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MessaggioInviato: lun mag 13, 2019 4:10 pm 
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https://www.handelsblatt.com/unternehme ... 27454.html

Cattive notizie per l’ Ungheria, BMW e Daimler hanno bloccato i piani di espansione della capacità produttiva nel paese. Il rallentamento economico globale ha consigliato di essere più prudenti.


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MessaggioInviato: mar mag 14, 2019 11:13 am 
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Hanno voluto il sovranismo!? :armi

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MessaggioInviato: mar mag 14, 2019 7:02 pm 
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fritz287 ha scritto:
Hanno voluto il sovranismo!? :armi


Non c’entra la politica in questo caso. Il rallentamento della domanda per automobili è significativo, un costruttore ci pensa 4 volte ad aumentare capacità produttiva. La guerra dei dazi sta complicando moltissimo le possibilità di export dall’ Unione Europea.


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MessaggioInviato: mar mag 21, 2019 9:31 pm 
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BMW AG CEO Harald Krueger’s job is hanging in the balance as the luxury carmaker steers through a fundamental shift toward electric and autonomous vehicles as well as weakening markets, people familiar with the discussions said.

Some supervisory board members are raising questions over whether he’s the right choice to lead the company and will discuss the CEO’s second-term prospects in the coming weeks, the people said, asking not to be identified discussing confidential deliberations. Krueger’s current tenure ends next May, with an announcement on his future due in June or July.

BMW, like other carmakers, is navigating a costly transition not only to electric cars but also new business models and deep-pocketed tech competitors encroaching via new mobility options such as ride hailing. After leading the luxury competition for a decade, BMW’s momentum petered out in 2016 and the carmaker has since struggled to regain the top spot with cautious model redesigns. Since last year, weaker global markets and trade tensions have shrunk profits.

Any new CEO will be chosen from inside the Munich-based carmaker, and production head Oliver Zipse, 55, is considered a possible successor, one of the people said. A BMW spokesman declined to comment on CEO succession plans.

"There are doubts about Kreuger's perspectives as CEO of BMW -- internally and externally,'' Juergen Pieper, an analyst at Metzler Bank, said in an email. "Results of the past four years are mixed, profitability is turning down quite substantially," and "there are no clear strategic signals.''

Board tension

Krueger, 53, has been at the helm since 2015, when he became the youngest leader of a major automaker with a brief to tackle the industry’s transition. He is struggling to stamp his authority on a divided management board that’s failing to unite on plans for partnerships and spending on new technology, said the people.

While merging its car-sharing business with Daimler AG last year, BMW hasn’t so far aligned itself with new competitors. Daimler, Toyota Motor Corp. and Volvo Cars, meanwhile, have forged deals with Uber Technologies Inc., and Jaguar Land Rover will develop self-driving electric cars with Google affiliate Waymo.

Efforts to deepen ties with Daimler have met resistance from some board members who are wary of new partnerships, the people said.

The last BMW CEO to leave after just a single term was Helmut Panke, who vacated the top position at BMW in 2006, a day before turning 60, at the time the proclaimed age limit for executives at the company. BMW’s largest shareholder are the Klatten-Quandt siblings, which together hold about 45 percent of the shares.

Krueger has struggled to emancipate himself from predecessor and now Chairman Norbert Reithofer, who is credited with taking some bold steps, like adding a range of crossovers at a time when other luxury carmakers skipped the segment.


Reithofer also moved early with BMW’s first electric car and a push into mass-producing lightweight carbon fiber.

Krueger’s early tenure was overshadowed by him fainting on stage during his first major presentation as CEO at the 2015 Frankfurt motor show and obvious discomfort speaking publicly in the weeks and months that followed.

BMW squandered its early lead in electric cars after pausing new battery models since unveiling the slow-selling i3 in 2013. It now trails the electric SUVs of Jaguar, Audi and Mercedes already on sale.

Secondo fonti di Bloomberg la poltrona di Harald Krüger starebbe vacillando, da mesi il ceo bavarese (scelto al posto di Herbert Diess perché meno duro con i sindacati) viene tacciato di non avere una visione strategica del futuro. La redditività è crollata, BMW ha perso completamente il vantaggio nei veicoli elettrici che aveva con i3 e i8. Adesso Mercedes, BMW e Jaguar piazzano significative quantità dei loro suv elettrici (anche se con redditività poco sopra lo zero) mentre BMW sarà pronta solo a fine 2020. Krüger non sembra abbastanza assertivo e non riesce ad imporre scelte chiare, anche per quanto riguarda l’ alleanza con Daimler. Il malessere comunque riguarda tutta la triade teutonica. Audi giovedì presenterà il piano di ristrutturazione mentre il nuovo CEO di Daimler Källenius sta preparando un piano di tagli per 7 miliardi di euro.


