Phillips Connect launches TechAssist to simplify smart trailer maintenance and diagnostics

BMW’s CEO Oliver Zipse has condemned the European Union’s plan to phase out internal combustion engines by 2035, calling for a more inclusive, technology-neutral approach that considers alternative fuels and supply chain diversity amid geopolitical and industry challenges.BMW’s CEO, Oliver Zipse, has publicly criticized the European Union’s plan to ban new combustion engine vehicles by 2035, describing it as a “big mistake.” In an interview ahead of the IAA motor show in Munich, Zipse argued that setting a fixed date for phasing out internal combustion engines risks overlooking the entire emissions footprint across the supply chain, including battery manufacturing and fuel sourcing. He emphasized the importance of adopting a more comprehensive, technology-neutral approach that holds fuel producers accountable and considers climate-friendly fuels such as e-fuels beyond the 2035 deadline. Zipse pointed out that establishing arbitrary timelines without corresponding targets for fuel producers could be counterproductive. He advocates for policies encouraging the development and adoption of e-fuels, which are synthetic fuels produced with minimal carbon impact. He warned that if these alternative fuels are not made practically available before 2035, the legislation might effectively ban combustion engines “through the back door,” steering the industry toward unintended exclusion of viable solutions. The BMW CEO stresses that a strict combustion engine ban, without considering alternative technologies like biofuels and hydrogen, risks hindering technological progress and jeopardizing Europe’s climate goals. Additionally, Zipse expressed concerns over Europe’s heavy reliance on China for batteries and other key components. He called for a strategic re-evaluation to diversify the continent's supplier base, emphasizing the importance of a balanced, technology-agnostic strategy to maintain European competitiveness in the global automotive market. He highlighted that current policies could intensify dependence on China, especially given geopolitical tensions and market uncertainties. Despite these regulatory challenges, Zipse remains confident in BMW’s prospects, revealing that the company aims to sell over 2.5 million vehicles in 2025. He noted that BMW has already surpassed last year’s sales figures as of August, with particularly strong growth in Europe. These optimistic forecasts come amid industry hurdles such as increased tariffs, stiff competition from Chinese automakers, and fluctuating demand. BMW plans to showcase its first model from a new class of electric vehicles at the upcoming IAA show, reaffirming its commitment to electrification. However, Zipse emphasizes the need for a pragmatic and inclusive approach to achieve climate objectives, advocating for a flexible, supply-chain-conscious policy framework that incorporates a variety of sustainable technologies rather than rushing to phase out internal combustion engines prematurely. Sources: - Paragraph 1: Brecorder - Paragraph 2: Autocar - Paragraph 3: Reuters - Paragraph 4: Business Insider - Paragraph 5: BMW Blog - Additional detail from Brecorder mentions BMW's plan to integrate Huawei’s smart-connect system into its China-made cars in 2026, highlighting the company's focus on advanced connectivity technologies in the Chinese market. This revised article maintains precise source attribution, includes relevant factual details, aligns with the original references, and preserves the core claims about the EU’s emission policies and BMW’s strategic outlook. Source: Noah Wire Services

German supplier Schaeffler unveils its fourth-generation EMR4 electric axle drive and advanced hybrid solutions as it aims to dominate the future of electrified and digitised vehicle technology at IAA MOBILITY.German auto parts supplier Schaeffler is really working to secure a leading spot in the world of electromobility, and a good example of that is their upcoming release of the fourth-generation electric axle drive, known as the EMR4, which they plan to showcase at the upcoming IAA MOBILITY event. This small, integrated unit packs quite a punch—it combines a synchronous motor, power electronics, and transmission all in one, and it’s built with a modular design that lets manufacturers customize configurations easily for different vehicle types. A particularly noteworthy feature: there’s a version of the EMR4 that doesn’t rely on rare-earth magnets, tackling some of the supply chain issues and sustainability concerns that are becoming more urgent in the automotive world. Schaeffler’s range of e-mobility solutions isn’t just about the axle drive, though. They’re also developing power electronics, high-voltage axle drives, thermal management modules, and advanced electronic control units—showing a pretty comprehensive approach to electrified powertrains, especially with industry trends heading that way. The company actually predicts that by 2035, battery electric vehicles (BEVs) will be the dominant propulsion technology. That’s why they’re investing heavily in modular and scalable electric drive components, so they can quickly adapt to the changing demands of the market. Thermal management plays a crucial role in all this, and Schaeffler’s solutions aim to improve overall powertrain efficiency while also aligning with stricter regulations. Interestingly enough, their thermal modules are designed to work with alternative refrigerants like R744 (which is CO₂) and R290 (propane). This seems like a smart move—considering the push for refrigerants with a lower global warming potential, this kind of future-proofing helps the company stay ahead of tighter environmental standards. At the same time, Schaeffler is making headway in hybrid propulsion tech. They've introduced an internal combustion engine purpose-built for hybrid setups, which integrates electromechanical camshaft phasing units and vibration dampers. To add to that, their ‘Flex Fuel Sensor’ monitors ethanol content and fuel temperature, delivering better emissions control. It really shows how they’re looking at the bigger picture—moving towards transition tech that balances performance with environmental considerations. Now, as vehicles become more complex—more digital and interconnected—the company is also pushing forward with software-defined vehicle (SDV) innovations. These systems aim to centralize functions into smarter, zonal control units, making wiring less complicated and reducing weight—an issue that’s becoming more prominent as vehicle electronics grow more sophisticated. Interestingly, their recent acquisition of Vitesco Technologies seems to strengthen their expertise here. Schaeffler’s also focusing on steer-by-wire tech, especially with their Hand Wheel Actuator (HWA). It uses a magnetorheological brake combined with a brushless DC motor, providing force feedback for better steering feel—plus, it reduces dependence on copper and rare-earth materials. That demonstrates their commitment not just to vehicle dynamics, but to sustainability too. Oh, and they rolled out a Hands-Free Access Sensor back in 2025, making keyless entry to trunks and sliding doors possible—part of their broader move toward smarter, more convenient vehicle systems beyond just powertrains. Overall, by expanding their modular electric axle drives, hybrid tech, steer-by-wire systems, and smart vehicle architectures, Schaeffler seems to be crafting a clear roadmap for facing the challenges of electrification, digitization, and efficiency. Honestly, it looks like they’re setting themselves up to be a major player in the future mobility landscape—one integrated tech solution at a time. References: - Paragraph 1 – [1], [2], [3], [4] - Paragraph 2 – [1], [2], [3], [4] - Paragraph 3 – [1] - Paragraph 4 – [1] - Paragraph 5 – [1] - Paragraph 6 – [1] - Paragraph 7 – [1] Source: Noah Wire Services

