The End of Tesla’s Dominance May Be Closer Than It Appears_老虎社区_美港股上老虎

The End of Tesla’s Dominance May Be Closer Than It Appears

Bloomberg2021-03-24

Elon Musk’s upstart still rules, but traditional automakers are catching up fast. He doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is ...

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Allofatso
·2021-03-25
My take is Tesla don't make much from sales of their cars but more on subsidies given by governments. Most importantly, they sell direct without agents making price more attractive to buyers, can VW move in this direction worldwide? I doubt do
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Minr5
·2021-03-24
[惊讶] [惊讶] [惊讶]
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真的钻石手
·2021-03-24
End your head, it’s competitors are few thousand miles behind 🚀🚀🚀
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福星宝宝来了
·2021-03-24
I don’t think tesla gonna dominate the global market, this is a limited market. Undeniable EV future islooking great, traditional automaker also not stupid at all, they have advantage on branding and less develop country is still relying on gasoline vehicle. The only market Tesla hoping is in China, but don’t forget there are many EV maker in China which relative strong dominance too. EV technology improve,consumer expect price to be cheaper. Tesla is a luxury brand in EV. People who dream owning Tesla car, probably not affordable. Car is unlike smartphone it require larger buying power.
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KL123
·2021-03-24
Wow
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- alexteoh90:
  comment me
  2021-03-24
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KTWM
·2021-03-24
This article is a joke. How is scaling 27 vehicles to mass production faster than just a couple? Comparing video streaming to car subscription is another total opposite. Market in EU for tsla is still the beginning as the giga Berlin is not up yet to compete on a fair ground with VW.
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Assassin008
·2021-03-24
Tesla is so much more than just EV. Their energybusiness and SpaceX will worth so much more in future
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- AnimalPlanet:
  energy biz and spaceX not directly under Tesla right
  2021-03-24
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TohKokMeng79
·2021-03-24
How is Tesla in next..
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1
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- 璇瑤:
  Tesla
  2021-03-24
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- TohKokMeng79:
  tesla
  2021-03-24
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- 璇瑤:
  Today
  2021-03-25
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Zfron
·2021-03-24
Comment pls
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Jasminey
·2021-03-24
Stop spreading FUD!
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1
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Whyeloon
·2021-03-24
The old car empire strikes back...😀
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- Lynny:
  Tesla is much more than just a car company... and will continue to thrive and break frontiers. But good for VW, competition will bring down prices for consumers and give us more choices.
  2021-03-24
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illuminat18n
·2021-03-24
Everything is possible
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4
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- HuiTeng:
  Yes
  2021-03-25
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- ck1986:
  precisement
  2021-03-26
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- ck1986:
  must have faith
  2021-03-27
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查看更多 2 条评论
TizzyT
·2021-03-24
Like and comment please!!
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AhTar
·2021-03-24
So will the price fall???
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黄金捡漏官
·2021-03-24
Never
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JJQ
·2021-03-24
Tesla 💪!Please like and comment! Thank you
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1
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- TizzyT:
  ok!
  2021-03-24
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MichelleTSL
·2021-03-24
Buy or sell?
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Shank88
·2021-03-24
Hard to say. There’s a cult following.
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ArkInvest
·2021-03-24
i still believe in cathie wood. autonomous taxi is a different level from car makers
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DingDang
·2021-03-24
Try harder! Please like and comment!
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- JJQ:
  Done!
  2021-03-24
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Skeptics could be forgiven for raising their eyebrows at that message, coming as it was from the same carmaker that spent years gaslighting the world about “clean diesel.” But VW is finally seeing the payoff from its five-year effort to create a standardized platform to underpin dozens of electric models. “Many in the industry questioned our approach,” Diess said during the two-hour infomercial he led from VW’s headquarters in the German city of Wolfsburg. “Today they are following suit, while we are reaping the fruit.”\nVW last year became the No. 1 electric-vehicle maker in Europe, where sales of battery-powered cars surged thanks to stricter carbon dioxide limits. After the introduction of the ID.3 hatchback in 2020, the ID.4 crossover—the first global model based on VW’s electric platform—is starting to reach showrooms from Shanghai to Chicago. This year, VW plans to deliver 1 million plug-in hybrid and fully electric vehicles, and Diess aims to surpass Tesla in EV sales no later than 2025. Some analysts predict it will happen much sooner.\n\nIn addition to staging splashy events, mixing it up on Twitter, and spewing shameless bombast, Diess has something else in common with Musk lately: a stock price headed into the stratosphere. Sure, Tesla’s sky-high valuation means Musk could afford to buy VW tomorrow if he so desired (he doesn’t), but VW’s common shares have jumped more than 80% this year. Musk has long said that he welcomes EV competition and that Tesla’s mission was to accelerate the advent of sustainable energy. He got what he wanted.\nEVs are shifting from what seemed like a one-man show to an extravaganza with an increasingly crowded stage. Although VW has as good a chance as anyone to share top billing with Tesla, what’s less clear is the rest of the cast.General Motors Co. CEO Mary Barra sent her stock price soaring in January when she said she wanted to phase out gas and diesel cars by 2035. Many Chinese manufacturers are rolling out budget EVs, and Hyundai Motor Co. is planning almost two dozen models.Renault SA had a surprise hit in Europe last year with its Zoe, a battery-powered hatchback. In the U.S., Ford Motor’s Mustang Mach-E is hitting showrooms, and Amazon.com-backed Rivian Automotive and Lucid Motors—a Tesla clone that’s on track to raise $4.4 billion in funding—are seeking to replicate Musk’s success.\nTesla has done to the auto industry what Netflix Inc. did to cable TV, speeding the shift away from internal combustion in much the same way easy access toBreaking Badand hundreds of other shows spurred consumers to take the scissors to their Comcast contracts. But just as Netflix now sees a growing challenge from parts of the old guard—think Walt Disney Co. and HBO—incumbent automakers are starting to emulate the upstart. (Of course, cable TV companies also face a threat from the likes of Amazon.com Inc., Apple Inc., and Google, which in this analogy are … Amazon, Apple, and Google.)\nEven though Disney+ was years behind Netflix, Disney’s service has been a runaway success with new fare such asThe Mandalorianoffered alongside its deep catalog of classics like Pinocchio,Toy Story, and Mulan. Similarly, Diess has won over investors by making the case that VW can exploit something Tesla doesn’t have much of yet: scale. With a dozen brands that fill every nook and cranny of the auto market—and sales last year of 9.3 million vehicles, compared with a half-million for Tesla—VW is uniquely positioned to pool resources and bear the cost of developing new technologies. By next year, VW will have 27 models based on its standardized platform. “Our transformation will be fast,” Diess said at his event, “bigger than anything the industry has seen in the past century.”\nLike Musk, Diess is going big on batteries and charging stations. By 2025, VW and its partners will have more than 35,000 public chargers around the world. And one element of its legal agreement with the U.S. and California over cheating on emissions tests was a pledge to spend $2 billion promoting plug-ins and building charging infrastructure. VW in 2017 set up an affiliate called Electrify America that now boasts the largest fast-charging network in the U.S. Diess is also planning a half-dozen battery factories in Europe, which Bloomberg NEF estimates will require an investment of almost $18 billion. The energy researcher says improvements in cell design, battery chemistry, and manufacturing put VW on track to cut the cost of batteries in half by as early as 2025. That could make its EVs cheaper than similarly equipped combustion cars.\nSome rivals insist VW’s headlong charge into electric cars is imprudent because they remain a sliver of global sales—roughly 3% of vehicles delivered worldwide last year.Toyota Motor Corp., which narrowly surpassed VW as the world’s largest automaker in 2020, has long argued hybrids are a more sensible intermediate solution. And BMW AG has embraced flexibility, building many of its models in various versions: gasoline-powered, hybrid, plug-in hybrid, and electric. “We think a one-propulsion strategy could be very dangerous,” CEO Oliver Zipse told Bloomberg Television on March 17. “The likelihood that 150, 160 markets in a very short period of time—and one decade is a very short period of time—will converge fully into one drivetrain is highly unlikely.”\nDiess has no plans to hit the brakes. Even as the first models from the current platform start to roll out, VW is furiously developing a separate set of standard components for electric vehicles from Audi, Porsche, and its other upscale brands. That premium platform promises speedier charging times, greater range, and faster acceleration than the first-generation models. By the middle of the decade, VW says it will have a single scalable system to underpin all its battery-powered cars—no matter the brand or segment—as it aims to sell 26 million of them in the next 10 years. “They’ve got confidence that they can catch up with Tesla,” says Michael Dean, an analyst at Bloomberg Intelligence, who expects VW to take the global EV crown by 2023. “Their foray into electrification is serious.”","kind":null,"is_publish_news":true,"is_publish_highlight":true,"is_publish_live":false,"is_publish_wemedia":null,"editions":null,"column":"","sentiment":"0","news_tag":"","news_rank":0,"symbols":[],"gpt_button":1},"commentList":[{"id":351573054,"gmtCreate":1616611769778,"gmtModify":1634524929855,"author":{"id":"3574853805206773","authorId":"3574853805206773","authorIdStr":"3574853805206773","name":"Allofatso","avatar":"https://static.laohu8.com/default-avatar.jpg","vip":1,"crmLevel":1,"crmLevelSwitch":0,"idStr":"3574853805206773"},"htmlText":"My take is Tesla don't make much from sales of their cars but more on subsidies&nbsp;given by governments. Most importantly, they sell direct without agents making price more attractive to buyers, can VW move in this direction worldwide? I doubt do","listText":"My take is Tesla don't make much from sales of their cars but more on subsidies&nbsp;given by governments. Most importantly, they sell direct without agents making price more attractive to buyers, can VW move in this direction worldwide? I doubt do","text":"My take is Tesla don't make much from sales of their cars but more on subsidies given by governments. Most importantly, they sell direct without agents making price more attractive to buyers, can VW move in this direction worldwide? I doubt do","images":[],"top":1,"highlighted":1,"essential":1,"paper":1,"likeSize":0,"commentSize":0,"repostSize":0,"link":"https://laohu8.com/post/351573054","repostId":1178385748,"repostType":4,"repost":{"id":"1178385748","pubTimestamp":1616579432,"share":"https://www.laohu8.com/m/news/1178385748?lang=&edition=full","pubTime":"2021-03-24 17:50","market":"us","language":"en","title":"The End of Tesla’s Dominance May Be Closer Than It Appears","url":"https://stock-news.laohu8.com/highlight/detail?id=1178385748","media":"Bloomberg","summary":"Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a ","content":"<p>Elon Musk’s upstart still rules, but traditional automakers are catching up fast.</p>\n<p>He doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is starting to look and sound an awful lot like&nbsp;Elon Musk.</p>\n<p>The chief executive officer of&nbsp;Volkswagen AG&nbsp;kicked off a March 15 news conference modeled after&nbsp;Tesla Inc.’s “Battery Day”—Diess called his “Power Day”—by declaring that there’s only one way to quickly reduce emissions from transportation: Go electric. Skeptics could be forgiven for raising their eyebrows at that message, coming as it was from the same carmaker that spent years gaslighting the world about “clean diesel.” But VW is finally seeing the payoff from its&nbsp;five-year effort&nbsp;to create a standardized platform to underpin dozens of electric models. “Many in the industry questioned our approach,” Diess said during the two-hour infomercial he led from VW’s headquarters in the German city of Wolfsburg. “Today they are following suit, while we are reaping the fruit.”</p>\n<p>VW last year became the&nbsp;No. 1 electric-vehicle maker in Europe, where sales of battery-powered cars surged thanks to stricter carbon dioxide limits. After the introduction of the&nbsp;ID.3&nbsp;hatchback in 2020, the ID.4 crossover—the first global model based on VW’s electric platform—is starting to reach showrooms from Shanghai to Chicago. This year, VW plans to deliver 1 million plug-in hybrid and fully electric vehicles, and Diess aims to surpass Tesla in EV sales no later than 2025. Some analysts predict it will happen much sooner.</p>\n<p><img src=\"https://static.tigerbbs.com/f575bfbac7cb6073a2daaddcc86628dc\" tg-width=\"1251\" tg-height=\"610\"></p>\n<p>In addition to staging splashy events, mixing it up on Twitter, and spewing shameless bombast, Diess has something else in common with Musk lately: a&nbsp;stock price headed into the stratosphere. Sure, Tesla’s sky-high valuation means Musk could afford to buy VW tomorrow if he so desired (he doesn’t), but VW’s common shares have jumped more than 80% this year. Musk has long said that he welcomes EV competition and that Tesla’s mission was to accelerate the advent of sustainable energy. He got what he wanted.</p>\n<p>EVs are shifting from what seemed like a one-man show to an extravaganza with an increasingly crowded stage. Although VW has as good a chance as anyone to share top billing with Tesla, what’s less clear is the rest of the cast.General Motors Co.&nbsp;CEO Mary Barra sent her stock price soaring in January when she said she wanted to&nbsp;phase out gas and diesel cars by 2035. Many Chinese manufacturers are rolling out budget EVs, and&nbsp;Hyundai Motor Co.&nbsp;is planning almost two dozen models.Renault SA&nbsp;had a&nbsp;surprise hit&nbsp;in Europe last year with its Zoe, a battery-powered hatchback. In the U.S., Ford Motor’s Mustang Mach-E is hitting showrooms, and Amazon.com-backed Rivian Automotive and Lucid Motors—a Tesla clone that’s on track to raise $4.4 billion in funding—are seeking to replicate Musk’s success.</p>\n<p>Tesla has done to the auto industry what Netflix Inc. did to cable TV, speeding the shift away from internal combustion in much the same way easy access to<i>Breaking Bad</i>and hundreds of other shows spurred consumers to take the scissors to their Comcast contracts. But just as Netflix now sees a growing challenge from parts of the old guard—think Walt Disney Co. and HBO—incumbent automakers are starting to emulate the upstart. (Of course, cable TV companies also face a threat from the likes of Amazon.com Inc., Apple Inc., and Google, which in this analogy are … Amazon, Apple, and Google.)</p>\n<p>Even though Disney+ was years behind Netflix, Disney’s service has been a runaway success with new fare such as<i>The Mandalorian</i>offered alongside its deep catalog of classics like&nbsp;<i>Pinocchio</i>,<i>Toy Story</i>, and&nbsp;<i>Mulan</i>. Similarly, Diess has won over investors by making the case that VW can exploit something Tesla doesn’t have much of yet: scale. With a dozen brands that fill every nook and cranny of the auto market—and sales last year of 9.3 million vehicles, compared with a half-million for Tesla—VW is uniquely positioned to pool resources and bear the cost of developing new technologies. By next year, VW will have 27 models based on its standardized platform. “Our transformation will be fast,” Diess said at his event, “bigger than anything the industry has seen in the past century.”</p>\n<p>Like Musk, Diess is going big on batteries and charging stations. By 2025, VW and its partners will have more than 35,000&nbsp;public chargers around the world. And one element of its legal agreement with the U.S. and California over cheating on emissions tests was a pledge to spend $2 billion promoting plug-ins and building charging infrastructure. VW in 2017 set up an affiliate called Electrify America that now boasts the largest fast-charging network in the U.S. Diess is also planning a&nbsp;half-dozen battery factories&nbsp;in Europe, which Bloomberg&nbsp;NEF estimates will require an investment of almost $18 billion. The energy researcher says improvements in cell design, battery chemistry, and manufacturing put VW on track to cut the cost of batteries in half by as early as 2025. That could make its EVs cheaper than similarly equipped combustion cars.</p>\n<p>Some rivals insist VW’s&nbsp;headlong charge&nbsp;into electric cars is imprudent because they remain a sliver of global sales—roughly 3% of vehicles delivered worldwide last year.Toyota Motor Corp., which narrowly surpassed VW as the world’s largest automaker in 2020, has long argued hybrids are a more sensible intermediate solution. And&nbsp;BMW AG&nbsp;has embraced flexibility, building many of its models in various versions: gasoline-powered, hybrid, plug-in hybrid, and electric. “We think a one-propulsion strategy could be very dangerous,” CEO Oliver Zipse told&nbsp;Bloomberg Television&nbsp;on March 17. “The likelihood that 150, 160 markets in a very short period of time—and one decade is a very short period of time—will converge fully into one drivetrain is highly unlikely.”</p>\n<p>Diess has no plans to hit the brakes. Even as the first models from the current platform start to roll out, VW is furiously developing a separate set of standard components for electric vehicles from Audi, Porsche, and its other upscale brands. That premium platform promises speedier charging times, greater range, and faster acceleration than the first-generation models. By the middle of the decade, VW says it will have a single scalable system to underpin all its battery-powered cars—no matter the brand or segment—as it aims to sell 26 million of them in the next 10 years. “They’ve got confidence that they can catch up with Tesla,” says Michael Dean, an analyst at Bloomberg Intelligence, who expects VW to take the global EV crown by 2023. “Their foray into electrification is serious.”</p>","source":"lsy1584095487587","collect":0,"html":"<!DOCTYPE html>\n<html>\n<head>\n<meta http-equiv=\"Content-Type\" content=\"text/html; charset=utf-8\" />\n<meta name=\"viewport\" content=\"width=device-width,initial-scale=1.0,minimum-scale=1.0,maximum-scale=1.0,user-scalable=no\"/>\n<meta name=\"format-detection\" content=\"telephone=no,email=no,address=no\" />\n<title>The End of Tesla’s Dominance May Be Closer Than It Appears</title>\n<style type=\"text/css\">\na,abbr,acronym,address,applet,article,aside,audio,b,big,blockquote,body,canvas,caption,center,cite,code,dd,del,details,dfn,div,dl,dt,\nem,embed,fieldset,figcaption,figure,footer,form,h1,h2,h3,h4,h5,h6,header,hgroup,html,i,iframe,img,ins,kbd,label,legend,li,mark,menu,nav,\nobject,ol,output,p,pre,q,ruby,s,samp,section,small,span,strike,strong,sub,summary,sup,table,tbody,td,tfoot,th,thead,time,tr,tt,u,ul,var,video{ font:inherit;margin:0;padding:0;vertical-align:baseline;border:0 }\nbody{ font-size:16px; line-height:1.5; color:#999; background:transparent; }\n.wrapper{ overflow:hidden;word-break:break-all;padding:10px; }\nh1,h2{ font-weight:normal; line-height:1.35; margin-bottom:.6em; }\nh3,h4,h5,h6{ line-height:1.35; margin-bottom:1em; }\nh1{ font-size:24px; }\nh2{ font-size:20px; }\nh3{ font-size:18px; }\nh4{ font-size:16px; }\nh5{ font-size:14px; }\nh6{ font-size:12px; }\np,ul,ol,blockquote,dl,table{ margin:1.2em 0; }\nul,ol{ margin-left:2em; }\nul{ list-style:disc; }\nol{ list-style:decimal; }\nli,li p{ margin:10px 0;}\nimg{ max-width:100%;display:block;margin:0 auto 1em; }\nblockquote{ color:#B5B2B1; border-left:3px solid #aaa; padding:1em; }\nstrong,b{font-weight:bold;}\nem,i{font-style:italic;}\ntable{ width:100%;border-collapse:collapse;border-spacing:1px;margin:1em 0;font-size:.9em; }\nth,td{ padding:5px;text-align:left;border:1px solid #aaa; }\nth{ font-weight:bold;background:#5d5d5d; }\n.symbol-link{font-weight:bold;}\n/* header{ border-bottom:1px solid #494756; } */\n.title{ margin:0 0 8px;line-height:1.3;color:#ddd; }\n.meta {color:#5e5c6d;font-size:13px;margin:0 0 .5em; }\na{text-decoration:none; color:#2a4b87;}\n.meta .head { display: inline-block; overflow: hidden}\n.head .h-thumb { width: 30px; height: 30px; margin: 0; padding: 0; border-radius: 50%; float: left;}\n.head .h-content { margin: 0; padding: 0 0 0 9px; float: left;}\n.head .h-name {font-size: 13px; color: #eee; margin: 0;}\n.head .h-time {font-size: 11px; color: #7E829C; margin: 0;line-height: 11px;}\n.small {font-size: 12.5px; display: inline-block; transform: scale(0.9); -webkit-transform: scale(0.9); transform-origin: left; -webkit-transform-origin: left;}\n.smaller {font-size: 12.5px; display: inline-block; transform: scale(0.8); -webkit-transform: scale(0.8); transform-origin: left; -webkit-transform-origin: left;}\n.bt-text {font-size: 12px;margin: 1.5em 0 0 0}\n.bt-text p {margin: 0}\n</style>\n</head>\n<body>\n<div class=\"wrapper\">\n<header>\n<h2 class=\"title\">\nThe End of Tesla’s Dominance May Be Closer Than It Appears\n</h2>\n\n<h4 class=\"meta\">\n\n\n2021-03-24 17:50 GMT+8&nbsp;&nbsp;&nbsp;<a href=http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen><strong>Bloomberg</strong></a>\n\n\n</h4>\n\n</header>\n<article>\n<div>\n<p>Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is ...</p>\n\n<a href=\"http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen\">Web Link</a>\n\n</div>\n\n\n</article>\n</div>\n</body>\n</html>\n","type":0,"thumbnail":"","relate_stocks":{"TSLA":"特斯拉"},"source_url":"http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen","is_english":true,"share_image_url":"https://static.laohu8.com/e9f99090a1c2ed51c021029395664489","article_id":"1178385748","content_text":"Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is starting to look and sound an awful lot like Elon Musk.\nThe chief executive officer of Volkswagen AG kicked off a March 15 news conference modeled after Tesla Inc.’s “Battery Day”—Diess called his “Power Day”—by declaring that there’s only one way to quickly reduce emissions from transportation: Go electric. Skeptics could be forgiven for raising their eyebrows at that message, coming as it was from the same carmaker that spent years gaslighting the world about “clean diesel.” But VW is finally seeing the payoff from its five-year effort to create a standardized platform to underpin dozens of electric models. “Many in the industry questioned our approach,” Diess said during the two-hour infomercial he led from VW’s headquarters in the German city of Wolfsburg. “Today they are following suit, while we are reaping the fruit.”\nVW last year became the No. 1 electric-vehicle maker in Europe, where sales of battery-powered cars surged thanks to stricter carbon dioxide limits. After the introduction of the ID.3 hatchback in 2020, the ID.4 crossover—the first global model based on VW’s electric platform—is starting to reach showrooms from Shanghai to Chicago. This year, VW plans to deliver 1 million plug-in hybrid and fully electric vehicles, and Diess aims to surpass Tesla in EV sales no later than 2025. Some analysts predict it will happen much sooner.\n\nIn addition to staging splashy events, mixing it up on Twitter, and spewing shameless bombast, Diess has something else in common with Musk lately: a stock price headed into the stratosphere. Sure, Tesla’s sky-high valuation means Musk could afford to buy VW tomorrow if he so desired (he doesn’t), but VW’s common shares have jumped more than 80% this year. Musk has long said that he welcomes EV competition and that Tesla’s mission was to accelerate the advent of sustainable energy. He got what he wanted.\nEVs are shifting from what seemed like a one-man show to an extravaganza with an increasingly crowded stage. Although VW has as good a chance as anyone to share top billing with Tesla, what’s less clear is the rest of the cast.General Motors Co. CEO Mary Barra sent her stock price soaring in January when she said she wanted to phase out gas and diesel cars by 2035. Many Chinese manufacturers are rolling out budget EVs, and Hyundai Motor Co. is planning almost two dozen models.Renault SA had a surprise hit in Europe last year with its Zoe, a battery-powered hatchback. In the U.S., Ford Motor’s Mustang Mach-E is hitting showrooms, and Amazon.com-backed Rivian Automotive and Lucid Motors—a Tesla clone that’s on track to raise $4.4 billion in funding—are seeking to replicate Musk’s success.\nTesla has done to the auto industry what Netflix Inc. did to cable TV, speeding the shift away from internal combustion in much the same way easy access toBreaking Badand hundreds of other shows spurred consumers to take the scissors to their Comcast contracts. But just as Netflix now sees a growing challenge from parts of the old guard—think Walt Disney Co. and HBO—incumbent automakers are starting to emulate the upstart. (Of course, cable TV companies also face a threat from the likes of Amazon.com Inc., Apple Inc., and Google, which in this analogy are … Amazon, Apple, and Google.)\nEven though Disney+ was years behind Netflix, Disney’s service has been a runaway success with new fare such asThe Mandalorianoffered alongside its deep catalog of classics like Pinocchio,Toy Story, and Mulan. Similarly, Diess has won over investors by making the case that VW can exploit something Tesla doesn’t have much of yet: scale. With a dozen brands that fill every nook and cranny of the auto market—and sales last year of 9.3 million vehicles, compared with a half-million for Tesla—VW is uniquely positioned to pool resources and bear the cost of developing new technologies. By next year, VW will have 27 models based on its standardized platform. “Our transformation will be fast,” Diess said at his event, “bigger than anything the industry has seen in the past century.”\nLike Musk, Diess is going big on batteries and charging stations. By 2025, VW and its partners will have more than 35,000 public chargers around the world. And one element of its legal agreement with the U.S. and California over cheating on emissions tests was a pledge to spend $2 billion promoting plug-ins and building charging infrastructure. VW in 2017 set up an affiliate called Electrify America that now boasts the largest fast-charging network in the U.S. Diess is also planning a half-dozen battery factories in Europe, which Bloomberg NEF estimates will require an investment of almost $18 billion. The energy researcher says improvements in cell design, battery chemistry, and manufacturing put VW on track to cut the cost of batteries in half by as early as 2025. That could make its EVs cheaper than similarly equipped combustion cars.\nSome rivals insist VW’s headlong charge into electric cars is imprudent because they remain a sliver of global sales—roughly 3% of vehicles delivered worldwide last year.Toyota Motor Corp., which narrowly surpassed VW as the world’s largest automaker in 2020, has long argued hybrids are a more sensible intermediate solution. And BMW AG has embraced flexibility, building many of its models in various versions: gasoline-powered, hybrid, plug-in hybrid, and electric. “We think a one-propulsion strategy could be very dangerous,” CEO Oliver Zipse told Bloomberg Television on March 17. “The likelihood that 150, 160 markets in a very short period of time—and one decade is a very short period of time—will converge fully into one drivetrain is highly unlikely.”\nDiess has no plans to hit the brakes. Even as the first models from the current platform start to roll out, VW is furiously developing a separate set of standard components for electric vehicles from Audi, Porsche, and its other upscale brands. That premium platform promises speedier charging times, greater range, and faster acceleration than the first-generation models. By the middle of the decade, VW says it will have a single scalable system to underpin all its battery-powered cars—no matter the brand or segment—as it aims to sell 26 million of them in the next 10 years. “They’ve got confidence that they can catch up with Tesla,” says Michael Dean, an analyst at Bloomberg Intelligence, who expects VW to take the global EV crown by 2023. “Their foray into electrification is serious.”","news_type":1},"isVote":1,"likeStatus":false,"favoriteStatus":false,"reportStatus":false,"tweetType":1,"langContent":"EN"},{"id":351879816,"gmtCreate":1616589720935,"gmtModify":1634525057188,"author":{"id":"3579388828072837","authorId":"3579388828072837","authorIdStr":"3579388828072837","name":"Minr5","avatar":"https://static.tigerbbs.com/548e397ee8907a8d899041e59d5e2cb9","vip":1,"crmLevel":1,"crmLevelSwitch":0,"idStr":"3579388828072837"},"htmlText":"[惊讶]&nbsp;[惊讶]&nbsp;[惊讶]&nbsp;","listText":"[惊讶]&nbsp;[惊讶]&nbsp;[惊讶]&nbsp;","text":"[惊讶] [惊讶] [惊讶]","images":[],"top":1,"highlighted":1,"essential":1,"paper":1,"likeSize":0,"commentSize":0,"repostSize":0,"link":"https://laohu8.com/post/351879816","repostId":1178385748,"repostType":4,"repost":{"id":"1178385748","pubTimestamp":1616579432,"share":"https://www.laohu8.com/m/news/1178385748?lang=&edition=full","pubTime":"2021-03-24 17:50","market":"us","language":"en","title":"The End of Tesla’s Dominance May Be Closer Than It Appears","url":"https://stock-news.laohu8.com/highlight/detail?id=1178385748","media":"Bloomberg","summary":"Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a ","content":"<p>Elon Musk’s upstart still rules, but traditional automakers are catching up fast.</p>\n<p>He doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is starting to look and sound an awful lot like&nbsp;Elon Musk.</p>\n<p>The chief executive officer of&nbsp;Volkswagen AG&nbsp;kicked off a March 15 news conference modeled after&nbsp;Tesla Inc.’s “Battery Day”—Diess called his “Power Day”—by declaring that there’s only one way to quickly reduce emissions from transportation: Go electric. Skeptics could be forgiven for raising their eyebrows at that message, coming as it was from the same carmaker that spent years gaslighting the world about “clean diesel.” But VW is finally seeing the payoff from its&nbsp;five-year effort&nbsp;to create a standardized platform to underpin dozens of electric models. “Many in the industry questioned our approach,” Diess said during the two-hour infomercial he led from VW’s headquarters in the German city of Wolfsburg. “Today they are following suit, while we are reaping the fruit.”</p>\n<p>VW last year became the&nbsp;No. 1 electric-vehicle maker in Europe, where sales of battery-powered cars surged thanks to stricter carbon dioxide limits. After the introduction of the&nbsp;ID.3&nbsp;hatchback in 2020, the ID.4 crossover—the first global model based on VW’s electric platform—is starting to reach showrooms from Shanghai to Chicago. This year, VW plans to deliver 1 million plug-in hybrid and fully electric vehicles, and Diess aims to surpass Tesla in EV sales no later than 2025. Some analysts predict it will happen much sooner.</p>\n<p><img src=\"https://static.tigerbbs.com/f575bfbac7cb6073a2daaddcc86628dc\" tg-width=\"1251\" tg-height=\"610\"></p>\n<p>In addition to staging splashy events, mixing it up on Twitter, and spewing shameless bombast, Diess has something else in common with Musk lately: a&nbsp;stock price headed into the stratosphere. Sure, Tesla’s sky-high valuation means Musk could afford to buy VW tomorrow if he so desired (he doesn’t), but VW’s common shares have jumped more than 80% this year. Musk has long said that he welcomes EV competition and that Tesla’s mission was to accelerate the advent of sustainable energy. He got what he wanted.</p>\n<p>EVs are shifting from what seemed like a one-man show to an extravaganza with an increasingly crowded stage. Although VW has as good a chance as anyone to share top billing with Tesla, what’s less clear is the rest of the cast.General Motors Co.&nbsp;CEO Mary Barra sent her stock price soaring in January when she said she wanted to&nbsp;phase out gas and diesel cars by 2035. Many Chinese manufacturers are rolling out budget EVs, and&nbsp;Hyundai Motor Co.&nbsp;is planning almost two dozen models.Renault SA&nbsp;had a&nbsp;surprise hit&nbsp;in Europe last year with its Zoe, a battery-powered hatchback. In the U.S., Ford Motor’s Mustang Mach-E is hitting showrooms, and Amazon.com-backed Rivian Automotive and Lucid Motors—a Tesla clone that’s on track to raise $4.4 billion in funding—are seeking to replicate Musk’s success.</p>\n<p>Tesla has done to the auto industry what Netflix Inc. did to cable TV, speeding the shift away from internal combustion in much the same way easy access to<i>Breaking Bad</i>and hundreds of other shows spurred consumers to take the scissors to their Comcast contracts. But just as Netflix now sees a growing challenge from parts of the old guard—think Walt Disney Co. and HBO—incumbent automakers are starting to emulate the upstart. (Of course, cable TV companies also face a threat from the likes of Amazon.com Inc., Apple Inc., and Google, which in this analogy are … Amazon, Apple, and Google.)</p>\n<p>Even though Disney+ was years behind Netflix, Disney’s service has been a runaway success with new fare such as<i>The Mandalorian</i>offered alongside its deep catalog of classics like&nbsp;<i>Pinocchio</i>,<i>Toy Story</i>, and&nbsp;<i>Mulan</i>. Similarly, Diess has won over investors by making the case that VW can exploit something Tesla doesn’t have much of yet: scale. With a dozen brands that fill every nook and cranny of the auto market—and sales last year of 9.3 million vehicles, compared with a half-million for Tesla—VW is uniquely positioned to pool resources and bear the cost of developing new technologies. By next year, VW will have 27 models based on its standardized platform. “Our transformation will be fast,” Diess said at his event, “bigger than anything the industry has seen in the past century.”</p>\n<p>Like Musk, Diess is going big on batteries and charging stations. By 2025, VW and its partners will have more than 35,000&nbsp;public chargers around the world. And one element of its legal agreement with the U.S. and California over cheating on emissions tests was a pledge to spend $2 billion promoting plug-ins and building charging infrastructure. VW in 2017 set up an affiliate called Electrify America that now boasts the largest fast-charging network in the U.S. Diess is also planning a&nbsp;half-dozen battery factories&nbsp;in Europe, which Bloomberg&nbsp;NEF estimates will require an investment of almost $18 billion. The energy researcher says improvements in cell design, battery chemistry, and manufacturing put VW on track to cut the cost of batteries in half by as early as 2025. That could make its EVs cheaper than similarly equipped combustion cars.</p>\n<p>Some rivals insist VW’s&nbsp;headlong charge&nbsp;into electric cars is imprudent because they remain a sliver of global sales—roughly 3% of vehicles delivered worldwide last year.Toyota Motor Corp., which narrowly surpassed VW as the world’s largest automaker in 2020, has long argued hybrids are a more sensible intermediate solution. And&nbsp;BMW AG&nbsp;has embraced flexibility, building many of its models in various versions: gasoline-powered, hybrid, plug-in hybrid, and electric. “We think a one-propulsion strategy could be very dangerous,” CEO Oliver Zipse told&nbsp;Bloomberg Television&nbsp;on March 17. “The likelihood that 150, 160 markets in a very short period of time—and one decade is a very short period of time—will converge fully into one drivetrain is highly unlikely.”</p>\n<p>Diess has no plans to hit the brakes. Even as the first models from the current platform start to roll out, VW is furiously developing a separate set of standard components for electric vehicles from Audi, Porsche, and its other upscale brands. That premium platform promises speedier charging times, greater range, and faster acceleration than the first-generation models. By the middle of the decade, VW says it will have a single scalable system to underpin all its battery-powered cars—no matter the brand or segment—as it aims to sell 26 million of them in the next 10 years. “They’ve got confidence that they can catch up with Tesla,” says Michael Dean, an analyst at Bloomberg Intelligence, who expects VW to take the global EV crown by 2023. “Their foray into electrification is serious.”</p>","source":"lsy1584095487587","collect":0,"html":"<!DOCTYPE html>\n<html>\n<head>\n<meta http-equiv=\"Content-Type\" content=\"text/html; charset=utf-8\" />\n<meta name=\"viewport\" content=\"width=device-width,initial-scale=1.0,minimum-scale=1.0,maximum-scale=1.0,user-scalable=no\"/>\n<meta name=\"format-detection\" content=\"telephone=no,email=no,address=no\" />\n<title>The End of Tesla’s Dominance May Be Closer Than It Appears</title>\n<style type=\"text/css\">\na,abbr,acronym,address,applet,article,aside,audio,b,big,blockquote,body,canvas,caption,center,cite,code,dd,del,details,dfn,div,dl,dt,\nem,embed,fieldset,figcaption,figure,footer,form,h1,h2,h3,h4,h5,h6,header,hgroup,html,i,iframe,img,ins,kbd,label,legend,li,mark,menu,nav,\nobject,ol,output,p,pre,q,ruby,s,samp,section,small,span,strike,strong,sub,summary,sup,table,tbody,td,tfoot,th,thead,time,tr,tt,u,ul,var,video{ font:inherit;margin:0;padding:0;vertical-align:baseline;border:0 }\nbody{ font-size:16px; line-height:1.5; color:#999; background:transparent; }\n.wrapper{ overflow:hidden;word-break:break-all;padding:10px; }\nh1,h2{ font-weight:normal; line-height:1.35; margin-bottom:.6em; }\nh3,h4,h5,h6{ line-height:1.35; margin-bottom:1em; }\nh1{ font-size:24px; }\nh2{ font-size:20px; }\nh3{ font-size:18px; }\nh4{ font-size:16px; }\nh5{ font-size:14px; }\nh6{ font-size:12px; }\np,ul,ol,blockquote,dl,table{ margin:1.2em 0; }\nul,ol{ margin-left:2em; }\nul{ list-style:disc; }\nol{ list-style:decimal; }\nli,li p{ margin:10px 0;}\nimg{ max-width:100%;display:block;margin:0 auto 1em; }\nblockquote{ color:#B5B2B1; border-left:3px solid #aaa; padding:1em; }\nstrong,b{font-weight:bold;}\nem,i{font-style:italic;}\ntable{ width:100%;border-collapse:collapse;border-spacing:1px;margin:1em 0;font-size:.9em; }\nth,td{ padding:5px;text-align:left;border:1px solid #aaa; }\nth{ font-weight:bold;background:#5d5d5d; }\n.symbol-link{font-weight:bold;}\n/* header{ border-bottom:1px solid #494756; } */\n.title{ margin:0 0 8px;line-height:1.3;color:#ddd; }\n.meta {color:#5e5c6d;font-size:13px;margin:0 0 .5em; }\na{text-decoration:none; color:#2a4b87;}\n.meta .head { display: inline-block; overflow: hidden}\n.head .h-thumb { width: 30px; height: 30px; margin: 0; padding: 0; border-radius: 50%; float: left;}\n.head .h-content { margin: 0; padding: 0 0 0 9px; float: left;}\n.head .h-name {font-size: 13px; color: #eee; margin: 0;}\n.head .h-time {font-size: 11px; color: #7E829C; margin: 0;line-height: 11px;}\n.small {font-size: 12.5px; display: inline-block; transform: scale(0.9); -webkit-transform: scale(0.9); transform-origin: left; -webkit-transform-origin: left;}\n.smaller {font-size: 12.5px; display: inline-block; transform: scale(0.8); -webkit-transform: scale(0.8); transform-origin: left; -webkit-transform-origin: left;}\n.bt-text {font-size: 12px;margin: 1.5em 0 0 0}\n.bt-text p {margin: 0}\n</style>\n</head>\n<body>\n<div class=\"wrapper\">\n<header>\n<h2 class=\"title\">\nThe End of Tesla’s Dominance May Be Closer Than It Appears\n</h2>\n\n<h4 class=\"meta\">\n\n\n2021-03-24 17:50 GMT+8&nbsp;&nbsp;&nbsp;<a href=http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen><strong>Bloomberg</strong></a>\n\n\n</h4>\n\n</header>\n<article>\n<div>\n<p>Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is ...</p>\n\n<a href=\"http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen\">Web Link</a>\n\n</div>\n\n\n</article>\n</div>\n</body>\n</html>\n","type":0,"thumbnail":"","relate_stocks":{"TSLA":"特斯拉"},"source_url":"http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen","is_english":true,"share_image_url":"https://static.laohu8.com/e9f99090a1c2ed51c021029395664489","article_id":"1178385748","content_text":"Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is starting to look and sound an awful lot like Elon Musk.\nThe chief executive officer of Volkswagen AG kicked off a March 15 news conference modeled after Tesla Inc.’s “Battery Day”—Diess called his “Power Day”—by declaring that there’s only one way to quickly reduce emissions from transportation: Go electric. Skeptics could be forgiven for raising their eyebrows at that message, coming as it was from the same carmaker that spent years gaslighting the world about “clean diesel.” But VW is finally seeing the payoff from its five-year effort to create a standardized platform to underpin dozens of electric models. “Many in the industry questioned our approach,” Diess said during the two-hour infomercial he led from VW’s headquarters in the German city of Wolfsburg. “Today they are following suit, while we are reaping the fruit.”\nVW last year became the No. 1 electric-vehicle maker in Europe, where sales of battery-powered cars surged thanks to stricter carbon dioxide limits. After the introduction of the ID.3 hatchback in 2020, the ID.4 crossover—the first global model based on VW’s electric platform—is starting to reach showrooms from Shanghai to Chicago. This year, VW plans to deliver 1 million plug-in hybrid and fully electric vehicles, and Diess aims to surpass Tesla in EV sales no later than 2025. Some analysts predict it will happen much sooner.\n\nIn addition to staging splashy events, mixing it up on Twitter, and spewing shameless bombast, Diess has something else in common with Musk lately: a stock price headed into the stratosphere. Sure, Tesla’s sky-high valuation means Musk could afford to buy VW tomorrow if he so desired (he doesn’t), but VW’s common shares have jumped more than 80% this year. Musk has long said that he welcomes EV competition and that Tesla’s mission was to accelerate the advent of sustainable energy. He got what he wanted.\nEVs are shifting from what seemed like a one-man show to an extravaganza with an increasingly crowded stage. Although VW has as good a chance as anyone to share top billing with Tesla, what’s less clear is the rest of the cast.General Motors Co. CEO Mary Barra sent her stock price soaring in January when she said she wanted to phase out gas and diesel cars by 2035. Many Chinese manufacturers are rolling out budget EVs, and Hyundai Motor Co. is planning almost two dozen models.Renault SA had a surprise hit in Europe last year with its Zoe, a battery-powered hatchback. In the U.S., Ford Motor’s Mustang Mach-E is hitting showrooms, and Amazon.com-backed Rivian Automotive and Lucid Motors—a Tesla clone that’s on track to raise $4.4 billion in funding—are seeking to replicate Musk’s success.\nTesla has done to the auto industry what Netflix Inc. did to cable TV, speeding the shift away from internal combustion in much the same way easy access toBreaking Badand hundreds of other shows spurred consumers to take the scissors to their Comcast contracts. But just as Netflix now sees a growing challenge from parts of the old guard—think Walt Disney Co. and HBO—incumbent automakers are starting to emulate the upstart. (Of course, cable TV companies also face a threat from the likes of Amazon.com Inc., Apple Inc., and Google, which in this analogy are … Amazon, Apple, and Google.)\nEven though Disney+ was years behind Netflix, Disney’s service has been a runaway success with new fare such asThe Mandalorianoffered alongside its deep catalog of classics like Pinocchio,Toy Story, and Mulan. Similarly, Diess has won over investors by making the case that VW can exploit something Tesla doesn’t have much of yet: scale. With a dozen brands that fill every nook and cranny of the auto market—and sales last year of 9.3 million vehicles, compared with a half-million for Tesla—VW is uniquely positioned to pool resources and bear the cost of developing new technologies. By next year, VW will have 27 models based on its standardized platform. “Our transformation will be fast,” Diess said at his event, “bigger than anything the industry has seen in the past century.”\nLike Musk, Diess is going big on batteries and charging stations. By 2025, VW and its partners will have more than 35,000 public chargers around the world. And one element of its legal agreement with the U.S. and California over cheating on emissions tests was a pledge to spend $2 billion promoting plug-ins and building charging infrastructure. VW in 2017 set up an affiliate called Electrify America that now boasts the largest fast-charging network in the U.S. Diess is also planning a half-dozen battery factories in Europe, which Bloomberg NEF estimates will require an investment of almost $18 billion. The energy researcher says improvements in cell design, battery chemistry, and manufacturing put VW on track to cut the cost of batteries in half by as early as 2025. That could make its EVs cheaper than similarly equipped combustion cars.\nSome rivals insist VW’s headlong charge into electric cars is imprudent because they remain a sliver of global sales—roughly 3% of vehicles delivered worldwide last year.Toyota Motor Corp., which narrowly surpassed VW as the world’s largest automaker in 2020, has long argued hybrids are a more sensible intermediate solution. And BMW AG has embraced flexibility, building many of its models in various versions: gasoline-powered, hybrid, plug-in hybrid, and electric. “We think a one-propulsion strategy could be very dangerous,” CEO Oliver Zipse told Bloomberg Television on March 17. “The likelihood that 150, 160 markets in a very short period of time—and one decade is a very short period of time—will converge fully into one drivetrain is highly unlikely.”