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MessaggioInviato: mar mag 21, 2019 10:23 pm 
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Vista da potenziale cliente, Bmw sembra aver perso una parte delle sue caratteristiche identitarie, mentre MB si è (ri)costruita un’immagine forte e definita, sia pure diversa da quella di un tempo.


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MessaggioInviato: mer mag 22, 2019 8:47 am 
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Hai pienamente ragione, BMW ha cercato per anni di essere tutto per tutti. È semplicemente assurda l’ ampiezza della gamma, sono loro stessi ad ammetterlo. Sia BMW che Daimler sono imho vittime dei passati fallimenti. Non c’ è dubbio che aver abbandonato Rover e Chrysler abbia reso le 2 aziende tedesche più gestibili e di maggior successo eppure ancora oggi la necessità di economie di scala continua ad essere un macigno. Se l’ offensiva di Vw nell’ elettrico sarà un successo BMW e Daimler potrebbero trovarsi schiacciate. Per entrambe le case sono esplosi i costi di R&D che non possono essere spalmati su numeri elevatissimi. Ecco perché credo che un’alleanza/fusione tra BMW e Daimler potrebbe essere di enorme aiuto per entrambe.


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MessaggioInviato: mer mag 22, 2019 9:34 am 
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mauro65 ha scritto:
sia pure diversa da quella di un tempo.


...sono anche cambiati i tempi! :D

E devo dire che, da giovane anomalo quale sono che adora le Mercedes da vecchio, nella gamma attuale comunque di modelli che mi piacciano ne trovo parecchi.

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MessaggioInviato: gio giu 06, 2019 7:02 pm 
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BMW executives opened the automaker’s first Mexican assembly plant extolling its value for the coming years, just a week after President Donald Trump made a fresh tariff threat on Mexican goods.

BMW spent about $1 billion on the plant, set in the vast arid plains of San Luis Potosi in north-central Mexico. It’s one of three -- the other two are in Germany and China -- that will produce the next-generation 3 Series sedan for sale in the U.S. and other markets.

The automaker has no reason to change its plans for the site because of the current political climate, BMW board member Oliver Zipse at its inauguration Thursday. The factory will supply more than 40 markets worldwide starting next year and “it would be very speculative to make decisions on short-term announcements,” he said.

The timing comes just days after President Trump threatened to impose a 5 percent tariff on all goods imported from Mexico on June 10, unless that country takes unspecified steps to stop illegal migration from Central America. The levies would escalate every month until reaching 25 percent in October according to the White House plan.

Those tariffs would inflict financial pain on BMW and its newest plant, said Kristin Dziczek, vice president of industry, labor, and economics at the Center for Automotive Research in Ann Arbor, Mich. “It hurts them a lot,” she said. “They’re there because they want to be part of North America, and North America is the U.S.”

'Produce for the world'

With its low wages, free-trade pacts with multiple countries, and proximity to the world’s second-biggest car market, Mexico has lured a raft of automakers from Nissan Motor Co. to Volkswagen Group in recent years. That appeal is unlikely to change over this latest threat, in part because the factory is not dependent only on the U.S. BMW says the San Luis Potosi plant “will produce for the world.”

The plant is meant to primarily supply the U.S. and Mexico, with lesser amounts shipped to Central America and the Caribbean, according to LMC Automotive. It employs 2,000 people and is supposed to ramp up to a maximum capacity of 175,000 vehicles a year, though the pace may slow because of tariffs, according to Juergen Pieper, head of automotive research at Bankhaus Metzler.

A 5 percent tariff would add about $2,000-$2,500 of extra cost per vehicle, which might have negligible impact for a short period of time, but would put the 3 series at a competitive disadvantage against the Audi A4, which is made in Germany, and the Mercedes C-class, produced in Tuscaloosa, Ala., and South Africa, said Jeff Schuster, an analyst with LMC.

Tariff threat

If tariffs climb all the way to 25 percent, it would cost between $10,000 and $12,000 more and essentially shut down production at the plant, Schuster said. BMW’s Munich plant could take over some production for the U.S., but it couldn’t absorb all of it.

Sales of the 3 series plunged 25 percent in the U.S. last year to 44,578 vehicles as consumers continued to migrate to crossovers. But it was still BMW’s best-selling model following the X3 and X5 crossovers.

President Trump’s trade war with China cost BMW somewhere in the “3-digit million area” in 2018, but hasn’t affected 2019 earnings guidance, BMW CFO Nicolas Peter told investors on an earnings call last month.

