El Grupo Renault presenta un proyecto de blockchain a la industria portuguesa

Groupe Renault en colaboración con la Asociación Portuguesa de Fabricantes para la Industria de Automoción (AFIA) y el clúster de automoción portugués MOBINOV, organizó un webinar, el 5 de mayo, para presentar el proyecto blockchain XCEED. José Couto, director de Mobinov y presidente de AFIA, abrió la sesión, exponiendo que “la industria de automoción ha experimentado varios desarrollos notables en los últimos años. Estos fenómenos están dando forma al futuro de la industria de la movilidad, por lo que los actores de la cadena de valor deben buscar posicionarse en respuesta a estos impulsores del cambio: la pandemia Covid-19, la transición energética y la transformación digital”.

in AutoRevista, 06-05-2021


A continuación, intervino  Odile Panciatici, vicepresidenta del proyecto Blockchain de Groupe Renault, quien destacó las fortalezas del blockchain y su capacidad para brindar excelencia operativa, con referencia al proyecto europeo XCEED “eXtended Compliance End to End Distributed”. Panciatici señaló que “la tecnología Blockchain ofrece una variedad de oportunidades para optimizar bienes, procesos y servicios dentro de la industria de automoción. XCEED es una nueva solución blockchain para que la industria automotriz europea certifique la conformidad de los componentes de automoción desde el diseño hasta la producción, prácticamente en tiempo real. La solución XCEED utiliza tecnología blockchain para crear una base de datos confiable que permite compartir información entre proveedores de componentes/sistemas y fabricantes de automóviles. Aunque la base de datos es compartida, se garantiza la confidencialidad de la información, propiedad intelectual y datos.

La representante de Renault añadió que XCEED también responde a la nueva normativa en la Unión Europea, desde septiembre de 2020 que existen medidas más estrictas en el control y trazabilidad de las piezas / componentes del automóvil que se ofrecen a la venta en el mercado, con el fin de garantizar el cumplimiento de los requisitos de seguridad y protección.

 

Lanzado en 2019, XCEED fue concebido e implementado en colaboración con Groupe Renault, Faurecia, Knauf Industries, Co?kunöz y el grupo portugués Simoldes, en asociación con IBM. El resultado de la inteligencia colectiva y una metodología ágil y adaptable que marcó un enfoque multiempresa en el intercambio de datos y la gestión de proyectos. XCEED ahora está abierto a otros constructores y fabricantes de componentes automotrices, independientemente de su tamaño, en toda la cadena de suministro.

 

Odile Panciatici (Renault) realizó la presentación ante varios directivos de la industria portuguesa.
Foto: AFIA

Automotive suppliers work towards carbon-neutral mobility, prioritising both human health and the environment

  • Safe manufacturing, use and proper disposal of vehicle parts are a high priority for automotive suppliers.
  • The sustainability criteria are followed both for materials sourcing, and during the design and production of vehicle parts, components, and systems.

in CLEPA, 06-05-2021


The 13th edition of the CLEPA Materials Regulations event confirms that sustainability ranks high on the list of priorities for the automotive supply chain. New developments such as new powertrain technologies, lightweighting, and the use of recycled and bio-based materials are a few of many that are contributing to the long-term success in reducing emissions of the sector, building on consistent innovation strategies and global efficiency in the value chain. The annual edition of the CLEPA Materials Regulations event gathers experts in the field, discussing the impact of regulation on materials & substances and presenting the efforts that are delivering towards the sector sustainability.

The Green Deal objectives include the implementation of the EU’s Chemicals Strategy for Sustainability, setting new requirements for materials compliance that bring considerable challenges for the automotive industry. This strategy includes no less than 56 legislative and regulatory actions, such as the revision of REACH and meets circularity objectives as will be transposed in the End-of-Life Vehicle (ELV) Directive, and reporting duties in the SCIP database.

In her keynote speech, CLEPA Secretary General Sigrid de Vries remarked the importance of the EU chemicals regulation “Since REACH came into force, the automotive industry has put considerable effort into implementing the complex requirements of EU chemicals regulation throughout its complex and global supply chain, to follow the sector-specific guidelines. Any new regulatory measure needs to take into account the actual exposure to chemicals, the wider benefit for society and the need for a level-playing field that does not undermine the competitiveness of the EU automotive industry. This can only be achieved by an effective dialogue between policy-makers and industry, as well as the involvement of stakeholders at each stage of the process.”

