#electric motor manufacturers in china

[techdriveplay]

What Percentage of Cars Sold in 2023 Were Electric?

The automotive industry has been rapidly shifting towards electric vehicles (EVs), driven by increasing environmental concerns, technological advancements, and government incentives. The year 2023 marked a significant milestone in this transition. This transition has raised the question: What Percentage of Cars Sold in 2023 Were Electric? Let’s dive into the data to understand the impact and…

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[beardedmrbean]

Big taxes will be imposed on imports of electric vehicles from China to the EU after the majority of member states backed the plans.

The move to introduce tariffs aims to protect the European car industry from being undermined by what EU politicians believe are unfair Chinese-state subsidies on its own cars.

Tariffs on electric cars made in China are set to rise from 10% to up to 45% for the next five years, but there have been concerns such a move could raise electric vehicle (EV) prices for buyers.

The decision, which split EU member states such as France and Germany, risks sparking a trade war between Brussels and Beijing, which has condemned the tariffs as protectionist.

China has been counting on high-tech products to help revive its flagging economy and the EU is the largest overseas market for the country's electric car industry.

Its domestic car industry has grown rapidly over the past two decades and its brands, such as BYD, have begun moving into international markets, prompting fears from the likes of the EU that its own companies will be unable to compete with the cheaper prices.

The EU imposed import tariffs of varying levels on different Chinese manufacturers in the summer, but Friday's vote was to decide if they were implemented for the next five years.

The charges were calculated based on estimates of how much Chinese state aid each manufacturer has received following an EU investigation. The European Commission set individual duties on three major Chinese EV brands - SAIC, BYD and Geely.

EU members were divided on tariffs. Germany, whose car manufacturing industry is heavily dependent on exports to China, was against them. Many EU members abstained in the vote.

German carmakers have been vocal in opposition. Volkswagen says tariffs are "the wrong approach".

However, France, Italy, the Netherlands and Poland were reported to have backed the import taxes. The tariffs proposal could only have been blocked if a qualified majority of 15 members voted against it.

Germany's top industry association, BDI, called on the European Union and China to continue trade talks over tariffs to avoid an "escalating trade conflict".

The European Commission, which held the vote, said the EU and China would "work hard to explore an alternative solution" to the import taxes to address what it called "injurious subsidisation" of Chinese electric vehicles.

China's Commerce Ministry called the decision to impose tariffs "unfair" and "unreasonable", but added the issue could be resolved through negotiations.

The dispute has raised fears among industry groups outside the car sector that they could face retaliatory tariffs from China.

A trade body for the French cognac industry said the French authorities "have abandoned us".

"We do not understand why our sector is being sacrificed in this way."

It said a negotiated solution needed to be found that would "prevent our products from facing a surtax that could exclude them from the Chinese market".

'Serious concerns' over UK sales

Figures show that in August this year, EU registrations of battery-electric cars fell by 43.9% from a year earlier.

In the UK, demand for new electric vehicles hit a new record in September, but orders were mostly driven by commercial deals and by big manufacturer discounts, according to the industry trade body.

The Society of Motor Manufacturers and Traders (SMMT) said firms had "serious concerns as the market is not growing quickly enough to meet mandated targets".

The industry has warned that drivers need better incentives to buy electric to help manufacturers ahead of the planned ban on sales of new petrol and diesel vehicles. Under the Conservative government the deadline for this ban was pushed back to 2035 from 2030, but Labour has pledged to bring it back to 2030.

Car makers are required to meet electric vehicle sales targets. Under the Zero Emission Vehicle (ZEV) mandate, at least 22% of vehicles sold this year must be zero-emission, with the target expected to hit 80% by 2030 and 100% by 2035.

Manufacturers that fail to hit quotas could be fined £15,000 per car.

The bosses of several car companies, including BMW, Ford and Nissan, wrote to Chancellor Rachel Reeves on Friday saying the industry was likely to miss these targets.

They said economic factors such as higher energy and material costs and interest rates had meant electric cars remained "stubbornly more expensive and consumers are wary of investing". The average cost to buy an electric car in the UK is around £48,000.

They said a "lack of confidence" in the UK’s charging infrastructure was another barrier to encourage people to switch to electric.

[rjzimmerman]

Excerpt from this New York Times story:

The federal government will grant car and auto parts factories in eight states $1.7 billion to begin producing electric vehicles and other clean energy technology, the Biden administration announced on Thursday.

Among the 11 recipients will be a Jeep factory in Belvidere, Ill., that the brand’s parent company Stellantis closed last year. The money will allow the plant to reopen and produce electric vehicles, officials said, restoring almost 1,450 jobs.

Other beneficiaries include a factory in Georgia that plans to make Blue Bird electric school buses, a General Motors factory in Michigan that will shift production from gasoline to electric vehicles, and a Harley-Davidson factory in Pennsylvania that will increase production of electric motorcycles.

The funding helps to address fears that electric vehicles will endanger jobs at factories that make gasoline-powered vehicles or parts for internal combustion engines as the industry shifts to E.V.s. To qualify for the money, companies had to commit to retraining their existing workers.

Employees at all of the factories chosen are represented by unions. Officials said they gave priority to communities that suffered disproportionately from pollution or lack of investment.

Several of the factories are in Pennsylvania, Michigan or Georgia, states where narrow margins will determine the outcome of the presidential election. President Biden, in a statement, sought to contrast his industrial policies with those of former President Donald J. Trump.

The funds will preserve 15,000 jobs and create almost 3,000 new ones, Jennifer Granholm, the energy secretary, said on a conference call with reporters on Wednesday. In a reference to China, she said the money will allow the United States to “compete with other countries who were subsidizing their auto industries.”

