Novi pocetak (modeli)

[Shanirani]

E-Suv izgleda sledeći automobil Alfe.

https://www.investireoggi.it/motori/alf ... settembre/

[popovicvl]

Da li se može napraviti išta savršenije za pogon od Q4, odnosno sa tri diferencijala. Pominjem tri auta, 156 CW, 159 Q4 i RS6 (ostali quattro su sa T2 diferencijalom, a niže kategorije A3 su sa haldex spojnicom koja je shit).

Sad su i sa Giulia počeli da jegu govna sa "inteligent 4wd". To u praksi zvuči kao pomoćno sredstvo, uštedeli su 0,1 l/100 km, pogon je predodređen da bude glup.

[Zika]

Torsen je vrhunski šper.

[Shanirani]

https://www.bloomberg.com/news/articles ... over-sales

[2600]

U Kini gde VAG dominira Fiat je prso. Sramota.
Jeep se tamo sasvim lepo probija. Maserati lepo raste.
Brazil i Argentina u usponu.
Rusija veliki minus.
I kakvi su mu planovi za Kinu , Rusiju i Aziju ?
SAD polako stagniraju i tamo se gase modeli, JEEP pada 13 %,Dodge se drži, RAM solidan, Fiat kako uvede model tako ukupna prodaja padne.

VAG je nazovi na jednoj platformi nagurao široku lepezu modela i time pojeftinio proizvodnju. Razvoj novih modela nikad lakši , nikad brži. I opet jeftiniji.

Nije bitan brand nego je bitna grupa. I da, FCA lijepo napreduje u Kini no još je to daleko od toga da mogu računati na nju kao na čudesan doprinos profitu.

Rusije je nebitno tržište. Trebaš shvatiti to jednom zauvijek.

Za SAD slabo pratiš situaciju. Big Shuffle je u tijeku.


VAG je jako neefikasan. Zašto? Ne znam. Čak im ni MQB nije pomogao. Možda je ubrzao razvoj no troškovi su isti. Opet je opremanje neke tvornice nepromijenjen trošak.
A čak nisu iskoristili do sada onaj dio di mogu dijeliti kapacitete dva srodna modela. Prvi su im valjda Ateca i Karoq no to nisu srodni modeli, to su klonovi, čak panele dijele.


Podsjećaš me na jednog Zveka. Taj je rijetko glup tip.

[2600]

Ne mozemo da generalizujemo mnogo, jer je presnji pogon danas uz pomoc elektronike i diferencijala daleko dogurao. Ali je cinjenica da auti sa zadnjim pogonom mnogo brze prolaze krivine i zabavniji su.

Prednji pogon jeste uznapredovao, tako da se granica upravljivosti digla sa nekih 250 ks na oko 300ks. No, to nije ni izdaleka toliko koliko je eletronika pomogla zadnjem pogonu u poslednjih 10-15 godina.

Auto s prednjim pogonom i oko 250-300ks je na limitu otprilike isti kao auto sa zadnjim pogonom i istom snagom...tj. prednost jednom ili drugom ne dolazi zbog pogona nego zbog nečeg drugog bitnog što utiče nanjegovu brzinu na krugu.

Treba malo neke stvari dovesti u realan kontekst...Malo su ljudi suviše neke stvari koje čitaju prihvatili zdravo za gotovo i neke stvari prihvatili van realnosti. Da su kola sa zadnjim pogonom tako bolja za prolazak kroz krivine ne bi ih drala na relijima mnogo slabija vozila. To što BMW i Mercedes šire mantru o nekoj nadmoći, plemenitosti, vozačkom osećaju i drugim stvarima to je marketing na koji su legli neki mediji. Na ruku im ide i povećanje prosečne snage automobila što povećava nužnost uvođenja rwd, a ne zato što je sad odjednom on postao bolji...a pre 40-50 godina kada je fwd počeo da dominira onda nije bio bolji??? Ta priča da je rwd zabavniji da se brže prolazi s njom kroz krivine može i ne mora da bude istinita, a problem je i da tamo gde je istinita to može da izvede manje od 5% procenata vozača. Tako da ti, ja i svi drugi na forumu brže prolazimo sa fwd nego rwd i izvlačimo veći maksimum iz tih kola nego s rwd i tu ne treba imati nikave iluzije. Možemo mi da tu kuckamo na tastaturi kao je sve to fenomenalno, ali stvari stoje tako u realnosti. Tu i tamo javiće se neki vlasnik 75-ice ozaren što zabaci rep autu na mokrom kolovozu, sav naložen na rwd, ali to ne znači da je doktorirao zadnji pogon. Javiće se i neki vlasnik BMW od 400ks koji uživa pod elektronskim asistencijama koje mu pomažu i možda se povede i pomisli da je Walter Rohrl i da vozi fenomenalno, ali kada bi to sve isključio onda bi bilo kuku lele...Treba to znati, vežbati...nije to "sad kad ga provučem kroz S, kud ja mislima tu on repom" ...ne ide to tako.