The opportunities that come with the European Commission’s Circular Economy Action Plan were also part of the discussion. Suppliers are at the forefront of these initiatives, which includes optimisation in the use of materials and minimisation of waste through advanced design and zero-defect manufacturing, providing high-quality products with long lifetimes and promoting repair, remanufacturing and recycling to allow for re-circulation of a larger share of materials. “Making our value chains more circular brings about new business opportunities and helps reinforce the security of supplies. CLEPA is committed to a high-level dialogue to co-create an adequate path to circularity, combining the objectives of the Green Deal and smooth implementation” added de Vries.

The event counted with experts from the European Commission, who presented the possible outcome of the revision of the End-of-Life Vehicle (ELV) regulation, and is currently consulting with stakeholders with the intend to present the first results of the exchange in a workshop planned in Q4 2021. The legislative proposal is planned to be presented in Q4 2022.

The several activities carried out by suppliers in the different regions of the world were also presented, such as the developments and implementation of the SCIP database, provisions for ELV and chemicals in Asia and the US. Global management via GADSL and the International Material Data System (IMDS) were also discussed.

On the second day, the focus was on Sustainability & Corporate Social Responsibility, including some key initiatives from the industry.

In his closing remarks, Mathieu Schwander, CLEPA Technical Regulations Manager highlighted that “Sustainability is a key priority for automotive suppliers. CLEPA, through its different specialised groups, is driving sustainable growth in the industry both in the technical implementation and the societal dimension.”

The 14th edition of the Materials Regulations Event is scheduled for Spring 2022 and it may take place in the Stuttgart area (Germany).

 

Renault prevé que sus eléctricos igualarán en margen de beneficio a los térmicos en 2025

Según el director general del Grupo Renault, Luca de Meo, un cero emisiones de la firma del rombo ya es más rentable en términos absolutos que uno de combustión, pero no ocurre lo mismo en valores relativos. La marca quiere ser el primer fabricante en alcanzar este hito en Europa.

in La Tribuna de Automoción, por Juan Roig Valor, 06-05-2021


«Nuestro reto es hacer que los vehículos 100% eléctricos sean tan rentables como los térmicos», afirmó el director general del Grupo Renault, Luca de Meo, en la conferencia de prensa Renault Talk, en donde plantearon su estrategia de cara al futuro, tanto en electrificación, como en perspectivas de negocios.

«Hoy en día, en términos absolutos, un Zoe ya es más rentable que un Clio, pero no ocurre lo mismo en términos porcentuales», señaló el directivo. «Queremos que Renault sea uno de los primeros fabricantes europeos en hacer que los márgenes de los cero emisiones igualen a los térmicos, y creemos que esto será factible para 2025 o 2026, aunque dependerá de la próxima generación de baterías y de plataformas en las que estamos trabajando», sentenció.

«La prueba fuego», en palabras de De Meo, será el lanzamiento del F5, un compacto eléctrico con líneas que recuerdan al R5 introducido en 1972. Este modelo será construido con la plataforma modular CMF-EV, que también asentará el chasis del Mégane E de 2022.

De hecho, el desarrollo de nuevas arquitecturas para los vehículos de la Alianza es uno de los pilares para aumentar las sinergias y reducir los costes dentro del consorcio. Además de la ya mencionada, llegará la CMF-CD, pensada para modelos más grandes, como la nueva Kangoo, y la CMF-B, que sustenta al Clio actual y que será modificada para propulsiones eléctricas.

«Entre las tres», declaró el vicepresidente ejecutivo de Ingeniería del Grupo Renault, Gilles le Borgne, «esperamos ser de los primeros fabricantes en superar el millón de unidades cero emisiones», refiriéndose a la producción conjunta de las diferentes marcas del conglomerado en el que también participan Nissan y Mitsubishi.

