WA legislators prepare for long list of climate change bills - Crosscut

WA legislators prepare for long list of climate change bills  Crosscut

Prepare Yourself For A BMW SUV Convertible

If there's a niche to be filled, BMW is there.

Crossovers are hot right now. So hot that sedan sales are dropping across the industry for both mainstream and luxury brands. Although BMW now has a full range of SUVs (or rather SAVs) to choose from, varying in size as well as one’s budget, there’s one segment it’s not competing in: the SUV convertible. Speaking to Digital Trends, BMW’s director of product planning and strategy Ralph Mahler expressed some enthusiasm when asked about this potential niche. “It’s a really interesting topic,” he said.

“All these kinds of questions we have asked ourselves in the past. Whether or not there is a possibility, whether or not there is a market. You see the lineup at the moment. We don’t have one nevertheless I think it’s still an interesting question.” One of BMW’s main rivals, Land Rover, now sells the Range Rover Evoque Convertible, though it was never intended to sell in droves. But it does, in fact, cater to a niche market that could potentially be growing. That’s what BMW is keeping an eye. Even Volkswagen will soon sell a convertible SUV/crossover, though it’ll be for Europe only. If BMW does decide to chop the roof off one of its SAVs, which one would it most likely use?

Our best guess is the X4, already a direct competitor to the fixed roof Evoque. BMW has proved that it’s not afraid to take a chance when it sees a potentially lucrative segment. Just take the original X6, for example. The so-called crossover four-door coupe never existed until the X6 hit the market back in 2009. It became a smash hit and competitors were caught off guard. That success won’t likely be replicated with a convertible crossover, but BMW is smart to keep the possibility open. Just one tip: avoid an awkward design. The Nissan Murano CrossCabrio still gives us headaches.

Picking The Ideal Ground Prepare

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Prepare To Gawk Over The Last Manual Audi R8 Ever Built

And it doesn't just sit in a collection gathering dust.

The current Audi R8 is a remarkably fast car thanks to a 5.2-liter V10 producing between 532 and 610 horsepower. The R8 is also lightning quick thanks to seven-speed S Tronic dual-clutch transmission. The dual-clutch is the only transmission option for the R8, but a manual transmission used to be available as well. Although it wasn't as fast, the R8's gated six-speed manual was both a work of art and a joy to row through the gears. Unfortunately, Audi no longer sells a car with a gated manual.

In fact, manual transmissions in general are dying out in favor of automatics. Certain manual supercars, particularly Ferrari models, have been skyrocketing in value. With gated manual supercars going up in value, you'd think most owners would park them in a garage with a car cover - but one Audi R8 owner is bucking that stereotype in a big way.

This 2015 Audi R8 is very special, because it is the last car to leave the factory with a manual gearbox. The V8 R8 is owned by Erik Dietz, who has a sizable following on Instagram. Dietz has teamed up with Michelin and Audi USA to do an incredible road trip called the #EuroR8trip. The car was shipped from California to southern Europe, and has completed over 8,700 miles to Sweden in just four weeks. Based on social media posts, the car currently has over 123,000 miles on the odometer. This is how supercars were meant to be driven - with a manual transmission over thousands of miles of beautiful European roads. Photo credit: Auditography

Prepare Yourself For A BMW SUV Convertible

If there's a niche to be filled, BMW is there.

Crossovers are hot right now. So hot that sedan sales are dropping across the industry for both mainstream and luxury brands. Although BMW now has a full range of SUVs (or rather SAVs) to choose from, varying in size as well as one’s budget, there’s one segment it’s not competing in: the SUV convertible. Speaking to Digital Trends, BMW’s director of product planning and strategy Ralph Mahler expressed some enthusiasm when asked about this potential niche. “It’s a really interesting topic,” he said.

“All these kinds of questions we have asked ourselves in the past. Whether or not there is a possibility, whether or not there is a market. You see the lineup at the moment. We don’t have one nevertheless I think it’s still an interesting question.” One of BMW’s main rivals, Land Rover, now sells the Range Rover Evoque Convertible, though it was never intended to sell in droves. But it does, in fact, cater to a niche market that could potentially be growing. That’s what BMW is keeping an eye. Even Volkswagen will soon sell a convertible SUV/crossover, though it’ll be for Europe only. If BMW does decide to chop the roof off one of its SAVs, which one would it most likely use?

Our best guess is the X4, already a direct competitor to the fixed roof Evoque. BMW has proved that it’s not afraid to take a chance when it sees a potentially lucrative segment. Just take the original X6, for example. The so-called crossover four-door coupe never existed until the X6 hit the market back in 2009. It became a smash hit and competitors were caught off guard. That success won’t likely be replicated with a convertible crossover, but BMW is smart to keep the possibility open. Just one tip: avoid an awkward design. The Nissan Murano CrossCabrio still gives us headaches.

How To prepare To Sell Your house With Olga Ibeth Angstadt

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Industry must prepare for the 'peak car' era as alternative mobility options gain ground

One of CleverShuttle's battery-powered Nissan Leafs is pictured in front of the Brandenburg Gate in Berlin.

Photo credit: Bloomberg

Stefan Nicola
Elisabeth Behrmann
Bloomberg
August 17, 2018 12:40 CET

BERLIN/MUNICH -- For years, Martin Bruesch was a typical car owner. He routinely used his Audi A4 station wagon for the 20-minute trip to the office in Berlin.