The Mexican factory is about four hours north of Mexico City -- in the same area where Ford Motor Co. was going to build a plant before canceling it in 2017. It is expected to account for one-fifth of BMW’s North American production. BMW currently produces most of its cars for North America in South Carolina, but leans heavily on components imported from Mexico. It bought $2.5 billion worth of parts from Mexican suppliers in 2015.

Plant tour

This is not the first time BMW’s Mexico plant has landed in President Trump’s crosshairs. He singled out the German automaker in 2017, threatening to slap BMW with a 35 percent import duty on foreign-built cars if it proceeded with plans to open a new plant in Mexico, according to German newspaper Bild. CEO Harald Krueger tried to win over the Trump administration with a 2017 visit to its Spartanburg, South Carolina, plant, touting its made-in-America crossovers.

Senior Mexican officials met with Trump administration counterparts on Wednesday in an attempt to negotiate a resolution that would stop the imposition of tariffs.

Republican lawmakers in Congress are also pressing for a deal, with some some members of the party questioning Trump’s use of the levies as leverage on border enforcement.

Quando si dice il tempismo, BMW ha inaugurato un nuovo impianto in Messico che produce serie 3 e in futuro anche varianti della serie 1. Le tariffe minacciate potrebbero radere al suolo la redditività dell'impianto. La speranza è che i repubblicani, ben comprati dalle aziende, mettano di fronte al fatto compiuto l'orangotango arancione.


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MessaggioInviato: mer giu 19, 2019 9:50 am 
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BMW 2-Series Active Tourer And Gran Tourer Could Be Dropped


It looks like the 3-Series Gran Turismo isn’t the only BMW model getting the axe as a new report suggests the 2-Series Tourer lineup won’t be replaced after the current generation comes to an end.
Speaking with Autocar, BMW’s senior vice president of product management said the 2-Series Active Tourer and 2-Series Gran Tourer have “done an excellent job in bringing new customers to our brand.” However, Peter Henrich added the models are no longer part of “what our brand today stands for.”

While he didn’t specifically say the models will be phased out, he strongly implied that as he stated “We will see about moving Gran Tourer customers to our SUVs.”

Un manager della BMW ha fatto capire che la serie 2 gran turismo non avrà eredi.


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MessaggioInviato: mer giu 19, 2019 9:54 am 
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daimlerchrysler ha scritto:


Un manager della BMW ha fatto capire che la serie 2 gran turismo non avrà eredi.


Strano! Così bella, così riuscita, così ambita....


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MessaggioInviato: mer giu 19, 2019 10:00 am 
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La versione a 7 posti era già stata cancellata, quella a 5 non vendeva malissimo.


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MessaggioInviato: mer giu 19, 2019 1:46 pm 
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daimlerchrysler ha scritto:
BMW 2-Series Active Tourer And Gran Tourer Could Be Dropped


It looks like the 3-Series Gran Turismo isn’t the only BMW model getting the axe as a new report suggests the 2-Series Tourer lineup won’t be replaced after the current generation comes to an end.
Speaking with Autocar, BMW’s senior vice president of product management said the 2-Series Active Tourer and 2-Series Gran Tourer have “done an excellent job in bringing new customers to our brand.” However, Peter Henrich added the models are no longer part of “what our brand today stands for.”

While he didn’t specifically say the models will be phased out, he strongly implied that as he stated “We will see about moving Gran Tourer customers to our SUVs.”

Un manager della BMW ha fatto capire che la serie 2 gran turismo non avrà eredi.

Meno male, perché era praticamente prenotata per il post V40 :angelo


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MessaggioInviato: gio giu 20, 2019 9:16 am 
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mauro65 ha scritto:
Vista da potenziale cliente, Bmw sembra aver perso una parte delle sue caratteristiche identitarie, mentre MB si è (ri)costruita un’immagine forte e definita, sia pure diversa da quella di un tempo.


Mi era sfuggito questo tuo messaggio che approvo in pieno, perlomeno su alcuni modelli Bmw. E aggiungo che MB si è anche data una svecchiata. Basta guardare l'enorme differenza tra una W204 ed una W205, quest'ultima molto più giovanile.


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MessaggioInviato: gio giu 20, 2019 9:43 am 
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lancista1986 ha scritto:
Basta guardare l'enorme differenza tra una W204 ed una W205, quest'ultima molto più giovanile.


Una W204 presa Avantgarde (con lo stellone davanti) e in certi colori già era un enorme passo avanti rispetto alla W203.

Ovviamente a me piacciono quelle da vecchio. :allegria

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MessaggioInviato: mar giu 25, 2019 11:08 am 
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47.66EUR-0.01-0.01%
BMW AG plans to increase sales of electric and plug-in hybrids by 30% every year until 2025, prompting the carmaker to accelerate the rollout of battery models.

