Câmara isenta BorgWarner para fábrica que vai criar 300 empregos em Viana

A Câmara de Viana do Castelo decidiu hoje isentar a BorgWarner do pagamento de IMT pela aquisição de um terreno onde está a construir uma nova fábrica de 25 milhões de euros, que criará mais 300 novos empregos.

in O Minho, 22-07-2021


A decisão, tomada por unanimidade, em reunião ordinária do executivo municipal, isenta a multinacional americana do pagamento do Imposto Municipal Sobre Transações Onerosas de Imóveis (IMT) pela aquisição,à empresa Enerconpor-Energias Renováveis de Portuga de uma parcela de terreno, com 78 mil metros quarados, no parque empresarial de Lanheses, pelo valor de 4,3 milhões de euros.

“A BorgWarner requereu ao município, como medida de apoio ao investimento, a isenção do IMT pela transmissão do direito de propriedade do terreno, estimado em 279.500 euros”, refere a proposta socialista hoje aprovada.

Na apresentação da proposta, o vereador do Planeamento e Gestão Urbanística, Reabilitação Urbana, Desenvolvimento Económico, Mobilidade, Coesão Territorial e Turismo, Luís Nobre, justificou o apoio “com a dimensão do investimento e pelo número de postos de trabalho que vão ser criados”.

O projeto da terceira fábrica da BorgWarner em Viana do Castelo foi apresentada em abril. A unidade, já em construção, vai começar a produzir motores elétricos para o setor automóvel em 2023.

Na altura, em conferência de imprensa realizada através de videoconferência, após a assinatura do contrato de investimento entre a câmara e a Borgwarner, o gerente em Portugal, Ricardo Moreira, adiantou que a nova unidade produtiva vai ocupar 17 mil metros quadrados de terreno no parque empresarial de Lanheses, onde o grupo já emprega 950 trabalhadores.

O responsável explicou que o novo investimento resulta da aposta na transição energética, estimando que em 2030 “45% do negócio da BorgWarner estará centrado na produção de motores elétricos”.

O responsável adiantou que “a nova fábrica será a terceira na Europa deste setor de negócio e irá produzir motores elétricos para clientes europeus do grupo”.

Atualmente, em Viana do Castelo a BorgWarner tem um volume de negócios de 170 milhões de euros, prevendo-se a duplicação deste valor, com o novo investimento”.

A multinacional instalou-se na capital do Alto Minho em 2014, num investimento de 25 milhões de euros e na altura estimava criar 500 postos de trabalho.

Em 2014, os incentivos concedidos pela Câmara de Viana do Castelo evitaram a saída da multinacional norte-americana BorgWarner, de Portugal, encontrando-se instalada no município vizinho de Valença.

Na altura, a multinacional beneficiou de um conjunto de isenções de taxas de infraestruturas, apoios à aquisição de terrenos e acompanhamento de processos de licenciamento, entre outras medidas.

A autarquia contratou ainda um gabinete especializado, por 40 mil euros, para conceder apoio técnico à multinacional na construção da nova fábrica.

O grupo é líder mundial de produtos em soluções de tecnologia limpa e eficiência para veículos de combustão, híbridos e elétricos. Com fábricas e instalações técnicas em 96 localizações em 24 países, a empresa emprega cerca de 50.000 pessoas.

Tem um volume de faturação anual de 10 milhões de dólares, sendo que “um terço do seu negócio está instalado na Europa”.

O Regime de Incentivos de Viana do Castelo “prevê reduções e isenções de taxas para investidores de empreendimentos turísticos e acolhimento empresarial, atividades económicas relacionadas com as fileiras da agricultura e floresta de base regional, regeneração urbana e modernização de espaços comerciais e espaços de restauração e bebidas”.

As medidas, “que visam assegurar aos investidores mecanismos e políticas impulsionadoras de desenvolvimento em atividades relacionadas com produtos endógenos, reabilitação e imobiliário, foram criadas em 2010”.

