#LED Auto Manufacturer

[captainhopefulcatcollection]

努力耕耘

勤奮耕耘，收穫自然甜美！

生活就像果樹，

需要我們不懈的努力去栽種、澆灌、施肥。

只有付出，才有豐盛的果實。

不斷學習、不懈努力，

為自己的夢想灌溉養分。

即使面對挑戰，也要堅定信心，

相信自己的能力。

因為只有經過辛勤的努力，

才能收獲到美好的果實！

#努力耕耘 #不懈努力 #收穫甜美

[vinayakautomotive]

Exploring the Future of Auto Electrical Parts with LED Fog Lights from Vinayak Automotive.

As advancements in automotive technology continue to evolve, the demand for high-quality auto electrical parts has never been higher. In particular, effective lighting solutions like LED fog lights are crucial for safety and visibility. Vinayak Automotive, a leading LED fog light manufacturer, is at the forefront of this innovation, providing cutting-edge products that enhance both the functionality and aesthetics of vehicles.

The Importance of Quality Auto Electrical Parts

Auto electrical parts are integral to the modern vehicle's operation, powering everything from your car's dashboard to its headlights. As a trusted LED fog light manufacturer, Vinayak Automotive understands the need for parts that not only perform well but also withstand the rigors of daily use. This is where high-quality auto electrical parts come into play, ensuring longevity and reliability.

LED Fog Lights: A Must-Have in Any Vehicle

Fog lights are essential for driving in poor weather conditions, improving visibility during fog, rain, or snow. Vinayak Automotive stands out as a LED fog light manufacturer because they offer lights that are not only durable but also provide superior illumination. Choosing the right LED fog light manufacturer is crucial, as it affects the safety and efficiency of your driving experience.

Why Choose Vinayak Automotive?

Vinayak Automotive has consistently been a go-to LED fog light manufacturer for those who value quality and innovation. Their auto electrical parts are designed with the latest technology to ensure peak performance and safety. As an industry leader, Vinayak Automotive not only meets but exceeds expectations with its wide range of products, making it a top choice for auto electrical parts.

Enhance Your Vehicle with Vinayak Automotive

Upgrading your vehicle’s auto electrical parts with products from a reputable LED fog light manufacturer like Vinayak Automotive can significantly improve your driving experience. Whether you're looking to enhance safety or upgrade your vehicle's aesthetics, Vinayak Automotive provides top-tier solutions that stand out in the crowded market of auto electrical parts.

Final Thoughts

In conclusion, for those in the market for the best in auto electrical parts, especially LED fog lights, Vinayak Automotive is a name you can trust. With a reputation as a leading LED fog light manufacturer, they continue to innovate and lead the way in automotive solutions. Choosing Vinayak Automotive means opting for excellence in quality, reliability, and performance. 

[xenplus]

[odinsblog]

An internet and privacy watchdog has a warning: Your car is tracking you, and it’s collecting far more information than it needs just to get you where you’re going.

Mozilla, the nonprofit that develops the Firefox browser, released a report Wednesday detailing how the policies of more than two dozen car manufacturers allow for the collection, storage and sale of a wide range of sensitive information about auto owners.

Researchers behind the report said that cars now routinely collect data on par with tech companies, offer few details on how that data is stored and used, and don’t give drivers any meaningful way to opt out.

“Cars are a humongous privacy nightmare that nobody’s seemingly paying attention to,” said Jen Caltrider, who directs Privacy Not Included, a consumer privacy guide run by Mozilla. “And they’re getting away with it. It really needs to change because it’s only going to get worse as cars get more and more connected.”

Unlike Europe, the U.S has few meaningful regulations on how companies trade and store personal data. That’s led to a bustling industry of companies that buy and sell peope’s information, often without their knowledge.

Carmakers have a long list of personal information they say they may track, including employment and purchasing history, education, internet browsing history, location data, music and podcast listening habits, immigration status, religious and philosophical beliefs and health information.

(continue reading)

[dontmeantobepoliticalbut]

In his op-ed for The Guardian, U.S. Sen. Bernie Sanders propels the American labor conversation forward by arguing for a 20% cut in the standard 40-hour workweek, without any loss in pay.

He points to the 480% increase in worker productivity since 1940, asserting that such gains have mainly enriched corporations while leaving the working class in a perpetual state of struggle.

Sanders' rallying cry resonates with the ongoing initiatives by labor unions, especially the United Auto Workers (UAW), which recently initiated strikes against major automotive companies such as Ford Motor Co., General Motors Co. and Stellantis. The UAW is also pushing for a four-day workweek while preserving the pay for a five-day week, a demand that Sanders supports. This is part of a long-running struggle by unions to balance productivity gains against working hours that has seen little progress over the years as real wages in the auto industry have declined by 17%.

Research backs the concept of a reduced workweek, with a study led by Boston College Professor Juliet Schor indicating that efficiency can increase without requiring workers to cram more tasks into fewer hours.