A gledaj. Možda je Audi kriv za takvu percepciju prednjeg pogona?

Jbg, nije brz kao Serija 3 ili Giulia. Pričam o motorima kod Nijemaca 190 KS dizel, a Giulia 180 KS. Talijanski test koji znaju kod vas prevest.
Još im je tehnički guru veliki Audifil. Onaj što predaje Dinamiku vozila na Politehnici u Torinu.

Baš gledao test nove Insignie. Dizel sa 170 KS. Nije isti dan al je staza i vjerojatno vozač i brža od Audia.
Nekad se pitam što oni u Audiu rade.

[Shanirani]

http://www.vrelegume.rs/vesti1/volkswag ... e-prevara/

[2600]

http://www.vrelegume.rs/vesti1/volkswag ... e-prevara/

Kakvo to veze ima sa ovom temom?

U Europi ionako podatke prodaje ne vode proizvođači nego lokalne tj. državne vlasti kroz prve registracije vozila do ako se ne varam 6 mjeseci starosti.

[Zika]

U Kini gde VAG dominira Fiat je prso. Sramota.
Jeep se tamo sasvim lepo probija. Maserati lepo raste.
Brazil i Argentina u usponu.
Rusija veliki minus.
I kakvi su mu planovi za Kinu , Rusiju i Aziju ?
SAD polako stagniraju i tamo se gase modeli, JEEP pada 13 %,Dodge se drži, RAM solidan, Fiat kako uvede model tako ukupna prodaja padne.

VAG je nazovi na jednoj platformi nagurao široku lepezu modela i time pojeftinio proizvodnju. Razvoj novih modela nikad lakši , nikad brži. I opet jeftiniji.

Nije bitan brand nego je bitna grupa. I da, FCA lijepo napreduje u Kini no još je to daleko od toga da mogu računati na nju kao na čudesan doprinos profitu.

Rusije je nebitno tržište. Trebaš shvatiti to jednom zauvijek.

Za SAD slabo pratiš situaciju. Big Shuffle je u tijeku.


VAG je jako neefikasan. Zašto? Ne znam. Čak im ni MQB nije pomogao. Možda je ubrzao razvoj no troškovi su isti. Opet je opremanje neke tvornice nepromijenjen trošak.
A čak nisu iskoristili do sada onaj dio di mogu dijeliti kapacitete dva srodna modela. Prvi su im valjda Ateca i Karoq no to nisu srodni modeli, to su klonovi, čak panele dijele.


Podsjećaš me na jednog Zveka. Taj je rijetko glup tip.

Koliko možeš da budeš glup i da tvrdiš da je rusko tržište nebitno ?
Mogu i ja tebi da ispričam na koga me podsećaš. Jednog prevaranta koji je pravio tako veliki vakuum da su jaja bolela po tri dana posle tretmana.

[G0XY]

U Kini gde VAG dominira Fiat je prso. Sramota.
Jeep se tamo sasvim lepo probija. Maserati lepo raste.
Brazil i Argentina u usponu.
Rusija veliki minus.
I kakvi su mu planovi za Kinu , Rusiju i Aziju ?
SAD polako stagniraju i tamo se gase modeli, JEEP pada 13 %,Dodge se drži, RAM solidan, Fiat kako uvede model tako ukupna prodaja padne.

VAG je nazovi na jednoj platformi nagurao široku lepezu modela i time pojeftinio proizvodnju. Razvoj novih modela nikad lakši , nikad brži. I opet jeftiniji.

Nije bitan brand nego je bitna grupa. I da, FCA lijepo napreduje u Kini no još je to daleko od toga da mogu računati na nju kao na čudesan doprinos profitu.

Rusije je nebitno tržište. Trebaš shvatiti to jednom zauvijek.

