volkswagen

Volkswagen delays plans to manufacture batteries in Sagunto. It is very bad news for your cheap electric cars

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Volkswagen battery production in Sagunto (Valencia) is delayed. He does it because the works are not progressing in the stipulated times but the problem is greater. And the company proposed this factory as essential to have its plans for electric cars manufactured in Spain at full capacity. a delay. This is what they assure in The Confidential who, exclusively, assure that the plans to produce battery cells at Volkswagen’s Valencian factory in Sagunto are delayed, at least, “a few months.” In Xataka We have tried to contact Volkswagen but, as of this writing, we have not received a response to our questions. According to the media, the information has been provided by “sources close” to the company and “unofficial sources linked to the universe of contractors do not rule out that the delay hides more serious changes in the project.” What is the delay? Volkswagen had a calendar which was to have the manufacturing of the first pre-series units of battery cells ready in September 2026. The objective is that, with these tests, mass manufacturing would arrive during the first quarter of 2027. However, they point out in The Confidentialit will not be until December when the tests will begin, so the final production of the cells could be postponed until almost half of next year. The delay, of course, would be due to problems during the construction of the factory but not to cuts in the project. Despite everything, it comes at a bad time. A (small) breath. What they assure from the media is that the project is not in danger, neither due to investments nor due to size. And Volkswagen is in the midst of a restructuring process, with up to 100,000 layoffs hanging over European plants and the possibility of closure of some of them. The Spanish project, however, is one of the most important that the company has in the short term. The investment, adding all the phases, is expected to reach 3,000 million euros and right now 1,500 people are working there in the construction phase. For the production of pre-series cells It is expected to employ 500 people. The Spanish hub. The biggest problem for Volkswagen with the delay of these plans is that the final production to feed the Barcelona and Navarra plants is irremediably delayed. In them, the company will produce the smallest models with up to four cars that will cost 25,000 euros. In Spain alone, Volkswagen will invest 10,000 million euros. Of them, 3,000 million will go to the Sagunto plant, as we have mentioned, and the same amount is dedicated to the renovation of Martorell. The Navarra plant will be renovated with an investment of 1,000 million euros and the remaining 3,000 million will be invested in auxiliary component companies. At a very bad time. Although no work is free of delays, delaying the production of batteries is a real problem for the company. And the German company has enormous hopes placed on these cars to continue gaining share in the electric car market and, finally, to take advantage of this technology as they expected. Besides, the delivery of Perte VEC aid It is also conditioned to comply with the planned schedule. But above all because each car sold is a break in its emissions quota. In 2027 average emissions will be reviewed that the company has put on the street with each car sold. Going over 93.6 gr/km of CO2 will be an automatic fine and now In 2025 the company expected billion-dollar sanctions. Selling as many affordable cars as possible next year is essential to reduce the expected penalty. Photo | Volkswagen In Xataka | Europe has its hope in the 25,000 euro electric car and Volkswagen already knows who will manufacture it: Spain

Volkswagen led an army of sheep to graze under 31,000 solar panels. It turns out that the way of producing energy began to change

