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Tesla stops accepting Bitcoin as cost for its vehicles.

Three months after Tesla announced it would accept the cryptocurrency Bitcoin as a means of payment, the electric car manufacturer abruptly reversed course.

In a message posted on Twitter on Wednesday, Elon Musk, Tesla’s chief executive officer, said Tesla had suspended accepting Bitcoin because of concerns about the energy consumption of computers crunching the calculations that back the currency.

“Cryptocurrency is a good idea on many levels and we believe it has a bright future, but it cannot result in high environmental costs,” wrote Musk. “We are concerned about the rapidly increasing use of fossil fuels for bitcoin mining and transactions, especially coal, which has the worst emissions of any fuel.”

Earlier this year, Tesla announced it had bought $ 1.5 billion worth of Bitcoin, and Mr Musk announced the company’s plan to accept the currency. Tesla later sold around $ 300 million of its Bitcoin holdings, revenue that replenished profits in the first quarter.

“Tesla will not sell bitcoin and we intend to use it for transactions once mining moves to more sustainable energy,” wrote Musk on Wednesday of the process by which new bitcoin is created.

According to Coindesk, the price of Bitcoin fell slightly after the announcement.

As cryptocurrencies lose value, the energy consumption of digital currencies is increasingly being scrutinized. Some estimates suggest that Bitcoin’s energy consumption affects more than the entire country of Argentina.

“Bitcoin uses more electricity per transaction than any other method known to man, so it’s not a great climate thing,” Bill Gates said in February.

Mr Musk also said Wednesday that Tesla is “researching” other cryptocurrencies that use a fraction of the energy used by Bitcoin. Mr Musk was a promoter of Dogecoin, a cryptocurrency that started out as a joke but exploded in value. On an appearance on Saturday Night Live last week, Mr. Musk described Dogecoin as “hectic.” Dogecoin fell nearly a third in price on the night of the show.

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Tesla double-charged some prospects for brand new automobiles

Christopher Lee and his 2021 Tesla Model Y.

Christopher T. Lee

Last week, after Southern California residents Tom Slattery, Christopher T. Lee and Clark Peterson paid for brand new Tesla electric cars, they told CNBC they were thrilled the company charged them twice and tens of thousands of dollars from their bank accounts charged without approval or warning, then give them a frustrating workaround when requesting refunds.

CNBC reviewed records, including automobile sales contracts, correspondence with Tesla, and bank statements to confirm their stories.

Two other customers, whose identities are known to CNBC but who chose to remain anonymous for privacy reasons, said they had also received double debit fees from Tesla, which put them in trouble. One of them is faced with overdraft fees and impending financing fees for credit card bills due at the end of the month.

The cost of a new Tesla is not trivial. For affected buyers surveyed by CNBC, amounts withdrawn from their accounts ranged from $ 37,000, the price of a 2021 Tesla Model 3 sedan, to $ 71,000, the price of a 2021 Tesla Model Y crossover SUV with premium options .

Tesla did not immediately respond to a request for comment for more information. CNBC asked the company how many customers were affected by the double fees, how such issues could affect quarter-end shipments (expected to be reported in early April), how quickly the company can refund owners, and which customers should do so during this period Situation do.

Dave Excell, founder of a financial crime prevention technology company called Featurespace, said double fees are a common problem in e-commerce and banking in general.

Without specifically addressing Tesla’s problems, he said that platforms that process ACH transactions can use what is known as deduplication features to prevent duplicate charges from occurring in error. At the same time, the systems they use must be flexible enough to allow for duplicate transactions that should be carried out – like a regular salary or a grandparent sending $ 50 to each of their grandchildren on the same day.

For consumers who see money withdrawn from accounts twice after ordering only once, Excell said, “The best thing is to come back to the merchant and let them know that an error has occurred. Ask them to cancel or refund the money. That should be the easiest way. ” Contacting a bank to ask them to reverse the transaction might work as well. However, this can take longer and requires the bank to coordinate with the merchants.

Here’s what happened to Tesla vehicle buyers.

rude awakening

Tesla Model 3

Source: Tesla

On March 24, the Slatterys were thrilled after a message from Tesla said the car they ordered in January could be delivered to their home using the company’s “contactless” delivery service in one to three days.

Tesla would drop the car in their apartment and Slattery could use the Tesla app as a digital key to access it for the first time. This was a slightly different process than the one he experienced buying a Model 3 from Tesla in 2019 – a car he says he still loves to drive after the first flaws were discovered and repaired.

The contactless delivery process is one that Tesla touted as safe and convenient during the Covid pandemic. All Slattery had to do was complete his order by uploading proof of insurance, Model Y driver’s licenses, and finally choosing a payment method.

With customers paying in advance and online, Tesla is now accepting Bitcoin or ACH direct debit payments. For convenience, with no other options, Slattery added his bank account and routing numbers and approved the transfer of funds.

When he checked his bank account the next morning, March 25, Tom Slattery woke up to find that his bank account was almost $ 53,000 more than expected – the amount he was willing to pay for a long-range four-wheel drive was. 2021 Tesla Model Y. It would be a second Tesla for his family.

Slattery says he spotted the duplicate immediately and jumped over to call Tesla and text him. He spent the day getting stonewalled. People either didn’t pick up the phone or had no definitive answers on a refund.

Slattery eventually drove to the Tesla Burbank, Calif., Retail and service center to speak to sales and delivery staff in person.

He says, “They told me to call my bank and have my bank cancel the fee. That was unacceptable. If you charge more than $ 50,000 and tell a customer to fix it themselves? I keep the pressure.” made.”

Five days later, Slattery is still waiting for a refund or a written commitment that it will be refunded by what date.

He will refuse to accept delivery of the new Model Y 2021, which was only displayed during the previously estimated delivery window after the refund was complete.

The stress comes at a terrible time for his family – they are looking for a new home in another state, and problems with funds could affect their ability to bid on a home or get a mortgage on time and at a desirable price, or evaluate.