Za SAD slabo pratiš situaciju. Big Shuffle je u tijeku.


VAG je jako neefikasan. Zašto? Ne znam. Čak im ni MQB nije pomogao. Možda je ubrzao razvoj no troškovi su isti. Opet je opremanje neke tvornice nepromijenjen trošak.
A čak nisu iskoristili do sada onaj dio di mogu dijeliti kapacitete dva srodna modela. Prvi su im valjda Ateca i Karoq no to nisu srodni modeli, to su klonovi, čak panele dijele.


Podsjećaš me na jednog Zveka. Taj je rijetko glup tip.

2600 imaš žuti karton za ovu provokaciju
Žiko ti takođe imaš opomenu za fantastičnu repliku sa kokošijim proizvodima
Lepo obojica pređite na pm,pa se lepo ispričajte bez ometanja.

Ovo se odnosi na ostale - svaki sledeći post koji ne bude u kolegijalnom duhu,biće vrlo brzo sankcionisan.

[Flavio]

Sporni post je sklonjen (nije obrisan).
Nastavite prepisku na pp, kao što već reče predsednik

U suprotnom, sledeća provokacija vas automatski šalje na hlađenje

[2600]

Lorezo Sassi koji je do sada bio glavni odgovorni za razvoj Ferrari F1 motor je napustio tu poziciju.

Sergio je na VN Austrije to potvrdio i uz to je rekao da se Sassi vratio na razvoj proizvoda za cestu. No kako sam doznao Sassi bi trebao biti CTO za hibridna i električna vozila i to za Ferrari i FCA.

Inače ovo nije prvi takav potez u trkaćem timu Ferraria. Već ranije je Cardile napustio tim, a on je bio zadužen za aerodinamiku.

Jako zanimljive stvari se mogu saznati ako prati conference call što od FCA što od Ferraria. Tako je Sergio na onom za Q3 2016 od Ferraria rekao da će tokom 2019. svi modeli Ferraria biti barem hibridi.

[Shanirani]

http://www.vrelegume.rs/vesti1/prodaja- ... 1-trziste/

[2600]

Nisam prije obraćao pozornost, dok... Izgleda da bi sljedeća evolucija infotainment sistema trebala biti sa 10.2" ekranom i touch funkcijom. To nije ništa neobično, jer i Audi i BMW na novim 10+ inča sistemima koristi touch no tu je i dalje neizostavni rotary pad.

Sam sistem ne bi trebao biti izmišljanje tople vode. Naime znamo da osnovu Alfa sistema radi Magneti Marelli. Osnovu BMW sistema isto radi Magneti Marelli. No da se vratimo na ne obraćanje pozornosti. I Ferrari sistem radi Magneti Marelli no on je i grafički jako sličan onome u Alfi. Pričamo o najnovijem Ferrari infotainment sistemu kao npr. onaj u GTC4Lusso T modelu.

Pa evo malo kako on radi:
[video][/video]

[2600]

Prije transkripta conference calla evo prezentacije (ima i detaljan dokument za one koje to zanima) u vezi poslovanja FCA u Q2 2017.

https://www.fcagroup.com/en-US/investor ... tation.pdf

Recimo da je jako dobro. Kako rezultati Maseratia idu odvojeno vidimo kako je njima margina narasla na odličnih 14.2%. Tu se vidi zašto je njima jedna Alfa toliko bitna u planovima. Sa relativno malom prodajom može se postići velika margina i zadovoljavajuć profit.

[2600]

https://seekingalpha.com/article/409167 ... art=single

...

Richard Keith Palmer - Fiat Chrysler Automobiles NV

Thank you, Joe. Good afternoon and good morning to everybody. I will start on page 3 with the highlights of the quarter. We had record Q1 results. And we've posted now another set of very strong numbers for Q2, with a record adjusted EBIT of €1.9 billion and margins up 90 basis points to 6.7%. Adjusted net profit of €1.1 billion, up over 50% year-over-year.

All our operating segments showed margin improvements year-over-year. And in particular, NAFTA posted an 8.4% margin, which is a record for that region. And Maserati showed again double-digit margins for the fourth quarter (sic) [fourth consecutive quarter] (02:11) at 14.2%, doubling them compared to last year.

Our cash generation from operations show a reduction on net industrial debt of €0.9 billion to €4.2 billion. And we continue to slim down our balance sheet in the quarter, with gross debt reduced through the pay down of €1.4 billion of debt as of cash on hand.