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For years, the industry has assumed that each new problem required an increasingly sophisticated solution. Volkswagen just demonstrated which is not always like that. After deploying thousands of solar panels to power one of its factories, it has discovered that the best possible maintenance is not done by a robot or a specialized machine, but by a flock of sheep. The problem was not the plates, but what was underneath. Photovoltaic parks share a challenge that is as simple as it is constant: vegetation doesn’t stop growing. In industrial facilities with tens of thousands of panels, keeping the ground clear involves introducing machinery between metal supports, wiring and electrical equipment, with the consequent economic, energy and maintenance costs. In the Volkswagen plant in Poznań, Poland, where a solar park of 31,000 panels can cover the entire energy demand of the factory during the days of greatest radiation and provides about 25% of its annual consumption, that challenge had become part of daily operations. An ancient solution. Instead of looking for a more efficient machine, Volkswagen turned to a much older technology: a hundred sheep. The animals replace lawnmowers, eliminating the need for mechanical clearing as they calmly cover the terrain under the plates. The curious thing is that the solution is not only effective in maintaining the grass at baybut it avoids the constant passage of vehicles between the infrastructure, reduces emissions and simplifies the maintenance of a state-of-the-art energy installation. The plus that sheep give. The project is part of a known model like agrivoltaicswhich seeks to combine electricity production with agricultural activity on the same surface. Under the supervision of researchers from the Poznań University of Sciences, the flock has been turned into a real open-air laboratory. The scientists analyze how it influences grazing on biodiversity, soil quality, vegetation, microclimate and animal well-being, while studying the extent to which the shade projected by the panels reduces the thermal stress of livestock during the hottest months. Nature also optimizes. The first results show an adaptation surprisingly fast. The sheep have been distributed naturally throughout the facility, forming small groups that take advantage of the shaded areas generated by the solar panels. This behavior, in addition to indicating that the animals feel safe, helps maintain a uniform plant coverage and encourages the appearance of insects and other species, transforming a simple photovoltaic plant into a much richer ecosystem than conventionally mowed land. Agrivoltaics is no longer rare. Although the case of Volkswagen is especially striking because it is a large industrial facility, the use of sheep in solar parks takes vyears extending in countries like the United Kingdom and the United States. The idea it’s simple: obtain two different yields from the same plot. While the plates generate electricity, the agricultural or livestock activity keeps the land productive, reduces operating costs and improves the environmental performance of the facility without competing for the use of the land. Innovation is not always more technology. The paradox of the project is evident. A factory that is committed to electrification, solar energy and decarbonization has ended up finding one of its most effective solutions in a livestock practice with thousands of years of history. At a time when innovation is often associated with artificial intelligence, automation or robotics, Volkswagen has discovered that, sometimes, the greatest advance consists of simply letting innovation. nature do a job that no machine can do with the same efficiency. Image | Rafal Pijanski In Xataka | Australia compared 1,700 sheep and discovered something unexpected: those that graze among solar panels give better quality wool In Xataka | Texas installed millions of solar panels on rural land. To maintain it they have had to hire 3,000 sheep

Volkswagen lost 6.24 million with each one it sold

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On the walk of fame of luxury supercars, there is a star reserved for a car that, despite the fact that its wealthy buyers had to put 1.7 million dollars on the table to get it from the dealership, every time a unit was sold, its manufacturer lost 6.24 million dollars: the Bugatti Veyron. Bugatti Veyron: an icon of luxury and speed The Bugatti Veyron born in 2005 of one ambitious idea: create the fastest, most powerful and luxurious car in the world. And boy did they succeed. Ferdinand Piëch, the visionary architect of the current Volkswagen group and grandson of Ferdinand Porsche himself. The passion for speed and luxury was in his DNA. This supercar had one of the engines that has given Bugatti the most joy but, unfortunately, in 2024 it became part of the engine history since the brand stopped manufacturing it. It is about its brutal W16 8.0 liters and four turbos, with which it was capable of accelerating like a rocket and breaking top speed records above 406 km/h. This figure became almost a requirement for the desire for “revenge” of the brand for a speed record at Le Mans. The name of the Veyron is also closely linked to the Le Mans race, as it pays tribute to the Bugatti driver and engineer. Pierre Veyronwhich in 1939 won the 24 hours of Le Mans with one of the brand’s cars. The brand took six years in development of the Veyron for the challenge of implementing an engine capable of developing 1,001 HP of power and 1,400 Nm of torque. To keep the temperature of such a beast at bay, engineers had to integrate 10 radiators. The exclusivity of the Bugatti Veyron was not only noticeable when paying the 1.7 million dollars that it cost each unit. Each set of tires, especially designed for the Veyron by Michelin, cost a whopping $38,000 and had to be replaced every 4,000 km. On the track and at maximum speed, the life of the tires was limited to about 15 minutes before disintegrating. Something that they would rarely do, since the 106 liters of their tank were enough for 12 minutes. Without a doubt, a car with maintenance out of reach of many pockets. The Veyron wasn’t just about speed. It was also extreme luxury. Every detail, from materials to workmanship, was of the highest quality. Owning a Veyron was like owning a artwork on wheelsa demonstration that you could afford the best of the best. aspire to one of the special editions The Veyron was already another level, and meant paying more than 2.7 million for some of them. A ruinous business for Volkswagen But here’s the surprising part: despite its million-dollar selling price, Volkswagen lost money on every Veyron it sold. And not a little, precisely. As and how they counted in Technology.orgthe Wall Street financial research firm Bernstein Research, published a report in which they claimed that the Volkswagen group lost about $6.24 million for each Bugatti Veyron that was sold. However, the authors of that report later admitted that this figure should be taken with caution because it was based on rough estimates. Paradoxically, the explanation for this financial fiasco is given by its engineering and design success. Volkswagen spared no expense to create the perfect car and for this They invested 1,620 million of dollars in its development. Latest prototype of the Bugatti Veyron The negative part is that Bugatti only sold 450 units of its Veyron in the 10 years it was on sale, so the investment in R&D was greater than what the brand recovered by selling the cars, which turned out to be a financial fiasco. However, although in absolute terms, the Veyron’s development effort was greater than the income from its sale, the technology that was developed for that engineering gem later served as the basis for the entire a lineage of supercars. His legacy has served to break all speed records one by one until reaching the 490.48 km/h reached by the Bugatti Chiron Super Sport 300+ in 2019, as how I collected Car and Driver. Volkswagen was willing to take those losses because it wanted to demonstrate its ability to create the best supercar in the world. Although the Veyron was not a financial success in itself, it managed to position Bugatti as a reference brand on the map of luxury supercars. A “failure” that, in the end, turned out to be a great triumph, although very expensive. A version of this article was published in March 2025. In Xataka | For years no one knew who had bought the most expensive Bugatti in the world: until it became part of an inheritance In Xataka | Mate Rimac takes the first Bugatti Tourbillon to the road: he has fitted it with winter tires to use it as a snow plow Image | Unsplash (Vlad Grebenyev)