\nDiess has no plans to hit the brakes. Even as the first models from the current platform start to roll out, VW is furiously developing a separate set of standard components for electric vehicles from Audi, Porsche, and its other upscale brands. That premium platform promises speedier charging times, greater range, and faster acceleration than the first-generation models. By the middle of the decade, VW says it will have a single scalable system to underpin all its battery-powered cars—no matter the brand or segment—as it aims to sell 26 million of them in the next 10 years. “They’ve got confidence that they can catch up with Tesla,” says Michael Dean, an analyst at Bloomberg Intelligence, who expects VW to take the global EV crown by 2023. “Their foray into electrification is serious.”","news_type":1},"isVote":1,"likeStatus":false,"favoriteStatus":false,"reportStatus":false,"tweetType":1,"langContent":"CN"},{"id":351849341,"gmtCreate":1616588771183,"gmtModify":1634525062589,"author":{"id":"3574980150965538","authorId":"3574980150965538","authorIdStr":"3574980150965538","name":"真的钻石手","avatar":"https://static.tigerbbs.com/394063a289e727c8c5c2734207c9aabd","vip":1,"crmLevel":8,"crmLevelSwitch":0,"idStr":"3574980150965538"},"htmlText":"End your head, it’s competitors are few thousand&nbsp;miles behind 🚀🚀🚀","listText":"End your head, it’s competitors are few thousand&nbsp;miles behind 🚀🚀🚀","text":"End your head, it’s competitors are few thousand miles behind 🚀🚀🚀","images":[],"top":1,"highlighted":1,"essential":1,"paper":1,"likeSize":0,"commentSize":0,"repostSize":0,"link":"https://laohu8.com/post/351849341","repostId":1178385748,"repostType":4,"repost":{"id":"1178385748","pubTimestamp":1616579432,"share":"https://www.laohu8.com/m/news/1178385748?lang=&edition=full","pubTime":"2021-03-24 17:50","market":"us","language":"en","title":"The End of Tesla’s Dominance May Be Closer Than It Appears","url":"https://stock-news.laohu8.com/highlight/detail?id=1178385748","media":"Bloomberg","summary":"Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a ","content":"<p>Elon Musk’s upstart still rules, but traditional automakers are catching up fast.</p>\n<p>He doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is starting to look and sound an awful lot like&nbsp;Elon Musk.</p>\n<p>The chief executive officer of&nbsp;Volkswagen AG&nbsp;kicked off a March 15 news conference modeled after&nbsp;Tesla Inc.’s “Battery Day”—Diess called his “Power Day”—by declaring that there’s only one way to quickly reduce emissions from transportation: Go electric. Skeptics could be forgiven for raising their eyebrows at that message, coming as it was from the same carmaker that spent years gaslighting the world about “clean diesel.” But VW is finally seeing the payoff from its&nbsp;five-year effort&nbsp;to create a standardized platform to underpin dozens of electric models. “Many in the industry questioned our approach,” Diess said during the two-hour infomercial he led from VW’s headquarters in the German city of Wolfsburg. “Today they are following suit, while we are reaping the fruit.”</p>\n<p>VW last year became the&nbsp;No. 1 electric-vehicle maker in Europe, where sales of battery-powered cars surged thanks to stricter carbon dioxide limits. After the introduction of the&nbsp;ID.3&nbsp;hatchback in 2020, the ID.4 crossover—the first global model based on VW’s electric platform—is starting to reach showrooms from Shanghai to Chicago. This year, VW plans to deliver 1 million plug-in hybrid and fully electric vehicles, and Diess aims to surpass Tesla in EV sales no later than 2025. Some analysts predict it will happen much sooner.</p>\n<p><img src=\"https://static.tigerbbs.com/f575bfbac7cb6073a2daaddcc86628dc\" tg-width=\"1251\" tg-height=\"610\"></p>\n<p>In addition to staging splashy events, mixing it up on Twitter, and spewing shameless bombast, Diess has something else in common with Musk lately: a&nbsp;stock price headed into the stratosphere. Sure, Tesla’s sky-high valuation means Musk could afford to buy VW tomorrow if he so desired (he doesn’t), but VW’s common shares have jumped more than 80% this year. Musk has long said that he welcomes EV competition and that Tesla’s mission was to accelerate the advent of sustainable energy. He got what he wanted.</p>\n<p>EVs are shifting from what seemed like a one-man show to an extravaganza with an increasingly crowded stage. Although VW has as good a chance as anyone to share top billing with Tesla, what’s less clear is the rest of the cast.General Motors Co.&nbsp;CEO Mary Barra sent her stock price soaring in January when she said she wanted to&nbsp;phase out gas and diesel cars by 2035. Many Chinese manufacturers are rolling out budget EVs, and&nbsp;Hyundai Motor Co.&nbsp;is planning almost two dozen models.Renault SA&nbsp;had a&nbsp;surprise hit&nbsp;in Europe last year with its Zoe, a battery-powered hatchback. In the U.S., Ford Motor’s Mustang Mach-E is hitting showrooms, and Amazon.com-backed Rivian Automotive and Lucid Motors—a Tesla clone that’s on track to raise $4.4 billion in funding—are seeking to replicate Musk’s success.</p>\n<p>Tesla has done to the auto industry what Netflix Inc. did to cable TV, speeding the shift away from internal combustion in much the same way easy access to<i>Breaking Bad</i>and hundreds of other shows spurred consumers to take the scissors to their Comcast contracts. But just as Netflix now sees a growing challenge from parts of the old guard—think Walt Disney Co. and HBO—incumbent automakers are starting to emulate the upstart. (Of course, cable TV companies also face a threat from the likes of Amazon.com Inc., Apple Inc., and Google, which in this analogy are … Amazon, Apple, and Google.)</p>\n<p>Even though Disney+ was years behind Netflix, Disney’s service has been a runaway success with new fare such as<i>The Mandalorian</i>offered alongside its deep catalog of classics like&nbsp;<i>Pinocchio</i>,<i>Toy Story</i>, and&nbsp;<i>Mulan</i>. Similarly, Diess has won over investors by making the case that VW can exploit something Tesla doesn’t have much of yet: scale. With a dozen brands that fill every nook and cranny of the auto market—and sales last year of 9.3 million vehicles, compared with a half-million for Tesla—VW is uniquely positioned to pool resources and bear the cost of developing new technologies. By next year, VW will have 27 models based on its standardized platform. “Our transformation will be fast,” Diess said at his event, “bigger than anything the industry has seen in the past century.”</p>\n<p>Like Musk, Diess is going big on batteries and charging stations. By 2025, VW and its partners will have more than 35,000&nbsp;public chargers around the world. And one element of its legal agreement with the U.S. and California over cheating on emissions tests was a pledge to spend $2 billion promoting plug-ins and building charging infrastructure. VW in 2017 set up an affiliate called Electrify America that now boasts the largest fast-charging network in the U.S. Diess is also planning a&nbsp;half-dozen battery factories&nbsp;in Europe, which Bloomberg&nbsp;NEF estimates will require an investment of almost $18 billion. The energy researcher says improvements in cell design, battery chemistry, and manufacturing put VW on track to cut the cost of batteries in half by as early as 2025. That could make its EVs cheaper than similarly equipped combustion cars.</p>\n<p>Some rivals insist VW’s&nbsp;headlong charge&nbsp;into electric cars is imprudent because they remain a sliver of global sales—roughly 3% of vehicles delivered worldwide last year.Toyota Motor Corp., which narrowly surpassed VW as the world’s largest automaker in 2020, has long argued hybrids are a more sensible intermediate solution. And&nbsp;BMW AG&nbsp;has embraced flexibility, building many of its models in various versions: gasoline-powered, hybrid, plug-in hybrid, and electric. “We think a one-propulsion strategy could be very dangerous,” CEO Oliver Zipse told&nbsp;Bloomberg Television&nbsp;on March 17. “The likelihood that 150, 160 markets in a very short period of time—and one decade is a very short period of time—will converge fully into one drivetrain is highly unlikely.”</p>\n<p>Diess has no plans to hit the brakes. Even as the first models from the current platform start to roll out, VW is furiously developing a separate set of standard components for electric vehicles from Audi, Porsche, and its other upscale brands. That premium platform promises speedier charging times, greater range, and faster acceleration than the first-generation models. By the middle of the decade, VW says it will have a single scalable system to underpin all its battery-powered cars—no matter the brand or segment—as it aims to sell 26 million of them in the next 10 years. “They’ve got confidence that they can catch up with Tesla,” says Michael Dean, an analyst at Bloomberg Intelligence, who expects VW to take the global EV crown by 2023. “Their foray into electrification is serious.”</p>","source":"lsy1584095487587","collect":0,"html":"<!DOCTYPE html>\n<html>\n<head>\n<meta http-equiv=\"Content-Type\" content=\"text/html; charset=utf-8\" />\n<meta name=\"viewport\" content=\"width=device-width,initial-scale=1.0,minimum-scale=1.0,maximum-scale=1.0,user-scalable=no\"/>\n<meta name=\"format-detection\" content=\"telephone=no,email=no,address=no\" />\n<title>The End of Tesla’s Dominance May Be Closer Than It Appears</title>\n<style type=\"text/css\">\na,abbr,acronym,address,applet,article,aside,audio,b,big,blockquote,body,canvas,caption,center,cite,code,dd,del,details,dfn,div,dl,dt,\nem,embed,fieldset,figcaption,figure,footer,form,h1,h2,h3,h4,h5,h6,header,hgroup,html,i,iframe,img,ins,kbd,label,legend,li,mark,menu,nav,\nobject,ol,output,p,pre,q,ruby,s,samp,section,small,span,strike,strong,sub,summary,sup,table,tbody,td,tfoot,th,thead,time,tr,tt,u,ul,var,video{ font:inherit;margin:0;padding:0;vertical-align:baseline;border:0 }\nbody{ font-size:16px; line-height:1.5; color:#999; background:transparent; }\n.wrapper{ overflow:hidden;word-break:break-all;padding:10px; }\nh1,h2{ font-weight:normal; line-height:1.35; margin-bottom:.6em; }\nh3,h4,h5,h6{ line-height:1.35; margin-bottom:1em; }\nh1{ font-size:24px; }\nh2{ font-size:20px; }\nh3{ font-size:18px; }\nh4{ font-size:16px; }\nh5{ font-size:14px; }\nh6{ font-size:12px; }\np,ul,ol,blockquote,dl,table{ margin:1.2em 0; }\nul,ol{ margin-left:2em; }\nul{ list-style:disc; }\nol{ list-style:decimal; }\nli,li p{ margin:10px 0;}\nimg{ max-width:100%;display:block;margin:0 auto 1em; }\nblockquote{ color:#B5B2B1; border-left:3px solid #aaa; padding:1em; }\nstrong,b{font-weight:bold;}\nem,i{font-style:italic;}\ntable{ width:100%;border-collapse:collapse;border-spacing:1px;margin:1em 0;font-size:.9em; }\nth,td{ padding:5px;text-align:left;border:1px solid #aaa; }\nth{ font-weight:bold;background:#5d5d5d; }\n.symbol-link{font-weight:bold;}\n/* header{ border-bottom:1px solid #494756; } */\n.title{ margin:0 0 8px;line-height:1.3;color:#ddd; }\n.meta {color:#5e5c6d;font-size:13px;margin:0 0 .5em; }\na{text-decoration:none; color:#2a4b87;}\n.meta .head { display: inline-block; overflow: hidden}\n.head .h-thumb { width: 30px; height: 30px; margin: 0; padding: 0; border-radius: 50%; float: left;}\n.head .h-content { margin: 0; padding: 0 0 0 9px; float: left;}\n.head .h-name {font-size: 13px; color: #eee; margin: 0;}\n.head .h-time {font-size: 11px; color: #7E829C; margin: 0;line-height: 11px;}\n.small {font-size: 12.5px; display: inline-block; transform: scale(0.9); -webkit-transform: scale(0.9); transform-origin: left; -webkit-transform-origin: left;}\n.smaller {font-size: 12.5px; display: inline-block; transform: scale(0.8); -webkit-transform: scale(0.8); transform-origin: left; -webkit-transform-origin: left;}\n.bt-text {font-size: 12px;margin: 1.5em 0 0 0}\n.bt-text p {margin: 0}\n</style>\n</head>\n<body>\n<div class=\"wrapper\">\n<header>\n<h2 class=\"title\">\nThe End of Tesla’s Dominance May Be Closer Than It Appears\n</h2>\n\n<h4 class=\"meta\">\n\n\n2021-03-24 17:50 GMT+8&nbsp;&nbsp;&nbsp;<a href=http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen><strong>Bloomberg</strong></a>\n\n\n</h4>\n\n</header>\n<article>\n<div>\n<p>Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is ...</p>\n\n<a href=\"http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen\">Web Link</a>\n\n</div>\n\n\n</article>\n</div>\n</body>\n</html>\n","type":0,"thumbnail":"","relate_stocks":{"TSLA":"特斯拉"},"source_url":"http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen","is_english":true,"share_image_url":"https://static.laohu8.com/e9f99090a1c2ed51c021029395664489","article_id":"1178385748","content_text":"Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is starting to look and sound an awful lot like Elon Musk.\nThe chief executive officer of Volkswagen AG kicked off a March 15 news conference modeled after Tesla Inc.’s “Battery Day”—Diess called his “Power Day”—by declaring that there’s only one way to quickly reduce emissions from transportation: Go electric. Skeptics could be forgiven for raising their eyebrows at that message, coming as it was from the same carmaker that spent years gaslighting the world about “clean diesel.” But VW is finally seeing the payoff from its five-year effort to create a standardized platform to underpin dozens of electric models. “Many in the industry questioned our approach,” Diess said during the two-hour infomercial he led from VW’s headquarters in the German city of Wolfsburg. “Today they are following suit, while we are reaping the fruit.”\nVW last year became the No. 1 electric-vehicle maker in Europe, where sales of battery-powered cars surged thanks to stricter carbon dioxide limits. After the introduction of the ID.3 hatchback in 2020, the ID.4 crossover—the first global model based on VW’s electric platform—is starting to reach showrooms from Shanghai to Chicago. This year, VW plans to deliver 1 million plug-in hybrid and fully electric vehicles, and Diess aims to surpass Tesla in EV sales no later than 2025. Some analysts predict it will happen much sooner.\n\nIn addition to staging splashy events, mixing it up on Twitter, and spewing shameless bombast, Diess has something else in common with Musk lately: a stock price headed into the stratosphere. Sure, Tesla’s sky-high valuation means Musk could afford to buy VW tomorrow if he so desired (he doesn’t), but VW’s common shares have jumped more than 80% this year. Musk has long said that he welcomes EV competition and that Tesla’s mission was to accelerate the advent of sustainable energy. He got what he wanted.\nEVs are shifting from what seemed like a one-man show to an extravaganza with an increasingly crowded stage. Although VW has as good a chance as anyone to share top billing with Tesla, what’s less clear is the rest of the cast.General Motors Co. CEO Mary Barra sent her stock price soaring in January when she said she wanted to phase out gas and diesel cars by 2035. Many Chinese manufacturers are rolling out budget EVs, and Hyundai Motor Co. is planning almost two dozen models.Renault SA had a surprise hit in Europe last year with its Zoe, a battery-powered hatchback. In the U.S., Ford Motor’s Mustang Mach-E is hitting showrooms, and Amazon.com-backed Rivian Automotive and Lucid Motors—a Tesla clone that’s on track to raise $4.4 billion in funding—are seeking to replicate Musk’s success.\nTesla has done to the auto industry what Netflix Inc. did to cable TV, speeding the shift away from internal combustion in much the same way easy access toBreaking Badand hundreds of other shows spurred consumers to take the scissors to their Comcast contracts. But just as Netflix now sees a growing challenge from parts of the old guard—think Walt Disney Co. and HBO—incumbent automakers are starting to emulate the upstart. (Of course, cable TV companies also face a threat from the likes of Amazon.com Inc., Apple Inc., and Google, which in this analogy are … Amazon, Apple, and Google.)\nEven though Disney+ was years behind Netflix, Disney’s service has been a runaway success with new fare such asThe Mandalorianoffered alongside its deep catalog of classics like Pinocchio,Toy Story, and Mulan. Similarly, Diess has won over investors by making the case that VW can exploit something Tesla doesn’t have much of yet: scale. With a dozen brands that fill every nook and cranny of the auto market—and sales last year of 9.3 million vehicles, compared with a half-million for Tesla—VW is uniquely positioned to pool resources and bear the cost of developing new technologies. By next year, VW will have 27 models based on its standardized platform. “Our transformation will be fast,” Diess said at his event, “bigger than anything the industry has seen in the past century.”\nLike Musk, Diess is going big on batteries and charging stations. By 2025, VW and its partners will have more than 35,000 public chargers around the world. And one element of its legal agreement with the U.S. and California over cheating on emissions tests was a pledge to spend $2 billion promoting plug-ins and building charging infrastructure. VW in 2017 set up an affiliate called Electrify America that now boasts the largest fast-charging network in the U.S. Diess is also planning a half-dozen battery factories in Europe, which Bloomberg NEF estimates will require an investment of almost $18 billion. The energy researcher says improvements in cell design, battery chemistry, and manufacturing put VW on track to cut the cost of batteries in half by as early as 2025. That could make its EVs cheaper than similarly equipped combustion cars.\nSome rivals insist VW’s headlong charge into electric cars is imprudent because they remain a sliver of global sales—roughly 3% of vehicles delivered worldwide last year.Toyota Motor Corp., which narrowly surpassed VW as the world’s largest automaker in 2020, has long argued hybrids are a more sensible intermediate solution. And BMW AG has embraced flexibility, building many of its models in various versions: gasoline-powered, hybrid, plug-in hybrid, and electric. “We think a one-propulsion strategy could be very dangerous,” CEO Oliver Zipse told Bloomberg Television on March 17. “The likelihood that 150, 160 markets in a very short period of time—and one decade is a very short period of time—will converge fully into one drivetrain is highly unlikely.”\nDiess has no plans to hit the brakes. Even as the first models from the current platform start to roll out, VW is furiously developing a separate set of standard components for electric vehicles from Audi, Porsche, and its other upscale brands. That premium platform promises speedier charging times, greater range, and faster acceleration than the first-generation models. By the middle of the decade, VW says it will have a single scalable system to underpin all its battery-powered cars—no matter the brand or segment—as it aims to sell 26 million of them in the next 10 years. “They’ve got confidence that they can catch up with Tesla,” says Michael Dean, an analyst at Bloomberg Intelligence, who expects VW to take the global EV crown by 2023. “Their foray into electrification is serious.”","news_type":1},"isVote":1,"likeStatus":false,"favoriteStatus":false,"reportStatus":false,"tweetType":1,"langContent":"EN"},{"id":351854763,"gmtCreate":1616588507752,"gmtModify":1634525064243,"author":{"id":"3574126113613712","authorId":"3574126113613712","authorIdStr":"3574126113613712","name":"福星宝宝来了","avatar":"https://static.tigerbbs.com/43da61914fa7c90352bb65d9a679d4c9","vip":1,"crmLevel":6,"crmLevelSwitch":0,"idStr":"3574126113613712"},"htmlText":"I don’t think tesla gonna dominate the global market, this is a limited market. Undeniable EV future islooking great, traditional automaker also not stupid at all, they have advantage on branding and less develop country is still relying on gasoline vehicle. The only market Tesla hoping is&nbsp;in China, but don’t forget there are many EV maker in China which relative strong dominance too. EV technology improve,consumer expect price to be cheaper. Tesla is a luxury brand in EV. People who dream owning Tesla car, probably not affordable. Car is unlike smartphone it require larger buying power.","listText":"I don’t think tesla gonna dominate the global market, this is a limited market. Undeniable EV future islooking great, traditional automaker also not stupid at all, they have advantage on branding and less develop country is still relying on gasoline vehicle. The only market Tesla hoping is&nbsp;in China, but don’t forget there are many EV maker in China which relative strong dominance too. EV technology improve,consumer expect price to be cheaper. Tesla is a luxury brand in EV. People who dream owning Tesla car, probably not affordable. Car is unlike smartphone it require larger buying power.","text":"I don’t think tesla gonna dominate the global market, this is a limited market. Undeniable EV future islooking great, traditional automaker also not stupid at all, they have advantage on branding and less develop country is still relying on gasoline vehicle. The only market Tesla hoping is in China, but don’t forget there are many EV maker in China which relative strong dominance too. EV technology improve,consumer expect price to be cheaper. Tesla is a luxury brand in EV. People who dream owning Tesla car, probably not affordable. Car is unlike smartphone it require larger buying power.","images":[],"top":1,"highlighted":1,"essential":1,"paper":1,"likeSize":1,"commentSize":0,"repostSize":0,"link":"https://laohu8.com/post/351854763","repostId":1178385748,"repostType":4,"repost":{"id":"1178385748","pubTimestamp":1616579432,"share":"https://www.laohu8.com/m/news/1178385748?lang=&edition=full","pubTime":"2021-03-24 17:50","market":"us","language":"en","title":"The End of Tesla’s Dominance May Be Closer Than It Appears","url":"https://stock-news.laohu8.com/highlight/detail?id=1178385748","media":"Bloomberg","summary":"Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a ","content":"<p>Elon Musk’s upstart still rules, but traditional automakers are catching up fast.</p>\n<p>He doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is starting to look and sound an awful lot like&nbsp;Elon Musk.</p>\n<p>The chief executive officer of&nbsp;Volkswagen AG&nbsp;kicked off a March 15 news conference modeled after&nbsp;Tesla Inc.’s “Battery Day”—Diess called his “Power Day”—by declaring that there’s only one way to quickly reduce emissions from transportation: Go electric. Skeptics could be forgiven for raising their eyebrows at that message, coming as it was from the same carmaker that spent years gaslighting the world about “clean diesel.” But VW is finally seeing the payoff from its&nbsp;five-year effort&nbsp;to create a standardized platform to underpin dozens of electric models. “Many in the industry questioned our approach,” Diess said during the two-hour infomercial he led from VW’s headquarters in the German city of Wolfsburg. “Today they are following suit, while we are reaping the fruit.”</p>\n<p>VW last year became the&nbsp;No. 1 electric-vehicle maker in Europe, where sales of battery-powered cars surged thanks to stricter carbon dioxide limits. After the introduction of the&nbsp;ID.3&nbsp;hatchback in 2020, the ID.4 crossover—the first global model based on VW’s electric platform—is starting to reach showrooms from Shanghai to Chicago. This year, VW plans to deliver 1 million plug-in hybrid and fully electric vehicles, and Diess aims to surpass Tesla in EV sales no later than 2025. Some analysts predict it will happen much sooner.</p>\n<p><img src=\"https://static.tigerbbs.com/f575bfbac7cb6073a2daaddcc86628dc\" tg-width=\"1251\" tg-height=\"610\"></p>\n<p>In addition to staging splashy events, mixing it up on Twitter, and spewing shameless bombast, Diess has something else in common with Musk lately: a&nbsp;stock price headed into the stratosphere. Sure, Tesla’s sky-high valuation means Musk could afford to buy VW tomorrow if he so desired (he doesn’t), but VW’s common shares have jumped more than 80% this year. Musk has long said that he welcomes EV competition and that Tesla’s mission was to accelerate the advent of sustainable energy. He got what he wanted.</p>\n<p>EVs are shifting from what seemed like a one-man show to an extravaganza with an increasingly crowded stage. Although VW has as good a chance as anyone to share top billing with Tesla, what’s less clear is the rest of the cast.General Motors Co.&nbsp;CEO Mary Barra sent her stock price soaring in January when she said she wanted to&nbsp;phase out gas and diesel cars by 2035. Many Chinese manufacturers are rolling out budget EVs, and&nbsp;Hyundai Motor Co.&nbsp;is planning almost two dozen models.Renault SA&nbsp;had a&nbsp;surprise hit&nbsp;in Europe last year with its Zoe, a battery-powered hatchback. In the U.S., Ford Motor’s Mustang Mach-E is hitting showrooms, and Amazon.com-backed Rivian Automotive and Lucid Motors—a Tesla clone that’s on track to raise $4.4 billion in funding—are seeking to replicate Musk’s success.</p>\n<p>Tesla has done to the auto industry what Netflix Inc. did to cable TV, speeding the shift away from internal combustion in much the same way easy access to<i>Breaking Bad</i>and hundreds of other shows spurred consumers to take the scissors to their Comcast contracts. But just as Netflix now sees a growing challenge from parts of the old guard—think Walt Disney Co. and HBO—incumbent automakers are starting to emulate the upstart. (Of course, cable TV companies also face a threat from the likes of Amazon.com Inc., Apple Inc., and Google, which in this analogy are … Amazon, Apple, and Google.)</p>\n<p>Even though Disney+ was years behind Netflix, Disney’s service has been a runaway success with new fare such as<i>The Mandalorian</i>offered alongside its deep catalog of classics like&nbsp;<i>Pinocchio</i>,<i>Toy Story</i>, and&nbsp;<i>Mulan</i>. Similarly, Diess has won over investors by making the case that VW can exploit something Tesla doesn’t have much of yet: scale. With a dozen brands that fill every nook and cranny of the auto market—and sales last year of 9.3 million vehicles, compared with a half-million for Tesla—VW is uniquely positioned to pool resources and bear the cost of developing new technologies. By next year, VW will have 27 models based on its standardized platform. “Our transformation will be fast,” Diess said at his event, “bigger than anything the industry has seen in the past century.”</p>\n<p>Like Musk, Diess is going big on batteries and charging stations. By 2025, VW and its partners will have more than 35,000&nbsp;public chargers around the world. And one element of its legal agreement with the U.S. and California over cheating on emissions tests was a pledge to spend $2 billion promoting plug-ins and building charging infrastructure. VW in 2017 set up an affiliate called Electrify America that now boasts the largest fast-charging network in the U.S. Diess is also planning a&nbsp;half-dozen battery factories&nbsp;in Europe, which Bloomberg&nbsp;NEF estimates will require an investment of almost $18 billion. The energy researcher says improvements in cell design, battery chemistry, and manufacturing put VW on track to cut the cost of batteries in half by as early as 2025. That could make its EVs cheaper than similarly equipped combustion cars.</p>\n<p>Some rivals insist VW’s&nbsp;headlong charge&nbsp;into electric cars is imprudent because they remain a sliver of global sales—roughly 3% of vehicles delivered worldwide last year.Toyota Motor Corp., which narrowly surpassed VW as the world’s largest automaker in 2020, has long argued hybrids are a more sensible intermediate solution. And&nbsp;BMW AG&nbsp;has embraced flexibility, building many of its models in various versions: gasoline-powered, hybrid, plug-in hybrid, and electric. “We think a one-propulsion strategy could be very dangerous,” CEO Oliver Zipse told&nbsp;Bloomberg Television&nbsp;on March 17. “The likelihood that 150, 160 markets in a very short period of time—and one decade is a very short period of time—will converge fully into one drivetrain is highly unlikely.”</p>\n<p>Diess has no plans to hit the brakes. Even as the first models from the current platform start to roll out, VW is furiously developing a separate set of standard components for electric vehicles from Audi, Porsche, and its other upscale brands. That premium platform promises speedier charging times, greater range, and faster acceleration than the first-generation models. By the middle of the decade, VW says it will have a single scalable system to underpin all its battery-powered cars—no matter the brand or segment—as it aims to sell 26 million of them in the next 10 years. “They’ve got confidence that they can catch up with Tesla,” says Michael Dean, an analyst at Bloomberg Intelligence, who expects VW to take the global EV crown by 2023. “Their foray into electrification is serious.”</p>","source":"lsy1584095487587","collect":0,"html":"<!DOCTYPE html>\n<html>\n<head>\n<meta http-equiv=\"Content-Type\" content=\"text/html; charset=utf-8\" />\n<meta name=\"viewport\" content=\"width=device-width,initial-scale=1.0,minimum-scale=1.0,maximum-scale=1.0,user-scalable=no\"/>\n<meta name=\"format-detection\" content=\"telephone=no,email=no,address=no\" />\n<title>The End of Tesla’s Dominance May Be Closer Than It Appears</title>\n<style type=\"text/css\">\na,abbr,acronym,address,applet,article,aside,audio,b,big,blockquote,body,canvas,caption,center,cite,code,dd,del,details,dfn,div,dl,dt,\nem,embed,fieldset,figcaption,figure,footer,form,h1,h2,h3,h4,h5,h6,header,hgroup,html,i,iframe,img,ins,kbd,label,legend,li,mark,menu,nav,\nobject,ol,output,p,pre,q,ruby,s,samp,section,small,span,strike,strong,sub,summary,sup,table,tbody,td,tfoot,th,thead,time,tr,tt,u,ul,var,video{ font:inherit;margin:0;padding:0;vertical-align:baseline;border:0 }\nbody{ font-size:16px; line-height:1.5; color:#999; background:transparent; }\n.wrapper{ overflow:hidden;word-break:break-all;padding:10px; }\nh1,h2{ font-weight:normal; line-height:1.35; margin-bottom:.6em; }\nh3,h4,h5,h6{ line-height:1.35; margin-bottom:1em; }\nh1{ font-size:24px; }\nh2{ font-size:20px; }\nh3{ font-size:18px; }\nh4{ font-size:16px; }\nh5{ font-size:14px; }\nh6{ font-size:12px; }\np,ul,ol,blockquote,dl,table{ margin:1.2em 0; }\nul,ol{ margin-left:2em; }\nul{ list-style:disc; }\nol{ list-style:decimal; }\nli,li p{ margin:10px 0;}\nimg{ max-width:100%;display:block;margin:0 auto 1em; }\nblockquote{ color:#B5B2B1; border-left:3px solid #aaa; padding:1em; }\nstrong,b{font-weight:bold;}\nem,i{font-style:italic;}\ntable{ width:100%;border-collapse:collapse;border-spacing:1px;margin:1em 0;font-size:.9em; }\nth,td{ padding:5px;text-align:left;border:1px solid #aaa; }\nth{ font-weight:bold;background:#5d5d5d; }\n.symbol-link{font-weight:bold;}\n/* header{ border-bottom:1px solid #494756; } */\n.title{ margin:0 0 8px;line-height:1.3;color:#ddd; }\n.meta {color:#5e5c6d;font-size:13px;margin:0 0 .5em; }\na{text-decoration:none; color:#2a4b87;}\n.meta .head { display: inline-block; overflow: hidden}\n.head .h-thumb { width: 30px; height: 30px; margin: 0; padding: 0; border-radius: 50%; float: left;}\n.head .h-content { margin: 0; padding: 0 0 0 9px; float: left;}\n.head .h-name {font-size: 13px; color: #eee; margin: 0;}\n.head .h-time {font-size: 11px; color: #7E829C; margin: 0;line-height: 11px;}\n.small {font-size: 12.5px; display: inline-block; transform: scale(0.9); -webkit-transform: scale(0.9); transform-origin: left; -webkit-transform-origin: left;}\n.smaller {font-size: 12.5px; display: inline-block; transform: scale(0.8); -webkit-transform: scale(0.8); transform-origin: left; -webkit-transform-origin: left;}\n.bt-text {font-size: 12px;margin: 1.5em 0 0 0}\n.bt-text p {margin: 0}\n</style>\n</head>\n<body>\n<div class=\"wrapper\">\n<header>\n<h2 class=\"title\">\nThe End of Tesla’s Dominance May Be Closer Than It Appears\n</h2>\n\n<h4 class=\"meta\">\n\n\n2021-03-24 17:50 GMT+8&nbsp;&nbsp;&nbsp;<a href=http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen><strong>Bloomberg</strong></a>\n\n\n</h4>\n\n</header>\n<article>\n<div>\n<p>Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is ...</p>\n\n<a href=\"http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen\">Web Link</a>\n\n</div>\n\n\n</article>\n</div>\n</body>\n</html>\n","type":0,"thumbnail":"","relate_stocks":{"TSLA":"特斯拉"},"source_url":"http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen","is_english":true,"share_image_url":"https://static.laohu8.com/e9f99090a1c2ed51c021029395664489","article_id":"1178385748","content_text":"Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is starting to look and sound an awful lot like Elon Musk.\nThe chief executive officer of Volkswagen AG kicked off a March 15 news conference modeled after Tesla Inc.’s “Battery Day”—Diess called his “Power Day”—by declaring that there’s only one way to quickly reduce emissions from transportation: Go electric. Skeptics could be forgiven for raising their eyebrows at that message, coming as it was from the same carmaker that spent years gaslighting the world about “clean diesel.” But VW is finally seeing the payoff from its five-year effort to create a standardized platform to underpin dozens of electric models. “Many in the industry questioned our approach,” Diess said during the two-hour infomercial he led from VW’s headquarters in the German city of Wolfsburg. “Today they are following suit, while we are reaping the fruit.”\nVW last year became the No. 1 electric-vehicle maker in Europe, where sales of battery-powered cars surged thanks to stricter carbon dioxide limits. After the introduction of the ID.3 hatchback in 2020, the ID.4 crossover—the first global model based on VW’s electric platform—is starting to reach showrooms from Shanghai to Chicago. This year, VW plans to deliver 1 million plug-in hybrid and fully electric vehicles, and Diess aims to surpass Tesla in EV sales no later than 2025. Some analysts predict it will happen much sooner.\n\nIn addition to staging splashy events, mixing it up on Twitter, and spewing shameless bombast, Diess has something else in common with Musk lately: a stock price headed into the stratosphere. Sure, Tesla’s sky-high valuation means Musk could afford to buy VW tomorrow if he so desired (he doesn’t), but VW’s common shares have jumped more than 80% this year. Musk has long said that he welcomes EV competition and that Tesla’s mission was to accelerate the advent of sustainable energy. He got what he wanted.\nEVs are shifting from what seemed like a one-man show to an extravaganza with an increasingly crowded stage. Although VW has as good a chance as anyone to share top billing with Tesla, what’s less clear is the rest of the cast.General Motors Co. CEO Mary Barra sent her stock price soaring in January when she said she wanted to phase out gas and diesel cars by 2035. Many Chinese manufacturers are rolling out budget EVs, and Hyundai Motor Co. is planning almost two dozen models.Renault SA had a surprise hit in Europe last year with its Zoe, a battery-powered hatchback. In the U.S., Ford Motor’s Mustang Mach-E is hitting showrooms, and Amazon.com-backed Rivian Automotive and Lucid Motors—a Tesla clone that’s on track to raise $4.4 billion in funding—are seeking to replicate Musk’s success.\nTesla has done to the auto industry what Netflix Inc. did to cable TV, speeding the shift away from internal combustion in much the same way easy access toBreaking Badand hundreds of other shows spurred consumers to take the scissors to their Comcast contracts. But just as Netflix now sees a growing challenge from parts of the old guard—think Walt Disney Co. and HBO—incumbent automakers are starting to emulate the upstart. (Of course, cable TV companies also face a threat from the likes of Amazon.com Inc., Apple Inc., and Google, which in this analogy are … Amazon, Apple, and Google.)\nEven though Disney+ was years behind Netflix, Disney’s service has been a runaway success with new fare such asThe Mandalorianoffered alongside its deep catalog of classics like Pinocchio,Toy Story, and Mulan. Similarly, Diess has won over investors by making the case that VW can exploit something Tesla doesn’t have much of yet: scale. With a dozen brands that fill every nook and cranny of the auto market—and sales last year of 9.3 million vehicles, compared with a half-million for Tesla—VW is uniquely positioned to pool resources and bear the cost of developing new technologies. By next year, VW will have 27 models based on its standardized platform. “Our transformation will be fast,” Diess said at his event, “bigger than anything the industry has seen in the past century.”\nLike Musk, Diess is going big on batteries and charging stations. By 2025, VW and its partners will have more than 35,000 public chargers around the world. And one element of its legal agreement with the U.S. and California over cheating on emissions tests was a pledge to spend $2 billion promoting plug-ins and building charging infrastructure. VW in 2017 set up an affiliate called Electrify America that now boasts the largest fast-charging network in the U.S. Diess is also planning a half-dozen battery factories in Europe, which Bloomberg NEF estimates will require an investment of almost $18 billion. The energy researcher says improvements in cell design, battery chemistry, and manufacturing put VW on track to cut the cost of batteries in half by as early as 2025. That could make its EVs cheaper than similarly equipped combustion cars.\nSome rivals insist VW’s headlong charge into electric cars is imprudent because they remain a sliver of global sales—roughly 3% of vehicles delivered worldwide last year.Toyota Motor Corp., which narrowly surpassed VW as the world’s largest automaker in 2020, has long argued hybrids are a more sensible intermediate solution. And BMW AG has embraced flexibility, building many of its models in various versions: gasoline-powered, hybrid, plug-in hybrid, and electric. “We think a one-propulsion strategy could be very dangerous,” CEO Oliver Zipse told Bloomberg Television on March 17. “The likelihood that 150, 160 markets in a very short period of time—and one decade is a very short period of time—will converge fully into one drivetrain is highly unlikely.”\nDiess has no plans to hit the brakes. Even as the first models from the current platform start to roll out, VW is furiously developing a separate set of standard components for electric vehicles from Audi, Porsche, and its other upscale brands. That premium platform promises speedier charging times, greater range, and faster acceleration than the first-generation models. By the middle of the decade, VW says it will have a single scalable system to underpin all its battery-powered cars—no matter the brand or segment—as it aims to sell 26 million of them in the next 10 years. “They’ve got confidence that they can catch up with Tesla,” says Michael Dean, an analyst at Bloomberg Intelligence, who expects VW to take the global EV crown by 2023. “Their foray into electrification is serious.”","news_type":1},"isVote":1,"likeStatus":false,"favoriteStatus":false,"reportStatus":false,"tweetType":1,"langContent":"EN"},{"id":351883905,"gmtCreate":1616584344407,"gmtModify":1634525082592,"author":{"id":"3574927733378333","authorId":"3574927733378333","authorIdStr":"3574927733378333","name":"KL123","avatar":"https://static.laohu8.com/default-avatar.jpg","vip":1,"crmLevel":5,"crmLevelSwitch":0,"idStr":"3574927733378333"},"htmlText":"Wow","listText":"Wow","text":"Wow","images":[],"top":1,"highlighted":1,"essential":1,"paper":1,"likeSize":2,"commentSize":1,"repostSize":0,"link":"https://laohu8.com/post/351883905","repostId":1178385748,"repostType":4,"repost":{"id":"1178385748","pubTimestamp":1616579432,"share":"https://www.laohu8.com/m/news/1178385748?lang=&edition=full","pubTime":"2021-03-24 17:50","market":"us","language":"en","title":"The End of Tesla’s Dominance May Be Closer Than It Appears","url":"https://stock-news.laohu8.com/highlight/detail?id=1178385748","media":"Bloomberg","summary":"Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a ","content":"<p>Elon Musk’s upstart still rules, but traditional automakers are catching up fast.</p>\n<p>He doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is starting to look and sound an awful lot like&nbsp;Elon Musk.</p>\n<p>The chief executive officer of&nbsp;Volkswagen AG&nbsp;kicked off a March 15 news conference modeled after&nbsp;Tesla Inc.’s “Battery Day”—Diess called his “Power Day”—by declaring that there’s only one way to quickly reduce emissions from transportation: Go electric. Skeptics could be forgiven for raising their eyebrows at that message, coming as it was from the same carmaker that spent years gaslighting the world about “clean diesel.” But VW is finally seeing the payoff from its&nbsp;five-year effort&nbsp;to create a standardized platform to underpin dozens of electric models. “Many in the industry questioned our approach,” Diess said during the two-hour infomercial he led from VW’s headquarters in the German city of Wolfsburg. “Today they are following suit, while we are reaping the fruit.”</p>\n<p>VW last year became the&nbsp;No. 1 electric-vehicle maker in Europe, where sales of battery-powered cars surged thanks to stricter carbon dioxide limits. After the introduction of the&nbsp;ID.3&nbsp;hatchback in 2020, the ID.4 crossover—the first global model based on VW’s electric platform—is starting to reach showrooms from Shanghai to Chicago. This year, VW plans to deliver 1 million plug-in hybrid and fully electric vehicles, and Diess aims to surpass Tesla in EV sales no later than 2025. Some analysts predict it will happen much sooner.</p>\n<p><img src=\"https://static.tigerbbs.com/f575bfbac7cb6073a2daaddcc86628dc\" tg-width=\"1251\" tg-height=\"610\"></p>\n<p>In addition to staging splashy events, mixing it up on Twitter, and spewing shameless bombast, Diess has something else in common with Musk lately: a&nbsp;stock price headed into the stratosphere. Sure, Tesla’s sky-high valuation means Musk could afford to buy VW tomorrow if he so desired (he doesn’t), but VW’s common shares have jumped more than 80% this year. Musk has long said that he welcomes EV competition and that Tesla’s mission was to accelerate the advent of sustainable energy. He got what he wanted.</p>\n<p>EVs are shifting from what seemed like a one-man show to an extravaganza with an increasingly crowded stage. Although VW has as good a chance as anyone to share top billing with Tesla, what’s less clear is the rest of the cast.General Motors Co.&nbsp;CEO Mary Barra sent her stock price soaring in January when she said she wanted to&nbsp;phase out gas and diesel cars by 2035. Many Chinese manufacturers are rolling out budget EVs, and&nbsp;Hyundai Motor Co.&nbsp;is planning almost two dozen models.Renault SA&nbsp;had a&nbsp;surprise hit&nbsp;in Europe last year with its Zoe, a battery-powered hatchback. In the U.S., Ford Motor’s Mustang Mach-E is hitting showrooms, and Amazon.com-backed Rivian Automotive and Lucid Motors—a Tesla clone that’s on track to raise $4.4 billion in funding—are seeking to replicate Musk’s success.</p>\n<p>Tesla has done to the auto industry what Netflix Inc. did to cable TV, speeding the shift away from internal combustion in much the same way easy access to<i>Breaking Bad</i>and hundreds of other shows spurred consumers to take the scissors to their Comcast contracts. But just as Netflix now sees a growing challenge from parts of the old guard—think Walt Disney Co. and HBO—incumbent automakers are starting to emulate the upstart. (Of course, cable TV companies also face a threat from the likes of Amazon.com Inc., Apple Inc., and Google, which in this analogy are … Amazon, Apple, and Google.)</p>\n<p>Even though Disney+ was years behind Netflix, Disney’s service has been a runaway success with new fare such as<i>The Mandalorian</i>offered alongside its deep catalog of classics like&nbsp;<i>Pinocchio</i>,<i>Toy Story</i>, and&nbsp;<i>Mulan</i>. Similarly, Diess has won over investors by making the case that VW can exploit something Tesla doesn’t have much of yet: scale. With a dozen brands that fill every nook and cranny of the auto market—and sales last year of 9.3 million vehicles, compared with a half-million for Tesla—VW is uniquely positioned to pool resources and bear the cost of developing new technologies. By next year, VW will have 27 models based on its standardized platform. “Our transformation will be fast,” Diess said at his event, “bigger than anything the industry has seen in the past century.”</p>\n<p>Like Musk, Diess is going big on batteries and charging stations. By 2025, VW and its partners will have more than 35,000&nbsp;public chargers around the world. And one element of its legal agreement with the U.S. and California over cheating on emissions tests was a pledge to spend $2 billion promoting plug-ins and building charging infrastructure. VW in 2017 set up an affiliate called Electrify America that now boasts the largest fast-charging network in the U.S. Diess is also planning a&nbsp;half-dozen battery factories&nbsp;in Europe, which Bloomberg&nbsp;NEF estimates will require an investment of almost $18 billion. The energy researcher says improvements in cell design, battery chemistry, and manufacturing put VW on track to cut the cost of batteries in half by as early as 2025. That could make its EVs cheaper than similarly equipped combustion cars.</p>\n<p>Some rivals insist VW’s&nbsp;headlong charge&nbsp;into electric cars is imprudent because they remain a sliver of global sales—roughly 3% of vehicles delivered worldwide last year.Toyota Motor Corp., which narrowly surpassed VW as the world’s largest automaker in 2020, has long argued hybrids are a more sensible intermediate solution. And&nbsp;BMW AG&nbsp;has embraced flexibility, building many of its models in various versions: gasoline-powered, hybrid, plug-in hybrid, and electric. “We think a one-propulsion strategy could be very dangerous,” CEO Oliver Zipse told&nbsp;Bloomberg Television&nbsp;on March 17. “The likelihood that 150, 160 markets in a very short period of time—and one decade is a very short period of time—will converge fully into one drivetrain is highly unlikely.”</p>\n<p>Diess has no plans to hit the brakes. Even as the first models from the current platform start to roll out, VW is furiously developing a separate set of standard components for electric vehicles from Audi, Porsche, and its other upscale brands. That premium platform promises speedier charging times, greater range, and faster acceleration than the first-generation models. By the middle of the decade, VW says it will have a single scalable system to underpin all its battery-powered cars—no matter the brand or segment—as it aims to sell 26 million of them in the next 10 years. “They’ve got confidence that they can catch up with Tesla,” says Michael Dean, an analyst at Bloomberg Intelligence, who expects VW to take the global EV crown by 2023. “Their foray into electrification is serious.”</p>","source":"lsy1584095487587","collect":0,"html":"<!DOCTYPE html>\n<html>\n<head>\n<meta http-equiv=\"Content-Type\" content=\"text/html; charset=utf-8\" />\n<meta name=\"viewport\" content=\"width=device-width,initial-scale=1.0,minimum-scale=1.0,maximum-scale=1.0,user-scalable=no\"/>\n<meta name=\"format-detection\" content=\"telephone=no,email=no,address=no\" />\n<title>The End of Tesla’s Dominance May Be Closer Than It Appears</title>\n<style type=\"text/css\">\na,abbr,acronym,address,applet,article,aside,audio,b,big,blockquote,body,canvas,caption,center,cite,code,dd,del,details,dfn,div,dl,dt,\nem,embed,fieldset,figcaption,figure,footer,form,h1,h2,h3,h4,h5,h6,header,hgroup,html,i,iframe,img,ins,kbd,label,legend,li,mark,menu,nav,\nobject,ol,output,p,pre,q,ruby,s,samp,section,small,span,strike,strong,sub,summary,sup,table,tbody,td,tfoot,th,thead,time,tr,tt,u,ul,var,video{ font:inherit;margin:0;padding:0;vertical-align:baseline;border:0 }\nbody{ font-size:16px; line-height:1.5; color:#999; background:transparent; }\n.wrapper{ overflow:hidden;word-break:break-all;padding:10px; }\nh1,h2{ font-weight:normal; line-height:1.35; margin-bottom:.6em; }\nh3,h4,h5,h6{ line-height:1.35; margin-bottom:1em; }\nh1{ font-size:24px; }\nh2{ font-size:20px; }\nh3{ font-size:18px; }\nh4{ font-size:16px; }\nh5{ font-size:14px; }\nh6{ font-size:12px; }\np,ul,ol,blockquote,dl,table{ margin:1.2em 0; }\nul,ol{ margin-left:2em; }\nul{ list-style:disc; }\nol{ list-style:decimal; }\nli,li p{ margin:10px 0;}\nimg{ max-width:100%;display:block;margin:0 auto 1em; }\nblockquote{ color:#B5B2B1; border-left:3px solid #aaa; padding:1em; }\nstrong,b{font-weight:bold;}\nem,i{font-style:italic;}\ntable{ width:100%;border-collapse:collapse;border-spacing:1px;margin:1em 0;font-size:.9em; }\nth,td{ padding:5px;text-align:left;border:1px solid #aaa; }\nth{ font-weight:bold;background:#5d5d5d; }\n.symbol-link{font-weight:bold;}\n/* header{ border-bottom:1px solid #494756; } */\n.title{ margin:0 0 8px;line-height:1.3;color:#ddd; }\n.meta {color:#5e5c6d;font-size:13px;margin:0 0 .5em; }\na{text-decoration:none; color:#2a4b87;}\n.meta .head { display: inline-block; overflow: hidden}\n.head .h-thumb { width: 30px; height: 30px; margin: 0; padding: 0; border-radius: 50%; float: left;}\n.head .h-content { margin: 0; padding: 0 0 0 9px; float: left;}\n.head .h-name {font-size: 13px; color: #eee; margin: 0;}\n.head .h-time {font-size: 11px; color: #7E829C; margin: 0;line-height: 11px;}\n.small {font-size: 12.5px; display: inline-block; transform: scale(0.9); -webkit-transform: scale(0.9); transform-origin: left; -webkit-transform-origin: left;}\n.smaller {font-size: 12.5px; display: inline-block; transform: scale(0.8); -webkit-transform: scale(0.8); transform-origin: left; -webkit-transform-origin: left;}\n.bt-text {font-size: 12px;margin: 1.5em 0 0 0}\n.bt-text p {margin: 0}\n</style>\n</head>\n<body>\n<div class=\"wrapper\">\n<header>\n<h2 class=\"title\">\nThe End of Tesla’s Dominance May Be Closer Than It Appears\n</h2>\n\n<h4 class=\"meta\">\n\n\n2021-03-24 17:50 GMT+8&nbsp;&nbsp;&nbsp;<a href=http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen><strong>Bloomberg</strong></a>\n\n\n</h4>\n\n</header>\n<article>\n<div>\n<p>Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is ...