Not the only ones

Slattery is hardly alone. He said a Tesla employee at the Burbank Store and Service Center said in front of him that hundreds of customers had the same double charge problem.

While he’s still on board with electric cars and has no plans to give up Tesla, Slattery says, “It’s hard to imagine sales and service getting worse. I had nearly $ 53,000 unauthorized stolen from my bank account. And.” nobody, nobody called me, emailed me, there is no sense of urgency to resolve this. ”

In the meantime, his bank told him it could take at least 10 days and possibly up to 45 days for a refund to end up being processed. And it would be faster to do things through Tesla.

Another Greater Los Angeles resident Clark Peterson told CNBC a similar story.

He was looking forward to finally accepting delivery of a Tesla Model Y, a car his family had wanted since the three-row version was teased last year, but which they couldn’t order from Tesla until January 2021.

After missing its originally estimated delivery windows in February, Tesla said last week that the Model Y 2021 could be dropped off at Peterson’s home via a contactless service program within one to three days. Tesla asked him to complete his payment, and he uploaded proof of insurance, driver’s licenses, and bank details for the direct debit on March 24.

On March 25, Tesla called and left a voicemail saying he wanted to go through the delivery schedule with Peterson. When they finally connected by phone, the delivery man said his vehicle could arrive between 9:00 a.m. and midnight on March 26, and mentioned in passing that Peterson’s account had been charged twice.

“He told me to call the bank and stop paying for it,” Peterson said. “I said the money left my account. I’m pretty familiar with how wire transfers work. When the money is gone, the money is gone! He insisted I call my bank. So I did. They confirmed.” like no, the money is now on Tesla’s report. We can’t do anything about it until we hear from them. “

Peterson says he loves owning a high-tech car that doesn’t use gasoline, is fast, and quiet. His children are excited about the idea of ​​having a Tesla. But he wonders why it was possible to pay $ 71,000 for a luxury vehicle in minutes but not be reimbursed the same day for a massive, faulty fee.

A customer service rep at his bank told him he wasn’t the only one who called to resolve this issue.

On social media, where Peterson searched for more information and sparked his frustration, someone asked if he just hit the buy button twice.

“This was not an operator error,” said Peterson. “And for a company with so many technological capabilities, it really raises questions when this happens to multiple people.”

Peterson was told by a customer service representative who called over the weekend that Tesla would issue him a refund within one to three business days. He asked her to send the details by email or text. A written record never arrived.

As of Monday afternoon, he was still waiting for his refund or written notice of it.

Live blogging of his Tesla problems

The new Tesla Model Y is presented. Tesla has expanded its model range to include an SUV based on the current Model 3.

Hannes Breustedt | Image Alliance | Getty Images

Another new Tesla customer, Christopher T. Lee, says the Model Y was his dream car, but he and his girlfriend have resorted to food from “broken college kids” while waiting for a refund.

Lee also produced a video sharing his troubles as a Tesla owner. While working in a different field, Lee is known as “Everyday Chris” on YouTube. He’s been making technical reviews and consumer instruction videos on his channel for about a year. He is now planning a series on Tesla adventures and possessions.

In a March 27 episode entitled “Did I just let TESLA cheat me ???!” Lee begins by saying, “Hey, it’s Chris! And I love Tesla, but in today’s video, I’m going to talk about how Tesla betrayed me.”

He shares how he saved for his “dream car,” the 2021 Tesla Model Y, and paid for the car with ACH using his route and verification information. Then he talks about feeling the “bad dream” when he saw that his bank account ran out the next day.

“I was only supposed to pay $ 56,578.63 for my Model 3. … You ended up charging me twice for the car.”

Unlike Slattery and Peterson, Tesla told Lee that there was no record of having been charged twice. Tesla kept telling him to call his bank even though he was paying through ACH, where money was instantly withdrawn.

The service center near him was finally able to send him an email address to someone in the finance department in Tesla’s Fremont, California office. He’s still waiting for double the fee to be refunded.

Lee told CNBC that he hopes his video can help other Tesla buyers avoid similar problems, or at least resolve them faster together. If he had to do it all over again, Lee says, he might have used a cashier’s check and paid in person instead of online.

Here is the full video:

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Business

electrical vehicles face rising battery lithium nickel cobalt prices

A GM employee poses with an example of the company’s next generation lithium metal batteries at the GM Chemical and Materials Systems Lab in Warren, Michigan on September 9, 2020.

Steve Fecht | General Motors | Handout | via Reuters

BEIJING – Growing demand for electric car batteries will drive up prices for key materials, Goldman Sachs analysts said in a March 18 release.

This, in turn, will increase battery prices by about 18%, which will affect the overall bottom line of electric car manufacturers, as the battery accounts for about 20% to 40% of vehicle costs, according to Goldman analysts.

While the report did not set specific price targets for the commodities, the analyst model forecast that a return to historical highs would more than double lithium costs for electric battery manufacturers. That of cobalt would also double, while the cost of nickel would increase by 60%.

A new type of battery

The limited availability of nickel, which is suitable for car batteries, could even accelerate the switch to a different type of battery called lithium iron phosphate (LFP), the report said. Tesla and the Chinese start-up Xpeng are among the automakers who are already using this type of battery, which uses no nickel or cobalt but stores relatively less energy.

If nickel prices hit their all-time high of $ 50,000 per tonne, it could add $ 1,250 to $ 1,500 per electric vehicle, which could hurt consumer demand for cars, analysts said.

Ultimately, the growth of the electric car industry and the demand for battery materials depends on how many vehicles people buy. The tipping point for consumers to switch from gas-powered vehicles to electric cars is generally expected when battery costs are down enough.

That shift could take place in the next decade. Goldman predicts that battery costs will fall below internal combustion engines in 2030.

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Business

Auctions of Vehicles, Watches and Furnishings Warmth Up

Rich people who bought too much used to be called collectors. Now they – and those who only belong to the target class – are all investors.