International examples provide practical confirmation. In France and Norway, shorter workweeks are either in place or under consideration. A U.K. pilot study involving 3,000 workers in over 60 companies demonstrated increased happiness and productivity with a four-day workweek, prompting 92% of the participating companies to adopt the new schedule permanently.

Public opinion in the United States is also aligning with this idea. A Morning Consult survey showed that 87% of employed adults in the U.S. are interested in a four-day workweek, and 82% believe it could work on a broader scale. Likewise, a study by 4 Day Week Global revealed that none of the companies participating in four-day workweek experiments in North America have plans to revert to a traditional five-day week.

Despite these positive indicators, Sanders acknowledges the uphill battle to win these changes. Any benefits for the working class won't be "easily handed over by the corporate elite," he said.

Yet, as automation and technological progress, like the anticipated efficiencies in electric vehicle manufacturing, continue to threaten traditional work structures, they also underscore the feasibility of a reduced workweek.

The synergy between the voice of labor unions, the American working class, international examples and influential policymakers like Sanders makes the vision of a four-day workweek not merely a pipe dream but a realistic, achievable objective that could reshape labor norms for future generations.

[mariacallous]

Whatever his personal flaws, Elon Musk has been a masterful business builder. Tesla and SpaceX are two of the more successful companies the South African-born entrepreneur has conceived or led. But now Musk has encountered an obstacle both tenacious and effective: Swedish trade unions. Not even the world’s some-time richest man and the world’s most valuable auto brand have been able to dislodge the unions from their long-standing place in the Swedish economy. That’s good news for every country that believes in tempering the market economy with its own national characteristics.

“This is insane,” Musk tweeted on Nov. 23, 2023. He was responding to news from Sweden: The communications workers union had announced that its members would no longer deliver letters and packages to Tesla. That meant, among other things, that number plates for Tesla cars would not be delivered. That, of course, made the cars undrivable.

The communications workers union—known as Seko—was just the latest group to launch so-called sympathy strikes against the American carmaker. The transport workers union had already stopped handling Tesla cars arriving in Swedish ports, and so had the dockworkers union. The electricians union had stopped installing and servicing Tesla charging points. The custodians union had stopped cleaning the company’s facilities. The painters union had announced it was going to stop painting Tesla cars. The construction workers union had announced it would stop work and repairs on Tesla facilities. Since then, Norwegian and Danish labor unions have stopped handling Tesla cargo bound for Sweden and suspended garbage collection at Tesla’s facilities. Since the end of October, more than a dozen unions have launched strikes against Tesla, and the strikes continue.

These workers and their unions don’t have a direct conflict with Tesla: They’ve gone on strike to support their auto-mechanic colleagues who are employed by the global auto giant, because Tesla has refused to allow the IF Metall, which represents a range of groups including factory workers, the right to collective bargaining on behalf of its autoworkers. Tesla’s autoworkers went on strike on Oct. 27 entreaties by IF Metall for collective bargaining went nowhere. (Tesla doesn’t have a Swedish manufacturing plant, but it does have facilities where the cars are serviced.)

Sympathy strikes, where unions suspend work for a company in support of another union, are a powerful but rarely used feature of the Swedish labor market. It is, in fact, a bit of a remnant from a century ago, when Swedish labor market relations were more adversarial than today. For many decades now, however, relations have been largely collaborative. It works like this: Every employer allows trade employees not just to unionize but to represent all its workers, and the unions then negotiate wages and other aspects with the employer on behalf of their worker category.

IF Metall, for example, conducts collective bargaining with Volvo on behalf of the carmaker’s autoworkers, while the custodians union—Fastighets—negotiates with Volvo on behalf of the custodians employed by the company. Under this kind of arrangement, trade unions act with moderation, because the recurring negotiations with the employers allow them to reach agreement on not just wages but also on other issues including sick pay, vacation pay, working hours, termination, and personal fulfillment. Today, Sweden has some 650 such agreements covering 90 percent of the country’s employees.

But Musk doesn’t like unions. “It’s generally not good to have an adversarial relationship between … one group at a company and another group,” he told Andrew Ross Sorkin in an interview on Nov. 29. Indeed, Musk has tried to keep Tesla de-unionized, and that seems to have served him well on American home soil: When the United Auto Workers union targeted the Big Three (GM, Ford, and Stellantis) in a massive strike last fall and emerged with pay raises as high as 89 percent, Tesla could keep turning out its cars, unperturbed by any disruption. When IF Metall tried to get Tesla in Sweden to agree to collective bargaining, the answer came back that such decisions are made by Tesla’s headquarters in the United States.

The autoworkers’ strike, and the massive wave of sympathy strikes that have hit every aspect of Tesla’s operations, followed. “When we take action against an employer that doesn’t allow collective bargaining, it’s typically a small workplace, and we get public opinion against us,” Veli-Pekka Saikkala, a former auto mechanic who leads IF Metall’s collective bargaining, told me. “But this time, people’s view is that big Tesla, which is owned by the world’s richest man, shouldn’t come to Sweden and tell us how to do things.” The issue isn’t just about Tesla’s practices; it’s about protecting Sweden’s business and union norms—and a system that most Swedes are happy with and that has produced an extraordinarily well-performing economy.