</p>\n\n<a href=\"http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen\">Web Link</a>\n\n</div>\n\n\n</article>\n</div>\n</body>\n</html>\n","type":0,"thumbnail":"","relate_stocks":{"TSLA":"特斯拉"},"source_url":"http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen","is_english":true,"share_image_url":"https://static.laohu8.com/e9f99090a1c2ed51c021029395664489","article_id":"1178385748","content_text":"Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is starting to look and sound an awful lot like Elon Musk.\nThe chief executive officer of Volkswagen AG kicked off a March 15 news conference modeled after Tesla Inc.’s “Battery Day”—Diess called his “Power Day”—by declaring that there’s only one way to quickly reduce emissions from transportation: Go electric. Skeptics could be forgiven for raising their eyebrows at that message, coming as it was from the same carmaker that spent years gaslighting the world about “clean diesel.” But VW is finally seeing the payoff from its five-year effort to create a standardized platform to underpin dozens of electric models. “Many in the industry questioned our approach,” Diess said during the two-hour infomercial he led from VW’s headquarters in the German city of Wolfsburg. “Today they are following suit, while we are reaping the fruit.”\nVW last year became the No. 1 electric-vehicle maker in Europe, where sales of battery-powered cars surged thanks to stricter carbon dioxide limits. After the introduction of the ID.3 hatchback in 2020, the ID.4 crossover—the first global model based on VW’s electric platform—is starting to reach showrooms from Shanghai to Chicago. This year, VW plans to deliver 1 million plug-in hybrid and fully electric vehicles, and Diess aims to surpass Tesla in EV sales no later than 2025. Some analysts predict it will happen much sooner.\n\nIn addition to staging splashy events, mixing it up on Twitter, and spewing shameless bombast, Diess has something else in common with Musk lately: a stock price headed into the stratosphere. Sure, Tesla’s sky-high valuation means Musk could afford to buy VW tomorrow if he so desired (he doesn’t), but VW’s common shares have jumped more than 80% this year. Musk has long said that he welcomes EV competition and that Tesla’s mission was to accelerate the advent of sustainable energy. He got what he wanted.\nEVs are shifting from what seemed like a one-man show to an extravaganza with an increasingly crowded stage. Although VW has as good a chance as anyone to share top billing with Tesla, what’s less clear is the rest of the cast.General Motors Co. CEO Mary Barra sent her stock price soaring in January when she said she wanted to phase out gas and diesel cars by 2035. Many Chinese manufacturers are rolling out budget EVs, and Hyundai Motor Co. is planning almost two dozen models.Renault SA had a surprise hit in Europe last year with its Zoe, a battery-powered hatchback. In the U.S., Ford Motor’s Mustang Mach-E is hitting showrooms, and Amazon.com-backed Rivian Automotive and Lucid Motors—a Tesla clone that’s on track to raise $4.4 billion in funding—are seeking to replicate Musk’s success.\nTesla has done to the auto industry what Netflix Inc. did to cable TV, speeding the shift away from internal combustion in much the same way easy access toBreaking Badand hundreds of other shows spurred consumers to take the scissors to their Comcast contracts. But just as Netflix now sees a growing challenge from parts of the old guard—think Walt Disney Co. and HBO—incumbent automakers are starting to emulate the upstart. (Of course, cable TV companies also face a threat from the likes of Amazon.com Inc., Apple Inc., and Google, which in this analogy are … Amazon, Apple, and Google.)\nEven though Disney+ was years behind Netflix, Disney’s service has been a runaway success with new fare such asThe Mandalorianoffered alongside its deep catalog of classics like Pinocchio,Toy Story, and Mulan. Similarly, Diess has won over investors by making the case that VW can exploit something Tesla doesn’t have much of yet: scale. With a dozen brands that fill every nook and cranny of the auto market—and sales last year of 9.3 million vehicles, compared with a half-million for Tesla—VW is uniquely positioned to pool resources and bear the cost of developing new technologies. By next year, VW will have 27 models based on its standardized platform. “Our transformation will be fast,” Diess said at his event, “bigger than anything the industry has seen in the past century.”\nLike Musk, Diess is going big on batteries and charging stations. By 2025, VW and its partners will have more than 35,000 public chargers around the world. And one element of its legal agreement with the U.S. and California over cheating on emissions tests was a pledge to spend $2 billion promoting plug-ins and building charging infrastructure. VW in 2017 set up an affiliate called Electrify America that now boasts the largest fast-charging network in the U.S. Diess is also planning a half-dozen battery factories in Europe, which Bloomberg NEF estimates will require an investment of almost $18 billion. The energy researcher says improvements in cell design, battery chemistry, and manufacturing put VW on track to cut the cost of batteries in half by as early as 2025. That could make its EVs cheaper than similarly equipped combustion cars.\nSome rivals insist VW’s headlong charge into electric cars is imprudent because they remain a sliver of global sales—roughly 3% of vehicles delivered worldwide last year.Toyota Motor Corp., which narrowly surpassed VW as the world’s largest automaker in 2020, has long argued hybrids are a more sensible intermediate solution. And BMW AG has embraced flexibility, building many of its models in various versions: gasoline-powered, hybrid, plug-in hybrid, and electric. “We think a one-propulsion strategy could be very dangerous,” CEO Oliver Zipse told Bloomberg Television on March 17. “The likelihood that 150, 160 markets in a very short period of time—and one decade is a very short period of time—will converge fully into one drivetrain is highly unlikely.”\nDiess has no plans to hit the brakes. Even as the first models from the current platform start to roll out, VW is furiously developing a separate set of standard components for electric vehicles from Audi, Porsche, and its other upscale brands. That premium platform promises speedier charging times, greater range, and faster acceleration than the first-generation models. By the middle of the decade, VW says it will have a single scalable system to underpin all its battery-powered cars—no matter the brand or segment—as it aims to sell 26 million of them in the next 10 years. “They’ve got confidence that they can catch up with Tesla,” says Michael Dean, an analyst at Bloomberg Intelligence, who expects VW to take the global EV crown by 2023. “Their foray into electrification is serious.”","news_type":1},"isVote":1,"likeStatus":false,"favoriteStatus":false,"reportStatus":false,"tweetType":1,"comments":[{"id":3871709,"gmtCreate":1616592838776,"gmtModify":1635749858561,"authorId":3555506077280254,"author":{"id":3555506077280254,"authorId":3555506077280254,"name":"alexteoh90","avatar":"https://static.tigerbbs.com/0820705d37ed3954c9e6d6db9f611e25","vip":1,"crmLevel":3,"crmLevelSwitch":0,"individualDisplayBadges":[]},"repliedAuthorId":0,"objectId":351883905,"type":1,"supId":0,"prevId":0,"content":"comment me","text":"comment me","html":"comment me"}],"langContent":"EN"},{"id":351889540,"gmtCreate":1616584301780,"gmtModify":1634525082931,"author":{"id":"3561689967587938","authorId":"3561689967587938","authorIdStr":"3561689967587938","name":"KTWM","avatar":"https://static.laohu8.com/default-avatar.jpg","vip":1,"crmLevel":2,"crmLevelSwitch":0,"idStr":"3561689967587938"},"htmlText":"This article is a joke. How is scaling 27 vehicles to mass production faster than just a couple? Comparing video streaming to car subscription is another&nbsp;total opposite. Market in EU for tsla is still the beginning as the giga Berlin is not up yet to compete on a fair ground with VW.&nbsp;","listText":"This article is a joke. How is scaling 27 vehicles to mass production faster than just a couple? Comparing video streaming to car subscription is another&nbsp;total opposite. Market in EU for tsla is still the beginning as the giga Berlin is not up yet to compete on a fair ground with VW.&nbsp;","text":"This article is a joke. How is scaling 27 vehicles to mass production faster than just a couple? Comparing video streaming to car subscription is another total opposite. Market in EU for tsla is still the beginning as the giga Berlin is not up yet to compete on a fair ground with VW.","images":[],"top":1,"highlighted":1,"essential":1,"paper":1,"likeSize":0,"commentSize":0,"repostSize":0,"link":"https://laohu8.com/post/351889540","repostId":1178385748,"repostType":4,"repost":{"id":"1178385748","pubTimestamp":1616579432,"share":"https://www.laohu8.com/m/news/1178385748?lang=&edition=full","pubTime":"2021-03-24 17:50","market":"us","language":"en","title":"The End of Tesla’s Dominance May Be Closer Than It Appears","url":"https://stock-news.laohu8.com/highlight/detail?id=1178385748","media":"Bloomberg","summary":"Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a ","content":"<p>Elon Musk’s upstart still rules, but traditional automakers are catching up fast.</p>\n<p>He doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is starting to look and sound an awful lot like&nbsp;Elon Musk.</p>\n<p>The chief executive officer of&nbsp;Volkswagen AG&nbsp;kicked off a March 15 news conference modeled after&nbsp;Tesla Inc.’s “Battery Day”—Diess called his “Power Day”—by declaring that there’s only one way to quickly reduce emissions from transportation: Go electric. Skeptics could be forgiven for raising their eyebrows at that message, coming as it was from the same carmaker that spent years gaslighting the world about “clean diesel.” But VW is finally seeing the payoff from its&nbsp;five-year effort&nbsp;to create a standardized platform to underpin dozens of electric models. “Many in the industry questioned our approach,” Diess said during the two-hour infomercial he led from VW’s headquarters in the German city of Wolfsburg. “Today they are following suit, while we are reaping the fruit.”</p>\n<p>VW last year became the&nbsp;No. 1 electric-vehicle maker in Europe, where sales of battery-powered cars surged thanks to stricter carbon dioxide limits. After the introduction of the&nbsp;ID.3&nbsp;hatchback in 2020, the ID.4 crossover—the first global model based on VW’s electric platform—is starting to reach showrooms from Shanghai to Chicago. This year, VW plans to deliver 1 million plug-in hybrid and fully electric vehicles, and Diess aims to surpass Tesla in EV sales no later than 2025. Some analysts predict it will happen much sooner.</p>\n<p><img src=\"https://static.tigerbbs.com/f575bfbac7cb6073a2daaddcc86628dc\" tg-width=\"1251\" tg-height=\"610\"></p>\n<p>In addition to staging splashy events, mixing it up on Twitter, and spewing shameless bombast, Diess has something else in common with Musk lately: a&nbsp;stock price headed into the stratosphere. Sure, Tesla’s sky-high valuation means Musk could afford to buy VW tomorrow if he so desired (he doesn’t), but VW’s common shares have jumped more than 80% this year. Musk has long said that he welcomes EV competition and that Tesla’s mission was to accelerate the advent of sustainable energy. He got what he wanted.</p>\n<p>EVs are shifting from what seemed like a one-man show to an extravaganza with an increasingly crowded stage. Although VW has as good a chance as anyone to share top billing with Tesla, what’s less clear is the rest of the cast.General Motors Co.&nbsp;CEO Mary Barra sent her stock price soaring in January when she said she wanted to&nbsp;phase out gas and diesel cars by 2035. Many Chinese manufacturers are rolling out budget EVs, and&nbsp;Hyundai Motor Co.&nbsp;is planning almost two dozen models.Renault SA&nbsp;had a&nbsp;surprise hit&nbsp;in Europe last year with its Zoe, a battery-powered hatchback. In the U.S., Ford Motor’s Mustang Mach-E is hitting showrooms, and Amazon.com-backed Rivian Automotive and Lucid Motors—a Tesla clone that’s on track to raise $4.4 billion in funding—are seeking to replicate Musk’s success.</p>\n<p>Tesla has done to the auto industry what Netflix Inc. did to cable TV, speeding the shift away from internal combustion in much the same way easy access to<i>Breaking Bad</i>and hundreds of other shows spurred consumers to take the scissors to their Comcast contracts. But just as Netflix now sees a growing challenge from parts of the old guard—think Walt Disney Co. and HBO—incumbent automakers are starting to emulate the upstart. (Of course, cable TV companies also face a threat from the likes of Amazon.com Inc., Apple Inc., and Google, which in this analogy are … Amazon, Apple, and Google.)</p>\n<p>Even though Disney+ was years behind Netflix, Disney’s service has been a runaway success with new fare such as<i>The Mandalorian</i>offered alongside its deep catalog of classics like&nbsp;<i>Pinocchio</i>,<i>Toy Story</i>, and&nbsp;<i>Mulan</i>. Similarly, Diess has won over investors by making the case that VW can exploit something Tesla doesn’t have much of yet: scale. With a dozen brands that fill every nook and cranny of the auto market—and sales last year of 9.3 million vehicles, compared with a half-million for Tesla—VW is uniquely positioned to pool resources and bear the cost of developing new technologies. By next year, VW will have 27 models based on its standardized platform. “Our transformation will be fast,” Diess said at his event, “bigger than anything the industry has seen in the past century.”</p>\n<p>Like Musk, Diess is going big on batteries and charging stations. By 2025, VW and its partners will have more than 35,000&nbsp;public chargers around the world. And one element of its legal agreement with the U.S. and California over cheating on emissions tests was a pledge to spend $2 billion promoting plug-ins and building charging infrastructure. VW in 2017 set up an affiliate called Electrify America that now boasts the largest fast-charging network in the U.S. Diess is also planning a&nbsp;half-dozen battery factories&nbsp;in Europe, which Bloomberg&nbsp;NEF estimates will require an investment of almost $18 billion. The energy researcher says improvements in cell design, battery chemistry, and manufacturing put VW on track to cut the cost of batteries in half by as early as 2025. That could make its EVs cheaper than similarly equipped combustion cars.</p>\n<p>Some rivals insist VW’s&nbsp;headlong charge&nbsp;into electric cars is imprudent because they remain a sliver of global sales—roughly 3% of vehicles delivered worldwide last year.Toyota Motor Corp., which narrowly surpassed VW as the world’s largest automaker in 2020, has long argued hybrids are a more sensible intermediate solution. And&nbsp;BMW AG&nbsp;has embraced flexibility, building many of its models in various versions: gasoline-powered, hybrid, plug-in hybrid, and electric. “We think a one-propulsion strategy could be very dangerous,” CEO Oliver Zipse told&nbsp;Bloomberg Television&nbsp;on March 17. “The likelihood that 150, 160 markets in a very short period of time—and one decade is a very short period of time—will converge fully into one drivetrain is highly unlikely.”</p>\n<p>Diess has no plans to hit the brakes. Even as the first models from the current platform start to roll out, VW is furiously developing a separate set of standard components for electric vehicles from Audi, Porsche, and its other upscale brands. That premium platform promises speedier charging times, greater range, and faster acceleration than the first-generation models. By the middle of the decade, VW says it will have a single scalable system to underpin all its battery-powered cars—no matter the brand or segment—as it aims to sell 26 million of them in the next 10 years. “They’ve got confidence that they can catch up with Tesla,” says Michael Dean, an analyst at Bloomberg Intelligence, who expects VW to take the global EV crown by 2023. “Their foray into electrification is serious.”</p>","source":"lsy1584095487587","collect":0,"html":"<!DOCTYPE html>\n<html>\n<head>\n<meta http-equiv=\"Content-Type\" content=\"text/html; charset=utf-8\" />\n<meta name=\"viewport\" content=\"width=device-width,initial-scale=1.0,minimum-scale=1.0,maximum-scale=1.0,user-scalable=no\"/>\n<meta name=\"format-detection\" content=\"telephone=no,email=no,address=no\" />\n<title>The End of Tesla’s Dominance May Be Closer Than It Appears</title>\n<style type=\"text/css\">\na,abbr,acronym,address,applet,article,aside,audio,b,big,blockquote,body,canvas,caption,center,cite,code,dd,del,details,dfn,div,dl,dt,\nem,embed,fieldset,figcaption,figure,footer,form,h1,h2,h3,h4,h5,h6,header,hgroup,html,i,iframe,img,ins,kbd,label,legend,li,mark,menu,nav,\nobject,ol,output,p,pre,q,ruby,s,samp,section,small,span,strike,strong,sub,summary,sup,table,tbody,td,tfoot,th,thead,time,tr,tt,u,ul,var,video{ font:inherit;margin:0;padding:0;vertical-align:baseline;border:0 }\nbody{ font-size:16px; line-height:1.5; color:#999; background:transparent; }\n.wrapper{ overflow:hidden;word-break:break-all;padding:10px; }\nh1,h2{ font-weight:normal; line-height:1.35; margin-bottom:.6em; }\nh3,h4,h5,h6{ line-height:1.35; margin-bottom:1em; }\nh1{ font-size:24px; }\nh2{ font-size:20px; }\nh3{ font-size:18px; }\nh4{ font-size:16px; }\nh5{ font-size:14px; }\nh6{ font-size:12px; }\np,ul,ol,blockquote,dl,table{ margin:1.2em 0; }\nul,ol{ margin-left:2em; }\nul{ list-style:disc; }\nol{ list-style:decimal; }\nli,li p{ margin:10px 0;}\nimg{ max-width:100%;display:block;margin:0 auto 1em; }\nblockquote{ color:#B5B2B1; border-left:3px solid #aaa; padding:1em; }\nstrong,b{font-weight:bold;}\nem,i{font-style:italic;}\ntable{ width:100%;border-collapse:collapse;border-spacing:1px;margin:1em 0;font-size:.9em; }\nth,td{ padding:5px;text-align:left;border:1px solid #aaa; }\nth{ font-weight:bold;background:#5d5d5d; }\n.symbol-link{font-weight:bold;}\n/* header{ border-bottom:1px solid #494756; } */\n.title{ margin:0 0 8px;line-height:1.3;color:#ddd; }\n.meta {color:#5e5c6d;font-size:13px;margin:0 0 .5em; }\na{text-decoration:none; color:#2a4b87;}\n.meta .head { display: inline-block; overflow: hidden}\n.head .h-thumb { width: 30px; height: 30px; margin: 0; padding: 0; border-radius: 50%; float: left;}\n.head .h-content { margin: 0; padding: 0 0 0 9px; float: left;}\n.head .h-name {font-size: 13px; color: #eee; margin: 0;}\n.head .h-time {font-size: 11px; color: #7E829C; margin: 0;line-height: 11px;}\n.small {font-size: 12.5px; display: inline-block; transform: scale(0.9); -webkit-transform: scale(0.9); transform-origin: left; -webkit-transform-origin: left;}\n.smaller {font-size: 12.5px; display: inline-block; transform: scale(0.8); -webkit-transform: scale(0.8); transform-origin: left; -webkit-transform-origin: left;}\n.bt-text {font-size: 12px;margin: 1.5em 0 0 0}\n.bt-text p {margin: 0}\n</style>\n</head>\n<body>\n<div class=\"wrapper\">\n<header>\n<h2 class=\"title\">\nThe End of Tesla’s Dominance May Be Closer Than It Appears\n</h2>\n\n<h4 class=\"meta\">\n\n\n2021-03-24 17:50 GMT+8&nbsp;&nbsp;&nbsp;<a href=http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen><strong>Bloomberg</strong></a>\n\n\n</h4>\n\n</header>\n<article>\n<div>\n<p>Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is ...</p>\n\n<a href=\"http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen\">Web Link</a>\n\n</div>\n\n\n</article>\n</div>\n</body>\n</html>\n","type":0,"thumbnail":"","relate_stocks":{"TSLA":"特斯拉"},"source_url":"http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen","is_english":true,"share_image_url":"https://static.laohu8.com/e9f99090a1c2ed51c021029395664489","article_id":"1178385748","content_text":"Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is starting to look and sound an awful lot like Elon Musk.\nThe chief executive officer of Volkswagen AG kicked off a March 15 news conference modeled after Tesla Inc.’s “Battery Day”—Diess called his “Power Day”—by declaring that there’s only one way to quickly reduce emissions from transportation: Go electric. Skeptics could be forgiven for raising their eyebrows at that message, coming as it was from the same carmaker that spent years gaslighting the world about “clean diesel.” But VW is finally seeing the payoff from its five-year effort to create a standardized platform to underpin dozens of electric models. “Many in the industry questioned our approach,” Diess said during the two-hour infomercial he led from VW’s headquarters in the German city of Wolfsburg. “Today they are following suit, while we are reaping the fruit.”\nVW last year became the No. 1 electric-vehicle maker in Europe, where sales of battery-powered cars surged thanks to stricter carbon dioxide limits. After the introduction of the ID.3 hatchback in 2020, the ID.4 crossover—the first global model based on VW’s electric platform—is starting to reach showrooms from Shanghai to Chicago. This year, VW plans to deliver 1 million plug-in hybrid and fully electric vehicles, and Diess aims to surpass Tesla in EV sales no later than 2025. Some analysts predict it will happen much sooner.\n\nIn addition to staging splashy events, mixing it up on Twitter, and spewing shameless bombast, Diess has something else in common with Musk lately: a stock price headed into the stratosphere. Sure, Tesla’s sky-high valuation means Musk could afford to buy VW tomorrow if he so desired (he doesn’t), but VW’s common shares have jumped more than 80% this year. Musk has long said that he welcomes EV competition and that Tesla’s mission was to accelerate the advent of sustainable energy. He got what he wanted.\nEVs are shifting from what seemed like a one-man show to an extravaganza with an increasingly crowded stage. Although VW has as good a chance as anyone to share top billing with Tesla, what’s less clear is the rest of the cast.General Motors Co. CEO Mary Barra sent her stock price soaring in January when she said she wanted to phase out gas and diesel cars by 2035. Many Chinese manufacturers are rolling out budget EVs, and Hyundai Motor Co. is planning almost two dozen models.Renault SA had a surprise hit in Europe last year with its Zoe, a battery-powered hatchback. In the U.S., Ford Motor’s Mustang Mach-E is hitting showrooms, and Amazon.com-backed Rivian Automotive and Lucid Motors—a Tesla clone that’s on track to raise $4.4 billion in funding—are seeking to replicate Musk’s success.\nTesla has done to the auto industry what Netflix Inc. did to cable TV, speeding the shift away from internal combustion in much the same way easy access toBreaking Badand hundreds of other shows spurred consumers to take the scissors to their Comcast contracts. But just as Netflix now sees a growing challenge from parts of the old guard—think Walt Disney Co. and HBO—incumbent automakers are starting to emulate the upstart. (Of course, cable TV companies also face a threat from the likes of Amazon.com Inc., Apple Inc., and Google, which in this analogy are … Amazon, Apple, and Google.)\nEven though Disney+ was years behind Netflix, Disney’s service has been a runaway success with new fare such asThe Mandalorianoffered alongside its deep catalog of classics like Pinocchio,Toy Story, and Mulan. Similarly, Diess has won over investors by making the case that VW can exploit something Tesla doesn’t have much of yet: scale. With a dozen brands that fill every nook and cranny of the auto market—and sales last year of 9.3 million vehicles, compared with a half-million for Tesla—VW is uniquely positioned to pool resources and bear the cost of developing new technologies. By next year, VW will have 27 models based on its standardized platform. “Our transformation will be fast,” Diess said at his event, “bigger than anything the industry has seen in the past century.”\nLike Musk, Diess is going big on batteries and charging stations. By 2025, VW and its partners will have more than 35,000 public chargers around the world. And one element of its legal agreement with the U.S. and California over cheating on emissions tests was a pledge to spend $2 billion promoting plug-ins and building charging infrastructure. VW in 2017 set up an affiliate called Electrify America that now boasts the largest fast-charging network in the U.S. Diess is also planning a half-dozen battery factories in Europe, which Bloomberg NEF estimates will require an investment of almost $18 billion. The energy researcher says improvements in cell design, battery chemistry, and manufacturing put VW on track to cut the cost of batteries in half by as early as 2025. That could make its EVs cheaper than similarly equipped combustion cars.\nSome rivals insist VW’s headlong charge into electric cars is imprudent because they remain a sliver of global sales—roughly 3% of vehicles delivered worldwide last year.Toyota Motor Corp., which narrowly surpassed VW as the world’s largest automaker in 2020, has long argued hybrids are a more sensible intermediate solution. And BMW AG has embraced flexibility, building many of its models in various versions: gasoline-powered, hybrid, plug-in hybrid, and electric. “We think a one-propulsion strategy could be very dangerous,” CEO Oliver Zipse told Bloomberg Television on March 17. “The likelihood that 150, 160 markets in a very short period of time—and one decade is a very short period of time—will converge fully into one drivetrain is highly unlikely.”\nDiess has no plans to hit the brakes. Even as the first models from the current platform start to roll out, VW is furiously developing a separate set of standard components for electric vehicles from Audi, Porsche, and its other upscale brands. That premium platform promises speedier charging times, greater range, and faster acceleration than the first-generation models. By the middle of the decade, VW says it will have a single scalable system to underpin all its battery-powered cars—no matter the brand or segment—as it aims to sell 26 million of them in the next 10 years. “They’ve got confidence that they can catch up with Tesla,” says Michael Dean, an analyst at Bloomberg Intelligence, who expects VW to take the global EV crown by 2023. “Their foray into electrification is serious.”","news_type":1},"isVote":1,"likeStatus":false,"favoriteStatus":false,"reportStatus":false,"tweetType":1,"langContent":"EN"},{"id":351814638,"gmtCreate":1616583952724,"gmtModify":1634525084258,"author":{"id":"3577941402391013","authorId":"3577941402391013","authorIdStr":"3577941402391013","name":"Assassin008","avatar":"https://static.tigerbbs.com/c5e965d5831434de6e47ab643e2a8812","vip":1,"crmLevel":8,"crmLevelSwitch":0,"idStr":"3577941402391013"},"htmlText":"Tesla is so much more than just EV. Their energybusiness and SpaceX will worth so much more in future","listText":"Tesla is so much more than just EV. Their energybusiness and SpaceX will worth so much more in future","text":"Tesla is so much more than just EV. Their energybusiness and SpaceX will worth so much more in future","images":[],"top":1,"highlighted":1,"essential":1,"paper":1,"likeSize":0,"commentSize":1,"repostSize":0,"link":"https://laohu8.com/post/351814638","repostId":1178385748,"repostType":4,"repost":{"id":"1178385748","pubTimestamp":1616579432,"share":"https://www.laohu8.com/m/news/1178385748?lang=&edition=full","pubTime":"2021-03-24 17:50","market":"us","language":"en","title":"The End of Tesla’s Dominance May Be Closer Than It Appears","url":"https://stock-news.laohu8.com/highlight/detail?id=1178385748","media":"Bloomberg","summary":"Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a ","content":"<p>Elon Musk’s upstart still rules, but traditional automakers are catching up fast.</p>\n<p>He doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is starting to look and sound an awful lot like&nbsp;Elon Musk.</p>\n<p>The chief executive officer of&nbsp;Volkswagen AG&nbsp;kicked off a March 15 news conference modeled after&nbsp;Tesla Inc.’s “Battery Day”—Diess called his “Power Day”—by declaring that there’s only one way to quickly reduce emissions from transportation: Go electric. Skeptics could be forgiven for raising their eyebrows at that message, coming as it was from the same carmaker that spent years gaslighting the world about “clean diesel.” But VW is finally seeing the payoff from its&nbsp;five-year effort&nbsp;to create a standardized platform to underpin dozens of electric models. “Many in the industry questioned our approach,” Diess said during the two-hour infomercial he led from VW’s headquarters in the German city of Wolfsburg. “Today they are following suit, while we are reaping the fruit.”</p>\n<p>VW last year became the&nbsp;No. 1 electric-vehicle maker in Europe, where sales of battery-powered cars surged thanks to stricter carbon dioxide limits. After the introduction of the&nbsp;ID.3&nbsp;hatchback in 2020, the ID.4 crossover—the first global model based on VW’s electric platform—is starting to reach showrooms from Shanghai to Chicago. This year, VW plans to deliver 1 million plug-in hybrid and fully electric vehicles, and Diess aims to surpass Tesla in EV sales no later than 2025. Some analysts predict it will happen much sooner.</p>\n<p><img src=\"https://static.tigerbbs.com/f575bfbac7cb6073a2daaddcc86628dc\" tg-width=\"1251\" tg-height=\"610\"></p>\n<p>In addition to staging splashy events, mixing it up on Twitter, and spewing shameless bombast, Diess has something else in common with Musk lately: a&nbsp;stock price headed into the stratosphere. Sure, Tesla’s sky-high valuation means Musk could afford to buy VW tomorrow if he so desired (he doesn’t), but VW’s common shares have jumped more than 80% this year. Musk has long said that he welcomes EV competition and that Tesla’s mission was to accelerate the advent of sustainable energy. He got what he wanted.</p>\n<p>EVs are shifting from what seemed like a one-man show to an extravaganza with an increasingly crowded stage. Although VW has as good a chance as anyone to share top billing with Tesla, what’s less clear is the rest of the cast.General Motors Co.&nbsp;CEO Mary Barra sent her stock price soaring in January when she said she wanted to&nbsp;phase out gas and diesel cars by 2035. Many Chinese manufacturers are rolling out budget EVs, and&nbsp;Hyundai Motor Co.&nbsp;is planning almost two dozen models.Renault SA&nbsp;had a&nbsp;surprise hit&nbsp;in Europe last year with its Zoe, a battery-powered hatchback. In the U.S., Ford Motor’s Mustang Mach-E is hitting showrooms, and Amazon.com-backed Rivian Automotive and Lucid Motors—a Tesla clone that’s on track to raise $4.4 billion in funding—are seeking to replicate Musk’s success.</p>\n<p>Tesla has done to the auto industry what Netflix Inc. did to cable TV, speeding the shift away from internal combustion in much the same way easy access to<i>Breaking Bad</i>and hundreds of other shows spurred consumers to take the scissors to their Comcast contracts. But just as Netflix now sees a growing challenge from parts of the old guard—think Walt Disney Co. and HBO—incumbent automakers are starting to emulate the upstart. (Of course, cable TV companies also face a threat from the likes of Amazon.com Inc., Apple Inc., and Google, which in this analogy are … Amazon, Apple, and Google.)</p>\n<p>Even though Disney+ was years behind Netflix, Disney’s service has been a runaway success with new fare such as<i>The Mandalorian</i>offered alongside its deep catalog of classics like&nbsp;<i>Pinocchio</i>,<i>Toy Story</i>, and&nbsp;<i>Mulan</i>. Similarly, Diess has won over investors by making the case that VW can exploit something Tesla doesn’t have much of yet: scale. With a dozen brands that fill every nook and cranny of the auto market—and sales last year of 9.3 million vehicles, compared with a half-million for Tesla—VW is uniquely positioned to pool resources and bear the cost of developing new technologies. By next year, VW will have 27 models based on its standardized platform. “Our transformation will be fast,” Diess said at his event, “bigger than anything the industry has seen in the past century.”</p>\n<p>Like Musk, Diess is going big on batteries and charging stations. By 2025, VW and its partners will have more than 35,000&nbsp;public chargers around the world. And one element of its legal agreement with the U.S. and California over cheating on emissions tests was a pledge to spend $2 billion promoting plug-ins and building charging infrastructure. VW in 2017 set up an affiliate called Electrify America that now boasts the largest fast-charging network in the U.S. Diess is also planning a&nbsp;half-dozen battery factories&nbsp;in Europe, which Bloomberg&nbsp;NEF estimates will require an investment of almost $18 billion. The energy researcher says improvements in cell design, battery chemistry, and manufacturing put VW on track to cut the cost of batteries in half by as early as 2025. That could make its EVs cheaper than similarly equipped combustion cars.</p>\n<p>Some rivals insist VW’s&nbsp;headlong charge&nbsp;into electric cars is imprudent because they remain a sliver of global sales—roughly 3% of vehicles delivered worldwide last year.Toyota Motor Corp., which narrowly surpassed VW as the world’s largest automaker in 2020, has long argued hybrids are a more sensible intermediate solution. And&nbsp;BMW AG&nbsp;has embraced flexibility, building many of its models in various versions: gasoline-powered, hybrid, plug-in hybrid, and electric. “We think a one-propulsion strategy could be very dangerous,” CEO Oliver Zipse told&nbsp;Bloomberg Television&nbsp;on March 17. “The likelihood that 150, 160 markets in a very short period of time—and one decade is a very short period of time—will converge fully into one drivetrain is highly unlikely.”</p>\n<p>Diess has no plans to hit the brakes. Even as the first models from the current platform start to roll out, VW is furiously developing a separate set of standard components for electric vehicles from Audi, Porsche, and its other upscale brands. That premium platform promises speedier charging times, greater range, and faster acceleration than the first-generation models. By the middle of the decade, VW says it will have a single scalable system to underpin all its battery-powered cars—no matter the brand or segment—as it aims to sell 26 million of them in the next 10 years. “They’ve got confidence that they can catch up with Tesla,” says Michael Dean, an analyst at Bloomberg Intelligence, who expects VW to take the global EV crown by 2023. “Their foray into electrification is serious.”</p>","source":"lsy1584095487587","collect":0,"html":"<!DOCTYPE html>\n<html>\n<head>\n<meta http-equiv=\"Content-Type\" content=\"text/html; charset=utf-8\" />\n<meta name=\"viewport\" content=\"width=device-width,initial-scale=1.0,minimum-scale=1.0,maximum-scale=1.0,user-scalable=no\"/>\n<meta name=\"format-detection\" content=\"telephone=no,email=no,address=no\" />\n<title>The End of Tesla’s Dominance May Be Closer Than It Appears</title>\n<style type=\"text/css\">\na,abbr,acronym,address,applet,article,aside,audio,b,big,blockquote,body,canvas,caption,center,cite,code,dd,del,details,dfn,div,dl,dt,\nem,embed,fieldset,figcaption,figure,footer,form,h1,h2,h3,h4,h5,h6,header,hgroup,html,i,iframe,img,ins,kbd,label,legend,li,mark,menu,nav,\nobject,ol,output,p,pre,q,ruby,s,samp,section,small,span,strike,strong,sub,summary,sup,table,tbody,td,tfoot,th,thead,time,tr,tt,u,ul,var,video{ font:inherit;margin:0;padding:0;vertical-align:baseline;border:0 }\nbody{ font-size:16px; line-height:1.5; color:#999; background:transparent; }\n.wrapper{ overflow:hidden;word-break:break-all;padding:10px; }\nh1,h2{ font-weight:normal; line-height:1.35; margin-bottom:.6em; }\nh3,h4,h5,h6{ line-height:1.35; margin-bottom:1em; }\nh1{ font-size:24px; }\nh2{ font-size:20px; }\nh3{ font-size:18px; }\nh4{ font-size:16px; }\nh5{ font-size:14px; }\nh6{ font-size:12px; }\np,ul,ol,blockquote,dl,table{ margin:1.2em 0; }\nul,ol{ margin-left:2em; }\nul{ list-style:disc; }\nol{ list-style:decimal; }\nli,li p{ margin:10px 0;}\nimg{ max-width:100%;display:block;margin:0 auto 1em; }\nblockquote{ color:#B5B2B1; border-left:3px solid #aaa; padding:1em; }\nstrong,b{font-weight:bold;}\nem,i{font-style:italic;}\ntable{ width:100%;border-collapse:collapse;border-spacing:1px;margin:1em 0;font-size:.9em; }\nth,td{ padding:5px;text-align:left;border:1px solid #aaa; }\nth{ font-weight:bold;background:#5d5d5d; }\n.symbol-link{font-weight:bold;}\n/* header{ border-bottom:1px solid #494756; } */\n.title{ margin:0 0 8px;line-height:1.3;color:#ddd; }\n.meta {color:#5e5c6d;font-size:13px;margin:0 0 .5em; }\na{text-decoration:none; color:#2a4b87;}\n.meta .head { display: inline-block; overflow: hidden}\n.head .h-thumb { width: 30px; height: 30px; margin: 0; padding: 0; border-radius: 50%; float: left;}\n.head .h-content { margin: 0; padding: 0 0 0 9px; float: left;}\n.head .h-name {font-size: 13px; color: #eee; margin: 0;}\n.head .h-time {font-size: 11px; color: #7E829C; margin: 0;line-height: 11px;}\n.small {font-size: 12.5px; display: inline-block; transform: scale(0.9); -webkit-transform: scale(0.9); transform-origin: left; -webkit-transform-origin: left;}\n.smaller {font-size: 12.5px; display: inline-block; transform: scale(0.8); -webkit-transform: scale(0.8); transform-origin: left; -webkit-transform-origin: left;}\n.bt-text {font-size: 12px;margin: 1.5em 0 0 0}\n.bt-text p {margin: 0}\n</style>\n</head>\n<body>\n<div class=\"wrapper\">\n<header>\n<h2 class=\"title\">\nThe End of Tesla’s Dominance May Be Closer Than It Appears\n</h2>\n\n<h4 class=\"meta\">\n\n\n2021-03-24 17:50 GMT+8&nbsp;&nbsp;&nbsp;<a href=http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen><strong>Bloomberg</strong></a>\n\n\n</h4>\n\n</header>\n<article>\n<div>\n<p>Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is ...</p>\n\n<a href=\"http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen\">Web Link</a>\n\n</div>\n\n\n</article>\n</div>\n</body>\n</html>\n","type":0,"thumbnail":"","relate_stocks":{"TSLA":"特斯拉"},"source_url":"http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen","is_english":true,"share_image_url":"https://static.laohu8.com/e9f99090a1c2ed51c021029395664489","article_id":"1178385748","content_text":"Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is starting to look and sound an awful lot like Elon Musk.\nThe chief executive officer of Volkswagen AG kicked off a March 15 news conference modeled after Tesla Inc.’s “Battery Day”—Diess called his “Power Day”—by declaring that there’s only one way to quickly reduce emissions from transportation: Go electric. Skeptics could be forgiven for raising their eyebrows at that message, coming as it was from the same carmaker that spent years gaslighting the world about “clean diesel.” But VW is finally seeing the payoff from its five-year effort to create a standardized platform to underpin dozens of electric models. “Many in the industry questioned our approach,” Diess said during the two-hour infomercial he led from VW’s headquarters in the German city of Wolfsburg. “Today they are following suit, while we are reaping the fruit.”\nVW last year became the No. 1 electric-vehicle maker in Europe, where sales of battery-powered cars surged thanks to stricter carbon dioxide limits. After the introduction of the ID.3 hatchback in 2020, the ID.4 crossover—the first global model based on VW’s electric platform—is starting to reach showrooms from Shanghai to Chicago. This year, VW plans to deliver 1 million plug-in hybrid and fully electric vehicles, and Diess aims to surpass Tesla in EV sales no later than 2025. Some analysts predict it will happen much sooner.\n\nIn addition to staging splashy events, mixing it up on Twitter, and spewing shameless bombast, Diess has something else in common with Musk lately: a stock price headed into the stratosphere. Sure, Tesla’s sky-high valuation means Musk could afford to buy VW tomorrow if he so desired (he doesn’t), but VW’s common shares have jumped more than 80% this year. Musk has long said that he welcomes EV competition and that Tesla’s mission was to accelerate the advent of sustainable energy. He got what he wanted.\nEVs are shifting from what seemed like a one-man show to an extravaganza with an increasingly crowded stage. Although VW has as good a chance as anyone to share top billing with Tesla, what’s less clear is the rest of the cast.General Motors Co. CEO Mary Barra sent her stock price soaring in January when she said she wanted to phase out gas and diesel cars by 2035. Many Chinese manufacturers are rolling out budget EVs, and Hyundai Motor Co. is planning almost two dozen models.Renault SA had a surprise hit in Europe last year with its Zoe, a battery-powered hatchback. In the U.S., Ford Motor’s Mustang Mach-E is hitting showrooms, and Amazon.com-backed Rivian Automotive and Lucid Motors—a Tesla clone that’s on track to raise $4.4 billion in funding—are seeking to replicate Musk’s success.\nTesla has done to the auto industry what Netflix Inc. did to cable TV, speeding the shift away from internal combustion in much the same way easy access toBreaking Badand hundreds of other shows spurred consumers to take the scissors to their Comcast contracts. But just as Netflix now sees a growing challenge from parts of the old guard—think Walt Disney Co. and HBO—incumbent automakers are starting to emulate the upstart. (Of course, cable TV companies also face a threat from the likes of Amazon.com Inc., Apple Inc., and Google, which in this analogy are … Amazon, Apple, and Google.)\nEven though Disney+ was years behind Netflix, Disney’s service has been a runaway success with new fare such asThe Mandalorianoffered alongside its deep catalog of classics like Pinocchio,Toy Story, and Mulan. Similarly, Diess has won over investors by making the case that VW can exploit something Tesla doesn’t have much of yet: scale. With a dozen brands that fill every nook and cranny of the auto market—and sales last year of 9.3 million vehicles, compared with a half-million for Tesla—VW is uniquely positioned to pool resources and bear the cost of developing new technologies. By next year, VW will have 27 models based on its standardized platform. “Our transformation will be fast,” Diess said at his event, “bigger than anything the industry has seen in the past century.”\nLike Musk, Diess is going big on batteries and charging stations. By 2025, VW and its partners will have more than 35,000 public chargers around the world. And one element of its legal agreement with the U.S. and California over cheating on emissions tests was a pledge to spend $2 billion promoting plug-ins and building charging infrastructure. VW in 2017 set up an affiliate called Electrify America that now boasts the largest fast-charging network in the U.S. Diess is also planning a half-dozen battery factories in Europe, which Bloomberg NEF estimates will require an investment of almost $18 billion. The energy researcher says improvements in cell design, battery chemistry, and manufacturing put VW on track to cut the cost of batteries in half by as early as 2025. That could make its EVs cheaper than similarly equipped combustion cars.\nSome rivals insist VW’s headlong charge into electric cars is imprudent because they remain a sliver of global sales—roughly 3% of vehicles delivered worldwide last year.Toyota Motor Corp., which narrowly surpassed VW as the world’s largest automaker in 2020, has long argued hybrids are a more sensible intermediate solution. And BMW AG has embraced flexibility, building many of its models in various versions: gasoline-powered, hybrid, plug-in hybrid, and electric. “We think a one-propulsion strategy could be very dangerous,” CEO Oliver Zipse told Bloomberg Television on March 17. “The likelihood that 150, 160 markets in a very short period of time—and one decade is a very short period of time—will converge fully into one drivetrain is highly unlikely.”\nDiess has no plans to hit the brakes. Even as the first models from the current platform start to roll out, VW is furiously developing a separate set of standard components for electric vehicles from Audi, Porsche, and its other upscale brands. That premium platform promises speedier charging times, greater range, and faster acceleration than the first-generation models. By the middle of the decade, VW says it will have a single scalable system to underpin all its battery-powered cars—no matter the brand or segment—as it aims to sell 26 million of them in the next 10 years. “They’ve got confidence that they can catch up with Tesla,” says Michael Dean, an analyst at Bloomberg Intelligence, who expects VW to take the global EV crown by 2023. “Their foray into electrification is serious.”","news_type":1},"isVote":1,"likeStatus":false,"favoriteStatus":false,"reportStatus":false,"tweetType":1,"comments":[{"id":3871428,"gmtCreate":1616589904894,"gmtModify":1635749874970,"authorId":3570273121072466,"author":{"id":3570273121072466,"authorId":3570273121072466,"name":"AnimalPlanet","avatar":"https://static.tigerbbs.com/0eda0d6d3cc1df50b0fc6e3745f45012","vip":1,"crmLevel":5,"crmLevelSwitch":0,"individualDisplayBadges":[]},"repliedAuthorId":0,"objectId":351814638,"type":1,"supId":0,"prevId":0,"content":"energy biz and spaceX not directly under Tesla <u>right</u>","text":"energy biz and spaceX not directly under Tesla <u>right</u>","html":"energy biz and spaceX not directly under Tesla <u>right</u>"}],"langContent":"EN"},{"id":351810465,"gmtCreate":1616583250357,"gmtModify":1634525087640,"author":{"id":"3574312720176101","authorId":"3574312720176101","authorIdStr":"3574312720176101","name":"TohKokMeng79","avatar":"https://static.tigerbbs.com/f09aad76a158a443465cacafe0bebb97","vip":1,"crmLevel":2,"crmLevelSwitch":0,"idStr":"3574312720176101"},"htmlText":"How is Tesla in next..","listText":"How is Tesla in next..","text":"How is Tesla in next..","images":[],"top":1,"highlighted":1,"essential":1,"paper":1,"likeSize":1,"commentSize":3,"repostSize":0,"link":"https://laohu8.com/post/351810465","repostId":1178385748,"repostType":4,"repost":{"id":"1178385748","pubTimestamp":1616579432,"share":"https://www.laohu8.com/m/news/1178385748?lang=&edition=full","pubTime":"2021-03-24 17:50","market":"us","language":"en","title":"The End of Tesla’s Dominance May Be Closer Than It Appears","url":"https://stock-news.laohu8.com/highlight/detail?id=1178385748","media":"Bloomberg","summary":"Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a ","content":"<p>Elon Musk’s upstart still rules, but traditional automakers are catching up fast.</p>\n<p>He doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is starting to look and sound an awful lot like&nbsp;Elon Musk.