The German manufacturer moved up a goal of offering 25 electric and plug-in hybrid cars by two years to 2023, it said Tuesday, following plans by other carmakers like Volkswagen AG to keep up with tightening regulation. This puts BMW on a trajectory to sell roughly 700,000 electrified vehicles by 2025.

Daimler AG And Bayerische Motoren Werke AG e-Mobility Joint Venture News Conference
Harald KruegerPhotographer: Krisztian Bocsi/Bloomberg
BMW is “moving up a gear” on electric cars, expecting to see “a steep growth curve toward 2025,” Chief Executive Officer Harald Krueger said in a statement.

Carmakers in Europe are preparing for the start of tough regulations on carbon dioxide fleet emissions that’ll be phased from next year. Failure to meet the reduction exposes manufacturers to steep fines, and automakers are battling rising fleet emissions due to demand for larger sport utility vehicles and consumers buying fewer diesel cars. Diesels emit about a fifth less CO2 than equivalent gasoline vehicles.

Read this: BMW CEO Future in Doubt as Tensions Erupt on Tackling Shift

BMW currently offers one battery-powered vehicle, the i3 city car, which it started selling in 2013. It’s adding an electric Mini later this year. The company sold 142,000 electric and plug-in vehicles last year, a rise of 38% to make up about 6% of total deliveries. Demand this year has slowed, rising about 2% through May.

Other carmakers have also increased targets for electric vehicles in recent months. Daimler AG in May said that more than half of its Mercedes-Benz brand cars would be plug-in hybrid or electric variants by 2030, while Volkswagen plans to sell more than 1 million purely electric cars by 2025.

BMW on Tuesday also announced it would only buy electricity from renewable energy sources from 2020 onward for all its locations.

In ritardo rispetto a Daimler e Vw anche BMW annuncia la sua offensiva elettrica. Attualmente il 6% delle auto Bmw sono elettriche o plug in, la casa prevede un aumento del 30% ogni anno.


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MessaggioInviato: mar giu 25, 2019 11:18 am 
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Il 6% vendute o del listino?
Nel primo caso, suppongo che finiscano prevalentemente in Cina e Scandinavia.


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MessaggioInviato: mar giu 25, 2019 11:37 am 
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mjazz ha scritto:
Il 6% vendute o del listino?
Nel primo caso, suppongo che finiscano prevalentemente in Cina e Scandinavia.



Attualmente BMW ha come veicoli elettrici solo la i3, offre diverse plug in hybrid. Entro il 2022 verranno lanciate la Mini elettrica, la i4, la X3 elettrica ed un altro crossover elettrico.


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MessaggioInviato: ven giu 28, 2019 1:58 pm 
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BMW Design Chief Defends 7-Series, X7 Huge Kidney Grilles, Says It Won’t Expand To Other Models

BY BRAD ANDERSON | POSTED ONJUNE 27, 2019
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The large front grille found on the new BMW 7-Series has been shrouded in controversy from the moment the luxury sedan was revealed last year. However, BMW design chief Adrian van Hooydonk has defended the company’s decision to design the 7-Series with such a prominent nose.
During an interview with Australia’s Motoring, van Hooydonk said that he had been hurt by criticism of the grille but insists it was the right move to adequately distinguish the 7-Series from the current 5-Series.

Also Read: The New BMW 7-Series Doesn’t Look Half Bad After A Nose Job

“The briefing we got was to make sure people understood the difference [between the 7 and the 5 Series] and notice it,” he said. “When we launched the car [the 7 Series] it was quite smaller. The feedback we got on that was that people couldn’t see enough difference to the predecessor. On the 7, I understand that people can be shocked. I notice the criticism. I think in a way it’s inevitable. My objective is to do something that everybody likes but it’s not always possible.”



Van Hooydonk believes that much of the criticism about the new 7-Series face has come from Europe, a market where he says buyers of vehicles like this like to slide under the radar and go unnoticed. In other markets, however, such as China and the Middle East, people do want to be noticed and sitting behind the wheel of a BMW with a huge chrome grille like the 7-Series is certainly one way to do that.

“The 7 has always been the hardest to bring the expectations of the entire world into one shape. The customers are very, very different in China, the US, the Middle East and in Europe. In Europe people don’t want to get noticed. They don’t like being asked what they paid for a car and they like things in black like a stealth mode,” van Hooydonk added. “The rest of the world is the opposite. We tried to give the Europeans what they want as well but the strongest market for the 7 is not Europe.”

Also Read: BMW X7’s Grille Comically Dwarfs The E30 3-Series’ Kidneys



And what about the X7’s massive grille?