Christer Thornqvist, a lecturer in business administration at the University of Skovde who specializes in trade unions, told a Swedish publication that Sweden has seen nothing like it since sympathy strikes against Toys “R” Us in the 1990s. In those delirious early days of globalization, the American toy chain arrived, similarly thinking that it could export its labor market practices along with its goods. But Swedish workers would have none of it. The transport workers union stopped transporting goods from Toys “R” Us; the dockworkers union stopped handling its arriving cargo; Fastighets stopped cleaning its shops and facilities; and eventually the American giant relented.

“The strikes against Tesla are, of course, about Tesla’s workers in Sweden, because they deserve the same rights as other workers in Sweden,” said Laura Hartman, who was until last fall chief economist at LO, Sweden’s blue-collar trade union confederation. “But primarily this is about the Swedish model, which is built on the concept that the labor market parties reach agreements. If companies start deviating from it, this will undermine our system and legislate about many workers’ rights.” Sweden, for example, doesn’t have a minimum wage—because unions and employers jointly negotiate such matters.

Back in the ‘90s, U.S. firms rapidly expanded in a dizzying range of emerging market economies, and expanding there often meant that they could also export their way of doing business. Western European companies did the same. There were other hurdles, to be sure, but a solid collective-bargaining system wasn’t one of them. U.S. foreign policy pursued a similar strategy: Other countries were to become more like America. This wasn’t done with malice. American business leaders and policymakers simply assumed that countries opening up would naturally want to become more like the United States. In those exuberant years, it didn’t occur to most American leaders, or admittedly to leaders from other Western countries, that states might want market economies and even democracy—but done their own way.

“In Sweden, we have very few strikes, and that’s because employers and unions work closely together,” Saikkala noted. “This benefits the labor market. The situation may be different in other countries, but it’s strange to assume that a company can use the same model around the world.” Indeed, Musk seems unaware that Swedish unions are different from American ones. In December, Tesla advertised on its careers page for a person with “a proven track record of getting regulatory changes made in the Nordics” to be based in Stockholm or Oslo. The listing is no longer available, though it’s unclear if this is because the person who’s to force the Nordics to change their generations-old labor market system has been hired—or because someone realized it was a bad idea.

Either way, in the Swedish unions, the world’s some-time richest man has encountered what may be the most maddening hurdle of his career. Even though going on strike is expensive for unions and thus their members, the sympathy strikes have kept accumulating. The fate of a few dozen mechanics has turned into a battle between the softer Nordic model and the unbridled capitalist vision of people like Musk. “All of a sudden, people in Sweden and beyond are learning a lot about collective bargaining,” Hartman reflected. “In the long run, this can strengthen unions in other countries. Small trade unions have a tendency to become militant. Large trade unions like we have in Sweden tend to work more collaboratively with employers, and that model is what’s at risk if companies like Tesla refuse to allow collective bargaining.”

Indeed, Tesla has emerged looking tin-eared, and not just because of the job advert. Rather than giving a few dozen Swedish autoworkers the right to collective bargaining, the world’s by far most valuable automaker is—for example—collecting its trash in vans and using a convoluted way of getting temporary license plates. Now 16 Nordic institutional investors with combined assets of more than $1 trillion have written to Tesla headquarters asking the company to work with the Swedish unions. The Danish pension fund PensionDanmark is even selling its Tesla shares over the dispute. As Billy Bragg sang, “There is power in a union.”

[chamerionwrites]

While these protests succeeded in disrupting normal operations at the targeted arms companies, they were unable to meaningfully halt the manufacture of weapons, in part because the group best poised to shut down production was conspicuously absent from each of the actions: the companies’ workers. More than two million US workers are employed by the weapons industry, which produces over 80% of all of Israel’s arms imports, including “precision guided munitions, small diameter bombs, artillery, ammunition, Iron Dome interceptors and other critical equipment,” according to the Pentagon, as well as F-35 aircraft—the most advanced fighter jets in the world. In the past month and a half, Israel has used these weapons in a genocidal assault that has killed more than 14,000 Palestinian civilians in Gaza, at least 5,600 of them children. The violence has prompted direct action against the Israeli war machine’s supply chain, with protesters targeting not only munitions factories but also ships transporting arms to Israel and financial firms with significant investments in the weapons industry. But unlike in many other parts of the world, where weapons workers have led the disruption in response to an urgent call for solidarity from Palestinian trade unions, in the US, unions in the weapons industry have so far remained outside the fray.