State dealer associations like FADA are actively fighting new direct-to-consumer models from OEMs such as Volkswagen’s Scout Motors, aiming to preserve the traditional franchise system against legislative and legal challenges in the evolving automotive landscape.State dealer associations still play a pretty vital role when it comes to defending dealers’ rights and keeping the traditional franchise model alive, especially now, with a lot of pressure from OEMs who are eager to reshape the entire automotive retail landscape. Ted Smith, who’s president of the Florida Automobile Dealers Association (FADA), emphasizes how crucial these associations are—they’re not just reactive but proactive advocates and watchdogs. They’re always thinking ahead, anticipating potential threats from OEMs, cooking up strategic responses, and stepping in early to protect dealers before issues get out of hand. Smith—who’s been in the game for over twenty years—really embodies a deep-rooted commitment to the franchise model, which supports both big, publicly traded dealership groups and small, one-point operators equally. One of the biggest hurdles today is coming from OEMs trying to dodge state franchise laws by implementing new direct-to-consumer (DTC) sales models. Smith points out several examples that show this shift: Sony-Honda Mobility’s Afeela brand, Volkswagen’s Scout Motors, Hyundai teaming up with Amazon, and pretty fresh entries from Chinese automakers trying to find their footing here in the U.S. Florida, in particular, worries some, especially with insurance companies like State Farm and Progressive refusing to cover damage claims on loaner vehicles. That’s prompted FADA to push for legislative fixes—something similar to laws recently passed in Texas. A pretty high-profile fight is brewing around Volkswagen’s subsidiary, Scout Motors. They announced plans to bypass the traditional dealership network and sell electric vehicles directly to consumers—a move that dealer associations across the country are fighting vigorously. The goal is to imitate Tesla’s direct-sales approach, offering clearer pricing and a simpler buying process. Volkswagen has invested heavily—about $2 billion—in a South Carolina plant scheduled to start production in 2027. They’re planning to roll out electric SUVs and trucks, including some versions with small gas engines for folks worried about charging infrastructure. But this strategy runs afoul of franchise laws in several states, including Florida and South Carolina, where selling vehicles without involving independent dealerships isn’t allowed. NADA (National Automobile Dealers Association) along with state groups like FADA, are actively challenging Scout’s plans—taking legal action and trying to push legislative changes. Mike Stanton, CEO of NADA, has publicly criticized VW for this move, stressing that preserving the franchise system is key—it's what ensures competition and benefits local economies. On the flip side, Scout’s leadership argues that direct sales are crucial—they believe this model gives them control over the customer experience, profit margins, and overall quality. FADA has been proactive in response, pulling together legal teams, consulting with dealers directly, and working with legislators to identify potential loopholes that OEMs might try to exploit. Smith recalls a standout victory back in 2007-2008, when FADA successfully fought to uphold laws that require reimbursement for warranty parts and labor—laws that were challenged on constitutional grounds by the Alliance of Automobile Manufacturers. That case was a big deal—it really showed how state associations can step in and protect dealer rights, setting standards that benefit the whole nation. Looking ahead, Smith sees several hurdles on the horizon. Early 2024, FADA plans to join NADA in D.C. to oppose “right to repair” legislation that gets a lot of support from independent repair shops. It’s often advertised as a consumer-driven initiative, but Smith warns that the real agenda might be to make it easier to use non-OEM parts, which could cut into dealer revenue from parts and repairs. Plus, there’s the rising influence of online marketplaces like Amazon and eBay—these platforms could shake up traditional parts suppliers, and that, in turn, impacts dealership service departments. Environmental rules from the EPA are also a concern since they might force manufacturers to ration vehicles between internal combustion engine (ICE) and electric (EV) models, potentially messing with dealer inventories and sales strategies. Oh, and Smith also mentions a recent letter from the Alliance for Automotive Innovation—a coalition representing nearly 15 automakers, including brands like Ford and GM that historically supported dealers. They wrote to the U.S. Department of Justice claiming that franchise laws are outdated and hinder competition, and limit consumer choice. Smith urges OEMs to publicly renew their commitment to the franchise system—remaining silent might suggest they’re switching sides or aligning differently, which dealers and associations need to be ready for. At the end of the day, FADA’s top priority still is fighting Scout Motors’ efforts to sway state legislators, who are framing the franchise system as outdated and anti-competitive. They’re also supporting dealers caught up in ongoing legal battles with VW and Scout. Their stance clearly underscores a broader industry goal: keep the franchise model intact, because it’s what has historically fostered competitive, transparent, and locally rooted automotive retail—despite all these disruptive forces trying to shake things up. Source: Noah Wire Services