The awards will draw on funds allocated by the Inflation Reduction Act passed by Democrats in Congress in 2022. The legislation provided subsidies that have fed a boom in construction of electric vehicle factories and battery plants.

[ruixingmotor]

We are a manufacturer of micro motors in Jieyang, Guangdong, China

If you need me, please contact me

e-mail address：3996218207@qq.com

[loanbank]

How to Do a Load Bank Test on a Generator?|EMAX Load Bank

Generators are critical assets for businesses and homes, providing essential backup power during outages. To ensure that a generator will perform as needed during an emergency, it is crucial to conduct regular maintenance and testing. One of the most effective ways to test a generator's performance is through a load bank test. This comprehensive guide will walk you through the steps of performing a load bank test on a generator, ensuring optimal performance and reliability.

What is a Load Bank Test?

A load bank test involves using a device known as a load bank to simulate electrical loads that the generator might encounter during operation. The test ensures the generator can handle its full rated capacity and helps identify any issues that could affect performance. Load bank tests are essential for maintaining the health of standby generators, ensuring they can provide reliable power when needed.

Why Perform a Load Bank Test?

Performing a load bank test has several benefits:

Verification of Performance: Ensures the generator can handle its maximum load without issues.

Identifying Potential Problems: Helps detect issues like wet stacking in diesel generators, which occurs when the engine doesn't reach optimal temperature.

Improved Reliability: Regular testing ensures the generator is reliable and ready for emergencies.

Compliance with Regulations: Some industries require regular load testing to comply with safety and operational regulations.

Types of Load Bank Tests

There are three primary types of load bank tests:

Resistive Load Bank Test: Simulates real-world loads such as lighting and heating. It is the most common type of test.

Reactive Load Bank Test: Simulates loads that include inductive (motors, transformers) and capacitive (capacitors) components.

Combined Load Bank Test: Uses both resistive and reactive loads to simulate the most realistic operating conditions.

Preparation for Load Bank Testing

Before performing a load bank test, follow these preparatory steps:

1. Review Manufacturer Guidelines

Consult the generator’s manual for specific instructions and safety precautions related to load bank testing. Adhering to manufacturer guidelines is crucial to avoid voiding warranties or causing damage.

2. Inspect the Generator

Conduct a thorough visual inspection of the generator. Look for any signs of wear, leaks, or damage. Ensure that the fuel, oil, and coolant levels are adequate and that all connections are secure.

3. Ensure Adequate Ventilation

Load testing generates a significant amount of heat. Ensure that the testing area is well-ventilated to dissipate heat and prevent overheating.

4. Gather Necessary Equipment

Ensure you have the following equipment ready:

Load bank unit

Load cables

Personal protective equipment (PPE)

Monitoring devices (e.g., multimeters, temperature sensors)

Step-by-Step Guide to Performing a Load Bank Test

Step 1: Connect the Load Bank to the Generator

Safety First: Wear appropriate PPE, including gloves and safety glasses.

Shut Down the Generator: Ensure the generator is turned off before making any connections.

Connect Cables: Attach the load bank cables to the generator’s output terminals. Ensure that the connections are secure to prevent arcing or loose connections.

Verify Connections: Double-check all connections to ensure they are tight and correctly aligned.

Step 2: Start the Generator

Start-Up: Follow the standard procedure to start the generator.

Warm-Up Period: Allow the generator to run for a few minutes to reach its normal operating temperature. This helps in accurate load testing.

Step 3: Gradually Apply Load

Incremental Load: Begin by applying a small load incrementally using the load bank. This gradual increase helps prevent sudden surges that could damage the generator.

Monitor Parameters: As you increase the load, continuously monitor the generator’s parameters, such as voltage, current, frequency, and temperature.

Stabilize Each Load Level: Allow the generator to stabilize at each load level for a few minutes. This helps in identifying any potential issues early.

Step 4: Apply Full Load

Full Load Application: Once the generator has stabilized at incremental loads, apply the full rated load. This step is crucial as it tests the generator’s ability to handle its maximum capacity.

Continuous Monitoring: Keep monitoring all critical parameters. Look for any signs of overheating, abnormal vibrations, or unusual noises.

Step 5: Maintain Full Load

Duration: Maintain the full load for a specified duration, typically around 30 minutes to an hour. This duration helps in identifying any long-term issues.

Document Readings: Record all readings and observations during the test. This documentation is valuable for future reference and maintenance planning.

Step 6: Gradually Reduce Load

Incremental Reduction: Gradually reduce the load in small increments until the generator is running without any load.

Cooldown Period: Allow the generator to run without load for a few minutes to cool down gradually.

Step 7: Shut Down and Disconnect

Shutdown Procedure: Follow the standard shutdown procedure for the generator.

Disconnect Cables: Safely disconnect the load bank cables from the generator. Ensure that all connections are secure and the generator is back to its standby mode.

Post-Test Analysis and Maintenance

Review Test Data

Analyze the data collected during the test. Look for any anomalies or deviations from normal operating parameters. Identifying trends or issues early can prevent major problems later.

Inspect Generator

Conduct a post-test inspection of the generator. Look for any signs of stress or damage caused by the load test. Check for leaks, unusual wear, or any other abnormalities.

Perform Necessary Maintenance

Based on the test results and inspection, perform any necessary maintenance. This may include changing filters, topping off fluids, tightening connections, or addressing any identified issues.

Update Maintenance Records

Keep detailed records of the load bank test, including all readings, observations, and maintenance actions taken. This information is crucial for tracking the generator’s performance over time and planning future maintenance.

Safety Considerations

Safety is paramount when performing a load bank test. Here are some key safety considerations:

Follow Manufacturer Guidelines: Always adhere to the generator and load bank manufacturer’s safety instructions.