This is despite the presence of tens of thousands, if not hundreds of thousands, of unionized workers in the US weapons industry, some of whom are employed at the very factories that protesters have attempted to shut down this fall. As journalist Taylor Barnes reported earlier this year, each of the five major Pentagon contractors—Lockheed Martin, Boeing, Northrop Grumman, Raytheon, and General Dynamics—employs some unionized workers, although union density at the firms ranges from as low as 4% at Northrop Grumman to as high as 32% at Boeing. Many of these unionized workers belong either to the International Association of Machinists (IAM), or to the United Auto Workers (UAW), which is part of a renaissance in the US labor movement. Both unions include employees at Boeing, Lockheed Martin, Raytheon, and General Dynamics; the IAM additionally represents workers at Northrop Grumman and M7 Aerospace, a wholly owned subsidiary of the infamous Elbit Systems, while the UAW represents workers at Woodward, Inc., an aerospace firm that gained unwanted attention last month after a viral photo from the ruins of Gaza appeared to show a used missile component with the company’s logo on it. The unions are also actively organizing more workers in the weapons industry: Just last month, for example, the IAM unionized 332 Lockheed employees in Kentucky.

For anti-war labor organizers in the United States, unionized weapons workers present a paradox: Serving such members ostensibly requires making weapons industry jobs stable and remunerative, but the principles of global solidarity call for dismantling the war machine altogether. Traditionally, US unions have only pursued the former mandate. As one anonymous local union president in the industry put it to researcher Karen Bell earlier this year, “my top priority is trying to make sure that we have work in jobs in the United States . . . I don’t make a lot of judgments on anything other than, what can you do to keep the people I represent in work? That’s my job, and to be anything other than that, it would really be a disservice to the people that are paying my salary.” Rather than questioning their role in the industry, unions have reconfirmed their relationships with weapons companies since the start of Israel’s assault on Gaza. Last month, 1,000 IAM members in Arizona and 1,100 UAW members across the Midwest separately ratified new contracts with Raytheon and General Dynamics respectively, during a period when both companies were actively implicated in the mass killing of Palestinian civilians. When the Raytheon contract deal was announced on October 22nd, one IAM leader said he was “proud to support our Raytheon members and excited for this contract’s positive impact on their lives”—a statement that highlights the seemingly irreconcilable conflict between the economic interests of weapons industry workers and the anti-war, anti-genocide movement.

[trivialbob]

undefined

Last night I went to the auto show at the convention center.

I have been going every few years since I was old enough to drive. The early shows were more fun. Hustle and bustle. All the companies, except Ferrari and Lamborghini, had models there. The Mercedes and BMW vehicles were always locked. Then Lexus arrived on the scene and let everyone sit in their flagship LS400 sedan. The next year the Germans decided it was OK for people to look out the windshield and feel that nice leather on their backsides. This year though a lot of the pricier vehicles were locked.

The show seems to be declining in size and enthusiasm. Porsche was absent. The Thursday night crowd was much smaller than I anticipated. None of the “as sold on TV” types of displays had to be on the upper level. Now the Ginsu knives were in the front hallway. The far ends of the convention center were closed off because nothing was there.

Prices are horribly high. The number of options and their cost are astounding. Some high end pickups and SUVs are comfortably above six figures. There are more electric vehicles every year. Few are what I consider affordable for their size and content.

The Toyota Corolla sure has come a long way. I had a 2005 Corolla that never broke. It was lightweight feeling, but a terrific value. The 2023 Corolla on display was an AWD hybrid. The interior looked super nice for an “economy” car.

KIA got my vote for best designed LED head and tail lights. Those are nice looking vehicles. Mitsubishi had the least appealing vehicles to me.

Toyota and Chevy actually had some cars with manual transmissions. It used to be that sticks got better mileage than automatics. Computers upended that advantage. Now the only advantage of a stick shift is being one of a diminishing crowd of drivers who can operate one.

Some things never change though

There is always a freelance, volunteer salesman. He approaches people sitting behind the wheel taking a mental test drive. “Yeah, my buddy got one of these in 2021. Sweet ride! Acceleration is really good for a car that gets such good fuel economy! You probably want to act soon, because interest rates seem to be on the rise!” The driver nods politely, then crawls out the passenger door.

Some 10-year-old has to sit in every single vehicle, even the boring ones. At the fun cars, this kid takes 17 minutes to touch every button, jiggle the locked steering wheel, and adjust the seats while people wait for their turn.

There are the guys who want people to know they know someone who owns a fun vehicle. Standing near a small group of people around a Camaro, he loudly says to his companion, “Remember my pal Tony? Yep, Tony just got one of these. I think his has the metallic paint though, not this dull stuff.” Oh dude, that is cool. May I touch your arm?

The missing gearshift knobs. The dealerships or manufacturers have to remove them so they don’t get stolen.

[captainhopefulcatcollection]

戰勝心魔，邁向成功

心理障礙是我們前進路上的一道坎，跨過它，我們才能抵達成功的彼岸。

要戰勝心理障礙，首先要認清自己的障礙。是害怕失敗？還是缺乏自信？只有認清問題，才能找到解決的辦法。

其次，要鼓起勇氣，嘗試去做。不要被恐懼所束縛，勇敢地踏出第一步。即使失敗了，也從中吸取教訓，積累經驗。

最後，要保持樂觀的心態。相信自己，相信自己的能力。只要堅持不懈，就一定能戰勝心理障礙，取得成功。

#戰勝心魔 #邁向成功 #正能量

[scottguy]

Article: The return-to-office wars are over

Remote work advantages.:

Less time wasted commuting. (more tike for work & family)

Lower carbon footprint from employees commuting.