Volkswagen needs money and getting rid of its Italian jewels is already on the table

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Ducati, for sale. Reason, here. Lamborghini, for sale. Reason, here. Those are the posters that could hang on the door of the Volkswagen group headquarters in Wolfsburg, Germany. At least that’s what they claim Financial Timeswhere they claim that investment banks are pressuring the automobile conglomerate to get rid of two of its most glittering assets. The company announced a few days ago that plans to lay off 100,000 workers. The notice is the continuation of another threatthis time from December 2024. At that time, the company already claimed to be immersed in a huge restructuring process because, according to its directors, It was “essential to survive”. The result, as we say, was a first threat: 35,000 layoffs. That promotion of incentivized sick leave and layoffs (which later amounted to 50,000 employees) to avoid factory closures is forgotten. At least that’s what I anticipated Manager Magazine just a few days ago. And the fact is that the accounts, they say, do not add up and it will be necessary to raise the level of layoffs to 100,000 employees. In the conversations that revolve around that conversation, another idea has come up: sell. Sell ​​companies that are a flagship of quality and good work within the Volkswagen Group. They explain in Financial Times and collect other German media such as Auto Motor und Sport that investment banks are already putting pressure on Volkswagen’s management to slim down its portfolio. And those indicated are clear: Ducati and Lamborghini. Now that we can To understand why Lamborghini and Ducati would be in the spotlight, the British economic media and the German motor media point to one name: Everllence. Everllence is a company specialized in the production of large engines for very specific sectors such as maritime or energy production. A few days ago the sale of 51% of the company was confirmed in an agreement that was estimated at 7.4 billion euros. A maneuver that, apparently, has been received with very good words by the rest of the Volkswagen Group investors. And the idea, therefore, is to continue. Although they are two of the great jewels of the automobile conglomerate, Ducati and Lamborghini are also attractive in the eyes of a potential buyer. The main incentive for their purchase is that these are companies that obtain enormous economic performance from their products, which establishes part of the future success for whoever is willing to buy the company and, above all, increases the sales value that the German group can obtain. The possible sale of Ducati, in fact, It was already put on the table in 2017 but for now he is still part of the company. In this case, the colleagues explain Motorpassion Motorcycle It would be a sale of the company. In the case of Lamborghini, an IPO would be contemplated. The movement, evidently, would have the intention of raising funds to strengthen the restructuring that the company has advanced. A few weeks ago, the Volkswagen Group already divested itself of Bugatti, a company whose cars require a very high leverage of money since they are vehicles produced by hand in a large part of their process. The company still had a 45% stake in Bugatti through Porsche, after in 2021 it already sold the remaining 55% to the Rimac Group, owners of the car company. super luxury electric cars. In that sale the amount of the operation was not made public but our colleagues from Motorpassion They stated that the figure reached was estimated at around 500 million euros. That investment banks target Ducati and Lamborghini, as we say, is no coincidence. Stellantis, for example, has a problem with Maserati since it is having a very difficult time relaunching the brand but, above all, it is a firm with very little projection in case someone wants to buy it, as explained in the podcast Power Art. And for Volkswagen, getting rid of both companies totally or partially would mean an immediate injection of capital. The question is whether it is a good idea in the long term. In the case of Lamborghini, some models share research and development with Audi such as the Urus and the Q8 or the most recent Audi Nuvolaria spectacular supercar that It exists only because the Lamborghini Temerario already existed. That is to say, Lamborghini is intricate within the rest of the Volkswagen group, it is not like Bugatti which in many cases walked a path parallel to that of the rest of the company. For the Germans, the Italian firm is more than just very high profit margins, it is a test bed and a breath of fresh air for stagnant companies like Audi. Photo | Ducati and Audi In Xataka | You buy a “European car”, you receive Chinese technology: more and more brands from the old continent refit Asian vehicles

