Toyota crowns its range with the Century brand
- 说明
Toyota crowns its range with the Century brand
- The Century limousine represented the pinnacle of the Toyota brand for several decades. The first generation of the model, equipped with a 3.0-liter V8 engine (later a 4.0-liter from 1982), was launched in 1967 and replaced thirty years later, in 1997, by a second generation with a 5.0-liter V12 engine. The first two generations were 5.27 meters long. They were (and still are today) the longest Japanese cars. The third generation was launched twenty years later in 2017. It marked the return of the V8 engine, replacing the V12, but this time enlarged to 5.0 liters and assisted by an electric motor, boosting power to 425 hp (317 kW) from the previous 295 hp (220 kW). The model's length was increased to 5.34 m.
- In 2023, a Toyota Century SUV equipped with a 3.5-liter plug-in hybrid V6 producing 406 hp (303 kW) was introduced, joining the limousine lineup. In 2025, at the Tokyo Motor Show, renamed JMS 2025, Toyota announced that Century would become an independent brand within the Japanese group, positioned above Lexus and thus in the ultra-luxury segment, with its primary targets being Rolls-Royce (which sells over 5,000 cars per year) and Bentley (which sells over 10,000 cars per year). Until then, Toyota Century production had never reached 1,000 units per year, instead hovering around 200-300 units annually. Century unveiled a coupe concept car at JMS 2025 that will give rise to the brand's third model, probably next year, much more expensive than a Lexus model.
Renault is offering an alternative to the European Commission's E-Car
- 说明
Renault is offering an alternative to the European Commission's E-Car
- The European Commission recently made a proposal to carmakers to try to revive the European electric vehicle market and achieve the goal of battery electric car sales in Europe by 2035. This proposal concerned the design, industrialization and marketing of small cars sold for less than 15,000 euros each, these models being inspired by the Kei cars sold in Japan.
- As a reminder, to be classified as a Kei car in Japan, a vehicle must not exceed 3.40 m in length, 1.48 m in width, and 2 m in height. Engine power is limited to 64 hp for internal combustion engines and 47 kW for electric motors. Engine displacement is limited to 660 cc for internal combustion engines. However, there are no weight restrictions, allowing for electric versions to be offered without altering the prescribed dimensional standards.
- Gerpisa (Permanent Study and Research Group on the Automotive Industry and Employees) is proposing the launch of M0 models, a new category composed of BEVs with a maximum length of 3.80 m and a maximum weight of 1,000 kilos.
- Renault makes another proposal: the launch of M1 models, BEVs with a maximum length of 4.20 m and equipped with a maximum battery capacity of 60 kWh, which allows the Renault 4 E-Tech and Renault 5 E-Tech to fall into this category.
- Currently, between 350,000 and 450,000 models produced in Europe theoretically fall under category M1E, representing approximately 3% of European production. There are currently no cars in Europe that correspond to category M0.
The DS brand could return to Citroën's control
- 说明
The DS brand could return to Citroën's control
- The first DS models of the 21st century were launched under the Citroën brand in 2009. At the time, it was a separate range within the carmaker's range (then a subsidiary of the PSA group) which drew its inspiration from the legendary Citroën DS of 1955, famous for its futuristic style and technical innovations.
- In 2012, the Citroën DS range comprised three different models: the DS3 (B segment), the DS4 (C segment), and the DS5 (D segment).
To differentiate the Citroën and Peugeot brands and position them in distinct markets, thus avoiding cannibalization between the two, PSA's strategy was to specialize Citroën more in the entry-level segment. It then became necessary to separate DS from Citroën in 2014. Thus, a premium brand was created within the PSA Group in 2014, named DS Automobiles, positionned to compete with German premium carmakers Audi, BMW, and Mercedes. DS Automobiles is positioned as a French luxury brand, combining bold design, advanced technology, and refinement.
To differentiate the Citroën and Peugeot brands and position them in distinct markets, thus avoiding cannibalization between the two, PSA's strategy was to specialize Citroën more in the entry-level segment. It then became necessary to separate DS from Citroën in 2014. Thus, a premium brand was created within the PSA Group in 2014, named DS Automobiles, positionned to compete with German premium carmakers Audi, BMW, and Mercedes. DS Automobiles is positioned as a French luxury brand, combining bold design, advanced technology, and refinement.