Lower commuting costs.

Smaller amount of commercial office space needed to be owned or rented monthly by a company increasing profits.

Employees don't need significantly bigger salaries to pay for expensive childcare arrangements.

Employees are happier and more willing to stay at that company.

--------------------------

The reason many CEOs want employees to come in is because they just don't trust them. Just like USA car companies didn't trust auto workers to stop production lines when they spotted mistakes because they thought they'd take advantage and be lazy. (That suspicious policy led to massive worker dissatisfaction because the employees knew they were putting together crap cars. Later, those faulty cars had to be disassembled in the parking lot and repaired and reassembled quickly, which was both inefficient and led to many brand new cars being "lemons.")

CEO's have the mindset that everyone is out to screw them because they know how much they underpay their employees for the value they generate.

But most people truly want to do a good (or at least adequate enough to not get fired) job because that makes them happier.

Below is a bonus link to the This American Life episode that explains how American car manufacturing techniques are inferior to Japanese techniques when they tried to apply Japanese car manufacturing techniques in the United States in Fremont, California.

It's a really good example of just how stupid American businesses can be.

[skitter-queen]

When are you going to become a Sylvania poster??? Wtf is this Worm shit

Upgrade any vehicle with premium SYLVANIA Roadsight dash cameras. Featuring enhanced technology and security, including lane departure warning and front collision avoidance. Get it before you wish you had it! SYLVANIA LED Off-Road lights maximize visibility on the trail. Trust SYLVANIA's 100+ years of lighting expertise to help you see beyond the road. Portable Auto Care Replace Headlights Improve Visibility Restore the appearance of dull, yellowed headlight lenses for improved visibility at night with our Award-Winning DIY Headlight Restoration Kit. Sylvania are proud to offer our Start range to all commercial, industrial and domestic premises that want to upgrade to a simple, LED lighting solution. Sylvania are one of the world's leading light specialists. Not only do we design, manufacture and install lighting solutions, we push the boundaries

[tekson-motors]

Electric Auto Price in Coimbatore: What the Dealers Don't Want You to Know!

 

The electric auto price in Chennai ranges between 3 lakhs to 6 lakhs, while in Coimbatore, it falls between 2.5 lakhs to 5 lakhs. Book a free test drive today by contacting Siva at 8220390690.Also available in Zero down payment EMI options

Electric loading vehicle in Coimbatore

In the logistics sector, electric loading trucks are disrupting traditional transportation methods. Efficient and cost-effective, these trucks present the ideal solution for transporting goods over short and medium distances. Tekson Motors' loading vehicles not only address logistical challenges but also contribute to a cleaner environment, aligning with the nation's sustainability goals.

To Book test drive contact Siva at 8220390690

Electric trucks in Chennai - Tekson Motors

Now, let us focus on what sets Tekson Motors apart from the competition. Our unwavering commitment to innovation is evident in every vehicle we produce. Tekson Motors' e-auto rickshaws and loading trucks are specifically designed to cater to the diverse needs of urban transport and logistics. With a strong emphasis on quality, efficiency, and sustainability, our vehicles are poised to dominate the market.

Electric Auto in India

In the dynamic landscape of Indian transportation, Electric Vehicles (EVs) are paving the way towards a sustainable and eco-friendly future. Among these, electric auto rickshaws and loading trucks have emerged as the frontrunners, revolutionizing the way we commute and transport goods. In this blog post, we will delve into the current market trends, competitors, and the latest technologies in the e-auto sector. Lastly, we will shine a spotlight on Tekson Motors, showcasing why our offerings surpass the competition.

EV Market trend

The Indian EV market is currently experiencing a paradigm shift, with electric auto rickshaws leading the charge. The demand for electric auto in Coimbatore and Chennai is on the rise, presenting a tremendous opportunity for EV manufacturers in Tamil Nadu. At the forefront of this revolution is Tekson Motors, the leading electric auto maker in Coimbatore. With affordable electric auto options available in all districts of Tamil Nadu, we are reshaping urban mobility.

Competitors and New Technologies:

Various players have entered the e-auto market, each bringing distinctive features and innovations. From advancements in battery technology to the development of improved charging infrastructure, the competition is fierce. Nonetheless, Tekson Motors sets itself apart by prioritizing cutting-edge technology and visionary design. Our e-auto rickshaws and electric loading trucks are meticulously crafted, emphasizing efficiency, sustainability, and delivering a seamless driving experience.

Auto Rickshaws: Transforming Lives and Preserving the Environment:

Electric auto rickshaws have evolved beyond mere modes of transportation; they are drivers of change. With zero emissions, these vehicles significantly contribute to reducing air pollution in congested cities. Notably, the economic impact is substantial, as lower operational costs translate into increased earnings for hardworking drivers. The advent of electric autos in Coimbatore has led many auto drivers to double their income, empowering their families.