 

https://www.borgwarner.com/home

 

UNIÃO EUROPEIA | Vendas de carros por tipo de energia – 2.º trimestre de 2021

Fuel types of new cars: battery electric 7.5%, hybrid 19.3%, petrol 41.8% market share in Q2 2021

in ACEA, 23-07-2021


In the second quarter of 2021, registrations of electrically-chargeable cars continued to expand in the European Union. The market share of battery electric vehicles more than doubled – from 3.5% in the second quarter of 2020 to 7.5% this year – while plug-in hybrids made up 8.4% of all new cars sold. Demand for hybrid cars also strongly increased during this three-month period, accounting for 19.3% of EU car registrations. At the same time, the market share of traditional fuel types (petrol and diesel) contracted, together making up 62.2% of new cars sold.

Petrol and diesel cars

From April to June 2021, registrations of both petrol and diesel powertrains grew across the EU (by 25.3% and 7.8% respectively) on the back of a low base of comparison due to last year’s COVID-19 restrictions. However, this growth was considerably more modest compared to that of the other fuel segments, resulting in a reduction in market shares.

As a result, diesel now holds a market share of 20.4%, down from 29.4% in the second quarter of 2020. Similarly, the market share of petrol-powered cars contracted by 10 percentage points (from 51.9% in April to June 2020 to 41.8% this year), despite increases in demand in most EU markets, including the four major ones.

Alternatively-powered vehicles (APV)

During the second quarter of the year, registrations of battery electric vehicles (BEVs) expanded by 231.6%, reaching 210,298 cars. This increase was helped by substantial gains in all the four largest markets in the region, especially in Spain (+372.7%) and Germany (+357.0%).

Plug-in hybrid electric vehicles (PHEVs) had an even more impressive second quarter of 2021, with registrations jumping by 255.8% to 235,730 units. Italy was among the strongest growth markets again, with 21,647 plug-in cars registered from April to June – a year-on-year increase of 659.3%. The EU’s three other major markets also saw impressive gains in the PHEV segment so far this year: Spain (+430.3%), France (+276.4%) and Germany (+269.9%).

With 541,162 units sold in the EU during the second quarter of the year, hybrid electric vehicles (HEVs) remained the largest category of alternatively-powered cars in volume terms. All EU markets recorded two or even three-digit percentage gains during this period, including the four major ones. As a result, hybrid registrations more than tripled from April to June, up 213.5% compared to one year ago.

Demand for natural gas vehicles (NGVs) in the European Union increased by 41.8% to 13,497 units during the second quarter, mostly sustained by remarkable growth in Italy (+94.0%), which alone accounts for 75% of all EU sales in this segment.

Registrations of LPG-fuelled cars more than doubled (+134.1%) to total 59,363 units, boosted by a strong performance in Italy (+89.5%) and France (+266.0%), the two largest EU market for LPG cars.

Download- Press Release – pdf file

 

Mercedes-Benz prepares to go all-electric

  • All newly launched architectures will be electric-only from 2025 onwards.
  • In 2025 Mercedes-Benz will launch three electric-only architectures.
  • Mercedes-Benz will be ready to go all electric at the end of the decade, where market conditions allow.
  • Mercedes-Benz to install battery cell capacity of more than 200 Gigawatt hours with partners, plans for eight Gigafactories.
  • New partnerships for development and production of battery cells in Europe.
  • Efficiency of electric drivetrains to be enhanced through vertical integration and the acquisition of YASA, a specialist in ultra-high performance axial flux motors.
  • Plug & Charge to introduce seamless charging without extra steps needed for authentication and payment. Mercedes me Charge to have more than 530,000 AC and DC charging points worldwide.
  • Acceleration of electrification ramp-up marks a radical shift in capital allocation.
  • Mercedes-Benz is committed to its margin targets – also in a BEV-world.

in Mercedes-Benz AG, 22-07-2021


Mercedes-Benz is getting ready to go all electric by the end of the decade, where market conditions allow. Shifting from electric-first to electric-only, the world’s pre-eminent luxury car company is accelerating toward an emissions-free and software-driven future.

By 2022, Mercedes-Benz will have battery electric vehicles (BEV) in all segments the company serves. From 2025 onwards, all newly launched vehicle architectures will be electric-only and customers will be able to choose an all-electric alternative for every model the company makes. Mercedes-Benz intends to manage this accelerated transformation while sticking to its profitability targets.