Use PPE: Wear appropriate personal protective equipment, such as gloves, safety glasses, and hearing protection.

Secure Connections: Ensure all electrical connections are secure and correctly made to prevent electrical hazards.

Monitor Continuously: Never leave the generator unattended during the test. Continuous monitoring is essential to identify and address issues promptly.

Adequate Ventilation: Ensure the testing area is well-ventilated to dissipate heat generated during the test.

Conclusion

A load bank test is an essential part of generator maintenance, ensuring that your generator is capable of handling its full rated capacity and ready to provide reliable backup power during emergencies. By following the steps outlined in this guide, you can perform a load bank test safely and effectively. Regular testing, combined with routine maintenance, will help extend the life of your generator and ensure its reliability when you need it most.

Maintaining detailed records of each load bank test, addressing any identified issues promptly, and adhering to safety protocols will contribute to the long-term performance and reliability of your generator. By investing time and effort into regular load bank testing, you can have peace of mind knowing that your generator is ready to perform at its best when it matters most.

[awesome-casuallyfamouscollector]

Surprise, surprise! Today, I saw such a car manufactured by a Chinese company on the street in Riga... Latvia, May 16, 2024. Source: autorings.lv

It would be a small thing, but a much more interesting discovery was on the dealer's website! It turns out that you can buy Chinese made ICE and electric vehicles completely officially in Latvia. The dealership sells cars made by DFSK, SEVIC, BAIC, SERES, JAC, FORTHING, SWM Motors and DFM...

And, third surprise, these cars made in China are NOT CHEAP...

[allthebrazilianpolitics]

Ford Shuts Down in Brazil, and China’s Top EV Maker Comes to the Rescue

President Lula, seeking an industrial revival, snubs the US and looks to its No. 1 rival.

On Brazil’s east coast, the vast parking lot off Avenida Henry Ford sits empty. Shift workers once packed these spaces, next to a Ford Motor Co. plant that covers 1.8 square miles—an area larger than New York’s Central Park. On a recent weekday, a lone security car patrols its perimeter, the only sign of life.

Allison Barreto Sousa, a Ford maintenance technician for almost two decades, remembers when the company decided two years ago to shut down the plant, along with its entire operations in Brazil. Ford had a final ask: Could Sousa join a crew of 10 to perform the industrial equivalent of the last rites? They’d dismantle, piece by piece, the same equipment they’d once installed and maintained, so it could be packed up and shipped away. Sousa started the work, but memories of colleagues flooded his mind. He just couldn’t do it. “When I got married, I was at Ford. When my children were born, I was at Ford—all my good memories are somehow connected to Ford,” says Sousa, now 39. But then, “out of nowhere, came the silence. I asked not to come back.”

Today, Sousa hopes he can, no thanks to Ford. The new economic power in town is China—and its largest ­electric-vehicle maker, BYD Co. Those initials stand for “Build Your Dreams,” a phrase that very much reflects the hopes of Sousa and hundreds of his idled former co-workers. BYD is wrapping up negotiations with Ford to buy the shut-down factory in Camaçari, about 30 miles north of Salvador, the state capital of Bahia. (Ford says talks are continuing.) When the plant opens as expected later this year, it will be BYD’s most extensive electric-vehicle operation outside Asia.

The resurrection of the former Ford plant represents the grand industrial ambitions of President Luiz Inácio Lula da Silva, widely known as Lula. Much like US President Joe Biden, Lula dreams of spurring a manufacturing renaissance. Both leaders are eager to provide blue-collar jobs that can support middle-class lives, fulfilling campaign promises. But there’s an essential—and, for the US, vexing—difference: Biden aims to maintain an advantage over China in key technologies. Lula, a leftist who took office in January, is looking to China as the country’s benefactor.

Continue reading.

[market-insider]

Zero Friction Coatings Market: Charting the Course for Enhanced Performance and Sustainable Solutions

The global zero friction coatings market size is estimated to reach USD 1,346.00 million by 2030 according to a new report by Grand View Research, Inc. The market is expected to expand at a CAGR of 5.6% from 2022 to 2030. Growth can be attributed to the fact that these coatings reduce friction and wear resulting in low fuel consumption and less heat generation. According to the European Automobile Manufacturers' Association, 79.1 million motor vehicles were produced across the globe in 2021 which was up by 1.3% as compared to 2020. Zero friction coatings can extend the time between component maintenance and replacement, especially for machine parts that are expensive to manufacture.

Zero Friction Coatings Market Report Highlights

In 2021, molybdenum disulfide emerged as the dominant type segment by contributing around 50% of the revenue share. This is attributed to its properties such as low coefficient of friction at high loads, electrical insulation, and wide temperature range

The automobile & transportation was the dominating end-use segment accounting for a revenue share of more than 35% in 2021 due to the rapid growth of the automotive industry across the globe

The energy end-use segment is anticipated to grow at a CAGR of 5.7% in terms of revenue by 2030, owing to the excessive wear on the drill stem assembly and the well casing during the drilling operations in the oil and gas sector

In Asia Pacific, the market is projected to witness the highest CAGR of 5.8% over the predicted years owing to the presence of car manufacturing industries in the countries such as Japan, South Korea, and China

For More Details or Sample Copy please visit link @: Zero Friction Coatings Market Report

Several applications in the automobile industry use wear-resistant plastic seals that require zero tolerance for failure and lifetime service confidence. Increasing demand for the product from the automotive industry across the globe for various applications including fuel pumps, automatic transmissions, oil pumps, braking systems, and others is expected to drive its demand over the forecast period.