And so overall, I think, it was a strong quarter with the progress we've made in the first half of the year, we are confirming our full year guidance.

We move to page 4. We see some continued news on the product front. In Latin America, we are launching now the all-new hatchback the Argo, which was unveiled in May, in Brazil. It's built at our Betim plant and replaces the Punto and Bravo models. It's also powered by a new small gas engine called the Firefly.

In Maserati, we revealed the restyled GT and GC products, which also include a new infotainment system, a system which is something that customers have been asking for. And these two vehicles will be available from Q3. And in Asia-Pacific, we showed a concept PHEV SUV for Jeep, a three-row vehicle, which is conceived is being designed specifically for the Chinese market.

...

George Galliers - Evercore ISI

Great. And then the third question I had was just when we look at the improvement you're seeing at Maserati, as I think about the end of next year, I guess, Maserati and Alfa Romeo combined could look like a 250,000-unit per annum company, with around €12 billion of revenue, €1 billion of EBIT, a margin in excess of 8%. That sounds like a pretty healthy and respectable standalone OEM and one which could attract a good multiple, given the growth profile it will have seen. Are there any platform or powertrain constraints, which could make a separation of those two as a unit unviable?

Sergio Marchionne - Fiat Chrysler Automobiles NV

I'm going to answer your question by answering the last portion of what you said, which is that there are no restrictions – there are no structural, industrial or engineering restrictions for the separation of Alfa and Maserati. That means nothing. Because it does – that's not an acknowledgement of the fact that either it can be done or would be done.

There's a statement, which, I think, is still in the press release about the fact that we have – or in the analyst deck about the fact that we're holding an Investors Day in the first half of 2018. And I realize that there's been a relatively large amount of excitement out there caused by initiatives both on this autonomous driving front, on the electrification, on this whole notion of separation of businesses.

And I think that given the fact that we're bringing to conclusion a five-year plan and so far, to the best of my knowledge, we're on track to achieve its objectives and all its elements, including net debt by the end of next year.

We thought it was – that it was proper that we sort of update the market again on what we consider to be the next five years of FCA 2014 – sorry, 2018 to 2022. And we intend doing that within the first semester of 2018, notwithstanding the fact that I will not be here when that cycle continues.

The reason why we're doing this is because although we are now – we started doing this at the end of 2016, we're doing it today, we're doing it next year, we're not committing capital that we will – that will not see any economic results until well after the completion of the 2018 plan. And I think it seems sort of improper that we keep on committing capital and reveal these numbers on a quarterly basis without giving an indication of what it is that we're working on.

I'll give you a couple of broad sort of indications of where we are today in terms of the delineation of the post 2018 FCA. The first one and I've mentioned this in passing and other occasions about the fact that there's nothing that will prevent an OEM from engaging in the type of development work that Tesla has done so far. We have been – as you well know, we have been reluctant to embrace that avenue until we saw a clear – a path forward. I think we're now in a position to acknowledge at least one of our brands and in particular Maserati will, when it completes the development of its next two models effectively switch all of its portfolio to electrification.

And as these products come up for renewal post 2019, it will start launching vehicles, which are all electric and which will embody, I think, what we consider to be state-of-the-art technology. It's an integral part of the development of the Group and I think it's an integral part of a broader strategy on electrification, which will see more than half of its fleet – by the time we hit the conclusion of the plan in 2022, it will see more than half of its fleet incorporated in electrification.

Some of that money has been spent already, some of it will be spent within 2017 and 2018 and some of it will be spent as we launch products in the 2019 to 2022 timeframe. I think it is important that we reserve judgment on what you suggested as being a possible avenue. Until we hear that story in the first half of next year, the only thing I can tell you for sure is that when we look at the portfolio of activities that FCA carries out, there are things, which are associated with automotive but are fundamentally non-OEM activities.

And when we have looked at the development of the sector over the last two or three years, we have come to the conclusion that the differences in valuation between what we currently achieve as an OEM and some of the activities they carryout including Marelli, no longer justify aggregation. And I think that when we speak to you next year in the first half after having discussed this with the board at some length, it is my view that we will show you a much clearer portfolio of OEM activities by the end of 2018, and I think that forms an integral part of the plan going out to 2022.