Conclusion:

As we embark on the journey towards a greener future, Tekson Motors stands tall as a symbol of innovation in the e-auto industry. Our commitment to providing reliable, sustainable, and efficient vehicles is reflected in every product we offer. Whether you reside in Chennai or Coimbatore, our e-autos and loading trucks are tailor-made to enhance your driving experience and contribute to a cleaner and brighter tomorrow. Choose Tekson Motors for a ride into the future of transportation in Coimbatore. If you have any doubts regarding or products please write us . If you are looking for other brands check out Mahindra electric truck

[mariacallous]

Elon Musk hasn’t been sighted at the picket lines in Missouri, Ohio, or Michigan, where autoworkers are striking against the Big Three US carmakers. Yet the influence of Musk and his non-unionized company Tesla have been everywhere since the United Auto Workers called the strike last week. In some ways, Tesla—the world’s most valuable automaker by market capitalization—set the whole thing in motion.

Tesla’s pioneering electric vehicles kicked off a new era that has turned the entire auto industry on its head. In a scramble to compete with Tesla and make that transition, the legacy automakers targeted by the current strike, General Motors, Ford, and Stellantis, have each pledged billions in global investment and have begun dramatically restructuring their operations. For workers, the “green jobs” being created can be scarcer and worse paying. Electric vehicle powertrains have many fewer moving parts than conventional gas-powered ones, and so they require 30 percent fewer vehicle assembly hours, according to one estimate. Plants that make EV batteries are generally outside the core, unionized auto supply chain. The United Auto Workers has seen a dramatic drop in membership due to jobs moving outside the US—it lost 45 percent of its members between 2001 and 2022. A future with more electric vehicles could mean fewer union jobs overall. “This strike is about electrification,” says Mark Barrott, an automotive analyst at the Michigan-based consultancy Plante Moran.

The new assembly plants that the legacy automakers need to pull off the transition have been stood up mostly in US states hostile to union organizing, such as Kentucky, Tennessee, and Alabama. And because many of these plants are joint ventures between automakers and foreign battery companies, they are not subject to previous union contracts.

The UAW did not respond to a request for comment, but UAW president Shawn Fain told CNBC last week that the electric transition can’t leave workers behind. “Workers deserve their share of equity in this economy,” he said.

Tesla’s rise over recent years has also put ever-ratcheting pressure on the legacy automakers to cut costs. Including benefits, Musk’s non-unionized EV company spends $45 per hour on labor, significantly less than the $63 per hour spent in the Big Three, according to industry analysts.

Musk’s willingness to upend auto manufacturing shibboleths has also forced his legacy competitors to seek new efficiencies. Tesla led the way in building large-scale car casts, stamping out very large metal components in one go rather than making a series of small casts that have to be joined together. And it pioneered an automotive chassis building process that can be easily adapted to produce different makes and models.

Tesla’s Silicon Valley roots also helped it become the first automaker to envision the car as a software-first, iPhone-like “platform” that can be modified via over-the-air updates. And the company aims to automate more of its factories, and extract more of the materials it needs to build its batteries itself.

Tesla’s novel production ideas could soon lead the company to put even more pressure on legacy automakers. Musk said earlier this year that Tesla plans to build a new, smaller vehicle that can be made for half the production cost of its most popular (and cheapest) vehicle, the Model 3.

Musk says a lot of things, and many don’t come to pass. (The world is still waiting for the 1 million Tesla robotaxis promised by the end of 2020.) But Tesla has been disruptive enough to leave legacy automakers, including Detroit’s Big Three, “in a quest for capital,” says Marick Masters, who studies labor and workplace issues at Wayne State University's School of Business. Detroit’s automakers have made good money in the past decade—some $250 billion in profits—but also paid a significant chunk of it out in dividends. Pressure from Tesla and the EV transition it catalyzed has left them feeling as if they need every penny they can corral to keep afloat as the industry changes.

“They have little money to concede for union demands,” says Masters. The UAW’s wants include significantly higher wages, especially for workers who have joined the companies since their Great Recession and bankruptcy-era reorganizations, which left some with less pay and reduced pension and health benefits.

So far, the UAW has shown little patience for the idea that the automakers it is pressuring are cash-strapped and under competitive pressure. “Competition is a code word for race to the bottom, and I'm not concerned about Elon Musk building more rocket ships so he can fly into outer space and stuff,” UAW president Fain told CNBC last week when asked about pressure from Tesla. He has argued that production workers should receive the same pay raise received by auto executives over recent years.

When automakers have taken the opposite tack, insisting that they’re well capitalized and making plans to put them ahead of the electric car maker—well, that set up conditions for this strike too. The three American automakers are forecasted to make $32 billion in profits this year, a slight dip from last year’s 10-year high. “The more they toot their own horns about profitability, the more the union looks at them and says, ‘We want our rightful share,’” says Masters.

