Latest news with #deMeo
LeMonde
01-07-2025
- Automotive
- LeMonde
'As Luca de Meo abandons ship, Renault's future remains highly uncertain'
Luca de Meo loves automobiles so much − even publishing a Dictionnaire amoureux de l'automobile (a "Dictionary for Lovers of Automobiles") − that he has finally decided to leave them behind. After holding various positions in the auto industry for 33 years, five of which were spent as general director of Renault, the Italian executive has chosen to join Kering (which houses Gucci, Yves Saint Laurent, Bottega Veneta and Balenciaga, among others). One could say there is no such thing as love, only proof of love – and that it can be bought, among other places, at luxury boutiques. This is an unprecedented move; going from assembly plants and CO 2 emissions standards to fashion week runways is a bold U-turn. Even if both a Dacia Sandero and a Gucci Jackie bag sell for several thousand euros, it is hard to imagine using the same marketing tricks to win over customers who will never inhabit the same world. And while many at Renault have criticized de Meo for a lack of loyalty, one must acknowledge his appetite for risk. Just as Renault struggled when de Meo took the helm, Kering and its flagship brand, Gucci, have also been facing challenging times. François-Henri Pinault, the group's heir, hopes to launch a similar turnaround, which raises questions about the real nature of the changes being initiated at Renault's headquarters in Boulogne-Billancourt (a Paris suburb). "This is a personal decision, and I am not running away," de Meo told bewildered employees, insisting that Renault was "well-positioned for the next chapter." Time will tell, because in the car industry, decisions take time to bear fruit, and there are countless ways to make the balance sheet look better before reality catches up a few years later. The examples are numerous, from Carlos Ghosn to Carlos Tavares, who plunged from the pinnacle to disaster in just a matter of months. The only thing certain at this point is that de Meo fundamentally reshaped the Renault – sometimes for the better, but more often... toward the unknown.
Newsweek
23-06-2025
- Automotive
- Newsweek
Alpine F1 Boss Breaks Silence on Leadership Shakeup After Renault CEO Exit
Based on facts, either observed and verified firsthand by the reporter, or reported and verified from knowledgeable sources. Newsweek AI is in beta. Translations may contain inaccuracies—please refer to the original content. Alpine F1 interim team principal Flavio Briatore has opened up on the effects of a leadership change at parent company Renault. CEO Luca de Meo announced he was stepping down from his role after the Canadian Grand Prix. De Meo's exit raised several questions about the future of the Alpine F1 team, especially considering the recent exit of full-time team principal Oliver Oakes. Briatore was appointed as a senior advisor to de Meo last year in a bid to make Alpine a winning team again. The Enstone-based team has mostly struggled in the current ground effect era with an underpowered power unit. Currently, the team is placed last in the championship standings, and a leadership shakeup would likely add to the confidence problem. Alpine special advisor Flavio Briatore walks in the paddock during day two of F1 Testing at Bahrain International Circuit on February 27, 2025 in Bahrain, Bahrain. Alpine special advisor Flavio Briatore walks in the paddock during day two of F1 Testing at Bahrain International Circuit on February 27, 2025 in Bahrain, Briatore has suggested that it is business as usual for Alpine. When asked by Reuters if de Meo's exit meant anything for the team, he said: "Nothing, absolutely nothing. "Nothing changed for me. Not for me or the team. And congratulations to Luca, new job." Alpine driver Pierre Gasly also opened up on de Meo's exit. Newsweek Sports previously reported his comments: "First of all, I think I need to have all the information. I have a very good relationship with Luca, he was the one that took me into the team, and I think he's a very inspiring person. "So obviously, first reaction is that I'm very sad to see him leave. "I'm sure he's got some good reasons. And I think at the end, for us as a team - even though not everything is great at the moment - there's still a lot of positives happening at the factory." He added: "For me, it's important that we keep that momentum going into '26, because the picture and the performance could be very different. And we need to keep that in mind. "And I think it's important for all of us to stick as a team and stick together in these types of moments. "And, you know, rely on each other and just trust the long game." Renault made a major decision last year to shut down Alpine's F1 engine operations at its Viry-Châtillon factory, becoming a customer team from 2026 amid rising costs. As a result, Alpine's F1 cars in the new era of regulations starting in 2026 will be powered by Mercedes power units. Alpine's status shift from a works team to a customer team raised many questions, especially about the team's long-term future in the sport. With de Meo's exit, it remains to be seen who will replace him and what decisions will follow.