Buscando la credibilidad

De Meo afirmó que provienen de «una tradición de presentar estimaciones demasiado altas, tanto en volumen como en beneficios y no conseguirlas. Lo que necesita Renault es credibilidad y le estamos dando la espalda a prácticas que nos convirtieron en uno de los fabricantes más frágiles de los últimos años». Por ello, se mantienen firmes en alcanzar un margen operativo del 3% en 2023 y del 5% en 2025, ya contemplados en el plan estratégico a medio plazo Renaulution.

«Estos indicadores son los mínimos a los que queremos llegar», señaló. Para conseguirlos, en parte, van a evitar la política de descuentos que aplicaban en el pasado. «Si se trata de alcanzar la rentabilidad, se deben controlar los costes del negocio, así como asegurar que nuestros productos tienen el valor adecuado», apostilló.

Finalmente, en la conferencia, presentaron su nuevo logo de marca de manera definitiva, que la red de concesionarios tendrá que adoptar a partir de enero de 2022. Otras novedades desveladas para el mercado europeo fueron el SUV coupé Arkana y la nueva generación del derivado de turismo Kangoo.

Luca de Meo, director general del Grupo Renault.

EU Industrial Strategy: In-depth review comes at the right time; building on existing technology strengths is essential

  • Commission sees automotive as one of the 14 critical ecosystems in the EU.
  • Industrial policy should provide the right conditions to boost high-quality jobs and sustainable and safe mobility globally.
  • It is crucial to strengthen critical supply chains, but to keep a strong industrial base the EU should also build on existing strengths in areas such as connected and autonomous driving technologies.
  • Even if public investment has a strong role to play towards accelerating innovation to deliver the green and digital objectives, the industrial strategy should not overlook the importance of providing the right conditions for private investment and access to scalable markets.

in CLEPA, 05-05-2021


CLEPA welcomes today’s publication of the European Commission’s updated industrial strategy and the announced in-depth review to strengthen the resilience of supply chains in critical areas including raw materials and semiconductor technologies. Europe’s automotive suppliers will be a crucial partner to deliver climate neutrality by 2050 while safeguarding jobs and capitalising on the opportunities of the digital transition. The EU’s new industrial strategy has the potential to provide favourable framework conditions for private investments, enable businesses to diversify sourcing where appropriate, and address undesirable independencies while maintaining the advantages of a global supply chain and access to markets.

Public investment in infrastructure and a framework of Important Projects of Common Interests can co-finance and accelerate private investment in critical technologies that are not yet commercially viable but are necessary to enable the green and digital transition. Nevertheless, private investment will play a leading role and an excessively restrictive definition of green taxonomy and regulatory standards with limited technology openness could make it harder for automotive suppliers to deliver the green transition.

CLEPA Secretary General Sigrid de Vries says: “The Commission identified automotive as one of the 14 critical ecosystems for Europe’s economic and industrial fabric. The relevance of automotive for other industries in Europe is particularly strong. Automotive suppliers directly employ 1.7 million people, on top of the 1.2 million people employed by vehicle manufacturers and create significant employment further down on the supply chain in sectors such as steel, chemicals, and capital goods. The automotive sector can play a crucial role in the continued development of the adjacent European electronics ecosystem. Analysts estimate that under the right conditions, the automotive industry alone could create 400,000 European jobs related to electronic and software components for vehicles.

Advanced driver-assistance systems and innovations to optimise powertrains have increased the value share of electronic and semiconductor systems to 35% of a car’s cost, and are likely to rise to 50% with the continued development of autonomous driving technologies and electrification. The current shortage of semiconductor chips unveils supply chain vulnerabilities, but also brings forward new opportunities for a policy that builds on the global leadership of the EU’s automotive sector to stimulate growth in adjacent sectors—like the semiconductor industry. The automotive industry is accountable for 37% of the demand for European semiconductors, highlighting the importance of our sector to meet the EU’s objective to manufacture up to 20% of all leading-edge semiconductors by 2030.”

