Reinforcement of European standards for CO2 emissions: Summary of the European Parliament and the Council of Europe positions
- 说明
Reinforcement of European standards for CO2 emissions: Summary of the European Parliament and the Council of Europe positions
- The European Parliament adopted on 8 June 2022 several amendments (P9_TA(2022)0234) to the proposal from the Parliament and the Council for a regulation regarding the reinforcement of CO2 emission standards for new passenger cars (PCs) and light utility vehicles (LUVs) (EU regulation 2019/631). This series of amendments is part of the overall objective of reducing net emissions to zero from all industries at the latest by 2050, with an intermediate objective of reducing net greenhouse gas emissions by at least 55% by 2030 (compared to 1990). These amendments also follow the EU's commitment at the COP26 to accelerate the global transition to zero-emission vehicles. To achieve this objective, the European Parliament considers that it would be necessary to reduce emissions from the transport sector by around 90% and at the same time to rapidly develop renewable energies so that the EU car fleet can be supplied by additional electricity from renewable sources.
- At the same time, for internal combustion vehicles, the Parliament is advocating a reinforcement of the standards relating to CO2 emissions PCs and LUVs for the period 2025-2030, with the aim of accelerating the decarbonisation of the second-hand vehicle market, which will still be allowed to be driven until 2050. Also, the Parliament insists that these objectives must not hamper access to individual and affordable mobility for all, just as these objectives must be accompanied by ambitious binding objectives concerning the deployment of public and private charging infrastructure.
- This adopted regulation followed the ordinary legislative procedure (first reading), i.e. it then went to first reading at the Council of Europe, which was gathered on June 28 during an "Environment" Council, and where the ministers in charge of the environment adopted their positions on the proposals contained in the "Fit for 55” package.
- In the press release published on June 29, it is stated that the Council has agreed to raise the CO2 emission reduction targets for new passenger cars and new light utility vehicles by 2030, to 55% for PCs and 50% for LUVs. The Council also approved the introduction of a 100% CO2 emissions reduction target by 2035 for new passenger cars and LUVs.
- In addition, in 2026, the Commission will assess the progress made towards achieving the 100% emission reduction targets and the need to review these targets taking into account technological developments, including with regard to plug-in hybrid technologies and the importance of a viable and socially equitable economic transition towards zero emissions. Finally, the Council agreed to end the regulatory incentive mechanism for zero- and low-emission vehicles from 2030. Once the Council's position has been adopted, it must be examined again by Parliament for a second reading. This should happen sometime in September 2022.
- The final adoption of this regulation raises questions: What impact will this measure have on the automotive market in 10 years? Will the conditions be met in 2030-2035 to allow the real deployment of the zero-emission vehicles market? What will be the impact on carmakers and their supply chain?
- To provide elements of answers to these questions and other, Inovev conducted a very in-depth analysis on the subject of electrification and its impact on the supply chain, on behalf of the main global suppliers of the automotive industry. This is an independent and in-depth analysis, going beyond public announcements.
- We provide 4 comprehensive studies, covering the electrified vehicle (xEVs) market in terms of volumes up to 2030, the battery technologies and market, the electrification technologies and plastic materials for xEVs.
Two additional studies analysing the emissions and masses of all vehicles (including xEVs) produced and sold in Europe are also available to support your knowledge and decisions. For more information, please consult the dedicated site at the following address: https://www.inovev.com/index.php/en/electrification
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Review of automotive production in India
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Review of automotive production in India
- Indian automobile production (PC+LCV), after continuous growth between 2005 and 2018, gradually increasing from 1.6 million vehicles to 5.0 million, experienced a drop in 2020 due to the Covid crisis, thus falling to 3.4 million units. The year 2021 allowed a relaunch of production, which passed the bar of 4 million units.
- The first five months of 2022 indicate that we will pass the 5 million units mark this year, thus posting a new record. This good performance in 2022 demonstrates that Indian automobile production is not at all affected either by the shortage of semiconductors observed in other regions of the world or by the shortage of component supplies linked to the war in Ukraine or by rising commodity prices.
- India is taking advantage of its "splendid isolation" in terms of car production focused on rustic and low-end vehicles to hold its own in a general environment very unfavorable to the acquisition of new cars.
- Of the 18 automakers operating in India, which are growing the most in 2022?
National brands are progressing strongly: Maruti-Suzuki (+11%), Tata Motors (+35%), Mahindra (+50%), while foreign brands are progressing less strongly, such as Toyota (+2%), MG (+3 %), Honda (+4%), Volkswagen (+27%), Kia (+29%) or even lost sales, such as Hyundai (-4%), Renault (-8%) or Nissan (-12%). Some have even ceased production, such as Ford or Datsun, which took the same path as GM a few years ago.
National brands are progressing strongly: Maruti-Suzuki (+11%), Tata Motors (+35%), Mahindra (+50%), while foreign brands are progressing less strongly, such as Toyota (+2%), MG (+3 %), Honda (+4%), Volkswagen (+27%), Kia (+29%) or even lost sales, such as Hyundai (-4%), Renault (-8%) or Nissan (-12%). Some have even ceased production, such as Ford or Datsun, which took the same path as GM a few years ago.