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Business Standard
20-06-2025
- Automotive
- Business Standard
Fearing China rivals, Stellantis and Renault lobby EU for fewer rules
With Chinese automakers pushing into Europe, Stellantis and Renault are lobbying for a new, less-regulated category of small cars with fewer safety features, making them cheaper to build. Over the last two months, Stellantis Chairman John Elkann and Renault CEO Luca de Meo have engaged in a rare public campaign to get the European Union to consider the matter. The aim is to revive a small car segment largely abandoned by Europe's automakers as such models were unprofitable, a problem they blame on regulations that make the vehicles larger, heavier and more expensive. Elkann last week said Europe needs its own version of Japan's "kei cars", small, urban vehicles with size and engine restrictions that enjoy lower tax and insurance costs - which he said could be called the "e-car". "There's no reason why if Japan has a kei car, which is 40 per cent of the market, Europe should not have an e-car,' he said at an event in Turin, echoing similar comments in a joint editorial with Renault's de Meo published last month. Though de Meo is set to leave Renault in July, the company is expected to maintain its support for the proposal. 'Small cars are a pocket of growth one cannot, and must not, ignore right now,' said Francois Provost, Renault's director of procurement, partnerships, and public affairs. Chinese rivals have so far focused on larger EVs and hybrids in their bid for market share in Europe, but smaller EVs are on the way. The Dolphin Surf from China's BYD hit the market one month ago, priced from under 20,000 euros ($23,124) with features such as a rotating large touch screen and anti-steam rear mirrors. By comparison, the Renault 5, which is similar though can carry one more passenger, costs almost 5,000 euros more when similarly equipped. Facing that pressure, European manufacturers are examining the potential for cheaper cars to help them boost sales and achieve their CO2 targets, said Flavien Neuvy, auto analyst and head of research firm Cetelem. 'The market is down 20 per cent compared with 2019, so there is not enough volume for everyone, and the Chinese are coming,' he said. Though small cars currently account for just 5 per cent of the market, they made up as much as half the market in the 1980s, and the segment could rebound with more launches, said S&P Global, which estimates sales could reach 600,000 by 2030, up about 20 per cent from last year. The lobbying effort targets the EU's General Safety Regulations 2 (GSR2), which mandates safety features such as side airbags, sensors detecting whether a driver is falling asleep, lane-crossing warning, and more thorough crash tests. Such requirements and European rules on pollution add between 850 and 1,400 euros ($983-$1,607) to the cost of a car, estimates a source familiar with the lobbying. Lobbyists argue there is no need for safety requirements like those for high-speed collisions when it comes to small cars designed for city drivers. Backed by industry group the European Automobile Manufacturers Association (ACEA), they want an entirely new vehicle category called M0, or e-car. The European Commission is looking into the matter, said spokesperson Lea Zuber. Revamping requirements for smaller cars without compromising on safety will be complex and will not necessarily be implemented, said people familiar with the discussions. And whether less-regulated models could compete against Chinese EVs also remains to be seen. Matthew Avery, director of strategic development at Euro NCAP, which tests new cars for safety, said the idea that small city cars would not be involved in highway accidents is nonsense. The Chinese are bringing cars to Europe that consistently get five-star ratings from Euro NCAP, said Avery. Although its ratings do not carry legal weight, consumers take them into account and many corporate fleets will not buy cars with less than five stars. A change in regulations to cut some safety requirements could leave smaller European cars with two- or three-star ratings, Avery said. "If they want to, they can de-spec a car for safety," Avery said, but noted Euro NCAP's tests and safety ratings will remain unchanged. "Our job is just to say, well, this car is safer than that car." Emmanuel Bret, deputy head of BYD France, says the company will continue offering small cars that meet all current EU regulations and that blaming the bloc for making them unaffordable is just "a lot of excuses".