The BMW head designer also talked to Autocar where he defended the X7’s grille design stating that it was in proportion to the car and smaller than what you find in similar models from other premium brands.”Yes, the X7’s grille is bigger than other BMW’s – but so is the X7 bigger than any BMW before it. That one is in proportion,” he said.

You won’t see the oversized grille taking over the range

Asked if we’d see the controversial design spreading to other (smaller) models in BMW’s range, van said there are no such plans. “Don’t worry, I don’t want the brand to turn into an oversized kidney grille brand,” he said. “But I believe we understand the reasons for what we have done with the 7 Series and that the issue will solve itself thanks to evolving tastes in the markets for which the grille was introduced.”


Interessante ammissione da parte del capo del design BMW: “sì lo sappiamo che per gli europei il doppio rene di serie 7 restyling e X7 fa schifo però ai cinesi piace e loro vogliono mostrare che hanno i soldi”. Ovviamente ho parafrasato le dichiarazioni.


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MessaggioInviato: ven giu 28, 2019 2:06 pm 
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" We tried to give the Europeans what they want as well but the strongest market (for the 7) is not Europe.”

il design delle auto riassunto in una frase; Ferrari docet...

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MessaggioInviato: ven giu 28, 2019 5:41 pm 
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Su 4r di questo mese vi è un articolo dove spiegano che l'influencer tipico è cinese, 35 anni, non capisce molto di auto ma tanto di tecnologia, e spesso è al primo acquisto. Le case seguono tale modello.
D'altronde, nel 1985 sono state vendute 7000 auto in tutta la Cina. L'anno scorso, 23 milioni :D


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MessaggioInviato: ven lug 05, 2019 11:53 am 
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BMW CEO Harald Krueger will not make himself available for a contract extension after 2020, pre-empting deliberations about whether to give him another 5-year term at the automaker.

"Harald Krueger today informed the Chairman of the Supervisory Board that he will not seek another term of office beyond his current term running until 30 April 2020," BMW said in a statement on Friday.

Krueger, 53, has led BMW since 2015, after becoming the youngest CEO of a major carmaker at the time.

The supervisory board will discuss his succession at a meeting on July 18, BMW said.

"For more than 27 years, BMW has been my professional home," Krueger said in the statement. "After four years as CEO, I want to seek new challenges and apply my extensive international experience in new tasks and projects."

In May, Bloomberg reported that some supervisory board members were questioning whether Krueger was the right choice to lead the company.

Handelsblatt  reported last month that there are two internal front-runners for Krueger's job. One is Klaus Froehlich, 59, head of development, and the other is Oliver Zipse, 55, head of production. Both currently sit on the automaker's management board.

After leading the luxury competition for a decade, BMW’s momentum petered out under Krueger’s tenure. It lost the global lead to Mercedes-Benz in 2016 and has since struggled to regain the top spot with cautious model redesigns. Since last year, weaker global markets and trade tensions have shrunk profits.

Il contratto di Krüger non verrà esteso, entro metà luglio sarà nominato il nuovo ceo, le migliori chance appartengono a Fröhlich e a Zipse.


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MessaggioInviato: ven lug 05, 2019 12:13 pm 
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daimlerchrysler ha scritto:
BMW CEO Harald Krueger will not make himself available for a contract extension after 2020, pre-empting deliberations about whether to give him another 5-year term at the automaker.
E' nel pieno della sua maturità professionale, poteva farsi altri 10 anni al comando di Monaco, suona strano che vi abbia rinunciato. Vero è che ha esperienza ed età per aspirare a posizioni di assoluto rilievo: qualche carmaker ancora anonimo gli ha fatto un'offerta? Penso che ci saranno dei patti di non concorrenza


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MessaggioInviato: ven lug 05, 2019 2:32 pm 
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Non credo, da quanto è stato riportato dalla stampa tedesca (Handelsblatt e Manager Magazin) i Quandt non erano contenti di Krüger. Il manager bavarese fu scelto come ceo perché era meno aggressivo di Diess ed la sua collegialità era apprezzata dai sindacati. Nel corso degli anni Krüger è stato criticato per mancanza di polso, non gli è stato perdonato lo svenimento del 2015 durante il salone di Francoforte.

Dubito che approderà da un altro concorrente, BMW sta facendo penare l’inferno per Duseman all’ Audi,


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MessaggioInviato: ven lug 05, 2019 2:42 pm 
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Tra l’altro BMW cerca sempre di mantenere i ceo per 2 mandati, persino Pietschrieder fu cacciato al secondo mandato.

L’erede sarà Zipse.


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MessaggioInviato: sab lug 06, 2019 9:26 am 
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When BMW picked Harald Krueger to run the company more than four years ago, he was the perfect candidate. Young, with a personable manner and decades of experience across the company, Krueger appeared ready to guide the venerable luxury maker into a future of electric, self-driving and shared automobiles.