Five years ago, they said that Volkswagen was “the new Nokia.” Today it is the leader in electric vehicles in Europe while Tesla stagnates

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The era of traditional car manufacturers is over. We have to avoid being a new Nokia It was January 2020 and we were not very aware of what was coming our way when Herbert Diess, then CEO of the Volkswagen Group, pointed to another apocalypse. Specifically, that of traditional manufacturers in the face of the emergence of the electric car. Tesla was the reference when the top leader of the German firm spoke about his own company as if it were about to fall into ostracism. Today, six years later, the Volkswagen Group sells one in four electric cars in Europe. Two other companies have already passed Tesla. And a China looms on the horizon. How we have changed. IF you want to understand how much and how the electric car has grown in Europe you just have to take a look at how was the market five years ago. In 2020the best-selling electric car was the Renault Zoe, which reached close to 100,000 units on the market. It was followed by the Tesla Model 3, which was close to 88,000 units and already had a 6% market share. By then, the Tesla Model Y, which would soon become the best-selling electric car in Europe and the world (even including combustion ones), had not yet arrived. Of the 10 best-selling electric vehicles, the Volkswagen Group had three classifieds that barely added up 9% market share. In those days, Tesla seemed like the benchmark. A brand with a single model had managed to sneak into the top 10 best-selling electric cars. The first large mass electric SUV had not arrived. And even the leaders of Volkswagen feared for the future of their own company. The new Nokia. “The era of the classic car manufacturers is over. This is probably the most difficult challenge that Volkswagen has ever faced,” said Herbert Diess in January 2020 in statements reported by Reuters. And he put the finishing touch, if Volkswagen did not advance quickly it would become “the new Nokia.” The company embarked on a launch plan to put electric cars on the market at full speed. Along the way he started a questionable plan in which it was reached develop a single platform for two cars that arrived with enormous delay. And Cariad, which should have been a company of key software development for the brand, was unable to give them software up to par. In the years to come, Tesla ate up much of the European market although its relevance plummeted since last year. In 2022 Its market share among electric vehicles remained at 13%. In 2023 shot up to 18% and in 2024 it remained at 17%. The big fall came with 2025 in which it remained at just 8%. And things aren’t looking better this year. Overcome. In the first quarter of 2026, Tesla appears to have remained somewhat stagnant as more and more companies begin to add electric vehicles to the market. The Tesla Model Y continues to lead sales and the Tesla Model 3 is the third best-selling electric car in Europe. But electric sales have skyrocketed in Europe and Elon Musk’s people are not taking full advantage. In the first quarter of the year, have been sold in the European Union 546,937 electric cars, 32% more than in the same period in 2025. And the market share now almost reaches 20%, some four points above the figures from twelve months ago. In that period, Tesla has increased its overall market share from 1.3% to 2.0% and among electrics it has risen to just above 10%. However, traditional companies are pushing hard. The Volkswagen Group, which has added the arrival of more affordable cars like the Skoda Elroq (among the three best sellers in Europe) and has renewed a large part of the fleet it already had under its own brand sales have skyrocketed. And Stellantis or Hyundai/Kia threaten to overtake Tesla. BYD is also among the best sellers in Europe. Carefully. When taking European sales data, some care must be taken and it is preferable to make readings by quarter. And Tesla continues to have an enormous dependence on registrations in the last month of each quarter. The transition from March to April is a good example of this. And, as we said, in March Tesla marked a 10% market share among electric vehicles but in April there are already records (in the absence of those from ACEA) that lThey leave you at 8.9%. These fluctuations are more than common but they show that Tesla continues to be irregular in its month-to-month growth. The same as almost always. Despite the fluctuations, the truth is that Tesla has not managed to capitalize on the increase in electric sales as expected. Elon Musk himself anticipated global sales of 20 million units impossible things that seem very difficult to achieve, if not impossible. The company has been working to put smaller and more accessible models of the Model Y and Model 3 on the market with which to face the arrival of new launches from traditional brands. That has not happened and along the way they are being eaten up by those companies that were said to be “the new Nokia.” Furthermore, they have to face the arrival of a BYD that has burst in force. The Chinese company is already among the 10 manufacturers that sell the most electric vehicles in Europe and its deployment is in full takeoff ramp. Additionally, their success with plug-in hybrids is helping them raise awareness of the brand. For example (and although their plug-in hybrids are taken into account here), in the first quarter they sold 50,646 units in Europe, compared to 18,782 units in the same period of 2025. Photo | Carter Baran and Aidan Hancock In Xataka | Tesla wanted to make 20 million cars in 2030. The reality in 2025 is that Tesla has crashed and BYD is already leading