</p>\n<p>The chief executive officer of&nbsp;Volkswagen AG&nbsp;kicked off a March 15 news conference modeled after&nbsp;Tesla Inc.’s “Battery Day”—Diess called his “Power Day”—by declaring that there’s only one way to quickly reduce emissions from transportation: Go electric. Skeptics could be forgiven for raising their eyebrows at that message, coming as it was from the same carmaker that spent years gaslighting the world about “clean diesel.” But VW is finally seeing the payoff from its&nbsp;five-year effort&nbsp;to create a standardized platform to underpin dozens of electric models. “Many in the industry questioned our approach,” Diess said during the two-hour infomercial he led from VW’s headquarters in the German city of Wolfsburg. “Today they are following suit, while we are reaping the fruit.”</p>\n<p>VW last year became the&nbsp;No. 1 electric-vehicle maker in Europe, where sales of battery-powered cars surged thanks to stricter carbon dioxide limits. After the introduction of the&nbsp;ID.3&nbsp;hatchback in 2020, the ID.4 crossover—the first global model based on VW’s electric platform—is starting to reach showrooms from Shanghai to Chicago. This year, VW plans to deliver 1 million plug-in hybrid and fully electric vehicles, and Diess aims to surpass Tesla in EV sales no later than 2025. Some analysts predict it will happen much sooner.</p>\n<p><img src=\"https://static.tigerbbs.com/f575bfbac7cb6073a2daaddcc86628dc\" tg-width=\"1251\" tg-height=\"610\"></p>\n<p>In addition to staging splashy events, mixing it up on Twitter, and spewing shameless bombast, Diess has something else in common with Musk lately: a&nbsp;stock price headed into the stratosphere. Sure, Tesla’s sky-high valuation means Musk could afford to buy VW tomorrow if he so desired (he doesn’t), but VW’s common shares have jumped more than 80% this year. Musk has long said that he welcomes EV competition and that Tesla’s mission was to accelerate the advent of sustainable energy. He got what he wanted.</p>\n<p>EVs are shifting from what seemed like a one-man show to an extravaganza with an increasingly crowded stage. Although VW has as good a chance as anyone to share top billing with Tesla, what’s less clear is the rest of the cast.General Motors Co.&nbsp;CEO Mary Barra sent her stock price soaring in January when she said she wanted to&nbsp;phase out gas and diesel cars by 2035. Many Chinese manufacturers are rolling out budget EVs, and&nbsp;Hyundai Motor Co.&nbsp;is planning almost two dozen models.Renault SA&nbsp;had a&nbsp;surprise hit&nbsp;in Europe last year with its Zoe, a battery-powered hatchback. In the U.S., Ford Motor’s Mustang Mach-E is hitting showrooms, and Amazon.com-backed Rivian Automotive and Lucid Motors—a Tesla clone that’s on track to raise $4.4 billion in funding—are seeking to replicate Musk’s success.</p>\n<p>Tesla has done to the auto industry what Netflix Inc. did to cable TV, speeding the shift away from internal combustion in much the same way easy access to<i>Breaking Bad</i>and hundreds of other shows spurred consumers to take the scissors to their Comcast contracts. But just as Netflix now sees a growing challenge from parts of the old guard—think Walt Disney Co. and HBO—incumbent automakers are starting to emulate the upstart. (Of course, cable TV companies also face a threat from the likes of Amazon.com Inc., Apple Inc., and Google, which in this analogy are … Amazon, Apple, and Google.)</p>\n<p>Even though Disney+ was years behind Netflix, Disney’s service has been a runaway success with new fare such as<i>The Mandalorian</i>offered alongside its deep catalog of classics like&nbsp;<i>Pinocchio</i>,<i>Toy Story</i>, and&nbsp;<i>Mulan</i>. Similarly, Diess has won over investors by making the case that VW can exploit something Tesla doesn’t have much of yet: scale. With a dozen brands that fill every nook and cranny of the auto market—and sales last year of 9.3 million vehicles, compared with a half-million for Tesla—VW is uniquely positioned to pool resources and bear the cost of developing new technologies. By next year, VW will have 27 models based on its standardized platform. “Our transformation will be fast,” Diess said at his event, “bigger than anything the industry has seen in the past century.”</p>\n<p>Like Musk, Diess is going big on batteries and charging stations. By 2025, VW and its partners will have more than 35,000&nbsp;public chargers around the world. And one element of its legal agreement with the U.S. and California over cheating on emissions tests was a pledge to spend $2 billion promoting plug-ins and building charging infrastructure. VW in 2017 set up an affiliate called Electrify America that now boasts the largest fast-charging network in the U.S. Diess is also planning a&nbsp;half-dozen battery factories&nbsp;in Europe, which Bloomberg&nbsp;NEF estimates will require an investment of almost $18 billion. The energy researcher says improvements in cell design, battery chemistry, and manufacturing put VW on track to cut the cost of batteries in half by as early as 2025. That could make its EVs cheaper than similarly equipped combustion cars.</p>\n<p>Some rivals insist VW’s&nbsp;headlong charge&nbsp;into electric cars is imprudent because they remain a sliver of global sales—roughly 3% of vehicles delivered worldwide last year.Toyota Motor Corp., which narrowly surpassed VW as the world’s largest automaker in 2020, has long argued hybrids are a more sensible intermediate solution. And&nbsp;BMW AG&nbsp;has embraced flexibility, building many of its models in various versions: gasoline-powered, hybrid, plug-in hybrid, and electric. “We think a one-propulsion strategy could be very dangerous,” CEO Oliver Zipse told&nbsp;Bloomberg Television&nbsp;on March 17. “The likelihood that 150, 160 markets in a very short period of time—and one decade is a very short period of time—will converge fully into one drivetrain is highly unlikely.”</p>\n<p>Diess has no plans to hit the brakes. Even as the first models from the current platform start to roll out, VW is furiously developing a separate set of standard components for electric vehicles from Audi, Porsche, and its other upscale brands. That premium platform promises speedier charging times, greater range, and faster acceleration than the first-generation models. By the middle of the decade, VW says it will have a single scalable system to underpin all its battery-powered cars—no matter the brand or segment—as it aims to sell 26 million of them in the next 10 years. “They’ve got confidence that they can catch up with Tesla,” says Michael Dean, an analyst at Bloomberg Intelligence, who expects VW to take the global EV crown by 2023. “Their foray into electrification is serious.”</p>","source":"lsy1584095487587","collect":0,"html":"<!DOCTYPE html>\n<html>\n<head>\n<meta http-equiv=\"Content-Type\" content=\"text/html; charset=utf-8\" />\n<meta name=\"viewport\" content=\"width=device-width,initial-scale=1.0,minimum-scale=1.0,maximum-scale=1.0,user-scalable=no\"/>\n<meta name=\"format-detection\" content=\"telephone=no,email=no,address=no\" />\n<title>The End of Tesla’s Dominance May Be Closer Than It Appears</title>\n<style type=\"text/css\">\na,abbr,acronym,address,applet,article,aside,audio,b,big,blockquote,body,canvas,caption,center,cite,code,dd,del,details,dfn,div,dl,dt,\nem,embed,fieldset,figcaption,figure,footer,form,h1,h2,h3,h4,h5,h6,header,hgroup,html,i,iframe,img,ins,kbd,label,legend,li,mark,menu,nav,\nobject,ol,output,p,pre,q,ruby,s,samp,section,small,span,strike,strong,sub,summary,sup,table,tbody,td,tfoot,th,thead,time,tr,tt,u,ul,var,video{ font:inherit;margin:0;padding:0;vertical-align:baseline;border:0 }\nbody{ font-size:16px; line-height:1.5; color:#999; background:transparent; }\n.wrapper{ overflow:hidden;word-break:break-all;padding:10px; }\nh1,h2{ font-weight:normal; line-height:1.35; margin-bottom:.6em; }\nh3,h4,h5,h6{ line-height:1.35; margin-bottom:1em; }\nh1{ font-size:24px; }\nh2{ font-size:20px; }\nh3{ font-size:18px; }\nh4{ font-size:16px; }\nh5{ font-size:14px; }\nh6{ font-size:12px; }\np,ul,ol,blockquote,dl,table{ margin:1.2em 0; }\nul,ol{ margin-left:2em; }\nul{ list-style:disc; }\nol{ list-style:decimal; }\nli,li p{ margin:10px 0;}\nimg{ max-width:100%;display:block;margin:0 auto 1em; }\nblockquote{ color:#B5B2B1; border-left:3px solid #aaa; padding:1em; }\nstrong,b{font-weight:bold;}\nem,i{font-style:italic;}\ntable{ width:100%;border-collapse:collapse;border-spacing:1px;margin:1em 0;font-size:.9em; }\nth,td{ padding:5px;text-align:left;border:1px solid #aaa; }\nth{ font-weight:bold;background:#5d5d5d; }\n.symbol-link{font-weight:bold;}\n/* header{ border-bottom:1px solid #494756; } */\n.title{ margin:0 0 8px;line-height:1.3;color:#ddd; }\n.meta {color:#5e5c6d;font-size:13px;margin:0 0 .5em; }\na{text-decoration:none; color:#2a4b87;}\n.meta .head { display: inline-block; overflow: hidden}\n.head .h-thumb { width: 30px; height: 30px; margin: 0; padding: 0; border-radius: 50%; float: left;}\n.head .h-content { margin: 0; padding: 0 0 0 9px; float: left;}\n.head .h-name {font-size: 13px; color: #eee; margin: 0;}\n.head .h-time {font-size: 11px; color: #7E829C; margin: 0;line-height: 11px;}\n.small {font-size: 12.5px; display: inline-block; transform: scale(0.9); -webkit-transform: scale(0.9); transform-origin: left; -webkit-transform-origin: left;}\n.smaller {font-size: 12.5px; display: inline-block; transform: scale(0.8); -webkit-transform: scale(0.8); transform-origin: left; -webkit-transform-origin: left;}\n.bt-text {font-size: 12px;margin: 1.5em 0 0 0}\n.bt-text p {margin: 0}\n</style>\n</head>\n<body>\n<div class=\"wrapper\">\n<header>\n<h2 class=\"title\">\nThe End of Tesla’s Dominance May Be Closer Than It Appears\n</h2>\n\n<h4 class=\"meta\">\n\n\n2021-03-24 17:50 GMT+8&nbsp;&nbsp;&nbsp;<a href=http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen><strong>Bloomberg</strong></a>\n\n\n</h4>\n\n</header>\n<article>\n<div>\n<p>Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is ...</p>\n\n<a href=\"http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen\">Web Link</a>\n\n</div>\n\n\n</article>\n</div>\n</body>\n</html>\n","type":0,"thumbnail":"","relate_stocks":{"TSLA":"特斯拉"},"source_url":"http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen","is_english":true,"share_image_url":"https://static.laohu8.com/e9f99090a1c2ed51c021029395664489","article_id":"1178385748","content_text":"Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is starting to look and sound an awful lot like Elon Musk.\nThe chief executive officer of Volkswagen AG kicked off a March 15 news conference modeled after Tesla Inc.’s “Battery Day”—Diess called his “Power Day”—by declaring that there’s only one way to quickly reduce emissions from transportation: Go electric. Skeptics could be forgiven for raising their eyebrows at that message, coming as it was from the same carmaker that spent years gaslighting the world about “clean diesel.” But VW is finally seeing the payoff from its five-year effort to create a standardized platform to underpin dozens of electric models. “Many in the industry questioned our approach,” Diess said during the two-hour infomercial he led from VW’s headquarters in the German city of Wolfsburg. “Today they are following suit, while we are reaping the fruit.”\nVW last year became the No. 1 electric-vehicle maker in Europe, where sales of battery-powered cars surged thanks to stricter carbon dioxide limits. After the introduction of the ID.3 hatchback in 2020, the ID.4 crossover—the first global model based on VW’s electric platform—is starting to reach showrooms from Shanghai to Chicago. This year, VW plans to deliver 1 million plug-in hybrid and fully electric vehicles, and Diess aims to surpass Tesla in EV sales no later than 2025. Some analysts predict it will happen much sooner.\n\nIn addition to staging splashy events, mixing it up on Twitter, and spewing shameless bombast, Diess has something else in common with Musk lately: a stock price headed into the stratosphere. Sure, Tesla’s sky-high valuation means Musk could afford to buy VW tomorrow if he so desired (he doesn’t), but VW’s common shares have jumped more than 80% this year. Musk has long said that he welcomes EV competition and that Tesla’s mission was to accelerate the advent of sustainable energy. He got what he wanted.\nEVs are shifting from what seemed like a one-man show to an extravaganza with an increasingly crowded stage. Although VW has as good a chance as anyone to share top billing with Tesla, what’s less clear is the rest of the cast.General Motors Co. CEO Mary Barra sent her stock price soaring in January when she said she wanted to phase out gas and diesel cars by 2035. Many Chinese manufacturers are rolling out budget EVs, and Hyundai Motor Co. is planning almost two dozen models.Renault SA had a surprise hit in Europe last year with its Zoe, a battery-powered hatchback. In the U.S., Ford Motor’s Mustang Mach-E is hitting showrooms, and Amazon.com-backed Rivian Automotive and Lucid Motors—a Tesla clone that’s on track to raise $4.4 billion in funding—are seeking to replicate Musk’s success.\nTesla has done to the auto industry what Netflix Inc. did to cable TV, speeding the shift away from internal combustion in much the same way easy access toBreaking Badand hundreds of other shows spurred consumers to take the scissors to their Comcast contracts. But just as Netflix now sees a growing challenge from parts of the old guard—think Walt Disney Co. and HBO—incumbent automakers are starting to emulate the upstart. (Of course, cable TV companies also face a threat from the likes of Amazon.com Inc., Apple Inc., and Google, which in this analogy are … Amazon, Apple, and Google.)\nEven though Disney+ was years behind Netflix, Disney’s service has been a runaway success with new fare such asThe Mandalorianoffered alongside its deep catalog of classics like Pinocchio,Toy Story, and Mulan. Similarly, Diess has won over investors by making the case that VW can exploit something Tesla doesn’t have much of yet: scale. With a dozen brands that fill every nook and cranny of the auto market—and sales last year of 9.3 million vehicles, compared with a half-million for Tesla—VW is uniquely positioned to pool resources and bear the cost of developing new technologies. By next year, VW will have 27 models based on its standardized platform. “Our transformation will be fast,” Diess said at his event, “bigger than anything the industry has seen in the past century.”\nLike Musk, Diess is going big on batteries and charging stations. By 2025, VW and its partners will have more than 35,000 public chargers around the world. And one element of its legal agreement with the U.S. and California over cheating on emissions tests was a pledge to spend $2 billion promoting plug-ins and building charging infrastructure. VW in 2017 set up an affiliate called Electrify America that now boasts the largest fast-charging network in the U.S. Diess is also planning a half-dozen battery factories in Europe, which Bloomberg NEF estimates will require an investment of almost $18 billion. The energy researcher says improvements in cell design, battery chemistry, and manufacturing put VW on track to cut the cost of batteries in half by as early as 2025. That could make its EVs cheaper than similarly equipped combustion cars.\nSome rivals insist VW’s headlong charge into electric cars is imprudent because they remain a sliver of global sales—roughly 3% of vehicles delivered worldwide last year.Toyota Motor Corp., which narrowly surpassed VW as the world’s largest automaker in 2020, has long argued hybrids are a more sensible intermediate solution. And BMW AG has embraced flexibility, building many of its models in various versions: gasoline-powered, hybrid, plug-in hybrid, and electric. “We think a one-propulsion strategy could be very dangerous,” CEO Oliver Zipse told Bloomberg Television on March 17. “The likelihood that 150, 160 markets in a very short period of time—and one decade is a very short period of time—will converge fully into one drivetrain is highly unlikely.”\nDiess has no plans to hit the brakes. Even as the first models from the current platform start to roll out, VW is furiously developing a separate set of standard components for electric vehicles from Audi, Porsche, and its other upscale brands. That premium platform promises speedier charging times, greater range, and faster acceleration than the first-generation models. By the middle of the decade, VW says it will have a single scalable system to underpin all its battery-powered cars—no matter the brand or segment—as it aims to sell 26 million of them in the next 10 years. “They’ve got confidence that they can catch up with Tesla,” says Michael Dean, an analyst at Bloomberg Intelligence, who expects VW to take the global EV crown by 2023. “Their foray into electrification is serious.”","news_type":1},"isVote":1,"likeStatus":false,"favoriteStatus":false,"reportStatus":false,"tweetType":1,"comments":[{"id":3873181,"gmtCreate":1616598845487,"gmtModify":1635749794171,"authorId":3576793170997774,"author":{"id":3576793170997774,"authorId":3576793170997774,"name":"璇瑤","avatar":"https://static.tigerbbs.com/6835feab4172932a5b89786a7d2beb9a","vip":1,"crmLevel":2,"crmLevelSwitch":0,"individualDisplayBadges":[]},"repliedAuthorId":0,"objectId":351810465,"type":1,"supId":0,"prevId":0,"content":"Tesla","text":"Tesla","html":"Tesla"},{"id":3873214,"gmtCreate":1616599011953,"gmtModify":1635749793434,"authorId":3574312720176101,"author":{"id":3574312720176101,"authorId":3574312720176101,"name":"TohKokMeng79","avatar":"https://static.tigerbbs.com/f09aad76a158a443465cacafe0bebb97","vip":1,"crmLevel":2,"crmLevelSwitch":0,"individualDisplayBadges":[]},"repliedAuthorId":0,"objectId":351810465,"type":1,"supId":3873181,"prevId":0,"content":"tesla","text":"tesla","html":"tesla"},{"id":3883021,"gmtCreate":1616683798266,"gmtModify":1635749262504,"authorId":3576793170997774,"author":{"id":3576793170997774,"authorId":3576793170997774,"name":"璇瑤","avatar":"https://static.tigerbbs.com/6835feab4172932a5b89786a7d2beb9a","vip":1,"crmLevel":2,"crmLevelSwitch":0,"individualDisplayBadges":[]},"repliedAuthorId":0,"objectId":351810465,"type":1,"supId":0,"prevId":0,"content":"<u>Today</u>","text":"<u>Today</u>","html":"<u>Today</u>"}],"langContent":"EN"},{"id":351835571,"gmtCreate":1616582906793,"gmtModify":1634525089091,"author":{"id":"3573634322541563","authorId":"3573634322541563","authorIdStr":"3573634322541563","name":"Zfron","avatar":"https://static.tigerbbs.com/70ecdc2067440ea2fe4b2c600ae46f73","vip":1,"crmLevel":3,"crmLevelSwitch":0,"idStr":"3573634322541563"},"htmlText":"Comment pls","listText":"Comment pls","text":"Comment pls","images":[],"top":1,"highlighted":1,"essential":1,"paper":1,"likeSize":0,"commentSize":0,"repostSize":0,"link":"https://laohu8.com/post/351835571","repostId":1178385748,"repostType":4,"repost":{"id":"1178385748","pubTimestamp":1616579432,"share":"https://www.laohu8.com/m/news/1178385748?lang=&edition=full","pubTime":"2021-03-24 17:50","market":"us","language":"en","title":"The End of Tesla’s Dominance May Be Closer Than It Appears","url":"https://stock-news.laohu8.com/highlight/detail?id=1178385748","media":"Bloomberg","summary":"Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a ","content":"<p>Elon Musk’s upstart still rules, but traditional automakers are catching up fast.</p>\n<p>He doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is starting to look and sound an awful lot like&nbsp;Elon Musk.</p>\n<p>The chief executive officer of&nbsp;Volkswagen AG&nbsp;kicked off a March 15 news conference modeled after&nbsp;Tesla Inc.’s “Battery Day”—Diess called his “Power Day”—by declaring that there’s only one way to quickly reduce emissions from transportation: Go electric. Skeptics could be forgiven for raising their eyebrows at that message, coming as it was from the same carmaker that spent years gaslighting the world about “clean diesel.” But VW is finally seeing the payoff from its&nbsp;five-year effort&nbsp;to create a standardized platform to underpin dozens of electric models. “Many in the industry questioned our approach,” Diess said during the two-hour infomercial he led from VW’s headquarters in the German city of Wolfsburg. “Today they are following suit, while we are reaping the fruit.”</p>\n<p>VW last year became the&nbsp;No. 1 electric-vehicle maker in Europe, where sales of battery-powered cars surged thanks to stricter carbon dioxide limits. After the introduction of the&nbsp;ID.3&nbsp;hatchback in 2020, the ID.4 crossover—the first global model based on VW’s electric platform—is starting to reach showrooms from Shanghai to Chicago. This year, VW plans to deliver 1 million plug-in hybrid and fully electric vehicles, and Diess aims to surpass Tesla in EV sales no later than 2025. Some analysts predict it will happen much sooner.</p>\n<p><img src=\"https://static.tigerbbs.com/f575bfbac7cb6073a2daaddcc86628dc\" tg-width=\"1251\" tg-height=\"610\"></p>\n<p>In addition to staging splashy events, mixing it up on Twitter, and spewing shameless bombast, Diess has something else in common with Musk lately: a&nbsp;stock price headed into the stratosphere. Sure, Tesla’s sky-high valuation means Musk could afford to buy VW tomorrow if he so desired (he doesn’t), but VW’s common shares have jumped more than 80% this year. Musk has long said that he welcomes EV competition and that Tesla’s mission was to accelerate the advent of sustainable energy. He got what he wanted.</p>\n<p>EVs are shifting from what seemed like a one-man show to an extravaganza with an increasingly crowded stage. Although VW has as good a chance as anyone to share top billing with Tesla, what’s less clear is the rest of the cast.General Motors Co.&nbsp;CEO Mary Barra sent her stock price soaring in January when she said she wanted to&nbsp;phase out gas and diesel cars by 2035. Many Chinese manufacturers are rolling out budget EVs, and&nbsp;Hyundai Motor Co.&nbsp;is planning almost two dozen models.Renault SA&nbsp;had a&nbsp;surprise hit&nbsp;in Europe last year with its Zoe, a battery-powered hatchback. In the U.S., Ford Motor’s Mustang Mach-E is hitting showrooms, and Amazon.com-backed Rivian Automotive and Lucid Motors—a Tesla clone that’s on track to raise $4.4 billion in funding—are seeking to replicate Musk’s success.</p>\n<p>Tesla has done to the auto industry what Netflix Inc. did to cable TV, speeding the shift away from internal combustion in much the same way easy access to<i>Breaking Bad</i>and hundreds of other shows spurred consumers to take the scissors to their Comcast contracts. But just as Netflix now sees a growing challenge from parts of the old guard—think Walt Disney Co. and HBO—incumbent automakers are starting to emulate the upstart. (Of course, cable TV companies also face a threat from the likes of Amazon.com Inc., Apple Inc., and Google, which in this analogy are … Amazon, Apple, and Google.)</p>\n<p>Even though Disney+ was years behind Netflix, Disney’s service has been a runaway success with new fare such as<i>The Mandalorian</i>offered alongside its deep catalog of classics like&nbsp;<i>Pinocchio</i>,<i>Toy Story</i>, and&nbsp;<i>Mulan</i>. Similarly, Diess has won over investors by making the case that VW can exploit something Tesla doesn’t have much of yet: scale. With a dozen brands that fill every nook and cranny of the auto market—and sales last year of 9.3 million vehicles, compared with a half-million for Tesla—VW is uniquely positioned to pool resources and bear the cost of developing new technologies. By next year, VW will have 27 models based on its standardized platform. “Our transformation will be fast,” Diess said at his event, “bigger than anything the industry has seen in the past century.”</p>\n<p>Like Musk, Diess is going big on batteries and charging stations. By 2025, VW and its partners will have more than 35,000&nbsp;public chargers around the world. And one element of its legal agreement with the U.S. and California over cheating on emissions tests was a pledge to spend $2 billion promoting plug-ins and building charging infrastructure. VW in 2017 set up an affiliate called Electrify America that now boasts the largest fast-charging network in the U.S. Diess is also planning a&nbsp;half-dozen battery factories&nbsp;in Europe, which Bloomberg&nbsp;NEF estimates will require an investment of almost $18 billion. The energy researcher says improvements in cell design, battery chemistry, and manufacturing put VW on track to cut the cost of batteries in half by as early as 2025. That could make its EVs cheaper than similarly equipped combustion cars.</p>\n<p>Some rivals insist VW’s&nbsp;headlong charge&nbsp;into electric cars is imprudent because they remain a sliver of global sales—roughly 3% of vehicles delivered worldwide last year.Toyota Motor Corp., which narrowly surpassed VW as the world’s largest automaker in 2020, has long argued hybrids are a more sensible intermediate solution. And&nbsp;BMW AG&nbsp;has embraced flexibility, building many of its models in various versions: gasoline-powered, hybrid, plug-in hybrid, and electric. “We think a one-propulsion strategy could be very dangerous,” CEO Oliver Zipse told&nbsp;Bloomberg Television&nbsp;on March 17. “The likelihood that 150, 160 markets in a very short period of time—and one decade is a very short period of time—will converge fully into one drivetrain is highly unlikely.”</p>\n<p>Diess has no plans to hit the brakes. Even as the first models from the current platform start to roll out, VW is furiously developing a separate set of standard components for electric vehicles from Audi, Porsche, and its other upscale brands. That premium platform promises speedier charging times, greater range, and faster acceleration than the first-generation models. By the middle of the decade, VW says it will have a single scalable system to underpin all its battery-powered cars—no matter the brand or segment—as it aims to sell 26 million of them in the next 10 years. “They’ve got confidence that they can catch up with Tesla,” says Michael Dean, an analyst at Bloomberg Intelligence, who expects VW to take the global EV crown by 2023. “Their foray into electrification is serious.”</p>","source":"lsy1584095487587","collect":0,"html":"<!DOCTYPE html>\n<html>\n<head>\n<meta http-equiv=\"Content-Type\" content=\"text/html; charset=utf-8\" />\n<meta name=\"viewport\" content=\"width=device-width,initial-scale=1.0,minimum-scale=1.0,maximum-scale=1.0,user-scalable=no\"/>\n<meta name=\"format-detection\" content=\"telephone=no,email=no,address=no\" />\n<title>The End of Tesla’s Dominance May Be Closer Than It Appears</title>\n<style type=\"text/css\">\na,abbr,acronym,address,applet,article,aside,audio,b,big,blockquote,body,canvas,caption,center,cite,code,dd,del,details,dfn,div,dl,dt,\nem,embed,fieldset,figcaption,figure,footer,form,h1,h2,h3,h4,h5,h6,header,hgroup,html,i,iframe,img,ins,kbd,label,legend,li,mark,menu,nav,\nobject,ol,output,p,pre,q,ruby,s,samp,section,small,span,strike,strong,sub,summary,sup,table,tbody,td,tfoot,th,thead,time,tr,tt,u,ul,var,video{ font:inherit;margin:0;padding:0;vertical-align:baseline;border:0 }\nbody{ font-size:16px; line-height:1.5; color:#999; background:transparent; }\n.wrapper{ overflow:hidden;word-break:break-all;padding:10px; }\nh1,h2{ font-weight:normal; line-height:1.35; margin-bottom:.6em; }\nh3,h4,h5,h6{ line-height:1.35; margin-bottom:1em; }\nh1{ font-size:24px; }\nh2{ font-size:20px; }\nh3{ font-size:18px; }\nh4{ font-size:16px; }\nh5{ font-size:14px; }\nh6{ font-size:12px; }\np,ul,ol,blockquote,dl,table{ margin:1.2em 0; }\nul,ol{ margin-left:2em; }\nul{ list-style:disc; }\nol{ list-style:decimal; }\nli,li p{ margin:10px 0;}\nimg{ max-width:100%;display:block;margin:0 auto 1em; }\nblockquote{ color:#B5B2B1; border-left:3px solid #aaa; padding:1em; }\nstrong,b{font-weight:bold;}\nem,i{font-style:italic;}\ntable{ width:100%;border-collapse:collapse;border-spacing:1px;margin:1em 0;font-size:.9em; }\nth,td{ padding:5px;text-align:left;border:1px solid #aaa; }\nth{ font-weight:bold;background:#5d5d5d; }\n.symbol-link{font-weight:bold;}\n/* header{ border-bottom:1px solid #494756; } */\n.title{ margin:0 0 8px;line-height:1.3;color:#ddd; }\n.meta {color:#5e5c6d;font-size:13px;margin:0 0 .5em; }\na{text-decoration:none; color:#2a4b87;}\n.meta .head { display: inline-block; overflow: hidden}\n.head .h-thumb { width: 30px; height: 30px; margin: 0; padding: 0; border-radius: 50%; float: left;}\n.head .h-content { margin: 0; padding: 0 0 0 9px; float: left;}\n.head .h-name {font-size: 13px; color: #eee; margin: 0;}\n.head .h-time {font-size: 11px; color: #7E829C; margin: 0;line-height: 11px;}\n.small {font-size: 12.5px; display: inline-block; transform: scale(0.9); -webkit-transform: scale(0.9); transform-origin: left; -webkit-transform-origin: left;}\n.smaller {font-size: 12.5px; display: inline-block; transform: scale(0.8); -webkit-transform: scale(0.8); transform-origin: left; -webkit-transform-origin: left;}\n.bt-text {font-size: 12px;margin: 1.5em 0 0 0}\n.bt-text p {margin: 0}\n</style>\n</head>\n<body>\n<div class=\"wrapper\">\n<header>\n<h2 class=\"title\">\nThe End of Tesla’s Dominance May Be Closer Than It Appears\n</h2>\n\n<h4 class=\"meta\">\n\n\n2021-03-24 17:50 GMT+8&nbsp;&nbsp;&nbsp;<a href=http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen><strong>Bloomberg</strong></a>\n\n\n</h4>\n\n</header>\n<article>\n<div>\n<p>Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is ...</p>\n\n<a href=\"http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen\">Web Link</a>\n\n</div>\n\n\n</article>\n</div>\n</body>\n</html>\n","type":0,"thumbnail":"","relate_stocks":{"TSLA":"特斯拉"},"source_url":"http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen","is_english":true,"share_image_url":"https://static.laohu8.com/e9f99090a1c2ed51c021029395664489","article_id":"1178385748","content_text":"Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is starting to look and sound an awful lot like Elon Musk.\nThe chief executive officer of Volkswagen AG kicked off a March 15 news conference modeled after Tesla Inc.’s “Battery Day”—Diess called his “Power Day”—by declaring that there’s only one way to quickly reduce emissions from transportation: Go electric. Skeptics could be forgiven for raising their eyebrows at that message, coming as it was from the same carmaker that spent years gaslighting the world about “clean diesel.” But VW is finally seeing the payoff from its five-year effort to create a standardized platform to underpin dozens of electric models. “Many in the industry questioned our approach,” Diess said during the two-hour infomercial he led from VW’s headquarters in the German city of Wolfsburg. “Today they are following suit, while we are reaping the fruit.”\nVW last year became the No. 1 electric-vehicle maker in Europe, where sales of battery-powered cars surged thanks to stricter carbon dioxide limits. After the introduction of the ID.3 hatchback in 2020, the ID.4 crossover—the first global model based on VW’s electric platform—is starting to reach showrooms from Shanghai to Chicago. This year, VW plans to deliver 1 million plug-in hybrid and fully electric vehicles, and Diess aims to surpass Tesla in EV sales no later than 2025. Some analysts predict it will happen much sooner.\n\nIn addition to staging splashy events, mixing it up on Twitter, and spewing shameless bombast, Diess has something else in common with Musk lately: a stock price headed into the stratosphere. Sure, Tesla’s sky-high valuation means Musk could afford to buy VW tomorrow if he so desired (he doesn’t), but VW’s common shares have jumped more than 80% this year. Musk has long said that he welcomes EV competition and that Tesla’s mission was to accelerate the advent of sustainable energy. He got what he wanted.\nEVs are shifting from what seemed like a one-man show to an extravaganza with an increasingly crowded stage. Although VW has as good a chance as anyone to share top billing with Tesla, what’s less clear is the rest of the cast.General Motors Co. CEO Mary Barra sent her stock price soaring in January when she said she wanted to phase out gas and diesel cars by 2035. Many Chinese manufacturers are rolling out budget EVs, and Hyundai Motor Co. is planning almost two dozen models.Renault SA had a surprise hit in Europe last year with its Zoe, a battery-powered hatchback. In the U.S., Ford Motor’s Mustang Mach-E is hitting showrooms, and Amazon.com-backed Rivian Automotive and Lucid Motors—a Tesla clone that’s on track to raise $4.4 billion in funding—are seeking to replicate Musk’s success.\nTesla has done to the auto industry what Netflix Inc. did to cable TV, speeding the shift away from internal combustion in much the same way easy access toBreaking Badand hundreds of other shows spurred consumers to take the scissors to their Comcast contracts. But just as Netflix now sees a growing challenge from parts of the old guard—think Walt Disney Co. and HBO—incumbent automakers are starting to emulate the upstart. (Of course, cable TV companies also face a threat from the likes of Amazon.com Inc., Apple Inc., and Google, which in this analogy are … Amazon, Apple, and Google.)\nEven though Disney+ was years behind Netflix, Disney’s service has been a runaway success with new fare such asThe Mandalorianoffered alongside its deep catalog of classics like Pinocchio,Toy Story, and Mulan. Similarly, Diess has won over investors by making the case that VW can exploit something Tesla doesn’t have much of yet: scale. With a dozen brands that fill every nook and cranny of the auto market—and sales last year of 9.3 million vehicles, compared with a half-million for Tesla—VW is uniquely positioned to pool resources and bear the cost of developing new technologies. By next year, VW will have 27 models based on its standardized platform. “Our transformation will be fast,” Diess said at his event, “bigger than anything the industry has seen in the past century.”\nLike Musk, Diess is going big on batteries and charging stations. By 2025, VW and its partners will have more than 35,000 public chargers around the world. And one element of its legal agreement with the U.S. and California over cheating on emissions tests was a pledge to spend $2 billion promoting plug-ins and building charging infrastructure. VW in 2017 set up an affiliate called Electrify America that now boasts the largest fast-charging network in the U.S. Diess is also planning a half-dozen battery factories in Europe, which Bloomberg NEF estimates will require an investment of almost $18 billion. The energy researcher says improvements in cell design, battery chemistry, and manufacturing put VW on track to cut the cost of batteries in half by as early as 2025. That could make its EVs cheaper than similarly equipped combustion cars.\nSome rivals insist VW’s headlong charge into electric cars is imprudent because they remain a sliver of global sales—roughly 3% of vehicles delivered worldwide last year.Toyota Motor Corp., which narrowly surpassed VW as the world’s largest automaker in 2020, has long argued hybrids are a more sensible intermediate solution. And BMW AG has embraced flexibility, building many of its models in various versions: gasoline-powered, hybrid, plug-in hybrid, and electric. “We think a one-propulsion strategy could be very dangerous,” CEO Oliver Zipse told Bloomberg Television on March 17. “The likelihood that 150, 160 markets in a very short period of time—and one decade is a very short period of time—will converge fully into one drivetrain is highly unlikely.”\nDiess has no plans to hit the brakes. Even as the first models from the current platform start to roll out, VW is furiously developing a separate set of standard components for electric vehicles from Audi, Porsche, and its other upscale brands. That premium platform promises speedier charging times, greater range, and faster acceleration than the first-generation models. By the middle of the decade, VW says it will have a single scalable system to underpin all its battery-powered cars—no matter the brand or segment—as it aims to sell 26 million of them in the next 10 years. “They’ve got confidence that they can catch up with Tesla,” says Michael Dean, an analyst at Bloomberg Intelligence, who expects VW to take the global EV crown by 2023. “Their foray into electrification is serious.”","news_type":1},"isVote":1,"likeStatus":false,"favoriteStatus":false,"reportStatus":false,"tweetType":1,"langContent":"EN"},{"id":351835682,"gmtCreate":1616582874746,"gmtModify":1634525089211,"author":{"id":"3561288355018382","authorId":"3561288355018382","authorIdStr":"3561288355018382","name":"Jasminey","avatar":"https://static.tigerbbs.com/3f10c6c771e2d97c86b942b8fc1e9484","vip":1,"crmLevel":4,"crmLevelSwitch":0,"idStr":"3561288355018382"},"htmlText":"Stop spreading FUD!&nbsp;","listText":"Stop spreading FUD!&nbsp;","text":"Stop spreading FUD!","images":[],"top":1,"highlighted":1,"essential":1,"paper":1,"likeSize":1,"commentSize":0,"repostSize":0,"link":"https://laohu8.com/post/351835682","repostId":1178385748,"repostType":4,"repost":{"id":"1178385748","pubTimestamp":1616579432,"share":"https://www.laohu8.com/m/news/1178385748?lang=&edition=full","pubTime":"2021-03-24 17:50","market":"us","language":"en","title":"The End of Tesla’s Dominance May Be Closer Than It Appears","url":"https://stock-news.laohu8.com/highlight/detail?id=1178385748","media":"Bloomberg","summary":"Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a ","content":"<p>Elon Musk’s upstart still rules, but traditional automakers are catching up fast.</p>\n<p>He doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is starting to look and sound an awful lot like&nbsp;Elon Musk.</p>\n<p>The chief executive officer of&nbsp;Volkswagen AG&nbsp;kicked off a March 15 news conference modeled after&nbsp;Tesla Inc.’s “Battery Day”—Diess called his “Power Day”—by declaring that there’s only one way to quickly reduce emissions from transportation: Go electric. Skeptics could be forgiven for raising their eyebrows at that message, coming as it was from the same carmaker that spent years gaslighting the world about “clean diesel.” But VW is finally seeing the payoff from its&nbsp;five-year effort&nbsp;to create a standardized platform to underpin dozens of electric models. “Many in the industry questioned our approach,” Diess said during the two-hour infomercial he led from VW’s headquarters in the German city of Wolfsburg. “Today they are following suit, while we are reaping the fruit.”</p>\n<p>VW last year became the&nbsp;No. 1 electric-vehicle maker in Europe, where sales of battery-powered cars surged thanks to stricter carbon dioxide limits. After the introduction of the&nbsp;ID.3&nbsp;hatchback in 2020, the ID.4 crossover—the first global model based on VW’s electric platform—is starting to reach showrooms from Shanghai to Chicago. This year, VW plans to deliver 1 million plug-in hybrid and fully electric vehicles, and Diess aims to surpass Tesla in EV sales no later than 2025. Some analysts predict it will happen much sooner.</p>\n<p><img src=\"https://static.tigerbbs.com/f575bfbac7cb6073a2daaddcc86628dc\" tg-width=\"1251\" tg-height=\"610\"></p>\n<p>In addition to staging splashy events, mixing it up on Twitter, and spewing shameless bombast, Diess has something else in common with Musk lately: a&nbsp;stock price headed into the stratosphere. Sure, Tesla’s sky-high valuation means Musk could afford to buy VW tomorrow if he so desired (he doesn’t), but VW’s common shares have jumped more than 80% this year. Musk has long said that he welcomes EV competition and that Tesla’s mission was to accelerate the advent of sustainable energy. He got what he wanted.</p>\n<p>EVs are shifting from what seemed like a one-man show to an extravaganza with an increasingly crowded stage. Although VW has as good a chance as anyone to share top billing with Tesla, what’s less clear is the rest of the cast.General Motors Co.&nbsp;CEO Mary Barra sent her stock price soaring in January when she said she wanted to&nbsp;phase out gas and diesel cars by 2035. Many Chinese manufacturers are rolling out budget EVs, and&nbsp;Hyundai Motor Co.&nbsp;is planning almost two dozen models.Renault SA&nbsp;had a&nbsp;surprise hit&nbsp;in Europe last year with its Zoe, a battery-powered hatchback. In the U.S., Ford Motor’s Mustang Mach-E is hitting showrooms, and Amazon.com-backed Rivian Automotive and Lucid Motors—a Tesla clone that’s on track to raise $4.4 billion in funding—are seeking to replicate Musk’s success.</p>\n<p>Tesla has done to the auto industry what Netflix Inc. did to cable TV, speeding the shift away from internal combustion in much the same way easy access to<i>Breaking Bad</i>and hundreds of other shows spurred consumers to take the scissors to their Comcast contracts. But just as Netflix now sees a growing challenge from parts of the old guard—think Walt Disney Co. and HBO—incumbent automakers are starting to emulate the upstart. (Of course, cable TV companies also face a threat from the likes of Amazon.com Inc., Apple Inc., and Google, which in this analogy are … Amazon, Apple, and Google.)</p>\n<p>Even though Disney+ was years behind Netflix, Disney’s service has been a runaway success with new fare such as<i>The Mandalorian</i>offered alongside its deep catalog of classics like&nbsp;<i>Pinocchio</i>,<i>Toy Story</i>, and&nbsp;<i>Mulan</i>. Similarly, Diess has won over investors by making the case that VW can exploit something Tesla doesn’t have much of yet: scale. With a dozen brands that fill every nook and cranny of the auto market—and sales last year of 9.3 million vehicles, compared with a half-million for Tesla—VW is uniquely positioned to pool resources and bear the cost of developing new technologies. By next year, VW will have 27 models based on its standardized platform. “Our transformation will be fast,” Diess said at his event, “bigger than anything the industry has seen in the past century.”</p>\n<p>Like Musk, Diess is going big on batteries and charging stations. By 2025, VW and its partners will have more than 35,000&nbsp;public chargers around the world. And one element of its legal agreement with the U.S. and California over cheating on emissions tests was a pledge to spend $2 billion promoting plug-ins and building charging infrastructure. VW in 2017 set up an affiliate called Electrify America that now boasts the largest fast-charging network in the U.S. Diess is also planning a&nbsp;half-dozen battery factories&nbsp;in Europe, which Bloomberg&nbsp;NEF estimates will require an investment of almost $18 billion. The energy researcher says improvements in cell design, battery chemistry, and manufacturing put VW on track to cut the cost of batteries in half by as early as 2025. That could make its EVs cheaper than similarly equipped combustion cars.</p>\n<p>Some rivals insist VW’s&nbsp;headlong charge&nbsp;into electric cars is imprudent because they remain a sliver of global sales—roughly 3% of vehicles delivered worldwide last year.Toyota Motor Corp., which narrowly surpassed VW as the world’s largest automaker in 2020, has long argued hybrids are a more sensible intermediate solution. And&nbsp;BMW AG&nbsp;has embraced flexibility, building many of its models in various versions: gasoline-powered, hybrid, plug-in hybrid, and electric. “We think a one-propulsion strategy could be very dangerous,” CEO Oliver Zipse told&nbsp;Bloomberg Television&nbsp;on March 17. “The likelihood that 150, 160 markets in a very short period of time—and one decade is a very short period of time—will converge fully into one drivetrain is highly unlikely.”</p>\n<p>Diess has no plans to hit the brakes. Even as the first models from the current platform start to roll out, VW is furiously developing a separate set of standard components for electric vehicles from Audi, Porsche, and its other upscale brands. That premium platform promises speedier charging times, greater range, and faster acceleration than the first-generation models. By the middle of the decade, VW says it will have a single scalable system to underpin all its battery-powered cars—no matter the brand or segment—as it aims to sell 26 million of them in the next 10 years. “They’ve got confidence that they can catch up with Tesla,” says Michael Dean, an analyst at Bloomberg Intelligence, who expects VW to take the global EV crown by 2023. “Their foray into electrification is serious.”</p>","source":"lsy1584095487587","collect":0,"html":"<!DOCTYPE html>\n<html>\n<head>\n<meta http-equiv=\"Content-Type\" content=\"text/html; charset=utf-8\" />\n<meta name=\"viewport\" content=\"width=device-width,initial-scale=1.0,minimum-scale=1.0,maximum-scale=1.0,user-scalable=no\"/>\n<meta name=\"format-detection\" content=\"telephone=no,email=no,address=no\" />\n<title>The End of Tesla’s Dominance May Be Closer Than It Appears</title>\n<style type=\"text/css\">\na,abbr,acronym,address,applet,article,aside,audio,b,big,blockquote,body,canvas,caption,center,cite,code,dd,del,details,dfn,div,dl,dt,\nem,embed,fieldset,figcaption,figure,footer,form,h1,h2,h3,h4,h5,h6,header,hgroup,html,i,iframe,img,ins,kbd,label,legend,li,mark,menu,nav,\nobject,ol,output,p,pre,q,ruby,s,samp,section,small,span,strike,strong,sub,summary,sup,table,tbody,td,tfoot,th,thead,time,tr,tt,u,ul,var,video{ font:inherit;margin:0;padding:0;vertical-align:baseline;border:0 }\nbody{ font-size:16px; line-height:1.5; color:#999; background:transparent; }\n.wrapper{ overflow:hidden;word-break:break-all;padding:10px; }\nh1,h2{ font-weight:normal; line-height:1.35; margin-bottom:.6em; }\nh3,h4,h5,h6{ line-height:1.35; margin-bottom:1em; }\nh1{ font-size:24px; }\nh2{ font-size:20px; }\nh3{ font-size:18px; }\nh4{ font-size:16px; }\nh5{ font-size:14px; }\nh6{ font-size:12px; }\np,ul,ol,blockquote,dl,table{ margin:1.2em 0; }\nul,ol{ margin-left:2em; }\nul{ list-style:disc; }\nol{ list-style:decimal; }\nli,li p{ margin:10px 0;}\nimg{ max-width:100%;display:block;margin:0 auto 1em; }\nblockquote{ color:#B5B2B1; border-left:3px solid #aaa; padding:1em; }\nstrong,b{font-weight:bold;}\nem,i{font-style:italic;}\ntable{ width:100%;border-collapse:collapse;border-spacing:1px;margin:1em 0;font-size:.9em; }\nth,td{ padding:5px;text-align:left;border:1px solid #aaa; }\nth{ font-weight:bold;background:#5d5d5d; }\n.symbol-link{font-weight:bold;}\n/* header{ border-bottom:1px solid #494756; } */\n.title{ margin:0 0 8px;line-height:1.3;color:#ddd; }\n.meta {color:#5e5c6d;font-size:13px;margin:0 0 .5em; }\na{text-decoration:none; color:#2a4b87;}\n.meta .head { display: inline-block; overflow: hidden}\n.head .h-thumb { width: 30px; height: 30px; margin: 0; padding: 0; border-radius: 50%; float: left;}\n.head .h-content { margin: 0; padding: 0 0 0 9px; float: left;}\n.head .h-name {font-size: 13px; color: #eee; margin: 0;}\n.head .h-time {font-size: 11px; color: #7E829C; margin: 0;line-height: 11px;}\n.small {font-size: 12.5px; display: inline-block; transform: scale(0.9); -webkit-transform: scale(0.9); transform-origin: left; -webkit-transform-origin: left;}\n.smaller {font-size: 12.5px; display: inline-block; transform: scale(0.8); -webkit-transform: scale(0.8); transform-origin: left; -webkit-transform-origin: left;}\n.bt-text {font-size: 12px;margin: 1.5em 0 0 0}\n.bt-text p {margin: 0}\n</style>\n</head>\n<body>\n<div class=\"wrapper\">\n<header>\n<h2 class=\"title\">\nThe End of Tesla’s Dominance May Be Closer Than It Appears\n</h2>\n\n<h4 class=\"meta\">\n\n\n2021-03-24 17:50 GMT+8&nbsp;&nbsp;&nbsp;<a href=http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen><strong>Bloomberg</strong></a>\n\n\n</h4>\n\n</header>\n<article>\n<div>\n<p>Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is ...</p>\n\n<a href=\"http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen\">Web Link</a>\n\n</div>\n\n\n</article>\n</div>\n</body>\n</html>\n","type":0,"thumbnail":"","relate_stocks":{"TSLA":"特斯拉"},"source_url":"http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen","is_english":true,"share_image_url":"https://static.laohu8.com/e9f99090a1c2ed51c021029395664489","article_id":"1178385748","content_text":"Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is starting to look and sound an awful lot like Elon Musk.