The 2025 Mercedes-Benz S 580e Is Smooth and Silent, Stylish and Speedy
Riding on 20-inch wheels and a cushy adaptive air suspension, the S 580e soaks up potholes and smooths out even the most obtrusive speed bumps. It does so without being wallowy or feeling disconnected, too. Switch over to Sport mode and the S-Class hunkers down and corners with confidence, the electric motor providing ample assist for shooting out of a corner on a winding lakeside road.
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Associated Press
2 hours ago
- Associated Press
GWM Brazil Plant Officially Opens with President Lula in Attendance
Iracemápolis, São Paulo - Media OutReach Newswire - 16 August 2025 - In the early hours of August 16 (Beijing time), GWM's Brazil plant officially commenced operations, marked by a grand ceremony for the rollout of its first vehicle, the HAVAL H6 GT. The plant, located in Iracemápolis, São Paulo, was acquired from Daimler Group and has since been upgraded into an intelligent manufacturing base. As GWM's third full-process vehicle manufacturing center overseas, it carries the core mission of serving the Latin American market and acts as a key hub linking Europe, Asia, Southeast Asia, and Latin America. This milestone not only advances GWM's globalization in Latin America but also sets an example of China's high-quality automotive expansion, showcasing innovative collaboration between the Chinese and Brazilian auto industries. GWM Brazil Plant officially begins production with the first HAVAL H6 GT rolling off the line At the opening ceremony, Brazilian President Luiz Inácio Lula da Silva, Vice President Geraldo Alckmin, Chinese Ambassador Zhu Qingqiao, Brazil's Minister of Labor, and other dignitaries joined GWM President Mu Feng, GWM International President Parker Shi, GWM Brazil Region President Zhang Gengshen, and other GWM executives to witness this landmark moment in the company's globalization journey. President Lula personally signed the hood of the first HAVAL H6 GT, marking its final production step before entering the market. After the ceremony, he also posed for photos with factory workers. In his welcome address, GWM President Mu Feng stated: 'The Brazil plant is not only a strong commitment to the Brazilian market, but also the starting point for building the future together with our Latin American partners. In our global expansion, we adhere to the 'Four New Modernizations': Locally Built, Locally Operated, Globally Cultivated, Supply Chain Integrated. Following international quality standards, we will deliver highly reliable vehicles to the Latin American market.' He further announced that the plant's annual production capacity will gradually increase from 20,000 to 50,000 vehicles, creating over 1,000 direct jobs. Initial models include the HAVAL H9, POER P30, and HAVAL H6, with the H9 and POER P30 scheduled to launch in Brazil this September. Chinese Ambassador Zhu Qingqiao emphasized that since the establishment of diplomatic ties 51 years ago, China and Brazil's comprehensive strategic partnership has continued to deepen, with key areas of cooperation including renewable energy, infrastructure, and manufacturing. He described the Brazil plant as a model of Sino-Brazilian industrial synergy, combining 'Chinese smart manufacturing + Brazilian localization.' He noted that GWM is contributing to economic development and quality job creation in São Paulo and Brazil, and expressed hope for further collaboration in clean energy and digital technology to provide a 'China-Brazil solution' for global climate governance. In his speech, President Lula stressed: 'The GWM Brazil plant is very important for Brazil's national industry. Its inauguration shows that Brazil has the capability to acquire advanced technology and produce vehicles that can compete with those from any country in the world. This means creating jobs, increasing income, and enhancing professional expertise for Brazilians. We hope GWM will make Brazil its production base in Latin America. The Brazilian government stands ready to support businesses and welcomes more Chinese companies to invest here.' Brazilian Vice President Alckmin, the Minister of Labor, and the Mayor of Iracemápolis also gave speeches, jointly opening a new chapter for GWM in Latin America. Guests at the ceremony praised GWM's rapid growth and contributions to Brazil's automotive market and expressed confidence in the company's ability to further drive innovation and transformation in the industry. During the event, the Great Place to Work Institute awarded GWM Brazil the 'Great Place To Work' (GPTW) honor. In addition, GWM announced a donation of 500,000 reais to local schools in Iracemápolis to help improve educational facilities. Located in Iracemápolis, São Paulo, the GWM Brazil plant covers a total area of 1.2 million square meters, with 94,000 square meters of built-up area. It houses welding workshops, robotic painting lines, assembly lines, energy and equipment facilities, and logistics supply systems. With an initial annual production capacity of 50,000 vehicles, the plant is expected to create 1,000 jobs by the end of this year. Initial models will include the HAVAL H9, POER P30, and the HAVAL H6 series. The plant also supports flexible production of multiple energy types, including hybrid (HEV), plug-in hybrid (PHEV), and diesel. Since entering the Brazilian market in 2021, GWM has reached annual sales of 29,000 units within just three years, ranking 14th in the market. In the first half of this year, GWM sold over 15,700 vehicles in Brazil, up 19.8% year-on-year—17 percentage points above the industry average—demonstrating the company's confidence and determination to expand overseas and compete globally. Rooted in Brazil, expanding across Latin America, and reaching the world, GWM will continue to invest in Brazil, focusing on quality jobs, technological leadership, and R&D. The opening of the Brazil plant marks a new chapter in Chinese automotive globalization. With this plant, GWM will strengthen localized smart manufacturing, deepen its presence in Latin America, and bring its products and services to more global markets. Hashtag: #GWM The issuer is solely responsible for the content of this announcement.