But other than that, I will not speak about anything else and I will – really will not discuss anything else in terms of disaggregation of activities within the Group. There are some things, which have been inside the Group for a number of years, and which we have worked on now in terms of profitability over the last two or three in a very intensive way, and which in all likelihood required us to see the light of day on their own merits and away from something which appears to be not as loved by the markets as traditional OEMs. So we need to reserve all this until the first half of 2018.

...

Adam Michael Jonas - Morgan Stanley & Co. LLC

Okay. All right. Yeah, we love to confirm that. All right. Just one last one on Jeep. Can you bridge – I mean, I'm using round numbers here deliberately, but you're going to do around 1.5 million units this year, you're targeting over 2 million next year. Can you refresh us on where you see the bridge of that roughly 500,000 unit gap in volumes from one year to the next either geographically or by model line? Thanks everybody.

Sergio Marchionne - Fiat Chrysler Automobiles NV

There are two fundamental reasons for the bridge to 2018 and 2 million. And is fundamentally the rollout of the Compass on a global scale. We have now launched the Compass out of India. I think we're shipping – we started shipping today. We're going full blast with the Compass in the U.S. now out of Toluca, China is ramping up.

And the second non-inconsequential piece of this is the fact that the Cherokee is going to have a facelift or substantial intervention in the beginning of 2018 in an environment, which has a higher capacity than it used to have up in Toledo.

And in addition to this, obviously, we're launching the Wrangler. The Wrangler is coming on stream in November of this year. This is a big piece of the portfolio. When you add up all the shifts between 2016 and 2018, those three products are – by themselves account for nearly 100% of the shift in volumes.

...

John Murphy - Bank of America Merrill Lynch

Okay. And then also on the Ram, what is the timing of the launches of Ram next year because that's obviously a big ticket item as well?

Sergio Marchionne - Fiat Chrysler Automobiles NV

Detroit Auto Show 2018.

John Murphy - Bank of America Merrill Lynch

And NSOP?

Sergio Marchionne - Fiat Chrysler Automobiles NV

It's just about then, Q1 of 2018.

...

Patrick Hummel - UBS AG

Okay. Thank you. My second question is relating to the Alfa Stelvio, and the new Jeep Compass in terms of the order situation and the markets where it's already on sale, and also the pricing and profitability level. You rightly emphasized, Richard, that this is a rapidly growing segment, but it's also a very competitive one. And I would just be curious in terms of your expectations on pricing and margins, whether what you see so far is meeting your expectations or maybe even exceeding it?

Richard Keith Palmer - Fiat Chrysler Automobiles NV

No, I think we're positioning Alfa against the premium brands. And I think that's the type of pricing that we expect to obtain. So far we've been successful. Obviously, the launch of the Stelvio is in progress now, 30 days. But I think the reception of both the brand and the vehicle would indicate that we should be able to execute at those levels.

On the Jeep side, Compass, reception has been extremely strong in Brazil. We're leading the SUV segments down there with Renegade and Compass. The reception in the U.S., we expect to be similarly strong. I think for a number of years we've had Patriot and Compass in those segments with the vehicles that were a little out of date in terms of technical content and we've upgraded significantly with the new Compass.

And so I think it will help both us to be more competitive in that segment and also to manage the price steps more logically between Renegade, the Compass, the Cherokee. So I think we transact at very good price levels in the U.S. with the Jeep brand. I don't see any reason why Compass to be different. Obviously, Compass in Europe is in the heart of the segment in terms of the European market.

So we've seen very strong performance in the Renegade in Europe, but the Compass segment is much larger. And again, I think we'll be competing on the premium end with that vehicle, near premium, let's say. I think it's a brand which clearly has something to say beyond the sort of mass market, crossover vehicles that abound in those – in that market.

And then obviously we talked about China. We're launching the localized production of both Renegade and now the Compass. The reception has been very strong. Obviously it's a very competitive market also. The Jeep brand, I think, means something different to the Chinese than to the Americans or the Brazilians. And we're working very hard to ensure that we position the brand properly, both sort of from a marketing, from an emotional point of view in terms of the content and the reasons for purchase beyond just the pricing. But I think, we've seen great traction everywhere we've launched Jeep so far. And that's why we've been confident with the globalization strategy. And we'll continue to update you as we go through this process. But so far we don't have anything bad to say.