\nThe chief executive officer of Volkswagen AG kicked off a March 15 news conference modeled after Tesla Inc.’s “Battery Day”—Diess called his “Power Day”—by declaring that there’s only one way to quickly reduce emissions from transportation: Go electric. Skeptics could be forgiven for raising their eyebrows at that message, coming as it was from the same carmaker that spent years gaslighting the world about “clean diesel.” But VW is finally seeing the payoff from its five-year effort to create a standardized platform to underpin dozens of electric models. “Many in the industry questioned our approach,” Diess said during the two-hour infomercial he led from VW’s headquarters in the German city of Wolfsburg. “Today they are following suit, while we are reaping the fruit.”\nVW last year became the No. 1 electric-vehicle maker in Europe, where sales of battery-powered cars surged thanks to stricter carbon dioxide limits. After the introduction of the ID.3 hatchback in 2020, the ID.4 crossover—the first global model based on VW’s electric platform—is starting to reach showrooms from Shanghai to Chicago. This year, VW plans to deliver 1 million plug-in hybrid and fully electric vehicles, and Diess aims to surpass Tesla in EV sales no later than 2025. Some analysts predict it will happen much sooner.\n\nIn addition to staging splashy events, mixing it up on Twitter, and spewing shameless bombast, Diess has something else in common with Musk lately: a stock price headed into the stratosphere. Sure, Tesla’s sky-high valuation means Musk could afford to buy VW tomorrow if he so desired (he doesn’t), but VW’s common shares have jumped more than 80% this year. Musk has long said that he welcomes EV competition and that Tesla’s mission was to accelerate the advent of sustainable energy. He got what he wanted.\nEVs are shifting from what seemed like a one-man show to an extravaganza with an increasingly crowded stage. Although VW has as good a chance as anyone to share top billing with Tesla, what’s less clear is the rest of the cast.General Motors Co. CEO Mary Barra sent her stock price soaring in January when she said she wanted to phase out gas and diesel cars by 2035. Many Chinese manufacturers are rolling out budget EVs, and Hyundai Motor Co. is planning almost two dozen models.Renault SA had a surprise hit in Europe last year with its Zoe, a battery-powered hatchback. In the U.S., Ford Motor’s Mustang Mach-E is hitting showrooms, and Amazon.com-backed Rivian Automotive and Lucid Motors—a Tesla clone that’s on track to raise $4.4 billion in funding—are seeking to replicate Musk’s success.\nTesla has done to the auto industry what Netflix Inc. did to cable TV, speeding the shift away from internal combustion in much the same way easy access toBreaking Badand hundreds of other shows spurred consumers to take the scissors to their Comcast contracts. But just as Netflix now sees a growing challenge from parts of the old guard—think Walt Disney Co. and HBO—incumbent automakers are starting to emulate the upstart. (Of course, cable TV companies also face a threat from the likes of Amazon.com Inc., Apple Inc., and Google, which in this analogy are … Amazon, Apple, and Google.)\nEven though Disney+ was years behind Netflix, Disney’s service has been a runaway success with new fare such asThe Mandalorianoffered alongside its deep catalog of classics like Pinocchio,Toy Story, and Mulan. Similarly, Diess has won over investors by making the case that VW can exploit something Tesla doesn’t have much of yet: scale. With a dozen brands that fill every nook and cranny of the auto market—and sales last year of 9.3 million vehicles, compared with a half-million for Tesla—VW is uniquely positioned to pool resources and bear the cost of developing new technologies. By next year, VW will have 27 models based on its standardized platform. “Our transformation will be fast,” Diess said at his event, “bigger than anything the industry has seen in the past century.”\nLike Musk, Diess is going big on batteries and charging stations. By 2025, VW and its partners will have more than 35,000 public chargers around the world. And one element of its legal agreement with the U.S. and California over cheating on emissions tests was a pledge to spend $2 billion promoting plug-ins and building charging infrastructure. VW in 2017 set up an affiliate called Electrify America that now boasts the largest fast-charging network in the U.S. Diess is also planning a half-dozen battery factories in Europe, which Bloomberg NEF estimates will require an investment of almost $18 billion. The energy researcher says improvements in cell design, battery chemistry, and manufacturing put VW on track to cut the cost of batteries in half by as early as 2025. That could make its EVs cheaper than similarly equipped combustion cars.\nSome rivals insist VW’s headlong charge into electric cars is imprudent because they remain a sliver of global sales—roughly 3% of vehicles delivered worldwide last year.Toyota Motor Corp., which narrowly surpassed VW as the world’s largest automaker in 2020, has long argued hybrids are a more sensible intermediate solution. And BMW AG has embraced flexibility, building many of its models in various versions: gasoline-powered, hybrid, plug-in hybrid, and electric. “We think a one-propulsion strategy could be very dangerous,” CEO Oliver Zipse told Bloomberg Television on March 17. “The likelihood that 150, 160 markets in a very short period of time—and one decade is a very short period of time—will converge fully into one drivetrain is highly unlikely.”\nDiess has no plans to hit the brakes. Even as the first models from the current platform start to roll out, VW is furiously developing a separate set of standard components for electric vehicles from Audi, Porsche, and its other upscale brands. That premium platform promises speedier charging times, greater range, and faster acceleration than the first-generation models. By the middle of the decade, VW says it will have a single scalable system to underpin all its battery-powered cars—no matter the brand or segment—as it aims to sell 26 million of them in the next 10 years. “They’ve got confidence that they can catch up with Tesla,” says Michael Dean, an analyst at Bloomberg Intelligence, who expects VW to take the global EV crown by 2023. “Their foray into electrification is serious.”","news_type":1},"isVote":1,"likeStatus":false,"favoriteStatus":false,"reportStatus":false,"tweetType":1,"langContent":"EN"},{"id":351836004,"gmtCreate":1616582583708,"gmtModify":1634525090490,"author":{"id":"3559128077154435","authorId":"3559128077154435","authorIdStr":"3559128077154435","name":"Whyeloon","avatar":"https://static.tigerbbs.com/44cc3fba457549bd6dbe449c8aa6c640","vip":1,"crmLevel":8,"crmLevelSwitch":0,"idStr":"3559128077154435"},"htmlText":"The old car empire strikes back...😀","listText":"The old car empire strikes back...😀","text":"The old car empire strikes back...😀","images":[],"top":1,"highlighted":1,"essential":1,"paper":1,"likeSize":1,"commentSize":1,"repostSize":0,"link":"https://laohu8.com/post/351836004","repostId":1178385748,"repostType":4,"repost":{"id":"1178385748","pubTimestamp":1616579432,"share":"https://www.laohu8.com/m/news/1178385748?lang=&edition=full","pubTime":"2021-03-24 17:50","market":"us","language":"en","title":"The End of Tesla’s Dominance May Be Closer Than It Appears","url":"https://stock-news.laohu8.com/highlight/detail?id=1178385748","media":"Bloomberg","summary":"Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a ","content":"<p>Elon Musk’s upstart still rules, but traditional automakers are catching up fast.</p>\n<p>He doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is starting to look and sound an awful lot like&nbsp;Elon Musk.</p>\n<p>The chief executive officer of&nbsp;Volkswagen AG&nbsp;kicked off a March 15 news conference modeled after&nbsp;Tesla Inc.’s “Battery Day”—Diess called his “Power Day”—by declaring that there’s only one way to quickly reduce emissions from transportation: Go electric. Skeptics could be forgiven for raising their eyebrows at that message, coming as it was from the same carmaker that spent years gaslighting the world about “clean diesel.” But VW is finally seeing the payoff from its&nbsp;five-year effort&nbsp;to create a standardized platform to underpin dozens of electric models. “Many in the industry questioned our approach,” Diess said during the two-hour infomercial he led from VW’s headquarters in the German city of Wolfsburg. “Today they are following suit, while we are reaping the fruit.”</p>\n<p>VW last year became the&nbsp;No. 1 electric-vehicle maker in Europe, where sales of battery-powered cars surged thanks to stricter carbon dioxide limits. After the introduction of the&nbsp;ID.3&nbsp;hatchback in 2020, the ID.4 crossover—the first global model based on VW’s electric platform—is starting to reach showrooms from Shanghai to Chicago. This year, VW plans to deliver 1 million plug-in hybrid and fully electric vehicles, and Diess aims to surpass Tesla in EV sales no later than 2025. Some analysts predict it will happen much sooner.</p>\n<p><img src=\"https://static.tigerbbs.com/f575bfbac7cb6073a2daaddcc86628dc\" tg-width=\"1251\" tg-height=\"610\"></p>\n<p>In addition to staging splashy events, mixing it up on Twitter, and spewing shameless bombast, Diess has something else in common with Musk lately: a&nbsp;stock price headed into the stratosphere. Sure, Tesla’s sky-high valuation means Musk could afford to buy VW tomorrow if he so desired (he doesn’t), but VW’s common shares have jumped more than 80% this year. Musk has long said that he welcomes EV competition and that Tesla’s mission was to accelerate the advent of sustainable energy. He got what he wanted.</p>\n<p>EVs are shifting from what seemed like a one-man show to an extravaganza with an increasingly crowded stage. Although VW has as good a chance as anyone to share top billing with Tesla, what’s less clear is the rest of the cast.General Motors Co.&nbsp;CEO Mary Barra sent her stock price soaring in January when she said she wanted to&nbsp;phase out gas and diesel cars by 2035. Many Chinese manufacturers are rolling out budget EVs, and&nbsp;Hyundai Motor Co.&nbsp;is planning almost two dozen models.Renault SA&nbsp;had a&nbsp;surprise hit&nbsp;in Europe last year with its Zoe, a battery-powered hatchback. In the U.S., Ford Motor’s Mustang Mach-E is hitting showrooms, and Amazon.com-backed Rivian Automotive and Lucid Motors—a Tesla clone that’s on track to raise $4.4 billion in funding—are seeking to replicate Musk’s success.</p>\n<p>Tesla has done to the auto industry what Netflix Inc. did to cable TV, speeding the shift away from internal combustion in much the same way easy access to<i>Breaking Bad</i>and hundreds of other shows spurred consumers to take the scissors to their Comcast contracts. But just as Netflix now sees a growing challenge from parts of the old guard—think Walt Disney Co. and HBO—incumbent automakers are starting to emulate the upstart. (Of course, cable TV companies also face a threat from the likes of Amazon.com Inc., Apple Inc., and Google, which in this analogy are … Amazon, Apple, and Google.)</p>\n<p>Even though Disney+ was years behind Netflix, Disney’s service has been a runaway success with new fare such as<i>The Mandalorian</i>offered alongside its deep catalog of classics like&nbsp;<i>Pinocchio</i>,<i>Toy Story</i>, and&nbsp;<i>Mulan</i>. Similarly, Diess has won over investors by making the case that VW can exploit something Tesla doesn’t have much of yet: scale. With a dozen brands that fill every nook and cranny of the auto market—and sales last year of 9.3 million vehicles, compared with a half-million for Tesla—VW is uniquely positioned to pool resources and bear the cost of developing new technologies. By next year, VW will have 27 models based on its standardized platform. “Our transformation will be fast,” Diess said at his event, “bigger than anything the industry has seen in the past century.”</p>\n<p>Like Musk, Diess is going big on batteries and charging stations. By 2025, VW and its partners will have more than 35,000&nbsp;public chargers around the world. And one element of its legal agreement with the U.S. and California over cheating on emissions tests was a pledge to spend $2 billion promoting plug-ins and building charging infrastructure. VW in 2017 set up an affiliate called Electrify America that now boasts the largest fast-charging network in the U.S. Diess is also planning a&nbsp;half-dozen battery factories&nbsp;in Europe, which Bloomberg&nbsp;NEF estimates will require an investment of almost $18 billion. The energy researcher says improvements in cell design, battery chemistry, and manufacturing put VW on track to cut the cost of batteries in half by as early as 2025. That could make its EVs cheaper than similarly equipped combustion cars.</p>\n<p>Some rivals insist VW’s&nbsp;headlong charge&nbsp;into electric cars is imprudent because they remain a sliver of global sales—roughly 3% of vehicles delivered worldwide last year.Toyota Motor Corp., which narrowly surpassed VW as the world’s largest automaker in 2020, has long argued hybrids are a more sensible intermediate solution. And&nbsp;BMW AG&nbsp;has embraced flexibility, building many of its models in various versions: gasoline-powered, hybrid, plug-in hybrid, and electric. “We think a one-propulsion strategy could be very dangerous,” CEO Oliver Zipse told&nbsp;Bloomberg Television&nbsp;on March 17. “The likelihood that 150, 160 markets in a very short period of time—and one decade is a very short period of time—will converge fully into one drivetrain is highly unlikely.”</p>\n<p>Diess has no plans to hit the brakes. Even as the first models from the current platform start to roll out, VW is furiously developing a separate set of standard components for electric vehicles from Audi, Porsche, and its other upscale brands. That premium platform promises speedier charging times, greater range, and faster acceleration than the first-generation models. By the middle of the decade, VW says it will have a single scalable system to underpin all its battery-powered cars—no matter the brand or segment—as it aims to sell 26 million of them in the next 10 years. “They’ve got confidence that they can catch up with Tesla,” says Michael Dean, an analyst at Bloomberg Intelligence, who expects VW to take the global EV crown by 2023. “Their foray into electrification is serious.”</p>","source":"lsy1584095487587","collect":0,"html":"<!DOCTYPE html>\n<html>\n<head>\n<meta http-equiv=\"Content-Type\" content=\"text/html; charset=utf-8\" />\n<meta name=\"viewport\" content=\"width=device-width,initial-scale=1.0,minimum-scale=1.0,maximum-scale=1.0,user-scalable=no\"/>\n<meta name=\"format-detection\" content=\"telephone=no,email=no,address=no\" />\n<title>The End of Tesla’s Dominance May Be Closer Than It Appears</title>\n<style type=\"text/css\">\na,abbr,acronym,address,applet,article,aside,audio,b,big,blockquote,body,canvas,caption,center,cite,code,dd,del,details,dfn,div,dl,dt,\nem,embed,fieldset,figcaption,figure,footer,form,h1,h2,h3,h4,h5,h6,header,hgroup,html,i,iframe,img,ins,kbd,label,legend,li,mark,menu,nav,\nobject,ol,output,p,pre,q,ruby,s,samp,section,small,span,strike,strong,sub,summary,sup,table,tbody,td,tfoot,th,thead,time,tr,tt,u,ul,var,video{ font:inherit;margin:0;padding:0;vertical-align:baseline;border:0 }\nbody{ font-size:16px; line-height:1.5; color:#999; background:transparent; }\n.wrapper{ overflow:hidden;word-break:break-all;padding:10px; }\nh1,h2{ font-weight:normal; line-height:1.35; margin-bottom:.6em; }\nh3,h4,h5,h6{ line-height:1.35; margin-bottom:1em; }\nh1{ font-size:24px; }\nh2{ font-size:20px; }\nh3{ font-size:18px; }\nh4{ font-size:16px; }\nh5{ font-size:14px; }\nh6{ font-size:12px; }\np,ul,ol,blockquote,dl,table{ margin:1.2em 0; }\nul,ol{ margin-left:2em; }\nul{ list-style:disc; }\nol{ list-style:decimal; }\nli,li p{ margin:10px 0;}\nimg{ max-width:100%;display:block;margin:0 auto 1em; }\nblockquote{ color:#B5B2B1; border-left:3px solid #aaa; padding:1em; }\nstrong,b{font-weight:bold;}\nem,i{font-style:italic;}\ntable{ width:100%;border-collapse:collapse;border-spacing:1px;margin:1em 0;font-size:.9em; }\nth,td{ padding:5px;text-align:left;border:1px solid #aaa; }\nth{ font-weight:bold;background:#5d5d5d; }\n.symbol-link{font-weight:bold;}\n/* header{ border-bottom:1px solid #494756; } */\n.title{ margin:0 0 8px;line-height:1.3;color:#ddd; }\n.meta {color:#5e5c6d;font-size:13px;margin:0 0 .5em; }\na{text-decoration:none; color:#2a4b87;}\n.meta .head { display: inline-block; overflow: hidden}\n.head .h-thumb { width: 30px; height: 30px; margin: 0; padding: 0; border-radius: 50%; float: left;}\n.head .h-content { margin: 0; padding: 0 0 0 9px; float: left;}\n.head .h-name {font-size: 13px; color: #eee; margin: 0;}\n.head .h-time {font-size: 11px; color: #7E829C; margin: 0;line-height: 11px;}\n.small {font-size: 12.5px; display: inline-block; transform: scale(0.9); -webkit-transform: scale(0.9); transform-origin: left; -webkit-transform-origin: left;}\n.smaller {font-size: 12.5px; display: inline-block; transform: scale(0.8); -webkit-transform: scale(0.8); transform-origin: left; -webkit-transform-origin: left;}\n.bt-text {font-size: 12px;margin: 1.5em 0 0 0}\n.bt-text p {margin: 0}\n</style>\n</head>\n<body>\n<div class=\"wrapper\">\n<header>\n<h2 class=\"title\">\nThe End of Tesla’s Dominance May Be Closer Than It Appears\n</h2>\n\n<h4 class=\"meta\">\n\n\n2021-03-24 17:50 GMT+8&nbsp;&nbsp;&nbsp;<a href=http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen><strong>Bloomberg</strong></a>\n\n\n</h4>\n\n</header>\n<article>\n<div>\n<p>Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is ...</p>\n\n<a href=\"http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen\">Web Link</a>\n\n</div>\n\n\n</article>\n</div>\n</body>\n</html>\n","type":0,"thumbnail":"","relate_stocks":{"TSLA":"特斯拉"},"source_url":"http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen","is_english":true,"share_image_url":"https://static.laohu8.com/e9f99090a1c2ed51c021029395664489","article_id":"1178385748","content_text":"Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is starting to look and sound an awful lot like Elon Musk.\nThe chief executive officer of Volkswagen AG kicked off a March 15 news conference modeled after Tesla Inc.’s “Battery Day”—Diess called his “Power Day”—by declaring that there’s only one way to quickly reduce emissions from transportation: Go electric. Skeptics could be forgiven for raising their eyebrows at that message, coming as it was from the same carmaker that spent years gaslighting the world about “clean diesel.” But VW is finally seeing the payoff from its five-year effort to create a standardized platform to underpin dozens of electric models. “Many in the industry questioned our approach,” Diess said during the two-hour infomercial he led from VW’s headquarters in the German city of Wolfsburg. “Today they are following suit, while we are reaping the fruit.”\nVW last year became the No. 1 electric-vehicle maker in Europe, where sales of battery-powered cars surged thanks to stricter carbon dioxide limits. After the introduction of the ID.3 hatchback in 2020, the ID.4 crossover—the first global model based on VW’s electric platform—is starting to reach showrooms from Shanghai to Chicago. This year, VW plans to deliver 1 million plug-in hybrid and fully electric vehicles, and Diess aims to surpass Tesla in EV sales no later than 2025. Some analysts predict it will happen much sooner.\n\nIn addition to staging splashy events, mixing it up on Twitter, and spewing shameless bombast, Diess has something else in common with Musk lately: a stock price headed into the stratosphere. Sure, Tesla’s sky-high valuation means Musk could afford to buy VW tomorrow if he so desired (he doesn’t), but VW’s common shares have jumped more than 80% this year. Musk has long said that he welcomes EV competition and that Tesla’s mission was to accelerate the advent of sustainable energy. He got what he wanted.\nEVs are shifting from what seemed like a one-man show to an extravaganza with an increasingly crowded stage. Although VW has as good a chance as anyone to share top billing with Tesla, what’s less clear is the rest of the cast.General Motors Co. CEO Mary Barra sent her stock price soaring in January when she said she wanted to phase out gas and diesel cars by 2035. Many Chinese manufacturers are rolling out budget EVs, and Hyundai Motor Co. is planning almost two dozen models.Renault SA had a surprise hit in Europe last year with its Zoe, a battery-powered hatchback. In the U.S., Ford Motor’s Mustang Mach-E is hitting showrooms, and Amazon.com-backed Rivian Automotive and Lucid Motors—a Tesla clone that’s on track to raise $4.4 billion in funding—are seeking to replicate Musk’s success.\nTesla has done to the auto industry what Netflix Inc. did to cable TV, speeding the shift away from internal combustion in much the same way easy access toBreaking Badand hundreds of other shows spurred consumers to take the scissors to their Comcast contracts. But just as Netflix now sees a growing challenge from parts of the old guard—think Walt Disney Co. and HBO—incumbent automakers are starting to emulate the upstart. (Of course, cable TV companies also face a threat from the likes of Amazon.com Inc., Apple Inc., and Google, which in this analogy are … Amazon, Apple, and Google.)\nEven though Disney+ was years behind Netflix, Disney’s service has been a runaway success with new fare such asThe Mandalorianoffered alongside its deep catalog of classics like Pinocchio,Toy Story, and Mulan. Similarly, Diess has won over investors by making the case that VW can exploit something Tesla doesn’t have much of yet: scale. With a dozen brands that fill every nook and cranny of the auto market—and sales last year of 9.3 million vehicles, compared with a half-million for Tesla—VW is uniquely positioned to pool resources and bear the cost of developing new technologies. By next year, VW will have 27 models based on its standardized platform. “Our transformation will be fast,” Diess said at his event, “bigger than anything the industry has seen in the past century.”\nLike Musk, Diess is going big on batteries and charging stations. By 2025, VW and its partners will have more than 35,000 public chargers around the world. And one element of its legal agreement with the U.S. and California over cheating on emissions tests was a pledge to spend $2 billion promoting plug-ins and building charging infrastructure. VW in 2017 set up an affiliate called Electrify America that now boasts the largest fast-charging network in the U.S. Diess is also planning a half-dozen battery factories in Europe, which Bloomberg NEF estimates will require an investment of almost $18 billion. The energy researcher says improvements in cell design, battery chemistry, and manufacturing put VW on track to cut the cost of batteries in half by as early as 2025. That could make its EVs cheaper than similarly equipped combustion cars.\nSome rivals insist VW’s headlong charge into electric cars is imprudent because they remain a sliver of global sales—roughly 3% of vehicles delivered worldwide last year.Toyota Motor Corp., which narrowly surpassed VW as the world’s largest automaker in 2020, has long argued hybrids are a more sensible intermediate solution. And BMW AG has embraced flexibility, building many of its models in various versions: gasoline-powered, hybrid, plug-in hybrid, and electric. “We think a one-propulsion strategy could be very dangerous,” CEO Oliver Zipse told Bloomberg Television on March 17. “The likelihood that 150, 160 markets in a very short period of time—and one decade is a very short period of time—will converge fully into one drivetrain is highly unlikely.”\nDiess has no plans to hit the brakes. Even as the first models from the current platform start to roll out, VW is furiously developing a separate set of standard components for electric vehicles from Audi, Porsche, and its other upscale brands. That premium platform promises speedier charging times, greater range, and faster acceleration than the first-generation models. By the middle of the decade, VW says it will have a single scalable system to underpin all its battery-powered cars—no matter the brand or segment—as it aims to sell 26 million of them in the next 10 years. “They’ve got confidence that they can catch up with Tesla,” says Michael Dean, an analyst at Bloomberg Intelligence, who expects VW to take the global EV crown by 2023. “Their foray into electrification is serious.”","news_type":1},"isVote":1,"likeStatus":false,"favoriteStatus":false,"reportStatus":false,"tweetType":1,"comments":[{"id":3870856,"gmtCreate":1616584249281,"gmtModify":1635749905978,"authorId":3576275613425159,"author":{"id":3576275613425159,"authorId":3576275613425159,"name":"Lynny","avatar":"https://static.tigerbbs.com/7c0b8b78e97626dedf9ed61da1957ab7","vip":1,"crmLevel":6,"crmLevelSwitch":0,"individualDisplayBadges":[]},"repliedAuthorId":0,"objectId":351836004,"type":1,"supId":0,"prevId":0,"content":"Tesla is much more than just a car company... and will continue to thrive and break frontiers. But good for VW, competition will bring down prices for consumers and give us more choices. ","text":"Tesla is much more than just a car company... and will continue to thrive and break frontiers. But good for VW, competition will bring down prices for consumers and give us more choices. ","html":"Tesla is much more than just a car company... and will continue to thrive and break frontiers. But good for VW, competition will bring down prices for consumers and give us more choices. "}],"langContent":"EN"},{"id":351831638,"gmtCreate":1616582383524,"gmtModify":1634525091070,"author":{"id":"3576477105577045","authorId":"3576477105577045","authorIdStr":"3576477105577045","name":"illuminat18n","avatar":"https://static.tigerbbs.com/67a25091d6ea4083ba242a07a3ff8239","vip":1,"crmLevel":1,"crmLevelSwitch":0,"idStr":"3576477105577045"},"htmlText":"Everything is possible","listText":"Everything is possible","text":"Everything is possible","images":[],"top":1,"highlighted":1,"essential":1,"paper":1,"likeSize":4,"commentSize":5,"repostSize":0,"link":"https://laohu8.com/post/351831638","repostId":1178385748,"repostType":4,"repost":{"id":"1178385748","pubTimestamp":1616579432,"share":"https://www.laohu8.com/m/news/1178385748?lang=&edition=full","pubTime":"2021-03-24 17:50","market":"us","language":"en","title":"The End of Tesla’s Dominance May Be Closer Than It Appears","url":"https://stock-news.laohu8.com/highlight/detail?id=1178385748","media":"Bloomberg","summary":"Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a ","content":"<p>Elon Musk’s upstart still rules, but traditional automakers are catching up fast.</p>\n<p>He doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is starting to look and sound an awful lot like&nbsp;Elon Musk.</p>\n<p>The chief executive officer of&nbsp;Volkswagen AG&nbsp;kicked off a March 15 news conference modeled after&nbsp;Tesla Inc.’s “Battery Day”—Diess called his “Power Day”—by declaring that there’s only one way to quickly reduce emissions from transportation: Go electric. Skeptics could be forgiven for raising their eyebrows at that message, coming as it was from the same carmaker that spent years gaslighting the world about “clean diesel.” But VW is finally seeing the payoff from its&nbsp;five-year effort&nbsp;to create a standardized platform to underpin dozens of electric models. “Many in the industry questioned our approach,” Diess said during the two-hour infomercial he led from VW’s headquarters in the German city of Wolfsburg. “Today they are following suit, while we are reaping the fruit.”</p>\n<p>VW last year became the&nbsp;No. 1 electric-vehicle maker in Europe, where sales of battery-powered cars surged thanks to stricter carbon dioxide limits. After the introduction of the&nbsp;ID.3&nbsp;hatchback in 2020, the ID.4 crossover—the first global model based on VW’s electric platform—is starting to reach showrooms from Shanghai to Chicago. This year, VW plans to deliver 1 million plug-in hybrid and fully electric vehicles, and Diess aims to surpass Tesla in EV sales no later than 2025. Some analysts predict it will happen much sooner.</p>\n<p><img src=\"https://static.tigerbbs.com/f575bfbac7cb6073a2daaddcc86628dc\" tg-width=\"1251\" tg-height=\"610\"></p>\n<p>In addition to staging splashy events, mixing it up on Twitter, and spewing shameless bombast, Diess has something else in common with Musk lately: a&nbsp;stock price headed into the stratosphere. Sure, Tesla’s sky-high valuation means Musk could afford to buy VW tomorrow if he so desired (he doesn’t), but VW’s common shares have jumped more than 80% this year. Musk has long said that he welcomes EV competition and that Tesla’s mission was to accelerate the advent of sustainable energy. He got what he wanted.</p>\n<p>EVs are shifting from what seemed like a one-man show to an extravaganza with an increasingly crowded stage. Although VW has as good a chance as anyone to share top billing with Tesla, what’s less clear is the rest of the cast.General Motors Co.&nbsp;CEO Mary Barra sent her stock price soaring in January when she said she wanted to&nbsp;phase out gas and diesel cars by 2035. Many Chinese manufacturers are rolling out budget EVs, and&nbsp;Hyundai Motor Co.&nbsp;is planning almost two dozen models.Renault SA&nbsp;had a&nbsp;surprise hit&nbsp;in Europe last year with its Zoe, a battery-powered hatchback. In the U.S., Ford Motor’s Mustang Mach-E is hitting showrooms, and Amazon.com-backed Rivian Automotive and Lucid Motors—a Tesla clone that’s on track to raise $4.4 billion in funding—are seeking to replicate Musk’s success.</p>\n<p>Tesla has done to the auto industry what Netflix Inc. did to cable TV, speeding the shift away from internal combustion in much the same way easy access to<i>Breaking Bad</i>and hundreds of other shows spurred consumers to take the scissors to their Comcast contracts. But just as Netflix now sees a growing challenge from parts of the old guard—think Walt Disney Co. and HBO—incumbent automakers are starting to emulate the upstart. (Of course, cable TV companies also face a threat from the likes of Amazon.com Inc., Apple Inc., and Google, which in this analogy are … Amazon, Apple, and Google.)</p>\n<p>Even though Disney+ was years behind Netflix, Disney’s service has been a runaway success with new fare such as<i>The Mandalorian</i>offered alongside its deep catalog of classics like&nbsp;<i>Pinocchio</i>,<i>Toy Story</i>, and&nbsp;<i>Mulan</i>. Similarly, Diess has won over investors by making the case that VW can exploit something Tesla doesn’t have much of yet: scale. With a dozen brands that fill every nook and cranny of the auto market—and sales last year of 9.3 million vehicles, compared with a half-million for Tesla—VW is uniquely positioned to pool resources and bear the cost of developing new technologies. By next year, VW will have 27 models based on its standardized platform. “Our transformation will be fast,” Diess said at his event, “bigger than anything the industry has seen in the past century.”</p>\n<p>Like Musk, Diess is going big on batteries and charging stations. By 2025, VW and its partners will have more than 35,000&nbsp;public chargers around the world. And one element of its legal agreement with the U.S. and California over cheating on emissions tests was a pledge to spend $2 billion promoting plug-ins and building charging infrastructure. VW in 2017 set up an affiliate called Electrify America that now boasts the largest fast-charging network in the U.S. Diess is also planning a&nbsp;half-dozen battery factories&nbsp;in Europe, which Bloomberg&nbsp;NEF estimates will require an investment of almost $18 billion. The energy researcher says improvements in cell design, battery chemistry, and manufacturing put VW on track to cut the cost of batteries in half by as early as 2025. That could make its EVs cheaper than similarly equipped combustion cars.</p>\n<p>Some rivals insist VW’s&nbsp;headlong charge&nbsp;into electric cars is imprudent because they remain a sliver of global sales—roughly 3% of vehicles delivered worldwide last year.Toyota Motor Corp., which narrowly surpassed VW as the world’s largest automaker in 2020, has long argued hybrids are a more sensible intermediate solution. And&nbsp;BMW AG&nbsp;has embraced flexibility, building many of its models in various versions: gasoline-powered, hybrid, plug-in hybrid, and electric. “We think a one-propulsion strategy could be very dangerous,” CEO Oliver Zipse told&nbsp;Bloomberg Television&nbsp;on March 17. “The likelihood that 150, 160 markets in a very short period of time—and one decade is a very short period of time—will converge fully into one drivetrain is highly unlikely.”</p>\n<p>Diess has no plans to hit the brakes. Even as the first models from the current platform start to roll out, VW is furiously developing a separate set of standard components for electric vehicles from Audi, Porsche, and its other upscale brands. That premium platform promises speedier charging times, greater range, and faster acceleration than the first-generation models. By the middle of the decade, VW says it will have a single scalable system to underpin all its battery-powered cars—no matter the brand or segment—as it aims to sell 26 million of them in the next 10 years. “They’ve got confidence that they can catch up with Tesla,” says Michael Dean, an analyst at Bloomberg Intelligence, who expects VW to take the global EV crown by 2023. “Their foray into electrification is serious.”</p>","source":"lsy1584095487587","collect":0,"html":"<!DOCTYPE html>\n<html>\n<head>\n<meta http-equiv=\"Content-Type\" content=\"text/html; charset=utf-8\" />\n<meta name=\"viewport\" content=\"width=device-width,initial-scale=1.0,minimum-scale=1.0,maximum-scale=1.0,user-scalable=no\"/>\n<meta name=\"format-detection\" content=\"telephone=no,email=no,address=no\" />\n<title>The End of Tesla’s Dominance May Be Closer Than It Appears</title>\n<style type=\"text/css\">\na,abbr,acronym,address,applet,article,aside,audio,b,big,blockquote,body,canvas,caption,center,cite,code,dd,del,details,dfn,div,dl,dt,\nem,embed,fieldset,figcaption,figure,footer,form,h1,h2,h3,h4,h5,h6,header,hgroup,html,i,iframe,img,ins,kbd,label,legend,li,mark,menu,nav,\nobject,ol,output,p,pre,q,ruby,s,samp,section,small,span,strike,strong,sub,summary,sup,table,tbody,td,tfoot,th,thead,time,tr,tt,u,ul,var,video{ font:inherit;margin:0;padding:0;vertical-align:baseline;border:0 }\nbody{ font-size:16px; line-height:1.5; color:#999; background:transparent; }\n.wrapper{ overflow:hidden;word-break:break-all;padding:10px; }\nh1,h2{ font-weight:normal; line-height:1.35; margin-bottom:.6em; }\nh3,h4,h5,h6{ line-height:1.35; margin-bottom:1em; }\nh1{ font-size:24px; }\nh2{ font-size:20px; }\nh3{ font-size:18px; }\nh4{ font-size:16px; }\nh5{ font-size:14px; }\nh6{ font-size:12px; }\np,ul,ol,blockquote,dl,table{ margin:1.2em 0; }\nul,ol{ margin-left:2em; }\nul{ list-style:disc; }\nol{ list-style:decimal; }\nli,li p{ margin:10px 0;}\nimg{ max-width:100%;display:block;margin:0 auto 1em; }\nblockquote{ color:#B5B2B1; border-left:3px solid #aaa; padding:1em; }\nstrong,b{font-weight:bold;}\nem,i{font-style:italic;}\ntable{ width:100%;border-collapse:collapse;border-spacing:1px;margin:1em 0;font-size:.9em; }\nth,td{ padding:5px;text-align:left;border:1px solid #aaa; }\nth{ font-weight:bold;background:#5d5d5d; }\n.symbol-link{font-weight:bold;}\n/* header{ border-bottom:1px solid #494756; } */\n.title{ margin:0 0 8px;line-height:1.3;color:#ddd; }\n.meta {color:#5e5c6d;font-size:13px;margin:0 0 .5em; }\na{text-decoration:none; color:#2a4b87;}\n.meta .head { display: inline-block; overflow: hidden}\n.head .h-thumb { width: 30px; height: 30px; margin: 0; padding: 0; border-radius: 50%; float: left;}\n.head .h-content { margin: 0; padding: 0 0 0 9px; float: left;}\n.head .h-name {font-size: 13px; color: #eee; margin: 0;}\n.head .h-time {font-size: 11px; color: #7E829C; margin: 0;line-height: 11px;}\n.small {font-size: 12.5px; display: inline-block; transform: scale(0.9); -webkit-transform: scale(0.9); transform-origin: left; -webkit-transform-origin: left;}\n.smaller {font-size: 12.5px; display: inline-block; transform: scale(0.8); -webkit-transform: scale(0.8); transform-origin: left; -webkit-transform-origin: left;}\n.bt-text {font-size: 12px;margin: 1.5em 0 0 0}\n.bt-text p {margin: 0}\n</style>\n</head>\n<body>\n<div class=\"wrapper\">\n<header>\n<h2 class=\"title\">\nThe End of Tesla’s Dominance May Be Closer Than It Appears\n</h2>\n\n<h4 class=\"meta\">\n\n\n2021-03-24 17:50 GMT+8&nbsp;&nbsp;&nbsp;<a href=http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen><strong>Bloomberg</strong></a>\n\n\n</h4>\n\n</header>\n<article>\n<div>\n<p>Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is ...</p>\n\n<a href=\"http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen\">Web Link</a>\n\n</div>\n\n\n</article>\n</div>\n</body>\n</html>\n","type":0,"thumbnail":"","relate_stocks":{"TSLA":"特斯拉"},"source_url":"http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen","is_english":true,"share_image_url":"https://static.laohu8.com/e9f99090a1c2ed51c021029395664489","article_id":"1178385748","content_text":"Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is starting to look and sound an awful lot like Elon Musk.\nThe chief executive officer of Volkswagen AG kicked off a March 15 news conference modeled after Tesla Inc.’s “Battery Day”—Diess called his “Power Day”—by declaring that there’s only one way to quickly reduce emissions from transportation: Go electric. Skeptics could be forgiven for raising their eyebrows at that message, coming as it was from the same carmaker that spent years gaslighting the world about “clean diesel.” But VW is finally seeing the payoff from its five-year effort to create a standardized platform to underpin dozens of electric models. “Many in the industry questioned our approach,” Diess said during the two-hour infomercial he led from VW’s headquarters in the German city of Wolfsburg. “Today they are following suit, while we are reaping the fruit.”\nVW last year became the No. 1 electric-vehicle maker in Europe, where sales of battery-powered cars surged thanks to stricter carbon dioxide limits. After the introduction of the ID.3 hatchback in 2020, the ID.4 crossover—the first global model based on VW’s electric platform—is starting to reach showrooms from Shanghai to Chicago. This year, VW plans to deliver 1 million plug-in hybrid and fully electric vehicles, and Diess aims to surpass Tesla in EV sales no later than 2025. Some analysts predict it will happen much sooner.\n\nIn addition to staging splashy events, mixing it up on Twitter, and spewing shameless bombast, Diess has something else in common with Musk lately: a stock price headed into the stratosphere. Sure, Tesla’s sky-high valuation means Musk could afford to buy VW tomorrow if he so desired (he doesn’t), but VW’s common shares have jumped more than 80% this year. Musk has long said that he welcomes EV competition and that Tesla’s mission was to accelerate the advent of sustainable energy. He got what he wanted.\nEVs are shifting from what seemed like a one-man show to an extravaganza with an increasingly crowded stage. Although VW has as good a chance as anyone to share top billing with Tesla, what’s less clear is the rest of the cast.General Motors Co. CEO Mary Barra sent her stock price soaring in January when she said she wanted to phase out gas and diesel cars by 2035. Many Chinese manufacturers are rolling out budget EVs, and Hyundai Motor Co. is planning almost two dozen models.Renault SA had a surprise hit in Europe last year with its Zoe, a battery-powered hatchback. In the U.S., Ford Motor’s Mustang Mach-E is hitting showrooms, and Amazon.com-backed Rivian Automotive and Lucid Motors—a Tesla clone that’s on track to raise $4.4 billion in funding—are seeking to replicate Musk’s success.\nTesla has done to the auto industry what Netflix Inc. did to cable TV, speeding the shift away from internal combustion in much the same way easy access toBreaking Badand hundreds of other shows spurred consumers to take the scissors to their Comcast contracts. But just as Netflix now sees a growing challenge from parts of the old guard—think Walt Disney Co. and HBO—incumbent automakers are starting to emulate the upstart. (Of course, cable TV companies also face a threat from the likes of Amazon.com Inc., Apple Inc., and Google, which in this analogy are … Amazon, Apple, and Google.)\nEven though Disney+ was years behind Netflix, Disney’s service has been a runaway success with new fare such asThe Mandalorianoffered alongside its deep catalog of classics like Pinocchio,Toy Story, and Mulan. Similarly, Diess has won over investors by making the case that VW can exploit something Tesla doesn’t have much of yet: scale. With a dozen brands that fill every nook and cranny of the auto market—and sales last year of 9.3 million vehicles, compared with a half-million for Tesla—VW is uniquely positioned to pool resources and bear the cost of developing new technologies. By next year, VW will have 27 models based on its standardized platform. “Our transformation will be fast,” Diess said at his event, “bigger than anything the industry has seen in the past century.”\nLike Musk, Diess is going big on batteries and charging stations. By 2025, VW and its partners will have more than 35,000 public chargers around the world. And one element of its legal agreement with the U.S. and California over cheating on emissions tests was a pledge to spend $2 billion promoting plug-ins and building charging infrastructure. VW in 2017 set up an affiliate called Electrify America that now boasts the largest fast-charging network in the U.S. Diess is also planning a half-dozen battery factories in Europe, which Bloomberg NEF estimates will require an investment of almost $18 billion. The energy researcher says improvements in cell design, battery chemistry, and manufacturing put VW on track to cut the cost of batteries in half by as early as 2025. That could make its EVs cheaper than similarly equipped combustion cars.\nSome rivals insist VW’s headlong charge into electric cars is imprudent because they remain a sliver of global sales—roughly 3% of vehicles delivered worldwide last year.Toyota Motor Corp., which narrowly surpassed VW as the world’s largest automaker in 2020, has long argued hybrids are a more sensible intermediate solution. And BMW AG has embraced flexibility, building many of its models in various versions: gasoline-powered, hybrid, plug-in hybrid, and electric. “We think a one-propulsion strategy could be very dangerous,” CEO Oliver Zipse told Bloomberg Television on March 17. “The likelihood that 150, 160 markets in a very short period of time—and one decade is a very short period of time—will converge fully into one drivetrain is highly unlikely.”\nDiess has no plans to hit the brakes. Even as the first models from the current platform start to roll out, VW is furiously developing a separate set of standard components for electric vehicles from Audi, Porsche, and its other upscale brands. That premium platform promises speedier charging times, greater range, and faster acceleration than the first-generation models. By the middle of the decade, VW says it will have a single scalable system to underpin all its battery-powered cars—no matter the brand or segment—as it aims to sell 26 million of them in the next 10 years. “They’ve got confidence that they can catch up with Tesla,” says Michael Dean, an analyst at Bloomberg Intelligence, who expects VW to take the global EV crown by 2023. “Their foray into electrification is serious.”","news_type":1},"isVote":1,"likeStatus":false,"favoriteStatus":false,"reportStatus":false,"tweetType":1,"comments":[{"id":3877701,"gmtCreate":1616643277815,"gmtModify":1635749541706,"authorId":3567415215461026,"author":{"id":3567415215461026,"authorId":3567415215461026,"name":"HuiTeng","avatar":"https://static.laohu8.com/default-avatar.jpg","vip":1,"crmLevel":4,"crmLevelSwitch":0,"individualDisplayBadges":[]},"repliedAuthorId":0,"objectId":351831638,"type":1,"supId":0,"prevId":0,"content":"Yes","text":"Yes","html":"Yes"},{"id":3885333,"gmtCreate":1616714510135,"gmtModify":1635749149854,"authorId":3574818989927673,"author":{"id":3574818989927673,"authorId":3574818989927673,"name":"ck1986","avatar":"https://static.tigerbbs.com/74c5ef4a55c8d77833c984e8673a6643","vip":1,"crmLevel":4,"crmLevelSwitch":0,"individualDisplayBadges":[]},"repliedAuthorId":0,"objectId":351831638,"type":1,"supId":0,"prevId":0,"content":"<u>precisement</u>","text":"<u>precisement</u>","html":"<u>precisement</u>"},{"id":3898439,"gmtCreate":1616812907887,"gmtModify":1635748459398,"authorId":3574818989927673,"author":{"id":3574818989927673,"authorId":3574818989927673,"name":"ck1986","avatar":"https://static.tigerbbs.com/74c5ef4a55c8d77833c984e8673a6643","vip":1,"crmLevel":4,"crmLevelSwitch":0,"individualDisplayBadges":[]},"repliedAuthorId":0,"objectId":351831638,"type":1,"supId":0,"prevId":0,"content":"must have <u>faith</u>","text":"must have <u>faith</u>","html":"must have <u>faith</u>"},{"id":3898474,"gmtCreate":1616813178818,"gmtModify":1635748456883,"authorId":3574818989927673,"author":{"id":3574818989927673,"authorId":3574818989927673,"name":"ck1986","avatar":"https://static.tigerbbs.com/74c5ef4a55c8d77833c984e8673a6643","vip":1,"crmLevel":4,"crmLevelSwitch":0,"individualDisplayBadges":[]},"repliedAuthorId":0,"objectId":351831638,"type":1,"supId":0,"prevId":0,"content":"<u>nice</u>","text":"<u>nice</u>","html":"<u>nice</u>"},{"id":3902961,"gmtCreate":1616896211086,"gmtModify":1635748145303,"authorId":3567415215461026,"author":{"id":3567415215461026,"authorId":3567415215461026,"name":"HuiTeng","avatar":"https://static.laohu8.com/default-avatar.jpg","vip":1,"crmLevel":4,"crmLevelSwitch":0,"individualDisplayBadges":[]},"repliedAuthorId":0,"objectId":351831638,"type":1,"supId":0,"prevId":0,"content":"Right","text":"Right","html":"Right"}],"langContent":"EN"},{"id":351897805,"gmtCreate":1616581916507,"gmtModify":1634525092571,"author":{"id":"3578865310602419","authorId":"3578865310602419","authorIdStr":"3578865310602419","name":"TizzyT","avatar":"https://static.tigerbbs.com/9980a14ac1ccf1d41b4b365a7e5d35db","vip":1,"crmLevel":2,"crmLevelSwitch":0,"idStr":"3578865310602419"},"htmlText":"Like and comment please!!&nbsp;","listText":"Like and comment please!!&nbsp;","text":"Like and comment please!!","images":[],"top":1,"highlighted":1,"essential":1,"paper":1,"likeSize":0,"commentSize":0,"repostSize":0,"link":"https://laohu8.com/post/351897805","repostId":1178385748,"repostType":4,"repost":{"id":"1178385748","pubTimestamp":1616579432,"share":"https://www.laohu8.com/m/news/1178385748?lang=&edition=full","pubTime":"2021-03-24 17:50","market":"us","language":"en","title":"The End of Tesla’s Dominance May Be Closer Than It Appears","url":"https://stock-news.laohu8.com/highlight/detail?id=1178385748","media":"Bloomberg","summary":"Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a ","content":"<p>Elon Musk’s upstart still rules, but traditional automakers are catching up fast.</p>\n<p>He doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is starting to look and sound an awful lot like&nbsp;Elon Musk.</p>\n<p>The chief executive officer of&nbsp;Volkswagen AG&nbsp;kicked off a March 15 news conference modeled after&nbsp;Tesla Inc.’s “Battery Day”—Diess called his “Power Day”—by declaring that there’s only one way to quickly reduce emissions from transportation: Go electric. Skeptics could be forgiven for raising their eyebrows at that message, coming as it was from the same carmaker that spent years gaslighting the world about “clean diesel.” But VW is finally seeing the payoff from its&nbsp;five-year effort&nbsp;to create a standardized platform to underpin dozens of electric models. “Many in the industry questioned our approach,” Diess said during the two-hour infomercial he led from VW’s headquarters in the German city of Wolfsburg. “Today they are following suit, while we are reaping the fruit.”</p>\n<p>VW last year became the&nbsp;No. 1 electric-vehicle maker in Europe, where sales of battery-powered cars surged thanks to stricter carbon dioxide limits. After the introduction of the&nbsp;ID.3&nbsp;hatchback in 2020, the ID.4 crossover—the first global model based on VW’s electric platform—is starting to reach showrooms from Shanghai to Chicago. This year, VW plans to deliver 1 million plug-in hybrid and fully electric vehicles, and Diess aims to surpass Tesla in EV sales no later than 2025. Some analysts predict it will happen much sooner.