It’s not just that they’ve spent the last year getting involved in untested, start-up public companies that don’t yet need to produce products, let alone in profits. During the pandemic, it appears that every luxury acquisition has become a so-called alternative asset class.

Instead of stopping by each other to get reservations at the newest restaurants from Marcus Samuelsson and Jean-Georges Vongerichten, or waging bidding wars for apartments on 740 Park Avenue, they bid on each other at online auctions for jewelry, watches, furniture, sports tickets , Classic cars, limited edition Nikes and crypto art.

The bread lines got longer, the Birkin bags hotter.

A number of retailers hesitated to talk about the trend, stating that at a time of growing wealth inequality, they didn’t want to talk about near-sold-out $ 90,000 earrings.

John Demsey, the president of the Estée Lauder Companies executive group, raised these concerns despite admitting a primary quarantine pastime.

“I just go and watch porn,” he said. “I sell watches, I buy watches. It’s crazy. I have no reason to buy a watch right now. I’m at home at a computer all day. Time is staring me right in the face. What reason do I have to look at my wrist? But I want a tangible sign of something, so I look at watches. “And many other people too.

Rolex Day Dates, which sold for $ 30,000 in the secondary market in 2020, will now cost over $ 50,000 in some resale locations. The Nautilus 5980, a rose gold chronograph sports watch from Patek Philippe retailing at $ 85,000, is rarely available on 47th Street for less than $ 200,000.

According to Benjamin Clymer, editor of the watch website Hodinkee, one reason for the rising prices is that “Switzerland has closed, so there was demand while supply was dramatically reduced”.

But he also said, “The rich who used to spend money on travel don’t use it, so anything that can be collected is growing rapidly in value.”

These include cars, a hobby that began for Mr. Clymer in 2011 and began in 2015 when a multi-million dollar strategic investment in Hodinkee helped turn him from blogger to mogul.

In summer 2020, Mr. Clymer went looking for a 1973 Porsche 911 Carrera RS.

One had sold Bring a Trailer (or BaT as it is known) for $ 560,000 on the auction site just before the pandemic, but Mr. Clymer suspected it could be a buyer’s market. Maybe he could get it for less.

He found a beauty from a dealer who hadn’t listed the price on their website. It was in like new condition. Mr Clymer asked for an offer and nearly passed out when he heard the answer: $ 1.2 million.

“I said, ‘You’re crazy. ‘Less than a month later, it was sold. “

On Thanksgiving, auction houses sent out press releases almost every day to announce their record sales.

A pair of Conoid lounge chairs by famous woodworker George Nakashima, which cost around $ 10,000 in 2019, sold for $ 23,750 through Chicago auction house Wright in October 2020. A Mesa coffee table by TH Robsjohn Gibbings, a British architect whose name is little known outside of the furniture world, raised $ 237,500 in December. The total income from the sale was $ 2.5 million, roughly double what the house was on the same sale last year.

In February, a digital artwork of Donald Trump face down in the grass covered in words like “loser” sold for $ 6.6 million, a record for a non-fungible token, or NFT, so called because the buyer cannot take possession of any physical item.

Fittingly, the image was paid for in Ethereum, a form of cryptocurrency almost as well known among millennials as Bitcoin. Two weeks later, Christie’s sold another Beeple NFT, this time for $ 69 million.

The prices for the best vintage sports tickets reached Warhol levels. In January, a 1952 Mickey Mantle sold for $ 5.2 million on the PWCC Marketplace. In March, Goldin Auctions, a sports collectible, held its annual winter auction. “We grossed $ 45 million,” said Ken Goldin, founder and CEO. “Last year it was $ 4.7 million.”

One of Mr. Goldin’s regular customers is Clement Kwan, the former president of Yoox Net-a-Porter and founder of Beboe, an upscale line of cannabis vaporizers and edible lozenges that the New York Times referred to as “Hermès of Marijuana”.

“Since the pandemic started, my financial portfolio has grown 50 percent,” Kwan said from Miami last week. “My collectibles have increased by 200.”

Mr. Kwan’s stroke of luck came after learning in 2019 that a documentary about Michael Jordan would be released on Netflix the following summer. That led him to buy sets of Mr. Jordan’s rookie cards for around $ 30,000 each. He also got involved in Bleecker Trading, a bespoke sports memorabilia business in the West Village.

In May 2020, Mr. Kwan sold a Jordan Rookie card for nearly $ 100,000. By January, a particularly sought-after Jordan Rookie card was sold through Goldin for $ 738,000.

The renewed interest in Mr. Jordan extends to sneakers as well.

Last May, Ariana Peters, who owns the world’s most valuable sneaker collection with her sisters Dakota and Dresden Peters, had her biggest sale in five years: a pair of signed Air Jordans from 1985 that fetched $ 275,000.

In 2019, the sisters sold 572 pairs of sneakers at prices starting at $ 500, Ariana Peters said in an interview. In 2020 they sold 879.

Ms. Peters actually sounded a little surprised when she talked about all of this, perhaps because she and her sisters only got into the business because her father, a retired real estate developer named Douglas Roy Peters, bought so many pairs of sneakers that they got them They had run out of places.

Ms. Peters, who lives in South Florida, now houses the collection in a warehouse that has been modified to look like the Miami Heat basketball court.

Those who are not prepared to spend large sums of money on vintage collectibles join the action through recently established mutual funds.

Rally, an Android and iPhone app that sells shares from Rolex GMTs to dinosaur scraps, had 100,000 users at the start of the pandemic and monitored $ 12 million in inventory. Rob Petrozzo, its chief product officer and co-founder, said in an interview that the company now monitors $ 30 million worth of goods and has over 200,000 users. According to the company, the median age of a rally user is 28 years and most are male.

The way the app works, investors buy, sell, or trade their stocks as if they were stocks. New product launches are actually referred to as IPOs

“The equity and cryptocurrency space in recent years has produced really savvy investors who understand the dynamics of the market. This is a complement to their Coinbase and Robinhood accounts,” said Petrozzo.