“The EV shift is picking up speed – especially in the luxury segment, where Mercedes-Benz belongs. The tipping point is getting closer and we will be ready as markets switch to electric-only by the end of this decade,” said Ola Källenius, CEO of Daimler AG and Mercedes-Benz AG. “This step marks a profound reallocation of capital. By managing this faster transformation while safeguarding our profitability targets, we will ensure the enduring success of Mercedes-Benz. Thanks to our highly qualified and motivated workforce,
I am convinced that we will be successful in this exciting new era.”

To facilitate this shift, Mercedes-Benz is unveiling a comprehensive plan which includes significantly accelerating R&D. In total, investments into battery electric vehicles between 2022 and 2030 will amount to over €40 billion. Accelerating and advancing the EV portfolio plan will bring forward the tipping point for EV adoption.

Technology Plan
Architectures: In 2025 Mercedes-Benz will launch three electric-only architectures:

  • MB.EA will cover all medium to large size passenger cars, establishing a scalable modular system as the electric backbone for the future EV portfolio.
  • AMG.EA will be a dedicated performance electric vehicle platform addressing technology and performance oriented Mercedes-AMG customers.
  • VAN.EA ushers in a new era for purpose made electric vans and Light Commercial Vehicles, which will contribute to emission free transportation and cities in the future.

Vertical integration: After reorganising its powertrain activities to put planning, development, purchasing and production under one roof, Mercedes-Benz will deepen the level of vertical integration in manufacturing and development, and insource electric drive technology. This step includes the acquisition of UK based electric motor company YASA. With this deal, Mercedes-Benz gains access to unique axial flux motor technology and expertise to develop next generation ultra-high performance motors. In-house electric motors, such as the eATS 2.0, are a key part of the strategy with a clear focus on efficiency and the overall cost of the entire system, including inverters and software. China, the world’s largest new energy vehicle (NEV) market, which is home to hundreds of companies and suppliers specialized in EV components and software technologies, is expected to play a key role in accelerating the Mercedes-Benz electrification strategy.

Batteries: Mercedes-Benz will need a battery capacity of more than 200 Gigawatt hours and plans to set up eight Gigafactories for producing cells, together with its partners around the world. This is in addition to the already planned network of nine plants dedicated to building battery systems. Next generation batteries will be highly standardized and suitable for use in more than 90% of all Mercedes-Benz cars and vans while being flexible enough to offer individual solutions to all customers. With regard to cell manufacturing, Mercedes-Benz intends to team up with new European partners to develop and efficiently produce future cells and modules, a step which ensures that Europe remains at the heart of the auto industry even in an electric era. Cell production will give Mercedes-Benz the opportunity to transform its established powertrain production network. By continuously integrating the most advanced battery cell technology in cars and vans, Mercedes-Benz aims to increase range during the production lifecycle of a model. With the next battery generation, Mercedes-Benz will work with partners like SilaNano to further increase energy density by using silicon-carbon composite in the anode. This will allow for unprecedented range and even shorter charging times. When it comes to solid-state technology, Mercedes-Benz is in talks with partners to develop batteries with even higher energy density and safety.

Charging: Mercedes-Benz is also working on setting new standards in charging: “Plug & Charge” will allow customers to plug-in, charge and unplug without extra steps needed for authentication and payment processing. Plug & Charge will go live with the market launch of the EQS later this year. Mercedes me Charge is already one of the world’s largest charging networks and currently comprises more than 530,000 AC and DC charging points worldwide. Furthermore, Mercedes-Benz is working with Shell on expanding the charging network. Customers will get enhanced access to Shell’s Recharge network consisting of over 30.000 charge points by 2025 in Europe, China, and North America – including over 10.000 high-power chargers globally. Mercedes-Benz is also planning to launch several premium-charging sites in Europe, which will offer a bespoke charging experience with top-notch facilities.

VISION EQXX: Mercedes-Benz is currently developing the Vision EQXX, an electric car with a real world range of more than 1,000 kilometres, targeting a single-digit figure for Kwh per 100 kilometres (over 6 miles per Kwh) at normal highway driving speeds. A multi-disciplinary team including experts from Mercedes-Benz’s F1 High Performance Powertrain division (HPP) is making rapid progress towards the project’s ambitious goals. The world premiere will be in 2022. Technological advances made with Vision EQXX will be adapted and applied for potential use in new electric architectures.