</p>\n<p><img src=\"https://static.tigerbbs.com/f575bfbac7cb6073a2daaddcc86628dc\" tg-width=\"1251\" tg-height=\"610\"></p>\n<p>In addition to staging splashy events, mixing it up on Twitter, and spewing shameless bombast, Diess has something else in common with Musk lately: a&nbsp;stock price headed into the stratosphere. Sure, Tesla’s sky-high valuation means Musk could afford to buy VW tomorrow if he so desired (he doesn’t), but VW’s common shares have jumped more than 80% this year. Musk has long said that he welcomes EV competition and that Tesla’s mission was to accelerate the advent of sustainable energy. He got what he wanted.</p>\n<p>EVs are shifting from what seemed like a one-man show to an extravaganza with an increasingly crowded stage. Although VW has as good a chance as anyone to share top billing with Tesla, what’s less clear is the rest of the cast.General Motors Co.&nbsp;CEO Mary Barra sent her stock price soaring in January when she said she wanted to&nbsp;phase out gas and diesel cars by 2035. Many Chinese manufacturers are rolling out budget EVs, and&nbsp;Hyundai Motor Co.&nbsp;is planning almost two dozen models.Renault SA&nbsp;had a&nbsp;surprise hit&nbsp;in Europe last year with its Zoe, a battery-powered hatchback. In the U.S., Ford Motor’s Mustang Mach-E is hitting showrooms, and Amazon.com-backed Rivian Automotive and Lucid Motors—a Tesla clone that’s on track to raise $4.4 billion in funding—are seeking to replicate Musk’s success.</p>\n<p>Tesla has done to the auto industry what Netflix Inc. did to cable TV, speeding the shift away from internal combustion in much the same way easy access to<i>Breaking Bad</i>and hundreds of other shows spurred consumers to take the scissors to their Comcast contracts. But just as Netflix now sees a growing challenge from parts of the old guard—think Walt Disney Co. and HBO—incumbent automakers are starting to emulate the upstart. (Of course, cable TV companies also face a threat from the likes of Amazon.com Inc., Apple Inc., and Google, which in this analogy are … Amazon, Apple, and Google.)</p>\n<p>Even though Disney+ was years behind Netflix, Disney’s service has been a runaway success with new fare such as<i>The Mandalorian</i>offered alongside its deep catalog of classics like&nbsp;<i>Pinocchio</i>,<i>Toy Story</i>, and&nbsp;<i>Mulan</i>. Similarly, Diess has won over investors by making the case that VW can exploit something Tesla doesn’t have much of yet: scale. With a dozen brands that fill every nook and cranny of the auto market—and sales last year of 9.3 million vehicles, compared with a half-million for Tesla—VW is uniquely positioned to pool resources and bear the cost of developing new technologies. By next year, VW will have 27 models based on its standardized platform. “Our transformation will be fast,” Diess said at his event, “bigger than anything the industry has seen in the past century.”</p>\n<p>Like Musk, Diess is going big on batteries and charging stations. By 2025, VW and its partners will have more than 35,000&nbsp;public chargers around the world. And one element of its legal agreement with the U.S. and California over cheating on emissions tests was a pledge to spend $2 billion promoting plug-ins and building charging infrastructure. VW in 2017 set up an affiliate called Electrify America that now boasts the largest fast-charging network in the U.S. Diess is also planning a&nbsp;half-dozen battery factories&nbsp;in Europe, which Bloomberg&nbsp;NEF estimates will require an investment of almost $18 billion. The energy researcher says improvements in cell design, battery chemistry, and manufacturing put VW on track to cut the cost of batteries in half by as early as 2025. That could make its EVs cheaper than similarly equipped combustion cars.</p>\n<p>Some rivals insist VW’s&nbsp;headlong charge&nbsp;into electric cars is imprudent because they remain a sliver of global sales—roughly 3% of vehicles delivered worldwide last year.Toyota Motor Corp., which narrowly surpassed VW as the world’s largest automaker in 2020, has long argued hybrids are a more sensible intermediate solution. And&nbsp;BMW AG&nbsp;has embraced flexibility, building many of its models in various versions: gasoline-powered, hybrid, plug-in hybrid, and electric. “We think a one-propulsion strategy could be very dangerous,” CEO Oliver Zipse told&nbsp;Bloomberg Television&nbsp;on March 17. “The likelihood that 150, 160 markets in a very short period of time—and one decade is a very short period of time—will converge fully into one drivetrain is highly unlikely.”</p>\n<p>Diess has no plans to hit the brakes. Even as the first models from the current platform start to roll out, VW is furiously developing a separate set of standard components for electric vehicles from Audi, Porsche, and its other upscale brands. That premium platform promises speedier charging times, greater range, and faster acceleration than the first-generation models. By the middle of the decade, VW says it will have a single scalable system to underpin all its battery-powered cars—no matter the brand or segment—as it aims to sell 26 million of them in the next 10 years. “They’ve got confidence that they can catch up with Tesla,” says Michael Dean, an analyst at Bloomberg Intelligence, who expects VW to take the global EV crown by 2023. “Their foray into electrification is serious.”</p>","source":"lsy1584095487587","collect":0,"html":"<!DOCTYPE html>\n<html>\n<head>\n<meta http-equiv=\"Content-Type\" content=\"text/html; charset=utf-8\" />\n<meta name=\"viewport\" content=\"width=device-width,initial-scale=1.0,minimum-scale=1.0,maximum-scale=1.0,user-scalable=no\"/>\n<meta name=\"format-detection\" content=\"telephone=no,email=no,address=no\" />\n<title>The End of Tesla’s Dominance May Be Closer Than It Appears</title>\n<style type=\"text/css\">\na,abbr,acronym,address,applet,article,aside,audio,b,big,blockquote,body,canvas,caption,center,cite,code,dd,del,details,dfn,div,dl,dt,\nem,embed,fieldset,figcaption,figure,footer,form,h1,h2,h3,h4,h5,h6,header,hgroup,html,i,iframe,img,ins,kbd,label,legend,li,mark,menu,nav,\nobject,ol,output,p,pre,q,ruby,s,samp,section,small,span,strike,strong,sub,summary,sup,table,tbody,td,tfoot,th,thead,time,tr,tt,u,ul,var,video{ font:inherit;margin:0;padding:0;vertical-align:baseline;border:0 }\nbody{ font-size:16px; line-height:1.5; color:#999; background:transparent; }\n.wrapper{ overflow:hidden;word-break:break-all;padding:10px; }\nh1,h2{ font-weight:normal; line-height:1.35; margin-bottom:.6em; }\nh3,h4,h5,h6{ line-height:1.35; margin-bottom:1em; }\nh1{ font-size:24px; }\nh2{ font-size:20px; }\nh3{ font-size:18px; }\nh4{ font-size:16px; }\nh5{ font-size:14px; }\nh6{ font-size:12px; }\np,ul,ol,blockquote,dl,table{ margin:1.2em 0; }\nul,ol{ margin-left:2em; }\nul{ list-style:disc; }\nol{ list-style:decimal; }\nli,li p{ margin:10px 0;}\nimg{ max-width:100%;display:block;margin:0 auto 1em; }\nblockquote{ color:#B5B2B1; border-left:3px solid #aaa; padding:1em; }\nstrong,b{font-weight:bold;}\nem,i{font-style:italic;}\ntable{ width:100%;border-collapse:collapse;border-spacing:1px;margin:1em 0;font-size:.9em; }\nth,td{ padding:5px;text-align:left;border:1px solid #aaa; }\nth{ font-weight:bold;background:#5d5d5d; }\n.symbol-link{font-weight:bold;}\n/* header{ border-bottom:1px solid #494756; } */\n.title{ margin:0 0 8px;line-height:1.3;color:#ddd; }\n.meta {color:#5e5c6d;font-size:13px;margin:0 0 .5em; }\na{text-decoration:none; color:#2a4b87;}\n.meta .head { display: inline-block; overflow: hidden}\n.head .h-thumb { width: 30px; height: 30px; margin: 0; padding: 0; border-radius: 50%; float: left;}\n.head .h-content { margin: 0; padding: 0 0 0 9px; float: left;}\n.head .h-name {font-size: 13px; color: #eee; margin: 0;}\n.head .h-time {font-size: 11px; color: #7E829C; margin: 0;line-height: 11px;}\n.small {font-size: 12.5px; display: inline-block; transform: scale(0.9); -webkit-transform: scale(0.9); transform-origin: left; -webkit-transform-origin: left;}\n.smaller {font-size: 12.5px; display: inline-block; transform: scale(0.8); -webkit-transform: scale(0.8); transform-origin: left; -webkit-transform-origin: left;}\n.bt-text {font-size: 12px;margin: 1.5em 0 0 0}\n.bt-text p {margin: 0}\n</style>\n</head>\n<body>\n<div class=\"wrapper\">\n<header>\n<h2 class=\"title\">\nThe End of Tesla’s Dominance May Be Closer Than It Appears\n</h2>\n\n<h4 class=\"meta\">\n\n\n2021-03-24 17:50 GMT+8&nbsp;&nbsp;&nbsp;<a href=http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen><strong>Bloomberg</strong></a>\n\n\n</h4>\n\n</header>\n<article>\n<div>\n<p>Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is ...</p>\n\n<a href=\"http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen\">Web Link</a>\n\n</div>\n\n\n</article>\n</div>\n</body>\n</html>\n","type":0,"thumbnail":"","relate_stocks":{"TSLA":"特斯拉"},"source_url":"http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen","is_english":true,"share_image_url":"https://static.laohu8.com/e9f99090a1c2ed51c021029395664489","article_id":"1178385748","content_text":"Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is starting to look and sound an awful lot like Elon Musk.\nThe chief executive officer of Volkswagen AG kicked off a March 15 news conference modeled after Tesla Inc.’s “Battery Day”—Diess called his “Power Day”—by declaring that there’s only one way to quickly reduce emissions from transportation: Go electric. Skeptics could be forgiven for raising their eyebrows at that message, coming as it was from the same carmaker that spent years gaslighting the world about “clean diesel.” But VW is finally seeing the payoff from its five-year effort to create a standardized platform to underpin dozens of electric models. “Many in the industry questioned our approach,” Diess said during the two-hour infomercial he led from VW’s headquarters in the German city of Wolfsburg. “Today they are following suit, while we are reaping the fruit.”\nVW last year became the No. 1 electric-vehicle maker in Europe, where sales of battery-powered cars surged thanks to stricter carbon dioxide limits. After the introduction of the ID.3 hatchback in 2020, the ID.4 crossover—the first global model based on VW’s electric platform—is starting to reach showrooms from Shanghai to Chicago. This year, VW plans to deliver 1 million plug-in hybrid and fully electric vehicles, and Diess aims to surpass Tesla in EV sales no later than 2025. Some analysts predict it will happen much sooner.\n\nIn addition to staging splashy events, mixing it up on Twitter, and spewing shameless bombast, Diess has something else in common with Musk lately: a stock price headed into the stratosphere. Sure, Tesla’s sky-high valuation means Musk could afford to buy VW tomorrow if he so desired (he doesn’t), but VW’s common shares have jumped more than 80% this year. Musk has long said that he welcomes EV competition and that Tesla’s mission was to accelerate the advent of sustainable energy. He got what he wanted.\nEVs are shifting from what seemed like a one-man show to an extravaganza with an increasingly crowded stage. Although VW has as good a chance as anyone to share top billing with Tesla, what’s less clear is the rest of the cast.General Motors Co. CEO Mary Barra sent her stock price soaring in January when she said she wanted to phase out gas and diesel cars by 2035. Many Chinese manufacturers are rolling out budget EVs, and Hyundai Motor Co. is planning almost two dozen models.Renault SA had a surprise hit in Europe last year with its Zoe, a battery-powered hatchback. In the U.S., Ford Motor’s Mustang Mach-E is hitting showrooms, and Amazon.com-backed Rivian Automotive and Lucid Motors—a Tesla clone that’s on track to raise $4.4 billion in funding—are seeking to replicate Musk’s success.\nTesla has done to the auto industry what Netflix Inc. did to cable TV, speeding the shift away from internal combustion in much the same way easy access toBreaking Badand hundreds of other shows spurred consumers to take the scissors to their Comcast contracts. But just as Netflix now sees a growing challenge from parts of the old guard—think Walt Disney Co. and HBO—incumbent automakers are starting to emulate the upstart. (Of course, cable TV companies also face a threat from the likes of Amazon.com Inc., Apple Inc., and Google, which in this analogy are … Amazon, Apple, and Google.)\nEven though Disney+ was years behind Netflix, Disney’s service has been a runaway success with new fare such asThe Mandalorianoffered alongside its deep catalog of classics like Pinocchio,Toy Story, and Mulan. Similarly, Diess has won over investors by making the case that VW can exploit something Tesla doesn’t have much of yet: scale. With a dozen brands that fill every nook and cranny of the auto market—and sales last year of 9.3 million vehicles, compared with a half-million for Tesla—VW is uniquely positioned to pool resources and bear the cost of developing new technologies. By next year, VW will have 27 models based on its standardized platform. “Our transformation will be fast,” Diess said at his event, “bigger than anything the industry has seen in the past century.”\nLike Musk, Diess is going big on batteries and charging stations. By 2025, VW and its partners will have more than 35,000 public chargers around the world. And one element of its legal agreement with the U.S. and California over cheating on emissions tests was a pledge to spend $2 billion promoting plug-ins and building charging infrastructure. VW in 2017 set up an affiliate called Electrify America that now boasts the largest fast-charging network in the U.S. Diess is also planning a half-dozen battery factories in Europe, which Bloomberg NEF estimates will require an investment of almost $18 billion. The energy researcher says improvements in cell design, battery chemistry, and manufacturing put VW on track to cut the cost of batteries in half by as early as 2025. That could make its EVs cheaper than similarly equipped combustion cars.\nSome rivals insist VW’s headlong charge into electric cars is imprudent because they remain a sliver of global sales—roughly 3% of vehicles delivered worldwide last year.Toyota Motor Corp., which narrowly surpassed VW as the world’s largest automaker in 2020, has long argued hybrids are a more sensible intermediate solution. And BMW AG has embraced flexibility, building many of its models in various versions: gasoline-powered, hybrid, plug-in hybrid, and electric. “We think a one-propulsion strategy could be very dangerous,” CEO Oliver Zipse told Bloomberg Television on March 17. “The likelihood that 150, 160 markets in a very short period of time—and one decade is a very short period of time—will converge fully into one drivetrain is highly unlikely.”\nDiess has no plans to hit the brakes. Even as the first models from the current platform start to roll out, VW is furiously developing a separate set of standard components for electric vehicles from Audi, Porsche, and its other upscale brands. That premium platform promises speedier charging times, greater range, and faster acceleration than the first-generation models. By the middle of the decade, VW says it will have a single scalable system to underpin all its battery-powered cars—no matter the brand or segment—as it aims to sell 26 million of them in the next 10 years. “They’ve got confidence that they can catch up with Tesla,” says Michael Dean, an analyst at Bloomberg Intelligence, who expects VW to take the global EV crown by 2023. “Their foray into electrification is serious.”","news_type":1},"isVote":1,"likeStatus":false,"favoriteStatus":false,"reportStatus":false,"tweetType":1,"langContent":"EN"},{"id":351895560,"gmtCreate":1616581681750,"gmtModify":1634525093395,"author":{"id":"3576918982024110","authorId":"3576918982024110","authorIdStr":"3576918982024110","name":"AhTar","avatar":"https://static.tigerbbs.com/c0756c0db9447e1412fd5d5ac8e38ad8","vip":1,"crmLevel":3,"crmLevelSwitch":0,"idStr":"3576918982024110"},"htmlText":"So will the price fall???","listText":"So will the price fall???","text":"So will the price fall???","images":[],"top":1,"highlighted":1,"essential":1,"paper":1,"likeSize":0,"commentSize":0,"repostSize":0,"link":"https://laohu8.com/post/351895560","repostId":1178385748,"repostType":4,"repost":{"id":"1178385748","pubTimestamp":1616579432,"share":"https://www.laohu8.com/m/news/1178385748?lang=&edition=full","pubTime":"2021-03-24 17:50","market":"us","language":"en","title":"The End of Tesla’s Dominance May Be Closer Than It Appears","url":"https://stock-news.laohu8.com/highlight/detail?id=1178385748","media":"Bloomberg","summary":"Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a ","content":"<p>Elon Musk’s upstart still rules, but traditional automakers are catching up fast.</p>\n<p>He doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is starting to look and sound an awful lot like&nbsp;Elon Musk.</p>\n<p>The chief executive officer of&nbsp;Volkswagen AG&nbsp;kicked off a March 15 news conference modeled after&nbsp;Tesla Inc.’s “Battery Day”—Diess called his “Power Day”—by declaring that there’s only one way to quickly reduce emissions from transportation: Go electric. Skeptics could be forgiven for raising their eyebrows at that message, coming as it was from the same carmaker that spent years gaslighting the world about “clean diesel.” But VW is finally seeing the payoff from its&nbsp;five-year effort&nbsp;to create a standardized platform to underpin dozens of electric models. “Many in the industry questioned our approach,” Diess said during the two-hour infomercial he led from VW’s headquarters in the German city of Wolfsburg. “Today they are following suit, while we are reaping the fruit.”</p>\n<p>VW last year became the&nbsp;No. 1 electric-vehicle maker in Europe, where sales of battery-powered cars surged thanks to stricter carbon dioxide limits. After the introduction of the&nbsp;ID.3&nbsp;hatchback in 2020, the ID.4 crossover—the first global model based on VW’s electric platform—is starting to reach showrooms from Shanghai to Chicago. This year, VW plans to deliver 1 million plug-in hybrid and fully electric vehicles, and Diess aims to surpass Tesla in EV sales no later than 2025. Some analysts predict it will happen much sooner.</p>\n<p><img src=\"https://static.tigerbbs.com/f575bfbac7cb6073a2daaddcc86628dc\" tg-width=\"1251\" tg-height=\"610\"></p>\n<p>In addition to staging splashy events, mixing it up on Twitter, and spewing shameless bombast, Diess has something else in common with Musk lately: a&nbsp;stock price headed into the stratosphere. Sure, Tesla’s sky-high valuation means Musk could afford to buy VW tomorrow if he so desired (he doesn’t), but VW’s common shares have jumped more than 80% this year. Musk has long said that he welcomes EV competition and that Tesla’s mission was to accelerate the advent of sustainable energy. He got what he wanted.</p>\n<p>EVs are shifting from what seemed like a one-man show to an extravaganza with an increasingly crowded stage. Although VW has as good a chance as anyone to share top billing with Tesla, what’s less clear is the rest of the cast.General Motors Co.&nbsp;CEO Mary Barra sent her stock price soaring in January when she said she wanted to&nbsp;phase out gas and diesel cars by 2035. Many Chinese manufacturers are rolling out budget EVs, and&nbsp;Hyundai Motor Co.&nbsp;is planning almost two dozen models.Renault SA&nbsp;had a&nbsp;surprise hit&nbsp;in Europe last year with its Zoe, a battery-powered hatchback. In the U.S., Ford Motor’s Mustang Mach-E is hitting showrooms, and Amazon.com-backed Rivian Automotive and Lucid Motors—a Tesla clone that’s on track to raise $4.4 billion in funding—are seeking to replicate Musk’s success.</p>\n<p>Tesla has done to the auto industry what Netflix Inc. did to cable TV, speeding the shift away from internal combustion in much the same way easy access to<i>Breaking Bad</i>and hundreds of other shows spurred consumers to take the scissors to their Comcast contracts. But just as Netflix now sees a growing challenge from parts of the old guard—think Walt Disney Co. and HBO—incumbent automakers are starting to emulate the upstart. (Of course, cable TV companies also face a threat from the likes of Amazon.com Inc., Apple Inc., and Google, which in this analogy are … Amazon, Apple, and Google.)</p>\n<p>Even though Disney+ was years behind Netflix, Disney’s service has been a runaway success with new fare such as<i>The Mandalorian</i>offered alongside its deep catalog of classics like&nbsp;<i>Pinocchio</i>,<i>Toy Story</i>, and&nbsp;<i>Mulan</i>. Similarly, Diess has won over investors by making the case that VW can exploit something Tesla doesn’t have much of yet: scale. With a dozen brands that fill every nook and cranny of the auto market—and sales last year of 9.3 million vehicles, compared with a half-million for Tesla—VW is uniquely positioned to pool resources and bear the cost of developing new technologies. By next year, VW will have 27 models based on its standardized platform. “Our transformation will be fast,” Diess said at his event, “bigger than anything the industry has seen in the past century.”</p>\n<p>Like Musk, Diess is going big on batteries and charging stations. By 2025, VW and its partners will have more than 35,000&nbsp;public chargers around the world. And one element of its legal agreement with the U.S. and California over cheating on emissions tests was a pledge to spend $2 billion promoting plug-ins and building charging infrastructure. VW in 2017 set up an affiliate called Electrify America that now boasts the largest fast-charging network in the U.S. Diess is also planning a&nbsp;half-dozen battery factories&nbsp;in Europe, which Bloomberg&nbsp;NEF estimates will require an investment of almost $18 billion. The energy researcher says improvements in cell design, battery chemistry, and manufacturing put VW on track to cut the cost of batteries in half by as early as 2025. That could make its EVs cheaper than similarly equipped combustion cars.</p>\n<p>Some rivals insist VW’s&nbsp;headlong charge&nbsp;into electric cars is imprudent because they remain a sliver of global sales—roughly 3% of vehicles delivered worldwide last year.Toyota Motor Corp., which narrowly surpassed VW as the world’s largest automaker in 2020, has long argued hybrids are a more sensible intermediate solution. And&nbsp;BMW AG&nbsp;has embraced flexibility, building many of its models in various versions: gasoline-powered, hybrid, plug-in hybrid, and electric. “We think a one-propulsion strategy could be very dangerous,” CEO Oliver Zipse told&nbsp;Bloomberg Television&nbsp;on March 17. “The likelihood that 150, 160 markets in a very short period of time—and one decade is a very short period of time—will converge fully into one drivetrain is highly unlikely.”</p>\n<p>Diess has no plans to hit the brakes. Even as the first models from the current platform start to roll out, VW is furiously developing a separate set of standard components for electric vehicles from Audi, Porsche, and its other upscale brands. That premium platform promises speedier charging times, greater range, and faster acceleration than the first-generation models. By the middle of the decade, VW says it will have a single scalable system to underpin all its battery-powered cars—no matter the brand or segment—as it aims to sell 26 million of them in the next 10 years. “They’ve got confidence that they can catch up with Tesla,” says Michael Dean, an analyst at Bloomberg Intelligence, who expects VW to take the global EV crown by 2023. “Their foray into electrification is serious.”</p>","source":"lsy1584095487587","collect":0,"html":"<!DOCTYPE html>\n<html>\n<head>\n<meta http-equiv=\"Content-Type\" content=\"text/html; charset=utf-8\" />\n<meta name=\"viewport\" content=\"width=device-width,initial-scale=1.0,minimum-scale=1.0,maximum-scale=1.0,user-scalable=no\"/>\n<meta name=\"format-detection\" content=\"telephone=no,email=no,address=no\" />\n<title>The End of Tesla’s Dominance May Be Closer Than It Appears</title>\n<style type=\"text/css\">\na,abbr,acronym,address,applet,article,aside,audio,b,big,blockquote,body,canvas,caption,center,cite,code,dd,del,details,dfn,div,dl,dt,\nem,embed,fieldset,figcaption,figure,footer,form,h1,h2,h3,h4,h5,h6,header,hgroup,html,i,iframe,img,ins,kbd,label,legend,li,mark,menu,nav,\nobject,ol,output,p,pre,q,ruby,s,samp,section,small,span,strike,strong,sub,summary,sup,table,tbody,td,tfoot,th,thead,time,tr,tt,u,ul,var,video{ font:inherit;margin:0;padding:0;vertical-align:baseline;border:0 }\nbody{ font-size:16px; line-height:1.5; color:#999; background:transparent; }\n.wrapper{ overflow:hidden;word-break:break-all;padding:10px; }\nh1,h2{ font-weight:normal; line-height:1.35; margin-bottom:.6em; }\nh3,h4,h5,h6{ line-height:1.35; margin-bottom:1em; }\nh1{ font-size:24px; }\nh2{ font-size:20px; }\nh3{ font-size:18px; }\nh4{ font-size:16px; }\nh5{ font-size:14px; }\nh6{ font-size:12px; }\np,ul,ol,blockquote,dl,table{ margin:1.2em 0; }\nul,ol{ margin-left:2em; }\nul{ list-style:disc; }\nol{ list-style:decimal; }\nli,li p{ margin:10px 0;}\nimg{ max-width:100%;display:block;margin:0 auto 1em; }\nblockquote{ color:#B5B2B1; border-left:3px solid #aaa; padding:1em; }\nstrong,b{font-weight:bold;}\nem,i{font-style:italic;}\ntable{ width:100%;border-collapse:collapse;border-spacing:1px;margin:1em 0;font-size:.9em; }\nth,td{ padding:5px;text-align:left;border:1px solid #aaa; }\nth{ font-weight:bold;background:#5d5d5d; }\n.symbol-link{font-weight:bold;}\n/* header{ border-bottom:1px solid #494756; } */\n.title{ margin:0 0 8px;line-height:1.3;color:#ddd; }\n.meta {color:#5e5c6d;font-size:13px;margin:0 0 .5em; }\na{text-decoration:none; color:#2a4b87;}\n.meta .head { display: inline-block; overflow: hidden}\n.head .h-thumb { width: 30px; height: 30px; margin: 0; padding: 0; border-radius: 50%; float: left;}\n.head .h-content { margin: 0; padding: 0 0 0 9px; float: left;}\n.head .h-name {font-size: 13px; color: #eee; margin: 0;}\n.head .h-time {font-size: 11px; color: #7E829C; margin: 0;line-height: 11px;}\n.small {font-size: 12.5px; display: inline-block; transform: scale(0.9); -webkit-transform: scale(0.9); transform-origin: left; -webkit-transform-origin: left;}\n.smaller {font-size: 12.5px; display: inline-block; transform: scale(0.8); -webkit-transform: scale(0.8); transform-origin: left; -webkit-transform-origin: left;}\n.bt-text {font-size: 12px;margin: 1.5em 0 0 0}\n.bt-text p {margin: 0}\n</style>\n</head>\n<body>\n<div class=\"wrapper\">\n<header>\n<h2 class=\"title\">\nThe End of Tesla’s Dominance May Be Closer Than It Appears\n</h2>\n\n<h4 class=\"meta\">\n\n\n2021-03-24 17:50 GMT+8&nbsp;&nbsp;&nbsp;<a href=http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen><strong>Bloomberg</strong></a>\n\n\n</h4>\n\n</header>\n<article>\n<div>\n<p>Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is ...</p>\n\n<a href=\"http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen\">Web Link</a>\n\n</div>\n\n\n</article>\n</div>\n</body>\n</html>\n","type":0,"thumbnail":"","relate_stocks":{"TSLA":"特斯拉"},"source_url":"http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen","is_english":true,"share_image_url":"https://static.laohu8.com/e9f99090a1c2ed51c021029395664489","article_id":"1178385748","content_text":"Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is starting to look and sound an awful lot like Elon Musk.\nThe chief executive officer of Volkswagen AG kicked off a March 15 news conference modeled after Tesla Inc.’s “Battery Day”—Diess called his “Power Day”—by declaring that there’s only one way to quickly reduce emissions from transportation: Go electric. Skeptics could be forgiven for raising their eyebrows at that message, coming as it was from the same carmaker that spent years gaslighting the world about “clean diesel.” But VW is finally seeing the payoff from its five-year effort to create a standardized platform to underpin dozens of electric models. “Many in the industry questioned our approach,” Diess said during the two-hour infomercial he led from VW’s headquarters in the German city of Wolfsburg. “Today they are following suit, while we are reaping the fruit.”\nVW last year became the No. 1 electric-vehicle maker in Europe, where sales of battery-powered cars surged thanks to stricter carbon dioxide limits. After the introduction of the ID.3 hatchback in 2020, the ID.4 crossover—the first global model based on VW’s electric platform—is starting to reach showrooms from Shanghai to Chicago. This year, VW plans to deliver 1 million plug-in hybrid and fully electric vehicles, and Diess aims to surpass Tesla in EV sales no later than 2025. Some analysts predict it will happen much sooner.\n\nIn addition to staging splashy events, mixing it up on Twitter, and spewing shameless bombast, Diess has something else in common with Musk lately: a stock price headed into the stratosphere. Sure, Tesla’s sky-high valuation means Musk could afford to buy VW tomorrow if he so desired (he doesn’t), but VW’s common shares have jumped more than 80% this year. Musk has long said that he welcomes EV competition and that Tesla’s mission was to accelerate the advent of sustainable energy. He got what he wanted.\nEVs are shifting from what seemed like a one-man show to an extravaganza with an increasingly crowded stage. Although VW has as good a chance as anyone to share top billing with Tesla, what’s less clear is the rest of the cast.General Motors Co. CEO Mary Barra sent her stock price soaring in January when she said she wanted to phase out gas and diesel cars by 2035. Many Chinese manufacturers are rolling out budget EVs, and Hyundai Motor Co. is planning almost two dozen models.Renault SA had a surprise hit in Europe last year with its Zoe, a battery-powered hatchback. In the U.S., Ford Motor’s Mustang Mach-E is hitting showrooms, and Amazon.com-backed Rivian Automotive and Lucid Motors—a Tesla clone that’s on track to raise $4.4 billion in funding—are seeking to replicate Musk’s success.\nTesla has done to the auto industry what Netflix Inc. did to cable TV, speeding the shift away from internal combustion in much the same way easy access toBreaking Badand hundreds of other shows spurred consumers to take the scissors to their Comcast contracts. But just as Netflix now sees a growing challenge from parts of the old guard—think Walt Disney Co. and HBO—incumbent automakers are starting to emulate the upstart. (Of course, cable TV companies also face a threat from the likes of Amazon.com Inc., Apple Inc., and Google, which in this analogy are … Amazon, Apple, and Google.)\nEven though Disney+ was years behind Netflix, Disney’s service has been a runaway success with new fare such asThe Mandalorianoffered alongside its deep catalog of classics like Pinocchio,Toy Story, and Mulan. Similarly, Diess has won over investors by making the case that VW can exploit something Tesla doesn’t have much of yet: scale. With a dozen brands that fill every nook and cranny of the auto market—and sales last year of 9.3 million vehicles, compared with a half-million for Tesla—VW is uniquely positioned to pool resources and bear the cost of developing new technologies. By next year, VW will have 27 models based on its standardized platform. “Our transformation will be fast,” Diess said at his event, “bigger than anything the industry has seen in the past century.”\nLike Musk, Diess is going big on batteries and charging stations. By 2025, VW and its partners will have more than 35,000 public chargers around the world. And one element of its legal agreement with the U.S. and California over cheating on emissions tests was a pledge to spend $2 billion promoting plug-ins and building charging infrastructure. VW in 2017 set up an affiliate called Electrify America that now boasts the largest fast-charging network in the U.S. Diess is also planning a half-dozen battery factories in Europe, which Bloomberg NEF estimates will require an investment of almost $18 billion. The energy researcher says improvements in cell design, battery chemistry, and manufacturing put VW on track to cut the cost of batteries in half by as early as 2025. That could make its EVs cheaper than similarly equipped combustion cars.\nSome rivals insist VW’s headlong charge into electric cars is imprudent because they remain a sliver of global sales—roughly 3% of vehicles delivered worldwide last year.Toyota Motor Corp., which narrowly surpassed VW as the world’s largest automaker in 2020, has long argued hybrids are a more sensible intermediate solution. And BMW AG has embraced flexibility, building many of its models in various versions: gasoline-powered, hybrid, plug-in hybrid, and electric. “We think a one-propulsion strategy could be very dangerous,” CEO Oliver Zipse told Bloomberg Television on March 17. “The likelihood that 150, 160 markets in a very short period of time—and one decade is a very short period of time—will converge fully into one drivetrain is highly unlikely.”\nDiess has no plans to hit the brakes. Even as the first models from the current platform start to roll out, VW is furiously developing a separate set of standard components for electric vehicles from Audi, Porsche, and its other upscale brands. That premium platform promises speedier charging times, greater range, and faster acceleration than the first-generation models. By the middle of the decade, VW says it will have a single scalable system to underpin all its battery-powered cars—no matter the brand or segment—as it aims to sell 26 million of them in the next 10 years. “They’ve got confidence that they can catch up with Tesla,” says Michael Dean, an analyst at Bloomberg Intelligence, who expects VW to take the global EV crown by 2023. “Their foray into electrification is serious.”","news_type":1},"isVote":1,"likeStatus":false,"favoriteStatus":false,"reportStatus":false,"tweetType":1,"langContent":"EN"},{"id":351892521,"gmtCreate":1616581501463,"gmtModify":1634525093976,"author":{"id":"3572914100962667","authorId":"3572914100962667","authorIdStr":"3572914100962667","name":"黄金捡漏官","avatar":"https://static.tigerbbs.com/2502db115d9429d0915bd6e839e8f11e","vip":1,"crmLevel":2,"crmLevelSwitch":0,"idStr":"3572914100962667"},"htmlText":"Never","listText":"Never","text":"Never","images":[],"top":1,"highlighted":1,"essential":1,"paper":1,"likeSize":0,"commentSize":0,"repostSize":0,"link":"https://laohu8.com/post/351892521","repostId":1178385748,"repostType":4,"repost":{"id":"1178385748","pubTimestamp":1616579432,"share":"https://www.laohu8.com/m/news/1178385748?lang=&edition=full","pubTime":"2021-03-24 17:50","market":"us","language":"en","title":"The End of Tesla’s Dominance May Be Closer Than It Appears","url":"https://stock-news.laohu8.com/highlight/detail?id=1178385748","media":"Bloomberg","summary":"Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a ","content":"<p>Elon Musk’s upstart still rules, but traditional automakers are catching up fast.</p>\n<p>He doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is starting to look and sound an awful lot like&nbsp;Elon Musk.</p>\n<p>The chief executive officer of&nbsp;Volkswagen AG&nbsp;kicked off a March 15 news conference modeled after&nbsp;Tesla Inc.’s “Battery Day”—Diess called his “Power Day”—by declaring that there’s only one way to quickly reduce emissions from transportation: Go electric. Skeptics could be forgiven for raising their eyebrows at that message, coming as it was from the same carmaker that spent years gaslighting the world about “clean diesel.” But VW is finally seeing the payoff from its&nbsp;five-year effort&nbsp;to create a standardized platform to underpin dozens of electric models. “Many in the industry questioned our approach,” Diess said during the two-hour infomercial he led from VW’s headquarters in the German city of Wolfsburg. “Today they are following suit, while we are reaping the fruit.”</p>\n<p>VW last year became the&nbsp;No. 1 electric-vehicle maker in Europe, where sales of battery-powered cars surged thanks to stricter carbon dioxide limits. After the introduction of the&nbsp;ID.3&nbsp;hatchback in 2020, the ID.4 crossover—the first global model based on VW’s electric platform—is starting to reach showrooms from Shanghai to Chicago. This year, VW plans to deliver 1 million plug-in hybrid and fully electric vehicles, and Diess aims to surpass Tesla in EV sales no later than 2025. Some analysts predict it will happen much sooner.</p>\n<p><img src=\"https://static.tigerbbs.com/f575bfbac7cb6073a2daaddcc86628dc\" tg-width=\"1251\" tg-height=\"610\"></p>\n<p>In addition to staging splashy events, mixing it up on Twitter, and spewing shameless bombast, Diess has something else in common with Musk lately: a&nbsp;stock price headed into the stratosphere. Sure, Tesla’s sky-high valuation means Musk could afford to buy VW tomorrow if he so desired (he doesn’t), but VW’s common shares have jumped more than 80% this year. Musk has long said that he welcomes EV competition and that Tesla’s mission was to accelerate the advent of sustainable energy. He got what he wanted.</p>\n<p>EVs are shifting from what seemed like a one-man show to an extravaganza with an increasingly crowded stage. Although VW has as good a chance as anyone to share top billing with Tesla, what’s less clear is the rest of the cast.General Motors Co.&nbsp;CEO Mary Barra sent her stock price soaring in January when she said she wanted to&nbsp;phase out gas and diesel cars by 2035. Many Chinese manufacturers are rolling out budget EVs, and&nbsp;Hyundai Motor Co.&nbsp;is planning almost two dozen models.Renault SA&nbsp;had a&nbsp;surprise hit&nbsp;in Europe last year with its Zoe, a battery-powered hatchback. In the U.S., Ford Motor’s Mustang Mach-E is hitting showrooms, and Amazon.com-backed Rivian Automotive and Lucid Motors—a Tesla clone that’s on track to raise $4.4 billion in funding—are seeking to replicate Musk’s success.</p>\n<p>Tesla has done to the auto industry what Netflix Inc. did to cable TV, speeding the shift away from internal combustion in much the same way easy access to<i>Breaking Bad</i>and hundreds of other shows spurred consumers to take the scissors to their Comcast contracts. But just as Netflix now sees a growing challenge from parts of the old guard—think Walt Disney Co. and HBO—incumbent automakers are starting to emulate the upstart. (Of course, cable TV companies also face a threat from the likes of Amazon.com Inc., Apple Inc., and Google, which in this analogy are … Amazon, Apple, and Google.)</p>\n<p>Even though Disney+ was years behind Netflix, Disney’s service has been a runaway success with new fare such as<i>The Mandalorian</i>offered alongside its deep catalog of classics like&nbsp;<i>Pinocchio</i>,<i>Toy Story</i>, and&nbsp;<i>Mulan</i>. Similarly, Diess has won over investors by making the case that VW can exploit something Tesla doesn’t have much of yet: scale. With a dozen brands that fill every nook and cranny of the auto market—and sales last year of 9.3 million vehicles, compared with a half-million for Tesla—VW is uniquely positioned to pool resources and bear the cost of developing new technologies. By next year, VW will have 27 models based on its standardized platform. “Our transformation will be fast,” Diess said at his event, “bigger than anything the industry has seen in the past century.”</p>\n<p>Like Musk, Diess is going big on batteries and charging stations. By 2025, VW and its partners will have more than 35,000&nbsp;public chargers around the world. And one element of its legal agreement with the U.S. and California over cheating on emissions tests was a pledge to spend $2 billion promoting plug-ins and building charging infrastructure. VW in 2017 set up an affiliate called Electrify America that now boasts the largest fast-charging network in the U.S. Diess is also planning a&nbsp;half-dozen battery factories&nbsp;in Europe, which Bloomberg&nbsp;NEF estimates will require an investment of almost $18 billion. The energy researcher says improvements in cell design, battery chemistry, and manufacturing put VW on track to cut the cost of batteries in half by as early as 2025. That could make its EVs cheaper than similarly equipped combustion cars.</p>\n<p>Some rivals insist VW’s&nbsp;headlong charge&nbsp;into electric cars is imprudent because they remain a sliver of global sales—roughly 3% of vehicles delivered worldwide last year.Toyota Motor Corp., which narrowly surpassed VW as the world’s largest automaker in 2020, has long argued hybrids are a more sensible intermediate solution. And&nbsp;BMW AG&nbsp;has embraced flexibility, building many of its models in various versions: gasoline-powered, hybrid, plug-in hybrid, and electric. “We think a one-propulsion strategy could be very dangerous,” CEO Oliver Zipse told&nbsp;Bloomberg Television&nbsp;on March 17. “The likelihood that 150, 160 markets in a very short period of time—and one decade is a very short period of time—will converge fully into one drivetrain is highly unlikely.”</p>\n<p>Diess has no plans to hit the brakes. Even as the first models from the current platform start to roll out, VW is furiously developing a separate set of standard components for electric vehicles from Audi, Porsche, and its other upscale brands. That premium platform promises speedier charging times, greater range, and faster acceleration than the first-generation models. By the middle of the decade, VW says it will have a single scalable system to underpin all its battery-powered cars—no matter the brand or segment—as it aims to sell 26 million of them in the next 10 years. “They’ve got confidence that they can catch up with Tesla,” says Michael Dean, an analyst at Bloomberg Intelligence, who expects VW to take the global EV crown by 2023. “Their foray into electrification is serious.”</p>","source":"lsy1584095487587","collect":0,"html":"<!DOCTYPE html>\n<html>\n<head>\n<meta http-equiv=\"Content-Type\" content=\"text/html; charset=utf-8\" />\n<meta name=\"viewport\" content=\"width=device-width,initial-scale=1.0,minimum-scale=1.0,maximum-scale=1.0,user-scalable=no\"/>\n<meta name=\"format-detection\" content=\"telephone=no,email=no,address=no\" />\n<title>The End of Tesla’s Dominance May Be Closer Than It Appears</title>\n<style type=\"text/css\">\na,abbr,acronym,address,applet,article,aside,audio,b,big,blockquote,body,canvas,caption,center,cite,code,dd,del,details,dfn,div,dl,dt,\nem,embed,fieldset,figcaption,figure,footer,form,h1,h2,h3,h4,h5,h6,header,hgroup,html,i,iframe,img,ins,kbd,label,legend,li,mark,menu,nav,\nobject,ol,output,p,pre,q,ruby,s,samp,section,small,span,strike,strong,sub,summary,sup,table,tbody,td,tfoot,th,thead,time,tr,tt,u,ul,var,video{ font:inherit;margin:0;padding:0;vertical-align:baseline;border:0 }\nbody{ font-size:16px; line-height:1.5; color:#999; background:transparent; }\n.wrapper{ overflow:hidden;word-break:break-all;padding:10px; }\nh1,h2{ font-weight:normal; line-height:1.35; margin-bottom:.6em; }\nh3,h4,h5,h6{ line-height:1.35; margin-bottom:1em; }\nh1{ font-size:24px; }\nh2{ font-size:20px; }\nh3{ font-size:18px; }\nh4{ font-size:16px; }\nh5{ font-size:14px; }\nh6{ font-size:12px; }\np,ul,ol,blockquote,dl,table{ margin:1.2em 0; }\nul,ol{ margin-left:2em; }\nul{ list-style:disc; }\nol{ list-style:decimal; }\nli,li p{ margin:10px 0;}\nimg{ max-width:100%;display:block;margin:0 auto 1em; }\nblockquote{ color:#B5B2B1; border-left:3px solid #aaa; padding:1em; }\nstrong,b{font-weight:bold;}\nem,i{font-style:italic;}\ntable{ width:100%;border-collapse:collapse;border-spacing:1px;margin:1em 0;font-size:.9em; }\nth,td{ padding:5px;text-align:left;border:1px solid #aaa; }\nth{ font-weight:bold;background:#5d5d5d; }\n.symbol-link{font-weight:bold;}\n/* header{ border-bottom:1px solid #494756; } */\n.title{ margin:0 0 8px;line-height:1.3;color:#ddd; }\n.meta {color:#5e5c6d;font-size:13px;margin:0 0 .5em; }\na{text-decoration:none; color:#2a4b87;}\n.meta .head { display: inline-block; overflow: hidden}\n.head .h-thumb { width: 30px; height: 30px; margin: 0; padding: 0; border-radius: 50%; float: left;}\n.head .h-content { margin: 0; padding: 0 0 0 9px; float: left;}\n.head .h-name {font-size: 13px; color: #eee; margin: 0;}\n.head .h-time {font-size: 11px; color: #7E829C; margin: 0;line-height: 11px;}\n.small {font-size: 12.5px; display: inline-block; transform: scale(0.9); -webkit-transform: scale(0.9); transform-origin: left; -webkit-transform-origin: left;}\n.smaller {font-size: 12.5px; display: inline-block; transform: scale(0.8); -webkit-transform: scale(0.8); transform-origin: left; -webkit-transform-origin: left;}\n.bt-text {font-size: 12px;margin: 1.5em 0 0 0}\n.bt-text p {margin: 0}\n</style>\n</head>\n<body>\n<div class=\"wrapper\">\n<header>\n<h2 class=\"title\">\nThe End of Tesla’s Dominance May Be Closer Than It Appears\n</h2>\n\n<h4 class=\"meta\">\n\n\n2021-03-24 17:50 GMT+8&nbsp;&nbsp;&nbsp;<a href=http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen><strong>Bloomberg</strong></a>\n\n\n</h4>\n\n</header>\n<article>\n<div>\n<p>Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is ...</p>\n\n<a href=\"http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen\">Web Link</a>\n\n</div>\n\n\n</article>\n</div>\n</body>\n</html>\n","type":0,"thumbnail":"","relate_stocks":{"TSLA":"特斯拉"},"source_url":"http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen","is_english":true,"share_image_url":"https://static.laohu8.com/e9f99090a1c2ed51c021029395664489","article_id":"1178385748","content_text":"Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is starting to look and sound an awful lot like Elon Musk.\nThe chief executive officer of Volkswagen AG kicked off a March 15 news conference modeled after Tesla Inc.’s “Battery Day”—Diess called his “Power Day”—by declaring that there’s only one way to quickly reduce emissions from transportation: Go electric. Skeptics could be forgiven for raising their eyebrows at that message, coming as it was from the same carmaker that spent years gaslighting the world about “clean diesel.” But VW is finally seeing the payoff from its five-year effort to create a standardized platform to underpin dozens of electric models. “Many in the industry questioned our approach,” Diess said during the two-hour infomercial he led from VW’s headquarters in the German city of Wolfsburg. “Today they are following suit, while we are reaping the fruit.”\nVW last year became the No. 1 electric-vehicle maker in Europe, where sales of battery-powered cars surged thanks to stricter carbon dioxide limits. After the introduction of the ID.3 hatchback in 2020, the ID.4 crossover—the first global model based on VW’s electric platform—is starting to reach showrooms from Shanghai to Chicago. This year, VW plans to deliver 1 million plug-in hybrid and fully electric vehicles, and Diess aims to surpass Tesla in EV sales no later than 2025. Some analysts predict it will happen much sooner.\n\nIn addition to staging splashy events, mixing it up on Twitter, and spewing shameless bombast, Diess has something else in common with Musk lately: a stock price headed into the stratosphere. Sure, Tesla’s sky-high valuation means Musk could afford to buy VW tomorrow if he so desired (he doesn’t), but VW’s common shares have jumped more than 80% this year. Musk has long said that he welcomes EV competition and that Tesla’s mission was to accelerate the advent of sustainable energy. He got what he wanted.\nEVs are shifting from what seemed like a one-man show to an extravaganza with an increasingly crowded stage. Although VW has as good a chance as anyone to share top billing with Tesla, what’s less clear is the rest of the cast.General Motors Co. CEO Mary Barra sent her stock price soaring in January when she said she wanted to phase out gas and diesel cars by 2035. Many Chinese manufacturers are rolling out budget EVs, and Hyundai Motor Co. is planning almost two dozen models.Renault SA had a surprise hit in Europe last year with its Zoe, a battery-powered hatchback. In the U.S., Ford Motor’s Mustang Mach-E is hitting showrooms, and Amazon.com-backed Rivian Automotive and Lucid Motors—a Tesla clone that’s on track to raise $4.4 billion in funding—are seeking to replicate Musk’s success.