Sergio Marchionne - Fiat Chrysler Automobiles NV

I'm just going to leave you with one thought. The internal discussion that we're having with our people in Jeep is that, to the extent that UV (01:11:03) market is at all relevant to the automotive space and as we have seen, it is. If there is one brand out there that has the right to claim the ability to have one out of five, 20% of that market belong to it, it's Jeep.

And I think that everything we've been doing, including the work that we've been doing on the Wagoneer and the Grand Wagoneer and the development of the Renegade, the Compass, the Cherokees, the new Grand Cherokee that's coming out, all this work, including the possibility of having five and seven seaters, all these things are designed to provide a complete coverage to the biggest growth segment in the automotive space that we have seen in the last 20 years.

So our prognostication is that this market – out of the global market is going to be roughly between 33 million and 35 million cars globally. If we're right in the estimation that Jeep needs to own 20% of that market, we're talking about over 7 million vehicles. You know what? If that's the ambition, this industry and this business, especially, has got a long, long way to go before it's saturated.

So I think we need to continue to be consistent with that objective. I think that's really – it's a very long-term view. I think it will take a number of years to get there. But I think the road is relatively clear for the brand.

...

Stephen M. Reitman - Société Générale SA (UK)

Hi. Thank you very much. Good morning, good afternoon. Looking at Alfa Romeo and Maserati, first of all, could you give some idea about the production cadence you're seeing at Alfa Romeo, roughly what the volumes were like in the first half or the second quarter? And also where we are in terms of Levante? I think you mentioned that you're launching it in all markets. Where are we now in terms of utilization and capacity? Thank you.

Richard Keith Palmer - Fiat Chrysler Automobiles NV

In terms of Alfa Romeo, we shipped just over 12,000 units in the first quarter worldwide and 22,000 in the second. And obviously we're still in the process of launching Stelvio, so a large part of those units were Giulia (01:16:54) production.

Sergio Marchionne - Fiat Chrysler Automobiles NV

Giulia

Richard Keith Palmer - Fiat Chrysler Automobiles NV

Giulia.

Sergio Marchionne - Fiat Chrysler Automobiles NV

I'll give you my read of those numbers. I think Stelvio has just started launching. We started showing it to the markets here in the U.S. We're beginning to get some units on the ground now. Reception is quite good, as well as one could expect, they're probably in line with the reception that Giulia received when it was launched. It is because of the fact that the ambitions and the commitments that were made to the architectures were totally different than they were from Maserati. We're not seeing the same type of economic benefit from the launch of these two vehicles than we did from the launch of the Quattroporte and the Ghibli.

These are much larger investments that were much wider in scope in terms of technology, the engines that were launched and associated with these products. So I think it's going to take the remainder of the product line-up fill out, which will take until 2019 or 2020 initially to try and get the full benefit of Alfa onto the table. It will include one EUV, one larger EUV on top of the Stelvio, which ultimately will share something with the U (01:18:13) families of that size. So there's more work to be done. But the reaction has been superb and the brand is performing incredibly well across the markets. I mean the recognition and familiarity is quite high.

Stephen M. Reitman - Société Générale SA (UK)

So I understand there was a figure mentioned around the first quarter of about 170,000 units of Alfa Romeo targeted for this year with a run rate of close to 200,000 units by the end of the year, which brings close to profitability or brings to breakeven. Are we on track on that?

Sergio Marchionne - Fiat Chrysler Automobiles NV

Yes. For the whole Alfa range, right? That includes MiTo, Giulietta, Giulia and the Stelvio and a few 4Cs, which you will on the rounding.

Stephen M. Reitman - Société Générale SA (UK)

So the 12,000 and the 22000 units in Q1 and Q2 relate to the Stelvio and the Giulia?

Sergio Marchionne - Fiat Chrysler Automobiles NV

Yes.

...

[bums85]

Ako si vec ostavio link, sto kopiras toliki tekst, koji sumnjam da ce bilo ko da cita?

[Shanirani]

Ni nas ne zaobilazi...

https://www.autoblog.com/2017/08/01/fca ... to00000016

[2600]

Ako si vec ostavio link, sto kopiras toliki tekst, koji sumnjam da ce bilo ko da cita?

Jedan od razloga je što je ovo transkript pa nek se nađe kada neki medij to prenese svojim (iskrivljenim) riječima. Onaj prije iz Q1 su prenijeli kao da Sergio želi prodati Jeep što nije istina.

Isto tako bez registracije se vidi samo prva stranica transkripta.