Production Plan

Mercedes-Benz is currently preparing its global production network for electric-only output with the pace of the ramp-up designed to follow market demand. Thanks to early investments into flexible manufacturing, and the state-of-the art MO360 production system, Mercedes-Benz can mass produce BEVs already today. As soon as next year, eight Mercedes-Benz electric vehicles will be produced at seven locations on three continents. Furthermore all passenger car and battery assembly sites run by Mercedes-Benz AG will switch to carbon neutral production by 2022. To enhance manufacturing efficiency, Mercedes-Benz is joining forces with GROB, a German global leader in highly innovative battery production and automation systems, strengthening its battery production capacity and know-how. The cooperation focuses on battery module assembly as well as pack assembly. Mercedes-Benz also plans to install a new battery recycling factory in Kuppenheim, Germany, to develop and secure recycling capacity and know-how. Start of operations will be in 2023, depending on the outcome of promising discussions with public authorities.

People Plan

The transition from internal combustion engines to electric vehicles is feasible and already underway at Mercedes-Benz. Working together with employee representatives, Mercedes-Benz will continue the transformation of its workforce, making use of extensive re-skilling schemes, early retirement as well as buyouts. TechAcademies will be offering colleagues training for future-oriented qualifications. In 2020 alone, about 20,000 employees in Germany were trained in aspects of e-mobility. To deliver on plans for developing the MB.OS operating system, 3,000 new software engineering jobs will be created worldwide. 

Financial Plan

Mercedes-Benz remains committed to the margin targets outlined in fall 2020. Last year’s targets were based on the assumption of selling 25% hybrid and electric vehicles by 2025. Today’s reiteration is based on an assumed xEV share of up to 50% by 2025 and a market scenario for new car sales which in essence has switched to fully electric by the end of the decade. An important lever is to increase net revenue per unit by raising the proportion of high-end electric vehicles such as Mercedes-Maybach and Mercedes-AMG models, while at the same time taking more direct control over pricing and sales. Rising revenue from digital services will further support results. Mercedes is also working on further reducing variable and fixed costs and cutting the capex share of investments. Common battery platforms and scalable electric architectures combined with advances in battery technology, will bring higher degrees of standardization and lower costs. The proportion of battery costs within the vehicle is expected to fall significantly. Capital allocation is moving from EV-first to EV-only. Investments into combustion engines and plug-in hybrid technologies will drop by 80% between 2019 and 2026. On this basis, Mercedes-Benz projects company margins in a BEV world which are similar to those in the ICE era.

“Our main duty in this transformation is to convince customers to make the switch with compelling products. For Mercedes-Benz, the trailblazing EQS flagship is only the beginning of this new era,” Källenius said.

 

Daimler shows strong performance in second quarter despite semiconductor shortage

  • Unit sales increased by 36% to 736,400 passenger cars and commercial vehicles
  • Revenue of €43.5 billion (Q2 2020: €30.2 billion)
  • EBIT of €5,185 million (Q2 2020: minus €1,682 million)
  • Industrial free cash flow of €2,586 million (Q2 2020: €685 million)
  • Net industrial liquidity of €20.9 billion (end of Q1 2021: €20.1 billion)
  • Group net profit of €3,704 million (Q2 2020: net loss of €1,906 million)
  • Outlook 2021: Revenue and EBIT significantly above prior year’s level
  • Industrial free cash flow expected slightly below prior year’s level

in Daimler AG, 21-07-2021


Daimler AG (ticker symbol: DAI) today reported its results for the second quarter, which ended June 30, 2021. The Group’s total unit sales increased by 36% to 736,400 passenger cars and commercial vehicles (Q2 2020: 541,800). Revenue grew by 44% to €43.5 billion (Q2 2020: €30.2 billion). EBIT was €5,185 million (Q2 2020: minus €1,682 million). Adjusted EBIT, reflecting the underlying business, was €5,420 million (Q2 2020: minus €708 million). Net profit was €3,704 million (Q2 2020: net loss of €1,906 million).

