HP computer systems weren’t at all times manufactured abroad. Founded in 1939, the corporate was initially fashioned in Palo Alto, California. Two American entrepreneurs — the eponymous Bill Hewlett and David Packard — initially began HP as an electronics-testing firm primarily based within the U.S. It would not be a few years earlier than HP grew to become related to computer systems.
When the PC revolution was sparked within the Eighties, Hewlett-Packard was on the forefront. The first HP private computer systems to hit the market had been manufactured within the United States. However, gross sales shortly expanded to overseas markets, and meeting crops had been promptly opened in China. The metropolis of Chongqing specifically boomed over the subsequent 40 years, as a number of manufacturing crops started the vast majority of meeting and manufacturing in Asian markets, in addition to the U.S.
HP computer systems offered in America and Europe are sometimes manufactured within the United States. HP computer systems offered in Asia are sometimes assembled and produced in China, with elements manufactured in India. That was largely true till an official assertion in September of 2023 introduced a brand new, various route for the PC large.
As reported by Nikkei, Hewlett-Packard is transferring a good portion of its manufacturing operations from China to amenities in Thailand, Mexico, and Vietnam. Thailand is the vacation spot for a proportion of HP’s shopper laptops, and Mexico would be the new supply of many productivity-first “commercial notebooks” — which means do not anticipate a gaming laptop like the latest OMEN to return from Mexico. However, in line with HP, Chongqing and the opposite Chinese hubs will not be forgotten, with the Chinese “laptop city” nonetheless producing the vast majority of HP computer systems for the Asian market.
While the corporate has been busy within the months since, its foremost duties to date have been doing trial runs and establishing a battery swapping system aimed toward enterprise purchasers, not particular person riders. That is, till now.
On December 25, 2023, Gachaco formally introduced plans to start providing a battery sharing service for particular person clients in Tokyo. Interested riders will not have lengthy to attend earlier than the plan is applied, both. It’s set to start out on January 9, 2024, which is lower than two weeks away as we write this.
Why This Could Be A Big Deal
At current, Gachaco swappable batteries are solely in use on sure Honda electrical two- and three-wheelers. This consists of the Benly e:, Gyro e:, Gyro Canopy e:, and the EM1 e:. Of these obtainable autos, solely the EM1 e: is out there for particular person clients to buy. The different three are strictly enterprise autos, used as fleet autos by supply riders.
However, one of many causes that Gachaco is a cooperative effort between Japan’s Big Four and Eneos is in order that the batteries can be utilized in a number of fashions from a number of producers. Although the EM1 e: scooter is alone within the discipline proper now, chances are high glorious that it will not keep that manner for lengthy.
Taking Batteries Out of the Purchase Equation Could Potentially Remove Barriers to Electric Motorbike Adoption by Riders
Gachaco’s announcement consists of particulars about each the brand new buy worth of the Honda EM1 e: scooter in Japan, in addition to obtainable battery subscription and pay-as-you-go providers for people.
By turning the battery right into a service and eradicating it from the general buy worth of the EM1 e:, the MSRP of the EM1 e: drops to simply 97,200 yen, tax and native Tokyo authorities subsidies included. At present conversion charges as of December 28, 2023, that is $689.
As for Gachaco’s battery subscription service, it is going to be obtainable at totally different ranges to go well with totally different buyer utilization patterns.
There’s a light-weight subscription plan that can price 1,078 yen (about $8) a month, together with tax. There’s additionally an ordinary subscription plan that can price 2,805 yen monthly together with tax (about $20 a month). Pay-as-you-go and pay-per-use choices are additionally obtainable at slightly below 200 yen per kilowatt hour (or simply below $1.50/kWh).
Making Standardized Swappable Batteries Available Could Solve Multiple Problems at Once
Most folks dwelling in 2023 have some expertise with batteries, even when they’re simply those in your distant, cellphone, or laptop computer. While it isn’t precisely the identical factor, acquainted experiences embody working out of energy immediately, having to attend to recharge, and maybe additionally coping with outdated batteries that do not maintain a full cost anymore.
Thinking about these points on the bigger, seemingly extra critical scale demanded by one thing you depend on for on a regular basis transportation may be unsettling. Plus, in case you reside in an condominium and you do not have a very good place to plug an EV in in a single day, that is an added barrier to adoption.
Swappable battery stations with subscription providers, the place you do not personal the battery and are merely swapping it out each time you want extra energy, could make life simpler in a number of methods. If you do not personal the battery, then you do not have to fret about what to do when it stops holding a cost. As lengthy as swap stations can be found in your space, a great deal of fear is totally taken off your shoulders.
Some folks would possibly grumble in regards to the thought of battery-as-a-service. But in case you’ve already been paying for gasoline or diesel all this time, I’m unsure what the true grievance is. That’s very true if an organization like Gachaco is just making wholesome batteries obtainable to clients and also will be responsibly recycling the spent ones.
Can We Expect to See Gachaco Expand Outside of Japan?
As of late December 2023, Gachaco has not formally made any statements about worldwide growth.