But on Friday -- two weeks before his contract came up for renewal -- Krueger quit. Instead of leading the company through the biggest upheaval in a generation, he was felled by the transition as he failed to provide a roadmap to the future. In his farewell note, he cited the "enormous exertion" demanded of BMW employees as the company grapples with the unprecedented demands of the shift.


In the past few years, the industry "has been shaped by enormous changes, which have brought about more transformation than in the previous 30 years," Krueger said in the note.

Krueger, 53, inherited a company at the top of its game. Under the previous CEO -- now chairman -- Norbert Reithofer, BMW had outsold Mercedes-Benz and Audi for a decade. The company was a pioneer in full-electric vehicles with the i3 city car introduced in 2013. It was the first major automaker to use lightweight carbon fiber in mass-market models. And its traditional business of sumptuous-but-sporty sedans and SUVs was as robust as ever.

But soon after Krueger took over, sales of the i3 hit a wall, calling into question the electric push. The plan to use carbon fiber turned out to be too costly. The strong-willed Reithofer never really exited the stage. The diesel crisis that shook rival Volkswagen sullied the reputation of the entire German car industry, and more recently the U.S.-China trade spat has hit profits.


"The path BMW set out for Krueger wasn't easy," said Frank Biller, an analyst at Landesbank Baden-Wuerttemberg in Stuttgart. "BMW has traditionally picked executives with less emotional flair and more of a technical, engineering background. Car electrification is a very emotional topic."

As Krueger puzzled over how to reinvent BMW for the electric age, it was almost a year before he presented his strategic vision — which was a bust. He delayed BMW’s next major electric car, effectively squandering its leadership in the field. Key engineers quit to set up an electric-vehicle startup. And to help pay for the shift, Krueger doubled down on gas-guzzling, super-charged luxury cars such as the 8-series sports car and full-size X7 SUV.

At Krueger’s first major public appearance, at the Frankfurt car show in September 2015, the CEO collapsed on stage minutes into a presentation. He blamed the episode on dehydration and too many hours flying, but it was an apt metaphor for his leadership, and the event haunted him with obvious discomfort speaking publicly in the months that followed.


Squandered lead
The company has since watched Daimler's Mercedes-Benz reclaim the luxury crown. Tesla has become the face of the electric-car revolution. And everyone from Ford to Ferrari is rushing to develop electric models, with scores of new offerings scheduled to hit the market in the next five years.

"BMW took its head start in electric cars for granted and then failed to hit the accelerator again when needed," said Christian Ludwig, an analyst at Bankhaus Lampe in Bielefeld, Germany.

Krueger's departure serves as a warning to the new executives running at least a half-dozen of the industry’s top companies. Electric vehicles offer nowhere near the same returns as combustion vehicles. And selling electrics remains a struggle without major incentives as consumers balk at patchy charging infrastructure, high prices and limited driving range.

Like Krueger, most of the new executives come from engineering backgrounds. But they’ll be required to master technology-driven trends such as ride-hailing, while contending with Silicon Valley giants such as Tesla, which is aiming at BMW’s bread-and-butter 3-Series sedan and VW’s Golf with its Model 3, and Waymo, the self-driving unit of Alphabet.

Profit warnings
At Daimler, new CEO Ola Kallenius, 50, issued the company’s third profit warning in a year, citing provisions to cover recalls of diesel cars that need upgrades to improve emission technology. He took over from Dieter Zetsche in May. At Fiat Chrysler Automobiles, CEO Mike Manley failed in an attempted merger with Renault that would have delivered much-needed electric technology FCA eschewed under Sergio Marchionne, the long-serving CEO who died last year.

Krueger’s likely successor, Oliver Zipse, 55, is another insider with a similar career path. Like Krueger, Zipse worked at BMW’s Mini operations in England, and then served as global head of production. Zipse is a champion of BMW’s strategy of keeping factories as flexible as possible, making hybrid and electric models alongside combustion cars around the world. That aligns him with Krueger, who in May defended his cautious approach on electric cars, saying no one knew how fast they’d take over or which technology might win out.

"We have taken numerous decisions that we are now bringing to the road," Krueger said at a June presentation. “By 2021, we will have doubled our sales of electrified vehicles compared with 2019.”

Secondo Bloomberg la caduta di Krüger è dovuta principalmente all’indecisione nel perseguire una coerente strategia elettrica. Effettivamente nel 2013 BMW presentava la I3 e la I8 e la concorrenza non poteva opporre nulla. Dopo non ha lanciato più nulla mentre Vw e Daimler sono (in apparenza) all’attacco.
L’inizio assai poco promettente del 2019 ha spaventato il board.