Volkswagen has hope to make electric cars cheaper: sodium batteries

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Sodium-ion technology It has been promising for years without ever taking off. Gotion High-Tech, a Chinese company in which Volkswagen is its largest individual shareholder, has just taken the most serious step to date: for its own brand of sodium batteries to have a product ready to be manufactured at scale. An evolution is urgently needed. Lithium-ion batteries They have been dominating for decades the energy storage and mobility sector but they have an underlying problem that more and more companies want to tackle: lithium is a geographically concentrated resource, with fragile supply chains and dependent on a few countries. Sodium, on the other hand, is one of the most abundant elements on the planet. If sodium-ion technology reaches competitive energy densities and can be manufactured on a large scale, the game changes. And that is precisely what Gotion has in mind. Production-ready batteries. At its 15th Global Technology Conference, the company introduced the Gnascent brandwhich groups three versions of sodium-ion battery designed for specific applications, not a single multipurpose cell. The brand already has production lines ready in Tangshan and Hefei, China, and they are on the order of gigawatt-hours. Three versions. Each Gnascent variant targets a different niche: High energy: reaches 261 Wh/kg, 60% more than conventional sodium batteries. It is designed for light electric vehicles and drones for commercial use, where weight is a critical factor. Power: with 162 Wh/kg, it supports discharge at temperatures down to -50 °C. Its target market is commercial vehicles and equipment in extreme cold regions, where the performance of lithium batteries drops dramatically. Energy storage: with 180 Ah per cell and more than 20,000 useful life cycles, it maintains 88% of its capacity at -40 °C. The company claims to have passed penetration tests with 8 mm nails and heating to 400 °C without ignition. It can become a serious option for network installations and industrial use. What your technology is about. Just like account The company, Gnascent is backed by more than 90 patents covering cathode materials (sheet oxides, polyanions and sodium-manganese-iron pyrophosphate), hard carbon anodes and electrolyte additives. On the other hand, its anode-less design reduces material costs while increasing energy density. Who is behind. Gotion High-Tech, founded in 2006 and headquartered in Hefei, has Volkswagen Group as its largest shareholder. At the end of 2025, the company had a cumulative production capacity of 400 GWh and 20 manufacturing bases spread around the world. Just like share According to CarNewsChina, in the Chinese market it is the third supplier of batteries for electric vehicles, only behind CATL and BYD, with a share of 6.6%. Who climbs it first and best?. Gotion is not the only one on this path. CATL and BYD too are accelerating their own sodium ion programswhich points to a broader strategy in which this chemistry is the protagonist and ends up becoming a real alternative to lithium. And now what. For the moment, Gotion wants to enter the large-scale energy storage segment through Gnascent. That is electrical networks, industrial facilities or residential use, complementing with smaller markets such as two-wheeled vehicles. It only remains to be seen if the strategy ends up being given the green light and if more companies choose to consider this option in the near future. Cover image | Gotion High-Tech and Volkswagen In Xataka | Putting pistachio in everything has a limit. Or not: Córdoba already makes batteries with its shells

Volkswagen is going to eliminate 50,000 jobs by 2030: it is the price it pays for having fallen asleep