\nTesla has done to the auto industry what Netflix Inc. did to cable TV, speeding the shift away from internal combustion in much the same way easy access toBreaking Badand hundreds of other shows spurred consumers to take the scissors to their Comcast contracts. But just as Netflix now sees a growing challenge from parts of the old guard—think Walt Disney Co. and HBO—incumbent automakers are starting to emulate the upstart. (Of course, cable TV companies also face a threat from the likes of Amazon.com Inc., Apple Inc., and Google, which in this analogy are … Amazon, Apple, and Google.)\nEven though Disney+ was years behind Netflix, Disney’s service has been a runaway success with new fare such asThe Mandalorianoffered alongside its deep catalog of classics like Pinocchio,Toy Story, and Mulan. Similarly, Diess has won over investors by making the case that VW can exploit something Tesla doesn’t have much of yet: scale. With a dozen brands that fill every nook and cranny of the auto market—and sales last year of 9.3 million vehicles, compared with a half-million for Tesla—VW is uniquely positioned to pool resources and bear the cost of developing new technologies. By next year, VW will have 27 models based on its standardized platform. “Our transformation will be fast,” Diess said at his event, “bigger than anything the industry has seen in the past century.”\nLike Musk, Diess is going big on batteries and charging stations. By 2025, VW and its partners will have more than 35,000 public chargers around the world. And one element of its legal agreement with the U.S. and California over cheating on emissions tests was a pledge to spend $2 billion promoting plug-ins and building charging infrastructure. VW in 2017 set up an affiliate called Electrify America that now boasts the largest fast-charging network in the U.S. Diess is also planning a half-dozen battery factories in Europe, which Bloomberg NEF estimates will require an investment of almost $18 billion. The energy researcher says improvements in cell design, battery chemistry, and manufacturing put VW on track to cut the cost of batteries in half by as early as 2025. That could make its EVs cheaper than similarly equipped combustion cars.\nSome rivals insist VW’s headlong charge into electric cars is imprudent because they remain a sliver of global sales—roughly 3% of vehicles delivered worldwide last year.Toyota Motor Corp., which narrowly surpassed VW as the world’s largest automaker in 2020, has long argued hybrids are a more sensible intermediate solution. And BMW AG has embraced flexibility, building many of its models in various versions: gasoline-powered, hybrid, plug-in hybrid, and electric. “We think a one-propulsion strategy could be very dangerous,” CEO Oliver Zipse told Bloomberg Television on March 17. “The likelihood that 150, 160 markets in a very short period of time—and one decade is a very short period of time—will converge fully into one drivetrain is highly unlikely.”\nDiess has no plans to hit the brakes. Even as the first models from the current platform start to roll out, VW is furiously developing a separate set of standard components for electric vehicles from Audi, Porsche, and its other upscale brands. That premium platform promises speedier charging times, greater range, and faster acceleration than the first-generation models. By the middle of the decade, VW says it will have a single scalable system to underpin all its battery-powered cars—no matter the brand or segment—as it aims to sell 26 million of them in the next 10 years. “They’ve got confidence that they can catch up with Tesla,” says Michael Dean, an analyst at Bloomberg Intelligence, who expects VW to take the global EV crown by 2023. “Their foray into electrification is serious.”","news_type":1},"isVote":1,"likeStatus":false,"favoriteStatus":false,"reportStatus":false,"tweetType":1,"langContent":"EN"},{"id":351892026,"gmtCreate":1616581417565,"gmtModify":1634525094336,"author":{"id":"3571627110799155","authorId":"3571627110799155","authorIdStr":"3571627110799155","name":"JJQ","avatar":"https://static.tigerbbs.com/a1583dfc728890d33cf4ad0811d5ce30","vip":1,"crmLevel":7,"crmLevelSwitch":0,"idStr":"3571627110799155"},"htmlText":"Tesla 💪!Please like and comment! Thank you&nbsp;","listText":"Tesla 💪!Please like and comment! Thank you&nbsp;","text":"Tesla 💪!Please like and comment! Thank you","images":[],"top":1,"highlighted":1,"essential":1,"paper":1,"likeSize":1,"commentSize":1,"repostSize":0,"link":"https://laohu8.com/post/351892026","repostId":1178385748,"repostType":2,"repost":{"id":"1178385748","pubTimestamp":1616579432,"share":"https://www.laohu8.com/m/news/1178385748?lang=&edition=full","pubTime":"2021-03-24 17:50","market":"us","language":"en","title":"The End of Tesla’s Dominance May Be Closer Than It Appears","url":"https://stock-news.laohu8.com/highlight/detail?id=1178385748","media":"Bloomberg","summary":"Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a ","content":"<p>Elon Musk’s upstart still rules, but traditional automakers are catching up fast.</p>\n<p>He doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is starting to look and sound an awful lot like&nbsp;Elon Musk.</p>\n<p>The chief executive officer of&nbsp;Volkswagen AG&nbsp;kicked off a March 15 news conference modeled after&nbsp;Tesla Inc.’s “Battery Day”—Diess called his “Power Day”—by declaring that there’s only one way to quickly reduce emissions from transportation: Go electric. Skeptics could be forgiven for raising their eyebrows at that message, coming as it was from the same carmaker that spent years gaslighting the world about “clean diesel.” But VW is finally seeing the payoff from its&nbsp;five-year effort&nbsp;to create a standardized platform to underpin dozens of electric models. “Many in the industry questioned our approach,” Diess said during the two-hour infomercial he led from VW’s headquarters in the German city of Wolfsburg. “Today they are following suit, while we are reaping the fruit.”</p>\n<p>VW last year became the&nbsp;No. 1 electric-vehicle maker in Europe, where sales of battery-powered cars surged thanks to stricter carbon dioxide limits. After the introduction of the&nbsp;ID.3&nbsp;hatchback in 2020, the ID.4 crossover—the first global model based on VW’s electric platform—is starting to reach showrooms from Shanghai to Chicago. This year, VW plans to deliver 1 million plug-in hybrid and fully electric vehicles, and Diess aims to surpass Tesla in EV sales no later than 2025. Some analysts predict it will happen much sooner.</p>\n<p><img src=\"https://static.tigerbbs.com/f575bfbac7cb6073a2daaddcc86628dc\" tg-width=\"1251\" tg-height=\"610\"></p>\n<p>In addition to staging splashy events, mixing it up on Twitter, and spewing shameless bombast, Diess has something else in common with Musk lately: a&nbsp;stock price headed into the stratosphere. Sure, Tesla’s sky-high valuation means Musk could afford to buy VW tomorrow if he so desired (he doesn’t), but VW’s common shares have jumped more than 80% this year. Musk has long said that he welcomes EV competition and that Tesla’s mission was to accelerate the advent of sustainable energy. He got what he wanted.</p>\n<p>EVs are shifting from what seemed like a one-man show to an extravaganza with an increasingly crowded stage. Although VW has as good a chance as anyone to share top billing with Tesla, what’s less clear is the rest of the cast.General Motors Co.&nbsp;CEO Mary Barra sent her stock price soaring in January when she said she wanted to&nbsp;phase out gas and diesel cars by 2035. Many Chinese manufacturers are rolling out budget EVs, and&nbsp;Hyundai Motor Co.&nbsp;is planning almost two dozen models.Renault SA&nbsp;had a&nbsp;surprise hit&nbsp;in Europe last year with its Zoe, a battery-powered hatchback. In the U.S., Ford Motor’s Mustang Mach-E is hitting showrooms, and Amazon.com-backed Rivian Automotive and Lucid Motors—a Tesla clone that’s on track to raise $4.4 billion in funding—are seeking to replicate Musk’s success.</p>\n<p>Tesla has done to the auto industry what Netflix Inc. did to cable TV, speeding the shift away from internal combustion in much the same way easy access to<i>Breaking Bad</i>and hundreds of other shows spurred consumers to take the scissors to their Comcast contracts. But just as Netflix now sees a growing challenge from parts of the old guard—think Walt Disney Co. and HBO—incumbent automakers are starting to emulate the upstart. (Of course, cable TV companies also face a threat from the likes of Amazon.com Inc., Apple Inc., and Google, which in this analogy are … Amazon, Apple, and Google.)</p>\n<p>Even though Disney+ was years behind Netflix, Disney’s service has been a runaway success with new fare such as<i>The Mandalorian</i>offered alongside its deep catalog of classics like&nbsp;<i>Pinocchio</i>,<i>Toy Story</i>, and&nbsp;<i>Mulan</i>. Similarly, Diess has won over investors by making the case that VW can exploit something Tesla doesn’t have much of yet: scale. With a dozen brands that fill every nook and cranny of the auto market—and sales last year of 9.3 million vehicles, compared with a half-million for Tesla—VW is uniquely positioned to pool resources and bear the cost of developing new technologies. By next year, VW will have 27 models based on its standardized platform. “Our transformation will be fast,” Diess said at his event, “bigger than anything the industry has seen in the past century.”</p>\n<p>Like Musk, Diess is going big on batteries and charging stations. By 2025, VW and its partners will have more than 35,000&nbsp;public chargers around the world. And one element of its legal agreement with the U.S. and California over cheating on emissions tests was a pledge to spend $2 billion promoting plug-ins and building charging infrastructure. VW in 2017 set up an affiliate called Electrify America that now boasts the largest fast-charging network in the U.S. Diess is also planning a&nbsp;half-dozen battery factories&nbsp;in Europe, which Bloomberg&nbsp;NEF estimates will require an investment of almost $18 billion. The energy researcher says improvements in cell design, battery chemistry, and manufacturing put VW on track to cut the cost of batteries in half by as early as 2025. That could make its EVs cheaper than similarly equipped combustion cars.</p>\n<p>Some rivals insist VW’s&nbsp;headlong charge&nbsp;into electric cars is imprudent because they remain a sliver of global sales—roughly 3% of vehicles delivered worldwide last year.Toyota Motor Corp., which narrowly surpassed VW as the world’s largest automaker in 2020, has long argued hybrids are a more sensible intermediate solution. And&nbsp;BMW AG&nbsp;has embraced flexibility, building many of its models in various versions: gasoline-powered, hybrid, plug-in hybrid, and electric. “We think a one-propulsion strategy could be very dangerous,” CEO Oliver Zipse told&nbsp;Bloomberg Television&nbsp;on March 17. “The likelihood that 150, 160 markets in a very short period of time—and one decade is a very short period of time—will converge fully into one drivetrain is highly unlikely.”</p>\n<p>Diess has no plans to hit the brakes. Even as the first models from the current platform start to roll out, VW is furiously developing a separate set of standard components for electric vehicles from Audi, Porsche, and its other upscale brands. That premium platform promises speedier charging times, greater range, and faster acceleration than the first-generation models. By the middle of the decade, VW says it will have a single scalable system to underpin all its battery-powered cars—no matter the brand or segment—as it aims to sell 26 million of them in the next 10 years. “They’ve got confidence that they can catch up with Tesla,” says Michael Dean, an analyst at Bloomberg Intelligence, who expects VW to take the global EV crown by 2023. “Their foray into electrification is serious.”</p>","source":"lsy1584095487587","collect":0,"html":"<!DOCTYPE html>\n<html>\n<head>\n<meta http-equiv=\"Content-Type\" content=\"text/html; charset=utf-8\" />\n<meta name=\"viewport\" content=\"width=device-width,initial-scale=1.0,minimum-scale=1.0,maximum-scale=1.0,user-scalable=no\"/>\n<meta name=\"format-detection\" content=\"telephone=no,email=no,address=no\" />\n<title>The End of Tesla’s Dominance May Be Closer Than It Appears</title>\n<style type=\"text/css\">\na,abbr,acronym,address,applet,article,aside,audio,b,big,blockquote,body,canvas,caption,center,cite,code,dd,del,details,dfn,div,dl,dt,\nem,embed,fieldset,figcaption,figure,footer,form,h1,h2,h3,h4,h5,h6,header,hgroup,html,i,iframe,img,ins,kbd,label,legend,li,mark,menu,nav,\nobject,ol,output,p,pre,q,ruby,s,samp,section,small,span,strike,strong,sub,summary,sup,table,tbody,td,tfoot,th,thead,time,tr,tt,u,ul,var,video{ font:inherit;margin:0;padding:0;vertical-align:baseline;border:0 }\nbody{ font-size:16px; line-height:1.5; color:#999; background:transparent; }\n.wrapper{ overflow:hidden;word-break:break-all;padding:10px; }\nh1,h2{ font-weight:normal; line-height:1.35; margin-bottom:.6em; }\nh3,h4,h5,h6{ line-height:1.35; margin-bottom:1em; }\nh1{ font-size:24px; }\nh2{ font-size:20px; }\nh3{ font-size:18px; }\nh4{ font-size:16px; }\nh5{ font-size:14px; }\nh6{ font-size:12px; }\np,ul,ol,blockquote,dl,table{ margin:1.2em 0; }\nul,ol{ margin-left:2em; }\nul{ list-style:disc; }\nol{ list-style:decimal; }\nli,li p{ margin:10px 0;}\nimg{ max-width:100%;display:block;margin:0 auto 1em; }\nblockquote{ color:#B5B2B1; border-left:3px solid #aaa; padding:1em; }\nstrong,b{font-weight:bold;}\nem,i{font-style:italic;}\ntable{ width:100%;border-collapse:collapse;border-spacing:1px;margin:1em 0;font-size:.9em; }\nth,td{ padding:5px;text-align:left;border:1px solid #aaa; }\nth{ font-weight:bold;background:#5d5d5d; }\n.symbol-link{font-weight:bold;}\n/* header{ border-bottom:1px solid #494756; } */\n.title{ margin:0 0 8px;line-height:1.3;color:#ddd; }\n.meta {color:#5e5c6d;font-size:13px;margin:0 0 .5em; }\na{text-decoration:none; color:#2a4b87;}\n.meta .head { display: inline-block; overflow: hidden}\n.head .h-thumb { width: 30px; height: 30px; margin: 0; padding: 0; border-radius: 50%; float: left;}\n.head .h-content { margin: 0; padding: 0 0 0 9px; float: left;}\n.head .h-name {font-size: 13px; color: #eee; margin: 0;}\n.head .h-time {font-size: 11px; color: #7E829C; margin: 0;line-height: 11px;}\n.small {font-size: 12.5px; display: inline-block; transform: scale(0.9); -webkit-transform: scale(0.9); transform-origin: left; -webkit-transform-origin: left;}\n.smaller {font-size: 12.5px; display: inline-block; transform: scale(0.8); -webkit-transform: scale(0.8); transform-origin: left; -webkit-transform-origin: left;}\n.bt-text {font-size: 12px;margin: 1.5em 0 0 0}\n.bt-text p {margin: 0}\n</style>\n</head>\n<body>\n<div class=\"wrapper\">\n<header>\n<h2 class=\"title\">\nThe End of Tesla’s Dominance May Be Closer Than It Appears\n</h2>\n\n<h4 class=\"meta\">\n\n\n2021-03-24 17:50 GMT+8&nbsp;&nbsp;&nbsp;<a href=http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen><strong>Bloomberg</strong></a>\n\n\n</h4>\n\n</header>\n<article>\n<div>\n<p>Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is ...</p>\n\n<a href=\"http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen\">Web Link</a>\n\n</div>\n\n\n</article>\n</div>\n</body>\n</html>\n","type":0,"thumbnail":"","relate_stocks":{"TSLA":"特斯拉"},"source_url":"http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen","is_english":true,"share_image_url":"https://static.laohu8.com/e9f99090a1c2ed51c021029395664489","article_id":"1178385748","content_text":"Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is starting to look and sound an awful lot like Elon Musk.\nThe chief executive officer of Volkswagen AG kicked off a March 15 news conference modeled after Tesla Inc.’s “Battery Day”—Diess called his “Power Day”—by declaring that there’s only one way to quickly reduce emissions from transportation: Go electric. Skeptics could be forgiven for raising their eyebrows at that message, coming as it was from the same carmaker that spent years gaslighting the world about “clean diesel.” But VW is finally seeing the payoff from its five-year effort to create a standardized platform to underpin dozens of electric models. “Many in the industry questioned our approach,” Diess said during the two-hour infomercial he led from VW’s headquarters in the German city of Wolfsburg. “Today they are following suit, while we are reaping the fruit.”\nVW last year became the No. 1 electric-vehicle maker in Europe, where sales of battery-powered cars surged thanks to stricter carbon dioxide limits. After the introduction of the ID.3 hatchback in 2020, the ID.4 crossover—the first global model based on VW’s electric platform—is starting to reach showrooms from Shanghai to Chicago. This year, VW plans to deliver 1 million plug-in hybrid and fully electric vehicles, and Diess aims to surpass Tesla in EV sales no later than 2025. Some analysts predict it will happen much sooner.\n\nIn addition to staging splashy events, mixing it up on Twitter, and spewing shameless bombast, Diess has something else in common with Musk lately: a stock price headed into the stratosphere. Sure, Tesla’s sky-high valuation means Musk could afford to buy VW tomorrow if he so desired (he doesn’t), but VW’s common shares have jumped more than 80% this year. Musk has long said that he welcomes EV competition and that Tesla’s mission was to accelerate the advent of sustainable energy. He got what he wanted.\nEVs are shifting from what seemed like a one-man show to an extravaganza with an increasingly crowded stage. Although VW has as good a chance as anyone to share top billing with Tesla, what’s less clear is the rest of the cast.General Motors Co. CEO Mary Barra sent her stock price soaring in January when she said she wanted to phase out gas and diesel cars by 2035. Many Chinese manufacturers are rolling out budget EVs, and Hyundai Motor Co. is planning almost two dozen models.Renault SA had a surprise hit in Europe last year with its Zoe, a battery-powered hatchback. In the U.S., Ford Motor’s Mustang Mach-E is hitting showrooms, and Amazon.com-backed Rivian Automotive and Lucid Motors—a Tesla clone that’s on track to raise $4.4 billion in funding—are seeking to replicate Musk’s success.\nTesla has done to the auto industry what Netflix Inc. did to cable TV, speeding the shift away from internal combustion in much the same way easy access toBreaking Badand hundreds of other shows spurred consumers to take the scissors to their Comcast contracts. But just as Netflix now sees a growing challenge from parts of the old guard—think Walt Disney Co. and HBO—incumbent automakers are starting to emulate the upstart. (Of course, cable TV companies also face a threat from the likes of Amazon.com Inc., Apple Inc., and Google, which in this analogy are … Amazon, Apple, and Google.)\nEven though Disney+ was years behind Netflix, Disney’s service has been a runaway success with new fare such asThe Mandalorianoffered alongside its deep catalog of classics like Pinocchio,Toy Story, and Mulan. Similarly, Diess has won over investors by making the case that VW can exploit something Tesla doesn’t have much of yet: scale. With a dozen brands that fill every nook and cranny of the auto market—and sales last year of 9.3 million vehicles, compared with a half-million for Tesla—VW is uniquely positioned to pool resources and bear the cost of developing new technologies. By next year, VW will have 27 models based on its standardized platform. “Our transformation will be fast,” Diess said at his event, “bigger than anything the industry has seen in the past century.”\nLike Musk, Diess is going big on batteries and charging stations. By 2025, VW and its partners will have more than 35,000 public chargers around the world. And one element of its legal agreement with the U.S. and California over cheating on emissions tests was a pledge to spend $2 billion promoting plug-ins and building charging infrastructure. VW in 2017 set up an affiliate called Electrify America that now boasts the largest fast-charging network in the U.S. Diess is also planning a half-dozen battery factories in Europe, which Bloomberg NEF estimates will require an investment of almost $18 billion. The energy researcher says improvements in cell design, battery chemistry, and manufacturing put VW on track to cut the cost of batteries in half by as early as 2025. That could make its EVs cheaper than similarly equipped combustion cars.\nSome rivals insist VW’s headlong charge into electric cars is imprudent because they remain a sliver of global sales—roughly 3% of vehicles delivered worldwide last year.Toyota Motor Corp., which narrowly surpassed VW as the world’s largest automaker in 2020, has long argued hybrids are a more sensible intermediate solution. And BMW AG has embraced flexibility, building many of its models in various versions: gasoline-powered, hybrid, plug-in hybrid, and electric. “We think a one-propulsion strategy could be very dangerous,” CEO Oliver Zipse told Bloomberg Television on March 17. “The likelihood that 150, 160 markets in a very short period of time—and one decade is a very short period of time—will converge fully into one drivetrain is highly unlikely.”\nDiess has no plans to hit the brakes. Even as the first models from the current platform start to roll out, VW is furiously developing a separate set of standard components for electric vehicles from Audi, Porsche, and its other upscale brands. That premium platform promises speedier charging times, greater range, and faster acceleration than the first-generation models. By the middle of the decade, VW says it will have a single scalable system to underpin all its battery-powered cars—no matter the brand or segment—as it aims to sell 26 million of them in the next 10 years. “They’ve got confidence that they can catch up with Tesla,” says Michael Dean, an analyst at Bloomberg Intelligence, who expects VW to take the global EV crown by 2023. “Their foray into electrification is serious.”","news_type":1},"isVote":1,"likeStatus":false,"favoriteStatus":false,"reportStatus":false,"tweetType":1,"comments":[{"id":3870645,"gmtCreate":1616581905396,"gmtModify":1635749915915,"authorId":3578865310602419,"author":{"id":3578865310602419,"authorId":3578865310602419,"name":"TizzyT","avatar":"https://static.tigerbbs.com/9980a14ac1ccf1d41b4b365a7e5d35db","vip":1,"crmLevel":2,"crmLevelSwitch":0,"individualDisplayBadges":[]},"repliedAuthorId":0,"objectId":351892026,"type":1,"supId":0,"prevId":0,"content":"ok!","text":"ok!","html":"ok!"}],"langContent":"EN"},{"id":351896480,"gmtCreate":1616581408040,"gmtModify":1634525094575,"author":{"id":"3579336469415958","authorId":"3579336469415958","authorIdStr":"3579336469415958","name":"MichelleTSL","avatar":"https://static.tigerbbs.com/7537e3235320b6f7a9fcc83362e0d004","vip":1,"crmLevel":4,"crmLevelSwitch":0,"idStr":"3579336469415958"},"htmlText":"Buy or sell?&nbsp;","listText":"Buy or sell?&nbsp;","text":"Buy or sell?","images":[],"top":1,"highlighted":1,"essential":1,"paper":1,"likeSize":0,"commentSize":0,"repostSize":0,"link":"https://laohu8.com/post/351896480","repostId":1178385748,"repostType":4,"repost":{"id":"1178385748","pubTimestamp":1616579432,"share":"https://www.laohu8.com/m/news/1178385748?lang=&edition=full","pubTime":"2021-03-24 17:50","market":"us","language":"en","title":"The End of Tesla’s Dominance May Be Closer Than It Appears","url":"https://stock-news.laohu8.com/highlight/detail?id=1178385748","media":"Bloomberg","summary":"Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a ","content":"<p>Elon Musk’s upstart still rules, but traditional automakers are catching up fast.</p>\n<p>He doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is starting to look and sound an awful lot like&nbsp;Elon Musk.</p>\n<p>The chief executive officer of&nbsp;Volkswagen AG&nbsp;kicked off a March 15 news conference modeled after&nbsp;Tesla Inc.’s “Battery Day”—Diess called his “Power Day”—by declaring that there’s only one way to quickly reduce emissions from transportation: Go electric. Skeptics could be forgiven for raising their eyebrows at that message, coming as it was from the same carmaker that spent years gaslighting the world about “clean diesel.” But VW is finally seeing the payoff from its&nbsp;five-year effort&nbsp;to create a standardized platform to underpin dozens of electric models. “Many in the industry questioned our approach,” Diess said during the two-hour infomercial he led from VW’s headquarters in the German city of Wolfsburg. “Today they are following suit, while we are reaping the fruit.”</p>\n<p>VW last year became the&nbsp;No. 1 electric-vehicle maker in Europe, where sales of battery-powered cars surged thanks to stricter carbon dioxide limits. After the introduction of the&nbsp;ID.3&nbsp;hatchback in 2020, the ID.4 crossover—the first global model based on VW’s electric platform—is starting to reach showrooms from Shanghai to Chicago. This year, VW plans to deliver 1 million plug-in hybrid and fully electric vehicles, and Diess aims to surpass Tesla in EV sales no later than 2025. Some analysts predict it will happen much sooner.</p>\n<p><img src=\"https://static.tigerbbs.com/f575bfbac7cb6073a2daaddcc86628dc\" tg-width=\"1251\" tg-height=\"610\"></p>\n<p>In addition to staging splashy events, mixing it up on Twitter, and spewing shameless bombast, Diess has something else in common with Musk lately: a&nbsp;stock price headed into the stratosphere. Sure, Tesla’s sky-high valuation means Musk could afford to buy VW tomorrow if he so desired (he doesn’t), but VW’s common shares have jumped more than 80% this year. Musk has long said that he welcomes EV competition and that Tesla’s mission was to accelerate the advent of sustainable energy. He got what he wanted.</p>\n<p>EVs are shifting from what seemed like a one-man show to an extravaganza with an increasingly crowded stage. Although VW has as good a chance as anyone to share top billing with Tesla, what’s less clear is the rest of the cast.General Motors Co.&nbsp;CEO Mary Barra sent her stock price soaring in January when she said she wanted to&nbsp;phase out gas and diesel cars by 2035. Many Chinese manufacturers are rolling out budget EVs, and&nbsp;Hyundai Motor Co.&nbsp;is planning almost two dozen models.Renault SA&nbsp;had a&nbsp;surprise hit&nbsp;in Europe last year with its Zoe, a battery-powered hatchback. In the U.S., Ford Motor’s Mustang Mach-E is hitting showrooms, and Amazon.com-backed Rivian Automotive and Lucid Motors—a Tesla clone that’s on track to raise $4.4 billion in funding—are seeking to replicate Musk’s success.</p>\n<p>Tesla has done to the auto industry what Netflix Inc. did to cable TV, speeding the shift away from internal combustion in much the same way easy access to<i>Breaking Bad</i>and hundreds of other shows spurred consumers to take the scissors to their Comcast contracts. But just as Netflix now sees a growing challenge from parts of the old guard—think Walt Disney Co. and HBO—incumbent automakers are starting to emulate the upstart. (Of course, cable TV companies also face a threat from the likes of Amazon.com Inc., Apple Inc., and Google, which in this analogy are … Amazon, Apple, and Google.)</p>\n<p>Even though Disney+ was years behind Netflix, Disney’s service has been a runaway success with new fare such as<i>The Mandalorian</i>offered alongside its deep catalog of classics like&nbsp;<i>Pinocchio</i>,<i>Toy Story</i>, and&nbsp;<i>Mulan</i>. Similarly, Diess has won over investors by making the case that VW can exploit something Tesla doesn’t have much of yet: scale. With a dozen brands that fill every nook and cranny of the auto market—and sales last year of 9.3 million vehicles, compared with a half-million for Tesla—VW is uniquely positioned to pool resources and bear the cost of developing new technologies. By next year, VW will have 27 models based on its standardized platform. “Our transformation will be fast,” Diess said at his event, “bigger than anything the industry has seen in the past century.”</p>\n<p>Like Musk, Diess is going big on batteries and charging stations. By 2025, VW and its partners will have more than 35,000&nbsp;public chargers around the world. And one element of its legal agreement with the U.S. and California over cheating on emissions tests was a pledge to spend $2 billion promoting plug-ins and building charging infrastructure. VW in 2017 set up an affiliate called Electrify America that now boasts the largest fast-charging network in the U.S. Diess is also planning a&nbsp;half-dozen battery factories&nbsp;in Europe, which Bloomberg&nbsp;NEF estimates will require an investment of almost $18 billion. The energy researcher says improvements in cell design, battery chemistry, and manufacturing put VW on track to cut the cost of batteries in half by as early as 2025. That could make its EVs cheaper than similarly equipped combustion cars.</p>\n<p>Some rivals insist VW’s&nbsp;headlong charge&nbsp;into electric cars is imprudent because they remain a sliver of global sales—roughly 3% of vehicles delivered worldwide last year.Toyota Motor Corp., which narrowly surpassed VW as the world’s largest automaker in 2020, has long argued hybrids are a more sensible intermediate solution. And&nbsp;BMW AG&nbsp;has embraced flexibility, building many of its models in various versions: gasoline-powered, hybrid, plug-in hybrid, and electric. “We think a one-propulsion strategy could be very dangerous,” CEO Oliver Zipse told&nbsp;Bloomberg Television&nbsp;on March 17. “The likelihood that 150, 160 markets in a very short period of time—and one decade is a very short period of time—will converge fully into one drivetrain is highly unlikely.”</p>\n<p>Diess has no plans to hit the brakes. Even as the first models from the current platform start to roll out, VW is furiously developing a separate set of standard components for electric vehicles from Audi, Porsche, and its other upscale brands. That premium platform promises speedier charging times, greater range, and faster acceleration than the first-generation models. By the middle of the decade, VW says it will have a single scalable system to underpin all its battery-powered cars—no matter the brand or segment—as it aims to sell 26 million of them in the next 10 years. “They’ve got confidence that they can catch up with Tesla,” says Michael Dean, an analyst at Bloomberg Intelligence, who expects VW to take the global EV crown by 2023. “Their foray into electrification is serious.”</p>","source":"lsy1584095487587","collect":0,"html":"<!DOCTYPE html>\n<html>\n<head>\n<meta http-equiv=\"Content-Type\" content=\"text/html; charset=utf-8\" />\n<meta name=\"viewport\" content=\"width=device-width,initial-scale=1.0,minimum-scale=1.0,maximum-scale=1.0,user-scalable=no\"/>\n<meta name=\"format-detection\" content=\"telephone=no,email=no,address=no\" />\n<title>The End of Tesla’s Dominance May Be Closer Than It Appears</title>\n<style type=\"text/css\">\na,abbr,acronym,address,applet,article,aside,audio,b,big,blockquote,body,canvas,caption,center,cite,code,dd,del,details,dfn,div,dl,dt,\nem,embed,fieldset,figcaption,figure,footer,form,h1,h2,h3,h4,h5,h6,header,hgroup,html,i,iframe,img,ins,kbd,label,legend,li,mark,menu,nav,\nobject,ol,output,p,pre,q,ruby,s,samp,section,small,span,strike,strong,sub,summary,sup,table,tbody,td,tfoot,th,thead,time,tr,tt,u,ul,var,video{ font:inherit;margin:0;padding:0;vertical-align:baseline;border:0 }\nbody{ font-size:16px; line-height:1.5; color:#999; background:transparent; }\n.wrapper{ overflow:hidden;word-break:break-all;padding:10px; }\nh1,h2{ font-weight:normal; line-height:1.35; margin-bottom:.6em; }\nh3,h4,h5,h6{ line-height:1.35; margin-bottom:1em; }\nh1{ font-size:24px; }\nh2{ font-size:20px; }\nh3{ font-size:18px; }\nh4{ font-size:16px; }\nh5{ font-size:14px; }\nh6{ font-size:12px; }\np,ul,ol,blockquote,dl,table{ margin:1.2em 0; }\nul,ol{ margin-left:2em; }\nul{ list-style:disc; }\nol{ list-style:decimal; }\nli,li p{ margin:10px 0;}\nimg{ max-width:100%;display:block;margin:0 auto 1em; }\nblockquote{ color:#B5B2B1; border-left:3px solid #aaa; padding:1em; }\nstrong,b{font-weight:bold;}\nem,i{font-style:italic;}\ntable{ width:100%;border-collapse:collapse;border-spacing:1px;margin:1em 0;font-size:.9em; }\nth,td{ padding:5px;text-align:left;border:1px solid #aaa; }\nth{ font-weight:bold;background:#5d5d5d; }\n.symbol-link{font-weight:bold;}\n/* header{ border-bottom:1px solid #494756; } */\n.title{ margin:0 0 8px;line-height:1.3;color:#ddd; }\n.meta {color:#5e5c6d;font-size:13px;margin:0 0 .5em; }\na{text-decoration:none; color:#2a4b87;}\n.meta .head { display: inline-block; overflow: hidden}\n.head .h-thumb { width: 30px; height: 30px; margin: 0; padding: 0; border-radius: 50%; float: left;}\n.head .h-content { margin: 0; padding: 0 0 0 9px; float: left;}\n.head .h-name {font-size: 13px; color: #eee; margin: 0;}\n.head .h-time {font-size: 11px; color: #7E829C; margin: 0;line-height: 11px;}\n.small {font-size: 12.5px; display: inline-block; transform: scale(0.9); -webkit-transform: scale(0.9); transform-origin: left; -webkit-transform-origin: left;}\n.smaller {font-size: 12.5px; display: inline-block; transform: scale(0.8); -webkit-transform: scale(0.8); transform-origin: left; -webkit-transform-origin: left;}\n.bt-text {font-size: 12px;margin: 1.5em 0 0 0}\n.bt-text p {margin: 0}\n</style>\n</head>\n<body>\n<div class=\"wrapper\">\n<header>\n<h2 class=\"title\">\nThe End of Tesla’s Dominance May Be Closer Than It Appears\n</h2>\n\n<h4 class=\"meta\">\n\n\n2021-03-24 17:50 GMT+8&nbsp;&nbsp;&nbsp;<a href=http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen><strong>Bloomberg</strong></a>\n\n\n</h4>\n\n</header>\n<article>\n<div>\n<p>Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is ...</p>\n\n<a href=\"http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen\">Web Link</a>\n\n</div>\n\n\n</article>\n</div>\n</body>\n</html>\n","type":0,"thumbnail":"","relate_stocks":{"TSLA":"特斯拉"},"source_url":"http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen","is_english":true,"share_image_url":"https://static.laohu8.com/e9f99090a1c2ed51c021029395664489","article_id":"1178385748","content_text":"Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is starting to look and sound an awful lot like Elon Musk.\nThe chief executive officer of Volkswagen AG kicked off a March 15 news conference modeled after Tesla Inc.’s “Battery Day”—Diess called his “Power Day”—by declaring that there’s only one way to quickly reduce emissions from transportation: Go electric. Skeptics could be forgiven for raising their eyebrows at that message, coming as it was from the same carmaker that spent years gaslighting the world about “clean diesel.” But VW is finally seeing the payoff from its five-year effort to create a standardized platform to underpin dozens of electric models. “Many in the industry questioned our approach,” Diess said during the two-hour infomercial he led from VW’s headquarters in the German city of Wolfsburg. “Today they are following suit, while we are reaping the fruit.”\nVW last year became the No. 1 electric-vehicle maker in Europe, where sales of battery-powered cars surged thanks to stricter carbon dioxide limits. After the introduction of the ID.3 hatchback in 2020, the ID.4 crossover—the first global model based on VW’s electric platform—is starting to reach showrooms from Shanghai to Chicago. This year, VW plans to deliver 1 million plug-in hybrid and fully electric vehicles, and Diess aims to surpass Tesla in EV sales no later than 2025. Some analysts predict it will happen much sooner.\n\nIn addition to staging splashy events, mixing it up on Twitter, and spewing shameless bombast, Diess has something else in common with Musk lately: a stock price headed into the stratosphere. Sure, Tesla’s sky-high valuation means Musk could afford to buy VW tomorrow if he so desired (he doesn’t), but VW’s common shares have jumped more than 80% this year. Musk has long said that he welcomes EV competition and that Tesla’s mission was to accelerate the advent of sustainable energy. He got what he wanted.\nEVs are shifting from what seemed like a one-man show to an extravaganza with an increasingly crowded stage. Although VW has as good a chance as anyone to share top billing with Tesla, what’s less clear is the rest of the cast.General Motors Co. CEO Mary Barra sent her stock price soaring in January when she said she wanted to phase out gas and diesel cars by 2035. Many Chinese manufacturers are rolling out budget EVs, and Hyundai Motor Co. is planning almost two dozen models.Renault SA had a surprise hit in Europe last year with its Zoe, a battery-powered hatchback. In the U.S., Ford Motor’s Mustang Mach-E is hitting showrooms, and Amazon.com-backed Rivian Automotive and Lucid Motors—a Tesla clone that’s on track to raise $4.4 billion in funding—are seeking to replicate Musk’s success.\nTesla has done to the auto industry what Netflix Inc. did to cable TV, speeding the shift away from internal combustion in much the same way easy access toBreaking Badand hundreds of other shows spurred consumers to take the scissors to their Comcast contracts. But just as Netflix now sees a growing challenge from parts of the old guard—think Walt Disney Co. and HBO—incumbent automakers are starting to emulate the upstart. (Of course, cable TV companies also face a threat from the likes of Amazon.com Inc., Apple Inc., and Google, which in this analogy are … Amazon, Apple, and Google.)\nEven though Disney+ was years behind Netflix, Disney’s service has been a runaway success with new fare such asThe Mandalorianoffered alongside its deep catalog of classics like Pinocchio,Toy Story, and Mulan. Similarly, Diess has won over investors by making the case that VW can exploit something Tesla doesn’t have much of yet: scale. With a dozen brands that fill every nook and cranny of the auto market—and sales last year of 9.3 million vehicles, compared with a half-million for Tesla—VW is uniquely positioned to pool resources and bear the cost of developing new technologies. By next year, VW will have 27 models based on its standardized platform. “Our transformation will be fast,” Diess said at his event, “bigger than anything the industry has seen in the past century.”\nLike Musk, Diess is going big on batteries and charging stations. By 2025, VW and its partners will have more than 35,000 public chargers around the world. And one element of its legal agreement with the U.S. and California over cheating on emissions tests was a pledge to spend $2 billion promoting plug-ins and building charging infrastructure. VW in 2017 set up an affiliate called Electrify America that now boasts the largest fast-charging network in the U.S. Diess is also planning a half-dozen battery factories in Europe, which Bloomberg NEF estimates will require an investment of almost $18 billion. The energy researcher says improvements in cell design, battery chemistry, and manufacturing put VW on track to cut the cost of batteries in half by as early as 2025. That could make its EVs cheaper than similarly equipped combustion cars.\nSome rivals insist VW’s headlong charge into electric cars is imprudent because they remain a sliver of global sales—roughly 3% of vehicles delivered worldwide last year.Toyota Motor Corp., which narrowly surpassed VW as the world’s largest automaker in 2020, has long argued hybrids are a more sensible intermediate solution. And BMW AG has embraced flexibility, building many of its models in various versions: gasoline-powered, hybrid, plug-in hybrid, and electric. “We think a one-propulsion strategy could be very dangerous,” CEO Oliver Zipse told Bloomberg Television on March 17. “The likelihood that 150, 160 markets in a very short period of time—and one decade is a very short period of time—will converge fully into one drivetrain is highly unlikely.”\nDiess has no plans to hit the brakes. Even as the first models from the current platform start to roll out, VW is furiously developing a separate set of standard components for electric vehicles from Audi, Porsche, and its other upscale brands. That premium platform promises speedier charging times, greater range, and faster acceleration than the first-generation models. By the middle of the decade, VW says it will have a single scalable system to underpin all its battery-powered cars—no matter the brand or segment—as it aims to sell 26 million of them in the next 10 years. “They’ve got confidence that they can catch up with Tesla,” says Michael Dean, an analyst at Bloomberg Intelligence, who expects VW to take the global EV crown by 2023. “Their foray into electrification is serious.”","news_type":1},"isVote":1,"likeStatus":false,"favoriteStatus":false,"reportStatus":false,"tweetType":1,"langContent":"EN"},{"id":351890824,"gmtCreate":1616580873668,"gmtModify":1634525098114,"author":{"id":"3555541900193425","authorId":"3555541900193425","authorIdStr":"3555541900193425","name":"Shank88","avatar":"https://static.tigerbbs.com/a154c05a17a8a27be584e08972979b04","vip":1,"crmLevel":5,"crmLevelSwitch":0,"idStr":"3555541900193425"},"htmlText":"Hard to say. There’s a cult following.","listText":"Hard to say. There’s a cult following.","text":"Hard to say. There’s a cult following.","images":[],"top":1,"highlighted":1,"essential":1,"paper":1,"likeSize":0,"commentSize":0,"repostSize":0,"link":"https://laohu8.com/post/351890824","repostId":1178385748,"repostType":4,"repost":{"id":"1178385748","pubTimestamp":1616579432,"share":"https://www.laohu8.com/m/news/1178385748?lang=&edition=full","pubTime":"2021-03-24 17:50","market":"us","language":"en","title":"The End of Tesla’s Dominance May Be Closer Than It Appears","url":"https://stock-news.laohu8.com/highlight/detail?id=1178385748","media":"Bloomberg","summary":"Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a ","content":"<p>Elon Musk’s upstart still rules, but traditional automakers are catching up fast.</p>\n<p>He doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is starting to look and sound an awful lot like&nbsp;Elon Musk.</p>\n<p>The chief executive officer of&nbsp;Volkswagen AG&nbsp;kicked off a March 15 news conference modeled after&nbsp;Tesla Inc.’s “Battery Day”—Diess called his “Power Day”—by declaring that there’s only one way to quickly reduce emissions from transportation: Go electric. Skeptics could be forgiven for raising their eyebrows at that message, coming as it was from the same carmaker that spent years gaslighting the world about “clean diesel.” But VW is finally seeing the payoff from its&nbsp;five-year effort&nbsp;to create a standardized platform to underpin dozens of electric models. “Many in the industry questioned our approach,” Diess said during the two-hour infomercial he led from VW’s headquarters in the German city of Wolfsburg. “Today they are following suit, while we are reaping the fruit.”</p>\n<p>VW last year became the&nbsp;No. 1 electric-vehicle maker in Europe, where sales of battery-powered cars surged thanks to stricter carbon dioxide limits. After the introduction of the&nbsp;ID.3&nbsp;hatchback in 2020, the ID.4 crossover—the first global model based on VW’s electric platform—is starting to reach showrooms from Shanghai to Chicago. This year, VW plans to deliver 1 million plug-in hybrid and fully electric vehicles, and Diess aims to surpass Tesla in EV sales no later than 2025. Some analysts predict it will happen much sooner.</p>\n<p><img src=\"https://static.tigerbbs.com/f575bfbac7cb6073a2daaddcc86628dc\" tg-width=\"1251\" tg-height=\"610\"></p>\n<p>In addition to staging splashy events, mixing it up on Twitter, and spewing shameless bombast, Diess has something else in common with Musk lately: a&nbsp;stock price headed into the stratosphere. Sure, Tesla’s sky-high valuation means Musk could afford to buy VW tomorrow if he so desired (he doesn’t), but VW’s common shares have jumped more than 80% this year. Musk has long said that he welcomes EV competition and that Tesla’s mission was to accelerate the advent of sustainable energy. He got what he wanted.</p>\n<p>EVs are shifting from what seemed like a one-man show to an extravaganza with an increasingly crowded stage. Although VW has as good a chance as anyone to share top billing with Tesla, what’s less clear is the rest of the cast.General Motors Co.&nbsp;CEO Mary Barra sent her stock price soaring in January when she said she wanted to&nbsp;phase out gas and diesel cars by 2035. Many Chinese manufacturers are rolling out budget EVs, and&nbsp;Hyundai Motor Co.&nbsp;is planning almost two dozen models.Renault SA&nbsp;had a&nbsp;surprise hit&nbsp;in Europe last year with its Zoe, a battery-powered hatchback. In the U.S., Ford Motor’s Mustang Mach-E is hitting showrooms, and Amazon.com-backed Rivian Automotive and Lucid Motors—a Tesla clone that’s on track to raise $4.4 billion in funding—are seeking to replicate Musk’s success.</p>\n<p>Tesla has done to the auto industry what Netflix Inc. did to cable TV, speeding the shift away from internal combustion in much the same way easy access to<i>Breaking Bad</i>and hundreds of other shows spurred consumers to take the scissors to their Comcast contracts. But just as Netflix now sees a growing challenge from parts of the old guard—think Walt Disney Co. and HBO—incumbent automakers are starting to emulate the upstart. (Of course, cable TV companies also face a threat from the likes of Amazon.com Inc., Apple Inc., and Google, which in this analogy are … Amazon, Apple, and Google.)</p>\n<p>Even though Disney+ was years behind Netflix, Disney’s service has been a runaway success with new fare such as<i>The Mandalorian</i>offered alongside its deep catalog of classics like&nbsp;<i>Pinocchio</i>,<i>Toy Story</i>, and&nbsp;<i>Mulan</i>. Similarly, Diess has won over investors by making the case that VW can exploit something Tesla doesn’t have much of yet: scale. With a dozen brands that fill every nook and cranny of the auto market—and sales last year of 9.3 million vehicles, compared with a half-million for Tesla—VW is uniquely positioned to pool resources and bear the cost of developing new technologies. By next year, VW will have 27 models based on its standardized platform. “Our transformation will be fast,” Diess said at his event, “bigger than anything the industry has seen in the past century.”</p>\n<p>Like Musk, Diess is going big on batteries and charging stations. By 2025, VW and its partners will have more than 35,000&nbsp;public chargers around the world. And one element of its legal agreement with the U.S. and California over cheating on emissions tests was a pledge to spend $2 billion promoting plug-ins and building charging infrastructure. VW in 2017 set up an affiliate called Electrify America that now boasts the largest fast-charging network in the U.S. Diess is also planning a&nbsp;half-dozen battery factories&nbsp;in Europe, which Bloomberg&nbsp;NEF estimates will require an investment of almost $18 billion. The energy researcher says improvements in cell design, battery chemistry, and manufacturing put VW on track to cut the cost of batteries in half by as early as 2025. That could make its EVs cheaper than similarly equipped combustion cars.</p>\n<p>Some rivals insist VW’s&nbsp;headlong charge&nbsp;into electric cars is imprudent because they remain a sliver of global sales—roughly 3% of vehicles delivered worldwide last year.Toyota Motor Corp., which narrowly surpassed VW as the world’s largest automaker in 2020, has long argued hybrids are a more sensible intermediate solution. And&nbsp;BMW AG&nbsp;has embraced flexibility, building many of its models in various versions: gasoline-powered, hybrid, plug-in hybrid, and electric. “We think a one-propulsion strategy could be very dangerous,” CEO Oliver Zipse told&nbsp;Bloomberg Television&nbsp;on March 17. “The likelihood that 150, 160 markets in a very short period of time—and one decade is a very short period of time—will converge fully into one drivetrain is highly unlikely.”