Now on work days his car usually stays parked outside his apartment in the affluent neighborhood of Charlottenburg and the 32-year-old human resources executive hails a new car-pooling service instead.

"If I'm truly honest with myself, then owning a car is too expensive with all these alternatives around," Bruesch said as he got into one of CleverShuttle's battery-powered Nissan Leafs one evening this month.

As young people like Bruesch increasingly ditch driving, they're also accelerating the shift toward what's being dubbed “peak car” — a time in the not-too-distant future when sales of private vehicles across the West will plateau before making a swift descent.

This is especially true in big cities where people are becoming more inclined to share rather than own a vehicle that sits idle most of the time. The number of Germans 25 and under getting driving licenses slid 28 percent in the past decade, and it's a similar story in pretty much every other major economy.

It's a moment of reckoning for an industry that had been able to count on three things since the automobile was invented in Germany more than a century ago: cars ran on combustion engines and people not only desired to own one, they also drove it exclusively. With the age of car-sharing, battery-powered fleets and self-driving cars upon us, automakers need to reinvent themselves into mobility companies to survive.

It's hardly surprising, then, that Daimler bought a stake in CleverShuttle after it began operations in 2016. The service uses an Uber-like app to pair individuals searching for a ride with other commuters in the same vicinity. In the five German cities it runs, users have more than doubled since January to 650,000.

Fast forward just five years and such services will eat into automobile sales, leaving automakers vulnerable if they don't find ways to augment their income, according to Munich-based consultancy Berylls Strategy Advisors. By 2030 in the U.S., where data is most readily available, Berylls predicts that total sales of cars – individually owned and shared – will fall almost 12 percent to 15.1 million vehicles.

"It will be the first-time carmakers ever have to deal with a decline that's structural, and not down to temporary factors like an economic downturn," said Arthur Kipferler, a Berylls consultant who, while working for Jaguar Land Rover Automotive, helped close the deal to fill Alphabet's planned self-driving Waymo taxi service with 20,000 electric I-Pace crossovers.

Problem is, it's not as simple as replacing car sales with revenue from mobility services. While German heavyweights like Daimler, BMW and Volkswagen Group have invested hundreds of millions of euros in various ride-hailing and car-sharing schemes, they're nowhere near breaking even on them.

Take the DriveNow car-sharing service BMW started in 2011, which charges users by the minute to rent more than 6,000 BMWs and Minis in 13 European cities. After seven years, it's still turning a loss, and last year made up just 0.07 percent of the company's sales. The rest came mostly from selling almost 2.5 million luxury vehicles, such as the BMW 3-series sedan.

Aside from the cost of building a fleet big enough to serve customers across a city, there are numerous ongoing expenses—things like car maintenance, paying drivers and managing and updating software.

Replacing cars

And yet BMW's own estimates show that in a decade, one car-sharing vehicle will replace at least three privately owned ones, and mobility services, including autonomous cars, will account for a third of all trips. According to New York-based consultancy Oliver Wyman, mobility will be a 200 billion-euro ($227 billion) business by 2040.

"Carmakers are desperate for their mobility divisions to be monetized," said Michael Dean, a senior automotive analyst at Bloomberg Intelligence. "They must be involved in future mobility to avoid being left behind by the likes of Uber and Lyft."

Already, Uber and its Chinese rival DiDi Chuxing are together valued at about $124 billion—just shy of BMW and Daimler's combined market value, he said.

So much is at stake that BMW merged DriveNow with its long-time arch rival Daimler's car2go service in March. Their goal: to build a one-stop-shop where people can do everything from call taxis, locate parking spots and find charging stations for their electric cars.

"As pioneers in automotive engineering, we will not leave the task of shaping future urban mobility to others," Daimler CEO Dieter Zetsche vowed when the partnership was announced.

Competition is already fierce. In Germany, the plethora of options to get from A to B led the nation's train operator Deutsche Bahn to buy a stake in CleverShuttle which, for some commuters, is a viable alternative to overcrowded trains.

Berliners can jump into street-side rental cars powered by gasoline or batteries that charge by the minute and can be dropped off nearly anywhere. They can use one of thousands of rental bikes for as little as a euro an hour. For 3 euros every 30 minutes, they can even navigate the city center on an electric scooter.

A similar smorgasbord of mobility options is available in most big cities. Car-sharing fleets globally have increased in size by 91 percent in the past year, according to Bloomberg New Energy Finance. Hailing services like Uber, Lyft or Grab—all of which automakers have invested in—reached nearly a billion users during the second quarter, it said.

Shuttling with strangers, the latest fad, is also catching on. Aside from CleverShuttle, ViaVan started in London, Amsterdam and Berlin in the spring as a joint venture between Daimler and New York-based Via Transportation. Volkswagen, too, in July launched Moia in Hanover, Germany, using 35 VW-designed electric vans and growing to 250 by 2020.

"We must reduce inner-city traffic," said Bruno Ginnuth, CleverShuttle's CEO. "A good way to do that is convincing people they don't need to own a car anymore."

CleverShuttle expects to turn a profit in one German city, Leipzig, by year-end and plans to buy another 130 Nissan Leafs and Toyota Mirai hydrogen cars to expand in two more cities.

Commuters are relishing in the choice. Bruesch pays about 8.50 euros for the four-mile journey to Berlin's central square Potsdamer Platz, half the price of a taxi and less than what garages near his office charge for parking.

"It's cheap, I don't need to search for a parking space, and I like the fact that a trip is environmentally friendly," he said.

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