 

 

Renault anuncia otro ERTE con hasta 61 días de parón

El nuevo expediente de regulación temporal afectará todos los centros de Valladolid y Palencia hasta diciembre de 2021 por la falta de chips

in Coche Global, 21-07-2021


La crisis provocada por la escasez de microchips? no da tregua y obliga a las fábricas de automóviles a seguir tomando medidas para ajustar su producción. Renault ha anunciado a los comités de empresa que pondrá en marcha un nuevo expediente de regulación temporal de empleo (ERTE) desde agosto y hasta diciembre de 2021 para hacer frente a los frecuentes parones por falta de componentes que integran el buscado componente electrónico. El nuevo ERTE afectará un máximo de 61 días hasta el 31 de diciembre que se irán administrando en función de las necesidades.

La empresa ha propuesto la aplicación de un ERTE desde el 1 de agosto al 31 de diciembre de 2021 que afectaría la planta de carrocería-montaje, a la de motores y al departamento de direcciones centrales, en Valladolid, y a la Palencia. En la primera reunión de la comisión negociadora, la empresa ha entregado la documentación y una propuesta de jornada de afectación.

Criticas sindicales

La factoría de carrocería y montaje de Renault de Valladolid y el departamento de direcciones centrales tendrían 40 jornadas de parada para toda la plantilla y la planta de motores contará con 17 jornadas de parada para todos empleados.

La mayor afectación se prevé en la factoría de Palencia, donde se producen los modelos Kadjar y Mégane, y las líneas concatenadas con ella, que realizarán 61 jornadas de parada para toda la plantilla.

En un comunicado, la sección sindical de CCOO ha lamentado esta situación aunque ha reconocido que la falta de componentes electrónicos “no es un problema estructural sino coyuntural de Renault y del sector del auto”. Pero, al mismo tiempo, ha advertido de que el problema no lo han generado los trabajadores y ha pedido a la dirección que busque “un acuerdo beneficioso para ambas partes”.

 

Un trabajador de la fábrica de Renault de Palencia

 

Pecol Automotive comemora 20 anos

A Pecol Automotive, empresa do Grupo Pecol, especializada na produção de peças especiais para a indústria automóvel comemorou o seu 20.º aniversário no dia 20 de Julho. A comemoração foi reservada aos colaboradores e a alguns convidados devido à situação pandémica que o país vive.

in Pecol Automotive, 21-07-2021


Atenta às necessidades dos seus colaboradores, a empresa decidiu presenteá-los com um saco térmico personalizado devido ao elevado número de pessoas que almoça na empresa. Foram ainda oferecidos outros brindes.

Para além do tradicional corte de bolo, que contou com a presença de membros da Direção das outras empresas do grupo, foi ainda servido um lanche aos convidados. A empresa agradeceu a todos o esforço e dedicação ao longo destes 20 anos especialmente neste último ano de pandemia.

De acordo com Paulo Coelho, Administrador do Grupo Pecol, “passaram-se 20 anos de muito trabalho para atingirmos a posição que hoje temos e isso só é possível graças a toda a equipa que temos e à dedicação das pessoas”.

O Administrador agradeceu ainda aos clientes “por confiarem na Pecol e por ficarem satisfeitos com o serviço que prestamos”. Paulo Coelho assinalou ainda que o reconhecimento dos clientes face ao esforço e ao empenho da equipa da Pecol Automotive é fundamental para continuar o bom trabalho feito até aqui.

https://pecolautomotive.pt/

 

 

AICEP assina contrato de investimento com a João de Deus & Filhos, SA

O projeto de investimento, no valor de 40,7 milhões de euros, tem como objetivo a implementação, na sua fábrica, em Samora Correia, de duas novas linhas de produção que permitam a industrialização de duas novas tipologias de produtos: (i) chiller para baterias de veículos elétricos; (ii) uma nova gama de intercoolers arrefecido a água constituída por três soluções específicas: WCAC para veículos híbridos plug-in; WCAC para motores de combustão interna baseado em materiais avançados e sem geração de resíduos; e WCAC com novas configurações funcionais e geometrias internas.

in AICEP, 21-07-2021


Está prevista a manutenção de mais de 300 postos de trabalho e a criação de 101 novos postos de trabalho.

Assinou o contrato por parte da empresa o seu CEO, Venício Monteiro.