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The German giant closed 2025 with the worst result in almost a decade. It is no wonder, because right now Volkswagen is in the middle of several open fronts, among them China’s pressure and USAwave transition to electricwhere it is putting special focus. But the context has not been the only reason. The blow in figures. The Group had a profit of 6.4 billion euros in 2025, 44% less than the previous year. In fact, it is the lowest since 2016, the year of the diesel scandal. Total revenue remained stable at around €322 billion, but operating profit fell almost by half to €8.9 billion. On the other hand, the group’s operating margin stood at 2.8%. Why is this happening? Context doesn’t help, but it’s not just context either. Volkswagen has had structural problems for years that the current crisis has amplified: your internal software it is expensive and slow; China, its largest market, it slips out of your hands; The Trump administration’s tariffs hit its sales in the US and Europe is buying fewer cars than before the pandemic, specifically some two million fewer vehicles per year than in pre-pandemic. In Xataka The electric car revolution has an absolute winner: the Chinese battery giant is becoming more and more giant The adjustment plan. Oliver Blume, CEO of the group, communicated in his annual letter to shareholders that “in total, around 50,000 jobs will be eliminated before 2030 in the Volkswagen Group in Germany.” The cut exceeds 35,000 positions that had already been agreed with the unions at the end of 2024 within the restructuring pact ‘Zukunft Volkswagen’ (The future of Volkswagen). This agreement, signed with the IG Metall union and the works council, prohibits the reduction of staff and guarantees employment until the end of the decade, but in exchange it freezes salaries in 2025 and 2026 and reduces productive capacity by 734,000 units per year. The company estimates that these measures can generate up to €15 billion in annual savings by 2030. The additional 15,000 positions now announced come from brands such as Audi and Porsche, and software subsidiary CARIAD. What’s wrong with China. Volkswagen was the best-selling manufacturer in China for decades. In 2024 lost that position to BYD; in 2025 it fell to third place, also surpassed by Geely. The group’s total sales in the country fell 8% in 2025, and those of electric vehicles plummeted more than 44%. To answer, the group works with XPeng on a specific electrical architecture for the Chinese market, the CEA platform, which is now ready for series production. Blume described the process as transforming “an idea into cutting-edge architecture in just 18 months.” {“videoId”:”x9tnvi4″,”autoplay”:false,”title”:”Why YOUR NEXT CAR WILL SURELY BE CHINESE”, “tag”:”Webedia-prod”, “duration”:”614″} The software problem. One of the group’s most expensive burdens has been CARIAD, its internal software division in which it invested around 12 billion euros without the expected results. The group has pivoted, with CARIAD now primarily managing external alliances. The most important is the one it maintains with Rivian, the American manufacturer of electric vehicles, in which Volkswagen has committed 5.8 billion dollars. Rivian’s technology, its zonal architecture and its software, will debut in the VW ID.1scheduled for 2027. Last week, Rivian CFO Claire McDonough told investors that the relationship is “very strong” and that work is progressing faster than VW could have done alone. In Xataka Renault has encountered a problem: it does not know how to grow. And he believes that his solution is to become premium Porsche, the other source of tension. The Stuttgart brand, usually the most profitable of the group, has also been affected. Its commitment to electric power has cost it nearly 4.7 billion euros, a figure that has practically absorbed its entire operating profit. Sales in China have also suffered. What’s coming now? “We can only achieve this if we continue to rigorously reduce costs. That is what we will focus on in the coming months,” counted the group’s CFO, Arno Antlitz. The group also is studying cuts of 20% in the costs of all its brands before the end of 2028. However, there are signs of improvement: the fourth quarter of 2025 was better than the previous ones, and the group foresees an operating margin of between 4% and 5.5% for 2026. Cover image | Volkswagen In Xataka |Renault wants to become bigger than ever before 2030. And to achieve this they are going to copy the philosophy of the Chinese brands (function() { window._JS_MODULES = window._JS_MODULES || {}; var headElement = document.getElementsByTagName(‘head’)(0); if (_JS_MODULES.instagram) { var instagramScript = document.createElement(‘script’); instagramScript.src=”https://platform.instagram.com/en_US/embeds.js”; instagramScript.async = true; instagramScript.defer = true; headElement.appendChild(instagramScript); – The news Volkswagen is going to eliminate 50,000 jobs by 2030: it is the price it pays for having fallen asleep was originally published in Xataka by Antonio Vallejo .

Volkswagen is going to stop manufacturing the combustion Polo due to new emission regulations