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MessaggioInviato: sab lug 06, 2019 10:45 am 
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Iscritto il: ven lug 13, 2007 3:17 pm
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daimlerchrysler ha scritto:
Secondo Bloomberg la caduta di Krüger è dovuta principalmente all’indecisione nel perseguire una coerente strategia elettrica. Effettivamente nel 2013 BMW presentava la I3 e la I8 e la concorrenza non poteva opporre nulla. Dopo non ha lanciato più nulla mentre Vw e Daimler sono (in apparenza) all’attacco.
L’inizio assai poco promettente del 2019 ha spaventato il board.
Racconto interessante, grazie, molte cose no le conoscevo. Da (ex) cliente vedevo sempre più cose che mi piacevano poco, spero che ritroveranno la loro identità per quando potrò riapprodare a mezzi di quel livello.


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MessaggioInviato: mar lug 09, 2019 9:59 am 
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https://www-forbes-com.cdn.ampproject.o ... g-evs/amp/


BMW Says European Customers Aren't Demanding EVs
Michael TaylorContributor

BMW’s development director, Klaus Frölich, at the NextGen conference in Munich this week. BMW Communications

Battery-electric vehicles are unwanted in Europe and fuel-burning cars have at least 30 years left, BMW claimed this week.

The day a European Environment Agency report showed Europe’s automotive CO2 contributions had risen for the second year running, BMW’s chief engineer insisted there was no demand for battery-electric vehicles (BEVs) and that nobody was asking for them.
BMW is planning to build 25 new plug-in models by 2025, but that includes both BEVs and plug-in hybrids (PHEVs) as Europe’s most prominent EV innovator backtracks on the technology.
“There are no customer requests for BEVs. None,” BMW’s director of development, Klaus Frölich, told a shocked round-table interview in Munich on Tuesday. “There are regulator requests for BEVs, but no customer requests.”
“If we have a big offer, a big incentive, we could flood Europe and sell a million (BEV) cars but Europeans won’t buy these things,” Frölich insisted.
“From what we see, BEVs are for China and California and everywhere else is better off with PHEVs with good EV range.”
One of Europe’s most active environmental lobby groups, Transport and Environment, attacked European car companies for their lack of BEV models on sale compared to the US and China as automotive CO2 numbers climbed 1.6 percent in two years and accused them of holding back BEV models until 2021 for profit reasons.
“Carmakers are playing a high-risk game where they’re deliberately postponing sales of cleaner cars to maximize SUV-fueled profits,” Transport and Environment’s clean vehicles manager, Julia Poliscanova, said.
“It may please their shareholders but it’s a tragedy for our planet. These figures are a stark reminder that governments need to be much more forceful when it comes to promoting zero-emission vehicles, in particular by reforming vehicle taxation and rolling out charge points.”
Poliscanova pointed out that gasoline-powered SUVs emitted 133 grams of CO2 per kilometer last year, while cars with the same fuel averaged 120 grams. Inflating that difference was a rise in SUV market share from seven percent in 2008 to a third last year, she insisted.
But while Frölich conceded car companies had held back BEVs from the market, he attacked Transport and Environment for not understanding the market demand for BEVs in Europe.
“What they (Transport and Environment) ignore is that the European customer is not prepared to take the risk on an EV because the infrastructure is not there, resale is not known,” Frölich said.
“Customers in Europe do not buy BEVs. We pressed these cars into the market and they’re not wanted.
“We can deliver an electrified vehicle to each person but they will not buy them.”
Frölich’s revelation at BMW’s attitude towards full-electric cars coincides with a pivot towards plug-in hybrids with real-world range of up to 100km, but more usually 80km, as shown by its Vision M Next concept car.
“We think the customers in Europe they are reluctant to buy BEVs and the plug-ins are the better option. The PHEVs are built on the same architecture as the BEVs, so the “Eagle Wing” battery goes into the floor and we can give them extra range by adding battery modules.
“Europeans are very reluctant to buy a BEV because Europeans have fewer cars in the garage than a BMW customer in the US.
“In the US they can have different cars for different purposes, like pickups and SUVs and smaller cars, but often the households in Europe have only one car so they are reluctant to rely purely on a BEV. So a PHEV gives them full freedom and 80km of EV range.”
BMW’s pullback from an expected BEV splurge comes as Tesla continues to pile on Model 3 sales and Audi, Porsche, Mercedes-Benz, Jaguar and the Volkswagen Group’s volume brands commit to a BEV future.
Jaguar’s first all-electric car, the I-Pace, won the World Car of the Year and European Car of the Year awards, as well as a handful of trophies from the International Engine of the Year judges, and it already has three more BEVs on its horizon.
BMW’s goals aren’t just about trophies and volume, though, CEO Harald Krüger insisted.