One of Mr. Petrozzo’s “investors” is Nicholas Abouzeid, the 24-year-old Marketing Director at MainStreet, a 50-person company that helps startups find and claim tax credits and incentives from the government.

One recent afternoon, from the bedroom of his Woodbury, Connecticut home, Mr. Abouzeid was talking about Zoom. In his long-sleeved white T-shirt and wooden-framed glasses, he looked like any number of young white men he could work for, Mark Zuckerberg or Josh Kushner. Behind him were shelves of memorabilia – super-plastic toys, sealed 90s Nintendo games, and collectable Nike Sacai Waffle sneakers.

On the actual stock market, Mr. Abouzeid did what he called “more than what someone should make in a year” last year by buying and selling positions in high-growth tech companies like Slack, Stitch Fix, Shopify and Fastly. “I’m in and out all the time,” he said.

He extracted much of his profits and put them into Pokémon collectibles.

On one level, it arose out of his nostalgia for the game he started playing in sixth grade. Second, it is “an alternative asset class and a way to diversify,” as he put it.

His Holy Grail item is a first edition of the “Booster Box” with Pokémon cards.

When it was released in 1999, the set was priced at $ 110. In January, Heritage Auctions in Dallas sold one for $ 408,000.

Mr. Abouzeid doesn’t have that type of money, but when he went public on Valley Road in June 2020, he bought 125 “shares” of one at a price of $ 25 each.

They are now worth $ 120 each, which brings him around $ 13,500 in profit (that’s at least 300 percent more than he made from his Slack inventory).

Jackson Moses, a colleague of Mr. Abouzeid at MainStreet, invests in biotech stocks and vintage whiskey. But Johnson & Johnson and Jack Daniel don’t interest him.

His Merrill Lynch account includes stocks in companies such as Sarepta Therapeutics, a manufacturer of precision genetic medicines used to treat rare diseases of the neuromuscular and central nervous system. His fridge is filled with rare vintage kacho fugetsu.

“When my parents saw them in my apartment, they were very worried,” he said. “They said, ‘Is there something we need to talk about?’ But I don’t even open it. “

Earlier this month, as rising interest rates cornered soaring tech stocks, Kacho Fugetsu delivered what Mr. Moses called “the perfect hedge.”

Of course, he is well aware that the rise of his whiskey collection could also come to an end, but that has at least one advantage. “Then I’ll finally have an excuse to drink it,” he said.

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Tesla automobiles restricted amongst army personnel in China — report

A Model Y vehicle on display at a Tesla flagship store in Shanghai, China on Jan. 4, 2021.

Gao Yuwen | Visual China Group | Getty Images

Citing national security concerns, China is restricting the use of Tesla’s electric vehicles by some government and military workers, according to a report in the Wall Street Journal on Friday. A separate report from Bloomberg said the cars were banned in certain areas.

Tesla’s shares fell more than 4.4% at one point Friday morning.

It came after the country conducted a vehicle security check which reportedly found that Tesla’s sensors were able to record images of their surrounding locations. The journal quoted people familiar with the matter, adding that Tesla could get important data, such as when and where the cars are being used. According to the report, more personal information, such as a cell phone’s contact list, could also be captured when it is connected to the car.

China is ultimately concerned the information could be sent back to the US, according to the Journal article.

The Chinese Ministry of Defense did not immediately respond to a request for comment.

Tesla’s automated driving functions such as Navigate on Autopilot are based more on cameras than on the systems of competitors. Elon Musk, CEO of Tesla, dismissed lidar (light distance and detection sensors) as too expensive and unnecessary for autonomous systems.

According to analysis by JL Warren Capital, Tesla’s Model 3 and Model Y in China captured approximately 13% of the electric vehicle market share in China in the first two months of 2021.

Tesla faces increasing competition in China, even when it comes to features like Navigate on Autopilot. JL Warren founder and CEO Junheng Li said Xpeng (XPEV) is the first Chinese automaker to use Nvidia hardware to develop advanced driver assistance software in-house. The system is considered equivalent in the country, ahead of equivalent products from Nio and Tesla.

On Thursday, SAIC Motor, China’s largest automaker, announced plans to develop automated propulsion systems using lidar sensors and software from Luminar Technologies

Tesla’s sales in China more than doubled last year to $ 6.66 billion, 21% of the total of $ 31.54 billion. In 2019, Tesla had sales of $ 2.98 billion in China, which is only 12% of its total sales of $ 24.58 billion.

Tesla didn’t immediately respond to a request for comment.

Read the full Wall Street Journal report here.

CNBC’s Lora Kolodny contributed to this report.

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Why Japan Is Holding Again because the World Rushes Towards Electrical Automobiles

TOKYO – Just over a decade ago, Nissan was the first automaker to offer a production car that ran on batteries only. The hatchback, the Leaf, was a huge success, at least for electric cars. More than 500,000 copies had been sold by the end of last year.

But as the road that Nissan has taken becomes ever denser, Japan’s powerful auto industry is at risk of being left behind. As governments and automakers around the world make bold pledges to transition to all-electric vehicles, Japanese automakers and regulators are hedging their bets.

Japan dominates the global market for the current generation of climate-friendly vehicles – gasoline-electric hybrids – and hopes to capitalize on its huge investment in technology for as long as possible. However, with this short-term focus, there is a risk that the country’s most important industry will miss a transformative moment, said Masato Inoue, the lead designer of the original sheet.

“When it comes to disruptions, there is always fear,” said Inoue, who retired from Nissan in 2014. But, ready or not, he added, “a big wave of electric vehicles is really coming.”

Right now it’s just a wave. Electric cars account for less than 3 percent of global sales. Many buyers shy away from higher costs, limited range and long loading times. With the exception of a few luxury models, it is not easy to make a profit from the cars.

Still, the race for an all-electric future, long spearheaded by Tesla, has accelerated and broadened this year. In January, General Motors became the first major automaker to declare that it would eliminate all tailpipe emissions from its cars by 2035. Last week, Volvo promised to outperform its bigger competitors by promising to be all electric by 2030.