[2600]

Novi sponzor Valencie.

[Zika]

Malo bi Marćione mogao da nauči od Carlosa.

Naveći svetCki proizvođač automobila za prvih šest meseci 2017. godine je Renault Nissan Alliance.
Renault-Nissan Alliance je prodala 5.268.079 i imala povećanje za 7% u odnosu na prošlu godinu. To je više u odnosu na lanije svetske lidere poput VAG sa 5.155.600 komada (+0.8%) zatim Toyota Motor prodala 5.129.000 vozila (+2.7%) i General Motors 4.7m.
Renault Group je podligla prodaju za 10,4% na 1.879.000 vozila, Nissan Motor za 5.6 % na 2.894.488 i Mitsubishi na 2.4% na 494.303 vozila.
Ovo je prvi put da se Renault nađe na tronu (prošle godine četvrti) i uz taj uspeh ide i rekordan operativni profit €1.8bn povećanje 17 % kao i ukupan rast prihoda na €29.5bn.
Veliki mag Carlos Ghosn je nazaslužniji za ovaj uspeh cele grupe i kako navodi uspeh je došao zahvaljujući velikoj obnovi modela, geografskoj ekspanziji (kupovina Mitsubishi-ja) i naravno posvećenosti radnika (upravo tu je Carlos briljirao). Čak je i Ruska divizija koja zbog ukupne ekonomske situacije na ruskom tržištu konstantno beležila gubitke ostvarila profit od €3m za prvih šest meseci 2017.
Renault-Nissan Alliance čine sledeća imena: Renault, Dacia, Samsung and Lada za the Renault Group, Nissan, Infiniti, Venucia, Datsun and Mitsubishi za Nissan Motor.

[Zika]

Jul u Italiji je prodato više Stelvia 878 kom (jun 650) u odnosu na Giuliu 554 kom (jun 1466).
SAD Giulia prvi put prelazi u julu 1000 vozila tačnije prodato 1104 Đulki. Dok Stelvio stidljivo kreće sa 99 kom.
Evropa konačna za sada samo jun Giulia 2923 i Stelvio 1677.

[2600]

Malo bi Marćione mogao da nauči od Carlosa.

Naveći svetCki proizvođač automobila za prvih šest meseci 2017. godine je Renault Nissan Alliance.
Renault-Nissan Alliance je prodala 5.268.079 i imala povećanje za 7% u odnosu na prošlu godinu. To je više u odnosu na lanije svetske lidere poput VAG sa 5.155.600 komada (+0.8%) zatim Toyota Motor prodala 5.129.000 vozila (+2.7%) i General Motors 4.7m.
Renault Group je podligla prodaju za 10,4% na 1.879.000 vozila, Nissan Motor za 5.6 % na 2.894.488 i Mitsubishi na 2.4% na 494.303 vozila.
Ovo je prvi put da se Renault nađe na tronu (prošle godine četvrti) i uz taj uspeh ide i rekordan operativni profit €1.8bn povećanje 17 % kao i ukupan rast prihoda na €29.5bn.
Veliki mag Carlos Ghosn je nazaslužniji za ovaj uspeh cele grupe i kako navodi uspeh je došao zahvaljujući velikoj obnovi modela, geografskoj ekspanziji (kupovina Mitsubishi-ja) i naravno posvećenosti radnika (upravo tu je Carlos briljirao). Čak je i Ruska divizija koja zbog ukupne ekonomske situacije na ruskom tržištu konstantno beležila gubitke ostvarila profit od €3m za prvih šest meseci 2017.
Renault-Nissan Alliance čine sledeća imena: Renault, Dacia, Samsung and Lada za the Renault Group, Nissan, Infiniti, Venucia, Datsun and Mitsubishi za Nissan Motor.

Samo to nije jedna te ista firma, negA je alijansa.

Inače pogledaj malo financijska izvješća. I nije baš za pohvalu kod Nissana. Al eto valjda je jedino bitno kome je veći.

[2600]

Ah, evo ga:
http://www.autonews.com/article/2017072 ... incentives

[Alfanatic]

Malo domaćih vesti, kod Stojanova je plasirano nekoliko Stelvia, ima interesovanja i izloženi modeli toliko brzo odlaze da mi je problem uloviti ih kada odem u salon. Sa Giuliom pak stvari ne stoje tako lepo, baš prema očekivanjima.