Tesla did not respond to a request for comment, but Musk has, in typical fashion, chimed in. He posted on X last week to compare working conditions at his companies with the competition, apparently seeking to turn the dispute he helped foment into a recruiting pitch. “Tesla and SpaceX factories have a great vibe. We encourage playing music and having some fun,” he wrote. “We pay more than the UAW btw, but performance expectations are also higher.” A UAW attempt to organize Tesla workers in 2017 and 2018, as the company struggled to produce its Model 3, failed. The National Labor Board ruled that Tesla violated labor laws during the organizing drive; the carmaker has appealed the decision.

[callmeanxietygirl]

1958 Porsche 356 A Coupe

The Porsche 356A (T2) Speedster September 1957 to August 1958 (Carrerra Speedsters continued into 1959)

The last of the 356A Speedsters are probably the most attractive and the most desirable. The 356A (T2) Speedster was introduced in September 1957 and continued until the basic Speedster was replaced by the Convertible D in August 1958 although a number of Carrera, GS and GT Speedsters were produced in 1959.

History:

Ferdinand Porsche and the foundation of the Porsche Company

Ferdinand Porsche was born on September 3rd 1875, in the Bohemian village of Maffersdor. After attending grammar school and Staatsgewerbeschule (State Vocational School) in Reichenberg, he entered his father's metalworking business. The young and imaginative Ferdinand pursued a fascination with electricity working on the design of an electric car and in 1900 The Lohner-Porsche electric car is presented at the World Fair in Paris. Porsche's wheel hub engines brought the young engineer international attention. In the same year, he developed an all-wheel-drive racecar, as well as a hybrid petrol/electric vehicle.

In 1906 Ferdinand Porsche became Technical Director at Austro-Daimler in Wiener Neustadt. At the age of only 31, he became responsible for the model range of one of Europe's largest automotive concerns.

In September1909 Ferdinand's first son, Ferdinand Anton Ernst Porsche, later known as 'Ferry', was born. In 1910 The Austro-Daimler touring car designed by Ferdinand Porsche scores a triple victory in the Prince Henry Trials.

In 1923 as Technical Director and Board Member of the Daimler-Motoren-Gesellschaft in Stuttgart, Ferdinand Porsche was responsible for the design of the legendary Mercedes Compressor Sports Car and in the following year, he led the development of the 2-litre racecar won the Targa Florio. The Mercedes-Benz S-Type models dominate international motorsport from 1927.

Professor Ferdinand Porsche 1875-1951

In 1931 Ferdinand Porsche founded the company that bears his name "Dr. Ing. h. c. F. Porsche GmbH" to provide 'engineering and consultation on engine and vehicle design'. Based in Stuttgart the company carried out projects for manufacturers such as as Wanderer, Zündapp and NSU. In 1933 Porsche developed a Grand Prix mid-engined 16-cylinder racecar for Auto Union. He also developed a rear engined compact vehicle concept for NSU.

One year later the Porsche company received an official order for the design and construction of a German 'Peoples Car' or Volkswagen. The prototype was developed and assembled in the garage of the Porsche villa in Stuttgart and was road tested within 12 months At the same time production facilities were being set up for the Volkswagen which was officially called the 'KdF-Wagen'.

In December 1935 Ferdinand Alexander Porsche the first son of Ferry Porsche (and later known as 'Butzi') was born in Stuttgart.

During 1939 Porsche developed 3 racing coupés for long-distance endurance competition. These 'Berlin­Rome-Wagens' could be considered the forerunners of later Porsche sports cars.

He also designed the Mercedes T-80 in1939 to conquer the world land speed record. It was reputed to have a 3000 hp aircraft engine.

Because of the outbreak of the second world war Volkswagen production was diverted towards the military version of the Beetle, the Kübelwagen and Schwimmwagen. Only 1207 Volkswagen KdFs were built between 1941 and 1944

Porsche also designed several heavy tanks but did not get the production contract. Towards the end of the war the Porsche Engineering office moved to the relative safety of Gmünd in the Austrian province of Carinthia.

After the war the Volkswagen factory at Wolfsburg was taken over by the British and Ferdinand Porsche was arrested and imprisoned in France for 20 months.

In 1946 under the direction of Ferdinand Porsche's son Ferry, the Porsche Engineering office became involved in the design of an all-wheeldrive Grand Prix racecar for an Italian industrialist, Piero Dusio.

Ferry Porsche saw a market for a small, light two seater roadster and was unable to find a car in the market that matched his preference. He decided to build a car which became the first 356 and the first sportscar to bear the Porsche name.

[tritonmarketresearch]

Aluminum Market: Products, Applications & Beyond

Aluminum is a versatile element with several beneficial properties, such as a high strength-to-weight ratio, corrosion resistance, recyclability, electrical & thermal conductivity, longer lifecycle, and non-toxic nature. As a result, it witnesses high demand from industries like automotive & transportation, electronics, building & construction, foil & packaging, and others. The high applicability of the metal is expected to drive the global aluminum market at a CAGR of 5.24% in the forecast period from 2023 to 2030.

Aluminum – Mining Into Key Products:

Triton Market Research’s report covers bauxite, alumina, primary aluminum, and other products as part of its segment analysis.