Low friction coatings can be used in extreme environments comprising high pressure, temperatures, and vacuums. These coatings can provide improved service life and performance thereby eliminating the need for wet lubricants in environments that require chemicals, heat, or clean room conditions. The product containing molybdenum disulfide (MoS2) are suitable for reinforced plastics while those free from MoS2 are suitable for non-reinforced plastics.

Zero friction coatings are paint-like products containing submicron-sized particles of solid lubricants dispersed through resin blends and solvents. The product can be applied using conventional painting techniques such as dipping, spraying, or brushing. The thickness of the film has a considerable influence on the anti-corrosion properties, coefficient of friction, and service life of the product. Its thickness should be greater than the surface roughness of the mating surfaces.

ZeroFrictionCoatingsMarket #FrictionlessTechnology #CoatingInnovations #IndustrialEfficiency #ZeroFrictionSolutions #AdvancedMaterials #SurfaceCoatings #ManufacturingAdvancements #GlobalIndustryTrends #InnovativeCoatings #PerformanceOptimization #MechanicalSystems #SustainableTechnology #IndustrialApplications #FutureTech #InnovationInMaterials #EfficiencySolutions #ZeroFrictionMarket #TechnologyInnovation #EngineeringMaterials

[exportimportproducts]

Export Import Products List

Exporting and importing products is a major part of the global economy. In 2022, the value of global merchandise trade was over $28 trillion. This means that businesses and consumers all over the world are exchanging goods and services on a massive scale.

There are a wide variety of products that are exported and imported, but some of the most common include:

Agricultural products: This category includes food crops, such as wheat, rice, and corn, as well as livestock and animal products, such as meat, dairy, and eggs.

Chemicals: This category includes a wide range of products, such as petrochemicals, pharmaceuticals, and fertilizers.

Electrical machinery and equipment: This category includes products such as generators, motors, and computers.

Food and beverages: This category includes processed foods and drinks, as well as fresh produce.

Machinery and equipment: This category includes products such as machine tools, engines, and construction equipment.

Manufactured goods: This category includes a wide range of products, such as textiles, clothing, and electronics.

Minerals and fuels: This category includes products such as crude oil, natural gas, and coal.

Other goods: This category includes products that do not fall into any of the other categories, such as furniture and toys.

Textiles and clothing: This category includes products such as yarn, fabric, and garments.

Transport equipment: This category includes products such as cars, trucks, and airplanes.

The specific products that are exported and imported vary from country to country. For example, the United States is a major exporter of agricultural products, machinery, and equipment, while China is a major exporter of manufactured goods and electronics.

Factors to Consider When Choosing Export Import Products

There are a number of factors that businesses should consider when choosing which products to export or import. These factors include:

Demand: Is there a strong demand for the product in the target market?

Competition: How much competition is there for the product in the target market?

Profitability: Is the product profitable to export or import?

Regulations: Are there any regulations that restrict the export or import of the product?

Logistics: How will the product be transported to and from the target market?

Benefits of Exporting and Importing Products

There are a number of benefits to exporting and importing products. For businesses, exporting can help to increase sales and profits, and it can also help to diversify the business's customer base. Importing can help businesses to access products that are not available domestically, and it can also help businesses to reduce costs.

For consumers, exporting and importing can help to lower prices and increase the availability of goods. For example, consumers in the United States can buy fresh produce from all over the world, and they can also buy electronics and other manufactured goods at lower prices because of imports.

Conclusion

Exporting and importing products is a vital part of the global economy. It helps businesses to grow and consumers to save money. If you are considering starting an export import business, there are a number of resources available to help you get started.

[dontmeantobepoliticalbut]

Gov. Glenn Youngkin’s decision to halt plans for a $3.5 billion Ford Motor Co. battery plant over his concerns about Chinese influence cost one of the poorest areas of Virginia a reported 2,500 jobs with potential for more.

If Ford finalized the project, the plant would have gone in the Southern Virginia Mega Site at Berry Hill in Pittsylvania County. More than $200 million has been spent over 15 years to make Berry Hill a premier site and the largest publicly owned site in the Southeast. The plant would have built lithium iron phosphate batteries for Ford’s electric vehicles.

The location still has no tenant, however, after Youngkin intervened in late December to stop plans for the plant in Virginia because of its partnership with Chinese company Contemporary Amperex Technology. Youngkin first publicly discussed his decision after giving his State of the Commonwealth address on Wednesday.

Local officials said they could not comment on the situation because of a nondisclosure agreement, which is standard in such economic development projects. But Democratic state lawmakers slammed Youngkin, saying he put national politics in front of thousands of jobs in Southside Virginia. (Youngkin is considering a run for president in 2024.)

“During his campaign, the Governor made a promise to bring economic development and manufacturing jobs to our communities that are struggling — especially in rural Virginia — to attract industries that offer competitive wages,” wrote Sen. Ghazala Hashmi, D-Chesterfield, in an email on Monday. “The Governor’s decision to pull Virginia out of the competition for the new Ford facility puts the Commonwealth at a severe disadvantage.”

Sen. Scott Surovell, D-Fairfax, said in an interview that “to deny [people in the community] jobs because you’re in last place in Republican presidential primaries [is] gubernatorial malpractice.”

“I mean, this is clearly just obvious to me that the Governor’s in some kind of out-China-bashing-contest with [Florida Gov. Ron] DeSantis and Governor Greg Abbott out of Texas,” he added.

DeSantis and Abbott have been among a crowd of Republican politicians who may run for president in 2024.

Youngkin spokeswoman Macaulay Porter said in an email for this story: “While Ford is an iconic American company, it became clear that this proposal would serve as a front for the Chinese Communist party, which could compromise our economic security and Virginians’ personal privacy."

