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Audi has revealed the next-generation A6, first in Avant station wagon form. A change in naming convention means it will use the same nomenclature as the electric A6 E-Tron. You Might Also Like
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Yahoo
a day ago
- Yahoo
VW's troubled Cariad software unit has turned the corner, CEO Peter Bosch says
BERLIN — Volkswagen Group's troubled software division, Cariad, has put its problems behind it, CEO Peter Bosch told Automotive News Europe sister publication Automobilwoche. Bosch said the unit has entered a new phase of delivery and focus, marked by a string of key software launches and a break from past missteps. 'When you take on a task that everyone knows is difficult, you don't do it expecting constant applause,' Bosch said. 'But we delivered. The cars are here, costs have been significantly reduced, and we have broken new technological ground.' Cariad was launched in 2020 with ambitions to become the 'second SAP,' a multinational German software company, but it soon became a symbol of delay and dysfunction within VW Group. VW Group CEO Oliver Blume moved Bosch from his job as production chief at Bentley to Cariad, tasking him with fixing the division that was hit by overspending and delays in developing advanced software. Cariad's problems delayed the launches of Porsche's full-electric Macan and the Audi Q6 E-tron. A new software platform intended to enable Level 4 autonomous driving was pushed back to the end of the decade. Sign up for the Automotive News Europe Segment Analysis newsletter, a monthly in-depth look at a segment of the car market, including sales and market share data When Bosch arrived in summer 2023 from Bentley, Cariad's reputation was in tatters. Since then, Bosch, a former Oliver Wyman consultant, has led a broad reorganization. He realigned development processes with the group's brand structure, slashed costs and pushed for tighter control of code. His actions include ending over-reliance on external system suppliers. Bosch said the traditional outsourcing model does not work for modern automotive software. 'In software, with its fast development cycles, we have to work directly on the code,' he said. 'Our employees know, write, understand, and change the code — even via over-the-air updates.' VW's long-term goal is a fully software-defined vehicle architecture with centralized computing and proprietary code. 'We now do a lot ourselves, faster and more cost-effectively,' Bosch said. 'We must master the code.' Cariad contributed software to 14 models released in 2024. Bosch said that in April, nine of the 10 top-selling electric vehicles in Germany were VW Group models equipped with Cariad software. The company has overhauled its workforce structure, introduced agile delivery units and reduced management layers. Artificial intelligence tools were deployed throughout development, and insourcing has replaced expensive outsourcing in many areas. But Bosch is careful not to frame the turnaround as complete. 'Our current architectures are competitive, but they are still based on a supplier model,' he said. For the development of highly automated driving systems, Cariad is working with supplier Robert Bosch as a development partner. It is also working with VW Group's joint venture partner, EV startup Rivian, and VW's Carizon joint venture in China with Horizon Robotics. Also in China, Cariad is developing the Volkswagen China Technology Co. with domestic automaker Xpeng. 'Here, we have acquired a software license from Xpeng for the Chinese architecture, or CEA for short, but are now responsible for the code ourselves — with more than 10 million lines so far,' Bosch said. More than 500 Cariad employees in China are writing code tailored to local driving conditions and regulatory expectations. 'They know the culture and requirements inside out,' Bosch said. In North America and Europe, while some Cariad engineers have transferred to the joint venture with Rivian, Bosch said it's mainly staffed by Rivian personnel. 'The joint venture was founded by Rivian and the Volkswagen Group, not by Rivian and Cariad,' he said. Cariad now focuses on crossfunctional technologies such as cloud infrastructure, advanced driver-assist systems and infotainment, which Bosch said makes more sense for innovation and cost control. 