- Four new models were launched: the DS7 (C segment) in 2017, the DS3 (B segment) in 2019, the DS4 (C segment) and the DS9 (D segment) in 2021. These models failed to gain traction, totaling 80,000 sales in 2019, 60,000 in 2022, 50,000 in 2024 and 40,000 in 2025, compared to over 130,000 in 2012. Even though the DS N°8 (D segment) was launched in 2025, replacing the short-lived DS9 (D segment), the brand has had to contend since the creation of the Stellantis group in 2021 with two premium brands integrated within this group, Lancia and Alfa Romeo, which compete in the same market segment. Stellantis is therefore considering a return of DS under Citroën's ownership, a move that proves delicate due to Citroën's new positioning. The DS3 and DS4 might not be replaced as their sales potential is deemed too low. The brand would then focus on premium models such as the DS N°7 (planned for 2026) and DS N°8.
Summary of planned model transfers to the USA
- 说明
Summary of planned model transfers to the USA
- Since his return as President of the United States in 2025, Donald Trump has repeatedly mentioned the need to bring automobile production back to US soil. The strong signal that allowed him to move from words to action was the imposition of new tariffs on imported vehicles, particularly those from Europe, China, and Japan, and even from Mexico and Canada, with which the United States had long-standing partnership agreements.
- Nearly one year after the beginning of the second Trump presidency, where do we stand on the issue of relocation?
• European Premium carmakers have been the most receptive. Volvo has decided to partially transfer the production of XC60 (60,000 per year starting in 2026) and XC90 (50,000 starting in 2028) in the United States, alongside the EX90 and the Polestar 3. Mercedes has decided to do the same with the GLC in the United States at a rate of 65,000 per year starting in 2027. BMW has announced that its American plant in Spartanburg will produce six different electric models by 2030. Finally, Audi has announced plans to build an assembly plant in the USA (capacity of 150,000 per year).
• GM and Stellantisalso responded favorably to the Trump administration's request. GM will transfer production of two of its key models from Mexico to the US (Chevrolet Equinox and Chevrolet Blazer), representing 375,000 units per year. Stellantis aims to increase its US production by 50% to meet American market demands and avoid tariffs (an additional 500,000 vehicles per year). $13 billion will be invested in various US plants (including the reopening of the Belvidere - Illinois plant, which closed in 2023). Five new models will be produced locally.
• Japanese carmakers, encouraged to produce more in the USA, have not yet announced any definitive plans.
A split within the Stellantis group is a possible hypothesis
- 说明
A split within the Stellantis group is a possible hypothesis
- Former Stellantis CEO Carlos Tavares has expressed concerns about the balance between the three pillars of the carmaker, which comprises 14 different brands: France (ex-PSA Group = Peugeot-Citroën-DS-Opel-Vauxhall), Italy (ex-Fiat Group = Fiat- Abarth -Alfa Romeo, Lancia, Maserati) and the United States (ex-Chrysler Group = Chrysler, Dodge, Jeep, Ram), which could be weakened if internal tensions between these three pillars are not better managed.
- Tavares insists that the group's survival in its current form will depend on constant attention to its unity to prevent it from being pulled in multiple directions at once. Otherwise, he foresees a split between the European and American branches, which is equivalent to a resurrection of the Chrysler group, the former third-largest automaker in the Big Three. This would allow each division to refocus on its market, similar to what General Motors and Ford are doing.
- It is said that today, the main profit center of the Stellantis group is its American division (Chrysler, Dodge, Jeep, Ram), and while the group's diversity is a strength, it is also a source of managerial and cultural complexity, especially when national interests diverge. The group's current CEO, Antonio Filosa, announced $13 billion in investments in the United States, while making no announcements for Europe, which is causing concern among Europeans. Inovev believes that a split of the Stellantis group remains a possibility, as happened in the past with DaimlerChrysler or BMW-Rover.