Alongside traditional automakers, startups like the Chinese company Nio and titans from other industries like Apple are looking for parts of the burgeoning market.

Automakers in the US, China, Europe and South Korea are already sprinting past their Japanese competitors. Toyota didn’t bring its first battery electric vehicle to the consumer market until early 2020, and then only in China. Honda relies on GM to manufacture electric vehicles for the US market.

Last year, Japanese automobiles made up less than 5 percent of battery electric vehicles sold worldwide, according to EV-volumes.com, a company that analyzes the electric car market. That proportion was largely due to the Leaf’s continued popularity: the automobile accounted for nearly 65 percent of all Japanese battery electric vehicles sold.

The electric vehicle rush has been fueled in part by plans in China, European countries and elsewhere to either require higher sales of electric cars or ban gasoline-burning vehicles in the coming years. Scientists say the transition from gas-powered vehicles is critical to tackling climate change and reducing smog.

Those moves have created a huge potential market for all-electric vehicles that investors clearly see as the cars of tomorrow: Tesla is more valuable than the next six automakers combined, despite only having a tiny fraction of their sales.

In Japan, however, automakers and the government are questioning some of the basic assumptions that power the electric train. They are skeptical – at least in the short to medium term – of the potential profitability and environmental superiority of electric cars.

In December, Japan announced that it would stop selling new gas-only cars by 2035. However, the government continues to view hybrids as an important technology and does not intend to follow the lead of places like the UK and California who plan to ban them. A Commerce Department official said in a recent interview. Japanese regulators announce that they will release details this year.

The opposition to the elimination of hybrids has found its strongest voice in Akio Toyoda, chairman of the Japan Automobile Manufacturers Association and president of Toyota, the world leader in hybrid car sales.

The company sets the tone for the entire Japanese auto industry. The company owns Daihatsu and in recent years has partnered with three smaller automakers – Subaru, Suzuki and Mazda – a group that makes more than half of all Japanese cars to develop electric vehicles, including hybrids. It has also heavily promoted cars that run on clean-burning hydrogen, a technology that has not yet caught on in Japan or elsewhere.

During a press conference in December in his capacity as head of the automobile association, Toyoda derided the idea of ​​replacing Japan’s hybrids with all-electric vehicles and accused the Japanese media of increasing their economic and environmental viability.

Electric cars, Toyoda emphasized, are only as clean as the electricity that drives them and the factories in which they are built. Japan, Toyota’s second largest market, plans to become carbon neutral by 2050. However, as long as it continues to rely on fossil fuels to generate electricity, the environmental benefits of vehicles will remain a mirage.

Japanese automakers are “hanging on their fingernails,” he added, and if Japan mandates a move to all-electric vehicles, which have fewer components and are easier to manufacture, it could cost millions of jobs and destroy an entire ecosystem of auto parts suppliers.

According to a report from market research company IDTechEx, sales of gasoline-electric hybrids are expected to continue to grow through 2027. It is understandable, therefore, that Japanese companies – and regulators – want to try to recoup the country’s huge investments in hybrid technology and wait to see how consumer preferences and foreign regulatory systems develop, said James Edmondson, an analyst for the company.

“For manufacturers like Toyota and Nissan, the hybrids are so productive that there is a good business model for them. It is therefore in the government’s interest to keep pushing for them,” he said.

Kota Yuzawa, an auto industry analyst at Goldman Sachs, said it wasn’t about whether Japan’s automakers could make the transition. They have world-class technology and invest significant resources in developing more of it. “But they’re waiting for the timing to be right,” he said.

“The biggest questions are: Can you make a mass market vehicle? Can you break even? ” he added.

The answer is yes, said Mr Inoue, the leaf designer who now splits his time between running a consulting firm and teaching sustainable mobility design at IAAD, a design institute in Italy.

The transition from building hybrids to building all-electric vehicles is not easy, however. The two types of cars cannot be inexpensively manufactured on the same platforms, Inoue said. “If a lot of companies don’t change now, the efficient production of electric vehicles will be quite difficult in the future.”

With a history of mass producing electric vehicles, Nissan is arguably the best positioned Japanese automaker to compete in the zero-emission car market. But the company says it has lost its lead and is now trying to catch up.

Last summer it announced its most ambitious battery-electric vehicle since the Leaf, an SUV called the Ariya. And in January, the company said it would be carbon neutral by 2050, a decision that reflected a new change in national policy late last year.

But like the other Japanese automakers, it is moving cautiously.

“For Nissan’s key markets, every brand new vehicle offering will be electrified in the early 2030s,” the company’s chief sustainability officer Joji Tagawa said in an email. “In other markets, however, we will gradually switch to electrified vehicles.”

In the meantime, the company will be heavily promoting its newer hybrid technology it calls e-Power: essentially an electric motor powered by a gas generator.

In Japan, the government’s lack of enthusiasm for zero-emission cars is likely to put automakers at a serious disadvantage, said Kazuo Yajima, a former chief engineer at Leaf who now runs Blue Sky Technology, a company that develops micro-electric vehicles.

China and the European Union have lost the hybrid technology race, Yajima said. Hence, their governments have made a strategic decision to invest in the development of electric cars, including key technologies such as batteries.

Japanese automakers’ reluctance to take the plunge to all-electric vehicles could lead them to suffer the same fate as the country’s consumer electronics companies, which have largely become irrelevant for not staying ahead of market trends, according to Yajima.

Mr. Inoue agrees. The automotive sector is “the final battlefield” for Japanese industry, he said.

“Now Japan is winning,” he said, “but I think if we lose the opportunity to switch to electric vehicles in 10 years, we may lose.”

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Xpeng predicts it’ll ship fewer electrical vehicles than Nio

Xpeng CEO He Xiaopeng stands next to the company’s P7 electric sedan speaking to the media at the 2020 Beijing Auto Show.

Evelyn Cheng | CNBC

BEIJING – Chinese electric car maker Xpeng predicts that it will deliver far fewer cars in the first three months of the year than competing start-up Nio.