In this context, the European Commission identified earlier this year connected and autonomous vehicles (CAVs) as a strategic cluster that offers the EU economy significant potential. The European supply industry holds roughly 60% of all global patents in autonomous driving and an estimated 70% of CAV innovations come from European suppliers. An accommodative policy framework that allows industry to expand its leadership on CAV technologies will result in higher demand for more advanced semiconductor chips and increase the EU’s attractiveness as a location for investment in semiconductor production capacity. Research and Innovation funding along with other forms of public investment could help CAV technologies to make the jump from research labs to the market. Where possible, the European Commission should therefore reassess whether committed budgets to projects such as the Cooperative, connected and automated mobility (CCAM) partnership are sufficiently ambitious.

A successful industrial strategy will be reliant on the long game of supporting R&I investment, standard-setting and improving Europe’s role in artificial intelligence research, skills and a strong research and education ecosystem to develop talent. It is furthermore of critical importance that suppliers keep access to markets to allow the production of fledgling innovative technologies at a global scale and remain open for foreign direct investment. If the right conditions are provided, the automotive sector has the potential to be a global leader of sustainable and safe mobility solutions while serving as an essential bridgehead for the wider European industrial base, and an example of a more sustainable, digital, resilient, and globally competitive economy.

 

Europe looks to secure chip supply after ‘naive’ past approach

Region outsourced too much design and manufacturing, top EU official says

in Automotive News Europe / Bloomberg, 05-05-2021


Europe was naive to outsource so much of its semiconductor design and manufacturing in recent decades, a top government official said ahead of unveiling more details around plans to double the region’s chip production by 2030.

European Industry Commissioner Thierry Breton said it was possible to redress the imbalance, and the global chip shortage hitting automakers and electronics suppliers was evidence that now is the time to act.

“We want to come back to our former market share of production for the needs of our industry,” said Breton, the former CEO of French IT giant Atos and France Telecom.

Europe’s share of semiconductor manufacturing has dropped over the years because the region has been “too naive, too open,” he said in an interview with Bloomberg.

On Wednesday, the European Commission, the bloc’s executive body, will unveil more details about a strategy announced in March to double production to at least 20 percent of the world’s chips by 2030. It will involve creating an industry alliance of Europe’s leading semiconductor companies and research centers as well as more than a dozen EU governments, Breton said. At least 22 countries have already signed a letter of intent.

The alliance of European players will have to decide how to boost the design and production of 20-nanometer to 10-nanometer chips, which are smaller and more powerful than most currently manufactured in Europe, Breton said, without offering a timeline. Advances in manufacturing are measured in nanometers, or billionths of a meter, with smaller and smaller transistors crammed onto silicon wafers with each new iteration.

In parallel, the EU will work on plans to produce the next generation of leading-edge chips by 2030. Officials are targeting production below 5-nanometers down to 2-nanometers, an ambitious goal not yet reached by industry leaders Taiwan Semiconductor Manufacturing and South Korea’s Samsung Electronics.

For years, Europe accounted for a major chunk of global semiconductor manufacturing. In 1990, capacity reached about 44 percent but it’s now closer to 10 percent.

Taiwan, South Korea and Japan account for about 60 percent of production, according to Boston Consulting Group and the Semiconductor Industry Association.

European chip designers including NXP Semiconductors and Infineon Technologies now outsource most production to TSMC and other foundry operators.

Europe’s decline in consumer technology, such as the failure of Nokia and Ericsson’s once-popular mobile phones, is partly to blame for the supply chain shift, according to Jan-Peter Kleinhans, head of technology and geopolitics at think tank Stiftung Neue Verantwortung.


BLOOMBERG

While Europe’s auto industry is still strong, the sector has been one of the hardest hit by the global chip shortage. Ford said Monday it would halt production at its German plants for several weeks due to a lack of semiconductors, joining a growing list of manufacturers idling factories.

The crisis has underscored the region’s dependence on foreign companies for critical supplies and is driving the EU’s ambition to regain self-sufficiency in the area. But the EU’s plan to go below 5-nanometer production is so ambitious that the bloc will need help from overseas foreign players like TSMC, which dedicated years of research and invested billions of dollars to develop their production expertise.

“We know that to go there, it will be better to do this with partners,” Breton said of the ambitious 2-nanometer goal, referring to the strategy as “going to the moon.”

Intel, the world’s largest chipmaker, has backed the EU’s plans. It’s already expanding 7-nanometer production in Europe and is also considering building a state-of-the-art semiconductor foundry in the region. But the company has struggled to advance its manufacturing in recent years.