“Virginians can be confident that companies with known ties to the Chinese Communist Party won’t receive a leg up from the Commonwealth’s economic incentive packages. When the potentially damaging effects of the deal were realized, the plant proposal never reached a final discussion stage.”

The employees of the plant would have been Ford employees. Representatives of Ford and CATL first began visiting the site in the fall. Ford also has considered Michigan for the plant.

Republicans who represent Southside Virginia in the General Assembly — Del. Danny Marshall of Danville, Sen. Frank Ruff of Mecklenburg and Sen. Bill Stanley of Franklin County — did not respond to a chance to comment on Monday.

“I’m unable to speak publicly about unannounced economic development projects,” said Lee Vogler, chair of the Danville-Pittsylvania Regional Industrial Facility Authority and a member of the Danville City Council.

“As RIFA chairman, I am committed to working with all of our partners, locally and at the state level, on recruiting industries to our region, including at the Southern Virginia Mega Site.”

The roughly 3,500-acre megasite at Berry Hill is owned by the Danville-Pittsylvania Regional Industrial Facility Authority, a joint entity involving both Danville and Pittsylvania County.

City and county officials hope to attract major industries that would bring thousands of jobs to the site. They are hoping to land a large deal that would transform the economic fabric of the area, which has lost its furniture, textiles and tobacco industries and is focused on advanced manufacturing.

The authority has owned the park for nearly 15 years, and no industry has located there yet.

The state nearly landed a $5.5 billion Hyundai plant at the site last year that would have brought 8,500 jobs to the region. The plant opted to locate in Georgia, where it was called the largest economic development plan in Georgia history.

On Monday, Youngkin’s office announced an additional $90 million in grants to develop industrial sites in Virginia, including $1.5 million for the still-empty Berry Hill site.

Youngkin’s interest in the Chinese Communist Party follows public statements by DeSantis about the nation with the world’s second-largest economy.

“From server farms to farmland, the Communist Party of China has been worming its way into our nation’s data storage systems and buying up tracts of land near sensitive national security sites,” DeSantis said in September. “By prohibiting the purchase of lands, state contracts with Chinese technology firms, and the infiltration of CCP-affiliated groups such as Confucius Institutes, Florida is leading the way to protect our nation from international foes.”

In his State of the Commonwealth address last week, Youngkin called on the General Assembly to forbid Chinese Communist Party-affiliated entities from buying farmland in Virginia. The Governor’s office could provide no instance of this already happening.

In December, he forbid state employees from accessing the Chinese-owned apps TikTok and WeChat on state-issued phones.

Meanwhile, Surovell is concerned about economic repercussions for future developments after the details of the Ford deal were relayed to the right-wing outlet Daily Caller last month despite the nondisclosure agreements surrounding it.

“Companies ask economic development authorities to sign nondisclosure agreements because they don’t want these types of projects turned into political footballs,” Surovell said. “They want confidentiality so they can negotiate in good faith. I think this is going to result in some real harm to Virginia’s business reputation and ability to attract major investment.”

Hashmi shared that concern. “Other business and industry partners may second guess their consideration of Virginia if the Governor makes decisions such as these that are based on politics rather than effective policy.”

[mariacallous]

For now, Alex Lagetko is holding on to his Tesla stocks. The founder of hedge fund VSO Capital Management in New York, Lagetko says his stake in the company was worth $46 million in November 2021, when shares in the electric carmaker peaked at $415. 

Since then, they have plunged 72 percent, as investors worry about waning demand, falling production and price cuts in China, labor shortages in Europe, and, of course, the long-term impact of CEO Elon Musk’s $44 billion acquisition of Twitter. After announcing his plans to buy the platform in April, Musk financed his acquisition with $13 billion in loans and $33 billion in cash, roughly $23 billion of which was raised by selling shares in Tesla. 

“Many investors, particularly retail, who invested disproportionately large sums of their wealth largely on the basis of trust in Musk over many years were very quickly burned in the months following the acquisition,” Lagetko says, “particularly in December as he sold more stock, presumably to fund losses at Twitter.”

Lagetko is worried that the leveraged buyout of Twitter has left Tesla exposed, as interest payments on the debt Musk took on to fund the takeover come due at the same time as the social media company’s revenues have slumped.

But Tesla stock was already falling in April 2022, when Musk launched his bid for Twitter, and analysts say that the carmaker’s challenges run deeper than its exposure to the struggling social media platform. Tesla and its CEO have alienated its core customers while its limited designs and high prices make it vulnerable to competition from legacy automakers, who have rushed into the EV market with options that Musk’s company will struggle to match.

Prior to 2020, Tesla was essentially “playing against a B team in a soccer match,” says Matthias Schmidt, an independent analyst in Berlin who tracks electric car sales in Europe. But that changed in 2020, as “the opposition started rolling out some of their A squad players.”

In 2023, Tesla is due to release its long-awaited Cybertruck, a blocky, angular SUV first announced in 2019. It is the first new launch of a consumer vehicle by the company since 2020. A promised two-seater sports car is still years away, and the Models S, X, Y, and 3, once seen as space-age dynamos, are now “long in the tooth,” says Mark Barrott, an automotive analyst at consultancy Plante Moran. Most auto companies refresh their looks every three to five years—Tesla’s Model S is now more than 10 years old.

By contrast, this year Ford plans to boost production of both its F-150 Lighting EV pick-up, already sold out for 2023, and its Mustang Mach-E SUV. Offerings from Hyundai IONIQ 5 and Kia EV6 could threaten Tesla’s Model Y and Model 3 in the $45,000 to $65,000 range. General Motors plans to speed up production and cut costs for a range of EV models, including the Chevy Blazer EV, the Chevy Equinox, the Cadillac Lyric, and the GMC Sierra EV. 

