The Daimler group wants to sell the Hambach Smart plant
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The Daimler group wants to sell the Hambach Smart plant
- The Daimler group (owner of the Smart brand) has announced that it wants to sell its Smart factory in Hambach, in Moselle (France). This factory has been producing Smart models since its inauguration in 1998 and since this year, the Hambach plant has produced 1,450,000 cars.
- Last year, following an agreement signed with the Chinese Geely, Daimler had announced the end of production of Smart in France in 2021 and the transfer of production to China, but had announced at the same time that the Hambach'splant would then be dedicated to the production of a Mercedes Battery Electric Vehicles (BEV), with a first model: the Mercedes EQA.
- Since then, Daimler's management has changed and the coronavirus crisis has shaken up a lot of projects, including at Daimler. Daimler’s commitment has therefore been put in question, following the coronavirus crisis which is pushing (or giving the opportunity?) carmakers to make significant savings on their current and future investments.
- Daimler has announced more than 10,000 job cuts worldwide, and the sharp drop in sales causing unprecedented overcapacity in production does not go in the direction of a conservation of the Hambach site.
- It will not be easy to find a buyer for this site, especially in the current circumstances. One possibility could be the takeover by a Chinese carmaker who could be interested by marketing BEVs in Europe.
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The European market by segment and body style in 2019
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The European market by segment and body style in 2019
- The European market (29 countries) had increased slightly in 2019, to 17.98 million passenger cars and light utility vehicles (PC+LUV). Here is the breakdown by segment:
1. The C-segment remains the leader in Europe, with 38% of the European market. It has been stable for three years, which means that the decline in sales of segment C sedans was offset by the growth in sales of SUVs.
2. The B-Segment remains in second position, with 33.2% of the European market. It has been growing for ten years, mainly thanks to the emergence of SUVs.
These two segments (C and B) alone represent 71.2% of the European market.
These two segments (C and B) alone represent 71.2% of the European market.
3. The D-segment is far behind, with 13.1% of the European market. It has been decreasing for fifteen years, notably due to the drop in sales of sedans, MPVs and more recently of SUVs, which are less attractive for customers.
4. The E-segment (7.3%) which is stable is practically at the same level as the A-segment (7.6%) which has been decreasing for ten years.
- Here is the breakdown by body style:
1. Sedans represent only 55.9% of the European market, against 67.6% in 2015, 76.0% in 2010 and 76.5% in 2005.
2. SUVs on the other hand represent 38.4% of the European market, against 22.9% in 2015, 11.4% in 2010 and 6.9% in 2005.
3. MPVs now represent only 4.1% of the European market, compared to 8.3% in 2015, 10.7% in 2010 and 15.2% in 2005.
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Inovev forecasts 15,000 units per year of the new Mitsubishi Express
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Inovev forecasts 15,000 units per year of the new Mitsubishi Express
- The Renault-Nissan group has unveiled the fourth derivate of the Renault Trafic light utility vehicle (LUV), the Mitsubishi Express (which takes the name of the Renault utility of the 90s based on the Supercinq) which differs from Renault Trafic, Nissan NV300 and Fiat Talento only by the grille and the brand logo. This is one consequence of the Renault-Nissan-Mitsubishi Alliance reinforcement, as Mitsubishi is under the control of Nissan. It is to remind that these vehicles belong to the N1-2 category, or commonly named medium light utility vehicles.
- The Mitsubishi Express will not be marketed in Europe, as the carmaker has announced that it will be only sold in the Oceania region, mainly in Australia where several generations of Mitsubishi Express utilities have been sold for twenty years between the beginning of 80s and early 2000s.
- The Mitsubishi LUV will be produced at the Sandouvilleplant (France), which consequently will increase its production volume by several thousand vehicles per year, 15,000 units, according to Inovev. Given the low volumes expected, it is therefore logical that this model is produced in the same plant as the other models of the group.
- The engines equipped on the Mitsubishi Express are the same as for the Renault Trafic, namely the 1.6 DCI of 145 hp and the 2.0 DCI of 170 hp.
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MG ZS becomes the best-selling Chinese model in Europe
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MG ZS becomes the best-selling Chinese model in Europe
- The B segment MG ZS SUV becomes the best-selling Chinese model in Europe, with 9,811 sales in 2019 and 4,295 sales in the first 5 months of 2020. Among these sales, the 100% electric version (BEV) represents 1 675 units in 2019 and 2,286 units in the first 5 months of 2020. Taking advantage of the increasing BEV market in Europe, the Chinese carmaker (using the famous English brand of the same name) is therefore pushing the offer of BEV in Europe, while it is trying to do the same in China.
- The MG ZS SUV is produced in China and exported to Europe. Priced at 30,000 euros, it is cheaper than a Renault Zoé (32,000 euros) or a Peugeot e-208 (32,000 euros), and a direct competitor, the Peugeot e-2008 (37,000 euros).
- Note however that the future Dacia Spring will be proposed at a price much lower than that of the MG ZS, but with a much lower habitability and less performance.
- The MG ZS electric allows an autonomy of 263 km according to the WLTP cycle, on par with the 300 km of its French competitors. The MG ZS has dimensions comparable to those of a Peugeot 2008 with 4.31 m length, 1.81 m wide and 1.64 m high. With its battery, the model weighs 1,490 kilos, as a Renault Zoé.
- The carmaker didn’t communicate sales targets in Europe, but based on the first results posted in the first 5 months of 2020, MG could sell between 7,000 to 10,000 ZS BEV each year.
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The hydrogen vehicle: paradise or utopia? (1/2)
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The hydrogen vehicle: paradise or utopia? (1/2)
- On the paper, Hydrogen is a dream option for the carmakers. We make green electricity from natural resources (wind, solar), we take water which is available in almost unlimited quantity and we obtain, by hydrolysis from this water and green electricity, hydrogen therefore completely de-carbonated. The hydrogen is then put in a vehicle equipped with a fuel cell. Then hydrogen is transformed into electricity, and then that electricity turns an electric motor that turns the wheels. The autonomy of the vehicle (number of kilometres travelled with a full tank) is very important and there is no emission brought by the vehicle. So that’s the dream! But is it really the case?
- Use of hydrogen: today hydrogen is produced almost exclusively from fossil resources (notably gas) because it is the only manufacturing way that is economically sustainable. In this case we take carbon sources, we get hydrogen, we make electricity, and we transform part of this electrical energy into mechanical energy. Note that we lose efficiency at each stage. We could then say that it is the same problem for the battery vehicle (BEV, Battery Electric Vehicle, 100% electric). But in the BEV there are two steps less than in the FCEV (Fuel Cell Electric Vehicle).
- The vehicle: one would think that this barrier of high energy consumption and very high usage price could be removed in the case of a much more efficient vehicle, society accepting these sacrifices to drive with a much better vehicle. What about it? The FCEV is extremely heavy and very expensive to produce. It has 2 hydrogen tanks, each with a 60 litres capacity, a battery, a fuel cell and a converter. This package is very massive, limiting cabin space for passengers and their luggage.
- The main advantage put claimed is the autonomy, announced at around 500 km in WLTP mode and 650 km for the next generation (figures not verified by Inovev, but these are good orders of magnitude). However, these figures are not much higher than those of BEV, the Tesla Model 3 being announced at 530 km of autonomy in WLTP mode.
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