Yahoo
5 hours ago
- Yahoo
1 Unstoppable Growth Stock That's On Track to Double by 2030
Key Points A weak auto market is likely to benefit auto parts retailers like O'Reilly Automotive. Anemic job growth may cause consumers to delay new car purchases, which also helps O'Reilly. O'Reilly's valuation is currently high, which might concern some investors. 10 stocks we like better than O'Reilly Automotive › Five years ago, who would've guessed that O'Reilly Automotive (NASDAQ: ORLY) would be one of the market's big winners? But its share price is up roughly 240% since then on a split-adjusted basis, crushing the S&P 500's five-year return of 106%. How did O'Reilly do it? Well, besides having one of the catchiest jingles out there ("Oh, Oh, Oh, O'Reillyyyyyyyy...!"), the company has been rapidly opening new stores and buying back stock. Its shares just split 15-for-1 in June. Even though its split-adjusted share price has doubled in less than three years, O'Reilly stock could double again by 2030. Here's how. Weak auto sales are an auto parts retailer's dream U.S. auto sales have been going through a rough patch, and recent trade policy changes seem likely to make things worse in the short term. New tariffs on auto imports and various imported auto components have now kicked in on top of already high tariffs on automaking essentials like aluminum. This seems almost certain to boost the price of a new car by thousands of dollars. That will likely drive up used car prices as well, pushing down already weak demand even further. That may be bad for U.S. automakers, but it's a boon for an auto parts supplier like O'Reilly. A slump in vehicle purchasing means that people hang onto their existing cars for longer. And the longer you have a car, the more likely it is that something on it -- whether it's a headlight bulb or an automatic transmission -- will need to be replaced, and O'Reilly will be happy to sell it to you (or to your mechanic). Weak job numbers are an auto parts retailer's dream Meanwhile, recent Labor Department data indicates that the U.S. job market may be softening. In its latest report, the U.S. Bureau of Labor Statistics (BLS) reported that just 73,000 jobs were created in July, far fewer than many economists anticipated. The BLS also revised the previous two months' job numbers down significantly. That matches recent anecdotal evidence that hiring has substantially slowed. When people are unable to find a job -- or worried about hanging onto the one they have -- they're unlikely to make a major purchase like a new car, or even a used car. If hiring slows further or if the U.S. tips into a full-blown recession, many drivers may have no choice but to hang onto their existing vehicle, even if it's got problems. That may be bad for carmakers, but it's good for O'Reilly, which sells the parts needed to keep a clunker on the road. A high valuation is a stock buyer's nightmare One big concern for potential O'Reilly investors is how much its share price has risen. The company's trailing price-to-sales (P/S) ratio of 5.2 is already much higher than that of rivals Autozone (NYSE: AZO) or Advance Auto Parts (NYSE: AAP), which sit at 3.6 and 0.4, respectively. Its price-to-earnings (P/E) ratio has jumped to a multidecade high of 36.4, also well above that of its rivals. That said, given the company's solid track record and excellent prospects for further growth, its premium valuation makes sense. For O'Reilly's share price to double by 2030, it would need to increase by a compound annual growth rate (CAGR) of about 15% per year. That seems achievable. In the most recent quarter, diluted earnings per share were up 11% year over year, and management projected a 3% net increase in store count for the year. Add a few additional percentage points of sales growth from weakening auto sales and a softening labor market, and you could easily get a 15% CAGR for O'Reilly stock. Of course, nothing is guaranteed, but even if O'Reilly falls short of a five-year double, it should still end up a long-term winner for investors. Do the experts think O'Reilly Automotive is a buy right now? The Motley Fool's expert analyst team, drawing on years of investing experience and deep analysis of thousands of stocks, leverages our proprietary Moneyball AI investing database to uncover top opportunities. They've just revealed their to buy now — did O'Reilly Automotive make the list? When our Stock Advisor analyst team has a stock recommendation, it can pay to listen. After all, Stock Advisor's total average return is up 1,071% vs. just 185% for the S&P — that is beating the market by 886.18%!* Imagine if you were a Stock Advisor member when Netflix made this list on December 17, 2004... if you invested $1,000 at the time of our recommendation, you'd have $663,630!* Or when Nvidia made this list on April 15, 2005... if you invested $1,000 at the time of our recommendation, you'd have $1,115,695!* The 10 stocks that made the cut could produce monster returns in the coming years. Don't miss out on the latest top 10 list, available when you join Stock Advisor. See the 10 stocks » *Stock Advisor returns as of August 13, 2025 John Bromels has positions in O'Reilly Automotive. The Motley Fool has no position in any of the stocks mentioned. The Motley Fool has a disclosure policy. 1 Unstoppable Growth Stock That's On Track to Double by 2030 was originally published by The Motley Fool Error in retrieving data Sign in to access your portfolio Error in retrieving data Error in retrieving data Error in retrieving data Error in retrieving data
