BMW does not focus on providing cheap cars but highly performing ones. So probably the reduction in costs will be used to improve performance, features and perceived quality.
BMW has pretty low margins, like around 7-12% usually. A 10% reduction in manufacturing costs is not much.
That only happens in an open and competitive market. It’s usually governments that block that from happening (tariffs, taxes, unnecessary regulations…)
The main problem with unions in Germany is that they block companies from adapting to changes in the environment quickly. Companies become heavy behemoths and end up suffering from it, which ends up damaging their own employees as well.
I can try convince you. In unionized companies one can’t fire employees from the 53rd birthday. That makes them similar to care home at the end. Young folks come and go and are minority at the end. Dynamics decrease not from the size, but from getting old. Since the salaries are more or less the same the oldtimers have maxed out bonuses. What do young guys get? Basically nothing since the bonus pool must be distributed equally in the company.
I like the concept of the union, but I think that IG Metall is not the good implementation of that. At least not for white collar workers.
I strongly disagree. The step from the F series to the G vehicles was big, quality improved a lot, specially for the 3 series (F30, F31 vs G20, G21) and the X3 (the G01 feels like a 5 series). The materials, assembly, noises during driving, but specially the driving dynamics and robustness are incredibly high.
It’s also true though that the last wave of G models has improved driving dynamics but cheapened out in interior materials. Peak BMW interiors happened between 2019-2022 with the G01, G30, G05 and iX, i4. Being my favorites the iX and the G01.
BMW also has the best infotainment system after Tesla. And it still integrates well with Android Auto and Apple CarPlay.
Mechanically, you're probably right, but the screen-centric controls of the newer generation are _awful_ by comparison to the F generation's physical buttons and dials (this isn't BMW though, it's the whole industry).
My wife and I both have F31s, which we will drive until we can no longer source replacement parts unless the industry comes to its senses first (unlikely). Any time we've ever looked at plausible replacements, the screen-based controls are an immediate hard no.
Same as any other economic system: power is usually concentrated around a very small group of people. In socialism and communism, that concentration typically occurs within the party leadership or central planning apparatus.
However, in free-market capitalism, anyone is allowed to participate in capital formation and accumulation. Ownership is not formally restricted to a political class. Entry into markets is open in principle (unless it stops being a free market), and capital allocation is decentralized through free and voluntary exchange rather than administrative decree.
That does not mean capitalism eliminates power concentration, as Wealth can accumulate and translate into political influence. But the mechanism of power differs: In centrally planned systems, control flows from political authority. In market systems, control flows from voluntary transactions and competitive success.
I don't follow. Even now there is nothing preventing anyone here from making something for millions of dollars. While VC capital is closed to a select few, a person in a garage can still make it big.
Communist counties tend to gate keep even more. To the point that it is entirely who you know, with little concern to what you do.
> But the mechanism of power differs: In centrally planned systems, control flows from political authority. In market systems, control flows from voluntary transactions and competitive success.
This is a boilerplate theoretical explanation of capitalism which bears very little resemblance to how things actually work in most Western capitalist societies, particularly America.
A cursory glance at the majority of large markets reveals that they are dominated by a handful of massive companies, who use their enormous wealth and influence to steer (centrally planned) political policies, thereby stymying competition and entrenching their position.
Only if you limit yourself "capitalism" and "communism" as the two economic systems you are are considering. What we should be doing is noticing that these two systems fail in very similar ways (concentration of power in a small group of people), and think about what kind of system might not fail in that way.
My 13 year old Volvo has 138,000 miles and the same mileage as advertised when it was first sold. Also, when an engine goes, you can rebuild it, you can do a valve job, or replace the gaskets, replace the oil pump, replace the cylinder sleeves and you have a brand new engine. Or if you have scratches on your cylinder walls, you can bore those out and install wider pistons, rebalance the crankshaft, although on many modern engines the cylinder sleeves are effectively sprayed on and are just a few microns thick, in which case you need to get a machine shop to bore out the lining and install a race sleeve with custom pistons, which is expensive, but you can do it. And you can do this for less than the replacement cost of a car battery, both in terms of price and more importantly in terms of minerals required. You are talking about adding at most a couple of pounds of steel or aluminum versus manufacturing a new 700kg lithium iron with a lot of circuitry.
The main constraint now on car longevity is going to be the circuitry and all the electronic modules. Those expire with time and need to be replaced, and they are the same for EV and ICE, I'd wager that EVs have much more. Thermal stresses, vibrations, capacitors degrade over time, there is corrosion from moisture, etc. How many years do you think all those Tesla boards will last? I would worry about them more than the battery, which has proven to be very durable, and long term we will find ways of servicing these batteries without requiring replacements. Or at least, some manufacturers will, and smart consumers will buy from them. Just think of the problems a 20 year old computer has, one that has been used for an hour a day for 20 years. Now imagine one constantly vibrating, left outside in the sun and rain, etc. What would be the survival rate of that board over 20 years? Not good.
What we all need is an open source car for the electronics, as well as right to repair laws. That is probably the most important thing needed to keep cars on the road.
Not to be that guy, but citation needed. My Pontiac Vibe engine from 2007 worked fine when I got rid of in 2025. Still got about the same fuel economy. My old ass Silverado needed new piston seals but has over 200k miles and still gets 22 mpg on the high way at 70 mph.
The i4 is a damn tank, even more so the iX. For the American market both probably are a good fit, but for the German market they're just too big, we're not that SUV-crazed like the American market is thanks to the "SUV loophole".
BMWs problem, that set them back quite a bit, was the i3. A solid car on the technical side, but its design was... yuck, and it was designed for a very very limited subset of people. Too small like my 1.58m wife? Even with the seat moved to the maximum forward, uncomfortable (to outright unsafe) to drive, too high like me with 1.87, again uncomfortable to drive but at least I can reach all pedals.
It has nothing to do with being realtime. Most mcus are also not running any realtime OS.
What matters here is how dynamic and tightly coupled are the os components. On an embedded system, most of the system and their dependencies are monolithic, without any live updates. The system tends to behave almost deterministically after every reboot.
BMW does not focus on providing cheap cars but highly performing ones. So probably the reduction in costs will be used to improve performance, features and perceived quality.
BMW has pretty low margins, like around 7-12% usually. A 10% reduction in manufacturing costs is not much.
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