Bauxite is anticipated to grow with a CAGR of 5.67% in the product segment over the forecast years.

Bauxite is the primary ore of aluminum. It is a sedimentary rock composed of aluminum-bearing minerals, and is usually mined by surface mining techniques. It is found in several locations across the world, including India, Brazil, Australia, Russia, and China, among others. Australia is the world’s largest bauxite-producing nation, with a production value of over 100 million metric tons in 2022.

Moreover, leading market players Rio Tinto and Alcoa Corporation operate their bauxite mines in the country. These factors are expected to propel Australia’s growth in the Asia-Pacific aluminum market, with an anticipated CAGR of 4.38% over the projected period.

Alumina is expected to grow with a CAGR of 5.42% in the product segment during 2023-2030.

Alumina or aluminum oxide is obtained by chemically processing the bauxite ore using the Bayer process. It possesses excellent dielectric properties, high stiffness & strength, thermal conductivity, wear resistance, and other such favorable characteristics, making it a preferable material for a range of applications.

Hydrolysis of aluminum oxide results in the production of high-purity alumina, a uniform fine powder characterized by a minimum purity level of 99.99%. Its chemical stability, low-temperature sensitivity, and high electrical insulation make HPA an ideal choice for manufacturing LED lights and electric vehicles. The growth of these industries is expected to contribute to the progress of the global HPA market.

EVs Spike Sustainability Trend

As per the estimates from the International Energy Agency, nearly 2 million electric vehicles were sold globally in the first quarter of 2022, with a whopping 75% increase from the preceding year. Aluminum has emerged as the preferred choice for auto manufacturers in this new era of electromobility. Automotive & transportation leads the industry vertical segment in the studied market, garnering $40792.89 million in 2022.

In May 2021, RusAl collaborated with leading rolled aluminum products manufacturer Gränges AB to develop alloys for automotive applications. Automakers are increasingly substituting stainless steel with aluminum in their products owing to the latter’s low weight, higher impact absorption capacity, and better driving range.  

Also, electric vehicles have a considerably lower carbon footprint compared to their traditional counterparts. With the growing need for lowering emissions and raising awareness of energy conservation, governments worldwide are encouraging the use of EVs, which is expected to propel the demand for aluminum over the forecast period.

The Netherlands is one of the leading countries in Europe in terms of EV adoption. The Dutch government has set an ambitious goal that only zero-emission passenger cars (such as battery-operated EVs, hydrogen FCEVs, and plug-in hybrid EVs) will be sold in the nation by 2030. Further, according to the Canadian government, the country’s aluminum producers have some of the lowest CO2 footprints in the world.

Alcoa Corporation and Rio Tinto partnered to form ELYSIS, headquartered in Montréal, Canada. In 2021, it successfully produced carbon-free aluminum at its Industrial Research and Development Center in Saguenay. The company is heralding the beginning of a new era for the global aluminum market with its ELYSIS™ technology, which eliminates all direct GHG emissions from the smelting process, and is the first technology ever to emit oxygen as a byproduct.

Wrapping Up

Aluminum is among the most widely used metals in the world today, and is anticipated to underpin the global transition to a low-carbon economy. Moreover, it is 100% recyclable and can retain its properties & quality post the recycling process.

Reprocessing the metal is a more energy-efficient option compared to extracting the element from an ore, causing less environmental damage. As a result, the demand for aluminum in the sustainable energy sector has thus increased. The efforts to combat climate change are thus expected to bolster the aluminum market’s growth over the forecast period.

[waqassadcer3]

Chetak's Impact on India's Electric Vehicle Market

Chetak, the electric scooter launched by Bajaj Auto, has been making waves in the Indian market since its release in 2020. Chetak ka Result The scooter, which has a range of up to 95 km and a top speed of 70 km/h, has been well-received by consumers looking for a reliable and affordable electric vehicle.

But what impact has Chetak had on India's electric vehicle market as a whole?

Firstly, Chetak has helped to raise awareness about the benefits of electric vehicles among the general public. Many consumers were previously hesitant to switch to electric due to concerns about range anxiety and battery life, but Chetak's success has shown that electric vehicles can be just as reliable and practical as traditional petrol-powered vehicles.

Furthermore, Chetak has spurred competition in the electric vehicle market. Other major players such as Hero Electric and TVS Motors have also released their own electric scooters in response to Chetak's popularity. This increased competition has led to a wider range of electric vehicle options for consumers, as well as lower prices due to market saturation.

The success of Chetak has also encouraged the Indian government to further promote the adoption of electric vehicles. In 2019, the government announced a goal of having 30% of all vehicles on Indian roads electric by 2030. The launch of Chetak and the subsequent surge in demand for electric scooters has put the country on track to meet this target.

Overall, Chetak's impact on India's electric vehicle market has been significant. It has helped to increase awareness and acceptance of electric vehicles, spurred competition among manufacturers, and encouraged government support for the sector. As India continues to move towards a more sustainable and environmentally-friendly future, Chetak and other electric vehicles are sure to play a crucial role in shaping the country's transportation landscape.