 


 

A AICEP assinou quatro relevantes contratos fiscais de investimento com as empresas João de Deus & Filhos, Vila Galé, Tryba e Siemens Gamesa, no valor global de mais de 141 milhões de euros e a criação de cerca de quase 500 postos de trabalho.

LER O ARTIGO COMPLETO

 

 

Grupo Antolin expects strong profits despite chip crisis, increasing price pressure

The drive toward zero emissions is challenging suppliers to reduce the weight of every component. Grupo Antolin CEO Jesus Pascual is working to keep pace with that trend while protecting the supplier’s bottom line despite facing tougher cost-cutting demands from automakers and the chip shortage.

in Automotive News Europe, by Andrea Malan, 20-07-2021


“We are undoubtedly suffering because of the semiconductor situation,” Grupo Antolin CEO Jesus Pascual said. “We currently see work stoppages of days or even weeks at all of our customers.”

The drive toward zero emissions is challenging suppliers to reduce the weight of every component because lighter cars are more energy efficient, and in the case of electric cars less weight improves range. Spain’s Grupo Antolin is working to keep pace with this trend while protecting its bottom line despite tougher cost-cutting demands from automakers, rising raw materials prices and the shortage of semiconductors. CEO Jesus Pascual outlined Grupo Antolin’s strategy in an interview with Automotive News Europe Correspondent Andrea Malan.

How much of an effect has the semiconductor shortage had on Grupo Antolin’s business and what overall impact do you expect?

We are undoubtedly suffering because of the semiconductor situation. We currently see work stoppages of days or even weeks at all of our customers. Therefore, our sales will decline compared with both 2019 and the second half of 2020.

What effects has the shortage had on your production?

Our lighting and electronics divisions are suffering because of shortages, which is why we have created a task force to address these issues. Fortunately, we are not a big consumer of semiconductors so we are suffering less than many of our customers and suppliers.

When do you expect the situation to improve?

We forecast a loss of 2 million units in global car production this year because of the semiconductor shortage, mainly in Europe and North America. On a positive note, we expect our production to exceed expectations in the third quarter because many of our customers that normally shut down their plants during the summer will stay open to try and recover lost output. A true recovery, however, won’t start until the fourth quarter. We expect the crisis to end in 2022. In any case, we believe this will be a one-off problem that won’t cause any lasting consequences.

What makes you so optimistic?

Car demand is strong all over the world. Inventories in North America are at historically low levels and used car prices are rising. In Europe, too, you sometimes have to wait six to eight months for a new car. So, we have some difficult months ahead of us, but once the chip problem is solved, production is going to be driven by this strong demand.

Will Grupo Antolin’s 2021 revenue be lower than in 2019?

Yes. We expect to have 4.3 to 4.4 billion euros in sales this year, down from 5.2 billion in 2019.

When will you return to or surpass your 2019 level?

In terms of profit, in 2022 we expect to beat the 8.3 percent EBITDA margin [earnings before interest, tax, depreciation and amortization] we had in 2019. Actually, we already expect to post better results than 2019 in the last part of this year.

Did the chip shortage have a negative effect on the relations between Grupo Antolin and the automakers?

The chip crisis is happening as we deal with other challenges such as the recent rise in oil and commodities prices. And we are not finished with the pandemic, which triggered a sudden drop in our volumes, for which we need to be compensated. All these issues have impacted our good relations with our customers. In addition, the current level of overcapacity within the industry means there is intense competition in the market between suppliers.

Could you elaborate?

I’ve been working in this industry for 37 years and every year customers have asked for  price cuts. Over the last few years the requests have been for cuts of 5 percent annually. This is currently being driven by the huge investments automakers are making, particularly in electrification. They are now asking for significant price cuts as a prerequisite of being assigned any production program. At the same time, volumes decline and material prices rise. We can reduce prices when possible, but we are unable to deliver on every cost-reduction target that customers ask for. To cope with this pressure, we have worked hard over the last two years to improve productivity. Our ability to increase profitability this year compared with 2019 is because of a dedicated effort to cut our own costs.

What measures did you take?

