: Markenchef Diess peilt nach mm-Informationen für 2020 nur noch eine Umsatzrendite von 4 Prozent an. Die eigentlich angepeilten 6 Prozent seien insbesondere angesichts des hohen Investitionsbedarfs wohl erst in den Folgejahren erreichbar.

Update: Der Betriebsrat von Volkswagen bezeichnet unseren Bericht als unzutreffend. "Es gibt keine Einigung mit dem Vorstand zu einem Zukunftspakt", so dessen Generalsekretär Gunnar Kilian. Das hatte mm allerdings auch nicht behauptet. Wir schrieben lediglich von einer kurz bevorstehenden Einigung, was die Äußerungen des Betriebsrats sowie weitere Quellen zu internen Schreiben des Managements bestätigen.

Vw e l' Ig Metall sarebbero vicine ad un accordo secondo diverse fonti tedesche, 20.000 posti saranno eliminati in Germania.
Potrebbe sembrare un numerone, in realtà per diventare competitiva come Toyota Vw dovrebbe licenziare 60.000 dipendenti nel solo marchio Vw più altri 30.000 nelle varie consociate ( Audi, Man, Vw veicoli commerciali).
Nessuna fabbrica verrà chiusa ma dovrebbero essere cancellati i costosissimi "sonderschichten" creati apposta per gonfiare i portafogli degli operai.
Anche Audi sarà costretta a tagli pesantissimi: secondo autocar le prossime A4-Q5-etc. saranno su pianale MQB ( cioè Golf) mentre A6-A7-A8 migreranno sul pianale MSB a trazione posteriore.

Si sono bevuti il cervello?????? Vendesi golf ricarrozzata a 50.000 euro, venghino siori e siore, venghino

Edito il messaggio. Poco fa ho letto che l'MQB usa il motore trasversale. Ci manca solo la golfona col motore di traverso ed i 4 anelli di segmento D. Dubito che la notizia abbia un fondamento




[/quote][/quote]

Mi sembra grossa come notizia. Tra l'altro non so nemmeno quanta competenza abbiano nelle trazioni posteriori, Porsche (con motore a sbalzo) a parte.

Dal punto di vista economico avrebbe poco senso, il pianale MSB di Porsche e´stato sviluppato per Numeri limitati, assorbire nella propria orbita anche la famiglia della A6 (quindi anche Q7 e Touareg) sarebbe difficilissimo.
Portare poi A4 & Derivate sulla piattaforma Golf sarebbe alquanto complicato tecnicamente parlando.
Di certo c´e´che Vw deve tagliare i costi in modo feroce, era necessario prima del diesel gate, adesso e´questione di vita o di morte.
Dato che i sindacati vogliono concedere poco e niente si dovra´tagliare altrove.

Di a4 con mqb si diceva già per la versione uscita ora vedremo, se usano la solita tempistica mancano almeno 6 anni e 2-3 per decisioni definitive.

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ALFA ROMEO GIULIETTA jtdm-2 20 170cv- distinctive-pack premium-pack sport 18 - Luglio 2010 -superati i 313.333KM!!!