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The future of the Volkswagen Polo will be electric or it will not be. This is what Thomas Schäfer, CEO of Volkswagen, has come to say. The company’s head believes that there is no way to launch a future combustion Polo if emissions requirements do not change. And the European Commission’s proposal changes the situation very little for this type of car. Electric or electric. “Offering new models with a gasoline engine in the size of the Polo and below does not make sense considering future emissions regulations. They would be too expensive for our customers. The future in this segment is electric.” The words are from Thomas Schäfer, CEO of Volkswagen, in an interview with the German media Auto Motor und Sport. In it, the top executive of the brand points out that it makes no sense to launch a new Volkswagen Polo with a combustion engine because the development costs could not be amortized if the car is to be kept at a competitive price. Why does an electric car have less autonomy than advertised? It must be taken into account that the disappearance of the Polo It has already been advanced in 2022 when it was thought that the car would die. Then it was already said that the company was not going to invest money in developing small cars with combustion engines and it seems that the idea remains. The Polo ID. In 2022, Volkswagen was considering eliminating the Polo name. As the years went by and seeing the public’s reception, the company has finally decided to call the electric that comes to occupy this space as Volkswagen ID.Polodiscarding the ID.2 designation finally. At the moment, little is known about the car, other than that it should start at less than 25,000 euros and that will be manufactured in Spain. That and throughout the Volkswagen Group they have the same approach to the combustion car: there will be no new cheap options. Seat, for example, will not launch combustion cars of this size to renew the current Ibiza but it will not do the same with electric until they are cheap enough. The regulations. In his statements Schäfer points to the emissions regulations that Europe has ahead. To start, Volkswagen has until 2027 to record its average emissions of cars sold since this year below 93.6 gr/km of CO2 if you don’t want to incur heavy fines. According to data collected by Motor.esthe Germans had the possibility of receiving more than 1.5 billion euros in fines on the table. These emissions must be halved by 2030 and non-existent by 2035. But hadn’t they changed? At the moment, no. Although everything indicates that there will be subtle changes. However, with the European Commission proposalthose who benefit within the Volkswagen Group are Audi, Porsche or Lamborghini since the cars with combustion engines that can be sold will be very expensive. And the proposal has to be approved by the European Parliament and the Member States (the Council of the EU). However, if it goes ahead, which is most likely, the important changes will be the following: The emissions. To get an idea of ​​the impossibility of complying with these limits by selling small combustion cars, a Volkswagen Polo with a 1.0 three-cylinder engine and 80 HP emits 119 gr/km of CO2. The company would have to sell more than a dozen electric cars to offset each sale of a combustion Polo of this type. Something unthinkable. And small cars are the ones that less profit margin left to a company. That is why the amortization of developments must be achieved by selling a very high volume of cars. If not, the price must be raised and the car is anticompetitive in a part of the market that is more susceptible to price changes. That leaves Volkswagen’s hands tied. The development of a platform for small electric vehicles to comply with emissions regulations has already eaten up money that cannot be invested in launching a new combustion-powered Volkswagen Polo with another stream of money in development included with such a short commercial life ahead. In fact, if Volkswagen does not sell enough electric vehicles He is not even interested in selling the current Volkswagen Polo. On the horns of a dilemma. The biggest problem this leaves us with is that the client finds himself between a rock and a hard place. For a purely technical issue, buying a four-meter electric car can be a very good solution for everyday life. Having a plug at home is perfect and the more kilometers we travel daily, the cheaper it will be for the customer. But the owner of an electric car of this type has a problem when he goes on a trip. And the price savings you are going to pay with discomfort. An electric car of this size is leaving us with versions with batteries of between 40 and 50 kWh to meet the 25,000 euros mark and that leaves us with real autonomy on the road of between 200 and 250 kilometers in the best of cases. This situation is causing the small electric car to not gain enough traction in the market. And if this type of car doesn’t start, the industry has a problem because emissions limits are already on the table and They need to multiply electric sales to comply with the figures that Europe has put on the table. Photo | Volkswagen In Xataka | I went out for a weekend with the Renault 5. This is all that awaits anyone who buys a cheap electric car

Volkswagen has presented its “most intelligent car to date” in China. The trick is that Volkswagen hasn’t done it

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Volkswagen prepares the launch of the ID. UNYX 08an electric SUV developed together with the Chinese firm Xpeng that will hit the market in 2026. For years, Volkswagen enjoyed a large presence in China. However, currently, firms such as Xiaomi or BYD have overtaken them to the right with their proposals and technology. The German group has had no choice but join forces with the Chinese Xpeng to continue competing in this very competitive market. And the greatest exponent of this alliance is this same car of which we are going to tell you all the details. Strategy to come back in China. The German brand has lost positions in this market since 2020, when electric vehicles began their massive expansion in the country. Now it is trying to recover the lost ground against local manufacturers such as BYD and Geely through this technological alliance with Xpengwhich provides its G9 platform and its connectivity and driving assistance systems. Design speed. The ID. UNYX 08 was completed in 30 months, a time that according to Volkswagen It is more than 30% lower than usual. This acceleration responds to what the company calls “Chinese speed”, a concept that reflects its need to adapt to the pace of the local market. The German manufacturer affirms having managed to “fully integrate into China’s automotive ecosystem” thanks to local alliances and its own research and development capabilities. The figures of the new SUV. The vehicle measures 5 meters long, 1,954 meters wide and between 1,672 and 1,688 meters high, with a wheelbase of 3,030 meters. These dimensions exceed those of the Xpeng G9, the model on whose platform it was built. It will be available in two configurations: a 230 kW rear motor or dual motor with 140 kW front and 230 kW rear. will ride LFP batteries from CATL, with a range of more than 700 kilometers according to the CLTC cycle, and will support 800-volt fast charging. Technology at the service of the Chinese driver. The ID. UNYX 08 will incorporate L2++ level driving assistance with the capacity for autonomous operation “from parking to parking” both in the city and on highways. It will also have OTA (Over-the-Air) updates and an artificial intelligence assistant based on advanced language models. Volkswagen presents it as “its most intelligent model to date.” The plan to get back into the fight. This SUV is the first of the two models agreed between Volkswagen and Xpeng in 2023. It will be assembled in collaboration with Anhui Jianghuai Automobile Group, a partner with which Volkswagen created its first joint venture in China in 2017 dedicated exclusively to new energy vehicles. The ID family. UNYX, which already includes the 06 (a compact SUV) and the recently unveiled 07 (an electric sedan), thus expands into the medium-large SUV segment. What’s at stake. For Volkswagen, this launch represents much more than a new product: it is a litmus test on its ability to compete with Chinese manufacturers in its own territory. The Asian market has become the main battlefield of electromobility worldwide, and the German brand needs to demonstrate that it can offer cutting-edge technology without losing its identity. We’ll see if the ID. UNYX 08 convinces drivers in China. If you do so, it will set the course of your strategy in the country. In Xataka | The “made in China” business of the DGT’s V-16 beacons: homologating the same product 24 times and selling it under different brands