While Tesla’s designs may be eye-catching, their high prices mean that they’re now often competing with luxury brands. 

“There is this kind of nice Bauhaus simplicity to Tesla’s design, but it’s not luxurious,” says David Welch, author of Charging Ahead: GM, Mary Barra, and the Reinvention of an American Icon. “And for people to pay $70,000 to $100,000 for a car, if you’re competing suddenly with an electric Mercedes or BMW, or a Cadillac that finally actually feels like something that should bear the Cadillac name, you’re going to give people something to think about.”

While few manufacturers can compete with Tesla on performance and software (the Tesla Model S goes to 60 mph in 1.99 seconds, reaches a 200-mph top speed, and boasts automatic lane changing and a 17-inch touchscreen for console-grade gaming), many have reached or are approaching a range of 300 miles (480 km), which is the most important consideration for many EV buyers, says Craig Lawrence, a partner and cofounder at the investment group Energy Transition Ventures.

One of Tesla’s main competitive advantages has been its supercharging network. With more than 40,000 proprietary DC fast chargers located on major thoroughfares near shopping centers, coffee shops, and gas stations, their global infrastructure is the largest in the world. Chargers are integrated with the cars’ Autobidder optimization & dispatch software, and, most importantly, they work quickly and reliably, giving a car up to 322 miles of range in 15 minutes. The network contributes to about 12 percent of Tesla sales globally.

“The single biggest hurdle for most people asking ‘Do I go EV or not,’ is how do I refuel it and where,” says Loren McDonald, CEO and lead analyst for the consultancy EVAdoption. “Tesla figured that out early on and made it half of the value proposition.”

But new requirements for funding under public charging infrastructure programs in the US may erode Tesla’s proprietary charging advantage. The US National Electric Vehicle Infrastructure Program will allocate $7.5 billion to fund the development of some 500,000 electric vehicle chargers, but to access funds to build new stations, Tesla will have to open up its network to competitors by including four CCC chargers.

“Unless Tesla opens up their network to different charging standards, they will not get any of that volume,” Barrott says. “And Tesla doesn’t like that.”

In a few years, the US public charging infrastructure may start to look more like Europe’s, where in many countries the Tesla Model 3 uses standard plugs, and Tesla has opened their Supercharging stations to non-Tesla vehicles. 

Tesla does maintain a software edge over competitors, which have looked to third-party technology like Apple’s CarPlay to fill the gap, says Alex Pischalnikov, an auto analyst and principal at the consulting firm Arthur D. Little. With over-the-air updates, Tesla can send new lines of code over cellular networks to resolve mechanical problems and safety features, update console entertainment options, and surprise drivers with new features, such as heated rear seats and the recently released full self-driving beta, available for $15,000. These software updates are also a cash machine for Tesla. But full self-driving features aren’t quite as promised, since drivers still have to remain in effective control of the vehicle, limiting the value of the system.

A Plante Moran analysis shared with WIRED shows Tesla’s share of the North American EV market declining from 70 percent in 2022 to just 31 percent by 2025, as total EV production grows from 777,000 to 2.87 million units.

In Europe, Tesla’s decline is already underway. Schmidt says data from the first 11 months of 2022 shows sales by volume of Volkswagen’s modular electric drive matrix (MEB) vehicles outpaced Tesla’s Model Y and Model 3 by more than 20 percent. His projections show Tesla’s product lines finishing the year with 15 percent of the western European electric vehicle market, down from 33 percent in 2019.

The European Union has proposed legislation to reduce carbon emissions from new cars and vans by 100 percent by 2035, which is likely to bring more competition from European carmakers into the market. 

There is also a growing sense that Musk’s behavior since taking over Twitter has made a challenging situation for Tesla even worse.

Over the past year, Musk has used Twitter to call for the prosecution of former director of the US National Institute of Allergy and Infectious Diseases Anthony Fauci (“My pronouns are Prosecute/Fauci”), take swings at US senator from Vermont Bernie Sanders over government spending and inflation, and placed himself at the center of the free speech debate. He’s lashed out at critics, challenging, among other things, the size of their testicles. 

A November analysis of the top 100 global brands by the New York–based consultancy Interbrand estimated Tesla’s brand value in 2022 at $48 billion, up 32 percent from 2021 but well short of its 183 percent growth between 2020 and 2021. The report, based on qualitative data from 1,000 industry consultants and sentiment analysis of published sources, showed brand strength declining, particularly in “trust, distinctiveness and an understanding of the needs of their customers.”

“I think [Musk’s] core is rapidly moving away from him, and people are just starting to say, ‘I don’t like the smell of Tesla; I don’t want to be associated with that,’” says Daniel Binns, global chief growth officer at Interbrand.

Among them are once-loyal customers. Alan Saldich, a semi-retired tech CMO who lives in Idaho, put a deposit down on a Model S in 2011, before the cars were even on the road, after seeing a bodiless chassis in a Menlo Park showroom. His car, delivered in 2012, was number 2799, one of the first 3,000 made.

He benefited from the company’s good, if idiosyncratic, customer service. When, on Christmas morning 2012, the car wouldn’t start, he emailed Musk directly seeking a remedy. Musk responded just 24 minutes later: “...Will see if we can diagnose and fix remotely. Sorry about this. Hope you otherwise have a good Christmas.”

On New Year’s Day, Joost de Vries, then vice president of worldwide service at Tesla, and an assistant showed up at Saldich’s house with a trailer, loaded the car onto a flatbed, and hauled it to Tesla’s plant in Fremont, California, to be repaired. Saldich and his family later even got a tour of the factory. But since then, he’s cooled on the company. In 2019, he sold his Model S, and now drives a Mini Electric. He’s irritated in particular, he says, by Musk’s verbal attacks on government programs and regulation, particularly as Tesla has benefited from states and federal EV tax credits.