</p>\n<p>Diess has no plans to hit the brakes. Even as the first models from the current platform start to roll out, VW is furiously developing a separate set of standard components for electric vehicles from Audi, Porsche, and its other upscale brands. That premium platform promises speedier charging times, greater range, and faster acceleration than the first-generation models. By the middle of the decade, VW says it will have a single scalable system to underpin all its battery-powered cars—no matter the brand or segment—as it aims to sell 26 million of them in the next 10 years. “They’ve got confidence that they can catch up with Tesla,” says Michael Dean, an analyst at Bloomberg Intelligence, who expects VW to take the global EV crown by 2023. “Their foray into electrification is serious.”</p>","source":"lsy1584095487587","collect":0,"html":"<!DOCTYPE html>\n<html>\n<head>\n<meta http-equiv=\"Content-Type\" content=\"text/html; charset=utf-8\" />\n<meta name=\"viewport\" content=\"width=device-width,initial-scale=1.0,minimum-scale=1.0,maximum-scale=1.0,user-scalable=no\"/>\n<meta name=\"format-detection\" content=\"telephone=no,email=no,address=no\" />\n<title>The End of Tesla’s Dominance May Be Closer Than It Appears</title>\n<style type=\"text/css\">\na,abbr,acronym,address,applet,article,aside,audio,b,big,blockquote,body,canvas,caption,center,cite,code,dd,del,details,dfn,div,dl,dt,\nem,embed,fieldset,figcaption,figure,footer,form,h1,h2,h3,h4,h5,h6,header,hgroup,html,i,iframe,img,ins,kbd,label,legend,li,mark,menu,nav,\nobject,ol,output,p,pre,q,ruby,s,samp,section,small,span,strike,strong,sub,summary,sup,table,tbody,td,tfoot,th,thead,time,tr,tt,u,ul,var,video{ font:inherit;margin:0;padding:0;vertical-align:baseline;border:0 }\nbody{ font-size:16px; line-height:1.5; color:#999; background:transparent; }\n.wrapper{ overflow:hidden;word-break:break-all;padding:10px; }\nh1,h2{ font-weight:normal; line-height:1.35; margin-bottom:.6em; }\nh3,h4,h5,h6{ line-height:1.35; margin-bottom:1em; }\nh1{ font-size:24px; }\nh2{ font-size:20px; }\nh3{ font-size:18px; }\nh4{ font-size:16px; }\nh5{ font-size:14px; }\nh6{ font-size:12px; }\np,ul,ol,blockquote,dl,table{ margin:1.2em 0; }\nul,ol{ margin-left:2em; }\nul{ list-style:disc; }\nol{ list-style:decimal; }\nli,li p{ margin:10px 0;}\nimg{ max-width:100%;display:block;margin:0 auto 1em; }\nblockquote{ color:#B5B2B1; border-left:3px solid #aaa; padding:1em; }\nstrong,b{font-weight:bold;}\nem,i{font-style:italic;}\ntable{ width:100%;border-collapse:collapse;border-spacing:1px;margin:1em 0;font-size:.9em; }\nth,td{ padding:5px;text-align:left;border:1px solid #aaa; }\nth{ font-weight:bold;background:#5d5d5d; }\n.symbol-link{font-weight:bold;}\n/* header{ border-bottom:1px solid #494756; } */\n.title{ margin:0 0 8px;line-height:1.3;color:#ddd; }\n.meta {color:#5e5c6d;font-size:13px;margin:0 0 .5em; }\na{text-decoration:none; color:#2a4b87;}\n.meta .head { display: inline-block; overflow: hidden}\n.head .h-thumb { width: 30px; height: 30px; margin: 0; padding: 0; border-radius: 50%; float: left;}\n.head .h-content { margin: 0; padding: 0 0 0 9px; float: left;}\n.head .h-name {font-size: 13px; color: #eee; margin: 0;}\n.head .h-time {font-size: 11px; color: #7E829C; margin: 0;line-height: 11px;}\n.small {font-size: 12.5px; display: inline-block; transform: scale(0.9); -webkit-transform: scale(0.9); transform-origin: left; -webkit-transform-origin: left;}\n.smaller {font-size: 12.5px; display: inline-block; transform: scale(0.8); -webkit-transform: scale(0.8); transform-origin: left; -webkit-transform-origin: left;}\n.bt-text {font-size: 12px;margin: 1.5em 0 0 0}\n.bt-text p {margin: 0}\n</style>\n</head>\n<body>\n<div class=\"wrapper\">\n<header>\n<h2 class=\"title\">\nThe End of Tesla’s Dominance May Be Closer Than It Appears\n</h2>\n\n<h4 class=\"meta\">\n\n\n2021-03-24 17:50 GMT+8&nbsp;&nbsp;&nbsp;<a href=http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen><strong>Bloomberg</strong></a>\n\n\n</h4>\n\n</header>\n<article>\n<div>\n<p>Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is ...</p>\n\n<a href=\"http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen\">Web Link</a>\n\n</div>\n\n\n</article>\n</div>\n</body>\n</html>\n","type":0,"thumbnail":"","relate_stocks":{"TSLA":"特斯拉"},"source_url":"http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen","is_english":true,"share_image_url":"https://static.laohu8.com/e9f99090a1c2ed51c021029395664489","article_id":"1178385748","content_text":"Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is starting to look and sound an awful lot like Elon Musk.\nThe chief executive officer of Volkswagen AG kicked off a March 15 news conference modeled after Tesla Inc.’s “Battery Day”—Diess called his “Power Day”—by declaring that there’s only one way to quickly reduce emissions from transportation: Go electric. Skeptics could be forgiven for raising their eyebrows at that message, coming as it was from the same carmaker that spent years gaslighting the world about “clean diesel.” But VW is finally seeing the payoff from its five-year effort to create a standardized platform to underpin dozens of electric models. “Many in the industry questioned our approach,” Diess said during the two-hour infomercial he led from VW’s headquarters in the German city of Wolfsburg. “Today they are following suit, while we are reaping the fruit.”\nVW last year became the No. 1 electric-vehicle maker in Europe, where sales of battery-powered cars surged thanks to stricter carbon dioxide limits. After the introduction of the ID.3 hatchback in 2020, the ID.4 crossover—the first global model based on VW’s electric platform—is starting to reach showrooms from Shanghai to Chicago. This year, VW plans to deliver 1 million plug-in hybrid and fully electric vehicles, and Diess aims to surpass Tesla in EV sales no later than 2025. Some analysts predict it will happen much sooner.\n\nIn addition to staging splashy events, mixing it up on Twitter, and spewing shameless bombast, Diess has something else in common with Musk lately: a stock price headed into the stratosphere. Sure, Tesla’s sky-high valuation means Musk could afford to buy VW tomorrow if he so desired (he doesn’t), but VW’s common shares have jumped more than 80% this year. Musk has long said that he welcomes EV competition and that Tesla’s mission was to accelerate the advent of sustainable energy. He got what he wanted.\nEVs are shifting from what seemed like a one-man show to an extravaganza with an increasingly crowded stage. Although VW has as good a chance as anyone to share top billing with Tesla, what’s less clear is the rest of the cast.General Motors Co. CEO Mary Barra sent her stock price soaring in January when she said she wanted to phase out gas and diesel cars by 2035. Many Chinese manufacturers are rolling out budget EVs, and Hyundai Motor Co. is planning almost two dozen models.Renault SA had a surprise hit in Europe last year with its Zoe, a battery-powered hatchback. In the U.S., Ford Motor’s Mustang Mach-E is hitting showrooms, and Amazon.com-backed Rivian Automotive and Lucid Motors—a Tesla clone that’s on track to raise $4.4 billion in funding—are seeking to replicate Musk’s success.\nTesla has done to the auto industry what Netflix Inc. did to cable TV, speeding the shift away from internal combustion in much the same way easy access toBreaking Badand hundreds of other shows spurred consumers to take the scissors to their Comcast contracts. But just as Netflix now sees a growing challenge from parts of the old guard—think Walt Disney Co. and HBO—incumbent automakers are starting to emulate the upstart. (Of course, cable TV companies also face a threat from the likes of Amazon.com Inc., Apple Inc., and Google, which in this analogy are … Amazon, Apple, and Google.)\nEven though Disney+ was years behind Netflix, Disney’s service has been a runaway success with new fare such asThe Mandalorianoffered alongside its deep catalog of classics like Pinocchio,Toy Story, and Mulan. Similarly, Diess has won over investors by making the case that VW can exploit something Tesla doesn’t have much of yet: scale. With a dozen brands that fill every nook and cranny of the auto market—and sales last year of 9.3 million vehicles, compared with a half-million for Tesla—VW is uniquely positioned to pool resources and bear the cost of developing new technologies. By next year, VW will have 27 models based on its standardized platform. “Our transformation will be fast,” Diess said at his event, “bigger than anything the industry has seen in the past century.”\nLike Musk, Diess is going big on batteries and charging stations. By 2025, VW and its partners will have more than 35,000 public chargers around the world. And one element of its legal agreement with the U.S. and California over cheating on emissions tests was a pledge to spend $2 billion promoting plug-ins and building charging infrastructure. VW in 2017 set up an affiliate called Electrify America that now boasts the largest fast-charging network in the U.S. Diess is also planning a half-dozen battery factories in Europe, which Bloomberg NEF estimates will require an investment of almost $18 billion. The energy researcher says improvements in cell design, battery chemistry, and manufacturing put VW on track to cut the cost of batteries in half by as early as 2025. That could make its EVs cheaper than similarly equipped combustion cars.\nSome rivals insist VW’s headlong charge into electric cars is imprudent because they remain a sliver of global sales—roughly 3% of vehicles delivered worldwide last year.Toyota Motor Corp., which narrowly surpassed VW as the world’s largest automaker in 2020, has long argued hybrids are a more sensible intermediate solution. And BMW AG has embraced flexibility, building many of its models in various versions: gasoline-powered, hybrid, plug-in hybrid, and electric. “We think a one-propulsion strategy could be very dangerous,” CEO Oliver Zipse told Bloomberg Television on March 17. “The likelihood that 150, 160 markets in a very short period of time—and one decade is a very short period of time—will converge fully into one drivetrain is highly unlikely.”\nDiess has no plans to hit the brakes. Even as the first models from the current platform start to roll out, VW is furiously developing a separate set of standard components for electric vehicles from Audi, Porsche, and its other upscale brands. That premium platform promises speedier charging times, greater range, and faster acceleration than the first-generation models. By the middle of the decade, VW says it will have a single scalable system to underpin all its battery-powered cars—no matter the brand or segment—as it aims to sell 26 million of them in the next 10 years. “They’ve got confidence that they can catch up with Tesla,” says Michael Dean, an analyst at Bloomberg Intelligence, who expects VW to take the global EV crown by 2023. “Their foray into electrification is serious.”","news_type":1},"isVote":1,"likeStatus":false,"favoriteStatus":false,"reportStatus":false,"tweetType":1,"langContent":"EN"},{"id":351807184,"gmtCreate":1616580794248,"gmtModify":1634525098594,"author":{"id":"3559463359065359","authorId":"3559463359065359","authorIdStr":"3559463359065359","name":"ArkInvest","avatar":"https://static.tigerbbs.com/6dfcf7df27430673110d69ba1374e540","vip":1,"crmLevel":2,"crmLevelSwitch":0,"idStr":"3559463359065359"},"htmlText":"i still believe in cathie wood. autonomous taxi is a different level from car makers","listText":"i still believe in cathie wood. autonomous taxi is a different level from car makers","text":"i still believe in cathie wood. autonomous taxi is a different level from car makers","images":[],"top":1,"highlighted":1,"essential":1,"paper":1,"likeSize":0,"commentSize":0,"repostSize":0,"link":"https://laohu8.com/post/351807184","repostId":1178385748,"repostType":4,"repost":{"id":"1178385748","pubTimestamp":1616579432,"share":"https://www.laohu8.com/m/news/1178385748?lang=&edition=full","pubTime":"2021-03-24 17:50","market":"us","language":"en","title":"The End of Tesla’s Dominance May Be Closer Than It Appears","url":"https://stock-news.laohu8.com/highlight/detail?id=1178385748","media":"Bloomberg","summary":"Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a ","content":"<p>Elon Musk’s upstart still rules, but traditional automakers are catching up fast.</p>\n<p>He doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is starting to look and sound an awful lot like&nbsp;Elon Musk.</p>\n<p>The chief executive officer of&nbsp;Volkswagen AG&nbsp;kicked off a March 15 news conference modeled after&nbsp;Tesla Inc.’s “Battery Day”—Diess called his “Power Day”—by declaring that there’s only one way to quickly reduce emissions from transportation: Go electric. Skeptics could be forgiven for raising their eyebrows at that message, coming as it was from the same carmaker that spent years gaslighting the world about “clean diesel.” But VW is finally seeing the payoff from its&nbsp;five-year effort&nbsp;to create a standardized platform to underpin dozens of electric models. “Many in the industry questioned our approach,” Diess said during the two-hour infomercial he led from VW’s headquarters in the German city of Wolfsburg. “Today they are following suit, while we are reaping the fruit.”</p>\n<p>VW last year became the&nbsp;No. 1 electric-vehicle maker in Europe, where sales of battery-powered cars surged thanks to stricter carbon dioxide limits. After the introduction of the&nbsp;ID.3&nbsp;hatchback in 2020, the ID.4 crossover—the first global model based on VW’s electric platform—is starting to reach showrooms from Shanghai to Chicago. This year, VW plans to deliver 1 million plug-in hybrid and fully electric vehicles, and Diess aims to surpass Tesla in EV sales no later than 2025. Some analysts predict it will happen much sooner.</p>\n<p><img src=\"https://static.tigerbbs.com/f575bfbac7cb6073a2daaddcc86628dc\" tg-width=\"1251\" tg-height=\"610\"></p>\n<p>In addition to staging splashy events, mixing it up on Twitter, and spewing shameless bombast, Diess has something else in common with Musk lately: a&nbsp;stock price headed into the stratosphere. Sure, Tesla’s sky-high valuation means Musk could afford to buy VW tomorrow if he so desired (he doesn’t), but VW’s common shares have jumped more than 80% this year. Musk has long said that he welcomes EV competition and that Tesla’s mission was to accelerate the advent of sustainable energy. He got what he wanted.</p>\n<p>EVs are shifting from what seemed like a one-man show to an extravaganza with an increasingly crowded stage. Although VW has as good a chance as anyone to share top billing with Tesla, what’s less clear is the rest of the cast.General Motors Co.&nbsp;CEO Mary Barra sent her stock price soaring in January when she said she wanted to&nbsp;phase out gas and diesel cars by 2035. Many Chinese manufacturers are rolling out budget EVs, and&nbsp;Hyundai Motor Co.&nbsp;is planning almost two dozen models.Renault SA&nbsp;had a&nbsp;surprise hit&nbsp;in Europe last year with its Zoe, a battery-powered hatchback. In the U.S., Ford Motor’s Mustang Mach-E is hitting showrooms, and Amazon.com-backed Rivian Automotive and Lucid Motors—a Tesla clone that’s on track to raise $4.4 billion in funding—are seeking to replicate Musk’s success.</p>\n<p>Tesla has done to the auto industry what Netflix Inc. did to cable TV, speeding the shift away from internal combustion in much the same way easy access to<i>Breaking Bad</i>and hundreds of other shows spurred consumers to take the scissors to their Comcast contracts. But just as Netflix now sees a growing challenge from parts of the old guard—think Walt Disney Co. and HBO—incumbent automakers are starting to emulate the upstart. (Of course, cable TV companies also face a threat from the likes of Amazon.com Inc., Apple Inc., and Google, which in this analogy are … Amazon, Apple, and Google.)</p>\n<p>Even though Disney+ was years behind Netflix, Disney’s service has been a runaway success with new fare such as<i>The Mandalorian</i>offered alongside its deep catalog of classics like&nbsp;<i>Pinocchio</i>,<i>Toy Story</i>, and&nbsp;<i>Mulan</i>. Similarly, Diess has won over investors by making the case that VW can exploit something Tesla doesn’t have much of yet: scale. With a dozen brands that fill every nook and cranny of the auto market—and sales last year of 9.3 million vehicles, compared with a half-million for Tesla—VW is uniquely positioned to pool resources and bear the cost of developing new technologies. By next year, VW will have 27 models based on its standardized platform. “Our transformation will be fast,” Diess said at his event, “bigger than anything the industry has seen in the past century.”</p>\n<p>Like Musk, Diess is going big on batteries and charging stations. By 2025, VW and its partners will have more than 35,000&nbsp;public chargers around the world. And one element of its legal agreement with the U.S. and California over cheating on emissions tests was a pledge to spend $2 billion promoting plug-ins and building charging infrastructure. VW in 2017 set up an affiliate called Electrify America that now boasts the largest fast-charging network in the U.S. Diess is also planning a&nbsp;half-dozen battery factories&nbsp;in Europe, which Bloomberg&nbsp;NEF estimates will require an investment of almost $18 billion. The energy researcher says improvements in cell design, battery chemistry, and manufacturing put VW on track to cut the cost of batteries in half by as early as 2025. That could make its EVs cheaper than similarly equipped combustion cars.</p>\n<p>Some rivals insist VW’s&nbsp;headlong charge&nbsp;into electric cars is imprudent because they remain a sliver of global sales—roughly 3% of vehicles delivered worldwide last year.Toyota Motor Corp., which narrowly surpassed VW as the world’s largest automaker in 2020, has long argued hybrids are a more sensible intermediate solution. And&nbsp;BMW AG&nbsp;has embraced flexibility, building many of its models in various versions: gasoline-powered, hybrid, plug-in hybrid, and electric. “We think a one-propulsion strategy could be very dangerous,” CEO Oliver Zipse told&nbsp;Bloomberg Television&nbsp;on March 17. “The likelihood that 150, 160 markets in a very short period of time—and one decade is a very short period of time—will converge fully into one drivetrain is highly unlikely.”</p>\n<p>Diess has no plans to hit the brakes. Even as the first models from the current platform start to roll out, VW is furiously developing a separate set of standard components for electric vehicles from Audi, Porsche, and its other upscale brands. That premium platform promises speedier charging times, greater range, and faster acceleration than the first-generation models. By the middle of the decade, VW says it will have a single scalable system to underpin all its battery-powered cars—no matter the brand or segment—as it aims to sell 26 million of them in the next 10 years. “They’ve got confidence that they can catch up with Tesla,” says Michael Dean, an analyst at Bloomberg Intelligence, who expects VW to take the global EV crown by 2023. “Their foray into electrification is serious.”</p>","source":"lsy1584095487587","collect":0,"html":"<!DOCTYPE html>\n<html>\n<head>\n<meta http-equiv=\"Content-Type\" content=\"text/html; charset=utf-8\" />\n<meta name=\"viewport\" content=\"width=device-width,initial-scale=1.0,minimum-scale=1.0,maximum-scale=1.0,user-scalable=no\"/>\n<meta name=\"format-detection\" content=\"telephone=no,email=no,address=no\" />\n<title>The End of Tesla’s Dominance May Be Closer Than It Appears</title>\n<style type=\"text/css\">\na,abbr,acronym,address,applet,article,aside,audio,b,big,blockquote,body,canvas,caption,center,cite,code,dd,del,details,dfn,div,dl,dt,\nem,embed,fieldset,figcaption,figure,footer,form,h1,h2,h3,h4,h5,h6,header,hgroup,html,i,iframe,img,ins,kbd,label,legend,li,mark,menu,nav,\nobject,ol,output,p,pre,q,ruby,s,samp,section,small,span,strike,strong,sub,summary,sup,table,tbody,td,tfoot,th,thead,time,tr,tt,u,ul,var,video{ font:inherit;margin:0;padding:0;vertical-align:baseline;border:0 }\nbody{ font-size:16px; line-height:1.5; color:#999; background:transparent; }\n.wrapper{ overflow:hidden;word-break:break-all;padding:10px; }\nh1,h2{ font-weight:normal; line-height:1.35; margin-bottom:.6em; }\nh3,h4,h5,h6{ line-height:1.35; margin-bottom:1em; }\nh1{ font-size:24px; }\nh2{ font-size:20px; }\nh3{ font-size:18px; }\nh4{ font-size:16px; }\nh5{ font-size:14px; }\nh6{ font-size:12px; }\np,ul,ol,blockquote,dl,table{ margin:1.2em 0; }\nul,ol{ margin-left:2em; }\nul{ list-style:disc; }\nol{ list-style:decimal; }\nli,li p{ margin:10px 0;}\nimg{ max-width:100%;display:block;margin:0 auto 1em; }\nblockquote{ color:#B5B2B1; border-left:3px solid #aaa; padding:1em; }\nstrong,b{font-weight:bold;}\nem,i{font-style:italic;}\ntable{ width:100%;border-collapse:collapse;border-spacing:1px;margin:1em 0;font-size:.9em; }\nth,td{ padding:5px;text-align:left;border:1px solid #aaa; }\nth{ font-weight:bold;background:#5d5d5d; }\n.symbol-link{font-weight:bold;}\n/* header{ border-bottom:1px solid #494756; } */\n.title{ margin:0 0 8px;line-height:1.3;color:#ddd; }\n.meta {color:#5e5c6d;font-size:13px;margin:0 0 .5em; }\na{text-decoration:none; color:#2a4b87;}\n.meta .head { display: inline-block; overflow: hidden}\n.head .h-thumb { width: 30px; height: 30px; margin: 0; padding: 0; border-radius: 50%; float: left;}\n.head .h-content { margin: 0; padding: 0 0 0 9px; float: left;}\n.head .h-name {font-size: 13px; color: #eee; margin: 0;}\n.head .h-time {font-size: 11px; color: #7E829C; margin: 0;line-height: 11px;}\n.small {font-size: 12.5px; display: inline-block; transform: scale(0.9); -webkit-transform: scale(0.9); transform-origin: left; -webkit-transform-origin: left;}\n.smaller {font-size: 12.5px; display: inline-block; transform: scale(0.8); -webkit-transform: scale(0.8); transform-origin: left; -webkit-transform-origin: left;}\n.bt-text {font-size: 12px;margin: 1.5em 0 0 0}\n.bt-text p {margin: 0}\n</style>\n</head>\n<body>\n<div class=\"wrapper\">\n<header>\n<h2 class=\"title\">\nThe End of Tesla’s Dominance May Be Closer Than It Appears\n</h2>\n\n<h4 class=\"meta\">\n\n\n2021-03-24 17:50 GMT+8&nbsp;&nbsp;&nbsp;<a href=http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen><strong>Bloomberg</strong></a>\n\n\n</h4>\n\n</header>\n<article>\n<div>\n<p>Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is ...</p>\n\n<a href=\"http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen\">Web Link</a>\n\n</div>\n\n\n</article>\n</div>\n</body>\n</html>\n","type":0,"thumbnail":"","relate_stocks":{"TSLA":"特斯拉"},"source_url":"http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen","is_english":true,"share_image_url":"https://static.laohu8.com/e9f99090a1c2ed51c021029395664489","article_id":"1178385748","content_text":"Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is starting to look and sound an awful lot like Elon Musk.\nThe chief executive officer of Volkswagen AG kicked off a March 15 news conference modeled after Tesla Inc.’s “Battery Day”—Diess called his “Power Day”—by declaring that there’s only one way to quickly reduce emissions from transportation: Go electric. Skeptics could be forgiven for raising their eyebrows at that message, coming as it was from the same carmaker that spent years gaslighting the world about “clean diesel.” But VW is finally seeing the payoff from its five-year effort to create a standardized platform to underpin dozens of electric models. “Many in the industry questioned our approach,” Diess said during the two-hour infomercial he led from VW’s headquarters in the German city of Wolfsburg. “Today they are following suit, while we are reaping the fruit.”\nVW last year became the No. 1 electric-vehicle maker in Europe, where sales of battery-powered cars surged thanks to stricter carbon dioxide limits. After the introduction of the ID.3 hatchback in 2020, the ID.4 crossover—the first global model based on VW’s electric platform—is starting to reach showrooms from Shanghai to Chicago. This year, VW plans to deliver 1 million plug-in hybrid and fully electric vehicles, and Diess aims to surpass Tesla in EV sales no later than 2025. Some analysts predict it will happen much sooner.\n\nIn addition to staging splashy events, mixing it up on Twitter, and spewing shameless bombast, Diess has something else in common with Musk lately: a stock price headed into the stratosphere. Sure, Tesla’s sky-high valuation means Musk could afford to buy VW tomorrow if he so desired (he doesn’t), but VW’s common shares have jumped more than 80% this year. Musk has long said that he welcomes EV competition and that Tesla’s mission was to accelerate the advent of sustainable energy. He got what he wanted.\nEVs are shifting from what seemed like a one-man show to an extravaganza with an increasingly crowded stage. Although VW has as good a chance as anyone to share top billing with Tesla, what’s less clear is the rest of the cast.General Motors Co. CEO Mary Barra sent her stock price soaring in January when she said she wanted to phase out gas and diesel cars by 2035. Many Chinese manufacturers are rolling out budget EVs, and Hyundai Motor Co. is planning almost two dozen models.Renault SA had a surprise hit in Europe last year with its Zoe, a battery-powered hatchback. In the U.S., Ford Motor’s Mustang Mach-E is hitting showrooms, and Amazon.com-backed Rivian Automotive and Lucid Motors—a Tesla clone that’s on track to raise $4.4 billion in funding—are seeking to replicate Musk’s success.\nTesla has done to the auto industry what Netflix Inc. did to cable TV, speeding the shift away from internal combustion in much the same way easy access toBreaking Badand hundreds of other shows spurred consumers to take the scissors to their Comcast contracts. But just as Netflix now sees a growing challenge from parts of the old guard—think Walt Disney Co. and HBO—incumbent automakers are starting to emulate the upstart. (Of course, cable TV companies also face a threat from the likes of Amazon.com Inc., Apple Inc., and Google, which in this analogy are … Amazon, Apple, and Google.)\nEven though Disney+ was years behind Netflix, Disney’s service has been a runaway success with new fare such asThe Mandalorianoffered alongside its deep catalog of classics like Pinocchio,Toy Story, and Mulan. Similarly, Diess has won over investors by making the case that VW can exploit something Tesla doesn’t have much of yet: scale. With a dozen brands that fill every nook and cranny of the auto market—and sales last year of 9.3 million vehicles, compared with a half-million for Tesla—VW is uniquely positioned to pool resources and bear the cost of developing new technologies. By next year, VW will have 27 models based on its standardized platform. “Our transformation will be fast,” Diess said at his event, “bigger than anything the industry has seen in the past century.”\nLike Musk, Diess is going big on batteries and charging stations. By 2025, VW and its partners will have more than 35,000 public chargers around the world. And one element of its legal agreement with the U.S. and California over cheating on emissions tests was a pledge to spend $2 billion promoting plug-ins and building charging infrastructure. VW in 2017 set up an affiliate called Electrify America that now boasts the largest fast-charging network in the U.S. Diess is also planning a half-dozen battery factories in Europe, which Bloomberg NEF estimates will require an investment of almost $18 billion. The energy researcher says improvements in cell design, battery chemistry, and manufacturing put VW on track to cut the cost of batteries in half by as early as 2025. That could make its EVs cheaper than similarly equipped combustion cars.\nSome rivals insist VW’s headlong charge into electric cars is imprudent because they remain a sliver of global sales—roughly 3% of vehicles delivered worldwide last year.Toyota Motor Corp., which narrowly surpassed VW as the world’s largest automaker in 2020, has long argued hybrids are a more sensible intermediate solution. And BMW AG has embraced flexibility, building many of its models in various versions: gasoline-powered, hybrid, plug-in hybrid, and electric. “We think a one-propulsion strategy could be very dangerous,” CEO Oliver Zipse told Bloomberg Television on March 17. “The likelihood that 150, 160 markets in a very short period of time—and one decade is a very short period of time—will converge fully into one drivetrain is highly unlikely.”\nDiess has no plans to hit the brakes. Even as the first models from the current platform start to roll out, VW is furiously developing a separate set of standard components for electric vehicles from Audi, Porsche, and its other upscale brands. That premium platform promises speedier charging times, greater range, and faster acceleration than the first-generation models. By the middle of the decade, VW says it will have a single scalable system to underpin all its battery-powered cars—no matter the brand or segment—as it aims to sell 26 million of them in the next 10 years. “They’ve got confidence that they can catch up with Tesla,” says Michael Dean, an analyst at Bloomberg Intelligence, who expects VW to take the global EV crown by 2023. “Their foray into electrification is serious.”","news_type":1},"isVote":1,"likeStatus":false,"favoriteStatus":false,"reportStatus":false,"tweetType":1,"langContent":"EN"},{"id":351805410,"gmtCreate":1616580643830,"gmtModify":1634525099430,"author":{"id":"3553254172092293","authorId":"3553254172092293","authorIdStr":"3553254172092293","name":"DingDang","avatar":"https://static.tigerbbs.com/d2a0c38ce6f3c2661fa15b7d1f52eeaf","vip":1,"crmLevel":2,"crmLevelSwitch":0,"idStr":"3553254172092293"},"htmlText":"Try harder! Please like and comment!","listText":"Try harder! Please like and comment!","text":"Try harder! Please like and comment!","images":[],"top":1,"highlighted":1,"essential":1,"paper":1,"likeSize":2,"commentSize":1,"repostSize":0,"link":"https://laohu8.com/post/351805410","repostId":1178385748,"repostType":4,"repost":{"id":"1178385748","pubTimestamp":1616579432,"share":"https://www.laohu8.com/m/news/1178385748?lang=&edition=full","pubTime":"2021-03-24 17:50","market":"us","language":"en","title":"The End of Tesla’s Dominance May Be Closer Than It Appears","url":"https://stock-news.laohu8.com/highlight/detail?id=1178385748","media":"Bloomberg","summary":"Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a ","content":"<p>Elon Musk’s upstart still rules, but traditional automakers are catching up fast.</p>\n<p>He doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is starting to look and sound an awful lot like&nbsp;Elon Musk.</p>\n<p>The chief executive officer of&nbsp;Volkswagen AG&nbsp;kicked off a March 15 news conference modeled after&nbsp;Tesla Inc.’s “Battery Day”—Diess called his “Power Day”—by declaring that there’s only one way to quickly reduce emissions from transportation: Go electric. Skeptics could be forgiven for raising their eyebrows at that message, coming as it was from the same carmaker that spent years gaslighting the world about “clean diesel.” But VW is finally seeing the payoff from its&nbsp;five-year effort&nbsp;to create a standardized platform to underpin dozens of electric models. “Many in the industry questioned our approach,” Diess said during the two-hour infomercial he led from VW’s headquarters in the German city of Wolfsburg. “Today they are following suit, while we are reaping the fruit.”</p>\n<p>VW last year became the&nbsp;No. 1 electric-vehicle maker in Europe, where sales of battery-powered cars surged thanks to stricter carbon dioxide limits. After the introduction of the&nbsp;ID.3&nbsp;hatchback in 2020, the ID.4 crossover—the first global model based on VW’s electric platform—is starting to reach showrooms from Shanghai to Chicago. This year, VW plans to deliver 1 million plug-in hybrid and fully electric vehicles, and Diess aims to surpass Tesla in EV sales no later than 2025. Some analysts predict it will happen much sooner.</p>\n<p><img src=\"https://static.tigerbbs.com/f575bfbac7cb6073a2daaddcc86628dc\" tg-width=\"1251\" tg-height=\"610\"></p>\n<p>In addition to staging splashy events, mixing it up on Twitter, and spewing shameless bombast, Diess has something else in common with Musk lately: a&nbsp;stock price headed into the stratosphere. Sure, Tesla’s sky-high valuation means Musk could afford to buy VW tomorrow if he so desired (he doesn’t), but VW’s common shares have jumped more than 80% this year. Musk has long said that he welcomes EV competition and that Tesla’s mission was to accelerate the advent of sustainable energy. He got what he wanted.</p>\n<p>EVs are shifting from what seemed like a one-man show to an extravaganza with an increasingly crowded stage. Although VW has as good a chance as anyone to share top billing with Tesla, what’s less clear is the rest of the cast.General Motors Co.&nbsp;CEO Mary Barra sent her stock price soaring in January when she said she wanted to&nbsp;phase out gas and diesel cars by 2035. Many Chinese manufacturers are rolling out budget EVs, and&nbsp;Hyundai Motor Co.&nbsp;is planning almost two dozen models.Renault SA&nbsp;had a&nbsp;surprise hit&nbsp;in Europe last year with its Zoe, a battery-powered hatchback. In the U.S., Ford Motor’s Mustang Mach-E is hitting showrooms, and Amazon.com-backed Rivian Automotive and Lucid Motors—a Tesla clone that’s on track to raise $4.4 billion in funding—are seeking to replicate Musk’s success.</p>\n<p>Tesla has done to the auto industry what Netflix Inc. did to cable TV, speeding the shift away from internal combustion in much the same way easy access to<i>Breaking Bad</i>and hundreds of other shows spurred consumers to take the scissors to their Comcast contracts. But just as Netflix now sees a growing challenge from parts of the old guard—think Walt Disney Co. and HBO—incumbent automakers are starting to emulate the upstart. (Of course, cable TV companies also face a threat from the likes of Amazon.com Inc., Apple Inc., and Google, which in this analogy are … Amazon, Apple, and Google.)</p>\n<p>Even though Disney+ was years behind Netflix, Disney’s service has been a runaway success with new fare such as<i>The Mandalorian</i>offered alongside its deep catalog of classics like&nbsp;<i>Pinocchio</i>,<i>Toy Story</i>, and&nbsp;<i>Mulan</i>. Similarly, Diess has won over investors by making the case that VW can exploit something Tesla doesn’t have much of yet: scale. With a dozen brands that fill every nook and cranny of the auto market—and sales last year of 9.3 million vehicles, compared with a half-million for Tesla—VW is uniquely positioned to pool resources and bear the cost of developing new technologies. By next year, VW will have 27 models based on its standardized platform. “Our transformation will be fast,” Diess said at his event, “bigger than anything the industry has seen in the past century.”</p>\n<p>Like Musk, Diess is going big on batteries and charging stations. By 2025, VW and its partners will have more than 35,000&nbsp;public chargers around the world. And one element of its legal agreement with the U.S. and California over cheating on emissions tests was a pledge to spend $2 billion promoting plug-ins and building charging infrastructure. VW in 2017 set up an affiliate called Electrify America that now boasts the largest fast-charging network in the U.S. Diess is also planning a&nbsp;half-dozen battery factories&nbsp;in Europe, which Bloomberg&nbsp;NEF estimates will require an investment of almost $18 billion. The energy researcher says improvements in cell design, battery chemistry, and manufacturing put VW on track to cut the cost of batteries in half by as early as 2025. That could make its EVs cheaper than similarly equipped combustion cars.</p>\n<p>Some rivals insist VW’s&nbsp;headlong charge&nbsp;into electric cars is imprudent because they remain a sliver of global sales—roughly 3% of vehicles delivered worldwide last year.Toyota Motor Corp., which narrowly surpassed VW as the world’s largest automaker in 2020, has long argued hybrids are a more sensible intermediate solution. And&nbsp;BMW AG&nbsp;has embraced flexibility, building many of its models in various versions: gasoline-powered, hybrid, plug-in hybrid, and electric. “We think a one-propulsion strategy could be very dangerous,” CEO Oliver Zipse told&nbsp;Bloomberg Television&nbsp;on March 17. “The likelihood that 150, 160 markets in a very short period of time—and one decade is a very short period of time—will converge fully into one drivetrain is highly unlikely.”</p>\n<p>Diess has no plans to hit the brakes. Even as the first models from the current platform start to roll out, VW is furiously developing a separate set of standard components for electric vehicles from Audi, Porsche, and its other upscale brands. That premium platform promises speedier charging times, greater range, and faster acceleration than the first-generation models. By the middle of the decade, VW says it will have a single scalable system to underpin all its battery-powered cars—no matter the brand or segment—as it aims to sell 26 million of them in the next 10 years. “They’ve got confidence that they can catch up with Tesla,” says Michael Dean, an analyst at Bloomberg Intelligence, who expects VW to take the global EV crown by 2023. “Their foray into electrification is serious.”</p>","source":"lsy1584095487587","collect":0,"html":"<!DOCTYPE html>\n<html>\n<head>\n<meta http-equiv=\"Content-Type\" content=\"text/html; charset=utf-8\" />\n<meta name=\"viewport\" content=\"width=device-width,initial-scale=1.0,minimum-scale=1.0,maximum-scale=1.0,user-scalable=no\"/>\n<meta name=\"format-detection\" content=\"telephone=no,email=no,address=no\" />\n<title>The End of Tesla’s Dominance May Be Closer Than It Appears</title>\n<style type=\"text/css\">\na,abbr,acronym,address,applet,article,aside,audio,b,big,blockquote,body,canvas,caption,center,cite,code,dd,del,details,dfn,div,dl,dt,\nem,embed,fieldset,figcaption,figure,footer,form,h1,h2,h3,h4,h5,h6,header,hgroup,html,i,iframe,img,ins,kbd,label,legend,li,mark,menu,nav,\nobject,ol,output,p,pre,q,ruby,s,samp,section,small,span,strike,strong,sub,summary,sup,table,tbody,td,tfoot,th,thead,time,tr,tt,u,ul,var,video{ font:inherit;margin:0;padding:0;vertical-align:baseline;border:0 }\nbody{ font-size:16px; line-height:1.5; color:#999; background:transparent; }\n.wrapper{ overflow:hidden;word-break:break-all;padding:10px; }\nh1,h2{ font-weight:normal; line-height:1.35; margin-bottom:.6em; }\nh3,h4,h5,h6{ line-height:1.35; margin-bottom:1em; }\nh1{ font-size:24px; }\nh2{ font-size:20px; }\nh3{ font-size:18px; }\nh4{ font-size:16px; }\nh5{ font-size:14px; }\nh6{ font-size:12px; }\np,ul,ol,blockquote,dl,table{ margin:1.2em 0; }\nul,ol{ margin-left:2em; }\nul{ list-style:disc; }\nol{ list-style:decimal; }\nli,li p{ margin:10px 0;}\nimg{ max-width:100%;display:block;margin:0 auto 1em; }\nblockquote{ color:#B5B2B1; border-left:3px solid #aaa; padding:1em; }\nstrong,b{font-weight:bold;}\nem,i{font-style:italic;}\ntable{ width:100%;border-collapse:collapse;border-spacing:1px;margin:1em 0;font-size:.9em; }\nth,td{ padding:5px;text-align:left;border:1px solid #aaa; }\nth{ font-weight:bold;background:#5d5d5d; }\n.symbol-link{font-weight:bold;}\n/* header{ border-bottom:1px solid #494756; } */\n.title{ margin:0 0 8px;line-height:1.3;color:#ddd; }\n.meta {color:#5e5c6d;font-size:13px;margin:0 0 .5em; }\na{text-decoration:none; color:#2a4b87;}\n.meta .head { display: inline-block; overflow: hidden}\n.head .h-thumb { width: 30px; height: 30px; margin: 0; padding: 0; border-radius: 50%; float: left;}\n.head .h-content { margin: 0; padding: 0 0 0 9px; float: left;}\n.head .h-name {font-size: 13px; color: #eee; margin: 0;}\n.head .h-time {font-size: 11px; color: #7E829C; margin: 0;line-height: 11px;}\n.small {font-size: 12.5px; display: inline-block; transform: scale(0.9); -webkit-transform: scale(0.9); transform-origin: left; -webkit-transform-origin: left;}\n.smaller {font-size: 12.5px; display: inline-block; transform: scale(0.8); -webkit-transform: scale(0.8); transform-origin: left; -webkit-transform-origin: left;}\n.bt-text {font-size: 12px;margin: 1.5em 0 0 0}\n.bt-text p {margin: 0}\n</style>\n</head>\n<body>\n<div class=\"wrapper\">\n<header>\n<h2 class=\"title\">\nThe End of Tesla’s Dominance May Be Closer Than It Appears\n</h2>\n\n<h4 class=\"meta\">\n\n\n2021-03-24 17:50 GMT+8&nbsp;&nbsp;&nbsp;<a href=http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen><strong>Bloomberg</strong></a>\n\n\n</h4>\n\n</header>\n<article>\n<div>\n<p>Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is ...</p>\n\n<a href=\"http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen\">Web Link</a>\n\n</div>\n\n\n</article>\n</div>\n</body>\n</html>\n","type":0,"thumbnail":"","relate_stocks":{"TSLA":"特斯拉"},"source_url":"http://bloomberg.com/news/articles/2021-03-24/tesla-tsla-and-elon-musk-s-dominance-is-threatened-by-volkswagen","is_english":true,"share_image_url":"https://static.laohu8.com/e9f99090a1c2ed51c021029395664489","article_id":"1178385748","content_text":"Elon Musk’s upstart still rules, but traditional automakers are catching up fast.\nHe doesn’t date a synth-pop star, publicly puff on blunts, or profess to want to die on Mars, but Herbert Diess is starting to look and sound an awful lot like Elon Musk.\nThe chief executive officer of Volkswagen AG kicked off a March 15 news conference modeled after Tesla Inc.’s “Battery Day”—Diess called his “Power Day”—by declaring that there’s only one way to quickly reduce emissions from transportation: Go electric. Skeptics could be forgiven for raising their eyebrows at that message, coming as it was from the same carmaker that spent years gaslighting the world about “clean diesel.” But VW is finally seeing the payoff from its five-year effort to create a standardized platform to underpin dozens of electric models. “Many in the industry questioned our approach,” Diess said during the two-hour infomercial he led from VW’s headquarters in the German city of Wolfsburg. “Today they are following suit, while we are reaping the fruit.”\nVW last year became the No. 1 electric-vehicle maker in Europe, where sales of battery-powered cars surged thanks to stricter carbon dioxide limits. After the introduction of the ID.3 hatchback in 2020, the ID.4 crossover—the first global model based on VW’s electric platform—is starting to reach showrooms from Shanghai to Chicago. This year, VW plans to deliver 1 million plug-in hybrid and fully electric vehicles, and Diess aims to surpass Tesla in EV sales no later than 2025. Some analysts predict it will happen much sooner.\n\nIn addition to staging splashy events, mixing it up on Twitter, and spewing shameless bombast, Diess has something else in common with Musk lately: a stock price headed into the stratosphere. Sure, Tesla’s sky-high valuation means Musk could afford to buy VW tomorrow if he so desired (he doesn’t), but VW’s common shares have jumped more than 80% this year. Musk has long said that he welcomes EV competition and that Tesla’s mission was to accelerate the advent of sustainable energy. He got what he wanted.\nEVs are shifting from what seemed like a one-man show to an extravaganza with an increasingly crowded stage. Although VW has as good a chance as anyone to share top billing with Tesla, what’s less clear is the rest of the cast.General Motors Co. CEO Mary Barra sent her stock price soaring in January when she said she wanted to phase out gas and diesel cars by 2035. Many Chinese manufacturers are rolling out budget EVs, and Hyundai Motor Co. is planning almost two dozen models.Renault SA had a surprise hit in Europe last year with its Zoe, a battery-powered hatchback. In the U.S., Ford Motor’s Mustang Mach-E is hitting showrooms, and Amazon.com-backed Rivian Automotive and Lucid Motors—a Tesla clone that’s on track to raise $4.4 billion in funding—are seeking to replicate Musk’s success.\nTesla has done to the auto industry what Netflix Inc. did to cable TV, speeding the shift away from internal combustion in much the same way easy access toBreaking Badand hundreds of other shows spurred consumers to take the scissors to their Comcast contracts. But just as Netflix now sees a growing challenge from parts of the old guard—think Walt Disney Co. and HBO—incumbent automakers are starting to emulate the upstart. (Of course, cable TV companies also face a threat from the likes of Amazon.com Inc., Apple Inc., and Google, which in this analogy are … Amazon, Apple, and Google.)\nEven though Disney+ was years behind Netflix, Disney’s service has been a runaway success with new fare such asThe Mandalorianoffered alongside its deep catalog of classics like Pinocchio,Toy Story, and Mulan. Similarly, Diess has won over investors by making the case that VW can exploit something Tesla doesn’t have much of yet: scale. With a dozen brands that fill every nook and cranny of the auto market—and sales last year of 9.3 million vehicles, compared with a half-million for Tesla—VW is uniquely positioned to pool resources and bear the cost of developing new technologies. By next year, VW will have 27 models based on its standardized platform. “Our transformation will be fast,” Diess said at his event, “bigger than anything the industry has seen in the past century.”\nLike Musk, Diess is going big on batteries and charging stations. By 2025, VW and its partners will have more than 35,000 public chargers around the world. And one element of its legal agreement with the U.S. and California over cheating on emissions tests was a pledge to spend $2 billion promoting plug-ins and building charging infrastructure. VW in 2017 set up an affiliate called Electrify America that now boasts the largest fast-charging network in the U.S. Diess is also planning a half-dozen battery factories in Europe, which Bloomberg NEF estimates will require an investment of almost $18 billion. The energy researcher says improvements in cell design, battery chemistry, and manufacturing put VW on track to cut the cost of batteries in half by as early as 2025. That could make its EVs cheaper than similarly equipped combustion cars.\nSome rivals insist VW’s headlong charge into electric cars is imprudent because they remain a sliver of global sales—roughly 3% of vehicles delivered worldwide last year.Toyota Motor Corp., which narrowly surpassed VW as the world’s largest automaker in 2020, has long argued hybrids are a more sensible intermediate solution. And BMW AG has embraced flexibility, building many of its models in various versions: gasoline-powered, hybrid, plug-in hybrid, and electric. “We think a one-propulsion strategy could be very dangerous,” CEO Oliver Zipse told Bloomberg Television on March 17. “The likelihood that 150, 160 markets in a very short period of time—and one decade is a very short period of time—will converge fully into one drivetrain is highly unlikely.”\nDiess has no plans to hit the brakes. Even as the first models from the current platform start to roll out, VW is furiously developing a separate set of standard components for electric vehicles from Audi, Porsche, and its other upscale brands. That premium platform promises speedier charging times, greater range, and faster acceleration than the first-generation models. By the middle of the decade, VW says it will have a single scalable system to underpin all its battery-powered cars—no matter the brand or segment—as it aims to sell 26 million of them in the next 10 years. “They’ve got confidence that they can catch up with Tesla,” says Michael Dean, an analyst at Bloomberg Intelligence, who expects VW to take the global EV crown by 2023. “Their foray into electrification is serious.”","news_type":1},"isVote":1,"likeStatus":false,"favoriteStatus":false,"reportStatus":false,"tweetType":1,"comments":[{"id":3870581,"gmtCreate":1616581365638,"gmtModify":1635749918361,"authorId":3571627110799155,"author":{"id":3571627110799155,"authorId":3571627110799155,"name":"JJQ","avatar":"https://static.tigerbbs.com/a1583dfc728890d33cf4ad0811d5ce30","vip":1,"crmLevel":7,"crmLevelSwitch":0,"individualDisplayBadges":[]},"repliedAuthorId":0,"objectId":351805410,"type":1,"supId":0,"prevId":0,"content":"Done!","text":"Done!","html":"Done!"}],"langContent":"EN"}],"hasMoreComments":true,"newsSizeData":{"likeSize":37,"commentSize":34,"repostSize":0,"favoriteSize":0,"likeStatus":false,"favoriteStatus":false}}