Volkswagen has no choice but to look for beans in China

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Volkswagen just announced an investment of more than 200 million dollars to develop its own advanced chips in China. According to the firm, it will have a processing power of between 500 and 700 TOPS (operations per second), and will be specifically designed to power semi-autonomous driving systems in vehicles that the brand manufactures for the Chinese market. Technological claudication. What Volkswagen presents as part of its strategy “In China, for China” It is, in fact, an implicit recognition of its inability to compete on its own in the field of artificial intelligence and automotive software. The German manufacturer has lost ground dramatically in the largest car market in the world: its sales fell from more than 4 million units in 2018 to 2.75 million in 2024, and in 2023 it lost its throne as the best-selling brand in China at the hands of BYD. Chinese technology as life jacket. The development of the chip will be carried out via Carizona joint venture between Cariad (Volkswagen’s software division) and Horizon Robotics, a Chinese firm specializing in integrated circuits with artificial intelligence. According to declared Frank Han, CEO of Cariad China, the chip will be manufactured with 3-4 nanometer technology and will have a power comparable to Nvidia’s Thor processor, which reaches 700 TOPS. By 2030, 80% of Volkswagen Group vehicles sold in China will be developed with the Chinese electronic architecture (CEA). Delivery of the chip is planned within three to five years. Production separation. Volkswagen is, de facto, dividing its production. In China, customers They demand cars full of technologywith advanced assisted driving systems and permanent connectivity. Local manufacturers such as BYD and Xiaomi have taken the lead in this regard, forcing the Western giants to adapt their strategy or die trying. Besides, chinese regulations They expressly prohibit driving data collected in the country from leaving its borders, making it inevitable that the manufacturer will choose to produce its vehicles in a radically different way than it does in the West. TOhook up with someone who can do what you don’t know. Volkswagen adapting its production to China goes beyond semiconductors. According to mention CNBC, the German brand will be the first customer to use Xpeng’s new semi-autonomous driving system, which the Chinese company presented as superior to Tesla’s Full Self-Driving. Volkswagen has also expanded its collaboration with Xpeng to jointly develop electronic architectures for more models in China. Survival in a fierce market. Volkswagen, like the rest of the manufacturers, is at a point where geopolitical tensions between China and the United States are disrupting semiconductor supply chains. According to account Bloomberg, manufacturers such as Volkswagen, BMW and Honda have recently faced a supply crisis after Beijing will block Nexperia exports in retaliation for the control that the Dutch Government exercised over the Chinese-owned company. Developing your own chips in China is, in part, a strategy to reduce dependence on external suppliers, something essential to survive in a context of growing global technological fragmentation. Two companies in one. Volkswagen now faces the challenge of managing two parallel technological ecosystems: one for China and another for the rest of the world. This also comes with a cost, with more investment, separate teams and the risk of losing synergies. But the alternative is worse. As declared Ralf Brandstätter, president and CEO of VW China, “we are accelerating and deepening the implementation of our ‘In China, for China’ strategy, going beyond localized production to master the core technologies that will shape the mobility of tomorrow.” Volkswagen has understood that it can no longer export its technological model to China, but rather import Chinese technology to survive there. Cover image | Volkswagen In Xataka | 55 years ago, an engineer locked himself in his basement to create a motorcycle with a dog nickname: it was the rebirth of Moto Guzzi

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