“Personally, I probably wouldn’t buy another Tesla,” he says. “A, because there’s so many alternatives and B, I just don’t like [Musk] anymore.”

[f1]

The project has really taken off Audi reveal plans to test new F1 engine by end of the year

Audi have provided an update on the busy preparations behind their upcoming Formula 1 entry as part of a presentation at the Auto Shanghai exhibition, with key stakeholders in attendance. Audi announced at last year’s Belgian Grand Prix that they will join the F1 grid when new engine regulations – featuring increased electrical power and 100% sustainable fuels – are introduced for the 2026 season. READ MORE: Sauber to become Audi works F1 team from 2026 Shortly afterwards, the German manufacturer set out plans to join forces with Sauber in a move that will see the Swiss operation – currently racing as Alfa Romeo and using Ferrari power units – become their works outfit. While behind-the-scenes efforts gather pace, Audi headed to China to present the project in the Asian market, taking their launch livery showcar along for the journey and unveiling the motto ‘F1 Power made in Germany’. In an accompanying press release, Audi confirmed that their first full hybrid drivetrain unit, comprising a combustion engine, electric motor, battery and electronic control unit, is scheduled to run on the test bench before the end of this year – forming the basis for the future vehicle concept. Audi’s eye-catching launch livery as seen on an F1 showcar Audi’s eye-catching launch livery as seen on an F1 showcar There are also plans for the dynamic development simulator at Audi’s Neuburg facility to be brought up to F1 standards and “further advance the development of the Audi power unit”. Meanwhile, the newly-formed Audi Formula Racing GmbH division now boasts more than 260 specialists, with the core of the development team featuring experienced Audi Sport and Audi employees who hold diverse expertise in electric motorsport. READ MORE: Sauber declare ‘important milestone’ as Audi acquire minority stake ahead of F1 entry Existing employees are being joined by F1 specialists who were sourced externally to strengthen the team, with Audi expecting the hiring process to be completed by the end of the year and staff numbers to have reached more than 300. Alongside this, Audi’s Competence Center Motorsport will be expanded for the F1 project, including the installation of additional test rigs in a new building with a floor area of around 3,000 square metres – a modular design allowing them to be put into operation before the space is fully finished in early 2024. Audi CEO Markus Duesmann during the Audi press conference at Auto Shanghai 2023 Audi’s F1 launch livery on show during the brand’s press conference at Auto Shanghai 2023 “Motorsport is an integral part of our DNA,” said Markus Duesmann, Chairman of the Board of Management of AUDI AG, at Auto Shanghai. “We are convinced that our Formula 1 commitment will strengthen Audi’s sporting focus. The racing series is continuously increasing its global reach, especially among young target groups and in our most important sales market: China.” BARRETTO: How Sauber are preparing for Audi’s arrival – and keeping the pressure on in the midfield battle Oliver Hoffmann, Member of the Board of Management for Technical Development at AUDI AG, added: “The Audi Formula 1 project has really taken off in recent months. In the ongoing concept phase of the power unit, the foundation of our drivetrain for 2026 is being laid today. “We attach great importance to detail work, for example on materials or manufacturing technologies, and we also focus on topics such as the energy management of the hybrid drivetrain. “After all, efficiency is a key success factor for Formula 1 and the mobility of the future, [and] these approaches will advance both worlds.” via Formula 1 News https://www.formula1.com

[tatatechnologies]

Celebrating India’s EV Journey

Today is World EV Day. The day is observed every year with special awareness campaigns being organized globally to educate people about the benefits of electric vehicles.

While China is the world’s largest EV market, India is the second largest and most promising. Driven by incentives by the Centre and the states, the adoption of EVs is gaining momentum. India’s EV sector is attracting increasing investments in battery technology, charging infrastructure and product options. Some of the biggest brands in the EV space include Tata Nexon in cars, the Mahindra Treo in three-wheelers and Hero Electric and Ola in scooters. In addition, there are a whole lot of startups that are working on various aspects of the EV eco-system.

In this article, Autocar Professional takes you through India’s EV landscape with leaders in the segment commenting on sustainable mobility and a zero-emission future.

Meanwhile, a recent study by Castrol study has highlighted key insights on EV readiness for markets, carmakers, and consumers. Its global survey ‘Switching ON the rEVolution’ covering 10,000 consumers and 100 leaders from car manufacturers in 10 key global markets, including India suggests that 44 percent of consumers surveyed in India are considering an EV for their next vehicle purchase while 55 percent are still considering an ICE vehicle.

Shailesh Chandra, MD, Tata Motors Passenger Vehicles and Tata Passenger Electric Mobility

World EV Day is indeed a special day for us, as we look back and reflect on our journey so far. We are proud to lead the EV market in India, with a lion’s share of 88 percent. As early entrants, we have shaped the market and seen it grow with Nexon EV and Tigor EV. We have over 40,000 Tata EVs plying on road. We have also established Tata UniEVerse, a one of its kind EV ecosystem, which is further propelling the EV adoption.

Santosh Iyer, VP-Sales & Marketing, Mercedes-Benz India

Mercedes-Benz Indian has a very aggressive EV roadmap for the Indian market with three new luxury EVs. We pioneered luxury EVs in India with the EQC in 2020, which received good response from the early adopters in the luxury segment. EQC’s acceptability and market success set the ground for other brands to foray into the luxury EV segment.

