The biggest unknown right now is the electronic component supply crisis. From the engine control to the navigation system and from the radio to the window regulator and even more with new networking technology, computer chips are everywhere. In the slump of 2020, many automakers cut orders too quickly. Semiconductor makers have reoriented themselves, for example towards entertainment electronics – their former buyers are now partly on dry land. The consequences of the shortage could drag on and some forecasts even assume several years.
Car buyers therefore often have to wait longer for the car they have ordered or do without additional equipment. When in doubt, existing chips are installed in high-profit luxury cars and electric cars to reduce CO2– Fulfill the requirements. Because demand exceeds supply, cars tend to get more expensive. All the more so as the prices of materials and raw materials have risen sharply, from steel and aluminum to plastic granules, including palladium and rhodium.
The future revolves around connectivity and services
It will be some time before the driverless car becomes part of everyday life, but it will shake up the whole industry. Automakers don’t just want to provide sheet metal for Google, Apple, Huawei and Co. services. When customers are everywhere online, the vehicle becomes an entertainment and communications device on wheels. Billions are pouring into the development of interfaces through which usage data, personal services and software updates are exchanged.
If you want to be mobile, you don’t necessarily have to own a car. You can also borrow it when you need it. So companies are testing many models – from pay-per-minute carsharing in major cities to car rental, driving and taxi services to short-term subscriptions and flexible rental. Climate protection as a central issue: training with a high CO content2Issues have little chance in the medium term. The European Commission wants to phase out the conventional combustion engine in Europe from 2035. Manufacturers are now expanding their range of battery-powered vehicles more quickly. But the charging network in Germany is thin, and in many EU countries it doesn’t even exist. And to benefit the climate, there would have to be a lot more CO2-Give produced electricity for free. In order to make traffic more climate-friendly, energy producers and municipalities are also called upon.
Another building block for this is closer networking with other modes of transport such as buses and trains, bicycles and electric scooters. This idea was a decisive reason why the IAA no longer appears as a pure car show, but as a mobility fair.
Will the new IAA format catch fire?
The classic PS exhibition with polished bodies in the exhibition halls was significantly reduced in Munich and moved to the outskirts. In the middle of the city, around the Marienplatz, the industry association VDA and Messe München are planning a mobility festival as organizers – with as much public participation as possible, discussions and opportunities for try out an autonomous electric or hydrogen car in the city for yourself. Bicycle manufacturers are also represented at this “IAA Mobility” from September 7 to 12, and environmentalists are invited to the forums.
It remains to be seen if the plan will work – especially during Corona times. Industry giants Toyota and Stellantis (Peugeot, Citroën, Opel, Fiat, Maserati, Jeep) are not included, for example. The noIAA alliance, supported by the Left, Attac, Verdi and Fridays for Future in Munich, has also already announced demonstrations: “The IAA wants to take public spaces from us? Not with us!
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