Xpeng, which is listed on the New York Stock Exchange, announced overnight that it is expected to deliver around 12,500 vehicles in the first quarter. That implies deliveries of 4,250 cars for March, based on January’s 6,015, down to 2,223 in February.

Even with the weeklong New Year holidays in mid-February, these numbers lag behind Nio’s.

Last week, Nio forecast deliveries of 20,000-25,000 vehicles in the first quarter, implying deliveries of at least 7,197 cars in March. The company currently only ships SUVs and sells them in a higher price range than Xpeng’s cars.

While Nio plans to deliver a sedan to customers early next year, Xpeng launched its P7 sedan last year, which accounts for a growing proportion of deliveries compared to its G3 SUV. Xpeng plans to bring out another sedan later this year.

Li Auto, another US-listed Chinese electric car company, issued the lowest forecast of the three startups with 10,500 to 11,500 deliveries for the first quarter.

Despite the attention of startups like Nio and Xpeng, older automakers Tesla and BYD are already selling electric cars on a far larger scale in China. In January alone, Tesla sold more than 14,500 China-made Model 3s and BYD more than 7,200 of its Han model, according to the China Passenger Car Association released on Tuesday.

After rising in 2020, the stocks of US-listed electric car companies have fallen in the past two months due to the volatile start of the year in the US stock market.

  • Xpeng’s shares fell nearly 4% overnight and are down more than 35% year-to-date.
  • Nio fell 7.6% overnight and is down more than 25% since the start of the year.
  • Li Auto shares fell 5% earlier in the week and fell 26% year-to-date.
  • Tesla shares fell more than 5% on Monday and fell 20% year-to-date.

Autonomous driving software

As Nio, Tesla, and other automakers race to develop self-driving technologies, Xpeng started rolling out its autonomous driving software to some premium P7 sedan customers this year. With this technology, users can automate tasks such as changing lanes and entering and exiting highways.

Around a fifth of the more than 20,100 P7 sedans that were delivered from February onwards have activated the latest self-driving software, the management announced in a call for profits.

Xpeng reported that total revenue increased 43% from the third quarter to 2.85 billion yuan ($ 437 million) in the fourth quarter. The company expects first quarter sales to decrease slightly to 2.6 billion yuan.

Net losses decreased to 787.4 million yuan in the last three months of the year from 1.15 billion yuan in the previous quarter.

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Business

Volvo Plans to Promote Solely Electrical Automobiles by 2030

Volvo Cars announced that it will switch its entire product range to battery power by 2030 and retire vehicles with internal combustion engines faster than other automakers such as General Motors.

Sweden-based Volvo and owned by Geely Holding of China has prevailed over larger competitors in switching to electric power. In 2019, all models sold were either hybrids or run on batteries only.

By 2030, Volvo said in a statement on Tuesday, it will “phase out every car in its global portfolio with an internal combustion engine, including hybrids.”

While hybrids are more fuel efficient than traditional vehicles, they may not be much better for urban climate or air quality if drivers don’t use the electrical capabilities.

GM’s promise to sell only zero-emission vehicles, which it made in January, won’t take effect until 2035.

Volvo admitted to responding in part to pressure from governments, many of which have announced internal combustion engine bans in the coming years.

The company said its decision was based on the expectation that legislation and rapid expansion of accessible high-quality charging infrastructure will accelerate consumer adoption of all-electric cars.

In another break with industrial practice, Volvo’s electric models are sold exclusively online, bypassing dealerships.

“Instead of investing in a shrinking business, we are investing in the future – electric and online,” said Hakan Samuelsson, Volvo’s general manager, in a statement.

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Business

The Metropolis The place Automobiles Are Not Welcome

HEIDELBERG, Germany – Eckart Würzner, Mayor looking to make his city emission-free, is not particularly impressed with the promises made by General Motors, Ford and other major automakers to renounce fossil fuels.

Not that Mr Würzner, the mayor of Heidelberg, is against electric cars. The postcard-perfect city in southern Germany offers residents who buy a battery-powered vehicle a bonus of up to 1,000 euros. You will receive an additional € 1,000 if you install a charging station.

However, electric cars are at the bottom of the list of tools Mr. Würzner is using to try to reduce Heidelberg’s impact on the climate. This has given the city the home of Germany’s oldest university and an 800 year old castle ruin, a reputation as a pioneer in environmentally conscious urban planning.

Mr Würzner’s goal is to reduce dependence on cars, regardless of where they get their juice from. Heidelberg is buying a fleet of hydrogen-powered buses, building a network of bicycle highways to the suburbs, and designing neighborhoods to discourage all vehicles and encourage walking. Residents who give up their car can use public transport free of charge for one year.

“If you need a car, use car sharing,” said Würzner in an interview in the Heidelberg town hall in the Baroque style, which was almost deserted due to the pandemic. “If you cannot use car sharing because you live too far outside and there is no mass transport, then use the car, only to the train station and not to the city center.”

Heidelberg is at the forefront of a movement that is probably strongest in Europe but has a presence in numerous communities around the world, including American cities like Austin, Texas and Portland, Ore. The pandemic has given many citizens a taste of what is dense, crowded urban areas would be like without so much traffic, and they like it.

Vows by automakers including GM, Ford Motor, and Jaguar Land Rover to forego fossil fuel abstinence last month are a tacit admission that if they don’t radically clean up their actions, they won’t be welcome in cities at all. Even then, the tide of history could be against them as city planners try to free space that is now occupied by vehicles.

Dozens of cities in Europe, including Rome, London and Paris, plan to limit downtown traffic to zero-emission vehicles over the next decade. Some, like Stockholm and Stuttgart, the German home of Mercedes-Benz, are already banning older diesel vehicles.

National governments are increasing the pressure. Ireland, the Netherlands, Sweden and Slovenia say they will ban the sale of internal combustion cars after 2030. The UK and Denmark say they will do so in 2035, only allowing hybrids after 2030, and Spain and France in 2040.