Suman Mishra, Mahindra Electric Mobility

We celebrate India’s electrification journey. At Mahindra Last Mile Mobility, we are committed to promoting sustainable motoring with zero emission products. I am confident that with our collective efforts, we can enable a green and smarter tomorrow for India.

Warren Harris, CEO, Tata Technologies

Tata Technologies’ vision of Engineering a better world embodies our commitment to providing sustainable solutions especially in the rapidly growing Electric Vehicle Market. The transition to EV is also an opportunity and would also be synonymous with a move to connected vehicles enabled by ADAS and digital customer experience solutions. Tata Technologies offers end-to-end solutions for engineering, manufacturing support, and customer experience solutions for EVs globally. We have developed an elaborate EV ecosystem through alliances and partnerships across the world, including an alliance with MIH Consortium which enables us to leverage the EV ecosystem to deliver best value for our Customers.

Nagesh Basavanhalli, Executive Vice Chairman, Greaves Cotton

Greaves Electric Mobility owned Ampere is one of the fastest growing electric two-wheeler brands in the Country while the company also operates/owns the rapidly growing e-rickshaw brand Ele (Bestway) and the Teja (MLR Auto) range of L5 category three wheelers. Together the portfolio offers a strong value proposition to electrifying the way people and goods move across our country.

Mahesh Babu, CEO, Switch Mobility India, COO, Switch Mobility

To meet India’s global commitment to become Net Zero by 2070, we need to prioritize not just public transport, but public transport with zero tailpipe emissions. Electric buses are clearly the best and obvious solution to accelerate decarbonisation with increasing mass mobility. It is this imperative that guides us at Switch Mobility — to help India attain its ambitious Net Zero target by offering the society with smart, clean mass mobility solutions that are also technologically advanced, safe and comfortable for passengers. Our vision is to transform mass mobility across cities and highways, and bring about a clean revolution in the way people travel. I take the opportunity on World EV Day 2022 to invite partners and people who share the same vision to jointly achieve this critical transition.

Balbir Singh Dhillon, Head of Audi

We have installed 100+ chargers pan-India and 16 high-speed 50kW chargers across our dealerships located across strategic highways within the country. In line with our global plans to be all-electric by 2033, we are aiming to achieve about 15 percent of our India sales from EVs by 2025–2026. It’s time we start to care for the climate. I think the sooner we realise we are responsible for it, the better it is for all.

Read More: https://www.tatatechnologies.com/en/media-center/celebrating-indias-ev-journey/

[researchvishal]

Rail Wheel and Axle Market Analysis by Size, Share, Growth, Trends up to 2033

During the forecast period, the global rail wheel and axle market size is expected to expand at a steady CAGR of 5.6%. At its present growth rate, the global market for rail wheels and axles is expected to be worth $4,402.3 million by the year 2023. In 2033, the demand for rail wheel and axle is projected to reach US$ 7603.4 Mn.

Competitive Landscape

The global rail wheel and axle market is highly competitive, with many companies operating in this space. These companies are engaged in a range of activities, including the production of rail wheels and axles, the repair and maintenance of these products, and the supply of related services.

There are several key players in the global rail wheel and axle market, including Amsted Rail, ArcelorMittal, Bradken, GE Transportation, Klöckner Pentaplast, Lucchini RS, NSSMC, Vyatka, and Wabtec. These companies are well-established players with a strong presence in the market and a reputation for producing high-quality products.

Overall, the global rail wheel and axle market is highly competitive, with a diverse range of companies operating in this space. Companies in the market are constantly seeking ways to differentiate themselves from their competitors, such as through the development of new technologies or the expansion of their product offerings.

For more information: https://www.futuremarketinsights.com/reports/rail-wheel-and-axle-market

Due to the growing sophistication of rail networks and trains, as well as the present trend toward autonomous technology, train makers are devoting significant resources to R&D to develop lighter materials for wheels and axles for freight trains, passenger trains, and short-distance trains.

Nearly 7 billion people take trains each year, and they all want to travel as quickly, easily, and economically as possible. It's for this reason that the research and development of fully driverless trains is continuing to advance. Computerized monitoring systems installed on autonomous trains can detect problems with rail wheels and axles.

There are numerous benefits to using a solar rail system instead of traditional diesel trains. Diesel-powered trains usually have two engine cars. In contrast, solar-powered trains use solar gears in place of traditional gears. Solar panels have been put on the bogie roofs, and electric motors and batteries have been installed in the second diesel compartment.

The electrical needs of railway engines, which normally require 750 V to 800 V to move the rails, may be met by solar panels set atop trains providing voltages of 600 V to 800 V. Demand for these trains is likely to rise, which is good news for manufacturers of rail wheels and axles.

The rail wheel and axle market is an important segment of the global rail transportation industry. Rail wheel and axle products are essential components of rail vehicles, such as trains, trams, and subway cars, and are used to support and propel these vehicles. There are several factors that are driving the global rail wheel and axle market, including growth in rail transportation, urbanisation and population growth, environmental concerns, and technological advancements.

However, the demand for rail wheel and axle is also facing several restraints or challenges, including high capital costs, cyclical demand, a complex supply chain, competition from other modes of transportation, and regulatory challenges. Despite these challenges, the rail wheel and axle market is expected to continue growing in the coming years, driven by increasing demand for rail transportation and ongoing technological advancements in the industry.

Key Takeaways

It is estimated that the US market for rail wheel and axle will be worth $570.8 million in 2022.

Market value in China, the world's second largest economy, is projected to reach $878 million by 2026, expanding at a CAGR of 6% from 2023 to 2033.

Over the projection horizon, both Japan and Canada are predicted to grow at rates of 2.9% and 3.8%, respectively.

The demand for rail wheel and axle in Germany is projected to expand by 3.3% this year.