“We want to sell 500,000 electrified vehicles from 2013-2019 and then step up a gear. By 2021 we would like to sell double the volume of electrified vehicles from 2019 and then every year we would like to sell 30% more than the previous year.
“We have two clear targets, the fifth generation electric drive train developed without rare earth minerals and from next year all of our production sites will be powered 100% by renewable energy.”
But for all that, it’s still a shock that the first of the premium European brands to dive into dedicated BEVs with i3 would pull back from them when they seem to have a significant head start on their rivals, as even Frölich admitted.
“Where they (Transport and Environment) are correct is that a lot of companies started BEV development in 2015 and make a lot of speeches about it now. We started on October 15, 2004, and I was the head of (the BEV) strategy and it was the start of enabling electrification. The learning car was a mild hybrid,” he said.
Electric versions of Minis and BMW models followed, then BMW dived in with its new stand-alone i3 in 2013. It was one of the three best-selling BEVs from 2013 to 2018, but it won’t be replaced when its production run ends around 2022.
He also admitted there was some truth in Transport and Environment’s accusations that protecting profits was a major factor holding back BEVs and plug-ins until the EU’s new 2020-21 emissions regulations kick in.
“They (plug-ins) are not more expensive than BEVs. They are thousands more expensive than internal-combustion cars but we can’t charge that to customers and those (emissions) regulations are reducing our profit pool,” Frölich says.
“We can’t have the same margin on those cars. We know. The level is between the internal-combustion margin is halfway more but if we charged the customers for that cost, we would have downsizing with customers going from a 3 Series to a 1 Series.”
He also slammed the lack of governmental support for BEVs in Europe’s major car markets, pointing out that they were selling well in Norway, Sweden and The Netherlands with high levels of support, but not in Germany, France, Italy or the United Kingdom.
“You change the customers with incentives, not change the cars. In Munich, it’s 50c per kWh and a four-cylinder diesel is cheaper to drive than a BEV,” Frölich said.
“We are not late to BEVs. I think we are coming at the right time because we don’t have enough consumers who buy these cars. We need €70,000-€100,000 and this is not the market segment where you can make volumes.”
The range argument for BEVs was also “bullshit”, according to the engineer, insisting bigger range was a nice idea until volume customers, rather than niche customers, were asked to pay for it.
“All this range discussion is complete bullshit because it’s an economic proposition of how much you can afford,” he insisted.
“You have to pay for range, this is what people don’t seem to understand. The difference between 350km and 600km of BEV range will be 10,000 euros. You put them both out there and see how many people will buy the 600km car.
“If you look at a 180d and an M4 and the price difference is the performance. With a BEV the price difference will be performance and range.
“The shift to electrification is overhyped. Battery-electric vehicles cost more in terms of raw materials for batteries. This will continue and could eventually worsen as demand for these raw materials increases.”
BMW’s answer is to commit to continue building gasoline and diesel engines, albeit with some significant culling to the lineup, including the emotional V12, the quad-turbo, in-line six-cylinder diesel and the 1.5-liter turbodiesel passenger-car motors. The 4.4-liter V8 is likely to be re-engineered enough to survive at least another 15 years.
“A best assumption of 30 percent of electrified sales by 2025 means that at least 80 percent of our vehicles will have an internal combustion engine,” Frölich calculated.
“We see areas without a recharging infrastructure such as Russia, the Middle East and the western, internal part of China so they will rely on gasoline engines for another 10 to 15 years,” he said.


Sarebbe interessante capire se mettono le mani avanti perché sono indietro sull'elettrico o se effettivamente hanno informazioni e sondaggi affidabili da cui si capisce che l'elettrico sarà un (mezzo) flop.


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MessaggioInviato: mar lug 09, 2019 11:55 am 
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Ha perfettamente ragione Fröhlich. Stefan Sommer, capo della divisione componenti di Vw ed ex ceo di ZF (quindi uno che se ne intende) ha ammesso che Vw deve convincere gli incerti fornitori a produrre più batterie.

Vw sottovaluta il ruolo dell’ibrido nel ridurre le emissioni.


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MessaggioInviato: mar lug 09, 2019 11:57 am 
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daimlerchrysler ha scritto:
Vw sottovaluta il ruolo dell’ibrido nel ridurre le emissioni.


Immagine

_________________
Fiat Panda Hobby - 39 cavalli, sì, ma non per tonnellata :alastio:


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MessaggioInviato: mar lug 09, 2019 12:04 pm 
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Quello truffaldino ovviamente :armi


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