Intel CEO Pat Gelsinger last week also suggested the company would likely need big financial support from European governments to invest in the bloc’s strategy.

An Intel spokesman pointed to companies in Asia that get roughly 40 percent of the costs of building a new factory subsidized by the state. A new factory costs at least $10 billion and it would take two of them in one location to take advantage of economies of scale, the spokesman said.

It remains unclear how much money Europe is willing to spend to reclaim its chipmaking prowess. Still, around 19 member states have already backed the commission’s plans and have agreed to establish an investment instrument co-financed by the countries and participating companies.

At least 20 percent of the EU’s 672.5 billion euro ($808 billion) recovery and resilience facility has also been allocated for digital priorities, though it’s up to individual countries to decide how much to spend specifically on the semiconductor strategy.

“The EU has some semiconductor industry champions, but it faces fierce competition from other countries that view chip production as a national priority,” Gelsinger wrote in the Financial Times last week, adding that those governments are providing generous incentives to attract semiconductor manufacturing.

“Europe must match this to stand a chance of competing,” he said.

Italy risks losing Stellantis’s third European battery cell plant

The Italian government has allocated a very small part of its national recovery plan to battery production for electric vehicles. The decision could endanger the country’s hopes of being a location for Stellantis’s third European cell production plant.

in Automotive News Europe, by Andrea Malan, 05-05-2021


CEO Carlos Tavares said on April 15 that Stellantis would decide by year end where to locate the factory.

Italy and Spain were seen as the two most likely countries for the plant. The automaker’s first two factories are scheduled to begin production in France in 2023 and in Germany in 2025.

Out of the 192 billion euros available for Italy’s Piano Nazionale di Ripresa e Resilienza (PNRR, National Recovery and Resiliency Plan), just 1 billion will be allocated for “renewable energy and batteries.”

The figure includes investments in solar, onshore wind power and the battery supply chain. An additional 750 million euros of investment will help expand the recharging infrastructure for electric vehicles.

Fabrizia Vigo, head of institutional relations at auto industry group ANFIA, said 1 billion euros would not be enough to help finance a battery plant if the sum is also intended to fund wind and solar energy.

The Motus-e industry association had proposed in a February paper that the Italian government should help fund the creation of a 10-Gigawatt hours production capacity for lithium ion cells, funded with 1 billion euros.

With the increasing trend toward electrifying the European car fleet, battery cell production will be key in helping countries keep production and find new jobs to replace those lost in the move away from internal combustion powertrain production.

The PNRR document mentions the “problem of developing a European battery supply chain in which Italy should also participate together with other countries such as France and Germany, in order to avoid excessive future dependence on foreign producers.”

However, there is no mention of direct subsidies to establish a battery cell plant in the country.

Battery cell projects in Italy

Italy currently has just one project to build a medium-sized battery cell plant. The Italian company SERI has a factory in southern Italy which assembles lithium ion cells with a 300 megawatt-hour annual capacity. It also plans an 8 GWh factory with funding from the European Union IPCEI (Important Projects of Common European Interest) fund.

Fiat Chrysler, now part of Stellantis, created a “battery-hub” in 2020 in the Mirafiori plant in Turin with an initial 50 million-euro investment.

The facility currently assembles battery packs using imported battery cells that are used to power the Fiat New 500 small electric car. This battery hub will also provide battery packs for the next generation Maserati GranTurismo coupe and GranCabrio convertible, which enter production this summer in Mirafiori.

Italvolt, a startup created by Swedish entrepreneur Lars Carlstrom, has announced a project to build a 45 GWh factory in northern Italy, with an estimated 4 billion euro investment. Carlstrom has not revealed details of any private investors, potential industrial partners or potential customers.

According to Italian media reports, he plans to ask local authorities in northern Italy for 1.5 billion euros next month to help fund the project.

Stellantis’s plans

Stellantis has placed its bets on Automotive Cells Company, a joint venture with Saft, a subsidiary of French oil giant Total.

The Automotive Cells Company will build two factories in Europe with a potential capacity of 32 GWh each by 2030. The first in Douvrin, France, will begin production in 2023. The second in Kaiserslautern, Germany, will follow in 2025. Initial cell production in Europe will be 50 GWh of battery cells a year.