The company is speeding up its digitalization programs in production, sales, invoicing and more. As part of the shift to Industry 4.0, our focus is on quality, maintenance and internal logistics. We will start to see the positive effects of these projects in the short term. It’s in our hands to be more competitive. In this sense, we are also analyzing our footprint in Europe to possibly reduce our fixed costs.

Does the plan to reduce your footprint in Europe put factories in your home market of Spain at risk? Can Spain remain competitive in this new automotive landscape?

The fact we will reduce the footprint in Europe does not mean we will do it in Spain, where we have very productive factories. But as I often tell the unions, Grupo Antolin does not produce in Spain because we are Spanish, but because we can be competitive in Spain. This has to be the mentality of the workers in Spain. As long as we are able to maintain top level productivity and quality, we will have factories in Spain. That is not only true for us, but for the entire Spanish automotive industry.

Will the merger of PSA and Fiat Chrysler Automobiles that created Stellantis put additional pressures on suppliers?

The competitive landscape has clearly changed in Europe. We are now down to just two very big customers: Volkswagen Group and Stellantis. The formation of Stellantis will impact suppliers because the new group wants to achieve synergies. Therefore, if you want to get some projects from Chrysler, the group review the business that you have with PSA and will ask for synergies. We have already faced this situation with Volkswagen. Big interiors suppliers such as us will face more frequent competition with our direct rivals, but it is the smaller suppliers that will suffer the most. I’m talking about companies that deliver locally to PSA or FCA. They will have a hard time because they do not have the capability and global reach to leverage.

You mentioned the need to make huge capital investments. The percentage of your revenue reinvested into R&D peaked at 7 percent in 2018 and you told us last year your target now 6 percent. Did you cut investments last year due to the pandemic?

We invested 7 percent of sales only in the three years after the 2015 purchase of Magna Interiors business (2016-18). In 2019 we invested about 5.5 percent of our sales. We cut the number in 2020 to 4.5 percent to protect our liquidity during the pandemic. For this year and in the future we expect to invest 5 to 5.5 percent of revenue into R&D.

Has Grupo Antolin benefited from the move toward electrified vehicles and if so, how?

Automakers normally want to offer more and more diversified lighting in the interiors, both decorative lighting and functional lighting meant to communicate with the driver. In the last year we have done a lot of work in this field particularly for electric cars. We are talking with our customers about how to provide more thermal comfort to passengers, taking into account that electric cars don’t have an engine to generate heat that can help warm the interior. We are working on radiant surfaces integrated in our doors and instrument panels.  All in all, while our work on interiors for traditional cars and electric cars is not dramatically different, we still believe we can add significant value to battery-driven cars. We also striving to reduce the weight of our parts, which will be key for the range of electric vehicles.

Is innovation or cost the driving factor with customers when the purchasing components for EVs?

Innovative players such as us expect to win more business in electric cars, but the lowest price will win the contracts. That is because our customers want to make electric cars more affordable. A lot of people cannot afford to pay 30,000 euros for a car.

Grupo Antolin displayed its new smart cockpit at the 2021 Shanghai auto show. It includes parts made with natural materials, dynamic lighting, a driver monitoring system and screens that are integrated into the instruments panels.

Coming back to the weight reduction, where can Grupo Antolin contribute and what are you working on?

The company is working to reduce the weight of our components through innovation. We have developed double slush skin technology that reduces the weight of our instrument panels by up to 1 kg. We already offer this technology on some production cars. Including Skoda Octavia compact sedan and Fabia small hatchback. We are also working with other brands. We also offering the customers the chance to reduce the wiring in their headliners by using functional printing processes. This cuts the weight of the headliner module by nearly 1 kg. Furthermore, we use plastics with gas inside the foam to cut weight of the doors. To do this, we inject gas into the plastic to make it lighter, but it still has a very good resistance to impact.

Many cars now have configurable instrument panels. What’s the next step for cockpits?

We presented a smart cockpit demonstrator with our solutions at the 2021 Shanghai auto show. This demonstrator included parts made with natural materials, dynamic lighting to create different driving scenarios, a driver monitoring system and screens that are totally integrated into the instruments panels. There are many areas where we can offer improvements working with our customers. We are also working on some programs where we deliver the entire cockpit or instrument panel to the customer.

Speaking of China, when we spoke last year you were building a new plant there. What is your outlook for the market and what are your expansion plans?

