Focus on design: but also practical
Volvo's reasoning seems plausible, but it is as wrong as a weather forecast for next Christmas. In order to justify the corporate decision to cordon off Volvos at 180 km / h in the future, Volvo reaches into the verbal bag of tricks, the arguments of which are physically correct, but are not true. That Volvo is talking about "protecting" the vehicles at 180 km / h instead of regulating them down is verbal nonsense. Why is a car safe under 180 km / h?
I had to watch the recording of the show Markus Lanz several times because I had doubts that I had understood the Green leader Robert Habeck correctly. But he said it really analogously: He is against purchase premiums for combustion engines, but then he contradicts himself: Purchase premiums could be granted if the cars were exchanged for e-mobiles as soon as they could be delivered.
Indra criticizes and warns of a collapse of the auto industry: while the new purchases fail, the authorities also wanted car manufacturers to pay billions in fines. These threshold fines would have to be postponed. Politicians have now recognized their self-deception, says the motorist. Now she is looking for ways to save the face.
What we wrote at the presentation actually expresses everything there is to say: The leap into the digital world in the new Golf is a huge step for VW and a giant leap in terms of technology democratization. Anyone entering here has arrived in the world of switch-free user interfaces and fascinating approaches to artificial intelligence in automobiles.
The green ban strategy has led to a social division in Germany and an economic downturn. "Obviously, the Germans have a talent for cheering the wrong prophet and running after them," says Horst Roosen, board member of the UTR | Umwelt | Technik | Recht | eV
There will certainly continue to be auto shows worldwide, but as has become apparent in the past, many car manufacturers are increasingly shifting their technological visions and developments to technology shows such as the Consumer Electronics Show (CES) in Las Vegas. The change of location of the IAA from Frankfurt to Munich will also be accompanied by a completely new exhibition concept, which should bring about a strong digital realignment.
It is indeed frightening how unscrupulous car opponents, no car haters, use the corona crisis as a fire accelerator for their sometimes abstruse fire of demands. Because the environmental aid association "under the guise of helping corona patients is calling for a speed limit right now", he is making himself ridiculous. "Even the most loyal DUH fans will see through this as rarely stupid!"
The brand, since its independence and its appearance in 2015, has hardly come into its own in Europe and especially in Germany, let alone penetrated the attention of potential buyers. We drove a Hyundai Genesis back in 2014 and were amazed at the similarity to Audi models. No wonder, because the designer Peter Schreyer gave his face to various Audi and VW models before moving to South Korea.
In this respect, the dramatic development for our industry certainly has positive sides. Because we have to assume a multi-dimensional recession, many critics of our economic system, and especially the automotive industry, will have to hold back to slow down the recovery that is hopefully coming soon.
It has not yet been decided whether the battery vehicle will dominate the mass market or whether alternative developments - from synthetic fuel to hydrogen-powered fuel cells - will overtake the electric car with battery on the market. The crux for all car manufacturers is that they have to finance the change wherever they go with combustion engines. BMW has demonstrated with the i3 and i8 electric vehicles that you can be too early with an innovative product. The i3, presented with a communicative bang seven (!!) years ago in presentations around the world, raised expectations for further electric vehicles or at least for extensive further development. But nothing came. The lake was quiet and the impression was created that BMW had put e-mobility aside. just like BMW did with the hydrogen twelve-cylinder in the 7 Series, which was developed close to series production, but sang and was stored silently in the museum of dreams dreamed up.
New logos are always controversial at first. BMW Marketing Director Jens Thiemer is no different with the new BMW logo than his colleague Jochen Sengpiehl from Volkswagen, who presented the new VW logo with a "floating" W at the last IAA. One can rightly ask whether the customer is even aware of the creative hustle and bustle of optical changes. Nevertheless, I am convinced that these changes are required to signal that we are developing, we are not stopping. The customer may not consciously perceive these nuances of necessary change, but a logo also subtly radiates the orientation power of a brand in our subconscious.
While the plug-in hybrids from BMW are allowed to put on a green coat on the patient paper on which the official consumption values are printed and the diesel versions are actually characterized by amazingly good consumption values, there are now also the sporty derivatives of the M GmbH from Garching. As usual, they drive the demanding approach of both series to excess.
The synthesis between delivery van and family car has been a VW specialty for around 40 years, and with the new digital caddy it should be the focus of many new car buyers. While the original ancestor of the new caddy, which was presented in 1978, was still a rather primitive variant of the Golf at that time and was actually only intended for the USA as a rabbit (rabbit), the fifth generation of this all-rounder suitable for families and craftsmen is closer to the digital comfort zone of higher quality Cars as on a mobile commodity with four wheels. If the experts refer to the modular cross construction kit as a caddy base, the explanation is more concise that here is actually a golf of the latest design with robust usability.