Time of India
20-06-2025
- Automotive
- Time of India
Fearing China's small car rivals, Stellantis, Renault lobby EU for fewer rules
With Chinese automakers pushing into Europe, Stellantis and Renault are lobbying for a new, less-regulated category of small cars with fewer safety features, making them cheaper to build. Over the last two months, Stellantis Chairman John Elkann and Renault CEO Luca de Meo have engaged in a rare public campaign to get the European Union to consider the matter. The aim is to revive a small car segment largely abandoned by Europe's automakers as such models were unprofitable, a problem they blame on regulations that make the vehicles larger, heavier and more expensive. Elkann last week said Europe needs its own version of Japan's "kei cars", small, urban vehicles with size and engine restrictions that enjoy lower tax and insurance costs - which he said could be called the "e-car". "There's no reason why if Japan has a kei car, which is 40% of the market, Europe should not have an e-car," he said at an event in Turin, echoing similar comments in a joint editorial with Renault's de Meo published last month. Though de Meo is set to leave Renault in July, the company is expected to maintain its support for the proposal. "Small cars are a pocket of growth one cannot, and must not, ignore right now," said Francois Provost, Renault's director of procurement, partnerships, and public affairs. Chinese rivals have so far focused on larger EVs and hybrids in their bid for market share in Europe, but smaller EVs are on the way. The Dolphin Surf from China's BYD hit the market one month ago, priced from under 20,000 euros ($23,124) with features such as a rotating large touch screen and anti-steam rear mirrors. By comparison, the Renault 5, which is similar though can carry one more passenger, costs almost 5,000 euros more when similarly equipped. Facing that pressure, European manufacturers are examining the potential for cheaper cars to help them boost sales and achieve their CO2 targets, said Flavien Neuvy, auto analyst and head of research firm Cetelem. "The market is down 20% compared with 2019, so there is not enough volume for everyone, and the Chinese are coming," he said. Though small cars currently account for just 5% of the market, they made up as much as half the market in the 1980s, and the segment could rebound with more launches, said S&P Global, which estimates sales could reach 600,000 by 2030, up about 20% from last year. 'A LOT OF EXCUSES' The lobbying effort targets the EU's General Safety Regulations 2 (GSR2), which mandates safety features such as side airbags, sensors detecting whether a driver is falling asleep, lane-crossing warning, and more thorough crash tests. Such requirements and European rules on pollution add between 850 and 1,400 euros ($983-$1,607) to the cost of a car, estimates a source familiar with the lobbying. Lobbyists argue there is no need for safety requirements like those for high-speed collisions when it comes to small cars designed for city drivers. Backed by industry group the European Automobile Manufacturers Association (ACEA), they want an entirely new vehicle category called M0, or e-car. The European Commission is looking into the matter, said spokesperson Lea Zuber. Revamping requirements for smaller cars without compromising on safety will be complex and will not necessarily be implemented, said people familiar with the discussions. And whether less-regulated models could compete against Chinese EVs also remains to be seen. Matthew Avery, director of strategic development at Euro NCAP, which tests new cars for safety, said the idea that small city cars would not be involved in highway accidents is nonsense. The Chinese are bringing cars to Europe that consistently get five-star ratings from Euro NCAP, said Avery. Although its ratings do not carry legal weight, consumers take them into account and many corporate fleets will not buy cars with less than five stars. A change in regulations to cut some safety requirements could leave smaller European cars with two- or three-star ratings, Avery said. "If they want to, they can de-spec a car for safety," Avery said, but noted Euro NCAP's tests and safety ratings will remain unchanged. "Our job is just to say, well, this car is safer than that car." Emmanuel Bret, deputy head of BYD France, says the company will continue offering small cars that meet all current EU regulations and that blaming the bloc for making them unaffordable is just "a lot of excuses". "Let customers choose," Bret said.
