Pakko kommentoida muutaman pahvipään faktoina esittämiä asioita, joissa kerrotaan Audin voiton perustuvat Skodan osiin ja tyhmiin ostajiin. Menetys perustuu viisauteen, teknologiseen edelläkävijyyteen ja parhaaseen laatuun. Kannattaa miettiä mitä takaisinkutsut ja takuukorjaukset maksavat autotehtaille, esimerkkinä Mercedes, Volvo ja Jaguar näistä premiumeista.
FAKTAA TUOTANTOKUSTANNUKSISTA:
BMW:n ja Audin tuotantokustannukset ovat samalla tasolla, Mersun jopa 22% korkeammat.
(cost of producing a car at Mercedes now runs $2,400 to $3,000 higher on average than at luxury carmakers BMW and Audi. The gap represents 7% to 10% of total production costs on average. Mercedes insiders say the difference runs up to 22% on some models, such as the trouble-plagued E-Class.
TÄMÄ JOHTUU:
Audilla ja Bemarilla erittäin tehokkaat tuotantolinjat ja joustavat resurssointimallit. Audin tehtaat pyörivät lähes 100%:lla ja BMW:n 95%:lla. Mersulla 80% tasolla.
(While BMW's plants run at 95% of capacity, Mercedes' German factories operate at around 80%, say analysts. One reason is declining sales of the E-Class and C-Class models, both of which have suffered quality problems. Union contracts that make Mercedes workers' work rules less flexible than rivals' are also to blame for the relatively low output. At BMW, employees work less during periods of slow demand and then bank the unused hours, paying them back during peak periods, thus eliminating a lot of overtime pay. Mercedes recently instituted more flexible schedules and got union agreement to shuttle workers among plants, long a practice at BMW.
INNOVAATIOT, TESTAAMINEN & AUTON LAATU
Investoinnit vääriin paikkoihin ja komponenttien hyödyntäminen läpi tuoteportfolion ovat menestyksen avain.
Improving quality is also vital. The drive to lead in new technologies has resulted in cars packed with different electronic systems, which all must be integrated into a core system that functions harmoniously, a devilishly hard task. By contrast, Audi and BMW have sought to install common electronics backbones across many model lines. It also saves money by sharing more components among models. "Mercedes overinvested in the wrong things," says Stephen B. Cheetham, a London-based analyst at Sanford C. Bernstein & Co. (AC ) "The competition figured out you don't have to design an entirely new car to offer something new." Mercedes insists its cars use the same electronic architecture but admits that many components vary across the wide array of models.
Quality problems have sent warranty costs soaring. Zetsche's predecessor, Eckhard Cordes, slowed production lines to allow for additional testing, but that torpedoed productivity. The real fix lies in designing less complex cars and improving test procedures before a model launches.
MERSUKIN ON OPPINUT:
Thomas Weber, board member of R&D for Mercedes' parent company, Daimler, has revealed that it is Daimler's goal to get "commonality as high as possible". Speaking with Automotive News, Weber explained that component sharing is prolific throughout the carmaker’s manufacturing process, citing that the Mercedes E and C-Class already share a staggering 50% of components.
Other examples given by Weber include some unlikely suspects. According to the German engineer, the new Mercedes GLK SUV is “highly integrated with the C-Class” for both electronic and powertrain components and is even built on the same production line. Even the S-Class shares 5% of its components with the diminutive Smart ForTwo.
Eli Suomi24:n kirjoittajien logiikan mukaan uusi S-sarjan Mersun ostaja on tyhmä koska autossa on Smartin osia... juupajuu...
FAKTAA TUOTANTOKUSTANNUKSISTA:
BMW:n ja Audin tuotantokustannukset ovat samalla tasolla, Mersun jopa 22% korkeammat.
(cost of producing a car at Mercedes now runs $2,400 to $3,000 higher on average than at luxury carmakers BMW and Audi. The gap represents 7% to 10% of total production costs on average. Mercedes insiders say the difference runs up to 22% on some models, such as the trouble-plagued E-Class.
TÄMÄ JOHTUU:
Audilla ja Bemarilla erittäin tehokkaat tuotantolinjat ja joustavat resurssointimallit. Audin tehtaat pyörivät lähes 100%:lla ja BMW:n 95%:lla. Mersulla 80% tasolla.
(While BMW's plants run at 95% of capacity, Mercedes' German factories operate at around 80%, say analysts. One reason is declining sales of the E-Class and C-Class models, both of which have suffered quality problems. Union contracts that make Mercedes workers' work rules less flexible than rivals' are also to blame for the relatively low output. At BMW, employees work less during periods of slow demand and then bank the unused hours, paying them back during peak periods, thus eliminating a lot of overtime pay. Mercedes recently instituted more flexible schedules and got union agreement to shuttle workers among plants, long a practice at BMW.
INNOVAATIOT, TESTAAMINEN & AUTON LAATU
Investoinnit vääriin paikkoihin ja komponenttien hyödyntäminen läpi tuoteportfolion ovat menestyksen avain.
Improving quality is also vital. The drive to lead in new technologies has resulted in cars packed with different electronic systems, which all must be integrated into a core system that functions harmoniously, a devilishly hard task. By contrast, Audi and BMW have sought to install common electronics backbones across many model lines. It also saves money by sharing more components among models. "Mercedes overinvested in the wrong things," says Stephen B. Cheetham, a London-based analyst at Sanford C. Bernstein & Co. (AC ) "The competition figured out you don't have to design an entirely new car to offer something new." Mercedes insists its cars use the same electronic architecture but admits that many components vary across the wide array of models.
Quality problems have sent warranty costs soaring. Zetsche's predecessor, Eckhard Cordes, slowed production lines to allow for additional testing, but that torpedoed productivity. The real fix lies in designing less complex cars and improving test procedures before a model launches.
MERSUKIN ON OPPINUT:
Thomas Weber, board member of R&D for Mercedes' parent company, Daimler, has revealed that it is Daimler's goal to get "commonality as high as possible". Speaking with Automotive News, Weber explained that component sharing is prolific throughout the carmaker’s manufacturing process, citing that the Mercedes E and C-Class already share a staggering 50% of components.
Other examples given by Weber include some unlikely suspects. According to the German engineer, the new Mercedes GLK SUV is “highly integrated with the C-Class” for both electronic and powertrain components and is even built on the same production line. Even the S-Class shares 5% of its components with the diminutive Smart ForTwo.
Eli Suomi24:n kirjoittajien logiikan mukaan uusi S-sarjan Mersun ostaja on tyhmä koska autossa on Smartin osia... juupajuu...
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