Tavares said on April 15 that Stellantis would have access to “no less than 130 GWh battery production capacity between Europe and the U.S., with the figure increasing to 250 GWh by 2030.”

Tavares declined to specify how the 130 GWh capacity would be reached, but he said Stellantis was “moving fast in the U.S. with projects to be announced soon” and that it has “ongoing discussions about additional sourcing in Europe.”

According to ACC, its 5-billion-euro investment will receive 1.3-billion euros from the French and German governments.

Spanish competition

Tavares told Stellantis shareholders on April 15 that the company will decide by the end of 2021 on additional battery cell factories in Europe and the U.S.

Should Italy decide to compete for a production site, it will face strong competition from Spain, whose 10 billion-euro PERTE strategic economic recovery plan concentrates solely on promoting battery electric vehicles.

The Spanish government has already formed a consortium with Volkswagen Group and local utility company Iberdrola, which will build its first battery factory near Barcelona.

Asian and U.S. battery makers also are planning investments in Europe.

 

Coficab Portugal faz sair 40 camiões por semana das suas fábricas da Guarda

Com duas fábricas na Guarda, o grupo Coficab, dedicado à produção de fios e cabos para a indústria automóvel, tem uma logística de transporte que varia consoante a produção ou consumo de matéria-prima. Durante o evento realizado ontem pela APAT sobre Portos Secos & Terminais Logísticos rodo-ferroviários, Gonçalo Monteiro, Corporate Logistics da Coficab Portugal, referiu que a grande vantagem destas duas fábricas é estar instalado em Portugal um Centro Tecnológico de inovação e desenvolvimento de novos produtos.

in Logística Moderna, 05-05-2021


Durante um ou dois anos os novos produtos são produzidos apenas nas fábricas da Guarda e só depois é que a produção é transferida para as outras 15 fábricas do grupo espalhadas por vários países. Neste período a exportação é de 98% e é feita essencialmente por camião. Como explica o responsável «o objectivo é ter a produção junto dos clientes». Esta é, segundo Gonçalo Monteiro, «a nossa grande vantagem, porque do ponto de vista de mão de obra ou de logística não temos vantagens competitivas nas fábricas da Guarda, até porque dos nossos clientes só temos 2% a 3% em Portugal, os restantes estão essencialmente fora da Europa: nos EUA, México e na China.»

Sobre o modelo de transporte, o rodoviário é o mais utilizado, com a saída de 40 camiões por semana. Têm ainda um ou dois contentores marítimos por semana.

Gonçalo Monteiro, explicou que o transporte utilizado é adaptado às necessidades. «Por exemplo, antes de termos as três fábricas no México como já tínhamos os clientes abrimos um centro logístico. Como os artigos eram produzidos na Guarda tínhamos sete ou oito contentores por semana. Era um volume muito interessante. Considerando que os custos andam sempre na ordem dos 5%, o que significa que na facturação actual (274 milhões/ano) andariam nos 13,7 milhões, uma pequena redução de custos representa logo meio milhão ou 1 milhão de euros. O nosso objectivo é sempre construir a fábrica próximo do cliente. A construção das fábricas, por exemplo, vai reduzindo a necessidade de envios de contentores. Neste momento temos para o México um contentor em cada duas semanas.»

 

MCG transportation: 17 floors for trains and buses dispatched in just one week

The MCG transportation business unit continues to assert itself as an internationally competitive player in the production of integrated solutions for train and bus interiors.

in MCG mind for metal, 05-05-2021


Recently, in just one week, left from MCG transportation facilities to customers’ factories 17 floors for trains and buses. These units are sufficient to carry more than 3,200 passengers, equivalent to eight times the total number of MCG Employees.

