THE Luca de Meoits President and CEO THAT but also his Renault Group recently presented ACEA’s manifesto for the next five-year EU mandate.
In his speech, Mr de Meo urgently called for one holistic approach to the challenges of the automotive industrywhile underlining the importance of constructive dialogue with all public bodies stating that Europe and its automotive industry are now at a turning point and the next Parliament and the European Commission will play a central role.
One tsunami of challenges coming in the next few years. Many EU commitments have deadline in 2030 or even earlier: The Net-Zero Industrythe Critical Raw Materials Act, the ongoing PFAS (Persistent Harmful Chemicals) regulation, the CO2 standards for light vehicles while the regulation on large batteries and the General Security Regulation are just a few examples of multiple challenges.
Therefore, -said his powerful man Association of European Automotive Industries– it is important that all parties involved take time now to consider these commitments very carefully. It must become clear whether or not all the aforementioned are possible and at what cost? as it must be taken into account that the car industry only in Europe has invested at least 250 billion euros towards these axes-legislation.
“New” ACEA placement
Lately the ACEA has modified his positions as there is a belief that the Old Continent’s automotive industry is part of the solution. And the new roadmap is based on specific points. First, Europe it urgently needs to adopt a holistic approach regarding the challenges of the automotive industry.
Too often, Europe accumulates regulations that sometimes conflict with each other, for example, phasing out internal combustion engines (ICE) and then pushing a new regulation for the same engines in Euro 7 level. When there are eight new regulatory frameworks every year until 2030, on average, according to ACEA there is an error in reasoning. Therefore Europe a coherent industrial policy is needed something that is done successfully in competitive regions of the globe.
Another key idea of the new road map is that Europe it must ensure that it is competitive and that technological neutrality should be a guiding principle regarding the shaping the mobility of the future but also the preservation of jobs: the enemies are CO2pollution, noise, congestion, etc., not one technology or another.
And in the background Kei Cars
Another aspect of ACEA’s new roadmap is the adaptation of smart mobility solutions in the urban fabric. And it was there that Mr. De Meo made an “opening” in a form of mobility that, for at least a decade, has been forbidden fruit: the In cars.
“Just take it what the Japanese did with kei cars. These vehicles are the perfect example of the kind of things we should be able to do in Europe as well. In Japan it all started with financial support, of course, with leases cut by a third compared to IX cars, highway tolls cut by 20%, keeping city centers accessible to outlying residents, etc. But also support through intelligent design, since it was decided that all vehicles must prove that they have a parking space… except kei cars! I see no reason why Europeans should be condemned to be bad at playing this kind of collective, intelligent – and rewarding – game!”.
It is reminded that Kei Cars were born in Japan after World War II as an affordable solution to promote motoring in the Land of the Rising Sun. Today with a maximum length of 3.40 m and maximum engine capacity ta 660 cc (there are, of course, purely electric ones as well), enjoy a number of privileges (reduced taxes and tolls, no private parking is required to get a driving license in Japanese cities), which make them particularly popular in their homeland. At the moment there are over 30 million Kei-Cars on Japanese roadswith 90% of them being automatic.
THE export of Kei-Cars to Europe beyond… right-wing orientation, is prohibitedbecause none of the specific models it would not be able to catch the standards of the European legislation about the emissions and passive safety levels since there is a difference in the technical specifications of their structural parts.
Also, according to market executives, a very important brake is the very high cost of transporting them which significantly reduces the profit margin. If, however, there is an adjustment of the data, according to the words of Mr. De Meo it is not unlikely to start making midget cars in Europe by European manufacturers.
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