Time of India
20-06-2025
- Automotive
- Time of India
Stellantis and Renault push for new e-car category amidst Chinese competition in Europe
With Chinese automakers pushing into Europe, Stellantis and Renault are lobbying for a new, less-regulated category of small cars with fewer safety features, making them cheaper to build. Over the last two months, Stellantis Chairman John Elkann and Renault CEO Luca de Meo have engaged in a rare public campaign to get the European Union to consider the matter. The aim is to revive a small car segment largely abandoned by Europe's automakers as such models were unprofitable, a problem they blame on regulations that make the vehicles larger, heavier and more expensive. Elkann last week said Europe needs its own version of Japan's "kei cars", small, urban vehicles with size and engine restrictions that enjoy lower tax and insurance costs - which he said could be called the "e-car". "There's no reason why if Japan has a kei car, which is 40 per cent of the market, Europe should not have an e-car," he said at an event in Turin, echoing similar comments in a joint editorial with Renault's de Meo published last month. Though de Meo is set to leave Renault in July, the company is expected to maintain its support for the proposal. "Small cars are a pocket of growth one cannot, and must not, ignore right now," said Francois Provost, Renault's director of procurement, partnerships, and public affairs. Chinese rivals have so far focused on larger EVs and hybrids in their bid for market share in Europe, but smaller EVs are on the way. The Dolphin Surf from China 's BYD hit the market one month ago, priced from under 20,000 euros ($23,124) with features such as a rotating large touch screen and anti-steam rear mirrors. By comparison, the Renault 5, which is similar though can carry one more passenger, costs almost 5,000 euros more when similarly equipped. Facing that pressure, European manufacturers are examining the potential for cheaper cars to help them boost sales and achieve their CO2 targets, said Flavien Neuvy, auto analyst and head of research firm Cetelem. "The market is down 20 per cent compared with 2019, so there is not enough volume for everyone, and the Chinese are coming," he said. Though small cars currently account for just 5 per cent of the market, they made up as much as half the market in the 1980s, and the segment could rebound with more launches, said S&P Global, which estimates sales could reach 600,000 by 2030, up about 20 per cent from last year. 'A LOT OF EXCUSES' The lobbying effort targets the EU's General Safety Regulations 2 (GSR2), which mandates safety features such as side airbags, sensors detecting whether a driver is falling asleep, lane-crossing warning, and more thorough crash tests. Such requirements and European rules on pollution add between 850 and 1,400 euros ($983-$1,607) to the cost of a car, estimates a source familiar with the lobbying. Lobbyists argue there is no need for safety requirements like those for high-speed collisions when it comes to small cars designed for city drivers. Backed by industry group the European Automobile Manufacturers Association (ACEA), they want an entirely new vehicle category called M0, or e-car. The European Commission is looking into the matter, said spokesperson Lea Zuber. Revamping requirements for smaller cars without compromising on safety will be complex and will not necessarily be implemented, said people familiar with the discussions. And whether less-regulated models could compete against Chinese EVs also remains to be seen. Matthew Avery, director of strategic development at Euro NCAP, which tests new cars for safety, said the idea that small city cars would not be involved in highway accidents is nonsense. The Chinese are bringing cars to Europe that consistently get five-star ratings from Euro NCAP, said Avery. Although its ratings do not carry legal weight, consumers take them into account and many corporate fleets will not buy cars with less than five stars. A change in regulations to cut some safety requirements could leave smaller European cars with two- or three-star ratings, Avery said. "If they want to, they can de-spec a car for safety," Avery said, but noted Euro NCAP's tests and safety ratings will remain unchanged. "Our job is just to say, well, this car is safer than that car." Emmanuel Bret, deputy head of BYD France, says the company will continue offering small cars that meet all current EU regulations and that blaming the bloc for making them unaffordable is just "a lot of excuses". "Let customers choose," Bret said.