The floors for trains and buses dispatched in just one week:

 

https://www.mcg.pt/

 

 

La escasez de chips supuso pérdidas de unos 190.000 vehículos para Stellantis hasta marzo

El consorcio resultante de la unión de PSA y FCA ha publicado sus primeras cifras conjuntas, en las que alcanzó una facturación de 37.000 millones de euros.

in La Tribuna de Automoción, por Juan Roig Valor, 05-05-2021


Un impacto de 190.000 vehículos perdidos por la escasez global de semiconductores en tres meses, un 11% menos que hace un año. Estas son las cifras que ha desvelado el director financiero de StellantisRichard Palmer, en la presentación de resultados del primer trimestre de 2021, la primera que hace el consorcio desde la fusión de los grupos FCA y PSA el pasado enero.

Para Palmer, sin embargo, lo peor con respecto a los chips no había pasado, y “el segundo trimestre será incluso peor que el primero, solo se empezará a mejorar en la última mitad del año”. Por este motivo, estiman que el flujo de caja, a cierre de junio, se salde en negativo.

En la ronda de preguntas tras la presentación, el directivo afirmó que el conglomerado estaba considerando recurrir al aprovisionamiento propio de chips, pero lo dejó caer únicamente como “una posibilidad”, ya que, una vez tuvieran estaos canales operativos, los cuellos de botella, “con suerte se habrán superado”.

En cuanto a la facturación, Stellantis declaró 37.000 millones de euros, un 14% más que hace un año. Este resultado habría sido aún mayor si no hubiera sido por el rendimiento negativo del cambio de divisa del dólar estadounidense y el real brasileño, que impactaron en un 7% los ingresos finales.

Por regiones, Europa sigue siendo su mayor mercado, con ventas por valor de 16.000 millones (+15%); a la que le siguieron Norteamérica, con 15.900 millones (+9%); Sudamérica, con 2.100 millones (+31%) y Asia, con 900 millones (+35%).

Además, Palmer señaló que el tamaño de los inventarios había ido en descenso con relación al trimestre anterior, algo que valoró, pues “permite ser más ágiles en la toma de decisiones”. A cierre de marzo, la compañía contaba con 1.839.000 vehículos en sus campas, divididos entre su red filial (434.000) y sus concesionarios (1.405.000).

Las previsiones para sus principales mercados este año serán de un crecimiento en cifra de negocio del 20% en Sudamérica; del 10% en Europa, del 8% en Norteamérica y del 5% en China.

El presidente ejecutivo de Stellantis, Carlos Tavares.

Bruxelas apresenta política industrial e define setores estratégicos

Os construtores europeus de automóveis viram-se forçados a abrandar a produção devido à escassez de componentes electrónicos e semicondutores.

in Euronews, 05-05-2021


O mesmo acontece nos Estados Unidos.

O défice global em semicondutores levou a China, um dos centros mundiais de produção, a acumular stocks.

É neste contexto que a Comissão Europeia apresentou esta quarta-feira a nova política industrial.

“Para a indústria automóvel, nos próximos 2,3,4,5 anos, os semicondutores constituirão 35% do preço de um veículo. Trata-se de algo estratégico. A nossa cadeia de abastecimento estava espalhada pelo mundo e a maior parte estava na China. Há 20 anos a Europa produzia 40% da procura global de semicondutores, hoje representa 9%”, afirma Thierry Breton, Comissário europeu para o Mercado Interno.

O sector automóvel representa 6% da economia europeia e emprega quase 14 milhões de pessoas.

Bruxelas quer criar o que chama de aliança europeia de semicondutores a fim de criar produção doméstica e apoiar os estados-membros.

Trata-se de um projeto idêntico à aliança europeia para a produção de baterias, lançado em 2017, e que já atraiu mais de 100 mil milhões de euros em investimentos.

A Comissão Europeia identificou 34 produtos, 137 materiais e 32 sectores que considera de importância estratégica.

De momento, mais de metade dos produtos estratégicos são importados da China.

Uma vez que os semicondutores fazem parte da tecnologia utilizada no dia-a-dia, os economistas alertam para os efeitos.

“Preços mais altos e essencialmente menos escolha em termos de produtos. Trata-se de um impacto directo desta situação nos cidadãos e é precisamente para proteger os cidadãos europeus nesta questão que a Europa deve intervir”, defende Simone Tagliapietra, membro sénior do centro europeu de reflexão Bruegel.

Bruxelas afirma que a política industrial apoia igualmente o objetivo do continente alcançar a neutralidade carbónica até 2050.