In China we went from sales of 200 million euros in 2013 to 500 million euros now. Our ambition is to achieve 1 billion euros in sales in 2025 or 2026. We have opened a new R&D center in China, where most of the people are working on electronics. With our partners in China, we are developing a complete auto interior systems to the customers. Growth in China is a strategic goal for us. We have a partnership with Chinese electronics firm NAEN to jointly develop advanced integrated electronic products. Furthermore, we will soon open a new plastics factory to improve our industrial footprint there. Lighting will play a key role for us in China. We currently have two big lighting factories there. One is in Suzhou, where we produce interior lighting, and the other is in Guangzhou, where we produce electronics. This factory is growing very quickly.


MEET THE BOSS

  • NAME: Jesus Pascual
  • TITLE: Grupo Antolin CEO
  • AGE: 57
  • MAIN CHALLENGE: Cutting production costs to cope with increasing price pressures from automakers.

 

Nueva semana negra para la automoción española por falta de chips

Seat sufrirá cierres totales y parciales durante toda la semana, al igual que Stellantis en Figueruelas y Nissan en Barcelona

in Coche Global, por Toni Fuentes, 20-07-2021


La falta de microchips va camino de convertirse en otra pesadilla para la automoción, que todavía se intenta recuperar de la pandemia. Las fábricas de automóviles españolas sufrirán de nuevo esta semana toda la crudeza de la escasez de un componente básico para los coches con cierres totales o parciales en Seat, Nissan y Stellantis, entre otras compañías.

Cierres en Seat toda la semana

La fábrica de Seat de Martorell ha empezado la semana con un cierre total de dos días, el lunes y el martes, que se alargará hasta final de semana en alguna de las tres líneas. La actividad se retomará el miércoles pero únicamente en la línea de montaje número 1, en la que se ensamblan los modelos Ibiza y Arona. Las otras dos cadenas de montaje seguirán paralizadas ese día.

A última hora del lunes, la compañía avisó a la plantilla de que la producción de la línea se volverá a parar en el turno de noche del jueves y el viernes, mientras que la tercera línea estará del todo inactiva ambos días. En cambio, Seat tiene previsto reanudar la fabricación de los modelos Seat León y Cupra Formentor el jueves después del parón de lunes a miércoles.

La dirección de Seat destaca que los parones de producción, que se aplican mediante medidas de flexibilidad interna acordadas con los sindicatos, contrasta con una demanda elevada de los modelos de la firma. “Haremos todo lo posible para fabricar y entregar esta alta demanda a nuestros concesionarios y clientes en el menor tiempo posible”, han indicado a Europa Press fuentes de la empresa.

Stellantis Figueruelas también para

La producción en la planta Stellantis de Figueruelas (Zaragoza) se parará de nuevo los días 22 y 23 de julio en las dos líneas productivas y en los turnos de noche, mañana y tarde, debido a la falta de suministro de componentes. En concreto, en la línea 2 parará el turno de noche del 21 de julio y los turnos de mañana y tarde el día 22.

El día 23 los paros productivos afectarán a las dos líneas y en los tres turnos, han informado a Efe fuentes de la compañía. En agosto hay previsto otro paro productivo en la línea 1 en el turno de noche del día 16 y en el de mañana el 17. De esto modo, la actividad productiva tras las vacaciones de agosto comenzará el día 17 en la línea 2 en el turno de mañana y en la 1 en el de tarde.

Nissan para hasta después de vacaciones

Los trabajadores de las plantas de Nissan de Barcelona, Montcada i Reixac y Sant Andreu de la Barca han comenzado esta semana un periodo de inactividad mediante la aplicación de días de flexibilidad interna que se alargará hasta empalmar con las vacaciones? de agosto. Está previsto que la actividad se reanude después de las vacaciones de verano.

La factoría de la Zona Franca iniciará en septiembre la recta final hasta el cese de la producción y el cierre de las instalaciones a final de año, con el despido de 2.525 empleados. En esos meses se intentará formalizar el contrato para la nueva actividad productiva en las instalaciones que dejará libres la multinacional japonesa.

 

Producción del Cupra Formentor en la fábrica de Seat de Martorell / SEAT