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Cupra wants to produce 500,000 cars by 2030
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Cupra wants to produce 500,000 cars by 2030
- The new Cupra brand created within the Volkswagen group has unveiled three new models which will be marketed in 2024 and 2025. According to the management of the company, these three models are 99% finalized.
- The first model which will be marketed from 2024, the Tavascan, is a 100% electric C-segment SUV which is derived from the Volkswagen ID5 and Skoda Enyaq coupé, whose positioning is intended to be more sporty. It will be produced in Martorell (Spain).
- The Cupra Terramar is a C/D segment SUV like the Volkswagen Tiguan, to which it is similar in terms of dimensions, since it is 4.50 m long. But given the "Sport" positioning of the Cupra brand, the Terramar will above all be a competitor to the Alfa-RoméoTonale and even the Maserati Grecale. It will be produced in Gyor (Hungary) alongside the Audi Q3.
- The Cupra Urban Rebel model is a small B-segment SUV (4.04 m long) which will represent Cupra's entry-level from 2025, the date of the marketing of this model derived from the future Volkswagen ID2 and Skoda as well. segment. Like the Cupra Born (C-segment) and Cupra Tavascan (C-segment), the Urban Rebel is a 100% electric model that will be positioned "Sport" compared to its counterparts from Volkswagen and Skoda. It will be produced in Martorell (Spain).
- The three new models should be produced at 300,000 units per year in total, out of 500,000 units planned in 2030 for all Cupra models. This volume is equivalent to what Seat has been selling each year for several years. This is also the maximum capacity of the Seat factory in Martorell (Spain).
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Review of automotive production in Brazil
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Review of automotive production in Brazil
- Brazilian automobile production (PC+LCV), after overall growth between 2005 and 2013, gradually increasing from 2.4 million vehicles to 3.5 million, fell in 2014, 2015 and 2016 due to a serious economic crisis, thus falling to 2 million units in 2016. 2017 saw a recovery in production, which passed the 2.5 million unit mark. The following two years confirmed this catch-up, with production of nearly 3 million units per year. The Covid crisis in 2020 caused the volume of Brazilian production to drop to 2 million units, as in 2016, the lowest figure of the decade. The brasilian government has failed to give a real boost to the local auto industry since the production volume of 2021 is not much better than that of 2020 (2.1 million units) far the 2013 record (3.5 million units). The first five months of 2022 indicate that it will be difficult to reach a volume of more than 2 million units over the whole year, since production is down 9.5% over five months.
- Among the 17 manufacturers present in Brazil, which ones are progressing the most in 2022?
Only two brands saw their sales increase: Toyota (+26%) and Chevrolet (+9%). The other brands fell back, with the most significant declines recorded by: Citroën (-45%), Nissan (-25%), Volkswagen (24%), Renault (-23%), Hyundai (-15%), Fiat ( -13%). We observe that these sharp declines affect manufacturers with a strong presence in Brazil (Fiat, Volkswagen, Hyundai, Renault). The Brazilian market is indeed down sharply over the first five months of 2022: -17%.
Only two brands saw their sales increase: Toyota (+26%) and Chevrolet (+9%). The other brands fell back, with the most significant declines recorded by: Citroën (-45%), Nissan (-25%), Volkswagen (24%), Renault (-23%), Hyundai (-15%), Fiat ( -13%). We observe that these sharp declines affect manufacturers with a strong presence in Brazil (Fiat, Volkswagen, Hyundai, Renault). The Brazilian market is indeed down sharply over the first five months of 2022: -17%.
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Dacia: low cost resists in a world of expensive cars
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Dacia: low cost resists in a world of expensive cars
- In a European market (29 countries) down 13% in the first five months of 2022 compared to the first five months of 2021, the low-cost brand Dacia (a subsidiary of the Renault group) managed to hold its own, even if t is not a breakthrough, having sold 167,000 cars against 147,000 the previous year, which represents an increase of 13.8%. But other non-low cost brands achieve similar performances, such as Porsche (+12.3%), DS (+18.9%), Honda (+23.3%) with lower volumes and especially the Koreans Hyundai (+13.2%) and Kia (+20.6%) with higher volumes.
- The good performance of the Sandero (third best-selling car in Europe behind the Peugeot 208 and the Volkswagen Golf) actually masks the decline in sales of the brand's other models, such as the Duster, the Logan or the Lodgy, and above all the Renault Clio which is in the same B segment and which falls by 37% in 2022 compared to 2021, with a loss of 30,000 units. The Renault Clio moves from fourth place in Europe in 2021 to fourteenth in 2022.
- Dacia therefore bites on Renault's sales. And its range is still too limited to weigh more heavily on the European market (3.7% market share in 2022 against 5.0% for Renault, 4.7% for Hyundai and 5.3% for Kia). The new Duster should arrive in 2024 and the Bigster in 2025. As for the electric Spring imported from China, it has lower sales in Europe than the Tesla Model 3, Tesla Model Y, Fiat 500 e, Renault Zoé or Peugeot e- 208. In conclusion, the Dacia brand has monopolized a niche and is resisting in a world of expensive cars, but is unable to bring back customers put off by the high cost of today's vehicles, whether internal combustion or electric.
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