It should not become the rule that texts published here are reprinted. But what my colleague Stefan Anker said about the world http://bigblog.welt.de/ about embargo periods in general and those of the S-Class is not only interesting, but also kind of honorable. Anker addresses the issues but sticks to sticking to agreements. Exemplary! The general public may not be interested in it: It becomes transparent to show the scheduling problems in which a car editor is caught. Also for the press departments of automakers. And also for the editors-in-chief, who cluelessly ask "Why don't we have this topic in front of the competition?"
Article by Peter Groschupf
If on August 1st this year Dr. Jens Thiemer starts his new job as head of marketing communication at Mercedes-Benz, the expectations are high. Not because Thiemer would have to put on the shoes of his predecessor that were too big, but because the brand with the star should once again be realigned and more emphatically positioned as a premium brand.
He has long been a marketing expert, knows a lot about brand management, has a lot of experience with the Mercedes-Benz brand and knows Daimler very well, where he has already worked for nine years: Dr. Jens Thiemer is (still) a partner at the communications consultancy CNC - Communications & Network Consulting AG and heads the international rebranding and marketing practice there. Before joining CNC, Thiemer worked for nine years in various management functions at Daimler AG, including as head of global marketing communication strategy and retail brand communication.
If legal regulations become what environmental aid is currently discussing internally and will soon officially demand, the fuel consumption regulations discussed by the EU from 2025 onwards of an average fleet consumption of less than three liters per 100 km are still harmless. Although this value as a fleet average (average !!!) is already beyond reasonable feasibility, a tightening by another 25 percent would be - that is the real consumption according to the Automobile Club of Europe (ACE) above the factory information - practically the end for automobile mobility, as we know it today. The discount for heavier vehicles, which was introduced at the urging of the German premium manufacturers and the federal government, does not change this.
Spiegel online calls the letter from VDA President Matthias Wissmann to Chancellor Merkel on CO2 limit values of the EU with disqualifying arrogance "nonsense".
The commentator is wrong several times: 1. Calling the letter “begging letter” does not do justice to the topic at all. Wissmann does not “beg” for help, but draws attention to glaring dangers that endanger Germany's automakers in their global importance and success. It is not a phrase that many jobs, prosperity and stability depend on it.
The Daimler works council chairman is angry three times: on the report "Hunger wages on the assembly line", on the discussion at "Hart, but fair" and on the Daimler management. In a letter to the workforce, Erich Klemm wrote: "Many employees are outraged that something like this is possible in our factory, but also that in the reportage and in the following hard but fair program, Daimler alone is pillorying From the point of view of the general works council, the latter is particularly unfair, "because together with the workforce we have fought for the toughest regulations in the industry for regulating temporary agency work in production".
Whoever is wondering that car engine and sport getting pretty precise at the end of a blackout period for a car presentation with the current performance on the market may seem like good timing. It is true that some press departments are inclined to adjust the blocking periods to the editorial deadline or the first day of publication of the important auto medium. In any case, this ensures that ams never has to appear later than other auto sheets with a new launch. That could change at Mercedes-Benz, because there you are over ams upset. The Mercedes press department says that accommodating blackout periods could soon be a thing of the past.
It is surely a coincidence that shortly before the S-Class Big Bang in Hamburg a TV report and a talk show asked why taxpayers had to support poor earners on the Mercedes assembly line financially through Hartz IV. Even if the conspiracy theorists at Daimler communicate this differently and talk about a campaign against company boss Dieter Zetsche. It is also strange that neither the works council chief Klemm said anything about the fact that workers are being bought at dumping wages via work contracts, nor was Wilfried Porth offended. In any case, no one has prevented the compliance rules, which are magnificently propagated internally, the basic law on corporate ethics and decent behavior on all sides from being trampled upon when starvation wages are paid on the Mercedes assembly line. “Compliance with all labor law requirements to delimit the activities of third-party companies is given the highest priority at Daimler. We are committed to the applicable regulations in relation to contracts for work and services and the use of external workers without any ifs or buts. Violations are not acceptable to us. We would also turn it off immediately, ”said HR director Wilfried Porth in a press release.
If you analyze what the commissioners of the EU approve of official cars, you have to feel like a kidnapped subject, especially in Germany, to use the more accurate word, vera…. to avoid feeling. The hypocrisy knows no bounds, as long as the good citizens like simple lambs subordinate themselves to the Brussels guidelines for the alleged “climate rescue”. While increasingly stricter CO2 limits are being set from Brussels, which can only be met in the long term with mini mobiles, the High Commissioners are having a good time in German luxury sedans. Anyone who has ever taken a look at the fleet in front of the European Commission building will have been surprised: there are only luxury limousines, mostly German brands, in the VIP parking lot. 29 luxury vehicles with average CO2 emissions of well over 200 grams per kilometer. There is only one exception: an E-Class from Mercedes-Benz as a hybrid version.
“The Citan is Zetsche's very personal project. That is why he is also responsible for the crash test disaster, ”commented a former Daimler board member about the failure of the Renault van decorated with a Mercedes star in the NCAP crash test. Three stars in a van class in which Ford received five stars for the roughly comparable transit. "This is more than embarrassing. Not just for Mercedes-Benz, but for Dieter Zetsche, ”says a high-ranking marketing manager.
The EU has once again decided something "future-oriented": As realistic as the decision years ago that Europe 2010 should be the economic engine of the whole world. The EU could just as easily decide how many days of sunshine are permitted or required each year.
Now she wants to "force the market for electric cars", as it is called in the publications of European media. EU Transport Commissioner Siim Kallas wants to ensure that 2020 electric charging stations will be available in Germany alone by 150.000. A total of 650.000 public charging stations will then exist in Europe. Old EU agreements stipulate that by 2020 at least ten percent of EU traffic will (should) be handled with renewable energies and that no internal combustion engine may be used in any city by 2050 (probably already 2030!).