Yahoo
8 hours ago
- Yahoo
Inside BYD's plan to rule the waves
Elon Musk had a problem. As Tesla struggled to ramp up sales in October 2022, it faced a critical shortage of ships to deliver its EVs. "There weren't enough boats, there weren't enough trains, there weren't enough car carriers," Musk told investors, after Tesla announced it had delivered tens of thousands of cars fewer than it made over the previous quarter. As Tesla struggled, its biggest Chinese rival devised a novel solution. BYD, which is on course to surpass Tesla this year as the world's top seller of EVs, decided in 2022 to build a fleet of seven giant ships, each capable of carrying thousands of cars. Unlike most of its Western rivals, which typically buy space on car carriers operated by shipping companies, BYD has cut out the intermediary as it doubles down on ambitious plans to sell half its cars outside China by 2030. Six of BYD's giant ships, which are emblazoned with the company's livery and a striking red and white color scheme, have entered service in the past year. Data obtained by Business Insider from ship tracking and maritime analytics provider MarineTraffic shows how the Chinese carmaker is using this fleet to drive an unprecedented international expansion, flooding ports in Europe, Brazil, and Mexico as it takes the fight to Tesla and overtakes legacy automakers. EVs on the high seas BYD's first ship set sail in January 2024, when the BYD Explorer No.1 — a 200-meter-long, 13-deck, roll-on roll-off behemoth — went into service. In July, the Zhengzhou, which can carry up to 7,000 vehicles, became the seventh vessel to join the fleet. The largest ship in BYD's armada, the Shenzhen, has a capacity of over 9,000 vehicles, making it one of the world's largest car-carrying vessels. The massive ships have been busy. After launching, Explorer No.1 immediately began a 41-day voyage to Europe, the first of three separate trips there in 2024. Explorer No.1 has also made three voyages to Brazil since May 2024. In May this year, it docked in the Brazilian port of Portocel in its second visit in four months, with two other BYD ships, the Hefei and the Shenzhen, also arriving in Brazil in April and May. All three arrived fully laden and left empty as BYD raced to deliver its vehicles to Brazil ahead of a planned EV tariff rise in July. The voyages to Europe and Brazil coincide with BYD's sales surging in both markets. BYD, which did not respond to a request for comment for this story, sold just 2,500 vehicles in Brazil in the first half of 2023. It's sold over 56,000 vehicles there so far this year, per data from Brazil's National Federation of Automotive Vehicle Distribution. That's more than Nissan, Renault, and Ford, and it has seen BYD take a dominant position in one of the world's fastest-growing EV markets. In Europe, BYD's sales in the first half of the year were more than 300% higher than over the same period in 2024. The Chinese carmaker sold more pure battery-electric vehicles than Musk's automaker in Europe for the first time in April, and its global EV sales have outpaced Tesla's for the past three quarters. Stian Omli, a senior vice president at logistics intelligence firm Esgian, told Business Insider that BYD was essentially operating a "shuttle service" between its production hubs in China and key ports in Europe and Brazil. BYD's strategy is shaking up the car shipping industry, which has been dominated historically by a handful of established shipping companies that usually plan and invest on cycles of a decade or longer. Companies like Norwegian logistics giant Wallenius Wilhelmsen and Japanese firm NYK Line sell space aboard their ships to multiple companies, then try to stop at as many ports as possible and pick up cargo for the return voyages. But Omli said BYD's strategy was to go direct, dump a massive number of EVs at one or two destination ports, and often return to China empty. "Just like they have changed the competitive landscape when it comes to cars, the Chinese are also changing the competitive landscape when it comes to the car carriers," Omli said. China's brutal EV market forces BYD to go global Stephen Dyer, managing director at auto consultancy AlixPartners, told Business Insider that the Chinese EV industry's drive to expand overseas is driven by a "never-ending" price war at home, as over 100 EV brands fight it out in the world's most brutally competitive car market. "If you can succeed outside China, you gain credibility with your core market consumers in China," said Dyer. BYD could do with a boost. In July, the automaker's sales fell for the first time this year, putting its target of selling 5.5 million cars in 2025 at risk. BYD's decision to operate its own ships had its roots in a post-COVID supply crunch between 2021 and 2023, when high