'We are now significantly cheaper per vehicle in the cloud than the competition,' he said. The localization push extends beyond software: In China, development, design and production must all be local to meet consumer expectations and regulatory demands. 'The one-size-fits-all approach no longer works,' Bosch said. In Shanghai, for example, Cariad's advanced driver-assist system stack was tuned to maintain proximity to other vehicles in ways tailored to dense urban traffic. Despite those adaptations, Cariad remains focused on software sovereignty. 'It is important to us that we write the code ourselves and retain technological control,' Bosch said. As VW Group pursues modern, centralized architectures, Bosch said he envisions shorter development cycles and greater flexibility. 'This allows many systems to be networked more efficiently,' he said. 'We can bring functions into the car even faster, including some we don't even know about when we start development.' Cariad's evolution is occurring as legacy automakers, VW Group included, struggle with declining profits and sales, the threat of tariffs from the U.S., and Chinese automakers that continue to eat into market share in Europe and in China. In March, VW announced 1,600 Cariad workers would be laid off this year. Bosch said transformation requires restructuring and while roles such as creating specifications may be eliminated, more coders will be needed to replace them. Bosch said Cariad's central task is to ensure the software success of the entire company by creating economically viable solutions that benefit the group. Cariad's benchmark is the big picture — contributing to the software expertise and innovative strength of VW Group. 'We have financial goals — and we achieved them last year,' he said. 'The more vehicles on the road with Cariad software, the more revenue we generate.' 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
Motor 1
2 days ago
- Motor 1
This Galaxy A7 Is Not a Samsung Phone, But a Sedan With a Huge Range
We rarely cover cars sold exclusively in China, but we're willing to make an exception on occasion if there's a compelling reason. Geely's latest product meets the criteria with its unusual name, impressive driving range, and the simple fact that it's not another SUV. Roughly the same size as a Toyota Camry, this large sedan is called the Galaxy A7, a name that immediately brought to mind Samsung's namesake smartphone from a few years back. Side note: Samsung actually made cars in Korea through a joint venture with Renault. Beyond the unexpected Samsung connection, the Galaxy A7 also evokes thoughts of the Audi A7. In China, Audi offers two versions of its luxury car: the familiar A7 Sportback, a five-door liftback built by FAW, and the lesser-known A7L sedan , which features a traditional trunk. The latter is built by Audi's other local partner, SAIC. Geely's A7 looks upscale enough to compete with cars bearing the fabled Four Rings. It's sold as a Geely Galaxy, a recently launched sub-brand focused on plug-in hybrids and EVs. Photo by: Geely Although our Chinese may be a bit rusty, one detail about the car stood out: a driving range of more than 2,100 kilometers (1,305 miles) on a full tank and a fully charged battery. It's an impressive figure, though it's worth noting it's based on the lenient China Light-Duty Vehicle Test Cycle (CLTC). The Galaxy A7 is a plug-in hybrid that pairs a small 1.5-liter naturally aspirated gasoline engine with an electric motor. Geely claims a combined fuel consumption of just 2 liters per 100 kilometers, a whopping 117.6 miles per gallon. Reports from China indicate Geely will offer the Galaxy A7 with multiple lithium-iron phosphate (LFP) battery options, supplied by CALB and CATL. The largest will be an 18.99-kWh pack, enabling an electric-only range of 75 miles (120 kilometers), again based on the CLTC standard. In terms of size, the car measures 193.6 inches (4918 mm) in length, 75 inches (1905 mm) in width, and 58.8 inches (1495 mm) in height, with a generous 112 inches (2845 mm) wheelbase. It ticks nearly all the boxes for 2025 car trends: front and rear light bars, a massive center screen, and minimal physical controls. The Galaxy A7 comes with 17- to 19-inch wheels and weighs up to 3,825 pounds (1,735 kilograms) in its heaviest configuration. Geely Galaxy A7 Photo by: Geely While not yet official, reports suggest the electrified sedan will start at around 