Such letters of intent “are sure to drive vehicle manufacturers forward,” said Sandra Wappelhorst, a senior researcher at the International Council for Clean Traffic in Berlin who is pursuing plans by companies and governments to phase out internal combustion.

Heidelberg, a city with 160,000 inhabitants on the Neckar, which this month threatened to flood its banks after unusually heavy rainfall, gives an insight into the appearance of a future car-light city.

Heidelberg is one of only six cities in Europe that are categorized as “innovators” by C40 Cities, an organization that promotes climate-friendly urban policy and chaired by Michael Bloomberg, the former mayor of New York. (The others are Oslo, Copenhagen, Venice, and Amsterdam and Rotterdam in the Netherlands.)

Actions taken by the city to make cars irrelevant include building bridges that would allow cyclists to bypass congested areas or cross the Neckar without competing with motor vehicles for road space.

Buildings are also important. The city has reduced the energy use of schools and other urban buildings by 50 percent over the past decade, which is no small feat considering many of the buildings are hundreds of years old.

Battery-powered vehicles don’t pollute the air, but they take up just as much space as gasoline models. Mr Würzner complains that Heidelberg still suffers from traffic jams, even though only about 20 percent of the population use their cars. The rest go for a walk, ride a bike or take the electric buses that drive through the narrow, cobbled streets of the old town.

“Commuters are the main problem that we have not yet solved,” said Würzner. Despite the pandemic, traffic was heavy on a weekday.

Electric cars are also expensive. At current prices, they are inaccessible to lower-income residents. Political leaders must offer affordable alternatives such as public transport or bicycle routes, said Ms. Wappelhorst from the Council for Clean Transport.

“In the end, it’s not just about cars,” she said. “You need the whole package.”

Heidelberg’s kilometer-long pedestrian zone, which is usually overcrowded with tourists but has been almost empty recently due to the pandemic, is considered to be the longest in Germany. The best showcase for the city’s zero-emission ambitions, however, is a former freight yard on the outskirts of the city.

Work on Bahnstadt began in 2009. The vacant lot, which had to be freed from three unexploded bombs from World War II, offered the planners a blank board with which they could create a climate-neutral neighborhood.

The modern multi-family houses, architecturally the opposite of the baroque city center of Heidelberg, are so well insulated that they require almost no energy for heating. The heat they need comes from a system outside the neighborhood that burns waste wood.

Cars are not banned from Bahnstadt, but there is almost no traffic. Most of the streets are dead ends. Apartment buildings are arranged around spacious inner courtyards with playgrounds and connected by sidewalks. The one road that runs through the triangular neighborhood has a top speed of 30 kilometers per hour, or less than 20 miles per hour. Bicycles have right of way.

The Bahnstadt with 5,600 inhabitants, which is still growing, has its own kindergarten and elementary school, a community center, two supermarkets, several bakeries and cafés, two bicycle shops and six car sharing stations with two electric vehicles each. Heidelberg main train station and a tram stop are just a short walk away. A bike path follows the route of an old railway line into the city center.

There are jobs too. Bahnstadt has several large office buildings, one of the tenants of which is the German subsidiary of Reckitt Benckiser, the manufacturer of consumer goods such as Clearasil and Woolite.

“The idea is to return to the classic early town, where life and work are closely linked,” said Ralf Bermich, head of the Heidelberg Environmental Protection Agency.

Dieter Bartmann, who was one of the first to move to Bahnstadt in 2012, owns a car, but he reckons he drove it about 20 kilometers or 12 miles in January, mainly to the supermarket to stock up on bulky staples Carry on the bike.

Mr. Bartmann, a former manager at SAP, the software company headquartered in nearby Walldorf, was sitting on a bench on a promenade that borders on one side of the Bahnstadt. The area is closed to motorized traffic and overlooks farmland. Runners, cyclists and people on inline skates glided by.

It looked idyllic on a sunny winter’s day, but Mr Bartmann, former chairman of the Bahnstadt citizens’ association, said there was still room for improvement.

He would like to do more to keep cars out, for example by blocking that through the street. Some buildings have underground garages, but these are not built for electric cars and do not have easy charging points. The paved promenade is not wide enough, said Bartmann, which leads to conflicts between cyclists and pedestrians.

But he added, “This is a high level complaint. You have to be realistic. “

Mr Würzner, the mayor, said his goal was to make Heidelberg climate neutral by 2030, an ambitious goal. The city is planning to generate its own wind and solar energy and is installing a hydrogen filling station for a fleet of 42 buses that run on hydrogen fuel cells. The city wanted to order hundreds of buses, but Mr. Würzner complained that bus manufacturers had been slow to respond to the demand for zero-emission means of transport.

“We can’t get enough,” he said. (Daimler, which manufactures buses in Neu-Ulm, about two and a half hours from Heidelberg, does not yet sell a city bus that runs exclusively on hydrogen.)

Mr Würzner, who drives an experimental hydrogen-powered Mercedes, admitted that not every city can afford to do all the things that have made Heidelberg a showcase for environmentally friendly planning. The University of Heidelberg, one of the most renowned universities in Germany, has produced numerous research institutes that offer a solid tax base. The residents are usually well educated and wealthy.

“It is true that the city is in a pretty good financial position,” said Würzner.

But he said he had often heard from mayors in Europe, the United States, and Asia who wanted to emulate Heidelberg’s strategy.

“We all know we have to go in that direction,” he said. “It’s just a matter of how fast.”

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World News

What’s inflicting the chip scarcity affecting PS5, automobiles and extra?

A close-up of a CPU socket and motherboard lying on the table.

Narumon Bowonkitwanchai | Moment | Getty Images

A chip shortage that started when consumers stocked up on PCs and other electronics during the Covid-19 pandemic is now threatening to disrupt auto production around the world.

On Tuesday, GM announced that it would extend production cuts in the US, Canada and Mexico through mid-March. They join a long list of major automakers, including Ford, Honda and Fiat Chrysler, who have warned investors or slowed vehicle production because of the shortage of chips.