demand combined with a shortage of specialised car carriers. This crunch sent the price of one car carrier for a yearlong charter soaring as high as $125,000 per day, far above the typical pre-COVID high of around $25,000, Omli said. This is what made Musk rage and prompted BYD to embark on its radical strategy just as it was beginning to enter international markets in earnest. BYD's setup allows the company to avoid being caught out if prices soar again, Omli said, and also gives it more flexibility to send its cars where and when it wants. Control over its supply chain is a key part of BYD's formula for building EVs quicker and cheaper than its rivals. The company manufactures almost all of its own parts. Executive vice president Stella Li previously said that the tires and windows of BYD's Dolphin hatchback were the only parts not made in-house. "Developing your own component suppliers gives BYD not only some cost leverage over other suppliers, but also the flexibility to do things much faster," Dyer said. "When you have your own fleet, it's the same idea. It allows you to do things quickly and flexibly. You can divert them to anywhere that you want to go, even part of the way on the voyage. You're assured of supply," he added. A costly gambit BYD is not the only Chinese EV company to dabble in deep-sea shipping. Rivals such as SAIC Motors have built even larger fleets, and Omli estimated the share of the global deep-sea car carrier fleet controlled by Chinese companies will rise from 10-15% to as much as 25% in the next few years. It's a hefty investment. Omli estimated that building the first four ships in its fleet cost BYD around $500 million, with such ships typically costing between $100 and $130 million each to build. BYD's fleet shows no signs of slowing down. The automaker's monthly vehicle exports in July were nearly three times higher than a year ago, per company figures, and its vessels have made six voyages to Europe so far this year. Recently, BYD's fleet has deployed its "shuttle service" strategy in Mexico. The 200-meter-long Changzhou became the first BYD vessel to arrive in the country in June, before criss-crossing the Pacific and returning with another load a month later. The Explorer No.1 has just made the same journey, docking at the Mexican port of Lazaro Cardenas on 14 August. BYD recently abandoned plans to build a factory in Mexico, but the company's EVs are still in high demand there. Executives say they expect sales to double this year. Data from Esgian shows that the four BYD vessels it tracks — The Explorer No.1, Shenzhen, Hefei, and Changzhou — have visited the Mexican ports of Mazatlan and Lararo Cardenas, along with Portocel, more than any other ports outside Asia this year. No risk, no reward While BYD's shipbuilding surge has given the company the flexibility to export its EVs at unprecedented volume, the strategy has risks. The company and its Chinese rivals have shipped so many vehicles to Europe over the past two years that it has put shipping infrastructure under pressure and turned some ports into giant parking lots. Germany-based auto analyst Matthias Schmidt told Business Insider that most of BYD's sales in Europe were to companies and dealerships, rather than consumers. Schmidt said he believed BYD's strategy was to flood the market through corporate channels and build enough momentum to become a recognisable brand for European consumers. The shipping supply crunch that pushed BYD to build its fleet has now mostly abated. A wave of car-carrying ships has been launched in the past two years, easing the shortage and bringing prices down to around $50,000 per day for one car carrier on a one-year charter, with Omli estimating they will probably fall to around $30,000. With shipping via external carriers a more affordable option, Schmidt said BYD now has to justify the massive costs of running its own fleet by exporting more vehicles. "That's probably partly behind the high number of vehicles coming to Europe right now. They need to ship those vessels relatively full to maximise utilisation," Schmidt added. Alexander Brown, a senior analyst at the Berlin-based Mercator Institute for China Studies, said that "a lot has changed" since BYD went all in on its own ships three years ago. Since then, Western economies have raised trade barriers to protect their own auto industries from Chinese carmakers, and the Trump administration has set about reordering global trade with tariffs. With this protectionism in mind, BYD has another big investment: factories. It recently began production at its new factory in Brazil, on the site of a plant Ford closed in 2021 after years of poor sales and big losses, ending a century of Ford production in the country. The Detroit automaker also shut down multiple plants in Europe, and Chinese automakers are now filling that gap. BYD is building production sites for the European market in Hungary and Turkey. Brown added that, if BYD had known how much tariffs would rise after going all in on cargo ships, "they may have done things a little bit differently." Graphics by Jinpeng Li. Read the original article on Business Insider Sign in to access your portfolio