100,000 yuan, rising to 130,000 yuan for the top-tier version. That translates to around $14,000–$18,000, highlighting just how far ahead China is in minimizing production costs while still turning a profit. The Galaxy A7 will be manufactured by the company that owns multiple brands, including Volvo, Polestar, Lotus, Lynk & Co, Zeekr, and Farizon. Geely also owns half of Smart, 49.9% of Proton, 17% of Aston Martin, and a 9.69% stake in Mercedes, through its founder and chairman, Li Shufu. Geely Galaxy A7 12 Source: Geely See Other China-Only Cars: The Nissan N7 Is a Big Electric Sedan You Can't Buy The New Honda GT Is a Screen Nightmare Get the best news, reviews, columns, and more delivered straight to your inbox, daily. back Sign up For more information, read our Privacy Policy and Terms of Use . Source: Geely Share this Story Facebook X LinkedIn Flipboard Reddit WhatsApp E-Mail Got a tip for us? Email: tips@ Join the conversation ( )
Motor 1
2 days ago
- Motor 1
The Galaxy A7 Is Not a Samsung Phone, But a Sedan With a Huge Range
We rarely cover cars sold exclusively in China, but we're willing to make an exception on occasion if there's a compelling reason. Geely's latest product meets the criteria with its unusual name, impressive driving range, and the simple fact that it's not another SUV. Roughly the same size as a Toyota Camry, this large sedan is called the Galaxy A7, a name that immediately brought to mind Samsung's namesake smartphone from a few years back. Side note: Samsung actually made cars in Korea through a joint venture with Renault. Beyond the unexpected Samsung connection, the Galaxy A7 also evokes thoughts of the Audi A7. In China, Audi offers two versions of its luxury car: the familiar A7 Sportback, a five-door liftback built by FAW, and the lesser-known A7L sedan , which features a traditional trunk. The latter is built by Audi's other local partner, SAIC. Geely's A7 looks upscale enough to compete with cars bearing the fabled Four Rings. It's sold as a Geely Galaxy, a recently launched sub-brand focused on plug-in hybrids and EVs. Photo by: Geely Although our Chinese may be a bit rusty, one detail about the car stood out: a driving range of more than 2,100 kilometers (1,305 miles) on a full tank and a fully charged battery. It's an impressive figure, though it's worth noting it's based on the lenient China Light-Duty Vehicle Test Cycle (CLTC). The Galaxy A7 is a plug-in hybrid that pairs a small 1.5-liter naturally aspirated gasoline engine with an electric motor. Geely claims a combined fuel consumption of just 2 liters per 100 kilometers, a whopping 117.6 miles per gallon. Reports from China indicate Geely will offer the Galaxy A7 with multiple lithium-iron phosphate (LFP) battery options, supplied by CALB and CATL. The largest will be an 18.99-kWh pack, enabling an electric-only range of 75 miles (120 kilometers), again based on the CLTC standard. In terms of size, the car measures 193.6 inches (4918 mm) in length, 75 inches (1905 mm) in width, and 58.8 inches (1495 mm) in height, with a generous 112 inches (2845 mm) wheelbase. It ticks nearly all the boxes for 2025 car trends: front and rear light bars, a massive center screen, and minimal physical controls. The Galaxy A7 comes with 17- to 19-inch wheels and weighs up to 3,825 pounds (1,735 kilograms) in its heaviest configuration. Geely Galaxy A7 Photo by: Geely While not yet official, reports suggest the electrified sedan will start at around 100,000 yuan, rising to 130,000 yuan for the top-tier version. That translates to around $14,000–$18,000, highlighting just how far ahead China is in minimizing production costs while still turning a profit. The Galaxy A7 will be manufactured by the company that owns multiple brands, including Volvo, Polestar, Lotus, Lynk & Co, Zeekr, and Farizon. Geely also owns half of Smart, 49.9% of Proton, 17% of Aston Martin, and a 9.69% stake in Mercedes, through its founder and chairman, Li Shufu. Geely Galaxy A7 12 Source: Geely See Other China-Only Cars: The Nissan N7 Is a Big Electric Sedan You Can't Buy The New Honda GT Is a Screen Nightmare Get the best news, reviews, columns, and more delivered straight to your inbox, daily. back Sign up For more information, read our Privacy Policy and Terms of Use . Source: Geely Share this Story Facebook X LinkedIn Flipboard Reddit WhatsApp E-Mail Got a tip for us? Email: tips@ Join the conversation ( )