However, it is completely price noting that Honda has already launched the EM1 e:, which makes use of the identical swappable Honda Mobile Power Packs that Gachaco makes use of, in a number of markets exterior Japan. If you comply with worldwide electrical motorcycle adoption in any respect, it will not shock you to know that the EM1 e: has already been released in Europe and Indonesia, with plans for extra markets to come back.
Expansion of Gachaco or an identical battery swapping service to enrich the EM1 e:’s international growth looks as if a secure guess. It may not occur in all places, nevertheless it will not be a stunning improvement when it does happen.
Swappable battery scooter firms like Gogoro and Kymco Ionex have already been busy increasing their very own choices in a number of worldwide markets after first consolidating energy at house in Taiwan. Seeing Gachaco comply with, with its backing of a few of the heaviest hitters within the business, appears extremely doubtless.
Stellantis, formed by the merger of Fiat Chrysler Automobiles (FCA) and Peugeot Société Anonyme (PSA), was created to address the challenges faced by the global automotive industry. The group’s portfolio of brands put it in a strong position in Europe, North America, South America, and had the potential for growth in Asian markets.
As of January 2021, Stellantis was the fourth-largest automaker globally, with 6.2 million units sold in 2020. While its sales volume increased to nearly 6.5 million units in 2021, it dropped to 5.84 million units in the following year. With 14 brands under its umbrella, Stellantis had a direct competitor in the form of the Volkswagen Group.
The European Challenge
The competition between Stellantis and Volkswagen went beyond just volume; it also involved profitability. Both companies faced the challenge of transitioning from the internal combustion engine sector to the electric car sector without sacrificing profits. Though there were areas for improvement – Volkswagen with its software and Stellantis with more models – both companies managed to maintain their dominant positions in their respective markets.
However, a significant gap emerged in their most crucial market, Europe. According to data on new car registrations in 28 European countries, Stellantis was losing ground not only to newcomers like Tesla and Chinese brands but also to Volkswagen.
The Gap Widens
The gap between Stellantis and Volkswagen averaged 4.7 points between January 2021 and June 2022. However, since then, the gap has widened to 8.6 points and continues to grow. In July 2023, Volkswagen Group recorded its highest monthly market share in two years, surpassing Stellantis by 11.9 points. This is the largest gap between the two groups since Stellantis was founded and could potentially widen further in the coming months.
Stellantis Needs More Products
Both Stellantis and Volkswagen are striving to catch up in the electric car market. The demand for battery-powered cars is strongest in Germany, while most European consumers still prefer petrol-powered cars. Between January and July 2023, Volkswagen Group registered 244,000 new electric cars in Europe, leading the growth in this sector. Volkswagen’s market share in the Battery Electric Vehicle (BEV) segment increased from 21% in 2022 to 22.5% in 2023, a 58% volume increase.
On the other hand, Stellantis saw a modest 11% increase in BEV registrations, reaching a 13.2% share. Stellantis offers four SUVs out of its 24 electric models, while Volkswagen offers eight electric SUVs out of its 14 different electric models. In terms of petrol-powered cars, Volkswagen has a significant advantage with 54 models available, including 25 SUVs, compared to Stellantis’ 46 models, including 21 SUVs.
Will the gap between Stellantis and Volkswagen continue to grow? Or will Stellantis catch up by expanding its lineup of SUVs and fully electric vehicles?
In 1898, France was at the forefront of the emerging world of motoring. The Automobile Club de France (ACF) had been established in 1895, and within just three years, the number of cars on French roads had reached around 2000. With this growing popularity, co-founder Jules de Dion believed it was time to showcase these vehicles to the public.
It is worth noting that de Dion himself had achieved significant feats in the world of automobiles prior to this exhibition. In 1894, he won the world’s first car race in a car made by his own company. He also played a role in founding L’Aéro-Club de France, set up a newspaper that created the Tour de France, and even served as a Member of Parliament. His name is still commonly associated with the term “axle.”
The chosen location for the exhibition was Le Jardin des Tuileries, a central spot in Paris between La Place de la Concorde and the Louvre. A temporary roof was constructed to cover the displays. To ensure that only serious exhibitors participated, cars had to be demonstrably driven beforehand.
The Exposition Internationale d’Automobiles drew a crowd of approximately 140,000 people. They had the opportunity to marvel at 232 car models from 77 different manufacturers.
According to our report at the time, the exhibition provided strong evidence of the viability of the automobile industry. The display of various vehicle propulsion systems showcased the significant advancements anticipated in the near future. We noted, “Among them, there were many ingenious and interesting devices that might be turned to excellent account, although some were of indifferent merit or utterly impracticable.”
One of the prominent exhibitors was De Dion-Bouton, which showcased its motorised tricycles and cars, alongside a remarkable 20-seat steam-powered omnibus capable of producing an impressive 50bhp.
Another notable presence was Panhard et Levassor, which displayed 12 vehicles of different types. Our report mentioned the beautifully finished carriage work and luxurious upholstery, surpassing the standards typically associated with horse-drawn vehicles.
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