But it’s not just the automotive industry that has problems getting enough semiconductors to build its products. AMD and Qualcomm, which sell chips to most of the leading electronics companies, have noticed the shortage in the past few weeks. Sony blamed the shortage of chips that made it so difficult to get a PlayStation 5 game console.

Chips are likely to remain scarce in the months ahead as demand remains higher than ever. The Semiconductor Industry Association announced in December that global chip sales will grow 8.4% in 2021 from the total of $ 433 billion in 2020. That’s 5.1% growth between 2019 and 2020 – a remarkable jump considering the size of the absolute numbers.

Semiconductors are in short supply due to the strong demand for electronics, the shift in business models in the semiconductor world that created a bottleneck in outsourced chip factories, and the impact of the US trade war with China that began under former President Trump.

A big boom in electronics sales

The Covid-19 pandemic has spurred demand for consumer electronics.

The first wave affected people who bought PCs, monitors, and other devices to work remotely or to go to school. Then, last fall, home entertainment devices like game consoles, televisions, smartphones and tablets flew off the shelves.

Living room with a Sony PlayStation 5 home video game console and DualSense controller next to a TV, captured on November 3, 2020.

Phil Barker | Future publishing via Getty Images

According to Gartner data, PC sales rose 4.8% to 275 million units in 2020, with growth of over 10% during the holiday season. This reversed a year-long decline and is the highest annual growth in the PC market since 2010.

Other devices also sold well. The Consumer Tech Association, an American trading group, said 2020 was the biggest year on record with retail sales of nearly $ 442 billion and is forecast to see great demand for game consoles, headphones, and smart home products in 2021.

All of these devices contain a ton of chips – not just the central processor, which can cost tens or hundreds of dollars, but also cheaper, small chips to control the display, manage power, or run a 5G modem.

“The current chip shortage begins with the unprecedented demand for personal computers and peripherals as the globe worked from home and attended school,” said Patrick Moorhead, founder of Moor Insights, a company that studies the semiconductor industry.

Electronics giants who reported record sales say they could have been even better if there had been enough supply. Apple, which recently posted a quarter of $ 111 billion, told analysts that there was insufficient supply of new iPhones to meet demand. CEO Tim Cook told Reuters that “semiconductors are very tight”.

Lisa Su, CEO of AMD, which is making the processor the focus of new consoles from Sony and Microsoft, said last month that bottlenecks could be expected at least in the first half of the year. “The industry needs to increase overall capacity,” said Su.

Business relocation to outsourcing slam factories

The shortage shows a structural change in the semiconductor industry. Many of the leading semiconductor companies are now “fabless,” meaning they only design the chips and the technology within them. Other companies, so-called foundries, are largely tasked with actually manufacturing the chips.

The foundries are run by companies like TSMC in Taiwan or Samsung in South Korea – and it turned out they were already making chips as quickly as possible. If a company cut jobs in the early days of the pandemic, it had to go back in time.

Automakers do not compete directly with high-tech companies for the same chip supply. Auto chips are usually based on older chip manufacturing technologies and do not require an upgrade.

The Ford company logo will appear on a sign outside the Chicago assembly plant in Chicago, Illinois on February 3, 2021.

Scott Olson | Getty Images

But the lack is not just due to the fastest chips, but to everything.

“The shortage in the semiconductor industry is consistently great,” said Qualcomm’s new CEO Cristiano Amon last month. “Not just leading nodes, but also legacy nodes,” referring to chip manufacturing technology.

Cars now contain dozens of tiny chips, many of which perform functions such as power management. Cars also use many microcontrollers that can control traditional automotive tasks like power steering or that are the brains at the heart of an infotainment system. Automakers also typically use “just-in-time” production, which means they don’t have to stock additional parts.

“The problem is, you can’t sell your $ 30,000 car without that 10-cent chip,” said Gaurav Gupta, a semiconductor analyst at Gartner.

“If the chip that powers the car dials or automatic braking is delayed, so will the rest of the vehicle,” Bryce Johnstone, automotive director of marketing at chip designer Imagination Technologies, previously told CNBC.

Now the automotive industry is realizing that this is a lower priority than the electronics companies in the foundries. In 2020, only 3% of TSMC’s sales were automotive chips, compared to 48% for smartphones.

Tech companies are “the volume people. They have higher margins. And they never cut their orders and have long-term contracts with the foundries,” Gupta said. “Now that this automatic demand has peaked faster than OEMs anticipated, cars can’t get back in line.”

The foundries are aware of the problem. TSMC, considered the most advanced and important foundry, said it was trying to help auto companies and that it would spend up to $ 28 billion this year to increase its capacity.

“While our capacity is at full capacity with demand from all sectors, TSMC is reallocating our wafer capacity to support the global automotive industry,” TSMC said in a January statement.

Automakers also use automotive-grade chips that are carefully “qualified” against industry standard binders to ensure they are durable and reliable. “It is more difficult for the industry to alternatively relocate their production lines and supply chains,” Trendforce, an advisory group for the semiconductor industry, wrote in a report last month.

Trump’s trade war

Last year, the United States placed restrictions on Semiconductor Manufacturing International (SMIC), the largest foundry in China. Customers have had to shift their orders to competitors like TSMC, Gupta said.

SMIC executives admitted the US move prevented the use of their full capacity when they said geopolitical factors would prevent them from taking advantage of “this year’s rare market opportunity,” indicating chip shortages.

Some companies have also decided to store key chips before the US deadline and use up production capacity last year. For example, Huawei was storing critical radio chips before the sanctions, reported Bloomberg News.

Supplies were also fueled by supply concerns when Covid took over the world. SK Hynix, a major manufacturer of memory chips, announced an increase in sales in July last year, driven by “growing concerns about the IT supply chain in general”.

Some companies that have chips in stock are now enjoying the benefits. Toyota said Wednesday that it did not expect to cut its production rate since it had been storing four months’ worth of chips to address the shortage. Toyota increased its profit guidance for the full year by 54%.